LEARNER’S MANUAL: MECHANICAL

ENGINEERING (FITTING)
NQF LEVEL 3

Maintain Direct Drives

U/S 13280 Credits: 6 Core

Approval Page

SASOL Global Learning Copyright.

Confidentiality Notice
The contents of this manual are exclusively for the use of the employees of Sasol and its
subsidiaries. The information contained herein is proprietary and confidential. It may be shared with
external institutions only after authorization by the authorised Centre of Excellence (C.O.E.).

MANUAL COMPILED BY:

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DATE OF COMPILATION: 3 FEBRUARY 2014

Page 2 of 158
Revisions

Book Filename: Manual – Maintain Direct Drives

Location of Project Files:

Revision Date Description Author

No
0 3 February 2014 Initial release W.J. Gouws
1
2
3
4

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Table of Contents

Subject Page Number

Approval Page ................................................................................................................... 2

Revisions ........................................................................................................................... 3
Table of Contents .............................................................................................................. 4
Learner Manual Description ............................................................................................... 6
Unit Standard Alignment .................................................................................................... 6
How to Use the Learner Manual ........................................................................................ 7
Learner Support................................................................................................................. 9
Learning Method................................................................................................................ 9
Activities Related To This Learner Manual....................................................................... 10
Safety, Health and Environmental Aspects ...................................................................... 12

Module 1 ............................................................................................................................ 13

The Purpose and Types of Direct Drives ......................................................................... 13

Purpose of Module .......................................................................................................... 13
Learning Outcomes ......................................................................................................... 13
Procedures Relating To This Module ............................................................................... 14
Introduction...................................................................................................................... 14
Introduction to Direct Drives............................................................................................. 14
Rigid Coupling Drives ...................................................................................................... 19
Flexible Coupling Drives .................................................................................................. 23
Coupling Materials and Size Designations ....................................................................... 32
Design, Construction and Maintainability of Couplings..................................................... 34
Methods of Securing Couplings to Shafts ........................................................................ 36
Troubleshooting on Coupling Drives ................................................................................ 41
Self Assessment .............................................................................................................. 48

Module 2 ............................................................................................................................ 53

Maintenance of Indirect Drives ........................................................................................ 53

Purpose of Module .......................................................................................................... 53
Learning Outcomes ......................................................................................................... 54
Procedures Relating To This Module ............................................................................... 54
Safety, Health and Environmental Aspects ...................................................................... 54
Introduction...................................................................................................................... 55

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 Plan and Prepare for Direct Drive Maintenance ............................................................... 56
Maintenance of Direct Drives ........................................................................................... 63
Self Assessment ............................................................................................................ 132

References ...................................................................................................................... 143

SAQA Unit Standard ....................................................................................................... 144

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1. Learner Manual Description

The purpose of this learning manual is to provide learners with knowledge and skills relevant to the
maintenance of direct drives as done in the workplace. The subject of the “maintenance of direct
drives” is covered in two modules in this Learner’s Manual viz:

2. Unit Standard Alignment

This Learner’s Manual is intended to provide some foundational knowledge for the attainment of the
NATIONAL CERTIFICATE: MECHANICAL ENGINEERING, FITTING NQF 3, SAQA ID 59669,
and QUALIFICATION. In order to achieve this qualification, the following unit standard/s is
applicable to this Learner‘s Manual:

Table 1: Unit Standard

SAQA US ID 13280
US TITLE Maintain Direct Drives
NQF LEVEL 3
CREDITS 6 Core

The SAQA unit standard is, for reference purposes, included at the end of this manual.

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3. How to Use This Learner’s Manual

To make it easier for you a number of different ICONS have been used throughout the manual.
Refer to the following tables for the ICONS and their meanings.

Table 2: Activity Icons and their meanings

Individual Activity. Complete by yourself.

Group Activity. Please Participate.

Group Discussion. Keep notes of what the group

does in the exercise.

Reading or research activity.

When you see this icon, you are required to complete

workbook activities.

When you see this icon, you are required to complete

the activity in a real life scenario or the workplace.

Glossary of terms.

Tools and templates that can be copied and re-used

throughout the learning programme.

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Table 3: Learning Material Icons and their meanings

ICON DESCRIPTION

Index

Unit Standard

Outcome To Be Achieved

Computer Based Training (C.B.T.)

Notes

Tag. Select
and type. Safety Rules / Regulations Or Tips

Warning / Dangerous Substances

Self Assessment

Self Assessment Information

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4. Learner Support

To support you with the learning process, consult the following resources:

1. This Learner’s Manual

2. Learning Practitioner / Assessor
3 Assistant Manager
4. Maintenance Group Leader
5. Senior Artisan
6. Existing DVD”s
You can contact your learning practitioner via phone or email.

Please write in pencil so that the manual can be re - used afterwards by other learners in the
future.

Name of Learning practitioner Email Address Contact Number



5. Learning Method

1. Read / study through this manual attentively (carefully)

2. Do NOT complete the Self Assessment at the end of each module in this manual by writing in this
manual. Answer the questions in your Learner’s Work Book at the appropriate section where it is
provided for. Complete all the responses and instructions required in your LEARNER’S WORK
BOOK Fitting Level 2.

3. Ensure that you have learnt the contents of the manual to the extent where you can answer any
question on it as you are required to pass the computer based test on it. The minimum pass mark
for this test is 80%. You are allowed only 3 attempts on the computer. Preferably you must pass
it with the first attempt!

4. After passing the test you must enter your result/s on the NQF 2 progress sheet on the notice
board in your workshop lecture room.

5. Do NOT accept that if you can answer the questions in the Self Assessment that you will
automatically pass the computer based test.

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6. Please note, that after studying this manual, consultation of the resources and passing the test,
you are free to practically exercise the maintenance of direct drives.

7. During normal work activities your learning practitioner will conduct performance evaluation.
This includes the following criteria:

 Communicate effectively using visual, mathematical and/or language skills in the modes of oral
and/or written persuasion, with regard to reporting and recording of information and abnormal
conditions during the maintenance of direct drives.
 Demonstrating and understanding of the maintenance of direct drives as a set of related
systems by identifying the impact of abnormalities during the maintenance of direct drives.
 Work effectively with others as a member of a team and organisation to conduct, communicate
and respond to activities during the maintenance of direct drives.
 Identify and solve problems in which responses display that responsible decisions using critical
and creative thinking have been made towards the maintenance of direct drives.
 Organise and manage oneself and one’s activities responsibly and effectively, while maintaining
direct drives.
 Use science and technology effectively and critically, showing responsibility towards the
environment and health of others during the maintenance of direct drives.
 In order to contribute to the full personal development of each learner and the social and
economic development of society at large, it must be the intention underlying any programme of
learning to make an individual aware of the importance of reflecting on and exploring a variety of
strategies to learn more effectively.

6. Activities Related To This Learner’s Manual

You are required to complete the following activities:

 Activities In The Learner’s Workbook

Answer the questions in connection with the maintenance of direct drives in your Learner’s Work
Book. This is a formative self assessment and it is required that you do it as an individual on your
own.

 Workplace Activities

These activities are related to the actual application of knowledge in the workplace to gain
skills. Below is a summary of all workplace activities.

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Table 4: Workplace Activities
These activities must be completed in the workplace. Number your documents clearly.

USID SO LO What to do?

MODULE 1
Inspect your workplace to find the following flexible coupling
types and look in particular if you can see the flexible
element:

 Disc coupling
 Pin and rubber bushing coupling
 Gear coupling
 Spider coupling
 Upex coupling
 Chain coupling
 Barrel coupling
 Flexible membrane coupling
 Flexible grid or “Bibby” coupling
 The Tyre or Fenna Flex coupling
 Leather laced coupling
 Rafford coupling
 Universal Joint
 Universal ball joint
 Constant velocity joint (CV joint)

Carry out the inspection, find the flexible couplings and mark
it off on the check list which follows, but in your LEARNER’S
WORK BOOK, Engineering (Fitting) NQF Level 3. All the
listed coupling types may not be present in your workplace
but try to find at least seven or eight of them.
MODULE 2

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USID SO LO What to do?

1. Your Learning Practitioner must allocate a shrink fitted

coupling half in the fitting simulator plant or workshop
at the Learning Institution to you. Make use of a wheel
puller set and the oxy - acetylene heating set to remove
the coupling half from the shaft. After removal you must re
- mount the coupling half.

Remove the coupling from the shaft, re - fit it and complete

the check list which follows, but in your LEARNER’S WORK
BOOK, Engineering (Fitting) NQF Level 3.

2. Your Learning Practitioner must allocate a taper lock bush

fitted Fenna - Flex coupling in the Fitting simulator plant or
workshop at the Learning Institution to you. Make use of
the suitable tools to remove the tyre, the coupling half,
inspect the whole coupling and re - fit the coupling half and
the tyre according to the specifications given below.

Remove the tyre from the coupling half and the coupling half
from the shaft, re - fit it and complete the check list which
follows, but in your LEARNER’S WORK BOOK,
Engineering (Fitting) NQF Level 3.

3. Your Learning Practitioner must allocate a pump/motor

unit or Plummer bock/shafts unit in the fitting simulator
plant or workshop at the Learning Institution to you.
Align the two shafts using the 2 x DTI face and rim
method of shaft alignment so that the residual
misalignment does not exceed 0.05 mm TIR

Align the shafts and note your alignment results (DTI

readings) on the results sheet (given below) and complete
the check list which follows, but in your LEARNER’S WORK
BOOK, Engineering (Fitting) NQF Level 3.

7. Safety, Health and Environmental Aspects

Tag. Select
and type.

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According to the SASOL general safety rules, the following generic protective equipment
must be worn in the work place.
Personal protective equipment must at all times be worn when you are on the plant and during the
practical work. This includes hard hat, leather gloves, safety shoes, flame proof or acid proof
overalls with long sleeves and hearing protection. Safety glasses/ goggles, hearing protection and
PVC gloves must be worn when applicable. When working in the workshop, it is not required to
wear the hard hat.
Specific protective equipment as applicable to this manual will be indicated with each module in
the manual.

MODULE 1
THE PURPOSE AND TYPES OF DIRECT DRIVES

1. Purpose of Module

This module provides you the learner with the knowledge and understanding relating to the purpose
and types of direct drives. Such learning is a fundamental requirement for working in the
mechanical, fitting environment where maintenance of direct drives is done as part of the
maintenance fitter’s work.

2. Learning Outcomes

The learning outcomes identify what you, as a learner, should have achieved after working through
this manual successfully.

You will be able to:

Plan and prepare for direct drive maintenance by first knowing:

 The definition and purpose of direct drives

 The difference between rigid - and flexible coupling drives and the various types of each
 The coupling materials and size designations
 The coupling design, construction and maintainability of couplings
 Methods of securing couplings to shafts
 Troubleshooting on coupling drives (deviations on the coupling drive, the machines it is fitted to
and its shaft alignment)

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3. Procedures Relating To This Module

The learning method, as previously explained, all procedures applicable to hand tools and all safety
procedures.

4. Introduction

Some of the mechanisms through which power is transmitted between - and within machines are
called drives. Usually the machines are driver machines such as electric motors, petrol - and
diesel engines etc. and the driven machines are compressors, pumps, crushers etc. These drives
are categorized into two main classes viz:

1. Direct drives
2. Indirect drives

With indirect drives the driver - and driven machine shafts are indirectly connected to each other by
means of transmission belts -, chains and gears. Indirect drives are dealt with in the Learner’s
Manuals for:

13216 (NQF 3) Maintain indirect drives

13325 (NQF 4) Maintain gearboxes

With direct drives the driver - and driven machine shafts are directly connected to each other by
means of drive couplings.This Learner’s Manual therefore deals with the purpose and types of
coupling drives in Module 1 and the maintenance of it in Module 2. It must be pointed out that
there are many direct drive principles, types of drives and just as many manufacturers encountered
in the industries which cannot all be dealt with in a single Learner’s Manual. We therefore will limit
the learning material in this Learner’s Manual to the most important principles.

5. Introduction to Direct Drives

Definition of direct drives:

A direct drive is a mechanical drive through which mechanical energy (power) is transmitted from an
energy source (driver) e.g. electric motor, internal combustion engine etc. to a driven machine e.g.
compressor, pump etc. by the use of a rigid -, flexible - or fluid coupling drive. The drive is a
mechanical coupling device used to connect the two rotating shafts at their ends. The drive as such
can also be a part of a machine where energy is to be transmitted between intermediate sections of
the same machine.

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Purpose

The use of direct drives as a means of transmitting power simply enables the transmission of
torque and speed from the rotating driving machine shaft to the driven machine shaft with only
minimal energy losses so that the torque and speed transmitted is virtually unchanged from the
driving machine to the driven machine. Unlike indirect drives, direct drives are compact in design
generally requiring less space as is illustrated by the centrifugal pump and driving electric motor
shown below.

Classes of direct drives

Over the years, by design and through trial and error many coupling types have been developed.
The need for so many types evolved from industrial demands and considerations such as:

 Costs
 Speeds of shafts
 Power transmitted
 Torque loads encountered
 Ease of maintenance
 Quietness in operation

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Three main classes of direct drives are encountered as illustrated below viz:

 “Rigid” Coupling Drives

 “Flexible” Coupling Drives
 Fluid Coupling Drives

While all three of these coupling drive classes are used for power transmission there are differences
in the application of each as follows:

Rigid coupling drives are used to transmit power when:

 The two machine shafts are not regularly separated

 The shafts are perfectly and permanently aligned
 Coupling slip is not required

This coupling does not tolerate any misalignment whatsoever as it cannot flex to absorb the
misalignment.

Flexible coupling drives are used to transmit power when:

 The two machine shafts are separated from time to time

 The misalignment of the shafts is allowed to be at least within ± 0.05 mm TIR (depending on the
size and type of coupling)
 Coupling slip is not required

The flexible coupling element within the coupling enables the coupling halves to absorb a slight
misalignment.

Fluid coupling drives are used to transmit power when:

 The two machine shafts are separated from time to time

 The misalignment of the shafts is allowed to be at least within ± 0.05 mm TIR (depending on the
size of the coupling)
 Coupling slip is required at stages e.g. during start - up and overloading of the driven machine

The fluid coupling is also known as a “fluid clutch” or “torque converter”.

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Composition of drive couplings

The basic composition of the three classes of drive couplings is shown below.

Please note: The fluid drive coupling will not be further explained in this manual as it is covered in
the Learner’s Manual for:

13282 (NQF 4) Maintain brakes and clutches

Please refer to this manual when required.

Please note: Clutches may also be regarded as direct drives as they are also devices through
which mechanical energy (power) is directly transmitted from a driving energy source to a driven
machine. With clutches however, the two rotating shafts connected by the clutch can be engaged or
disengaged whenever it is required and for as many times as is required. This cannot be done with
coupling drives for the two shafts are connected or engaged to each other permanently as far as the
operation of it is concerned.

Rigid coupling:

The rigid coupling is a very elementary composition as can be seen from the illustration of the
example shown above. The two shafts are rigidly connected by means of a sleeve which is located

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onto the shafts by means of cotter pins. Rigid coupling can of course also have two coupling halves
like flexible couplings.

Flexible coupling:

A complete flexible coupling consists out of two coupling halves, keyed to their shafts and the
flexible coupling element as shown above. The following information is applicable to flexible drive
couplings:

 Some flexible coupling halves look identical and the flexible element connects it in between
 With some flexible coupling halves the one coupling half is referred to as the “male” coupling
and the other coupling half as the “female” coupling and these are known as “mating” couplings
with the flexible element in between
 The flexible coupling halves’ faces run with a gap in between to provide for flexibility
 Each coupling half is keyed to its own shaft to avoid rotation (slipping) of the shaft in the
coupling half
 Some coupling halves are fitted tightly on shafts to prevent unintentional axial movement of it
which, if it occurs during operation, will “disengage” so that no power is transmitted
 The flexible element absorbs the slight misalignment between the shafts and simultaneously
transmits the power.

Please note: All couplings have to be capable of transmitting the rated torque capacity of the steel
shafts they are mounted on.

Application examples of direct drives

Direct drives are used universally in almost all industries, agriculture etc. It would be impossible to
list all applications and therefore a few examples only are given below:

 Construction machinery e.g. concrete mixers, dump cars, power generators etc.
 Mining machinery e.g. conveyor belts, extractor fans, pumps etc.
 Manufacturing equipment e.g. rolling machines, bending machines, hydraulic presses, etc.
 Agricultural equipment e.g. planters, tractors, lawn mowers, threshing machines, grain mills etc.
 Vehicles e.g. cars, trucks, tractors, forklifts etc.

Advantages of direct drives:

 Power transmission can be done directly in small and bigger spaces with minimal energy losses
 There is no slip of the drive which has a 1:1 ratio
 Maintenance is minimal and easy
 It is less expensive than other drives
 Direct drives are quiet and smooth in operation
 Flexible drive couplings can tolerate slight misalignment (some of them plenty of misalignment)

Disadvantages of direct drives:

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 The direction of rotation cannot be reversed unless the direction of rotation of the driver machine
is reversed or if a gearbox is used
 The fact that the drive cannot slip presents the possibility of damage to occur when the driven
machine suddenly stalls
 The speed and torque of the driven machine cannot be increased or decreased unless a
gearbox is used.

6. Rigid Coupling Drives

Direct drives, their characteristics and working principles of components are accurately explained

Even though it is the simplest and cheapest form of coupling, rigid couplings demand “perfection” in
the alignment of their shafts. Any misalignment would result in undue forces and rapid wear of
machine bearings, casings, shafts and the coupling itself. Rigid couplings are suitable for
applications where accurate shaft alignment can be guaranteed and maintained. The selection of
rigid couplings is determined by the diameter of the shafts to be connected and their ratings are
directly related to the power transmission capacity of the steel shafts to which they are fitted. Rigid
couplings are suitable to deal with shock loads and reversal of rotational direction quite well where
this might be possible.

Types of rigid couplings

Solid sleeve coupling:

The simplest form of rigid coupling is the solid sleeve coupling as illustrated below.

Both shaft ends project into the solid sleeve with a close transition fit which explains why the shafts
must be perfectly aligned. The cotter pins ensure that there is no relative movement (rotation or
axial shifting) between the shafts and the sleeve. Little maintenance, if any, is required (only
checking the pins).

Split sleeve coupling (also called the Muff coupling):

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Another form of rigid coupling is the ribbed type split sleeve coupling. The split sleeve coupling may
be encountered with a slight variation of the actual sleeve outer features as shown below, but the
principle of a rigid coupling is the same.

Each shaft has a keyway machined at its end. With this type of coupling a common key, to prevent
rotational slip of the shafts inside the sleeve, locks the two shafts together (instead of cotter pins).
The key is held by a two - piece coupling which is conveniently bolted together in position on the
shafts without having to remove the shafts from the machines (unlike with all other couplings). This
once again emphasizes the need for “perfect” alignment of the shafts. Little maintenance is required
viz checking the sleeve for cracks and the bolts for tightness. The sleeves are normally made from
cast iron, and are therefore brittle and likely to develop cracks.

Flanged coupling:

The flanged coupling consists out of two flange coupling halves keyed to their respective shafts and
solidly bolted together as shown below.

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The keys prevent rotational slip and the shrink fit of the flange coupling half onto the shaft prevents
axial movement of the flange on the shaft. The flanges on their turn are bolted face to face (unlike
those of flexible couplings which all have a gap in between) to form a unified rigid coupling. The
spigot joint flanges ensure perfect alignment of the flanges which each should have a true fit on its
shaft. Little maintenance is required except checking the flanges and bolts.

Marine coupling:

With the marine coupling, the shafts and flanges are manufactured integrally as shown below.

The two separate shafts are bolted together to form a rigid coupling. The spigot joint ensures
alignment when bolting is done while the tapered flange bolts counteract the unintentional loosening
of the bolts due to vibration and torque. Little maintenance is required except checking the flanges
and bolts.

Oldham’s coupling:

The Oldham’s coupling has a disc, which is not a flexible element, in between the flanges, as
shown below. It is not a pure rigid coupling but is classified as such.

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The flanges and the disc are made with a “tongue and groove” type connection. There are two
variations of this type of coupling which are referred to as the sliding disc - and sliding block
couplings respectively as shown below.

If the shafts are somewhat misaligned and when it rotates, there will be a relative sliding movement
between the flanges and the disc/block due to the misalignment. The Oldham’s coupling will deal
with a slight radial (lateral) misalignment and axial (angular) misalignment of the shafts. It must be
noted that the disc between the flanges is a solid material and not an elastomeric. It will therefore
require lubrication on the load bearing surfaces of the flanges and the disc. Maintenance includes
checking the discs, coupling flanges and lubrication.

Other couplings (which are not “pure rigid” couplings):

The square claw coupling and the spiral claw coupling shown below can also be regarded as
“primitive clutches”.

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Both the above shown couplings can be described as a “hybrid” between normal drive couplings
and clutches. The one coupling half is firmly keyed to its shaft while the other coupling half, even
though it is keyed to its shaft, can slide on the shaft. This sliding coupling half is provided with a
collar, fork and linkage to enable disengagement of the coupling so that the drive shaft keeps on
rotating and the driven shaft stops. Unfortunately, the coupling cannot be re - engaged while the
drive shaft is running as this will cause damage to the claws. The square claw coupling is used for
low speed applications. The spiral claw coupling can drive in one direction only and will disengage
on reversal of rotation. These couplings are considered to be rigid couplings as they cannot really
accommodate misalignment. Maintenance includes checking the couplings, fork, linkage and
especially the lubrication of the sliding coupling. Also see the Learner’s Manual:

13282 (NQF 4) Maintain brakes and clutches

7. Flexible Coupling Drives

Direct drives, their characteristics and working principles of components are accurately explained

Flexible couplings have a flexible element between the two coupling halves. In the assembled state
there is a small gap between the coupling halves’ and flexible elements’ faces. When the coupling
rotates the torque is at first transmitted from the driving coupling flange to the flexible element and
then from the flexible element to the driven coupling flange. As the coupling halves are not bolted
together, they can be slightly misaligned. This misalignment is simply absorbed by the flexible
element which also absorbs shocks and vibrations while it transmits the power.

Types of flexible couplings

Disc coupling:

The disc coupling consists of two flange coupling halves fitted with driving pins and a disc flexible
element with holes in it for the pins of the coupling halves to fit through as shown below.

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Misalignment will cause enlargement of the holes in the flexible disc and wear on the flange pins
and overloading of the drive will bend the pins. The coupling does not require any lubrication, but it
must be checked for wear on the disc and bent pins of the flanges. With the disc coupling the
manufacturer prescribes which coupling (the half with the pins or the half with the holes) must be
fitted on the driver unit.

Please note: All flexible couplings have a flexible element and therefore have to be checked for
excessive play between the flexible element and drive - and driven coupling halves. This is done by
holding the one coupling half tightly and twisting the other half in both directions. Plenty of
movement (play) by the coupling halve twisted indicates excessive wear.

Pin and rubber bushing coupling:

The pin and rubber bushing coupling consists of two flange coupling halves. The one coupling half

is fitted with driving pins bolted to it with rubber bushings which are the flexible element. The other
coupling half has holes into which the pins with rubber bushings fit through as shown below.

In the assembled state there is a gap between the two flanges. The rubber bushing as the flexible
element will absorb misalignment, shocks and vibrations and it ensures that electric current cannot
be conducted from the one shaft to the other. Maintenance includes checking the flanges, pins/bolts
and the rubber bushing which are to be replaced if worn. No lubrication is required for the coupling.

Gear coupling:

The gear coupling consists of two coupling halves, each equipped with external gear teeth, and a
sleeve equipped with matching internal gear teeth as shown below. This is a direct coupling drive
and not a geared drive since the external - and internal gear teeth do not mesh, but simply fit
together to lock the two coupling halves to rotate together.

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The sleeve with the internal gear teeth fulfils the function of flexible element (even though it is not an
elastomer) as it fits on the external gear teeth with a transition fit which allows relative movement
due to misalignment. The coupling assembly is boxed with end covers equipped with seals and is
filled with grease through a grease nipple. Excessive grease is discharged from a weep hole.
Maintenance includes testing the coupling for play, looking for grease leaks and replenishing the
grease.

Spider coupling:

The spider coupling, which perhaps is the simplest form of flexible coupling, consists of two identical
coupling halves and a cross - shaped flexible element (rubber or nylon) which is referred to as the
“spider” as shown below.

