Overrunning Clutches Application Manual: Altra Industrial Motion

A L T R A I N D U S T R I A L M O T I O N
Overrunning Clutches
Application Manual
Formsprag Clutch
Formsprag Clutch and Stieber Clutch have been
designing, manufacturing and delivering dependable,
long-lived, precision power transmission products for
over 50 years, providing one of the broadest lines of
overrunning clutches in the world.
Formsprag Clutch and Stieber Clutch overrunning

clutches deliver thoroughly proven, dependable power
transmission. Careful selection of highest quality materials,
precision manufacturing by experienced craftsmen,
conscientious assembly, and rigid adherence to detail
guarantee a reliable, quality product.
Overrunning clutches handle torque loads up to 700,000

lb.ft. (949200 Nm). Other sizes and designs are available
by special order.
Designs Feature:
• Instantaneous action, no backlash
• Infinitely changing wear points
• More torque in less space with sprags
• Full sprag and roller complements
• Formchrome® sprags
Formsprag Clutch and Stieber Clutch are manufacturers of the
highest quality overrunning clutches in the marketplace. Formsprag • “Free-action” retainer
is also a supplier to the commercial and military aircraft markets. The • PCE positive continuous engagement
quality documentation systems and procedures necessary to support
• Inner Race C/T “Centrifugal throwout” sprags
this level of quality products has facilitated Formsprag’s certification
for ISO-9001 in October 1993 and Stieber’s ISO-9001 in October • Outer Race C/T “Centrifugal throwout” sprags
1997.
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Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General & Special Purpose Principles of Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Clutches Design Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
• Overrunning Formchrome Sprags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

• Indexing Other Types of Clutch Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
• Backstopping Clutch Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Torsional Windup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Overrunning Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Clutch Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Indexing Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Indexing Clutch Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Special Purpose Clutches Indexing Nomographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Holdback or Backstop Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
• Overrunning Bore Size / Shaft Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
• Backstopping Equations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Cross Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Exchange Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Rebuild and Overhaul Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Application Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Holdback Clutches
• Backstopping
Preface
• Holdback
All Formsprag clutches described in this manual are “overrunning” clutches, i.e.,
they will drive in one direction but overrun (free-wheel) in the other direction. The
preparation of a manual such as this can be undertaken only by a company having
a very broad experience in all aspects of the use and application of overrunning
clutches. Formsprag Clutch is such a company and the information given in this
manual is based on the accumulation of many years of experience in the design,
Clutch Couplings construction and application of overrunning clutches. In physical appearance the
Formsprag Clutch Catalog model overrunning clutches are all very much alike.
However, different types of applications will involve differing load characteristics and
• Overrunning
will call for variations in the technical details of clutch construction. For this reason
the clutches are divided into the three basic types of applications for which they are
intended.
The three basic applications are:
• Overrunning
• Indexing
• Holdbacks or Backstops
These three categories are described in greater detail under those headings in this
manual.
P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 1

Applications
Formsprag clutches can be found in every corner of the world with applications in commercial, aircraft and military equipment. Our clutches
are available for three basic types of applications:
Overrunning Indexing Backstopping
Marine Lifting
Bi-Directional Backstopping
Form-Lock (FL) bi-directional clutches are used on

winch drives of davits on ships to provide optional
Model FL
manual drive to the normal drive system to smoothly
raise and lower the life boats. The Form-Lock is a
mechanical clutch that can be driven in both directions
while automatically providing a holding brake function
when the driving torque is stopped.
Additional uses include the smooth raising and
lowering of gun barrels in artillery, and other loads being
raised and lowered smoothly with ball screws.
Contact Formsprag for information and assistance.
Torque Range: 100 to 4800 lb. ft.
Textile Processing
Overrunning
FSO overrunning clutches allow the feed drive to

power the rollers at a low speed when threading the leading Model FSO
edge of a new roll of fabric. When the fabric is fully threaded
and ready to be pulled at production speeds, the FSO
un-clutches the feed drive allowing those same rollers to be
rotated at faster speeds without back driving the lower speed
feed drive. The clutch automatically disconnects the lower
speed feed drive during higher speed operation and prevents
possible damage to the feed drive if back driven at the higher
speeds.
Bore Range: 0.5 to 7.0 in.

