Design and Application
of Synchronous Clutch
Couplings
0.Staedeli, Chief Design Engineer
MAAG Gear Company, Ltd.
Zurich, Switzerland
ABSTRACT
The synchronous clutch coupling has been designed
to be used in high power and speed machinery to couple
and decouple shaft systems while they are operating.
The clutch is a combination of a free-wheel and a
toothed coupling taking care of synchronizing and
torque transmition respectively. The overall efficiency
of Cogeneration- and Combined Heating Power-plants
can be considerable increased by using the clutch
to decouple a prime mover from an operating machinery
train, when in the selected operating mode the prime
mover would produce losses if remained coupled with
the train.
Several different types of clutches are known
and can be succesfully applied to decouple shaft
systems, they are shown in FIG. 1. Each one has its
distinct advantages and disadvantages. For high
power/speed application, which prevail in turbo
machinery plants, the form-fit type clutches only
can cope with the operating conditions.
-
1- I:s:::]piF-1
FIG. 1 CLUTCH TYPES
COUPLING
Toothed couplings are form fit couplings. They
are widely used in turbo machinery installations,
because of their ability to transmit high torque at
high speed and at the same time to accept misalignment
and axial expansion of the coupled shafts.
The engineering task is to modify a toothed
coupling such that it can be disengaged and re-engaged
while the shafts are rotating. Considering the high
speed and high rate of acceleration and deceleration
turbo machinery can achieve it is indispensable that
the clutch-coupling functions fully automatic. To
disengage a toothed coupling presents no specific
problem, however re-engaging the coupling is more
difficult, because 2 conditions must be fullfilled
by the shafts to be coupled:
1 - equal speed (synchronism)
2 - angular position, (tooth aligned with tooth
space)
The mechanism which can detect these condition
is a device consisting basically of a ratchet wheel
and a number of pawls, see FIG. 2. This device, called
"free-wheel" or "ratchet clutch" is known in
engineering since many years and is used in many
different types of machinery. It's most popular
application is in the bicycle.
Placed between two shafts, acting as clutch,
the free-wheel allows one shaft (output side) to rotate
free in one direction with the other shaft (input
side) at standstill. By accelerating the input shaft
it will eventually overrun the output shaft. At this
instant a pawl will engage with a ratchet tooth.
Synchronism of the shaft is thereby achieved (condition
1) and a torque may be transmitted. With a free-wheel
having only one pawl and one ratchet tooth, the angular
position of input and output shaft at synchronism
would be identical at each engagement (condition 2).
A free-wheel having 6 pawls and 11 ratchet teeth has
66 possible engagement position, since one pawl only
engages with a ratchet tooth at each engagement, it
is suitable to align a toothed coupling having 66
teeth. The free-wheel device is therefore the ideal
synchronizing mechanism permitting
engagement of the toothed coupling.
a positive
The combination
of a toothed coupling capable of transmitting high
torques, with the free-wheel as synchronizing mechanism
form the Synchronous.Clutch Coupling.
 , DRIVING SHAPY (INPUT) SYNCHRONIZER SPLINES