Misalignment wears away the spider rapidly. Maintenance includes checking the coupling halves,
testing it for play and replacing the spider if required. No lubrication is required.

Upex coupling:

The Upex coupling consists of a non - identical male - and female coupling halve as shown below.

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The female half is equipped with replaceable rubber inserts (which are the flexible element) and the
male halve with metal lugs. The lugs are actually a metal ring with slots in it where the rubber inserts
fit in. The torque is transmitted from the rubber inserts onto the lugs. Maintenance includes checking
the coupling halves and checking for play. It requires no lubrication.

Chain coupling:

The chain coupling consists of two identical coupling halves, each having sprocket teeth on its
circumference as shown below. This is a direct coupling drive and not a chain and sprocket drive
since the chain simply locks together the two coupling halves.

A single - or double strand endless roller chain of the precise length around the coupling teeth,
which acts as a flexible element, with master link (and spring clip) connects the two sprockets.
Chain couplings are available as “open” without covers or with covers as illustrated above. Those
with covers are greased. Maintenance includes checking the coupling teeth, chain, covers and
lubrication and replacement if required.

Barrel coupling:

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The barrel coupling, shown below, is a “one - piece” coupling which reminds us of the solid sleeve
rigid coupling. This time however it is a flexible coupling. The coupling consists of two “socket - like”
coupling halves bonded together as shown below.

The flexibility of the barrel coupling is achieved by the flexible element being bonded to both the
coupling halves to make it a one - piece coupling. As can be seen from the illustration, the coupling
halves are attached to the shafts by means of cotter pins (as is the case with the sleeve coupling).
The coupling halves fit onto the shafts through a close transition fit. Maintenance includes checking
the cotter pins and the bond of the flexible element to the coupling halves. It requires no oil.

Flexible membrane coupling:

The flexible membrane coupling consists of two identical coupling halves which are connected by a
spool piece with a flexible membrane coupler on both ends. The flexible membrane couplers fit into
the coupling halves into recessed spigots for easy alignment as shown below.

The coupling halves are keyed to the shaft ends with a long distance between the coupling halves
to enable the fitting of the spool piece with flexible couplers (flanges with laminations of thin flexible
plate membranes as the flexible elements) on either end. The flexible couplers are bolted between
the coupling halves and to the flexible couplers. Fitting and removal of the spool piece is very easy
which enables comfortable shaft alignment when the spool piece is removed. Removal of the spool
piece is done simply by removal of the bolts which attach the spool piece to the coupling halves, by
the insertion of two screw drivers into the slots and by levering the spool piece from out of the two
recessed spigots. Maintenance of the flexible membrane coupling is limited to checking the flanges,
bolts and plate laminations. It requires no lubrication.

Page 27 of 158
Flexible grid or “Bibby” coupling:

The Bibby coupling is shown below; at first with its cover (shrouds) and then with the cover
removed. The coupling consists of two identical coupling halves (keyed to the shafts) with purpose
made slots in their peripheries and a flexible “grid” which is laced through the slots in a zig - zag
fashion all round the coupling halves to interlock it. The flexible grid may be one full segment or in
several segments, of a cross - sectional profile which occupies the full depth of the coupling slots,
kept in position in the assembly by the cover or shrouds.

The illustration above shows the fitted flexible grid (flexible element) when the shafts are stationary
and the coupling unloaded. The shape of the flexible grid will change slightly when the shafts rotate
to transmit torque. As can be seen the slots and flexible grid make provision for reverse rotation as
well. A two piece “shroud” envelopes the coupling serving to retain lubricant, usually grease, and to
seal out dirt and dust. Oil seals, usually O - rings, are provided for positive dirt exclusion. A gasket
may be employed between the shroud contact faces as shown below.

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Lubrication of the flexible grid and the slots reduces wear and ensure smooth and silent operation.
For inspection the shrouds will have to be removed.

The Tyre or Fenna Flex coupling:

The “Fenna - Flex” coupling is a popular coupling type used with direct drives. Misalignment and
torsional shock loads are absorbed by “shear” deflection in the tyre which is the flexible element.
The coupling consists of two identical flanged coupling halves which are attached to the shafts by
means of taper lock bushes, two flange rings which clamp the tyre in position and the tyre as flexible
element as shown below.

Even though the tyre is circular shaped, it is not an endless tyre. After the tyre is fitted between the
flanges and flange rings there usually is a gap between the two ends of the tyre. The mounting
distance between the flanges and shaft alignment are of utmost importance for proper tyre
performance. Both, too long a distance between the flanges and severe shaft misalignment will
cause rapid perishing of the tyre. Fenna - Flex couplings, available in various sizes, are capable of
transmitting loads in excess of 2500 kW and can be used on shaft diameters up to 200 mm. These
couplings are relatively easy to install and maintain. Maintenance includes checking the tyre and all
the bolts and screws for tightness. The coupling does not require oil.

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Leather laced coupling:

This coupling consists of a male - and female coupling half, both equipped with driving pins and a
leather lace as the flexible element as illustrated below.

The driving pins are equally spaced in both coupling halves except that the PCD of the female half
is bigger than the PCD of the male half. A leather lace or band, which is both the flexible - and
transmitting element, is laced through the pins. This coupling is used for low speed, heavy loads
and high degrees of shaft misalignment. Maintenance includes checking the coupling halves, testing
for play and replacement of the leather lace. No lubrication is required.

Rafford coupling:

The Rafford coupling (almost the same as the leather laced coupling) consists of a male - and
female coupling half, both equipped with driving pins and a number of replaceable rubber bands as
the flexible element as illustrated below.

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The Rafford coupling is used for slow speed application and can accommodate a high degree of
misalignment. When stationary, the rubber bands will be slackened, but will take up a loaded
position during rotation as shown above. Maintenance includes checking the coupling halves,
testing it for excessive play and replacing the rubber bands replaced if required.

Other forms of flexible couplings

The following joint types are couplings which deal with permanent, alternating and severe degrees
of misalignment. Their primary functions however remains to transmit torque as encountered for
example with car prop shafts and CV joints etc.

Hooke’s Joints:

The composition of a Hooke’s joint which uses a metal cross as the flexible connecting element is
shown below. Hooke’s joints with shafts with simple forked ends or with clevis ended shafts may be
encountered.

By virtue of its design Hooke’s joints can transmit power in applications where shafts are
permanently and severely misaligned such as with agricultural implements. Severely misaligned
transmission shafts however reduce the efficiency of the drive drastically.

Universal Joint:

The composition and operation of the universal joint (shown below) is similar to that of the Hooke’s
joint. The metal cross is fitted to the couplings using capped needle bearings which are greased
through grease nipples.

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It is commonly used on vehicle power transmissions such as prop shafts. Manufacturer’s
specifications of grease for the needle bearings must be adhered to. Maintenance includes testing
the joint for play, lubrication and replacement of the needle bearings if required.

Universal ball joint:

The operation of the universal ball joint (shown below) is similar to that of the Hooke’s joint. Instead
of the metal cross it uses a slotted metal ball as the flexible connecting element. The ball has two
slots spaced at 90° for the forked shaft ends to fit into and the shafts have special forked ends to fit
over the ball and into the slots.

Universal ball joints are used to transmit torque from shafts to the drive wheels such as encountered
with front loaders used to load sand and soil onto trucks and similar other applications. The
universal ball joint must always be kept free of dirt in the slots and must always be well lubricated to
prevent wear to ensure trouble free performance. When the shaft ends are damaged it must be
replaced to restore the function of the drive.

Constant velocity joint (CV joint):

The CV joint is a well known component with vehicles which are propelled through front wheel
drives. The composition of a typical CV joint is shown below. Even though the composition is
different from that of the universal ball joint, the application and operation is the same as that of the
universal ball joint.

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The CV joint balls are not rolling elements such as in ball bearings but in this application they are
the flexible element although they are not an elastomer. Once worn or damaged in the ball raceway,
they will emit a continuous cracking sound in the misaligned position during rotation. The CV joint is
usually lubricated with a low consistency grease and since dirt must be kept out of the joint grooves
the assembly is covered with a boot rubber. Unlike universal ball joints, when the shaft ends are
damaged they must be replaced, the CV joint only with a stub shaft is replaced to restore the
function of the drive.

8. Coupling Materials and Size Designations

Coupling materials

Coupling halves:

Coupling halves are usually made from:

 Cast iron
 Cast steel
 Forged steel or
 Stainless steel for special applications

Flexible elements:

Pure flexible elements are usually made from rubber, nylon, Neoprene or leather. The flexible
elements of some flexible couplings and joint types are however made from steel.

Bolts, nuts, cap screws, grub screws, keys and cotter pins

 Bolts, nuts and cotter pins are usually made from low carbon steel (mild steel)
 Cap screws and grub screws are usually made from high carbon steel (high tensile steel)
 Keys are usually made from key steel

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Coupling size designations

It would be senseless to try and discuss the sizes and dimensions of all the types of couplings so an
example is used to explain it. Normally the nominal coupling size is according to the shaft size for
which the coupling is intended. The shaft size therefore forms the basis according to which all
coupling dimensions are determined. The following table for example reflects the technical data (all
the related) and dimensions for taper lock bush fitted type F Fenna Flex Couplings.

On the table shown above we see the taper lock bush in this case is given a nominal size number
e.g. F 40 and F 40 B which on its turn can be bored to different bore sizes for different standard
shaft sizes. The distance between the shaft ends is a critical dimension for the coupling.
Furthermore we see all the dimensions applicable to each nominal size of coupling as well as some
other related data.

It is interesting to see that the outside diameter (d1) of the biggest tyre is 628 mm which is
something like the size of an average sized car tyre.

9. Design, Construction and Maintainability of Couplings

As previously mentioned, the design of couplings is based on the following considerations:

 Cost
 Speeds of shafts

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 Power transmitted
 Loads encountered
 Ease of maintenance
 Quietness in operation

By virtue of their design and construction (and the fact that it is generally the flexible element which
requires replacement) the various coupling drives present three degrees or categories of
maintainability and repair viz.

 Coupling drives which do not require removal of the couplings itself or the shafts for repair
work. This means replacing parts of the coupling drive directly (the couplings and shafts remain
in position).
 Coupling drives which require only the removal or shifting of the coupling for repair work. This
means replacing parts after shifting or removing the coupling half (the shafts remain in position).
 Coupling drives which require the removal of the shafts for repair work. The repair work cannot
be done unless one of the two shafts or both is removed.

Non - removal of couplings and shafts

These coupling drives are easy to repair and offer the preferred method of repair because neither
the couplings, nor the shafts are moved or removed (disturbed) from their original positions.
Examples of these coupling are:

 Solid sleeve coupling - the cotter pins can be checked and replaced
 Split sleeve coupling - the bolts or the entire coupling can be checked and replaced
 Open chain coupling - the chain can be checked and replaced
 Gear coupling - this coupling can be greased
 Flange coupling - the bolts can be checked and replaced
 Marine coupling - the bolts can be checked and replaced
 Hooke’s joint - this coupling can be greased
 Universal joint - this coupling can be greased
 Fenna Flex coupling - the tyre can be replaced
 Bibby coupling - the flexible grid can be checked and replaced
 Flexible membrane coupling - the spool piece with flexible couplers can be checked and
replaced

Removal/shifting of the coupling(s) or parts

These coupling drives require more work to be repaired as at least one of the coupling halves must
be moved or shifted on the shaft. The shaft alignment is not disturbed. Shifting of the coupling half
is usually possible when small non - tight fitting couplings are secured with grub screws on shafts or
when couplings are secured by taper lock bushes and - keys on the shaft. Examples of these
couplings are:

 Pin and rubber bush coupling - the pins and rubber bushes can only be replaced if the female
coupling half is removed or shifted back onto the shaft

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 Disc type coupling - the disc can only be replaced if the one coupling half is shifted back onto
the shaft
 Spider coupling - the spider can only be replaced if the one coupling half is shifted back onto the
shaft
 Upex coupling - the rubber inserts can only be replaced if the one coupling half is shifted back
onto the shaft
 Oldham coupling - the disc can only be replaced if the one coupling half is shifted back onto the
shaft
 Leather lace coupling - the leather lace can only be replaced if the one coupling half is shifted
back onto the shaft
 Rafford coupling - the rubber bands can only be replaced if the one coupling half is shifted back
onto the shaft
 Closed chain coupling - the chain cannot be checked and replaced if the coupling cover is not
removed

Removal of the shaft(s)

Moving or removal of the shafts is not a preferred method of repairing couplings since the shafts will
have to be re - aligned afterwards. When for example the coupling halves must be replaced or when
the coupling is a one piece coupling removal of the shafts is unavoidable. The following are
examples of when one of the shafts will have to be re - moved to repair the coupling drive:

 When a coupling half or both halves of any of the coupling drive types are damaged
 When the coupling is a solid sleeve - or barrel coupling
 When the coupling half fits very tightly (shrink fitted) on the shaft and the machine (pump, motor
etc) has to be taken to the workshop to take special action for removal of the coupling.
 When a universal joint or constant velocity joint (CV joint) has to be replaced

Please note: The split sleeve coupling is an exception since it can be totally replaced without
removing the shafts and disturbing the shaft alignment.

Having knowledge of the maintainability of coupling drives will assist in the planning and preparation
of the maintenance of coupling drives. Likewise it is also required to have knowledge in connection
with the methods of securing couplings to shafts to enable the removal from - and re - fitting of
coupling drives onto shafts.

11. Methods of Securing Couplings to Shafts

Drive couplings need to be located on shafts so that the power can be transmitted without any slip
and so that the coupling cannot shift axially along the shaft. During maintenance it might be
necessary to move or remove and re - fit drive couplings when replacing and aligning it. This
requires that the methods by which the couplings are secured to shafts be investigated.

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Methods by which couplings are fitted to shafts

There are least six (6) methods by which coupling halves are fitted to shafts viz:

 Coupling half shrink fitted with a parallel key between the shaft and the coupling half
 Coupling half transition fitted with a parallel key between the shaft and the coupling half with a
grub screw
 Coupling half transition fitted with a taper lock bush, also using a key
 Coupling cotter pinned to shafts when it is a solid sleeve - or barrel coupling
 Coupling clamped to shafts when it is a split sleeve coupling, also using a key
 Joint transition fitted onto splined shafts e.g. CV joints

Coupling half shrink fitted to shaft:

This type of coupling fit is based on interference between the shaft OD and the coupling ID as
shown below.

 Shrink fitted couplings are usually used on the bigger shafts where high torque values are
encountered
 The tightness of the shrink fit as such is not regarded as sufficient to transmit the torque, so the
coupling and shaft are provided with a key
 The shrink fit however, is considered sufficient to locate the coupling half on the shaft in an axial
direction so that it cannot move along the shaft unintentionally
 If the coupling must be removed from the shaft, heating the coupling with a gas torch will be
required or a combination of heating and a wheel puller
 With this type of fit the shifting of the coupling on the shaft for maintenance work is impossible.

Coupling half transition fitted to shaft with grub screw:

This type of coupling fit allows the coupling half to be slid on the shaft. It can be slid back for
maintenance purposes after slackening of the grub screw as shown below.

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 The key is still used between the shaft and the coupling to transmit the torque
 In this case the grub screw is used to locate the coupling half axially on the shaft

Please note: The grub screw always presses onto the key itself. It is designed and made to press
onto the key to prevent damage to the shaft if it would have pressed onto the shaft. If the shaft is
damaged the transition coupling fit is impaired and additional repair work is required.

It must be mentioned here that if the “grip” end of the grub screw is examined, it will be found that it
is in most cases designed to “bite” into the material of the item which it is intended to lock. This also
prevents it from loosening unintentionally. Grub screws are also called set screws and they are
usually made without heads with various shapes of points (as shown below) which is designed to
prevent or restrict the movement of two assembled parts, such as a coupling on a shaft.

All of the grub screw points shown above (except the half dog point which grips into a hole in the
shaft) will make an embossed dent on the surface of the shaft material in the case of coupling drives
which is not desired. With other applications of grub screws it may be required that the grub screw
point bites in on the material of the items locked together. Headless grub screws have either a slot
for a screw driver or a hexagon socket which requires a hexagonal (Allen key) or fluted - type of key
for tightening.

Coupling half transition fitted to shaft with taper lock bush:

This type of coupling fit enables the coupling half to be slid back for maintenance purposes after
slackening the locating effect of the taper lock bush as shown below.

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 The coupling is positioned and the taper bush, which is split on the one side, is tightened so that
the taper bush clamps on the shaft.

Please note: The purpose of the split in the lock bush is to enable easy clamping of the bush
around the shaft when the taper locks screws are tightened thereby drawing the lock bush into the
tapered bore of the coupling half.

 The key is used for transmitting the torque and the taper bush locates the coupling axially
 If it is therefore required that the coupling be shifted on the shaft, the taper lock bush is simply
slackened where after the coupling can be shifted as desired.

Coupling transition fitted to shaft with cotter pins:

This type of fitting is used with the solid sleeve - and barrel couplings as shown below.

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 The cotter pins both transmit the torque as well as locate the coupling axially
 The cotter pins are tapered and are sometimes also referred to as “dowel pins”. (The purposes
of “cotter pins” and “dowel pins” are however different)
 The coupling can only be removed for replacement if one shaft is removed

Coupling clamped to shaft:

This coupling is the split sleeve coupling made in two pieces which clamp around the shafts when
bolted together as shown below.

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 This coupling utilizes a key to transmit torque while the clamping action of the coupling locates it
axially
 The coupling can be repaired or replaced without removing the shafts
 There is no need for shifting the coupling on the shafts

Coupling fitted onto a splined shaft:

This type of coupling fit allows the coupling to be slid onto the splined shaft as shown below.

 The splines transmit the torque from the one shaft to the coupling which is made integral with
the other shaft (usually a stub shaft)
 In many applications the coupling is located axially onto the shaft by means of a clip which clips
into a groove in both the shaft and the coupling usually against a collar or spring clip (circlip).

10. Troubleshooting on Coupling Drives

Coupling drive signs of wear and defects

The performance of the coupling while in operation may reveal that something is wrong with the
coupling but the actual defect/s may only be observed when the coupling is stationary and
dismantled. Couplings normally become defective as a result of wear. The following are signs of
wear and defects with running coupling drives:

 Vibration
 Noise
 Overheating
 Jerky operation

The above defects may be caused by:

 Overloading
 Misalignment

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 Lack of lubrication
 Long period of service
 Excessive play between coupling halves when rotated in opposite directions

The following table shows the various couplings with points which can become defective. The points
to be checked are ticked off (√) as applicable to each coupling type.

Coupling Inspection Points

Bolts, nuts Cott. Fit on Oper. Lubr. Gap Play in flex./ Cond. of Vibr.
& screws pins shaft temp. between conn. elements coupl. halves
Coupling halves
Rigid
Solid sleeve N/a √ √ √ N/a N/a N/a √ √
Split sleeve √ N/a √ √ N/a N/a N/a √ √
Flange √ N/a √ √ N/a N/a N/a √ √
Marine √ N/a N/a √ N/a N/a N/a √ √
Oldham’s √ N/a √ √ √ √ √ √ √
Flexible
Disc N/a N/a √ √ N/a √ √ √ √
Pin/rub. bush √ N/a √ √ N/a √ √ √ √
Gear √ N/a √ √ √ √ √ √ √
Spider N/a N/a √ √ N/a √ √ √ √
Chain √ N/a √ √ √ √ √ √ √
Barrel N/a √ √ √ N/a Bond Bond √ √
Flex. memb. √ N/a √ √ N/a √ √ √ √
“Bibby” √ N/a √ √ √ √ √ √ √
Fenna Flex √ N/a √ √ N/a √ √ N/a √
Leather laced √ N/a √ √ N/a √ N/a √ √
Upex N/a N/a √ √ N/a √ √ √ √
Rafford √ N/a √ √ N/a √ √ √ √
Hooke’s Joints N/a N/a √ √ √ N/a √ √ √
Univ. Joint: N/a N/a √ √ √ N/a √ √ √
Univ. ball joint N/a N/a √ √ √ N/a √ √ √
(CV) joint N/a N/a √ √ √ N/a √ √ √

If the above mentioned inspection points reveal defects it will require that the couplings be repaired
by refining the working surfaces, removing burrs and sharp edges, cleaning it etc. or by replacing
parts or the entire coupling. The operating temperature and whether the coupling causes vibration
or not, can only be checked when the coupling is running.

Deviations on drive couplings:

The flexible elements can develop the following defects:

Disc coupling: The flexible disc becomes brittle and the pinholes in it worn elongated
Pin and rubber bushing coupling: The rubber bushing becomes perished, chafed or missing
Spider coupling: The spider is becomes brittle, chafed or torn
Upex coupling: The rubber inserts become brittle or worn away
Chain coupling: The chain becomes broken or worn

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Barrel coupling: The rubber bonding becomes loose, torn or perished
Flexible membrane coupling: The flexible coupler membranes become broken due to metal fatigue
or severely corroded
Flexible grid or “Bibby” coupling: The flexible “grid” becomes worn severely
The Tyre or Fenna Flex coupling: The tyre becomes torn or perished
Leather laced coupling: The leather lace becomes stretched or broken
Rafford coupling: The rubber bands become stretched, broken or perished

In general flexible elements must be replaced when the coupling shows too much play or when the
above mentioned defects are present on them.

The coupling halves can develop the following defects:

 Coupling halves and solid and split sleeves develop cracks or chips
 Coupling halve lugs breaks off
 Coupling halves are buckled (not running true from the onset due to poor machining/fitting)
 Coupling halves have lost their interference - or transition fits and fit loosely onto their shafts
 The pins of the disc coupling halves are loose, have broken off or are bent
 Coupling half keyways are deformed
 Coupling half taper lock bushes are broken (usually opposite to the split in it) or the tapped holes
in it are stripped
 Hooke’s and Universal joint crosses and yokes are broken
 Chain coupling teeth are hooked
 Barrel coupling tyre bond is lost
 Constant velocity joint emits a cracking sound

The other coupling parts can develop the following defects:

 The threads of bolts, nuts & screws are stripped and the hexagons rounded
 Cotter pins are sheared
 Shaft keys and keyways becomes deformed
 Gear - and chain coupling seals becomes hard or brittle to result in lubricant leaks

Deviations on the coupling drive alignment:

A general misconception with regard to drive alignment is that we align the “electric motor and the
pump” or the “couplings” whenever a piece of machinery is replaced. In fact we must align the
shafts (to be more specific it is actually the rotation of the shaft centre lines that are aligned) and
the most convenient position to do this is at the coupling. When it is said that a “flexible coupling”
can accommodate a slight misalignment of the two shafts which it is fitted to, it really means “slight”
for example the measured off - set misalignment of the center lines of the two shafts for a smaller
size coupling should not exceed 0.05 mm TIR (the thickness of average human hair). The term TIR
(Total Indicator Reading) refers to the measured off - set alignment which is twice the actual off -
set misalignment. This then means that if the measured off - set misalignment is 0.05 mm TIR, the
actual off - set misalignment is only 0.025 mm - only half an average human hair thickness! This
relative high degree of shaft alignment is required as the shafts are rotating, some of them at very

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high speeds. Just imagine the high level of vibration which will occur if shafts are misaligned and
they rotate at high speeds.

Therefore, the fact that “flexible” couplings are used does not mean that the shaft misalignment can
be ignored. The flexible coupling shafts must still be aligned according to appropriate specifications.
Some results of poor alignment are:

 Rapid bearing failure

 High levels of machine vibration and vibration transmitted by piping to other equipment
 Vibration tends to loosen bolts and nuts
 Excessive wear in the coupling itself
 Shaft metal fatigue
 Wear and damage to pump mechanical seals caused by vibration
 Possible production losses in critical cases

These entire negative results of poor alignment cause unwanted costly breakdowns.

Deviations on the machines:

Deviations and defects on the driver - and driven machines which must eventually be “aligned” can
make alignment impossible and therefore the machines must be checked and corrected before
alignment commences. The following are typical machine deviations which cause alignment
problems:

Couplings and shafts:

 If the coupling half does not run true (concentric and without wobbling) to the shaft or if the shaft
is bent it will complicate the alignment process or make it impossible.