Torque Range: 275 to 27,000 lb. ft.
Food Conveyor
Indexing Drive
Indexing
HPI clutches are mounted on the head shaft and

Model HPI translates the reciprocating motion from the crank
mechanism into incremental motion in one direction,
advancing the conveyor a uniform distance with each
drive stroke and then overrunning in the opposite
direction on the return stroke. These clutches are
available with FDA approved food grade greases and a
variety of surface coatings required for wash down duty.

2 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

Applications
Assembly Line
Conveyor
Overrunning
FSO overrunning clutch is mounted on the head

shaft of a conveyor system to provide instantaneous
switching from the primary drive to a stand-by drive
Model FSO
to reduce down time. Mounting the FSO clutch
between each drive and the conveyor provides the
automatic clutching and de-clutching when
switching from one drive to another without any
utility or input to the clutch. Using the FSO clutch
on dual drive applications reduces installation and
operating costs by eliminating controls or actuation
mechanisms.
Bore Range: .05 to 7.0 in.

Dual Drive
Overrunning
FW clutch coupling is used on in-line mounting of dual

drive systems of fans and pumps to provide a smooth
transfer of power from one drive/power system to
another (electric motor to steam turbine and gear
reducer). The model FW clutch coupling mounted
between the output of a steam turbine reducer and the
fan allows this fan to be initially started with an electric
motor without back driving the steam turbine. When
steam becomes available the FW allows the steam
turbine drive to come up to speed (over any amount
of time) and automatically transfer power. When the Model FW
speeds are matched, the starting electric motor can be
turned off to save its utility cost.
Torque Range: 107 to 27,000 lb. ft. Two Speed
Conveyor Drive
Overrunning
FWW clutch coupling is used on inline mounting of creep

drive conveyor systems for low speed belt inspections or
cold weather low speed weekend creep operation. The
FWW clutch coupling is mounted between the main drive
Model FWW
and the low speed creep drive and provides for smooth
clutching when switching from one drive to the other.
Cost savings are realized at both the initial installation
because no controls are required to perform the clutching
and declutching function; and during operation because
no set-up or wear adjustments are required so that
regular maintenance costs are reduced.
Applications
Punch Press
Feed Drive
Backstopping
FSR clutches are used as a backstopping clutch on a

press feed drive by mounting the clutch on one end of the
drive roller and grounding the outer race with a torque arm.
Model FSR This installation allows the drive roller to rotate in only the
desired direction. Press feed rollers for applications using
steel and other stiff materials pulling from a coil need to
resist the material’s natural tendency to spring backwards
or re-coil.

Fan Drive
Backstopping
FB clutches can be mounted directly on the shaft of

Model FB
the fan drive and grounded with a torque arm; the
unit provides a backstop function for the fan drive.
When the fan is turned off, wind flow from other fans
in the system or the environment can cause the fan
to rotate opposite the operating direction and the FB
can eliminate this problem thereby improving the life
of the fan drive systems.
Torque Range: 2.6 to 284 lb. ft.
Cooling Tower
Fan Drive
Backstopping
HSB (High Speed Backstop) clutches are used on cooling

tower fan drives to prevent rotation in the opposite direction
from the normal driving direction. When the fan drive is off,
Model HSB wind pressure from other fans or ambient breezes can apply
sufficient force to rotate fan blades in the opposite direction.
The HSB clutch allows the fan to freely rotate in the desired
driving direction while preventing any rotation in the opposite
direction.


Applications
Bulk Handling
Conveyor Drive
Backstopping
LLH holdback clutches are mounted on the head

shaft of the conveyor, typically on the side opposite
Model LLH the electric motor and gear reducer. The LLH clutch
allows the headshaft to freely rotate in the driving di-
rection while preventing any rotation in the
opposite direction.

Torque Range: 4,000 to 700,000 lb. ft.
Pump
Backstopping
Backstopping
SB Clutches are used on fluid pumping equipment to provide a

backstopping function preventing anyreverse rotation. In a
Model SB
simple electric motor/pump drive system, the SB clutch is
mounted on the electric motor shaft with the output shaft of
the SB clutch coupled to the pump’s input shaft. The SB
clutch with a torque arm attached to the outer race allows the
pump to rotate only in the driving direction.

Torque Range: 4,000 go 700,000 lb. ft.
Conveyor Drive
Overrunning
FSO clutches are used on multi-speed, one direction only

Model FSO conveyors for non-destructive accommodation of speed
differentials in powered rollers and belt drive systems. The
FSO clutch allows the slower speed zone to over-speed
during the transitional period without back driving the slower
drive system.