/ SPRING LOADE3 PLUNGER

/ TANGENTIAL FORCE
/ RATCHET WHEEL

1
DRTVEN SEAFT (OUTPUT)
OUTPUT

FIG. 3 RATCHET WHEEL

FIG. 2 FREE WHEEL

DESIGN AND FUNCTION OF THE SYNCHRONOUS CLUTCH COUPLING CLUTCH HUB CLUTCH TEETH

Basic Design And Function I PAWL n

To engage a toothed coupling one set of teeth
has to be moved axially relative to the mating teeth,
this movement has to be initiated by the synchronizing
mechanism when a pawl is in contact with a ratchet
tooth. To achieve this, the basic free-wheel, see
FIG. 2, is modified by separating the ratchet teeth
from the output shaft. A ratchet wheel is created
which is supported on the output shaft and connected
to it by synchronizer splines (helical splines), see
FIG. 3. When a pawl is acting on the ratchet wheel,
it performs a screw motion, relative to the output
shaft, which is governed by the synchronizer splines.
The clutch is formed by placing the engaging clutch
hub around the ratchet-wheel, see FIG. 4. It is assumed
that the output shaft together with the ratchet wheel
is rotating and that the input shaft with the pawls
is at standstill. By accelerating the input shaft
it will eventually overrun the ouput shaft, and a
pawl will engage with a ratchet tooth. Part of the
accelerating torque developped by the input shaft
(driving machine) is now transmitted by the pawl to STRAIGHT SPLINES ' AXIAL GUIDE FACES
the ratchet wheel and via the synchronizer splines
to the output shaft (driven machine). The transmitted
torque will generate an axial force in the synchronizer FIG. 4 BASIC CLUTCH
splines which initiates the screw movement of the
ratchet wheel. The clutch hub in which the pawls are which the clutch hub performs relative to the output
located is guided axially by the ratchet wheel and shaft. The teeth are champfered giving ample clearance
has therefore to follow the movement. To allow the for engagement. The clutch teeth are making contact
axial movement, the clutch hub is connected by straight because its helix angle is smaller than the helix
splines to the input shaft. The external and internal angle of the screw movement performed by the clutch
clutch teeth to be engaged are arranged on the clutch hub. The synchronizing phase is concluded when the
hub and on the output shaft respectively. These teeth flanks of the clutch teeth make contact, as shown
are brought into engagement by the screw movement in FIG. 5.
The accelerating torque having been transmitted
by the pawls during the synchronizing phase is now
transmitted by the clutch teeth. Being helical teeth
 SYNCHRONIZER RATCECT id9ZLL CLUTCH TEETH
CLUTCH TEETH
OUTPUT SHAFT
DISENGAGED POSITION

I
SYNCHRONIZING PHASE
DIRECTION /OF/ I I +t---k-
END OF SYNCHRONIZING
PHASE

I
ROTATION

-1. CLUTCH HUB

AXIAL TRAVEL

ENGAGING PHASE

i
ENGAGED POSITION

FIG. 5 SYNCHRONIZING AND ENGAGING PHASES

TANGENTIAL TRAVEL OF
RATCHET WHEEL
M TANGENTIAL TRAVEL
OF PAWL

FIG. 6 UNLOADING OF THE PAWL

'