 Before any alignment is attempted the following checks must be made with regard to couplings
and shafts and be corrected:

 Run - out (eccentricity or bending) of the machines’ shafts

 That the coupling halves run true (without wobbling) to the shaft
 That the coupling halves fit tightly (without play) on the shafts
 That the shafts’ bearings are not worn and the bearing fits are still sound

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 The above checks should be made using a dial test indicator (DTI/ clock gauge) as shown
below. The shaft and coupling must be rotated when taking the DTI readings.

 It must be possible to rotate the shafts of the two machines which must be aligned with ease by
hand.

Please note: If one of the machines is an electric motor the fan guard must not be removed to
rotate the shafts when doing the alignment.

Bed plates, hold down bolts, jacking screws, nuts, washers and pipe stress:

 The bed plate onto which the machines for alignment are mounted must be rigid
 The machines’ pedestal hold down bolts (and nuts if these are present) must be in excellent
condition, both its threads and hexagon heads
 The bolts should have thick washers to prevent “dishing” when the motor is tightened down.
(“Dished” machine pedestal washers will make accurate tightening of the machine impossible or
will cause the machine to shift from out of its aligned position)

 The bolts should be well lubricated since if it is not lubricated the threads will seize or strip as a
result of continued loosening and tightening.

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 Jacking screws on the bed plate at the base of the machine pedestals are used to adjust
machine horizontally. These screws must be in good condition and lubricated. (Jacking screws
must be retracted from the machine pedestal after the machine is aligned)
 If one of the machines is a pump with pipes attached to it pipe stress must be minimized.
Excessive pipe stress (or any other structural stress) on the pump or machine will influence the
alignment readings.

Please note: The above mentioned deviations on the machines should be corrected prior to
attempting to correct the shaft alignment deviations.

Deviations on the actual shaft alignment

Perfect shaft alignment between two separate shafts exists only when the shaft center lines are
absolutely coincident (radially/laterally and axially as if they were one solid shaft) whether the shafts
are at rest or rotating. It must be kept in mind however that the shafts will be rotating in its’ normal
operating condition. Any deviation (which includes shaft bend, eccentricity and positional
displacement) from the common coincident centre line is considered as misalignment. Tolerances of
misalignment (depending on the sizes of shafts and couplings) are “allowed” and these are usually
evident and measured at the coupling area. In essence there are two major geometrical
components of misalignment viz:

 Angular misalignment sometimes called “axial” misalignment

 Radial or off - set misalignment sometimes called “parallel” misalignment

In practice these two major geometrical components of misalignment often occur together so we
have a combined axial - and radial misalignment problem to deal with. The problem is somewhat
made more complicated as these two major geometrical components of misalignment appear in
both the imaginary geometrical horizontal - and vertical planes. When analyzing these alignment
deviations we will find however that it is not all that complicated. We now proceed to investigate
each of these alignment deviations individually. In each case the example of an electric motor is
used as the driving machine which is usually aligned to the other machine since the latter may have
attachments which can complicate alignment for example with pumps there are pipelines connected
to the pump. The illustrations shown below explain the alignment deviations better than any words
can. For purposes of explanation we will grossly exaggerate the misalignment deviations in the
illustrations.

Angular/axial misalignment:

Angular misalignment means that the shaft center lines are not on a straight common coincident
centre line but the one shaft center line has an angular attitude (position) relative to the other. The
term “axial” means “along the axis”. There is thus an angular deviation along the axes of the shafts.

Angular (or axial) misalignment in the vertical plane is illustrated below.

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Considering the angular (axial) misalignment shown above it is clear that it can be corrected by
lowering the motor at B (both footings) or by lifting at A (both footings). Both these corrections will
rectify the angular misalignment, but it will probably result in a height difference off - set of the
shafts.

Angular misalignment in the horizontal plane is illustrated below.

The angular (axial) misalignment shown above can be corrected by swinging the motor in direction
X about C or D. It can also be swung in direction Y about A or B. All of these corrections will rectify
the angular misalignment, but it will probably result in a lateral off - set misalignment of the shafts.

Radial or off - set misalignment:

Radial or off - set misalignment means that the shaft center lines are not on the same common
coincident centre line but “off - set” displaced from each other. This type of misalignment will be a
height difference between the shaft center lines in the vertical plane and a lateral displacement in
the horizontal plane. Off - set misalignment is sometimes called “parallel” misalignment. The term
“off - set misalignment” is preferred above the term “parallel misalignment” since “parallel
misalignment” can easily be confused with “angular misalignment” which is a different concept.

Radial/of - set (height difference) misalignment in the vertical plane is illustrated below:

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The radial/off - set misalignment shown above is a height difference of the shaft center lines and it
can only be corrected by lifting the motor pedestal at A and B equally. (This means similar thickness
shims at all four footings)

Radial/lateral misalignment in the horizontal plane is illustrated below:

The radial/ lateral off - set misalignment shown above is a lateral displacement of the shafts relative
to each other. The best correction for it is to shift the motor in direction X equally at front and rear
footings A and B by using the jacking screws on the bedplate.

The above mentioned alignment deviations will require that the shafts be aligned. Shaft alignment is
dealt with in Module 2.

14. Self Assessment

This self assessment is meant to assess your knowledge of information contained in this module.

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 You are responsible to answer and check your answers against the content in this module as an
individual on your own. These questions must be answered in your LEARNER’S WORK BOOK,
Engineering (Fitting) NQF Level 3 in the relevant section where it is provided for.

Answer the following questions.

1. Explain in your own words what a direct drive is.

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2. How do direct drives and indirect drives differ?

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3. Explain what a “rigid” coupling is.

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4. Explain what a “flexible” coupling is.

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5. When would rigid couplings be used? Name three.

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6. When would flexible couplings be used? Name three.

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7. How do direct drives and clutches differ?

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8. What are the two basic components of a flexible coupling?

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9. Name at least five types of machines or implements where direct drives are used.

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10. Name six advantages of direct drives.

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11. Name three disadvantages of direct drives.

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12. Name at least five types of rigid couplings.

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13. Name at least sixteen types of flexible couplings including joint types.

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14. Which of the flexible couplings or joint types which you answered in the previous question use a
metal “flexible” element? Name at least eight.

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……………………………………………………………………………………………………………………
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15. According to which dimension are coupling dimensions determined?

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16. Name three categories of maintainability of coupling drives.

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17. Which of the three categories of maintainability of drive couplings is the preferred method of
maintaining coupling drives?

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18. Why are the other two methods not preferred?

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19. Name six ways or methods according to which coupling drives can be secured to shafts.

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20. Why must the grub screw used on transition fitted coupling halves press onto the shaft key?

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21. What is the purpose of the split in a tapered lock bush?

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22. What is the purpose of the key between the shaft and the coupling half?

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23. Why does the Marine coupling not have a key?

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24. Which coupling type is the only coupling which can entirely be replace without removing the

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 shafts from their original installed positions?

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25. Name four signs of defects with coupling drives.

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26. Name five basic causes of these defects.

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27. Name the four principle components of shaft misalignment.

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28. Name seven negative results of poor shaft alignment.

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Inspect your workplace to find the following flexible coupling types and look in particular if you can
see the flexible element:

 Disc coupling
 Pin and rubber bushing coupling
 Gear coupling
 Spider coupling
 Upex coupling
 Chain coupling
 Barrel coupling

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  Flexible membrane coupling
 Flexible grid or “Bibby” coupling
 The Tyre or Fenna Flex coupling
 Leather laced coupling
 Rafford coupling
 Universal Joint
 Universal ball joint
 Constant velocity joint (CV joint)

Carry out the inspection, find the flexible couplings and mark it off on the check list which follows,
but in your LEARNER’S WORK BOOK, Engineering (Fitting) NQF Level 3. All the listed
coupling types may not be present in your workplace but try to find at least seven or eight of them.

Did you find the following flexible couplings? Did you see the coupling flexible element?
Yes No Yes No
Disc coupling Flexible disc
Pin and rubber bushing coupling Rubber bushings
Gear coupling Sleeve with internal gear teeth
Spider coupling Spider
Upex coupling Rubber inserts
Chain coupling Single - or double stranded chain
Barrel coupling Rubber bonding
Flexible membrane coupling Flexible couplers
Flexible grid or “Bibby” coupling Flexible grid
The Tyre or Fenna Flex coupling Tyre
Leather laced coupling Leather lace
Rafford coupling Rubber bands
Universal Joint Cross
Universal ball joint Slotted ball
Constant velocity joint (CV joint) Balls

END OF MODULE 1

MODULE 2
MAINTENANCE OF DIRECT DRIVES

1. Purpose of Module

This module provides you the learner with the knowledge and understanding relating to the
maintenance of direct drives. Such learning is a fundamental requirement for working in the

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mechanical, fitting environment where maintenance of direct drives is done as part of the
maintenance fitter’s work.

2. Learning Outcomes

The learning outcomes identify what you, as a learner, will be able to achieve on completion of this
module.

You will be able to:

 Plan and prepare for direct drive maintenance.

 Prepare the site and equipment for direct drive maintenance.
 Maintain direct drive (identify defects, repair and replace parts and align direct drives)
 Apply quality checks on completed work.
 Conduct post - maintenance activities.
 Care for and store direct drive maintenance tools and equipment.
 Explain and discuss incidents and problems related to direct drive maintenance.
 Work safely with due care for self, fellow workers, equipment, materials and the environment.

3. Procedures Relating To This Module

The learning method, as previously explained, all procedures applicable to hand tools and all safety
procedures.

4. Safety, Health and Environmental Aspects

Tag. Select
and type.

According to the SASOL general safety rules, the following generic protective equipment
must be worn in the work place.
Personal protective equipment must at all times be worn when you are on the plant and during the
practical work. This includes hard hat, leather gloves, safety shoes, flame proof or acid proof
overalls with long sleeves and hearing protection. Safety glasses/ goggles, hearing protection and
PVC gloves must be worn when applicable. When working in the workshop, it is not required to
wear the hard hat.

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Specific protective equipment as applicable to this manual will be indicated with each module in
the manual.

5. Introduction

The purpose of maintenance is to keep equipment in a safe functioning condition as is required by

the production process it is used in. Improperly maintained direct drives can lead to the interruption
of production which is a financial loss to the company and its employees. Reliable direct drives
require continuous maintenance. Maintenance schedules are used by organisations to show the
different tasks that are needed and generally specify how often these tasks should be conducted.
For the types of maintenance which can be carried out, refer to the Learner’s Manual for:

13221 (NQF 2) Perform routine maintenance

To ensure long life and minimum downtime, a direct drive, like any other operational machine part,
must be properly maintained. Periodic inspections of the drive, possibly together with those for the
driven machine, should therefore be done. In order to repair couplings it will be necessary to inspect
it, identify defects and decide on repair or replacement and align the shafts they are fitted to. The
following learning will deal with the maintenance of direct drives which can possibly include the
following maintenance tasks:

 Inspection of couplings
 Lubrication of couplings
 Replacement of coupling parts (other than coupling halves)
 Selection - and replacement (removal and re - fitting) of coupling halves
 Preparation for - and the alignment of the shafts of the driver - and driven machines

There are nine generic steps to follow in any maintenance work procedure and these steps for the
maintenance of indirect drives are:

1. Obtain the work assignment for the maintenance of the direct coupling drive
2. Plan the execution of the maintenance of the direct coupling drive
3. Obtain permission to carry out the maintenance of the direct coupling drive
4. Prepare for the maintenance of the direct coupling drive
5. Maintain the direct coupling drive
6. Perform quality checks on the maintained direct coupling drive
7. Clean up the work area
8. Store the tools and equipment
9. Report on work done.

The generic steps as indicated above will be shown in the learning regarding the maintenance of
direct drives in this module. It must be noted that the maintenance of the direct drives relates
closely to the Learner’s Manuals:

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253440 (NQF 2) Assemble mechanical components
13283 (NQF 3) Maintain bearings in machines and equipment
13327 (NQF 4) Diagnose & repair faults on equipment & machines during production/operation

Please refer to these manuals also. This module covers the maintenance of direct drive couplings
in the following phases:

 Inspection of couplings
 Lubrication of couplings
 Replacement of coupling parts (other than coupling halves)
 Selection - and replacement (removal and re - fitting) of coupling halves
 Preparation for - and the alignment of the shafts of the driver - and driven machines

The maintenance of direct drives (excluding the driver - and the driven machines) can include all the
tasks as mentioned above. Most of these tasks are infrequently done unless there is serious
unforeseen damage of the flexible elements or couplings. Normal flexible element - and coupling
wear will only show after long periods of service.

The inspection of the parts is important, because you can determine which parts must be renewed.
It is of the utmost importance that the inspection be carried out thoroughly and correctly. If the
inspection is done indifferently or not at all, the direct drives will be defective when it is brought into
operation again and the task must be re - done. Effective inspections can lead to the in time
detection and repairs of potential damage to parts. Consequently unnecessary delays, which can
cause the loss of production, can be eliminated.

 If a defective part is not renewed, the drive will break down quickly again or have a poor
performance.
 If serviceable parts are renewed it is a waste of time and money.

In the Learning Institution however all the defective parts will not all be renewed, because of the
high cost of the parts. The Learning Practitioner will only renew the parts he/she deems necessary
according to the check list, to keep the drive in working condition for learning purposes.

6. Plan and Prepare for Direct Drive Maintenance

Be able to prepare to maintain a direct coupling drive.

1. Obtain the work assignment for the maintenance of the direct drives

Step 1: Obtain the work assignment from your supervisor, read it and verify the contents as
prescribed in the manual for:

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13221 (NQF 2) Perform routine maintenance

Step 2: Plan for the maintenance of the direct drive.

2. Plan the execution of the maintenance of the direct drives

By planning your maintenance activities, you will ensure:

 Best quality products

 Machine availability
 Minimum downtown

Failure to plan properly for the maintenance could lead to:

 Injury to persons by not making the system safe

 Damage to equipment by not carrying out the work at the required times
 Loss of production time through breakdowns.
 Increased costs by loss of production and cost of replacement parts

Consider the following indirect drive maintenance aspects when planning:

 Manufacturer’s manual with specifications

As part of your planning and preparation, you should always consult the manufacturer’s manual and
instructions, as these will assist you in understanding the tasks to be performed, this is especially
important due to the wide range direct drives available. It is always a good practice to follow the
coupling manufacturer’s instructions when mounting couplings as there are specifications such as
the gaps between the couplings’ faces, the end gaps of mounted tyres etc. contained in it.

 Possible drawings of the direct drives

The drawing/s of the drives will help you to understand the drive composition and assembly. It is
important therefore that you are familiar with the drive assembly drawings and are able to interpret
them. Study these drawings before hand and refer to it when maintaining. These drawings might be
included in the manufacture’s manuals.

 The type of indirect drives:

The type of direct drives which can be one of two main classes viz:

Rigid couplings

 Solid sleeve coupling

 Split sleeve coupling
 Flanged coupling
 Marine coupling
 Oldham’s coupling

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Flexible couplings

 Disc coupling
 Pin and Rubber Bushing Coupling
 Gear Coupling
 Spider coupling
 Upex coupling
 Chain coupling
 Barrel coupling
 Flexible membrane coupling
 Flexible grid or “Bibby” coupling
 The Tyre or Fenna Flex coupling
 Leather laced coupling
 Rafford coupling
 Hooke’s Joints
 Universal Joint
 Universal ball joint
 Constant velocity joint (CV joint)

 Tools and equipment required for the direct drive maintenance which may include:

 Hand tools e.g. spanners, screwdrivers, hammers, soft face mallets, long nose pliers, torque
wrench with sockets, Tommy bars etc.
 Lifting equipment
 Consumable items e.g. shim stock, cleaning materials, rags etc.
 Special tools required for the maintenance of direct drives e.g. heating torches, wheel pullers,
shaft alignment brackets etc.
 Measuring tools such as rulers, measuring tapes, taper - and feeler gauges, DTI’s (clock
gauges), vernier callipers and micrometers

The type of direct drive will to a major extent determine exactly what special maintenance tools will
be needed.

Refer to the learner’s manuals for:

119744 (NQF 2) Select, use and care for engineering hand tools

The direct drive replacement parts to be selected as per drive which can include items such as:

 Bolts, nuts, screws, washers, cotter pins, shaft keys etc.

 Taper lock bushes
 Flexible elements e.g. flexible discs, rubber bushes, spiders, roller chain, rubber inserts, tyres
etc.
 Coupling halves and sleeves
 Plummer blocks with bearings
 Shim stock

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Check for parts availability. Order/reserve replacement parts as necessary to carry out the repairs.

Note: Ensure all replacement parts are available before you dismantle the drive for maintaining it.
Failure to do so may result in an inability to assemble the drive appropriately and on time again.

 Handling and transporting equipment and parts

When handling spare parts for direct drives you must handle them carefully, incorrect handling of
these parts could cause the drive to operate incorrectly, meaning the drive would need to be
repaired again. Therefore, when obtaining the equipment and parts, you must handle it carefully.
The drive components can be heavy. For example; a very heavy duty coupling half (the size of an
average car rim) can be damaged by dropping. Ensure to ask for physical assistance when handling
heavy drive components or use proper lifting devices and lifting methods. Failure to do so can result
in serious physical injury and/or damage of the parts.

Work safely with due care for self, fellow workers, equipment, materials and the environment.

 Possible hazards associated with direct drive maintenance:

To protect yourself and others from possible serious injury or death, you need to be aware of the
hazards and risks associated with the maintenance of direct drives. Some common hazards are:

 Slip, trip and fall hazards: You or another worker could trip or fall over objects such as pipes,
equipment and tools. You must always ensure that your work area is kept orderly and no
equipment or parts are lying on the floor for others to trip over. When you are walking in the
workshop or work area, always look where you walk to ensure you do not trip over anything.
Safety shoes must be worn to protect your feet. Also be on the lookout for fluid spills which can
cause you to slip if you step into it without noticing.
 Pinching and cutting hazards: Repairing a direct drive often involves removing parts that can
rotate or cut. Should the drive not be isolated and turned off, this could result in a limb being
crushed or severed. In fact, some drive couplings are so big that if it rotates and catches loose
hanging clothes, the whole human body can be drawn into it which would result in immediate
death.
 Working at heights: It may be necessary to carry out direct drive maintenance work above
ground level. When working at heights, there is a possibility of falling. In this case scaffolding
and fall arrest equipment must be used. The scaffold must be set up according to worksite
procedures.
 Moving equipment on the plant/in the workshop: Moving equipment (inter alia direct drives) is a
hazard as it can hurt or kill you. Loose clothing can get caught in the moving parts. Ensure to
lock out the electric motor power. Failure to do so could result in electric shock, accidental start
up, or physical injury.
 Working with hand tools: Ignorance and misuse of hand tools can lead to serious injuries.
 Working with lifting devices: Ignorance and misuse of lifting devices can lead to serious
injuries and damage to equipment.

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Please note: The plant process controllers (Production) must be aware of and prepare the direct
drive for safe maintenance. The direct drive has to be isolated from the electrical supply. You
must check the drive for this isolation before you start with the maintenance.

 PPE required when carrying out direct drive maintenance:

The purpose of the PPE is to protect your body against the injuries which could result from the
health and safety hazards identified above and associated with the maintenance of direct drives.
The mandatory PPE includes:

 Long sleeve overalls to protect your body from heat and flying shards of metal
 Safety shoes to protect your feet (foot wear with toe caps)
 Gloves to protect your hands when working with parts having sharp edges and high
temperatures
 Hard hat to protect your head from falling objects
 When working at heights, safety harness and hard hat must be worn
 Face and eye protection i.e. face shield and safety spectacles
 PVC gloves for handling pump parts dirtied with chemicals

NOTE: The PPE as such will not prevent accidents; it will only reduce the severity of it. You must
prevent the accidents. You are reminded of your work place obligations with regard to the
“Occupational Health and Safety Act”.

3. Obtain permission to carry out the maintenance of the direct coupling drive

Step 3: Obtain and read the work permit for the maintenance of the direct drive. Verify the
contents and accept the permit as prescribed. (Verification should include checking the
drive site number as given on the work assignment and the work permit. The site number
should be the same on these two documents).

Before beginning with any work, you must ensure that you have permission to enter the workplace
and perform the maintenance. This permission is written permission in the form of the work permit -
within SASOL referred to as “PERMIT RSA”. Refer to the learner’s manual for:

13221 Perform routine maintenance

Step 4: Ask your supervisor to point out the direct drive which you must maintain. The pointing out
should be by touching it.

In order to ensure that all the drives (or the machines they form part of) within a production facility
are identified for operation and maintenance purposes, the drives (or the equipment which they form
part of) are allocated identification numbers and their locations indicated on the maintenance
schedule. These numbers are referred to as site numbers. It is essential that you identify the actual
drive which must be maintained within the facility to prevent working on the wrong drive. Attempting
to work on the wrong drive will definitely lead to injuries or death and the interruption of production.

4. Prepare to maintain the direct drive

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Step 5: Prepare to maintain the direct drive

Before starting the maintenance work it is important to prepare for the task as you have planned
it. If you do not prepare according to your planning and worksite procedures, it could result in injury
to yourself and others, damage to equipment and downtime due to breakdowns or rework and your
planning serves no purpose. Preparation means to bring to a state of readiness everything which
will be required for the direct drive maintenance.

 Select tools required for the maintenance of the direct drive which may include the following
as planned:

 Hand tools e.g. spanners, screwdrivers, hammers, soft face mallets, long nose pliers, torque
wrench with sockets, Tommy bars etc.
 Lifting equipment
 Consumable items e.g. shim stock, cleaning materials, rags etc.
 Special tools required for the maintenance of direct drives e.g. heating torches, wheel pullers,
shaft alignment brackets etc.
 Measuring tools such as rulers, measuring tapes, taper - and feeler gauges, DTI’s (clock
gauges), vernier callipers and micrometers

 Select appropriate lubricant as you have learnt and planned previously. Selecting the incorrect
can result in underperformance e.g. the wrong viscosity, insufficient lubrication, overheating
and destruction of transmission chains. This will result in breakdowns.

 Select the appropriate replacement parts and consumables as you have planned. This is
according to the type of direct drive and the type of maintenance required. Handle and transport
spare parts as prescribed by the manufacturer

Work safely with due care for self, fellow workers, equipment, materials and the environment.

 Select appropriate PPE as you have planned

 Long sleeve overalls to protect your body from heat and flying shards of metal
 Safety shoes to protect your feet (foot wear with toe caps)
 Gloves to protect your hands when working with parts having sharp edges and high
temperatures
 Hard hat to protect your head from falling objects
 When working at heights, safety harness and hard hat must be worn
 Face and eye protection i.e. face shield and safety spectacles
 PVC gloves for handling pump parts dirtied with chemicals

Please note: It is in your own interest, as well as that of your fellow workers and the company, that
you use the prescribed safety equipment at all times.

 Examine and prepare the work area before you start maintaining the indirect drive. The
following checks and preparations must be done on the work area:

 Ensure that the indirect drive is positively isolated.

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In order to work safely you must ensure that the drive is positively isolated from its power supply in
a way that prevents the machine from being started accidentally. There are always hazards when
working on any machine, whether it is in the factory or at home. You could categorise working safely
into two parts one being electrical and the other mechanical. Locking out a machine would require
one to switch off the electricity to the machine but also might require turning off the air supply or
steam supply depending on the type of machine that has to be locked out. A machine needs to be
isolated and locked out prior to any maintenance taking place.

For the SASOL lock - out procedure refer to the manual for:

13221 (NQF 2) Perform routine maintenance

Please note: It is your responsibility to check that the direct drive is safe for maintenance.

Work safely with due care for self, fellow workers, equipment, materials and the environment.

Direct drives due to their way of operation are inherently unsafe as they harbor the hazards of
catching loose hanging clothes and human body parts like fingers, hands, arms, and legs and even
complete human bodies. After catching body parts there is the hazard of pinching, shredding and
crushing these body parts. Frankly said, a large indirect drive can kill a person instantaneously once
it has grabbed the human body.

 Check to see if the machine has any other power supplies. If it has also have these isolated.
 Test whether the drive is electrically isolated, by trying to switch on the electric motor. If the
motor and drive runs, report it to your supervisor so that he/she can arrange with the Electrical
Department to have it isolated.
 Do not attempt to remove a guard on a drive or work on a drive which is not isolated and
stationary.
 Do not wear loose clothing.
 It is always good practice to, even if you think the drive is safe, still regard it as hazardous.
 Examine the area for slip, trip and fall hazards. Clear the work area of obstacles and other
possible hazards.
 Prepare the work area by clearing handling space.