Principles of Design & Operation
There is nothing new or unique about the
“Sprag, n. A piece of wood, etc. used to block the sprag principle as defined in Webster’s TER RACE
OU
wheel of a vehicle or to prevent a vehicle from roll- Dictionary. What is new and unique is the
ing backward on a grade.” advancement that Formsprag Clutch has
made to that principle in the application of NER RAC
IN
the sprag principle to overrunning clutches
E
ERRUN
(Figure 1). The very name, “Formsprag” is
DRIVE
descriptive of the product. Formsprag
OV
Clutch refined the sprag wedging princi-
ple and gave the sprag its own distinctive
shape or “form” (Figure 2). Thus the Formed
Sprag that Formsprag Clutch uses in its
clutches gave birth to the company name
“Formsprag Clutch”.
Figure 3
The form of the sprags is precisely
calculated and shaped to give the most and the contact point of the sprag against
efficient possible sprag action for an the outer race of the clutch (Figure 3).
overrunning clutch.
The line of action of the sprag is inclined
at an angle from a true radial line in such a
Clutch Design manner that it permits free relative motion
Stripped of such items as gears, splines, of the races with respect to one another in
Figure 1 bearings, oil seals and other attachments one direction, and will wedge and transmit
a Formsprag overrunning clutch consists torque from one race to the other in the
basically of a cylindrical inner race, a opposite direction of rotation (Figure 4).
cylindrical outer race surrounding it, with an Either race can be the driving member and
annular space left between the two races, either race can be the overrunning member.
and a full complement of accurately-formed The angle between the line of action of the
sprags filling the annular space between sprag and a true radial line passing through
the two races. the inner race contact point represents a
gripping angle (G.A.) of the sprag (Figure 5).
Each sprag is essentially a strut fulfilling
the dictionary definition placed between the The gripping angle is one of the most
races in such a manner that it prevents important aspects of sprag design. If the
rotation in one direction just as the tangent of the gripping angle exceeds the
wagoner’s sprag prevented backward coefficient of friction of the metals involved,
motion on his vehicle. In the overrunning the clutch will not drive.
clutch the sprag permits free and unimpeded
rotation in one direction and drives in the
opposite direction.
If one race of the overrunning clutch is

securely affixed to a grounded member
and the other race is free to be turned,
Figure 2 the free race will turn freely in one direction
but will be locked to ground in the opposite Figure 4
direction (just as the wagon was locked
to ground by the sprag used by our
ancestors). If the grounded race is
connected to a moving mechanism—rather
than to ground—then the overrunning G.A.
clutch will free-wheel and transmit no
torque to the moving mechanism in one
direction but will transmit torque to the
moving mechanism in the opposite
direction of rotation.
In theory each sprag is simply the line of

action between the contact point of the
sprag against the inner race of the clutch, Figure 5

Principles of Design & Operation
A triangle (Figure 6A) composed of the line As torque is applied, the sprag is obliged to compressive stress cover the conditions of
of action (hypotenuse), an extension of the rotate about its own center in response to a cylinder in a cylinder (Figure 8A), a
radial line passing through the inner race the torque load and within the limitation of cylinder on a flat surface (Figure 8B), and a
contact point (cotangent), and a line from the elasticity of the materials. cylinder on a cylinder (Figure 8C).
the outer race contact point normal to the
At full torque the sprag assumes the position The Hertzian equation for a cylinder on a
extension of the inner race radial line ( A)
where its cam surfaces are now contacting cylinder represents the contact between
represents the force vector -A- for a sprag.
the races at points near the opposite ends the inner race cam surface of the sprag
The tangent of the gripping angle is the
of the cam surfaces. This change in contact and the inner race of the clutch. The
load carrying component and the cotangent
point results in sprag geometry that produces Hertzian equation for a cylinder in a cylinder
( B) of the gripping angle represents the
a gripping angle such as that shown as represents the contact between the sprag
separating force or pressure against the
G.A.2 in the figure. outer race cam radius and the outer race of
race.
the clutch. Since the non-conforming
LOAD COMPONENT
If the gripping angle were to be surface condition of a cylinder pressing on a
increased (Figure 6B) and the A A A cylinder results in the greatest compressive
separating force (B) or pressure stress condition, it is this equation that is
against the race left constant, used in calculating torque carrying
RADIAL FORCE
capacities of the Formsprag