MS-CLUTCH
applies the axial force just before the synchronizing
an axial force is generated which takes care of phase is concluded, see FIG. 7. During the
continuing the axial movement until the clutch teeth synchronizing phase no external force is allowed to
are fully engaged, the clutch hub abutts with the act on the pawl carrier.
output shaft, thus concluding the engagement phase.
During this phase the pawl having been in contact CLUTCH TEETH
is being unloaded by a relative tangential movement
between pawl and ratchet tooth which results from CLUTCH HUB
two different screw movements performed by the clutch
hub and the ratchet wheel. The ratchet wheel is gui- SCREW MOVEMENT DISENGAGED POSITION
ded in the synchronizer splines having a large helix
angle, therefore the travel is over a large tangential
distance, whereas the pawl is guided by the clutch
teeth having a smaller helix angle, consequently the CLUTCH HUB AT
pawl travels a shorter tangential travel, resulting WHICH POWER UNIT
in a gap between pawl and ratchet tooth, see FIG. IS ACTIVATED
6 (plan view).
With the clutch fully engaged the rated torque END OF SYNCHRONIZING
can be immediately transmitted. The only elements AXIAL MOVEMENT PHASE
loaded by the torque are the straight splines and
the clutch teeth. The synchronizing components, such
as pawls, ratchet wheel and synchronizer splines do
not take part in transmitting the torque, since the
I
ENGAGING PHASE
pawl is no longer in contact with the ratchet tooth.
The engagement sequence is now concluded, the
I
clutch remains engaged as long as torque is transmitted
from the input- to the output shaft.
I
ENGAGED POSITION
When the torque reverses, i.e. a torque is
transmitted from the output- to the input shaft, the
axial force generated in the clutch teeth reverses
causing the clutch to disengage.
The engaging clutch teeth can also be made as FIG. 7 SYNCHRONIZING AND ENGAGING PHASES OF
straight teeth. The consequence is that at the end HS-CLWH
of the synchroinzing phase the continuation of the
axial movement to fully engage the clutch can not The fully engaged clutch can transmit torque
be activated by the clutch teeth because no axial in any direction, i.e. from input- to output shaft
force is generated in straight teeth. To conclude and vice versa. For certain applications this
the clutch engagement an external force is required. characteristic can be of great advantage. To disengage
A stationary hydro-mechanic power unit, which is the clutch a signal is given by an external machinery
connected to the clutch hub by means of an axial guide control unit to the power unit causing it to reverse
ring and a lever, forces the clutch into full the axial force thereby disengaging the clutch.
engagement. The power unit is self controled and To distinguish between the two different working
principles the following designations are used:
clutch having helical clutch teeth - MS-clutch
clutch having straight clutch teeth - HS-clutch
The above described working sequences show clearly
the simplicity of the principle, and the small number
of vital components involved. However for a clutch
to perform flawless under realistic operating
requirements some more refinements in the design,
as discribed in the following paragraphs, have to
be incorporated.
Pawl, Ratchet Wheel
With disencracred clutch the out~ut shaft and the
ratchet wheel I;$; rotate at full 'speed whereas the
input shaft with the pawls are at standstill. The
contact faces of these components are lubricated by
injected lube oil. A hydrodynamic oil film between
pawls and ratchet teeth preventing metallic contact
is generated due to the relative speed and the suitable
shape of these components, see FIG. 8.
SPRING LOADED PLUNGER 1
CLUTCH HUB
TILTING EDGE
RATCHET WHEEL LU& OIL
0 CENTRE OF GRAVITY
FIG. 8 PAWL LOCATION AND LUBRICATION
The pawls, located with ample clearance in cages
formed by two rings, are completely free to move.
A tilting edge on the outer contour and the tail-
heavyness of the pawl insure that the nose is lightly
pressed on to the ratchet wheel when the input shaft
is accelerated for an engagement. The angular positions
of the pawls relative to the ratchet wheel teeth at
exact synchronism are at random. The input shaft,
still accelerating, overruns the output shaft, bringing
thus the pawls towards the ratchet teeth. The pawl
nearest to a ratchet tooth contacts first, initiating
the synchronizing phase.
With disengaged clutch and both shafts, input
and output, at standstill the initiation of the
synchronizing phase occurs by starting up the input
shaft. In the absence of the centrifugal force a spring
loaded plunger is acting on each pawl insuring the
contact between pawl and ratchet wheel. Due to the
fact that no relative axial movement between pawl
nose and ratchet tooth takes place during engagement
no wear occurs on these surfaces. Particularly
important in that respect is that the unloading of
the pawl during the engagement phase is in tangential
and not in axial direction.
Shock Absorber
When a pawl hits a ratchet wheel tooth, the mass
of the clutch hub has to be instantaneously
accelerated, which leads to a high load on the pawl.
To limit this load, pre-stressed springs are arranged
axially between the ratchet wheel and the clutch hub,
see FIG. 9.
CLUTCH HL'E CLUTCH TEETH
/ PAWL A
INP .-.-. TPUT
NCHRONIZER SPLINES
STRAIGHT SPLINES
/ SH'OCK ABSORBER
AXIAL GUIDE FACES
FIG. 9 CLUTCH WITH SHOCK ABSORBER
The effect is that the pawl load is then mainly
determined by a spring- and not by a mass-force. The
pawl carrier is accelerated in axial direction by
the spring force. The spring characteristics and the
pawl load are computed considering:
- relative angular acceleration
- overrunning angle
- mass of pawl carrier
- axial travel of pawl carrier during
synchronizing phase
- friction in clutch
The shock absorber permits to engage the clutch
at high relative angular accelerations. Typical
accelerations of turbo machinery are for small size
is around 1000 RPM/sec, 500 RPM/sec for medium size,
e.g. 20 MW at 3600 RPM, and 100 RPM/sec for large
size units. It must be noted that the clutches equipped
with a shock absorber can easily cope with these
values. If the synchronization takes place while the
output shaft is decelerating, then the relative
acceleration the clutch has to sustain is equal to
the sum of acceleration of the input shaft and the
deceleration of the output shaft.
Toothed Coupling
The engaging helical clutch teeth of the MS-clutch
are tightening the pawl-carrier to the output shaft
when the clutch is transmitting torque. The axial
force generated in the clutch teeth is taken up by
the abutment, therefore no force is acting on the
output shaft. This tightened mesh of the clutch teeth
can not operate as coupling teeth. The straight splines
however can accept angular misalignment. To have a
fully flexible coupling a second straight tooth mesh
is added on the'input side, FIG. 10 is showing this
arrangement. The coupling sleeve, axially located
at the input side mesh, is connecting the two shafts
and allows for any possible misalignment.
COUPLING SLEEVE CLUTCH HUB CLUTCH TEETH
Support Bearing
When the clutch is engaged all components rotate.
The floating coupling member is supported by the
coupling teeth. After disengagement of the clutch
the input shaft with all clutch components connected
to it come to standstill. The supporting action of
the teeth on the output side is no longer effective.
An internal support bearing, designed as hydrodynamic
sleeve bearing, is placed in the clutch hub, see FIG.
10, 11. The support bearing is designed to carry the
weight of the input clutch members and to operate
at the full speed difference of the shafts. Due to
friction in the support bearing and in the associate
axial guide bearing arranged around the ratchet wheel,
a small drag torque is transmitted from the output