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 If there are any drive guards that need to be removed before working on the drive ensure that
the machine has been stopped and locked out before removing these shields. The belt or
chain guard must be replaced after the drive maintenance has been done.

Having completed the above planning, preparation and safety steps, you are now ready to start with
the maintenance of the direct drives.

Step 6: Collect all the selected documents, tools and PPE and move to the direct drive on site.

Step 7: Start with the maintenance of the direct drive.

Step 8: Hang the work permit in a conspicuous place where everybody can see it.

7. Maintenance of Direct Drives

Given a machine which is equipped with a direct drive coupling be able to correctly maintain the
drive coupling according to the contents of the module, site procedures and manufacturer
specifications.

It would be impossible to fully deal with the maintenance of all the coupling types in one module in
this manual and consequently only the following maintenance tasks are covered:

 Inspection of couplings
 Lubrication of couplings
 Replacement of coupling parts (other than coupling halves)
 Selection - and replacement (removal and re - fitting) of coupling halves
 Preparation for - and the alignment of the shafts of the driver - and driven machines

Safety: Before working on a coupling, the mechanism must be completely isolated from its power
supply so that it cannot be restarted accidentally.

Step 9: Inspect the coupling drive

Inspection of couplings

Before any physical maintenance on coupling drives is done it would be best to first inspect the
drive. The following table can be used to check the points to be inspected of the various coupling
types. Those points which are defective for each of the coupling types can be marked with a cross
(x) while those that are in order can be ticked (√) off. The other points are not applicable (N/A).
Alternatively a separate inspection list can be used for each type of coupling.

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 Coupling Inspection Points
Bolts, nuts Cott. Fit on Oper. Lubr. Gap Play in flex./ Cond. of Vibr.
& screws pins shaft temp. between conn. elements coupl. halves
Coupling halves
Rigid
Solid sleeve N/A N/A N/A N/A
Split sleeve N/A N/A N/A N/A
Flange N/A N/A N/A N/A
Marine N/A N/A N/A N/A N/A
Oldham’s N/A N/A
Flexible
Disc N/A N/A N/A
Pin/rub. bush N/A N/A
Gear N/A
Spider N/A N/A N/A
Chain N/A
Barrel N/A N/A
Flex. memb. N/A N/A
“Bibby” N/A
Fenna Flex N/A N/A
Leather laced N/A N/A N/A
Upex N/A N/A N/A
Rafford N/A N/A
Hooke’s Joints N/A N/A N/A
Univ. Joint: N/A N/A N/A
Univ. ball joint N/A N/A N/A
(CV) joint N/A N/A N/A

Inspection procedure:

 Observe if any particular coupling:

 Suffers vibration while the machines connected by the coupling are running. This aspect could
have been reported by the person/s operating the machines instead. Vibration can be the result
of severe misalignment or excessive wear.
 Suffers overheating by running the machines connected by the coupling, stopping it and directly
afterwards test for excessive heat. Heat can be the result of severe misalignment or a lack of
lubrication.
 Emits noises while the machines connected by the coupling are running. Noises can be the
result of a lack of lubrication, excessive wear or severe misalignment.

Please note: Never try to inspect a rotating coupling visually. Apart from the fact that it is hazardous
you will never be able to see the defects on a rotating coupling.

 Check the following while the coupling is stationary and still in the assembled state:

 If lubrication is present and sufficient where required

 If play between coupling halves when rotated in opposite directions is not excessive

 Clean the coupling drive using non - solvent cleaning agent such as a soapy moisturized rag

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 Remove and dismantle the coupling to check the condition of the individual parts
 Look for defects on the coupling parts. The cause of the wear can sometimes be derived from
the appearance of the load bearing surfaces in the coupling.

Inspect the flexible element of the coupling:

In many cases noise and vibration are the first signs that wear has taken place within a coupling.
Excessive wear in a coupling may be caused by overloading, misalignment or a lack of lubrication.
Its presence can often be confirmed by holding one coupling half tight while turning the other one
backward and forward. The amount of movement will show the amount of wear that has taken
place. The wear within flexible couplings is usually on the flexible element of which ageing
(perishing, cracking, fatigue and brittleness) will result in accelerated wear. The following deviations
as a result of wear might be encountered on flexible elements which require that it must be
replaced.

 Disc coupling: The flexible disc for brittleness, the pinholes for elongation (caused by wear) and
the pins for bending (caused by overloading) as shown below.

 Pin and rubber bushing coupling: The rubber bushing for perishing or being broken or missing
 Spider coupling: The spider for brittleness or being broken or being worn away
 Upex coupling: The rubber inserts for brittleness or being worn away
 Chain coupling: The chain for wear on the sides of the links (caused by misalignment), stretched
links and worn link pin holes (caused by overloading) and flats on the rollers (caused by a lack
of lubrication) as shown below.

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 Barrel coupling: The rubber bonding for loose, broken, cracked or perished (caused by
misalignment, stretch or ageing) as shown below.

 Flexible membrane coupling: The flexible coupler membranes for being broken or severely
corroded
 Flexible grid or “Bibby” coupling: The flexible “grid” for wear
 The Tyre or Fenna Flex coupling: The tyre for perishing, cracking and tearing (caused by
misalignment, stretch or ageing) as shown below.

 Leather laced coupling: The leather lace for being stretched or broken
 Rafford coupling: The rubber bands for being stretched, broken or perished

Please note: Flexible elements which display the above mentioned defects must be replaced.

Inspect the coupling halves:

 All coupling halves for cracks or chips

 The Upex coupling halves for lugs broken off
 All coupling halves for wobbling and run - out
 All coupling halves for lost interference - or transition fits (fit loosely onto their shafts)
 Solid and split sleeves for cracks or chips
 The disc coupling halve pins for being loose, broken off or bent
 All coupling halves’ keyways’ for deformation.
 Coupling half taper lock bushes for being broken (usually opposite to the split)

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 Hooke’s and Universal joint crosses and yokes for being broken
 The chain coupling halves’ teeth for being hooked (caused by wear) or worn on the sides
(caused by misalignment)as shown below

 The barrel coupling bonding for becoming loose

 Constant velocity joints when emitting a cracking sound

Please note: Coupling halves which display the above mentioned defects must be replaced.

Inspect the other coupling parts by looking for:

 High spots
 Burrs
 Cracks
 Corrosion
 Leaking gear coupling seals
 Any form of mechanical damage

Please note: If these defects cannot be repaired by refining the working surfaces, removing burrs
and sharp edges, cleaning etc. the parts will have to be replaced.

Inspect the coupling drive alignment for:

Certain deviations on the machines can negatively affect the coupling drive alignment like:

 Coupling halves which run eccentrically and wobbling and shafts which are bent.

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 Coupling halves which fit poorly on the shafts
 Shafts’ bearings which are worn

 Shafts which are reluctant to being rotated with ease by hand.

 “Floppy” bed plates onto which the machines are mounted
 Machine pedestal hold down bolts with stripped and un - lubricated threads and rounded
hexagons
 Dished washers on pedestal hold down bolts

 Jacking screws with stripped and un - lubricated threads and rounded hexagons
 Excessive pipe - or other structural stress which will disturb shaft alignment
 Coupling guards which are corroded and in a poor condition

Please note: The above mentioned defects, especially with regard to the bed plate, shaft, coupling
and stresses require that it be reported to the Supervisor so that special arrangement can be made
to have it rectified before the maintenance continues.

Deviations on the actual shaft alignment:

Deviations on the alignment like:

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 Angular (or axial) misalignment in the vertical plane
 Radial/of - set (height difference) misalignment in the vertical plane
 Angular misalignment in the horizontal plane
 Radial/lateral misalignment in the horizontal plane

Please note: The alignment deviations mentioned above can only be measured and rectified during
the actual alignment process which will be dealt with later on in the learning which follows.

Lubrication of couplings

As the coupling rotates, relative movement (due to the slight misalignment) occurs between the
driving coupling half, the flexible element and the driven coupling half which causes wear. To
prevent excessive wear from occurring, those couplings which use lubricants should be lubricated
regularly during service. It is very important to use a lubricant of the type and grade recommended
by the coupling manufacturer. Those couplings in which rubber forms part of the flexible element
should not be lubricated, as the lubricant may damage the rubber. The following drive couplings
usually require lubrication:

 Chain coupling
 Gear coupling
 Bibby coupling
 Spiral - and square claw couplings
 Oldham’s coupling
 Universal - and universal ball joints
 Constant velocity joints

Closed chain - and gear coupling:

 Initially during assembly, coat all parts with oil or grease before installing the cover.
 Replenish oil or grease of chain couplings with a cover through the filler holes or grease nipples
as shown below.

 Remove the plugs of the filler holes. Add lubricant through one filler hole until it flows out
through the other one. Replace the plugs.
 Add lubricant periodically in accordance with the manufacturer’s instructions.

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 Replenish enclosed chain - and gear couplings equipped with a grease nipple and a weep hole
with grease until grease is squeezed out at the weep hole

Open chain coupling:

 Initially during assembly, coat all parts with oil or grease or with a spray type of lubricant

 During service, lubricate regularly with a spray or other type of lubricant in accordance with the
manufacturer’s instructions.

Please note: Couplings which are not totally enclosed should be cleaned before new lubricant is
applied.

Bibby coupling:

The Bibby coupling is equipped with a grease nipple for greasing it as with the closed chain
coupling.

Grid couplings are normally lubricated on a weekly basis through the grease nipple. Only clean
water - free grease should be used.

Spiral claw -, square claw - and Oldham’s couplings:

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The spiral claw and square claw couplings will not operate smoothly without any lubrication. Apply
grease of the appropriate type according to manufacturer’s specifications to coupling halves and
disc.

Universal joints:

Universal joints are periodically greased with a grease gun through a grease nipple on the cross as
shown below.

 Grease is applied until it pushes from out of the needle roller bearings
 Some universal joints are not equipped with grease nipples in which case the needle bearing
races with needles are replaced during which time it is lubricated with the supplied grease.

Constant velocity joints:

 Constant velocity joints are supplied as assemblies usually factory lubricated or supplied with
the appropriate grease to lubricate it.
 Apply the supplied grease by filling the slots in the ball and cup with it
 After lubrication and installation fit the boot rubber which covers the entire to retain the grease
inside the joint.

Ensure the reliability of lubrication by:

 Applying sufficient lubrication to the coupling

 Applying the appropriate lubricant, i.e. one which is recommended by the coupling manufacturer
to the coupling
 Applying the lubrication frequently as prescribed by the coupling manufacturer.
 Removing blockages (hardening of old lubricant) in the coupling which prevents fresh lubricant
from reaching the working surfaces.

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Replacement of coupling parts (other than coupling halves)

Remove the coupling guard which is bolted to the drive bed plate and clean the coupling.

Replacement of flexible elements

Some flexible couplings and their flexible elements are designed such that the flexible elements can
directly be replaced without separating the coupling halves or the shafts. The old flexible element is
simply removed and replaced by the new one. These couplings are the:

Chain coupling:

The chain coupling can be an open - or enclosed coupling.

 If it is an enclosed chain coupling, remove the enclosure

 Remove the broken - or chain with worn link sides, stretched links, worn link pin holes and flats
on the rollers by removing the master link as explained with indirect drives
 Fit the replacement chain around the coupling halves and fit the new master link as explained
with indirect drives
 Lubricate the chain and coupling halves as explained previously
 Install the chain coupling enclosure (with the open chain coupling there is no enclosure to
remove or replace)
 Test if it is possible to rotate the shafts easily by hand. If it is not, the shaft alignment is severely
disturbed or the fitting of the chain was done inappropriately. The chain must then be re - fitted
or the shaft alignment checked and rectified as will be explained later in this module.

Flexible membrane coupling:

The flexible membrane coupling can be repaired by replacing the complete spool piece with flexible
couplers or by replacing only the flexible couplers on the old spool piece.

 Remove the coupling screws by which the flexible couplers are attached to the coupling halves
 Insert two screw drivers (one each) into the slots where the flexible couplers fit into the recesses
of the coupling halves and lever out the spool piece with flexible couplers

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 Remove the screws by which the flexible couplers are attached to the spool piece and remove
the flexible couplers with the broken or severely corroded membranes
 Clean the recesses in the spool piece flanges and fit the new flexible couplers to the flanges by
inserting and tightening the screws
 Hold the spool piece in an oriented position so that the screw holes in the flexible couplers
coincide with the holes in the coupling halves.
 Squeeze the flexible couplers together and in the oriented position, insert the spool piece with
couplers in between the coupling halves so that it clips into the recesses
 Insert and tighten the screws which attach the spool piece with flexible couplers to the coupling
halves
 Test if it is possible to rotate the shafts easily by hand. If it is not, the shaft alignment is severely
disturbed or the fitting of the flexible couplers and/or spool piece was done inappropriately. The
couplers and/or spool piece must then be re - fitted or the shaft alignment checked and rectified
as will be explained later in this module.

Flexible grid or “Bibby” coupling:

The Bibby coupling has an enclosure formed by shrouds around the coupling halves and flexible
grid. In order to retain lubrication inside the enclosure, the shrouds are equipped with seals (O -
rings and gasket). These seals, if they are endless rings used on the vertical shroud, can
unfortunately not be replaced without separation of the shafts unless it can be slid through the gap
between the coupling halves.

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 Remove the enclosure of the Bibby coupling carefully with due consideration of the re - use of
the old seals.
 The old flexible grid may disengage partially from the coupling halves during removal of the
enclosure.
 Remove the old worn flexible grid completely
 Clean the enclosure inside and the coupling halves by removing the old grease and check that
the slots in the coupling halves are not damaged
 Fit the replacement flexible grid around the coupling halves. The flexible grid must be kept
wrapped around the coupling halves by hand until it is secured into position by the enclosure.
 Assemble the shrouds with the seals ensuring that it will keep the grease inside
 Lubricate the assembled coupling as explained previously (grease nipples)
 Test if it is possible to rotate the shafts easily by hand. If it is not, the shaft alignment is severely
disturbed or the fitting of the flexible grid was done inappropriately. The flexible grid must then
be re - fitted or the shaft alignment checked and rectified as will be explained later in this
module.

The Tyre or Fenna Flex coupling:

The tyre or Fenna flex coupling can be repaired by replacing the tyre without removing the
coupling halves. In order to distinguish between the different screws on the coupling, the main parts
of the coupling are shown below.

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In order to free the tyre from the coupling the coupling flange bolts/screws must be loosened (the
set screws in the central part of the hub are for the removal and re - fitting of the coupling halves
and must not be touched when only the tyre is replaced).

 Loosen all the coupling flange cap screws but do not remove it entirely. Do not disturb taper -
lock bush screws.
 Remove the perished, cracked and torn tyre being careful not to damage it further
 Fit the new tyre over the coupling flanges ensuring that it seats properly all around its bearing
area

Please note: It may sometimes be necessary to use a rubber or “soft” mallet to strike the tyre
around its periphery in order to seat it onto the flanges.

 Tighten the flange cap screws slightly in a cross - wise pattern to ensure that flange and tyre
mating surfaces align squarely. Do this to both flanges.
 Check that the gap between the ends of the tyre is according to the specification for the size of
tyre e.g.

Size 40 – 120 = 1.5 mm gap

Size 140 – 160 = 3.00 mm gap
Size 180 – 250 = 5.00 mm gap

The other flexible couplings and their flexible elements are designed such that the flexible elements
can only be replaced when separating the coupling halves and/or shafts. The old flexible element is
removed during separation (dismantling) of the coupling and replaced by the new one which is
installed during assembly of the coupling. These couplings are the:

 Disc coupling: Of which the brittle flexible disc with elongated pinholes must be replaced
 Pin and rubber bushing coupling: Of which the perished, chafed or missing rubber bushes must
be replaced
 Spider coupling: Of which the brittle, worn or broken spider must be replaced
 Upex coupling: Of which the brittle or worn rubber inserts must be replaced
 Barrel coupling: Of which the entire coupling with the loose, broken, cracked or perished rubber
bonding must be replaced

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 Leather laced coupling: Of which the stretched or broken leather lace must be replaced
 Rafford coupling: Of which the stretched, broken or perished rubber bands must be replaced
 Gear coupling: Of which the metal sleeve with the internal gear teeth (flexible element) does not
actually get worn, especially if well lubricated. The coupling as a whole can however get
damaged in some other way which will require replacement of it.

The replacement of the flexible elements of these couplings will be covered with the replacement of
their coupling halves.

Please note: With all flexible couplings with elastomeric (rubber) coupling elements, the rubber
must not be contaminated with oil as the oil will destroy the rubber so never try to combat wear with
lubrication on these couplings.

Replacement of other parts:

The worn or broken parts on the following couplings should be replaced when detected through
inspection or the symptoms previously mentioned:

 Replace bolts, nuts and screws with stripped threads and rounded hexagons on all couplings
 Replace deformed shaft keys on all couplings
 Replace worn or sheared cotter pins on the solid sleeve - and barrel coupling
 Replace broken or severely corroded membranes on the flexible couplers of the flexible
membrane coupling
 Replace broken crosses and worn needle bearings on universal joints
 Replace constant velocity joints (CV’s) as a whole when worn (making noises)
 Replace leaking oil seals of the closed chain - and gear coupling or replace the entire enclosure
 Replace the worn disc of the Oldham’s coupling

Selection - and replacement (removal and re - fitting) of coupling halves

Selection of couplings:

When the fitting of a new coupling is considered the selection of a replacement coupling is very
important. The replacement must be identical in all respects to the one being removed. It should, if
possible, be from the same manufacturer and have the same part or catalogue number. If this is not
available, a replacement, recognized by the manufacturer as a satisfactory substitute, must be
obtained. It must:

 Be of the same type

 Have the same internal and external measurements
 Be designed to transmit the same power and torque
 Be able to accept the same degree of angular and parallel misalignment
 Be designed to operate over the same speed range
 Be able to accommodate the same amount of end float
 Should preferably be easier to fit e.g. taper lock
 Have less maintenance to be carried out

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Replacement of coupling halves:

Many couplings and their flexible elements cannot be removed from their shafts unless the shafts
are separated from their aligned positions. There usually is not enough space between the ends of
the shafts for the coupling or its flexible element to pass through between them. Therefore, if it is a
matter of replacing the coupling half only and not the shaft, the complete machine e.g. electric
motor, pump etc. with its shaft is removed and not the shafts as such. The following points relate to
the replacing of couplings:

 A coupling half has to be mounted at the correct distance on a shaft to ensure a gap between
the two coupling halves
 The appropriate mounting distance of a coupling half on the shaft can be given by a mark made
before the coupling is removed from the shaft or alternatively by the manufacturer’s
specifications
 Shafts with flexible couplings must be aligned after the mounting of the coupling before the
machine is put into operation again

The couplings which are dealt with in the following learning, except for the split sleeve coupling, are
couplings of which the shafts must be removed to replace the coupling. The removal and fitting of
couplings from/to shafts obviously differs according to the method by which the coupling is secured
to the shaft. The most troublesome method certainly is the shrunk fitted coupling half. It is therefore
covered firstly in the learning which follows.

Shrink fitted couplings

Removal of coupling half:

Suppose it is an Upex coupling half fitted to an electric motor.

Step 1: Ensure that the electric motor is isolated by trying to switch it on. If the motor shaft rotates,
switch it off and report it to your Supervisor to arrange to have it positively isolated. If the
motor does not rotate, attach a "Do not Start" tag on the switch.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard. (Remove the
coupling bolts and the spool piece where this is fitted with other coupling types).

Step 3: Remove the pedestal bolts of the motor/machine as well as the shims used during the
previous alignment.

Step 4: Turn the motor sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the
cable.

Step 5: Remove the rubber inserts (shown below) from the coupling half by hand

Step 6: Check and mark the mounting position of the coupling half on the shaft. (If the coupling half
face is flash with the shaft end face there is no need to mark the mounting position as it can

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 be mounted this way again)

Step 7: Use a wheel puller to remove the coupling half from the shaft as shown below. The jacking
screw of the puller must be longer than the width of the coupling in order to pull it off
completely. If the jacking screw is shorter, a mild steel or brass distance piece can be used
between the shaft and jacking screw. The diameter of the distance piece must be slightly
smaller than that of the shaft so that it can pass through the bore of the coupling half.

Please note: Even though it is a shrunk fitted coupling half, in some cases there is a grub screw at
the keyway in the boss of the coupling to lock it in position. The grub screw must be loosened
before an attempt is made to pull the coupling off from the shaft.

Step 8: Tighten the jacking screw in order to pull the coupling off the shaft. If the coupling does not
budge, keep the pressure on the jacking screw and heat up a strip ± 20 mm wide on the
hub of the coupling half opposite the keyway, across the width of the coupling using a
heating torch as shown below.

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 Heat the strip until the coupling starts to move. There usually is a cracking sound when the
coupling starts to move.
 Remove the heating torch, screw the jacking screw in as fast as possible and remove the
coupling half.

Please note: The coupling is hot, so use safety gloves to handle it with.

 Mark the coupling half as follows:

"WARM" - HOT

 The coupling can be cooled down with dry compressed air to avoid burns if someone touches it.

Inspection of the coupling parts:

Step 9: Inspect all the coupling parts as follows:

 Inspect the rubber insertions for damage. These must not be brittle, distorted or worn.
 Inspect the coupling for damage. There must be no cracks, chips and burrs.
 Inspect the keyway for damage. It must not be deformed or worn.
 Measure the width of the shaft keyway as well as that of the key. The maximum allowed
clearance between the key and the keyway is 0.05 mm.
 Measure the diameter of the shaft and the inside diameter of the coupling using an outside
micrometer and a telescopic gauge. The sizes must be such that when re - fitting the coupling
on the shaft it will fit by a shrink fit. Refer to the Learners Manual: Read and Interpret
Engineering Drawings.
 Inspect the coupling guard
 Report all the defective parts to your Learning Practitioner and discuss the repairs with him/her.

Step 10: Manufacture a suitable key if required.

Fitting of the coupling:

Step 11: Clean the shaft, key and coupling using a suitable cleaning fluid.

Step 12: Apply a thin layer of anti seize e.g. "Molly Cote", copper compound etc. to the shaft and

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 key. This is done as it will be easier to remove the coupling again when required as it will
prevent chemical bond between the shaft and the coupling (corrosion).

Step 13: Fit the key into the keyway of the shaft making sure it has entered all the way home.

Step 14: Heat the coupling half using a heating torch as explained in step 8.

 Continue the heating until the inside diameter of the coupling half has expanded to a size 0.05
mm larger than the shaft outside diameter.
 The thermal expansion of the coupling half can be tested using an inside micrometer adjusted to
a size 0.05 mm larger than the shaft outside diameter. When testing the inside diameter using
an inside micrometer, do it swiftly as the heat of the coupling may damage the micrometer.

Please note: If the coupling half is heated insufficiently, insufficient thermal expansion will result so
that the coupling half will shrink back onto the shaft before it is shifted to the appropriate mounting
position.

Step 15: Slide the coupling half over the shaft using safety gloves until its face is in line with the
shaft end or the mark made on the shaft as explained previously.

 Allow the coupling half to shrink onto the shaft in this position while it cools down
 Once again the coupling half must be marked as follows:

"WARM" - HOT

Please note: The coupling halve must not be driven on the shaft using a big hammer. This action
will destroy the coupling half, the shaft and motor bearings as well as the end covers of the motor.

Step 16: Cool the coupling half down using dry compressed air if there is no time to allow it to cool
down naturally. Do not cool it down using cold water as this will cause distortion of and
cracks in the coupling half.

Step 17: Install the rubber insertions. These are the flexible element of the coupling.

Step 18: Swing the electric motor in the appropriate position and shift it axially to engage the female
coupling half with the male coupling half - in this case of the Upex coupling with the lugs of
the male coupling half (in other cases it will be coupling bolts, pins etc. which must engage
with holes in the opposite coupling half)

Step 19: Align the machine and motor shafts as will be explained later on in this module.

Please note: It must be possible to rotate the shafts easily by hand after the fitting of the Upex
coupling and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting of the
Upex coupling was done inappropriately.

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Step 20: Ensure the motor pedestal hold down bolts are all tightened

Step 21: Replace and bolt down the coupling guard.

Transition fitted couplings with grub screws

Suppose it is a disc - or a pin and rubber bushing - or a spider coupling half fitted to an electric
motor.