COMPONENT
the load carrying component G.A.+

( A) would be increased overrunning clutches.
proportionately. Conversely, if B G.A. B G.A.+
The Hertzian equation for a cylinder on a
the load carrying component (A)
were left constant, an increase in
gripping angle (Figure 6C) would D1 + 2R
result in a decrease in the Sc = .591 PE
D1 (2R)
pressure (B) against the races. 6A 6B 6C
An inherent characteristic of a Figure 6 cylinder is:

Formsprag Clutch sprag is the increase
Sc equals the compressive stress. P equals
in gripping angle as the sprag rotates
the separating force per linear inch of sprag
about its own center under the application As readily shown in Figure 7, G.A.2 is much
against inner race. E is the modulus of
of a torque load. The horizontal and vertical larger that G.A.1. Because of this characteristic
elasticity (30,000,000 PSI). D1 is the
displacement of the centers of the inner increase in gripping angle, the sprag geometry
diameter of the inner race and R is the
and outer cam radii produces a change in (force diagram) produces a larger load carrying
radius of the inner race cam of the sprag.
the sprag geometry as the sprag is rotated component for the same separating force
about its own center. as the sprag is caused to rotate about its Brinelling or permanent deformation of the
own center. Thus at the point of initial mating surfaces will occur in the presence
At rest, during overrunning, and at the engagement, the sprag has a very low of a Hertz stress in excess of 650,000 PSI.
instant of the initial torque engagement, the gripping angle (and very low tangent of
sprag is inclined to a position that results in gripping angle) to insure instantaneous In calculating the capacities of Formsprag
contact between the inner and outer cam engagement with no possibility of slip. Yet clutches, Formsprag Clutch uses a Hertz
surfaces of the sprag at points near one end as the sprag is subjected to load, the load stress of 450,000 PSI.
of those cam surfaces. This results in a sprag carrying ability increases as is shown by the
geometry producing a gripping angle as As shown in the equation, the stress var-
increase in the tangent of the steadily ies as the square of the pressure. Since
shown as G.A.1 (Figure 7). increasing gripping angle. the square of 650,000 PSI is twice the
The torque carrying capacity of the square of 450,000 PSI, Formsprag’s use of
Formsprag overrunning clutch is calculated 450,000 PSI as a permissible Hertz stress
from the Hertzian equations for compressive gives the Formsprag clutch an automatic
stress. The Hertzian equations for 100% safety factor on the calculations.
2R
G.A. 1
G.A. 2
8A 8B 8C
D1
Figure 8
Figure 7

Design Advantages
A sprag type of overrunning clutch delivers
more torque for any given size than can
be delivered by a roller type of overrunning
clutch or a ratchet. The ratchet (Figure 9)

is obviously limited in capacity because of

the contact between the ratchet and pawl

and a single tooth of the ratchet. In order to

keep the stresses on the ratchet-pawl and

the tooth to a reasonable level, the ratchet

must be very large as compared to the size

of either a roller clutch or a sprag type of
overrunning clutch. The ratchet is also limited

by the number of the teeth as compared to
the infinite divisions available with a roller

clutch or a sprag clutch.

Figure 11
It could never achieve the versatility of engagement at the same point will cause
the Formsprag clutch which is infinitely an indentation which in time can result in
variable in both rate and degree of index. complete loss of the wedging action and a
The roller clutch (Figure 10) can deliver the failure to transmit torque when called upon
same amount of torque in a much smaller to do so.
Figure 9 envelope than a ratchet—yet it is still much
The Formsprag clutch engages in an
larger than a sprag type of overrunning
infinite number of points on both races and,
clutch. The roller clutch must be larger than
thus, distributes the wear over the entire
a sprag type of clutch because the ramps
circumference of both races—as well as
are on one of the races rather than being a
giving an infinite number of engaging points.
part of the contour of the sprag. The space
taken by the ramps and the cage or other In other types of overrunning clutches,
energizing means for the rollers is space wear is repeatedly imposed on certain
which would be devoted entirely to sprags fixed points, such as the single tooth of the

in a sprag type of overrunning clutch. ratchet or the same spot on each ramp of

the roller clutch. In the Formsprag clutch

As a result, Formsprag clutches (Figure 11)