\ I shaft to the input shaft. Since the drag torque is

for the clutch a negative torque and because it is
transmitted via the synchronizer splines a small axial
force is generated acting in disengaging direction.
This force keeps the clutch positively disengaged.

Lubrication
Lube oil is injected into the clutch hub to
lubricate all the components, such as support bearing,
axial guide bearing, ratchet wheel and pawls, which
see relative movement when the clutch is disengaged.
Lube oil is also supplied to the coupling teeth since
relative movement exists between the tooth flanks
when the clutch coupling is engaged and is operating
with misaligned shafts.

APPLICATIONS

Due to the compactness of the synchronizing

mechanism the MS and HS clutch couplings have a wide
field of applications. They are succesfully operating
\ / SHOCK ABSORBER in :
- Peaking power plants (FIG. 12, photograph 13)
STRAIGHT SPLINES. AXIAL GUIDE FACES - Combined cycle units and Cogeneration
(COUPLING TEETH) (FIG. 14, photograph 15)
- Air storage power plants (FIG. 16,
FIG. 10 MS-CLUTCH COUPLING photograph 17)
- Expander drives in petro-chemical plants
The straight teeth of the HS-clutch can operate (FIG. 18, photograph 19)
as coupling teeth, together with the straight splines - Combined ship propulsion plant
they form a double engagement toothed coupling, see (CODOG, COGOG etc.)
FIG. 11. - Turning gear
For most applications the MS-clutch is suitable,
CLUTCH TEETH if however certain operating condition of a plant
CLUTCH HUB = COUPLING SLEEVE (COUPLING TEETH) demand a continuous transmission of a negative torque
\ POWER UNIT] than the HS-clutch is applied.
The basic design of the clutch coupling allows
many variations which helps adjusting the design to
particular space and operating requirements.
The clutches can be equipped with additional features
like:
- locking mechanism for the MS-clutch, preventing
the disengagement during transient negative
torques
- limited end float couplings, locating axially
rotors of electrical machinery
- quill shaft arrangement applied in connection
with a gearbox
- electrical insulation in connection with elec-
trical machinery
- hydraulic coupling for HS-clutch, permitting
the start up of a one shaft gasturbine using
the rotating alternator as starting motor
(peaking power plant)
- manually operated isolating device, allowing
to operate the input side while the output
shaft is at standstill (e.g. washing of gas
FIG. 11 HS-CLUTCH COUPLING turbine)
 GASTURBIP!E HS-CLUTCH ALTERNATOR CENTR . ALTERNATOR
COMPR . MOTOR MS-CLUTCH GASTURBINE

h,

FIG. 12 PEAKING POWER STATION FIG. 16 AIR STORAGE POWER PLANT

ti PHDKKRAPH 13 CLUTCH OF FIG. 12 PHOTOGRAPH 17 CLUTCH OF FIG. 16

STEAM
GASTURBINE ALTERNATOR MS-CLUTCH TURBINE E-MOTOR CENTR. COMPR. EXPANDER

FIG. 14 COMBINED CYCLE UNIT FIG. 18 EXPANDER DRIVE

PHOTOGRAPH 15 CLUTCH OF FIG. 14 PHOTOGRAPH 19 CLUTCH OF FIG. 18

188
 The c o m b i n a t i o n possibilities a r e shown i n
FIG. 20.
The e x p e n d i t u r e on c o n t r o l s f o r a c l u t c h i s
minimal and depends largely on the operating
r e q u i r e m e n t s . The MS-clutch b a s i c a l l y n e e d s no c o n t r o l
a t a l l , i t can be equipped w i t h l i m i t switches
i n d i c a t i n g i t s p o s i t i o n . The l o c k i n g d e v i c e , i f u s e d ,
needs a n e x t e r n a l s i g n a l f o r unlocking t h e c l u t c h .
The HS-clutch n e e d s two e x t e r n a l s i g n a l s , o n e t o
p r e p a r e t h e hydro-mechanic power u n i t f o r engagement,
t h e o t h e r t o disengage t h e clutch.
The c l u t c h c o u p l i n g i s a n o v e r r u n n i n g c l u t c h ,
t h e r e f o r e t h e s p e e d c o n t r o l of t h e d r i v i n g mechine