Removal of the coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Remove the pedestal bolts of the motor as well as the shims used during the
previous alignment.

Step 4: Turn the motor sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the
cable.

Step 5: Spray the shaft, coupling half, key and grub screw with penetrating lubricant.

Step 6: Clean the shaft, coupling, key and grub screw using a rag

Step 7: Select the appropriate size Allen key to fit the grub screw hexagon recess. This is the grub
screw fitted in the hub of the coupling half.

Step 8: Loosen the grub screw sufficiently using the Allen key and slide the coupling half off from
the shaft. The coupling might be somewhat reluctant to shift in which case it can be driven
using a soft face mallet.

Inspection of the coupling parts:

Step 9: Inspect the coupling half, key, keyway, grub screw and coupling guard as explained
previously. Decide on possible repairs and/or replacement in collaboration with the Learning
Practitioner. Ensure the appropriate replacement flexible element is selected.

Fitting of the coupling:

Step 10: Clean the shaft, bore of the coupling and the key.

Step 11: Apply an anti - seize agent to the shaft, bore of the coupling and the key.

Step 12: Fit the key into the shaft keyway making sure it enters the entire way home, slide the
coupling over the key and shaft and screw in the grub screw.

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Step 13: Position the coupling in the final axial position according to the shaft end face or mark on
the shaft (whichever is applicable) and tighten the grub screw firmly.

Step 14: Swing the electric motor in the appropriate position. Keep the flexible element of the
coupling (disc, rubber bushing, spider) ready in position and shift the motor axially to
engage the female coupling half with the male coupling half (the coupling lugs, bolts, pins
etc. which must engage with holes in the opposite coupling half)

Step 15: Align the machine and motor shafts as will be explained later on in this module.

Please note: It must be possible to rotate the shafts easily by hand after the fitting of the coupling
and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting of the coupling
was done inappropriately.

Step 19: Ensure the motor pedestal hold down bolts are all tightened

Step 20: Replace and bolt down the coupling guard.

Solid sleeve coupling fitted with cotter pins

Removal of the solid sleeve coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Spray the solid sleeve coupling, shaft and cotter pins with penetrating lubricant.

Step 4: Clean the solid sleeve coupling, shaft and cotter pins using a rag

Step 5: Mark the end of the solid sleeve coupling on the shaft of the driven machine where that end
stops.

Step 6: Use a pin punch and hammer of appropriate size and drive out the cotter pins in a direction
from smaller to bigger.

Please note: The cotter pins are tapered. They must be driven out in a direction from its smaller
size towards the bigger side.

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Step 7: Slide the sleeve coupling so that it is completely on the shaft of the driven machine.

Step 8: Remove the pedestal bolts of the motor as well as the shims used during the previous
alignment.

Step 9: Turn the motor sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the
cable.

Step 10: Remove the solid sleeve coupling from the other shaft.

Inspection of the solid sleeve coupling:

Step 11: Clean and inspect the shafts with the cotter pin holes, solid sleeve coupling and cotter pins
and decide on possible repair/replacement.

Fitting of the solid sleeve coupling:

Step 12: Clean the shaft and the bore of the solid sleeve coupling.

Step 13: Apply an anti - seize agent to the shaft and the bore of the solid sleeve coupling.

Step 14: Slide the solid sleeve coupling with the marked end first onto the driven machine shaft

Step 15: Fit the removed shaft back into position i.e. the electric motor which must be:

 Swung back on the bed plate

 Lifted somewhat by replacing the shims which had been removed previously
 Pushed forward so that its shaft end is close to the end of the other shaft

Step 16: Slide the sleeve coupling over so that it is on both the shafts.

Step 17: Position the solid sleeve coupling onto the shafts so that the tapered holes in the solid
sleeve coupling and the shafts correspond. This means the tapered holes would be able to
take the cotter pins if it would be driven in. In this position the marked end of the solid
sleeve coupling must be on the mark on the shaft.

Step 18: Insert the motor pedestal bolts and tighten it.

Step 19: Align the machine and motor shafts as will be explained later on in this module.

Step 20: Drive in the cotter pins from the appropriate direction (the small end of the cotter pin must
enter the bigger side of the tapered hole in the solid sleeve coupling first).

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Please note: It must be possible to rotate the shafts easily by hand after the fitting of the solid
sleeve coupling and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting
of the solid sleeve coupling was done inappropriately.

Step 21: Ensure the motor pedestal hold down bolts are all tightened

Step 22: Replace and bolt down the coupling guard.

Barrel coupling fitted with cotter pins

Removal of the barrel coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Spray the barrel coupling, shaft and cotter pins with penetrating lubricant.

Step 4: Clean the barrel coupling, shaft and cotter pins using a rag

Step 5: Mark the end of the barrel coupling on the shaft of the driven machine where that end
stops.

Step 6: Use a pin punch and hammer of appropriate size and drive out the cotter pins in a direction
from smaller to bigger.

Please note: The cotter pins are tapered. They must be driven out in a direction from its smaller
size towards the bigger side.

Step 7: Remove the pedestal bolts of the motor as well as the shims used during the previous
alignment.

Step 8: Pull the motor back on the bed plate so that its shaft comes out of the barrel coupling half
and turn it sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the
cable.

Step 9: Remove the complete barrel coupling from the other shaft.

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Inspection of the barrel coupling:

Step 10: Clean and inspect the shafts with the cotter pin holes, barrel coupling and cotter pins
and decide on possible repair/replacement.

Fitting of the barrel coupling:

Step 11: Clean the shafts and the bores of the barrel coupling.

Step 12: Apply an anti - seize agent to the shafts and the bores of the barrel coupling.

Step 13: Fit the barrel coupling onto the shaft which remained in position i.e. the shaft of the
driven machine.

Step 14: Fit the removed shaft back into position i.e. the electric motor which must be:

 Swung back on the bed plate

 Lifted somewhat by replacing the shims which had been removed previously
 Pushed forward so that its shaft end enters the open end of the barrel coupling

Step 15: Position the barrel coupling and the motor shaft so that the tapered holes in the
barrel coupling and the shafts correspond. This means the tapered holes would be able to
take the cotter pins if it would be driven in. In this position the marked end of the barrel
coupling must be on the mark on the shaft.

Step 16: Insert the motor pedestal bolts and tighten it.

Step 17: Align the machine and motor shafts as will be explained later on in this module.

Step 18: Drive in the cotter pins from the appropriate direction (the small end of the cotter pin must
enter the bigger side of the tapered hole in the solid sleeve coupling first).

Please note: It must be possible to rotate the shafts easily by hand after the fitting of the barrel
coupling and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting of the
barrel coupling was done inappropriately.

Step 19: Ensure the motor pedestal hold down bolts are all tightened

Step 20: Replace and bolt down the coupling guard.

Split sleeve coupling fitted with clamp bolts

Please note: The split sleeve coupling is an exception where both shafts remain firmly in position
while the split sleeve coupling is removed and re - fitted. There is no need for shaft alignment
afterwards.

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Removal of the split sleeve coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Mark the split sleeve coupling halves and shafts for correct assembly afterwards.

Step 4: Spray the bolts, shafts, key and split sleeve coupling with penetrating lubricant.

Step 5: Remove the bolts, coupling halves and key.

Inspection of the split sleeve coupling:

Step 6: Clean and inspect the shafts, key, coupling halves and bolts and decide on possible repair
or replacement.

Fitting of the split sleeve coupling:

Step 7: Turn the two shafts so that the two keyways in it point upwards, align the keyways and
insert the common key making sure it enters all the way into the keyways.

Step 8: Fit the split sleeve coupling half with the keyway in it over the shafts and the key. This must
be done according to the marks made prior to the dismantling of the split sleeve coupling.

Step 9: Strap the other half of the split sleeve coupling to the half over the shaft and the key using
wire or tape. Ensure this half is also fitted according to the marks.

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Step 10: Insert the bolts and nuts and remove the strapping.

Step 11: Tighten the bolts starting with the centre ones on either side first. Then tighten the bolts
towards the ends of the split sleeve coupling.

Step 12: Ensure all bolts are tight and that the shafts rotate freely.

Taper lock bush fitted Fenna Flex couplings

Removal of the coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Spray the cap screws, shaft, key, taper lock bush and coupling with penetrating lubricant.

Step 4: Clean the cap screws, shaft, key, taper lock bush and coupling using a rag

Step 5: Before removal - mark the position of the face of the taper lock bush on the shaft. When re -
fitting the taper lock bush it can be set onto the shaft according to this mark.

Step 6: Obtain the appropriate size Allen keys to undo the taper lock bush set screws and the flange
cap screws.

Step 7: Loosen the flange cap screws and remove the coupling tyre as explained before

Step 8: Remove the pedestal bolts of the motor/machine as well as the shims used during the
previous alignment.

Step 9: Turn the motor sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the

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 cable.

Step 10: Using an Allen key, loosen the two taper lock bush securing set screws and remove these
screws.

Please note: The replacement of only one of the two taper lock bush coupling halves will be
described. The procedure is the same for the other coupling half.

Step 11: Apply some lubricant (a bit of grease or oil) to one of the removed set screws and the
thread of the jacking screw hole (for releasing the taper lock bush) in the taper lock bush
and the hub of the coupling half. The lubricant will assist in preventing that the thread strips
quickly.

Step 12: Use the lubricated set screw as a jacking screw and screw it into the threaded jacking
screw hole. There is only one hole for this purpose.

Step 13: Tighten the jacking screw slowly until the hub releases from its lock against the taper lock
bush.

Please note: When the hub is reluctant to release you may have to resort to tapping around the
hub face with a copper punch. Strike the hub face as close as possible to the bush to assist in
parting the taper. Application of some penetrating lubricant into the split of the taper lock bush can
also alleviate the “bite” of the taper.

Step 14: Remove the taper lock - coupling assembly from the shaft.

Inspection of the key, taper bush, screws and coupling:

Step 15: Inspect the key, taper bush, screws and coupling and decide on possible repair or
replacement as previously explained.

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Fitting of the coupling:

Step 16: Thoroughly clean the shaft, the bush and the taper bore of the coupling half.

Step 17: Insert the bush into the coupling half and line up the holes on the end faces.

Step 18: Lubricate the two set screws and screw them loosely into the threaded holes in the
coupling half and taper lock bush. These are the holes for locking the taper lock bush.

Step 19: Fit the key into the keyway on the shaft end. Ensure it fits the entire depth of the keyway.

Step 20: Slide the coupling half together with the taper lock bush onto the shaft and key and
position it as required.

 The key for the shaft should be slide - fitting at the sides and sufficient of clearance should be
allowed at the top.
 The key must be of such width that the taper lock bush, when tightened, will not nip the key
before gripping the shaft. This is most important.

Note: It may be necessary to insert a wedge into the split part of the tapered bush to expand it very
slightly. Care must be taken, however, not to overdo this as the bush can easily break. It is made
of cast iron and very brittle.

Step 21: Note that when tightening up the set screws, the coupling half will be drawn slightly onto
the tapered bush, which nips the shaft first. Allowance must be made for this when setting
the position of the coupling half on the shaft.

Step 22: Tighten the two set screws gradually and alternately until they are very tight.

Step 23: Use a DTI to check the concentricity of the coupling outside diameter and the
squareness of the flange to the shaft when it is rotated. The run - out (variation in the DTI
readings) should not be more than 0.05 mm TIR. If outside these limits, it is probable that
the set screws had not been tightened evenly. In this case, remove the coupling half and re
- fit and test it again.

Step 24: Fill the empty jacking - off hole with grease to keep out dirt.

Step 25: Swing the electric motor in the appropriate position and shift it axially in position.

Step 26: Insert the motor pedestal bolts

Step 27: Check that the inside distance between the two coupling half faces is according to the
specification for the size of coupling.

Step 28: Align the machine and motor shafts as will be explained later on in this module.

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Please note: It must be possible to rotate the shafts easily by hand after the fitting of the Fenna
Flex coupling and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting of
the Fenna Flex coupling was done inappropriately.

Step 29: Ensure the motor pedestal hold down bolts are all tightened

Step 30: Replace and bolt down the coupling guard.

Flexible grid couplings (Bibby couplings):

Every 12 months flexible grid couplings should be dismantled, cleaned, inspected and re -
assembled using new parts as necessary.

Removal of the coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Remove the shroud bolts, nuts and washers and store them to prevent loss

Step 4: Carefully remove the shrouds by sliding them out ensuring that you do not damage the oil
seals during this process.

Step 5: Carefully pry the flexible grid out of the coupling halve slots

Please note: Do not apply excessive force onto the flexible grid that might damage the slots in the
coupling halves or the flexible grid itself. In other words do not for example dig out the flexible grid
using a chisel and a hammer.

Step 6: Remove the pedestal bolts of the motor/machine as well as the shims used during the
previous alignment.

Step 7: Turn the motor sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the

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 cable.

Step 8: Use a wheel puller to remove the coupling half from the motor shaft as explained with the
shrink fitted Upex coupling previously. Also remove the shroud which is still on the shaft.

Step 9: Use a suitable degreasing agent (not a flammable liquid) and clean all the parts. An old stiff
paint brush is ideal to clean out the slots in the coupling halves.

Inspection of all the coupling parts:

Step 10: Inspect the key, shrouds, shroud bolts, seals, flexible grid and coupling half and decide on
possible repair or replacement as previously explained. (Insert the clean flexible grid into
the slots and check if it fits neatly without “play” which would indicate worn slots or a
flexible grid or both)

Fitting of the coupling:

Step 11: Fit the key into the keyway on the shaft end. Ensure it fits the entire depth of the keyway.

Step 12: Replace the shroud which was removed from the motor shaft.

Step 13: Shrink - fit the coupling half onto the motor shaft as explained with the shrink fitted Upex
coupling previously.

Step 14: Swing the electric motor in the appropriate position and shift it axially in position.

Step 15: Insert the motor pedestal bolts

Step 16: Check that the inside distance between the two coupling half faces is according to the
specification for the size of coupling.

Step 17: Align the machine and motor shafts as will be explained later on in this module.

Step 18: Ensure the motor pedestal hold down bolts are all tightened

Step 19: Assemble the flexible grid coupling as follows:

 Insert the flexible grid or segments into coupling slots

 Pack the recommended type of grease around flexible grid
 Carefully slide the shrouds (without damage to the “O” ring seals) together to cover the coupling,
then fit two opposite shroud bolts only finger tight
 Fit all other shroud bolts and nuts and then tighten them evenly in a cross - wise pattern to avoid
distortion of the shrouds
 Wipe off surplus grease

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Please note: It must be possible to rotate the shafts easily by hand after the fitting of the flexible
grid coupling and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting of
the flexible grid coupling was done inappropriately.

Step 20: Replace and bolt down the coupling guard.

Gear couplings:

Check the manufacturer’s instructions, for fitting the couplings, the required accuracy of alignment
and clearance between the ends of the shafts. The gear coupling covers have oil/grease seals
which must not be damaged when maintaining it

Removal of the coupling:

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Remove the bolts of the coupling guard and remove the coupling guard.

Step 3: Remove the end cover bolts, nuts and washers and store them to prevent loss

Step 4: Carefully remove the end covers by sliding them back onto the shafts ensuring that you do
not damage the oil seals during this process.

Step 5: Slide the sleeve with the internal gear teeth back onto the motor shaft

Step 6: Remove the pedestal bolts of the motor as well as the shims used during the previous
alignment.

Step 7: Turn the motor sideways on the bedplate. If there is a cable connected to the motor, the
Supervisor must be notified so that he/she can arrange for an electrician to disconnect the
cable.

Step 8: Slide the sleeve with the internal gear teeth over the coupling half with the external gear
teeth off from the motor shaft

Step 9: Mark the position of the gear coupling on the motor shaft as explained before.

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Step 10: Use a wheel puller to remove the coupling half with the external gear teeth from the motor
shaft as explained with the shrink fitted Upex coupling previously. Take care not to damage
the external gear teeth on the coupling half during the removal of it.

Step 11: Remove the two end covers from the shafts.

Please note: The coupling end covers with seals must be kept clear from the coupling half when it
is heated, so as to prevent the seals from getting damaged.

Step 12: Use a suitable degreasing agent (not a flammable liquid) and clean all the parts. An old
stiff paint brush is ideal to clean out the gear teeth in the coupling parts.

Inspection of all the coupling parts:

Step 13: Inspect the key, end covers, seals, end cover bolts, sleeve with internal gear teeth,
coupling halves with external gear teeth and decide on possible repair or replacement as
previously explained. (Fit the coupling halves with the external gear teeth into the sleeve
with internal gear teeth and check if it fits neatly without “play” which would indicate worn
gear teeth)

Fitting of the coupling:

Step 14: Replace the two end covers onto the shafts. Their open ends must face away from the
respective machines.

Step 15: Fit the key into the keyway on the motor shaft end. Ensure it fits the entire depth of the
keyway.

Step 16: Shrink - fit the coupling half on the marked position onto the motor shaft as explained with
the shrink fitted Upex coupling previously.

Step 17: Swing the electric motor in the appropriate position and shift it axially in position.

Step 18: Insert the motor pedestal bolts

Step 19: Check that the inside distance between the two coupling half faces is according to the
specification for the size of coupling.

Step 20: Align the machine and motor shafts as will be explained later on in this module.

Step 21: Ensure the motor pedestal hold down bolts are all tightened

Step 22: Assemble the gear coupling as follows:

 Pack sufficient of the recommended type of grease around the coupling halves with the external
gear teeth.
 Fill the end covers with grease

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 Carefully slide the end covers (without damage to the oil seals) together to cover the coupling
and then fit two opposite end cover bolts only finger tight
 Fit all other end cover bolts and nuts and then tighten them evenly in a cross - wise pattern to
avoid uneven tightening
 Wipe off surplus grease

Please note: It must be possible to rotate the shafts easily by hand after the fitting of the gear
coupling and the shaft alignment. If it does not, the shaft alignment is disturbed or the fitting of the
gear coupling was done inappropriately.

Step 23: Replace and bolt down the coupling guard.

It will be of no avail to replace parts on drive couplings without investigating and removing the
causes of undue wear in couplings. These causes usually are:

 Misalignment (rapid wear)

 Vibration
 Thermal expansion
 Overheating
 Overloading
 Lack of lubrication
 Dirt in lubrication
 Dirt in general in and around the coupling drive
 Dirt in the needle bearings of the universal joint, the slide ways of the universal ball joint and in
the grooves of the constant velocity joint (rapid wear)

Preparation for - and the alignment of the shafts of the driver - and driven machines

As a general rule many pieces of plant operating equipment is driven by an electric motor, petrol - or
diesel engine or steam - or gas turbine connected to it by means of different types of in - line
couplings (direct drives). For purposes of maintenance it is convenient to be able to separate the
motor from the equipment being driven. Whenever the shafts of machinery with direct drives had
been disconnected at its’ coupling and removed for maintenance or other reasons it follows, that
upon re - installing, we will have to re - align (eliminate the alignment deviations) the shafts of the
driver - and driven units.

Be able to:

 Name safety rules to be adhered to before and during shaft alignment

 Explain the principles of shaft alignment
 Name and briefly explain 5 methods of shaft alignment
 Explain the preparations to be made for shaft alignment
 Carry out a shaft alignment using the taper- and feeler gauge method of shaft alignment
 Explain how to read a DTI (clock gauge) and bisect the reading in shaft alignment application
 Carry out a shaft alignment using the 2 x DTI rim and face method of shaft alignment
 Explain how to tighten the motor (moveable unit) pedestal hold down bolts without disturbing the
aligned position of the motor

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Safety before and during shaft alignment:

The process of shaft alignment harbors latent hazards that can result in incidents when you are
working on rotating machinery. The following “safety rules” should be adhered to in all cases of
maintenance, but especially when attending to couplings of direct drives.

 Never work on a machine that has not been isolated and safety tagged at the main control unit.
 Never remove a safety guard until the machine is stationary.
 Always use the correct lifting equipment to raise or lower heavy direct drive parts.
 Keep the work area clean and tidy to prevent you from tripping, slipping or damaging equipment.
 Clean up any oil or liquid spillage to prevent slipping or, if applicable, to reduce a fire hazard.
 Don’t use petrol or flammable liquids to clean parts - especially electric motor parts.
 Ensure that all tools or equipment are removed from coupling area before the machines are re-
connected to the power supply.
 Replace safety guards or covers before running the machinery again.
 Notify your Supervisor in the event of any malfunction (e.g. machine fault, fire or personal
injury).
 Never wear any loose hanging clothes when working on coupling drives.

The principles of shaft alignment:

In “ideal or perfect alignment” two machine units coupled together at their shafts ends would be
aligned when the two shafts’ centre lines are absolutely coincident, meaning that each would lie
perfectly upon a common centre (as suggested below), whether the shafts are rotating or at rest, but
critically important for rotation.

Ideally when two machines (e.g. a driving electric motor and the driven unit) are brought together
the two shafts should be in axial - (no shaft angular deviation) and radial (no shaft off - set deviation)
alignment. Though engineers strive for the “perfect - alignment” situation, this ideal situation seldom
occurs in practice. Some of the many reasons for this are:

 The metals from which the machines are constructed each has its’ own coefficient of thermal
expansion and the machines are subjected to differing operating temperatures too. This means
shaft alignment can be disturbed by high temperature differences.

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 Many machines are connected to piping systems which are subjected to pipe stress as a result
of temperature, pressure and structural load conditions. Excessive pipe stress will certainly
disturb shaft alignment
 Machinery is usually mounted upon a concrete base where the metal base plate is secured into
the concrete. “Setting” of the base is commonly encountered whereby slight movement causes
one machine to move “off - line” with the other. We are not talking large amounts, but a 1 mm
movement of the bed plate can impose an angular deflection of shaft centers of several
degrees.
 Shafts are supported by pairs of bearings which have a certain amount of internal “clearance” to
enable rolling of the balls or rollers of the bearings. As bearing clearances vary slightly, there will
be a certain amount of “free - play” radially and axially which is not the same at each bearing
and consequently shaft movement is different which on its turn influences shaft alignment.

In many factories the machines which require shaft alignment are centrifugal pumps driven by
electric motor units and the alignment procedure is often wrongly referred to as “pump alignment”.
It is the centre line of the electric motor shaft which is aligned to the centre line of the pump
shaft, but to be more specific, it is actually the rotation of these two shafts which are aligned. The
shafts are rotated when the misalignment readings are taken.

Another expression which reflects the wrong idea is “coupling alignment”. The coupling halves are
merely the means of transmitting the rotation from the one shaft to the other and they will only be
aligned if the shafts are aligned and if they fit “true” onto their respective shafts. In many cases
however, the DTI’s by which the alignment is checked, are attached to the couplings. This however
does not make it “coupling alignment”.

The pump is considered and referred to as the “fixed unit” and the electric motor the “moveable
unit”. The motor position can be more easily adjusted than the pump as the motor has only the
flexible electric cable attached to it where as the pump has the non - flexible inlet and outlet piping
attached to it.

Only the two coupling halves of rigid couplings contact each other at their faces during installation.
With flexible couplings however, there must be a gap, according to manufacturer’s specifications
between the coupling halves’ faces to accommodate:

 Thermal expansion (growth) of the shafts

 End float of the shafts
 A slight misalignment of the shafts

Methods of shaft alignment:

The procedure for shaft alignment can be done by following several methods of which some for
example are:

 The taper - and feeler gauge method

 The 2 x DTI face and rim method
 The 3 x DTI face and rim method
 The 2 x DTI rim graphical method

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 The laser method

The taper - and feeler gauge method of shaft alignment

With the taper - and feeler gauge method of alignment, the misalignment readings are taken by
means of a taper - and feeler gauge as shown below.

The basic strategy of carrying out the shaft alignment using this method corresponds to 2 x DTI face
and rim method of shaft alignment. The only difference is that the misalignment readings are taken
by means of a taper - and feeler gauge instead of DTI’s. Because of this, some people will argue
that the taper - and feeler gauge method of alignment is not accurate. The truth is however that this
method can be just as accurate as any DTI method provided that the person doing the alignment
works accurately. This method (the taper - and feeler gauge method of alignment) will be covered in
this manual as an introduction to the 2 x DTI face and rim method.

The 2 x DTI face and rim method of shaft alignment

With the 2 x DTI face and rim method of alignment, the misalignment readings are taken by means
of DTI’s (clock gauges) as shown below.