the sprags engage both races at constantly

can transmit a proportionately larger torque
and infinitely changing points of contact. As

for any given clutch size than a roller clutch
a result of this, as long as the Formsprag
can transmit. Although the rollers of a roller
clutch is operating, it operates precisely
clutch may engage in an infinite number of

points on one race (thus giving infinite

because the contour of each sprag allows it
to rotate to compensate for sprag wear.
divisions as does a sprag clutch), the rollers

engage always at the same point on the

ramp of the other race. This continual
Figure 10

Design Advantages
Contracting Expanding Torsional

Figure 12
Not only does the Formsprag clutch have Each sprag in every Formsprag overrun- The cam surface of each sprag in a
an infinite number of contact points on the ning clutch is independently energized. The Formsprag overrunning clutch is actually a
races for each sprag but each Formsprag sprags are energized by springs that act section of a cylinder having a diameter far
clutch also carries a full complement of upon each end of each sprag. Formsprag greater than the annular space between the
load-transmitting sprags or wedges. This Clutch has developed several different types inner and outer races (Figure 13). This
means that the load is being transmitted by of energizing springs, such as contracting results in a contact surface for the working
the maximum practical number of sprags springs, expanding springs or torsional type radii of the sprags far greater than is possible
which spreads the load more completely springs (Figure 12). In each overrunning with any other type of overrunning clutch.
over the clutch and, as a result, allows the clutch the type of energizing spring used This increased contact surface also results
clutch to deliver far more torque capacity will reflect Formsprag Clutch’s broad in lower stresses on both the sprags and
for its size than any other type of overrun- experience in the design and application the races with the result of greater resistance
ning mechanism. of overrunning clutches in the choice of a against the possibility of brinelling in the
method of energizing best suited for the presence of maximum torque loadings.
Each sprag in the Formsprag overrunning particular design of clutch.
clutch is independently energized so that it The portions of the cylinders that form the
is always in contact with both races at all In all cases, whether the spring is an cam surfaces of the sprag have their
times. Because of the fact that the sprags expanding spring, a contracting spring, or centers displaced from one another in both
are always in contact with both races, a torsional spring, the spring design energizes the horizontal and vertical planes. The
there is never any relative motion required each sprag individually without transfer of displacement of these centers results in
between the sprags and the races in motion or effect from one sprag to the next. the change in gripping angle previously
order to transmit torque. The Formsprag described and also results in a remarkable
overrunning clutch engages instantly tolerance for wear.
because the sprags are always in contact
As the sprags begin to show wear as the
and will disengage instantly. Because the
result of long periods of overrunning, they
Formsprag clutch engages instantly, there
will stand a little bit straighter with respect
is never any backlash between the races
to the radial line. The offset relationship
when torque is transmitted. There will be a
between the centers of the cam surfaces
certain amount of torsional windup due to
of the sprags results in a sprag having a
the elasticity of all materials but as long as
greater dimension across the “load corner”
the load applied remains constant, the
than across the “overrunning corner” of the
torsional windup will remain constant and
sprag. Thus as the sprag does show wear,
can be canceled out during the initial setup
it simply stands a little straighter and finds
of a mechanism.
a new portion of its cam surface which still
continues to fill the annular space between
the two races.
Figure 13 The energizing springs, of course, will keep

the sprags in contact with both races at all
times.

Design Advantages
Formsprag Clutch makes sprags in many from one sprag to the next. With all sprags PCE Positive Continuous
different cross sections (Figure 14). The in uniform engagement at all times, the Engagement Retainer Assembly
D-shape cross section (Figure 14A) is used load is evenly distributed. The free action
in clutch designs that do not require a principle also distributes wear evenly for a The Formsprag PCE (Positive Continuous
Sprag retainer such as the model FS-04s. minimum of wear on all components. Engagement) design prevents sprag roll-
The other Sprag cross sections (Figures over from momentary torque overload, yet
14B, 14C and 14D) are used with a Sprag does not interfere with normal retainer
Retainer. These have been developed to engagement or overrunning. It possesses
meet every conceivable type of overrunning, all the avantages of Formsprag Free-Action
indexing, and backstopping (holdback) operation.
application specifications.
The patented PCE retainer was originally
To bring the sprag clutch to the current developed to meet the demands of high
state of the art, Formsprag Clutch performance aircraft and helicopter
recognized the advantages of using some applications. The PCE design provides
type of sprag retainer as far back as 1954. 14A 14A 14B 14B 14Creliable
14Cperformance,
14D even
14D under extremes
Formsprag Clutch’s first approach was to of torsional vibration and severe transient
utilize a double cage arrangement based on overload. PCE retainers are now available
the assumption that the double cage would for a wide range of applications.
phase all sprags into or out of engagement
in unison. This approach was pursued and
double cage retainer was developed,
prototyped, and patented by Formsprag
Clutch. Because of the preliminary work
with this initial design, it was learned that
it was necessary to give sprags freedom
within the annular space
14A to assure that
14A 14Ball 14B 14C 14C 14D 14D
sprags were operative at all times. The
current design offered by Formsprag and Figure 14
Stieber apply this principle, with the
exception of the Stieber DC.
The Stieber DC “double cage” retainer