SYNCHRONOUS CLUTCH COUPLINGS

'---r-J
BASIC DESIGN 4

PHOTOGRAPH 21
MS-CLUTCH SYNCHRONIZING COMPONENTS

Legend

R: l o c k i n g mechanism
S: r i g i d when engaged
H: w i t h h y d r a u l i c c o u p l i n g
N: engagement a t low s p e e d
J: e l e c t r i c a l i n s u l a t i o n
X : l i m i t e d end f l o a t
F: i s o l a t i n g device
(pawl f r e e )
Q: q u i l l s h a f t a r r a n g e m e n t

FIG. 20 FEATURE DIAGRAM FOR TYPE HS AND MS SYNCHRONOUS

CLUTCH COUPLINGS

must be s e t i n s u c h a way, t h a t t h e d r i v e u n i t tries

t o e x c e e d t h e s p e e d of t h e d r i v e n e q u i p m e n t , w i t h
a reasonable a c c e l e r a t i o n . This overrunning i n i t i a t e s
t h e engagement of t h e c l u t c h . I t must n o t be a t t e m p t e d
t o a c h i e v e e q u a l s p e e d o f t h e two s h a f t s y s t e m s ,
o t h e r w i s e t h e engagement w i l l n e v e r t a k e p l a c e .
Both, t h e MS- and HS-clutch, a l l o w t h e c o n t i n o u s
o p e r a t i o n a t r e l a t i v e l y s m a l l speed d i f f e r e n c e . For
example i n a p e a k i n g power u n i t is t h e a l t e r n a t o r
o p e r a t i n g a s synchronous condenser a t synchronous
s p e e d , s a y 3600 rpm, and t h e g a s t u r b i n e may be i d l i n g
w i t h 3200 rpm, t h e s y n c h r o n i z i n g components o f t h e
c l u t c h w i l l t h e n see a s p e e d d i f f e r e n t i a l of 400 rpm.
Due t o t h e c o r r e c t s h a p e o f t h e s y n c h r o n i z i n g com-
p o n e n t s and t h e p o s i t v e l u b r i c a t i o n no wear w i l l o c c u r
i n t h e c l u t c h , see p h o t o g r a p h s 21, 22. PHOTOGRAPH 22
The c l u t c h c o u p l i n g i s a l s o s u i t a b l e t o be MS-CLUTCH ASSEMBLED CLUTCI1 fIUB
i n s t a l l e d i n t o e x i s t i n g p l a n t s a s r e f i t s , because
i t i s b a s i c a l l y a t o o t h e d c o u p l i n g t h e b e h a v i o u r of
t h e c l u t c h coupling w i l l be comparable t o t h e one
of t h e r e p l a c e d c o u p l i n g .

CONCLUSIONS
The MS- and HS-clutch c o u p l i n g a r e e l e m e n t s which
c a n be s u c c e s f u l l y a p p l i e d i n h i g h power / h i g h s p e e d
i n d u s t r i a l machinery t r a i n s , mainly because of:
- compact d e s i g n
- minimal number of components
- positve synchronizing a c t i o n
- purely mechanically operated
- s t u r d y and s i m p l e d e s i g n
- allowing high acceleration
- no l o s s e s when engaged
- f u l l f l e x i b i l i t y i n r a d i a l and a x i a l d i r e c t i o n
- low r e s i d u a l u n b a l a n c e
I n a d d i t i o n t o t h e t e c h n i c a l arguments it is
t h e high r e t u r n of investernent t h i s product o f f e r s
which makes i t s o a t t r a c t i v e .

reprinted from
International S y m p o s i u m o n Turbomachinery, Combined-Cycle
Technologies a n d Cogeneration - IGTI-Vol. 1
Editor: G.K. Serovy
(Book No. 100244)

published by
THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS
345 E a s t 47th Street, New York, N.Y. 10017
Printed in U.S.A.