The basic strategy of carrying out the shaft alignment using this method corresponds to the taper -
and feeler gauge method of shaft alignment. One DTI measures the misalignment on the rim of the
coupling (radial or off - set misalignment) and the other DTI measures the misalignment on the face
of the coupling (axial or angular misalignment). This method (the 2 x DTI face and rim method of
alignment) will be also be covered in this manual.

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The 3 x DTI face and rim method of shaft alignment

The 3 x DTI face and rim method of alignment essentially is the 2 x DTI face and rim method of
alignment. The difference is that with the 3 x DTI face and rim method, there are two (2) DTI’s which
measure on the face of the coupling as shown below.

One of these DTI’s measures the axial or angular misalignment as usual. The second of these DTI’s
measures axial shaft float like what is encountered with multi - stage centrifugal pumps. The axial
shaft float will influence the actual axial or angular misalignment measured and therefore must be
measured to take it into account to determine the actual misalignment. The reading on this 3rd DTI is
subtracted from the reading on the axial DTI to obtain the actual axial misalignment. This method
(the 3 x DTI face and rim method of alignment) will not be covered in this manual.
The 2 x DTI rim graphical method of shaft alignment

The 2 x DTI rim graphical method of alignment uses one DTI on the rim of each coupling half as
shown below.

There is no measuring done on any of the coupling faces. Only radial misalignment readings are
taken. The principle of alignment is based on the fact that if the couplings are rotated, and the points
on which the DTI’s measure does not move relative to each other (indicated by “0” DTI readings all
round the coupling halves), then the shafts are aligned. The DTI readings are plotted onto a graph
from which the shim thickness for the motor pedestals is read off. This method of shaft alignment is
used inter alia in the Combi - laser alignment system of Fixture - Laser which is a computerized
laser application of the method. This method (the 2 x DTI rim graphical method of alignment) will
not be covered in this manual.

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The laser method of shaft alignment

As has been said previously, the laser method of shaft alignment (illustrated below) is a
computerized application of a laser beam as the measuring device of misalignment.

This method has taken the “sting”, traditionally associated with shaft alignment, out of the alignment
process making it as easy as “pie”. The person doing the alignment simply does what the laser
alignment set tells him/her to do. This method (the laser method of alignment) will not be covered
in this manual, but it will be covered in the Learners Manual for:

13303 (NQF 3) Align machines and equipment using laser technology

Preparation for shaft alignment

No matter what coupling type is encountered, certain conditions have to be met prior to actually
getting down to aligning the shafts. These conditions are discussed below:

General conditions required for shaft alignment:

 The bed plate where the machines are installed upon and the machine pedestals below must be
flat and clean
 The driven fixed unit (e.g. pump) is always installed first and the driving unit (e.g. motor) is then
aligned to the driven unit’s shaft. The motor must therefore stand lower than the pump so that it
can be lifted during alignment to the correct height.
 Mount the units without using any shims at first

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 The motor must be capable of being shifted to either side, left and right, so that its coupling
periphery is slightly (± 1 mm) beyond that of the coupling of the pump. This is required so that
lateral adjustment of the motor position can be done.
 A “flat base” must be present at the bottom face of both driven - and driver unit. This means that
all mounting feet (pedestals), the base plate mounting pads etc, must be flat and there must be
zero “rocking” of the units when it stands on the flat bed plate. The following procedure explains
how to determine and correct motor rock which can cause a “soft foot” below the pedestal if it is
present and not corrected:

 Ensure the motor pedestal bolts are loose.

 Rock the motor crosswise (diagonally) across its pedestals as shown below and detect
physically (by feeling with the hands) if there is a foot which is not flat on the bed plate.
Determine which foot is “soft” (not touching the bed plate) when the other three feet are flat on
the bed plate.

 Tighten the pedestal bolts of those three feet which are not the “soft foot”.
 Use a feeler gauge to measure the gap under the “soft foot” i.e. between the foot and the bed
plate
 Obtain or make a shim of corresponding thickness and insert under the foot. Ensure that shim is
slightly larger (not thicker) than the foot (allow ± 1mm excess on the sides). The inserted shim
must not interfere with the thread of the pedestal bolt.

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 If the motor in the illustration above for example rocks in direction AD, and bolts A, B and C are
tightened so that a gap of 0.10 mm is measured between foot D and the base plate, then a shim
of 0.10 mm must be inserted under foot A or D to remove the soft foot.

 Ensure that motor pedestal bolts, washers and adjusting bolts, (jacking bolts) are in good order
 The shafts and couplings must be checked for excessive play and run - out and be corrected
before the alignment process commences.
 The couplings must both fit snugly onto the shafts
 The alignment brackets must be rigidly attached to the shafts or couplings.

Cutting of shims and shimming:

 Determine shim sizes as shown below. Note that the shim dimensions are 1 mm bigger than the
actual motor foot.

 The following numbered illustrations represent the manufacturing process of shims for
alignment. The illustrations are in the sequence of the manufacturing steps.

 Manufacturing steps:

 Select correct thickness of shim stock material

 Measure unit feet (length A and width B) and mark off (illustration 1)
 Measure hold down bolt diameter
 Select hollow punch 2 mm bigger than hold down bolt diameter
 Obtain shim centre, and punch hole (illustration 2)
 Cut slot from the side, towards hole (illustration 3)
 Chamfer shim corners (illustration 4).

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 The following points represent the proper way in which shims must be inserted for alignment.

 Always insert shims from the same side of unit foot in a direction along the shaft direction
 Align shims neatly with each other
 Always use the minimum amount of shims (e.g. 1 x 0.7 mm shim instead of 0.2 mm and 0.5 mm
together)
 When three or more shims are used, put the thinnest shim in between the thicker ones in a
“sandwich” fashion
 Too many shims will provide “springy” support below the motor footings

Once these preparations have been done the alignment procedures can begin.

Shaft alignment using the taper - and feeler gauge method of alignment:

Assume that all preparations for shaft alignment, as outlined above have been done, be able to
carry out the alignment of two shafts, making use of a taper - and feeler gauge so that the alignment
is within 0.05 mm TIR for radial/axial alignment in both the vertical- and horizontal planes.

The taper/feeler gauge method of alignment is not recommended when the flexible coupling halves
are more than 5 mm apart. This method of alignment can also be used even if the coupling
diameters are not the same. The illustration below suggests that the taper/feeler gauge method of
shaft alignment is being followed.

The following learning is a stepwise explanation of the taper - and feeler gauge method of alignment
and for the purposes of explanation we have to imagine that an electric motor (moveable unit) shaft
must be aligned to the shaft of a centrifugal pump (fixed unit). The distance between the front -
and rear feet of the electric motor pedestal is 150 mm and the flexible coupling diameter is
100 mm (radius 50 mm).

Rectification of angular misalignment in vertical plane

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Ensure the pump is bolted in position as the fixed unit and the motor pedestal bolts are
tightened and torqued at 50 Nm. The arrangement should be as shown below.

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Step 3: Use a taper gauge to measure the gaps between the coupling faces in the vertical plane at
the 12:00 & 6:00 coupling positions as shown above. The units are viewed from the side.

 Suppose the gap readings are 3.60 mm (12:00) and 4.80 mm (6:00) as shown above
 The difference in readings is an angular misalignment in the vertical plane which means that the
gap between the couplings at the top is 4.80 - 3.60 = 1.20 mm smaller than at the bottom.
 To eliminate the misalignment the motor must be lifted at the front feet which will reduce the
gap at the 6:00 position.

Please note: The 1.20 mm difference in gap is actually twice the angular error. This is so because
we measured the gaps at the periphery of the couplings in both positions. If the shaft of the motor is
tilted (to eliminate misalignment) about the mid - point of the coupling diameter on the center line,
half of the measured error would be corrected at the top half of the coupling and the other half
would be corrected at the bottom half of the coupling. We only want to correct the error and not
twice the error.

Step 4: Calculate the amount by which the motor must be lifted at the front feet.

 The motor pedestal bolt centre distance S = 150 mm and the coupling radius R = 50 mm. These
two dimensions have a lever ratio effect when the motor shaft is tilted which influences the
coupling gaps and also the rectification required at the front feet.

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 The formula t = (S ÷ R) x ½ x difference in gap must be used to calculate the actual thickness
of the shims (“t) required to be inserted under the motor front feet to lift it in order to eliminate
the angular misalignment. (The ½ in the formula is to bisect the angular error which had been
measured twice)
 To calculate “t” in this case therefore:

t = (150 ÷ 50) x ½ x 1.20 mm

t = 3 x ½ x 1.20 mm
t = 3 x 0.60 mm
t = 1.8 mm or 180 hundredths mm

Step 5: Loosen the motor pedestal bolts and insert two shims of 1.8 mm thickness (one under each
front foot) as shown below. This will eliminate the gap difference of 1.2 mm at the coupling faces.

Step 6: Re - tighten and torque the motor pedestal bolts again. The angular misalignment in the
vertical plane (12:00 - 6:00) is now eliminated. This can be verified by checking the gaps at
12:00 and 6:00 again, using the taper gauge. These gaps should now have the same size.

Rectification of radial or off - set misalignment (height difference) in the vertical plane

Step 7: With the motor pedestal tightened and torqued, use an engineer’s square and feeler gauge
and measure the difference in height in the vertical plane at the 12:00 coupling position on
the periphery as shown below.

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Please note: As can be seen from the illustration above, in this case the same height difference
shows at the top, at the centre line and at the bottom of the coupling. We need to measure it directly
only once. This applies only if the coupling diameters are the same. If the coupling diameters
differ, the difference must be taken into account when determining the actual height difference.

Step 8: Suppose the measured height difference is 2.20 mm, determine what rectification must
be brought about at the motor feet to eliminate the height difference.

 The measured height difference shows that the motor is lower than the pump and that it must be
lifted to eliminate the height difference.
 It is an off - set which is not twice the height difference (as was the case with the angular
misalignment).
 To rectify the height difference the motor must be lifted by 2.20 mm at all of its four feet.

Please note: If the same rectification of the height difference is not done at all of the four feet, we
will create a new angular misalignment of the motor shaft.

Step 9: Insert a shim of 2.20 mm at each of the four motor feet as shown below.

Step 10: Tighten the motor pedestal bolts.

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 The vertical radial (off - set/height difference) misalignment in the vertical plane will now be
rectified. This can be checked using the engineer’s square.
 The angular misalignment previously corrected should be undisturbed by the lifting of the motor
and it should be checked.
 The motor is therefore completely aligned in the vertical plane, but is still misaligned in the
horizontal plane.

Rectification of angular misalignment in the horizontal plane

Step 11: Ensure that the motor pedestal bolts are not tightened.

Step 12: Use a taper gauge to measure the gaps between the coupling faces in the horizontal plane
at the 9:00 & 3:00 coupling positions as shown below. The units are viewed from the top.

Step 13: Determine what rectification must be brought about at the motor feet to correct the
angular misalignment in the horizontal plane.

 Suppose the measured gaps are 2.20 mm at the 3:00 position and 4.30 mm at 9:00
 The difference in readings is an angular misalignment in the horizontal plane which means that
the gap between the coupling faces at 9:00 is 4.30 - 2.20 mm = 2.10 mm bigger than at 3:00.
 To rectify this misalignment the motor must be shifted and swung as shown below which will
reduce the gap at the 9:00 position.

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 The 2.10 mm difference in gap is actually twice the angular error. This is so because we
measured the gaps at the periphery of the couplings in both positions. If the shaft of the motor is
swung (to rectify misalignment) about the mid - point of the coupling diameter on the center line,
half of the measured error would be corrected at the 9:00 half of the coupling and the other half
would be corrected at the 3:00 half of the coupling. We only want to correct the error and not
twice the error.
 As the swinging must actually be done in the horizontal plane about the mid - point of the
coupling diameter on the center line, which is not a fixed point for this purpose, we do not
really have any direct control over the swinging.

Step 14: Swing the motor in the horizontal plane.

 To eliminate the angular misalignment, the motor must be swung in the direction of arrow Z as
shown above.
 In order to achieve the desired swinging action, feet A must be shifted less than feet B.
 Shift the motor this way and check the gaps between the coupling faces continuously using the
taper gauge at 9:00 and 3:00 positions to ascertain that the shifting/swinging yields the desired
result.
 Proceed with the shifting until the gap is the same at 9:00 and 3:00 positions.
 Swinging the motor is best done by jacking screws, which should ideally be fitted to the direct
drive unit, as shown below.

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 Once the gap is the same size at the 9:00 and 3:00 positions the angular misalignment in the
horizontal plane is eliminated.
 At this stage the motor shaft will only have an off - set/lateral misalignment in the horizontal
plane.

Please note: Do not try to do any adjustments with the jack screws when the motor pedestal bolts
have been tightened. The jack screws are meant for shifting the motor only and they will cause
severe damage if they are adjusted when the pedestal bolts are tightened.

Rectification of lateral (off - set) misalignment in the horizontal plane

Step 15: With the motor pedestal not tightened, use an engineer’s square and feeler gauge
and measure the off - set of the couplings in the horizontal plane at the 3:00 coupling
position on the periphery as shown below.

Please note: As can be seen from the illustration above, in this case the off - set shows at the 9:00
side, at the centre line and at the 3:00 side of the coupling. We need to measure it directly only
once. This applies only if the coupling diameters are the same. If the coupling diameters differ,
the difference must be taken into account when determining the actual off - set.

Step 16: Suppose the measured off - set is 2.10 mm, determine what rectification must be brought
about at the motor feet to eliminate the off - set.

 The measured off - set shows that the motor stands more to the 9:00 side than to the 3:00 side
 To eliminate the off - set, the motor must be shifted equally at feet A and B to the 3:00 side in
the direction of arrows A and B.
 It is an off - set which is not twice the actual off - set (as was the case with the angular
misalignment).
 To rectify the off - set therefore the motor must be shifted by 2.10 mm at all of its four feet to the
3:00 side.

Please note: If the same rectification of the off - set is not done at feet A and B, we will create a
new angular misalignment in the horizontal plane of the motor shaft.

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Step 17: Shift the motor to the 3:00 side in the direction of arrows A and B. Shifting the motor is best
done by using jacking screws as shown below.

 Slacken the jack screws opposite to A and B to enable the shifting of the motor in that direction
 Adjust the jack screws at A and B slowly and equally in order to avoid creating a “new” angular
misalignment.
 Use the engineer’s square regularly to check the progress made in shifting the motor
 Proceed with the shifting until no off - set can be seen when checking with the engineer’s square
 After shifting the motor the gaps between the coupling - half faces at 9:00 and 3:00 must be
checked again using the taper gauge to see if they are still the same (i.e. to check that a “new”
angular misalignment has not “slipped in”).
 Once the gaps at 9:00 and 3:00 are equal and no lateral (off - set) misalignment can be
observed at 9:00 or 3:00 with the feeler gauge, the shafts may be considered aligned in the
horizontal plane too.

Please note: When the two shafts are therefore aligned in both the vertical - and the horizontal
planes, they may be considered as “geometrically aligned”. We must keep in mind however that
the motor (moveable unit) pedestal bolts are not tightened as yet and this means that the alignment
process is not completed as the moveable unit may shift during the tightening of these bolts.

Step 18: Tighten the motor pedestal bolts cross - wise and gradually permanently.

It seldom happens that when the motor pedestal bolts are tightened, the motor does not move off
from the geometrically aligned position even if “soft foot” was removed during the preparation stage.
Special attention and care have to be given to the tightening process.

 The motor pedestal bolts must be tightened carefully and gradually to avoid shifting the motor
from the aligned position.
 The illustration below shows the effect of dished bolt washers (which must be avoided) on the
motor pedestal when the pedestal bolt is not concentrically to the hole in the pedestal.

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 When tightening the pedestal bolt or nut, the dished washer will tend to centre itself within the
pedestal hole which in turn will shift the pedestal and therefore the motor so that the alignment is
disturbed. This problem can be overcome by using thick solid washers.
 It is good practice to ensure that the pedestal bolts and even the washers on their faces are
lubricated
 The illustration below shows a suggested the sequence according to which the motor pedestal
bolts can be tightened.

Step 19: Re - check the horizontal alignment (gaps between coupling faces at 9:00 and 3:00 as well
as off - set) after the tightening of the pedestal bolts. If the tightening of the pedestal bolts
caused any undesired shifting of the motor during tightening, it must be corrected.

Step 20: Turn back the jack screws from the motor pedestal after final tightening of the motor
pedestal bolts.

Step 21: Replace the coupling guard

Please note: The accuracy of the shaft alignment done according to the taper - and feeler gauge
method i.e. if it is within 0.05 mm TIR for radial/axial alignment in both the vertical - and horizontal
planes, can be checked using DTI’s.

How to mount and read a DTI and bisect the DTI reading in shaft alignment application

Be able to mount the shaft alignment bracket on the shaft or coupling and a DTI on the bracket, take
a reading from the DTI and bisect it as will be required during shaft alignment using the 2 x DTI face
and rim method of shaft alignment.

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Prior to dealing with the alignment procedure using the 2 x DTI face and rim method of shaft
alignment the DTI, the mounting of it on the shaft alignment bracket and the taking of readings as
applicable to shaft alignment must be dealt with. A DTI is used to measure accurate to 0.01 mm or
0.001 mm, depending on the type of DTI used. We will however work to the nearest of 0.01 mm as
the most generally used DTI is calibrated in 0.01 mm. DTI’s are very sensitive measuring
instruments which must be handled with due care to prevent damaging it. DTI’s are expensive
instruments which cannot be repaired once they are damaged.

Please note: The DTI as a precision measuring instrument is fully covered in the Learner’s Manual
for:

12476 (NQF 2) Select, use and care for engineering measuring equipment

The visible parts of the DTI

The DTI shown below consists of:

 An enclosure with a lug (with a hole in it) on its back cover plate for attachment to brackets
 A dial calibrated with two scales (one calibrated in 0.01 mm and one calibrated in mm) with a
glass cover
 A knurled rim which retains the dial covered by the glass, which can be rotated and which can
be locked and unlocked in any oriented position by means of a lock screw
 A plunger guide which is attached to the enclosure
 A spring loaded plunger which can slide accurately within the plunger guide (some with 5 mm -
and some with 10 mm stroke). The spring keeps the plunger in the extended position.
 An anvil attached to the plunger end

How the DTI works

The illustration below shows the relationship between the movement of the DTI plunger, the
movement of its scale pointers and its scales.

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 If the plunger is depressed (moving into the plunger guide due to the slight moving force from
the object being measured) both the pointers move in a clock - wise direction registering a
positive reading on both scales.

Please note: Take care, if the plunger is forced beyond its limit, the DTI will be damaged.

 If the plunger extends (moving out of the plunger guide by spring force), both the pointers move
in an anti - clockwise direction registering a negative reading on both scales.
 The outer scale (the 0.01 mm scale) can be adjusted to suit any stroke position of the plunger by
rotating the knurled rim which is then locked in that position by the lock plate and screw.
 The short pointer points on the smaller scale in the central area of the dial (calibrated in
millimeters units) which means that millimeter divisions are read on this scale according to the
pointer position on the scale.
 The long pointer points on the bigger scale at the periphery of the dial (calibrated in 0.01 mm
units) which means that 0.01 mm divisions are read on this scale according to the pointer
position on the scale.
 Therefore, for each complete one revolution of 360º (100 x 0.01 mm) made by the pointer (long)
of the bigger scale, the pointer (short) of the smaller scale will register 1 mm.

When the DTI is mounted on a misaligned direct drive coupling, so that it is attached to the one
coupling half and the anvil touches the periphery of the other coupling half, and these couplings are
rotated together, the DTI will measure the relative movement (due to the misalignment) between
the coupling halves. This will enable the alignment of the rotation of the two shafts onto which the
couplings are mounted.

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Mounting the DTI prior to taking a reading

It would be impossible to describe all the alignment brackets which are used for shaft alignment for
there are many versions of these of which some are standardized and others are customized. The
illustration below shows a typical (example) set - up of DTI’s for the 2 x DTI face and rim method of
shaft alignment method.

From the illustration shown above we can see:

 The alignment bracket is attached to one of the shafts or flexible coupling halves. The
attachment is usually by means of some V - clamp, either bolted to - or chained to the shaft or
flexible coupling halve.
 The alignment bracket consists of some bracket bars which are clamped together by special
clamps
 The DTI’s on their turn are attached to the bars by special clamps either to the lug on the back
plate of the DTI enclosure or on the plunger guide
 The one DTI is for measuring axial/angular misalignment on the face of the coupling and the
other DTI is for measuring radial/off - set misalignment on the periphery of the coupling
 Both DTI’s are attached to the same bracket which is usually made to be adjustable for various
sizes of shafts and couplings
 The brackets and DTI’s are set up in a manner such that the shafts, couplings and brackets with
DTI’s can be rotated together easily by hand. Usually the brackets and DTI’s combination can
swing through underneath the couplings and the bedplate of the drive unit.

Attaching the DTI to the alignment bracket and setting it to the mid - stroke position

The illustration below shows two couplings (A and B), with a bracket (C) attached to coupling (B). In
the bracket, directly opposite the edge of coupling A, is a hole with a grub screw.

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 Slide the plunger guide of the DTI through the hole in the bracket, so that the anvil pushes
against the periphery of the coupling (coupling A). Position the DTI so that the pointer of the
millimeter scale is in the centre of the calibrations, i.e. if the range of the scale is from 0 to 10,
the pointer should be on 5. This is the mid - range position of the scale (also the mid - stroke
position of the plunger). This set - up will enable a 5 mm travel to either side of the plunger
stroke (i.e. 5 mm on the positive and 5 mm on the negative side of the plunger stroke).
 Hold the DTI in the mid - range position and tighten the grub screw carefully. If the grub screw is
tightened too much, it will flatten the plunger guide and jam the plunger. This will make the
entire DTI useless.
 Loosen the screw of the dial lock plate, swing the plate from the knurled ring and tighten the
screw again. The knurled ring can now be rotated to adjust the dial to zero the DTI.
 Rotate the knurled ring so that the zero is opposite the pointer of the outside scale as shown
below.

How to take a reading

 Turn the shafts with couplings so that the DTI’s are on top of the couplings. This position is
referred to as the 12:00 coupling position. Set the DTI to zero in this position as explained
previously.
 Rotate the couplings together through 180º i.e. to the 6:00 position opposite to 12:00.

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Please note: If the couplings are rotated individually the anvil will drag along the periphery of the
coupling. This will not only wear the contact surface of the anvil, but can also bend the plunger.
Take care that the pointer of the millimeter scale does not exceed maximum (5 mm) or minimum (5
mm) travel, as this will damage the mechanism inside the DTI and result in false readings.

 After rotating the coupling through 180º, take the reading on the dial at the 6:00 position for
example as is shown below. This means read the DTI scales.

 The pointer of the millimeter scale has moved from 5 to beyond 6 (thus clock - wise), which
indicates that it is a positive reading of bigger than 1 mm. The pointer of the 0.01 mm scale
moved clockwise from 0 to 30. The reading therefore is 1.30 mm or + 1.30 mm. The DTI plunger
was depressed to result in this positive reading.
 Read the DTI reading given below.

 In this case the pointer of the millimeter scale moved from 5 to between 4 and 3 (thus counter
clock - wise), which means it is a negative reading. The pointer of the 0.01 mm scale moved in a
counter clockwise direction and indicates 41. But because it is a negative reading the
calibrations are to be read from 0 in a counter clockwise direction which gives 0.59 mm. The
reading therefore is - 1.59 mm. The DTI plunger has extended to result in this negative
reading.

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 Try one more reading given below.

 The pointer of the inside scale indicates almost 7 (clockwise rotation). The pointer of the outside
scale is on 90. The reading therefore is + 1.90 mm. The DTI plunger was depressed to result in
this positive reading.

Bisecting the DTI reading

If the previous DTI reading of + 1.90 mm shown above have to be bisected, it will become:

+ 1.90 ÷ 2 = + 0.95 mm

 Adjust the reading (scales) on the clock gauge as shown below, by rotating the knurled ring so
that the reading becomes + 0.95 mm as shown below.

 To align the couplings they must be moved so that the pointer of the outside scale rotates in a
counter - clockwise direction up to zero (0) and the pointer of the inside scale rotates in a
counter - clockwise direction up to five (5).