design (figure 15) all sprags are obliged to
move in unison to ensure simultaneous
engagement and lock up while maintain-
ing sufficient clearance within the cages
to allow for eccentrics between the races.
Thus in the presence of run out which
occurs even in the most precise
mechanisms positive lockup is achieved
with simultaneous sprag engagement.
In addition, it was learned that in order

to control sprag wear and hence prolong
clutch life, it was desirable to have the Figure 15
sprag pivot about a point as close to the
outer race as possible. This early program
led to the current Formsprag Clutch “free
action” retainer.
In the Formsprag Clutch “free action”

retainer (Figure 16) all sprags are permitted
to have free and independent action.
During overrunning this allows each sprag
independently to adapt itself to any
variations in annular space caused by
runout or by foreign matter which may
inadvertently get inside the clutch. Since
Figure 16
each sprag operates independently, it
cannot transfer the effects of variations

Formchrome Sprags
Micro-photo (500 x) showing chro-

mium-carbide wear surface (1500
Vickers 75 Rc) of Formchrome sprags.
Chromium is diffused into high-carbon
alloy steel sprag (62Rc)
Figure 17
Wear is one of the unwanted design The base metal used in Formchrome sprags Chromium diffused into the base metal
characteristics built into any moving is SAE-52100 steel. The chromallizing of forms a chromium-carbide alloy with the
mechanism, and the problem is to alleviate this high carbon content steel results in a carbon steel base and thereby becomes
this condition as much as possible. Wear chromium-carbide surface that has extreme integrally fused. The surface alloy formed
is a particularly important factor in the life of hardness (Figure 17). Sprags are heat treated falls into the general group of high
an overrunning sprag clutch, because the after the chromallizing so that the surface chromium steels.
sprag geometry must be preserved if clutch hardness of approximately 75 Rockwell C
In applications subjected to torsional
life is to be prolonged and proper performance (1500 Vickers) is backed up by a hard steel
vibrations, strong energizing is needed to
secured. The sprags used in Formsprag core of 61-63 Rc. Thus, the sprags not only
resist the effects of the vibrations. In some
clutches have wear tolerance built into have unusual wear qualities, resistance to
applications, strong sprag energizing is
them as a feature of the Formsprag Clutch abrasion and corrosion, but they also have
required to separate a viscous-oil film at
design. unusual strength characteristics throughout
below freezing temperatures.
their entire cross section.
The inherent tolerance for wear can be
Stronger energizing is required under
increased through the chromallizing process Chromallizing is not a plating process, but it
these conditions so that sprags will properly
used on “Formchrome” sprags. The is an alloying of two metals. Instead of
engage the races. The hard Formchrome
chromallizing process diffuses chromium into depositing chromium on the surface of the
surface permits the use of strong energizing
the surface of the high carbon steel sprags metal, Formchrome is alloying chromium
springs with minimum wear. Also, the
to form chromium carbides. Chromallizing is with the base metal to form a chromi-
Formchrome sprags have the durability to
the first and only method that allows um-carbide surface layer. The presence
withstand high spring energizing pressure
Formsprag Clutch to achieve high “super of this hard chromium-carbide alloy in the
during overrunning in warm months, or in
hard” sprags at a practical and economical sprag surface enhances abrasion resis-
the winter after the clutch has warmed up
level. tance, which is an important factor when
and the oil is thinner or less viscous.
Formsprag clutches are overrunning.