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This previous learning illustrates how the DTI must be read to determine the correction which must
be brought about to rectify misalignment. It is not the DTI alignment procedure yet. This follows
next.

Shaft alignment using the 2 x DTI face and rim method of shaft alignment

Assume that all preparations for shaft alignment, as outlined previously have been done, be able to
carry out the alignment of two shafts, making use of the 2 x DTI face and rim method of shaft
alignment so that the alignment is within 0.05 mm TIR for radial/axial alignment in both the vertical -
and horizontal planes.

The 2 x DTI face and rim method of shaft alignment can be used for longer distances between the
flexible coupling halves than the taper - and feeler gauge method. It must be possible to
accommodate the DTI’s in the limited space around the coupling area. The distance between the
flexible coupling halves should however not be too long as this will require too long shaft alignment
brackets, which has the tendency to sag through causing inaccurate DTI readings. This method of
alignment can be used even if the coupling diameters are not the same without really having a
concern of the difference in diameters as the method is very much based on the alignment
deviations during rotation of the shafts.

Please note: For long to very long distances between the flexible coupling halves (such as with the
flexible membrane coupling) the laser alignment systems are the ideal to use for shaft alignment.

The illustration below shows that the DTI method of shaft alignment is being followed.

The following points are applicable to the 2 x DTI face and rim method of shaft alignment:

 One DTI measures radial alignment deviations while the other DTI measures axial deviations
 The DTI alignment brackets as well as the DTI’s itself must be rigidly mounted without flattening
the plunger guide of the DTI’s by any grub screws.
 Remove all the shims from underneath all the motor feet before starting the alignment and
ensure the fixed unit is bolted firmly in position.
 Eliminate the “soft foot” as explained previously before the alignment commences.
 All readings taken on the DTI’s are TIR which denotes that the readings actually represent twice
the deviation. “TIR” is the abbreviation for Total Indicator Reading.
 Final DTI readings must be within 0.05 mm TIR. The alignment accuracy is therefore ± 0.025
mm. (this tolerance is usually used for the smaller drives and is accepted for learning purposes)

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 Coupling halves must be rotated together when taking DTI readings.
 The procedure to follow is the same as for taper/feeler gauge method except that the DTI’s are
now used to measure the alignment deviations

The following learning is a stepwise explanation of the 2 x DTI face and rim method of shaft
alignment and for the purposes of explanation we have to imagine that an electric motor (moveable
unit) shaft must be aligned to the shaft of a centrifugal pump (fixed unit). The distance between the
front - and rear feet of the electric motor pedestal is 200 mm and the flexible coupling diameter is
100 mm (radius 50 mm).

Rectification of angular misalignment in vertical plane

Step 1: Ensure the drive is positively isolated as explained before.

Step 2: Ensure the pump is bolted in position as the fixed unit and the motor pedestal bolts are
tightened and torqued at 50 Nm.

Step 3: Attach the alignment brackets and DTI’s to the shafts as previously explained. The
arrangement should be as shown below.

Step 4: Measure the axial/angular misalignment at the coupling faces in the vertical plane at the
12:00 & 6:00 coupling positions as shown above and interpret the DTI reading. The units are

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 viewed from the side.

 Set the DTI for measuring axial misalignment on “O” at the 12:00 coupling position
 Rotate the couplings together through 180º to the 6:00 coupling position, take the reading on the
DTI and interpret this reading
 Suppose the reading is - 0.50 mm at 6:00
 The “minus” (-) indicates that the DTI plunger has extended at 6:00
 The plunger extended because the gap between the coupling halves is bigger at 6:00 than at
12:00
 Since the gap is bigger at 6:00 the deviation is angular misalignment in the vertical plane
 To rectify the deviation, the motor must be lifted at its front feet which will reduce the gap at the
6:00 position

Please note: The reading of - 0.50 mm is actually twice the real deviation. This is so because we
measured the deviation at on the face close to the periphery of the couplings in both positions. If the
shaft of the motor is tilted (to rectify misalignment) about the mid - point of the coupling diameter on
the center line, half of the measured error would be corrected at the top half of the coupling and the
other half would be corrected at the bottom half of the coupling. We only want to correct the error
and not twice the error.

Step 5: Calculate the amount by which the motor must be lifted at the front feet.

 The motor pedestal bolt centre distance S = 200 mm and the coupling radius R = 50 mm. These
two dimensions have a lever ratio effect when the motor shaft is tilted which influences the
coupling gaps and also the rectification required at the front feet.
 The formula t = (S ÷ R) x ½ x difference in gap must be used to calculate the actual thickness
of the shims (“t) required to be inserted under the motor front feet to lift it in order to rectify the
angular misalignment. (The ½ in the formula is to bisect the angular error which had been
measured twice)
 To calculate “t” in this case therefore:

t = (200 ÷ 50) x ½ x 0.50 mm

t = 4 x ½ x 0.50 mm
t = 4 x 0.25 mm
t = 1.00 mm or 100 hundredths mm

Step 6: Loosen the motor pedestal bolts and insert two shims of 1.00 mm thickness (one under
each front foot) as shown below. This will eliminate the angular misalignment of 0.50 mm at
the coupling faces in the vertical plane (12:00 - 6:00) when the motor bolts are tightened.

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Step 7: Re - tighten and torque the motor pedestal bolts again.

Step 8: Measure the axial/angular misalignment at the coupling faces in the vertical plane at the
12:00 & 6:00 coupling positions again as explained in step 4.

 The axial DTI reading at the 6:00 coupling position should now be within 0.05 mm TIR.
 The angular misalignment in the vertical plane (12:00 - 6:00) is now rectified.

Rectification of radial or off - set misalignment (height difference) in the vertical plane

Step 9: With the motor pedestal tightened and torqued, measure the difference in height in the
vertical plane at the 6:00 coupling position on the periphery as shown below and interpret
the DTI reading. The units are viewed from the side.

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 Set the DTI to “O” at 12:00 coupling position
 Rotate the couplings together through 180º and take the DTI reading at the 6:00 coupling
position
 Suppose the measured height difference is + 0.30 mm
 The “plus” (+) indicates that the DTI plunger has been depressed at 6:00
 The plunger can only have been depressed when the motor coupling is lower than the pump
coupling
 To rectify the height difference the motor therefore must be lifted at all of its four feet.

Step 10: Determine what rectification must be brought about at the motor feet to eliminate the height
difference.

 The measured height difference is an off - set which is twice the actual height difference.

Please note: As can be seen from the illustration above, in this case the same height difference
shows at the top, at the centre line and at the bottom of the coupling. When we measured the height
difference as explained above, we actually measured it twice because we measured the deviation
at the periphery of the couplings when we rotated it. This applies irrespective of whether the
coupling diameters differ or not.

 If the shaft of the motor is lifted (to rectify height difference) on the center line, only half of the
measured error must therefore be corrected. We only want to correct the error and not twice
the error.
 The thickness of shim to be inserted under each of the four feet therefore is 0.30 ÷ 2 = 0.15 mm

Step 11: Insert a shim of 0.15 mm at each of the four motor feet as shown below.

Please note: If the same rectification of the height difference is not done at all of the four feet, we
will create a new angular misalignment of the motor shaft.

Step 12: Tighten the four motor pedestal bolts.

Step 13: Measure the radial/off - set misalignment at the coupling periphery in the vertical plane at
the 6:00 coupling position again as explained in step 9.

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 The radial DTI reading at the 6:00 coupling position should now be within 0.05 mm TIR.
 The radial misalignment in the vertical plane (12:00 - 6:00) is now rectified.
 The angular misalignment previously corrected in step 6 should be undisturbed by the lifting of
the motor and it should be checked again and rectified if it changed during lifting of the motor.
 The motor is therefore completely aligned in the vertical plane, but is still misaligned in the
horizontal plane.

Shims were inserted for:

 Elimination of soft foot

 Correction of angular misalignment in the vertical plane
 Correction of height difference in the vertical plane

Rectification of angular misalignment in the horizontal plane

Step 14: Ensure that the motor pedestal bolts are not tightened.

Step 15: With the motor pedestal not tightened and torqued, measure the angular misalignment
between the coupling faces in the horizontal plane at the 9:00 & 3:00 coupling positions on
the face as shown below and interpret the DTI reading. The units are viewed from the top.

 Set the DTI to “O” at 9:00 coupling position

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 Rotate the couplings together through 180º and take the DTI reading at the 3:00 coupling
position
 Suppose the measured angular misalignment is + 0.20 mm
 The “plus” (+) indicates that the DTI plunger has been depressed at 3:00
 The plunger can only have been depressed if the gap between the coupling faces is smaller at
the 3:00 coupling position
 The gap difference is an angular misalignment in the horizontal plane.

Step 16: Determine what rectification must be brought about at the motor feet to correct the
angular misalignment in the horizontal plane.

 The measured angular misalignment in the horizontal plane is + 0.20 mm

 The + 0.20 mm difference in gap is actually twice the angular error. This is so because we
measured the gaps at the periphery of the couplings in both positions. If the shaft of the motor is
swung (to rectify misalignment) about the mid - point of the coupling diameter on the center line,
half of the measured error would be corrected at the 9:00 position half of the coupling and the
other half would be corrected at the 3:00 half of the coupling. We only want to correct the error
and not twice the error.
 As the swinging must actually be done in the horizontal plane about the mid - point of the
coupling diameter on the center line, which is not a fixed point for this purpose, we do not
really have any direct control over the swinging.

Step 17: Swing the motor in the horizontal plane.

 To eliminate the angular misalignment the motor therefore must be shifted and swung in the
direction of arrow Z as shown above which will increase the gap at the 3:00 position.
 In order to achieve the desired swinging action, feet B has to be shifted more than feet A.
 Shift the motor this way and check the gaps between the coupling faces continuously by re -
measuring at the 9:00 and 3:00 positions to ascertain that the shifting/swinging yields the
desired result. When re - measuring the DTI must be re - zeroed at 9:00 each time.
 Proceed with the shifting and swinging until the gap is the same at 9:00 and 3:00 positions i.e.
when the DTI reading is within 0.05 TIR mm at both positions.
 Swinging the motor is best done by jacking screws, which should ideally be fitted to the direct
drive unit, as shown below.

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 Once the gap is the same size at the 9:00 and 3:00 positions the angular misalignment in the
horizontal plane is eliminated.
 At this stage the motor shaft will only have an off - set/lateral misalignment in the horizontal
plane.

Please note: Do not try to do any adjustments with the jack screws when the motor pedestal bolts
have been tightened. The jack screws are meant for shifting the motor only and they will cause
severe damage if they are adjusted when the pedestal bolts are tightened.

Rectification of lateral (off - set) misalignment in the horizontal plane

Step 18: With the motor pedestal not tightened and torqued measure the off - set in the
horizontal plane at the 9:00 & 3:00 coupling positions on the periphery as shown below and
interpret the DTI reading. The units are viewed from the top.

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 Set the DTI to “O” at 9:00 coupling position
 Rotate the couplings together through 180º and take the DTI reading at the 3:00 coupling
position
 Suppose the measured off - set is + 0.38 mm at 3:00.
 The “plus” (+) indicates that the DTI plunger has been depressed 3:00
 The plunger can only have been depressed when the motor position is laterally too much to the
3:00 side.

Please note: As can be seen from the illustration above, in this case the off - set shows at the 9:00
side, at the centre line and at the 3:00 side of the coupling. We measured the deviation in both
positions, at the 9:00 position and at the 3:00 position on the periphery of the coupling. We only
want to correct the error and not twice the error.

Step 19: Determine what rectification must be brought about at the motor feet to eliminate the off -
set/lateral misalignment.

 The measured off - set is + 0.38 mm

 The measured off - set shows that the motor stands more to the 3:00 side than to the 9:00 side
 To eliminate the off - set, the motor must be shifted equally at feet A and B to the 9:00 side in
the direction of the arrows as shown below.
 The measured off - set is twice the actual off - set
 To rectify the off - set therefore the motor must be shifted by + 0.38 ÷ 2 = 0.19 mm equally at all
of its four feet to the 9:00 side as shown below.

Please note: If the same rectification of the off - set is not done at feet A and B, we will create a
new angular misalignment in the horizontal plane of the motor shaft.

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Step 20: Shift the motor to the 9:00 side in the direction of the arrows equally at A and B without any
swinging motion. Shifting the motor is best done by using jacking screws as shown below.

 Slacken the jack screws opposite to A and B to enable the shifting of the motor in that direction
 Set the DTI at the 3:00 position to the bisected reading of 0.19 mm
 Adjust the jack screws at A and B slowly and equally in order to avoid creating a “new” angular
misalignment.
 Observe the shifting of the motor on the radial DTI. The DTI reading should decrease from 0.19
mm towards 0 as the shifting progresses
 Unwanted swinging, if any, can actually be observed by looking at the axial DTI.
 If unwanted swinging occurred, the motor must be re - aligned angularly followed by lateral
alignment)
 Proceed with the shifting process until both angular - and lateral misalignment is within 0.05 mm
TIR as indicated on the DTI’s

Once these readings are within 0,05mm, the motor can be considered as “geometrically aligned”.

Please note: When the two shafts are therefore aligned in both the vertical - and the horizontal
planes, they may be considered as “geometrically aligned”. We must keep in mind however that
the motor (moveable unit) pedestal bolts are not tightened as yet and this means that the alignment
process is not completed as the moveable unit may shift during the tightening of these bolts.

Step 21: Tighten the motor gradually in a cross - wise sequence without shifting it as explained with

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 the taper - and feeler gauge method of alignment. If during tightening of the pedestal bolts
undesired shifting persists, try the following hints:

 Observe which pedestal bolt is actually causing the shifting, and then first tighten the other three
and lastly the “culprit” bolt
 Observe to which side the undesired shifting is and how much the shifting is (by reading on the
DTI) when the motor pedestal bolts are tightened. Loosen the pedestal bolts and shift the motor
to the opposite side by the amount of undesired shifting. When the bolts are now tightened the
motor shifts into the aligned position.
 “Nip” all four the pedestal bolts and then adjust the motor to the aligned position where after the
bolts can finally be tightened.

Step 22: Re - check the horizontal alignment (gaps between coupling faces at 9:00 and 3:00 as well
as off - set). If the tightening of the pedestal bolts caused any undesired shift of the motor
during tightening, it must be corrected again.

Step 23: Turn back the jack screws from the motor pedestal after final tightening of the motor
pedestal bolts.

Step 24: Replace the coupling guard

6. Perform quality checks on the maintained indirect belt - or chain drive

Apply quality checks on completed work.

You should always follow your organisations procedures when restoring equipment and machinery
to a safe and operational condition. The following are guideline activities to restore a direct drive
after maintenance:
Check that power has been reconnected: Ensure that the de - isolation procedure has been
followed, the power has been restored and the direct drive re - energised. Notify affected persons
that lock - out/tag - out devices have been removed and that the equipment is back in service. For
the SASOL de - isolation procedure refer to the Learner’s Manual:

13221 (NQF 2) Perform routine maintenance

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Check safety guards: Ensure that all safety guards and safety devices that have been removed for
the maintenance are put back in place.

Check the work area: Remove tools and other non - essential items from the vicinity of the direct
drive machine in order to test it safely.

Ensure all personnel stand clear: After the services and/or maintenance are complete and
equipment is ready for testing, check the area around the machine to ensure that no one is
endangered.

Step 25: Test the direct drive for smooth operation

After maintenance of the direct drive it must be started to check its performance according to
operational requirements. The direct drive must be started by and in collaboration with the
Production Department.

Note: The direct drive should be started and run before the machine it is fitted to, is put
under full work load if possible.

Check the direct drive performance:

Test the drive for smooth operation by starting the machine, bringing it to work load and observing it.
When the unit is loaded so that the motor draws maximum rated current for 10 minutes there must
be:

 No vibration of the machine

 No noises coming from the drive coupling
 No overheating of the drive coupling during the test run

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Verify with the relevant Production Department supervisor, foreman or manager if they are satisfied
with the indirect drive.

7. Clean up the work area

Conduct post - maintenance activities.

Step 26: Remove all old flexible elements, coupling halves, other coupling parts and oily cleaning
rags from the work area and dispose of it in the appropriate manner.

Refer to the manual for the unit standard:

13220 (NQF 2) Keep the work area safe and productive

On completion of any maintenance task it is important that you clean up the work area properly. Oily
rags should get disposed of with the other dirty mechanical rags in the factory. In most workplaces
separate bins are allocated outside the building for these rags to ensure that they don’t get mixed
up with other items and also to prevent fire hazards. This storage is only temporary as the
contaminated rags are destined for disposal.

8. Store the tools and equipment

Conduct post - maintenance activities. Care for and store indirect drive maintenance tools and
equipment.

Step 27: Remove all the tools used and indirect drive components which were not used during the
carrying out of the indirect drive maintenance from the site and store it according to the site
tool storage practices.

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Step 28: Clean your hands safely.

9. Report on work done.

Step 29: Sign off the work permit and complete the work assignment. Hand the work permit and the
work assignment to your supervisor reporting that the repair and the commissioning
of the direct drive has been completed. These documents must be accompanied by the
checklist completed for the direct drive maintained.

Why is it important to report and record information on work done?

If there was a problem, you can go back and review the repairs that were done, checks that were
carried out and relevant testing that was done. Reporting and recording of information is part of
documentation control and quality assurance that is used in the workplace. Reporting of repairs and
post - repair activities is important for:

 Reflecting on a machine’s condition after the maintenance is done

 Backtrack what repairs were done on equipment or machinery.
 Which spare parts were replaced and why.
 Checks and tests carried out after the repair.
 Time used for maintenance.
 History buildup of the equipment or machinery.
 Who was responsible for maintenance?

Common problems and incidents relating to indirect drive maintenance

Explain and discuss incidents and problems related to indirect drive maintenance.

Common problems are those defects, faults or malfunctions which cause breakdowns in machines
and stoppages regularly. It is important to be able to know common problems as this can save you a
plenty of time and frustration in trying to identify what is wrong with a machine. When a machine
ceases to function correctly, common problems are the first things for which you would check. If you
have had the problem before you should know what has caused the problem and how to correct it.

In the same way that you would not be satisfied if your vehicle required refuelling more frequently
than specified by the manufacturer’s guide, your organisation will not be satisfied if a factory
machine is not operating according to manufacturer specifications. Some examples of
manufacturers’ operating specifications you may find for the factory machines could include:

 Number of items produced per hour

 Speed of operation
 Efficiency of operation
 % of wastage expected
 Consumption of consumables such as oil, fuel and hydraulic fluid.
 Heat that a machine generates

The procedure for the identification of, reporting of and dealing with defects, faults and malfunctions:

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Defects, faults and malfunctions of machine and equipment are usually identified by the Production
Department who uses it. The Production Department then reports these defects, faults and
malfunctions to the Maintenance Planning Section who then schedules the maintenance work for
maintenance and requests the execution of it from the Mechanical Maintenance Department. The
scheduling and requesting is done in collaboration with the Production Department. The
maintenance work is then assigned to artisans.

Deviations from maintenance procedures:

One of the most common problems is that people deviate from approved procedures for
maintenance. Your workplace will certainly have specific procedures in this regard. The purpose of
these procedures is to ensure that:

 In the first place equipment is maintained (repaired) to certainly conform to production

expectations. Repair work may require the replacement of parts or components appropriately
without causing further damage to the machines. If damaging the machine or parts of it is to be
the outcome of the maintenance it must then rather never be attempted. It will result in both
production loss and destroyed machines most certainly not the intention of maintenance work
from the onset!
 Secondly the equipment must be maintained safely with emphasis on personal safety.
Mechanical maintenance can never afford maintenance work carried out at the price of human
injury. Even in this case if this is to be the outcome of the maintenance it must then rather never
be attempted. Do not allow anyone to force you into performing repairs without having followed
the proper procedures.

These procedures are there to guide and protect you from any accidents and damage to machinery
in the repair process. Some implications of not following procedures are the following:

 Accidents occurring
 Time wastage and frustration
 Task not being completed satisfactorily, or at all
 Investigations
 Breakdowns

There are many other implications of not following repair procedures which could impact the
company at all levels.

Common causes of direct drive problems

The following is a summary of the most common problems on direct coupling drives.

 The machine onto which the coupling drive is fitted vibrates:

Vibration is usually caused by misalignment of the shafts to which the couplings are fitted.

 The coupling drive emits noises:

Noises with running coupling drives are usually caused by a lack of lubrication

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 The coupling drive overheats:

Overheating is normally caused by a lack of lubrication but can also be caused by misalignment of
the shafts

 The coupling drive exhibits a fast rate of wear:

Rapid wear of drive coupling can be attributed to a lack of lubrication and poor shaft alignment.

8. Self Assessment

This self assessment is meant to assess your knowledge of information contained in this module.
You are responsible to answer and check your answers against the content in this module as an
individual on your own. These questions must be answered in your LEARNER’S WORK BOOK,
Engineering (Fitting) NQF Level 3 in the relevant section where it is provided for.

Answer the following questions.

1. What is the purpose of maintenance?

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2. Name five maintenance tasks which could be carried out on direct drives.

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3. What does it mean when it is said that maintenance must be planned?

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4. What does it mean when it is said that maintenance must be prepared for?

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5. What is the single preparative action to be taken to prevent direct drive couplings from injuring
people fatally due to its rotation while they are working on the drive?

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……………………………………………………………………………………………………………………
6. What is the purpose of inspecting defective direct drive couplings?

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7. Name three causes of excessive wear in direct drive couplings.

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8. How can a flexible coupling be tested for excessive wear or play?

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9. Name at least seven deviations on machines which can negatively affect the coupling drive
alignment.

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10. Why would it be unwise to lubricate flexible couplings with rubber or nylon flexible elements?
Name two reasons.

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11. Name at least four flexible couplings of which the flexible elements can be replaced without
removing any of the two shafts from their aligned position.

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12. Name eight characteristics a replacement drive coupling should have.

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13. Why can the coupling halves of certain coupling types not be removed from their shafts unless
the shafts are removed from their aligned position?

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……………………………………………………………………………………………………………………
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14. Why must there be a gap between the faces of installed coupling halves?

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15. To which side must a cotter pin be driven out from a coupling and shaft?

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16. How many set screws are used for?

 Unlocking a taper lock bush

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 Locking a taper lock bush
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17. How will we know whether the flexible grid of the Bibby coupling, and/or the slots where it fits in,
is worn?

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18. Why would it be of little avail to just replace worn parts on coupling drives without investigating
and removing the causes of the wear?
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19. Name ten “safety rules” to adhere to before and during shaft alignment.

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20. Explain how you understand the term “perfect alignment”.

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21. Name four reasons why in practice engineers do not succeed to obtain “perfect alignment” of
machine shafts.

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……………………………………………………………………………………………………………………
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22. During shaft alignment, what is actually aligned? Select the single most probable answer from
the following options.

 The pump is aligned with the motor

 The motor is aligned with the pump
 The coupling halves are aligned
 The shafts are aligned
 The center lines of the shafts are aligned
 The simultaneous rotation of the two shafts is aligned

23. Name five methods of shaft alignment mentioned in this module.

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24. Name nine general conditions which must be met before shaft alignment can be attempted.

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25. Explain, within a context of shaft alignment, what is meant if it is said that an electric motor
“rocks”.

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26. Name at least four hints in connection with the insertion of shims below motor pedestal footings.
(shimming)

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27. What is the formula t = (S ÷ R) x ½ x difference in gap used for?

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28. Why is there a “½” in the formula?

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……………………………………………………………………………………………………………………
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29. Why can any of the DTI methods of shaft alignment not be used where the coupling halves are
spaced too far apart?

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30. Which method of shaft alignment can be used where the couplings are spaced far apart?

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31. Name the two scales which appear on the dial of the dial test indicator.

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32. What movement was made by the DTI plunger when the scale pointers registered a positive
reading during shaft alignment?

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33. What is the relationship between an actual shaft misalignment of 0.025 mm and the associated
DTI reading of 0.05 mm TIR and why does this relationship exist?

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34. What would be the effect if shaft alignment brackets are not firmly attached to the shafts or the
couplings?

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1. Your Learning Practitioner must allocate a shrink fitted coupling half in the fitting simulator plant
or workshop at the Learning Institution to you. Make use of a wheel puller set and the oxy -
acetylene heating set to remove the coupling half from the shaft. After removal you must re -
mount the coupling half.

Remove the coupling from the shaft, inspect the coupling parts, re - mount it and complete the
inspection - and check lists which follows, but in your LEARNER’S WORK BOOK, Engineering
(Fitting) NQF Level 3.

2. Your Learning Practitioner must allocate a taper lock bush fitted Fenna - Flex coupling in the
Fitting simulator plant or workshop at the Learning Institution to you. Make use of the suitable
tools to remove the tyre, the coupling half, inspect the whole coupling and re - fit the coupling
half and the tyre according to the specifications given below.

Remove the tyre from the coupling half and the coupling half from the shaft, re - fit it and complete

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 the check list which follows, but in your LEARNER’S WORK BOOK, Engineering (Fitting) NQF
Level 3.

3. Your Learning Practitioner must allocate a pump/motor unit or Plummer bock/shafts unit in the
fitting simulator plant or workshop at the Learning Institution to you. Align the two shafts using
the 2 x DTI face and rim method of shaft alignment so that the residual misalignment does not
exceed 0.05 mm TIR

Align the shafts and note your alignment results (DTI readings) on the results sheet (given below)
and complete the check list which follows, but in your LEARNER’S WORK BOOK, Engineering
(Fitting) NQF Level 3.

Parts inspection list for shrink fitted coupling

Replace?
Coupling part Brittle/perished Cracks/chips Wear Other damage Yes No
Flexible element
Coupling halves
Coupling keyway
Shaft keyway
Keys
Bolts, screws etc.
Coupling guard

Coupling fit Shaft size: Bore size: Interference:

Key fit Key size: Keyway size: Clearance:

Check list for shrink fitted coupling

Do you meet the following criteria when removing and fitting the shrink fitted Yes No
coupling half?
Ensure the drive is positively isolated
Obtain the required tools including the appropriate size wheel puller, oxy -
acetylene set with heating nozzle and safety PPE
Remove the coupling guard, motor pedestal bolts and swing the motor sideways
Remove the rubber inserts from the coupling half
Mark the coupling position on the shaft
Removal of the coupling half:
Arrange for an assistant
Ensure the oxy - acetylene heating set is appropriately connected
Use safety gloves and safety spectacles (self and assistant)
Mount the wheel puller correctly
Apply the pulling force to the coupling using the wheel puller
Light the torch and adjust it to the correct flame
Heat the coupling across the width in the area of the keyway
Apply and maintain pulling force and heat until coupling moves off
Remove the coupling half and the wheel puller

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 Put out the torch flame and allow coupling to cool down
Inspect the parts:
Clean and inspect all the parts according to the list
Clean the shaft, measure its diameter and treats it with graphite powder
Clean the coupling bore and measure its inside diameter
Measure the width of the shaft keyway as well as that of the key
Decide on possible replacements
Re - fitting of the coupling half:
Light the torch and adjust it to the correct flame
Heat the coupling sufficiently
Fit the coupling on the mark on the shaft
Allow coupling to shrink on the shaft and cool down
Insert the new rubber inserts into the coupling half
Swing the electric motor in the appropriate position and engage the coupling
halves
Insert the motor pedestal bolts
Align the machine and motor shafts
Ensure the motor pedestal hold down bolts are all tightened
Replace and bolt down the coupling guard
Clean the work area

Parts inspection list for Fenna Flex taper lock bush fitted coupling

Replace?
Coupling part Brittle/perished Cracks/chips Wear Other damage Yes No
Tyre
Coupling halves
Flange rings
Taper lock bush
Coupling keyway
Shaft keyway
Keys
Bolts, screws etc.
Coupling guard

Key fit Key size: Keyway size: Clearance:

Check list for Fenna Flex taper lock bush fitted coupling

Do you meet the following criteria when removing and fitting the Fenna Flex Yes No
taper lock bush fitted coupling half?
Ensure the drive is positively isolated
Obtain the required tools and safety PPE
Remove the coupling guard
Remove the coupling flange bolts

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 Remove the tyre
Remove motor pedestal bolts and swing the motor sideways
Mark the coupling position on the shaft
Removal of the coupling half:
Remove the taper lock bush locking set screws
Remove the taper lock bush using one set screw to unlock the taper lock bush
Remove coupling half with flange ring, screws and the shaft key
Inspect the parts:
Clean and inspect all the parts according to the list
Inspect tyre according to above list (replace if required)
Decide on possible other replacements
Re - fitting of the coupling half:
Re - fit the coupling half with flange ring, screws, taper lock bush and the shaft key
Swing the electric motor in the appropriate position
Insert the motor pedestal bolts
Ensure the coupling half is positioned according to specifications
Lock the taper lock bush in position using the taper lock bush locking set screws
Align the machine and motor shafts
Ensure the motor pedestal hold down bolts are all tightened
Re - fit and ensure the tyre is fully seated
Ensure the tyre ends have the specified gap in between
Tighten the flange screws in a cross - wise sequence
Replace the coupling guard
Clean the work area

Data for Fenna Flex coupling

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Alignment results for 2 x DTI face and rim method of shaft alignment

Check list for 2 x DTI face and rim method of shaft alignment

Do you meet the following criteria when aligning the shafts according to 2 x DTI Yes No
face and rim method of shaft alignment?
Preparation:
Ensure the fixed unit is firmly bolted on the bed plate

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Ensure pedestal bolts are the correct length, not stripped, hexagons not rounded and
well lubricated
Ensure the bolt washers are not dished and thick enough (3mm min.)
Ensure that jacking screws, if fitted, are in a good condition and lubricated
Ensure that motor footings are flat on the bedplate without any “rock” (no soft foot)
Ensure that the movable unit (motor) stands lower than the fixed unit (e.g. pump)
Ensure that the moveable unit can be shifted laterally beyond the fixed unit
Test both shafts for radial play, axial play and run - out not to exceed 0.05 mm TIR
Install & test alignment brackets and DTI’s (radial/axial) rigidly (no play/no sagging)
Lift moveable unit to an approximate “correct” height (somewhat lower) i.e. vertically
Shift the moveable unit to an approximate “correct” lateral position i.e. horizontally
Tighten/torque the hold down bolts of the moveable unit
Rectification of angular misalignment in the vertical plane (12:00 - 6:00):
Zero axial DTI at 12:00, rotate couplings and take reading at 6:00 position
Interpret + or - of the reading & decide where moveable unit must be lifted (front/rear)
Calculate shims thickness using t = (S ÷ R) x ½ x reading) to rectify misalignment
Select min no. of shims checked by micrometer
Loosen pedestal bolts and insert the selected shim/s at the determined position
Tighten the pedestal bolts and recheck the angular misalignment 12:00 - 6:00
The angular misalignment 12:00 - 6:00 is within 0.05 mm TIR
Rectification of height difference in the vertical plane (12:00 - 6:00):
Zero radial DTI at 12:00, rotate couplings and take reading at 6:00 position
Interpret that - (minus) reading means moveable unit stands too low and must be lifted
Calculate shims thickness using reading ÷ 2
Select 4 shims (pairs) as calculated and checked by micrometer - one for each foot
Insert one shim (pair) underneath each footing of the moveable unit
Tighten/torque the pedestal bolts and recheck the radial misalignment 12:00 - 6:00
The radial misalignment 12:00 - 6:00 is within 0.05 mm TIR
The previously rectified angular alignment 12:00 - 6:00 is still within 0.05 mm TIR
The minimum number of shims (not exceeding 3) have been inserted
The shims are aligned with the pedestal footings
Rectification of angular misalignment in the horizontal plane (9:00 - 3:00):
Loosen pedestal bolts of the moveable unit
Zero axial DTI at 9:00, rotate couplings and take reading at 3:00 position
Interpret + or - of the reading & decide to which side the moveable unit must be swung
Shift and swing the moveable unit as determined
The angular misalignment 9:00 - 3:00 is within 0.05 mm TIR
Rectification of off - set misalignment in the horizontal plane (9:00 - 3:00):
Zero radial DTI at 9:00, rotate couplings and take reading at 3:00 position
Interpret + or - of the reading & decide to which side the moveable unit must be shifted
Determine how much the moveable unit must be shifted using reading ÷ 2
Shift moveable unit and maintain the angular alignment 9:00 - 3:00 previously rectified
The radial misalignment 9:00 - 3:00 is within 0.05 mm TIR
Tightening of the moveable unit pedestal bolts:
Pedestal bolts are tightened by method as required to prevent movement
All readings are within 0,05mm TIR

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Coupling halves are engaged and/or connected
Coupling guards are replaced
Jacking screws are released

END OF MODULE 2

Page 142 of 158

References

EXISTING SASOL TRAINING MODULES:

 MAINTAIN COUPLING DRIVES

 REPAIR COUPLING DRIVES
 SHAFT ALIGNMENT, DTI METHOD (2 X DTI SHAFT ALIGNMENT)

Page 143 of 158

 All qualifications and part qualifications registered on the National Qualifications Framework are
public property. Thus the only payment that can be made for them is for service and reproduction. It
is illegal to sell this material for profit. If the material is reproduced or quoted, the South African
Qualifications Authority (SAQA) should be acknowledged as the source.

SOUTH AFRICAN QUALIFICATIONS AUTHORITY

REGISTERED UNIT STANDARD:

Maintain direct drives

SAQA US UNIT STANDARD TITLE
ID
13280 Maintain direct drives
ORIGINATOR ORIGINATING PROVIDER
SGB Manufacturing and Assembly
Processes
QUALITY ASSURING BODY
-
FIELD SUBFIELD
Field 06 - Manufacturing, Engineering and Technology Manufacturing and Assembly
ABET UNIT STANDARD OLD NQF LEVEL NEW NQF LEVEL CREDITS
BAND TYPE
Undefined Regular Level 3 NQF Level 03 6
REGISTRATION STATUS REGISTRATION REGISTRATION END SAQA DECISION
START DATE DATE NUMBER
Reregistered 2010-05-15 2012-06-30 SAQA 0480/09
LAST DATE FOR ENROLMENT LAST DATE FOR ACHIEVEMENT
2013-06-30 2016-06-30

In all of the tables in this document, both the old and the new NQF Levels are shown. In the text (purpose statements,
qualification rules, etc), any reference to NQF Levels are to the old levels unless specifically stated otherwise.

This unit standard does not replace any other unit standard and is not replaced by any other unit standard.

PURPOSE OF THE UNIT STANDARD

Learners in the field of engineering require the skills, values and knowledge reflected in this unit standard.

The learning outcomes in this unit standard also contribute to the exit level outcomes required for the
National Certificate in Engineering Fitting (NQF level 3) and related qualifications.

Qualifying learners can perform routine maintenance on direct drives to ensure operational integrity. This will
include monitoring, repairing and alignment of direct drives. They will understand the importance of
maintaining direct drives and how this is achieved.

Page 144 of 158

LEARNING ASSUMED TO BE IN PLACE AND RECOGNITION OF PRIOR LEARNING
This unit standard has been designed as part of a progression. It is one of a series of unit standards for
maintaining and caring for equipment in the engineering skills area.

The credits allocated to this unit standard assume that a learner has already learned to maintain indirect
drives.

UNIT STANDARD RANGE

The ranges as indicated under the specific outcomes determine the scope and level of this unit standard.

All work is performed under supervision and according to worksite and manufacturer specifications and
occupational safety, health and environmental legislation.

Specific Outcomes and Assessment Criteria:

SPECIFIC OUTCOME 1
Plan and prepare for direct drive maintenance.
OUTCOME RANGE
 Plan and prepare includes reading and interpreting engineering drawings and task instructions.
 Preparing includes ensuring system is safe.
 Making system safe includes isolation and applying protective equipment.
 Isolation includes electrical and mechanical.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Page 145 of 158

Respond to 'what if' and 'why' questions related to:
 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 2
Prepare site and equipment for direct drive maintenance.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job

Page 146 of 158

 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 3
Maintain direct drive.
OUTCOME NOTES
Identify problems and take corrective action
OUTCOME RANGE
 Maintain includes identifying, inspect, removing and replacing drive components, keys and locking devices.
 Direct drives include couplings and fluid drive types.
 Problems include noise, non-power transmission, vibration, low fluid levels, lubrication and excessive wear
and damage.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste

Page 147 of 158

 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 4
Align direct drives.
OUTCOME RANGE
 Drive alignment tools include dial gauges / dial test indicators (DTI) and taper gauges.
 Determine rock, shaft or coupling hub run-out, shim thickness and size meets specifications.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes

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 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 5
Apply quality checks on completed work.
OUTCOME RANGE
 Quality checks include inspection for leaks, lubricant and coolant levels.
 Operational requirements include drive, no vibration and the fitting of safety guards.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

Page 149 of 158

SPECIFIC OUTCOME 6
Conduct post-maintenance activities.
OUTCOME RANGE
 Post maintenance activities include cleaning up, processing documentation and reporting maintenance
activities to responsible persons.
 Documentation includes inspection registers and maintenance schedules.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 7
Care for and store direct drive maintenance tools and equipment.

Page 150 of 158

OUTCOME RANGE
Tools and equipment include absorbent material, hand tools and cleaning equipment and fluids.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 8
Report on system condition.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1

Page 151 of 158

Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 9
Discuss and explain incidents and problems related to direct drive maintenance.

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

Page 152 of 158

1. Applicable direct drive is identified for shutting down and confirmed
2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities
6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

SPECIFIC OUTCOME 10
Work safely with due care for self, fellow workers, equipment, materials and the environment.
OUTCOME RANGE
Hazardous areas include confined spaces, fluid handling, explosion hazards and revolving machinery

ASSESSMENT CRITERIA

ASSESSMENT CRITERION 1
Results achieved

1. System is made safe before starting intended task

2. Site and equipment are prepared for installation
3. Direct drive maintenance activities are carried out and drive is operational and meets specifications

Indicators:

1. Applicable direct drive is identified for shutting down and confirmed

2. Appropriate direct drive is isolated in accordance with worksite procedures
3. Provisions for working in a hazardous location are implemented to regulatory and worksite procedures
4. Working principles of components are accurately explained
5. Applicable consumables, lubricants and cleaning agents are acquired in the required quantities

Page 153 of 158

6. Components requiring service are identified and removed without damage to the rest of the drive system
7. Removed components are serviced / lubricated using appropriate tools and equipment
8. Maintained components are replaced without damage to the component or drive system
9. Direct drive gap, axial and radial alignment is within manufacturer specified tolerance
10. Completion of maintenance / service is confirmed and verified
11. Visual direct drive inspection is carried out to manufacturer specifications
12. Protective guards and systems are in place and functional
13. Direct drive performance is confirmed to meet operational requirements
14. Maintenance is carried out in a safe manner in accordance with schedules and manufacturer specifications
15. No delays are caused as a result of poor planning for performing maintenance and identifying problems
16. Maintenance activities meet with customer requirements / specifications
17. Problems are timeously reported to appropriate personnel
18. Work environment is clean, tidy and safe
19. Direct drive and equipment condition report is accurate, clear and timeously processed
20. Applicable health, safety and environmental procedures are adhered to

Understanding confirmed:

Respond to 'what if' and 'why' questions related to:

 Direct drives and their characteristics
 Consumables, lubricants and cleaning agents
 Consequences of not topping up low lubricant levels
 Operational requirements of different drives
 Tools and equipment used
 Steps to take to limit waste
 Checking the quality of work against the requirements of the job
 Caring for and storing maintenance tools and equipment
 Protective guards
 Installation of taper-lock bushes
 Importance of fits and tolerances

Explain and discuss the implications of not adhering to the sequence of activities and operations as described
in the specific outcomes and making decisions inappropriate to the task.

UNIT STANDARD ACCREDITATION AND MODERATION OPTIONS

My assessment will be governed by the policies and guidelines of the MERSETA Education and Training
Quality Assuror who has jurisdiction over this field of learning. My assessor will (at the very least) be
accredited and have a technical qualification in this learning area.

I can be assessed in the language of my choice although if I have to report incidents or conditions to
someone else, I will be assessed on my ability to report in the language commonly used in my working
environment.

I will be assessed in the workplace but I can submit documents, projects, test results and assignments that
were not produced in the workplace.

I can be assessed against this unit standard to obtain credits or as part of an integrated assessment for a
qualification.

UNIT STANDARD ESSENTIAL EMBEDDED KNOWLEDGE

Names & functions of:
 Consumables, lubricants, cleaning agents used
 Types of couplings
 Equipment on which maintenance is performed
 Direct drives and drive assemblies
 Tools and equipment used in direct drive maintenance process
 Engineering drawings
 Quality terminology and concepts

Attributes, descriptions, characteristics & properties:

Page 154 of 158

 Typical defects and their remedies
 Properties of drive lubricants
 Characteristics of drive types

Sensory cues:
 Sensory cues (what I see, hear, smell, feel) utilised for identifying problems during direct drive
maintenance

Purpose of:
 Performing assembly maintenance
 Following maintenance schedules
 Direct drives
 Fitting safety guards
 Taperlocks and keys
 Safety checks
 Reporting non-conformances and problems

Processes, events, causes and effects, implications:

 Implications of overlooking direct drive non-conformances
 Acquiring required lubricants, consumables and cleaning agents
 Performing direct drive maintenance
 Incorrect fluid levels
 Implications of applying heat to remove / replace direct drives
 Implications of poor alignment results
 Causes and responses to common problems
 Replacement sequence and process
 Implications and consequences of situations such as, e.g. poor quality, using damaged or faulty tools
equipment, using poor quality, damaged or faulty equipment in the replacement process, delaying reports
about problems in work area

Procedures and techniques:

 Making direct drive safe
 Checking that direct drive is safe
 Maintaining components
 Performing visual inspections
 Performing routine maintenance
 For minimising wastage
 Identifying problems
 Identify and select required components
 Reporting on direct drive operation
 Handling and storage of components
 Removing and installing direct drives
 Isolation technique and procedure
 Posture during hand tool usage
 Hand tool grip
 Applying pressure
 Communication procedures
 Applicable recording and reporting procedures
 Applicable safe working procedures
 Applicable quality assurance procedures
 Removing and replacing defective components
 Direct drive fault finding
 Recording and reporting procedures
 Direct drive alignment procedures

Regulations, legislation, agreements, policies, standards:

 Applicable safety, health and environmental protection legislation
 Applicable company policies and procedures

Theory: rules, principles, laws:

 Equipment maintenance fundamentals
 Associated engineering principles
 Applicable fits and tolerances

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 Applicable quality assurance fundamentals
 Force and torque
 Applying pressure
 Component inspection and fault finding
 Direct drive alignment and methods of alignment

Relationships, systems:
 Relationship between the maintained direct drive and the production process

UNIT STANDARD DEVELOPMENTAL OUTCOME

N/A

UNIT STANDARD LINKAGES

N/A

Critical Cross-field Outcomes (CCFO):

UNIT STANDARD CCFO IDENTIFYING

Identify and solve problems:
 Related to the maintenance of a direct drive

UNIT STANDARD CCFO WORKING

Work effectively with others as a member of a team:
 Interact with colleagues and team members in order to acquire required consumables, lubricants and
cleaning agents

UNIT STANDARD CCFO ORGANISING

Organise and manage my activities and myself:
 Apply the correct procedures and techniques for performing direct drive maintenance
 Manage resources and my time

UNIT STANDARD CCFO COLLECTING

Collect, analyse, organise and critically evaluate information:
 Interpret information off job instructions to maintain correct direct drive
 Make decisions based on that information

UNIT STANDARD CCFO COMMUNICATING

Communicate effectively:
 Report condition of direct drive

UNIT STANDARD CCFO DEMONSTRATING

Demonstrate an understanding of the world as a set of related systems:
 Understand and explain the purpose of direct drive maintenance to the production process
 Justify my actions as appropriate

QUALIFICATIONS UTILISING THIS UNIT STANDARD:

QUALITY
OLD NEW END
ID QUALIFICATION TITLE STATUS ASSURING
LEVEL LEVEL DATE
BODY
As per Learning
National Certificate: Diesel NQF Level 2012- Programmes
Core 65129 Level 2 Reregistered
Electric and Electric Fitting 02 06-30 recorded against
this Qual

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 As per Learning
National Certificate: Diesel NQF Level 2012- Programmes
Core 66009 Level 3 Reregistered
Electric and Electric Fitting 03 06-30 recorded against
this Qual
As per Learning
National Certificate: NQF Level 2012- Programmes
Core 58288 Level 3 Reregistered
Electro-Mechanics 03 06-30 recorded against
this Qual
As per Learning
National Certificate:
NQF Level 2012- Programmes
Core 59669 Mechanical Engineering: Level 3 Reregistered
03 06-30 recorded against
Fitting
this Qual
Passed the End
National Certificate:
NQF Level Date - 2008-
Core 23274 Mechanical Engineering: Level 3 MERSETA
03 Status was 06-25
Fitting
"Reregistered"
National Certificate:
NQF Level 2012-
Core 23255 Mechanical Engineering: Level 3 Reregistered MQA
03 06-30
Fitting and Machining
National Certificate: Sugar
NQF Level 2012-
Core 48727 Manufacturing and Refining Level 3 Reregistered AgriSETA
03 06-30
Technical Maintenance

PROVIDERS CURRENTLY ACCREDITED TO OFFER THIS UNIT STANDARD:

This information shows the current accreditations (i.e. those not past their accreditation end dates), and is the most
complete record available to SAQA as of today. Some Quality Assuring Bodies have a lag in their recording systems for
provider accreditation, in turn leading to a lag in notifying SAQA of all the providers that they have accredited to offer
qualifications and unit standards, as well as any extensions to accreditation end dates. The relevant Quality Assuring Body
should be notified if a record appears to be missing from here.

1. ANGLO PLATINUM - ENGINEERING SKILLS TRAINING CENTRE

2. AYANDA SKILLS DEVELOPMENT INSTITUTE CC (Korsten)(TP)
3. BLACK EAGLE TRAINING (PMB) (Pietermaritzburg)(TP)
4. BUDDING ENGINEERING & TRAINING CENTRE (Benoni)(TP)
5. COLLIERY TRAINING COLLEGE (Witbank)(TP)
6. CUSTOMISED TRAINING SPECIALISTS TRUST (Pinetown)(TP)
7. Dinyane Education & Training (Pty) Ltd T/A DET Training (EVANDA) (TP)
8. Dragon Precision Training Centre (ESTCOURT) (TP)
9. Dragon Precision Training Centre (NEWCASTLE) (TP)
10. Ford Motor Company of Southern Africa (Manufacturing)(Pty) Ltd (WALTLO
11. Ford Motor Company of Southern Africa (STRUANDALE) (TP)
12. FOSKOR Pty Ltd
13. Gijima AST Holdings (Pty) Ltd T/A Asindo HR (MIDDELBURG) (TP)
14. Gijima AST Holdings (Pty) Ltd T/A Industrial Skills Development - Mid
15. HANSING ENGINEERING (PTY) LTD (Blue Water Bay)(TP)
16. HYDRO TRAINING ACADEMY (PTY) LTD (Benoni)(TP)
17. Inncor Training & Development (Pty) Ltd (VEREENIGING) (TP)
18. IZIZWE TRAINING CENTRE (PTY) LTD T/A SIMTECH TRAINING & DEVELOPMENT (N
19. MARLIN GRANITE PTY LTD
20. Mthetana Trading & Construction T/A Multi Skill Training Centre (DURBA
21. NA / PARTNERSHIP T/A TECHNISKILLS (Meadowridge)(TP)
22. PALABORA MINING CO LTD
23. QUAERITO PRODUCTIVITY (PTY) LTD
24. RICHARDS BAY MINERALS
25. Shine The Way 281 cc T/A Industrial Training Centre (NEW GERMANY) (TP)

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 26. Tekmation (Pty) Ltd T/A Tekmation Training Institute (DURBAN) (TP)
27. THE SAJ COMPETENCY TRAINING INSTITUTE (Wadeville)(DTTC)
28. THE SAJ COMPETENCY TRAINING INSTITUTE (Wadeville)(TP)
29. VOLKSWAGEN OF SOUTH AFRICA (PTY) LTD - TECHNICAL TRAINING CENTRE (Uite
30. WEST COAST COLLEGE - VREDENDAL CAMPUS (Vredendal)(TP)

All qualifications and part qualifications registered on the National Qualifications Framework are public property. Thus the only
payment that can be made for them is for service and reproduction. It is illegal to sell this material for profit. If the material is
reproduced or quoted, the South African Qualifications Authority (SAQA) should be acknowledged as the source.
END OF THIS MANUAL

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