Other Types of Clutch Designs
Roller
Roller Clutch
The roller clutch (Figure 18) like Formsprag circumference, reducing to a

Clutch, also employs a wedging principle. comparative few the number of rollers
which can be used, compared to the

However, the wedging action is obtained by
causing a roller to wedge between a ramp number of sprags in the same diameter.
and either the inner or outer race. While the Formsprag clutches can therefore transmit
a proportionately larger torque for any given
roller may engage at an infinite number of
points on the race, it always engages at the clutch diameter, again making a more

same point on the ramp, eventually causing compact, more efficient installation
an indentation which prevents the wedging (Figure 20).

action. In the roller clutch, each ramp

requires a relatively large segment of
the race
Figure 18
Ratchet & Pawl

Ratchet and Pawl
The ratchet and pawl (Figure 19) is the Formsprag Clutch, which is infinitely
oldest and most common device for variable in both rate and degree of index.
indexing and backstopping. It is severely Also, the full torque-carrying capacity of the
limited by the pitch of the teeth, and by complete complement of sprags is always
centrifugal forces acting on the pawl. To operating, regardless of the degree or rate
reduce motion, tooth pitch must be of index, whereas the ratchet and pawl
reduced; this makes a weaker tooth, with device imposes the full torque load on one
resultant low torque capacity. The effect tooth for each pawl. One Formsprag clutch
of smaller tooth pitch can be obtained by will cover the full range of many different
using multiple pawls, but this makes a more sizes of ratchet and pawl assemblies, and in
complex, cumbersome installation. It can a much smaller assembly (Figure 20).
never achieve the versatility of the
Figure 19
Ratchet & Pawl Clutch
Formsprag
Overrunning Clutch
Roller
Clutch
Figure 20

Other Types of Clutch Designs
DC Sprag Retainer (extreme pressure) additives.

Double Cage Retainer
Assembly • The improved Sprag cam geometry has
The double cage retainer was
been designed to allow the DC clutches
DC (double cage) Sprag retainer developed to provide full phasing through
to operate with looser
assemblies have been used in the use of two cage retainers
concentricity tolerances. The allowable
industrial markets for over 20 years. The to synchronize the movement of the full
TIR value has been increased by 33%
initial designs were dictated by Sprag complement. The outer cage
over original designs.
the demands of the automotive controls the sprags near the point of
industry for which they were originally • The cross sectional thickness of the DC contact with the outer race and the inner
developed. Since that time, many unique Sprag has been increased to cage controls the sprags near the point of
designs for the industrial provide improved Sprag fatigue life. contact with the inner race. The
market have been developed. The basic advantages are:
• DC Sprag can be provided with
design includes the following compo- “Formchrome” to extend the wear life in • Full phasing of all the sprags,
nents: the most demanding high speed or con- assuring the same design
tinuously overrunning applications. engagement angle.
Sprags • A robust design, providing easier

Outer Race Sprag handling and reducing problems when
The enhanced design of the DC Sprag being assembled into the
results in giving the clutches more races.
flexibility in lubrication and mounting
than many other designs. On the • Longer wear life, through heat
surface the latest generation of treatment/hardened cages.
DC clutches looks much the same as
previous generations but there are major
technical improvements Ribbon Energizing
incorporated. The ribbon spring has been designed
• The DC Sprag gripping angle has been to provide constant and independent
developed to provide a more stable Sprag energizing over a wide range of op-
initial engagement so that the sprags Double Cage Ribbon erating conditions.
will not slip during the Energizing Inner Race
Retainer • The energizing is designed to work with
transition between overrunning Spring all types of lubrication including EP ad-
and driving modes. This results in a ditives.
robust design that reduces possible
Sprag popping under extreme
operating conditions.
• The DC Sprag design is compatible
with all current lubricants used in
power transmission equipment
including those containing EP

Clutch Bearings
Formsprag Clutch ball bearing clutches are Condition #1
able to carry both radial and thrust loads. Load (A)
Often it is necessary to check the radial
loading of the bearings for an application
where the clutch is subjected to radial loads
imposed by drive chains, gears, sprockets
or V-belts. The radial loads imposed by high
tension, multi-V belts are particularly high.
The load that can be applied to a ball

bearing clutch is dependent upon the
bearings used in the clutch and the
recommended bearing load rating as
specified by the bearing manufacturer.
Condition #1 has force or Load (A) in center of clutch between the two ball bearings.
Table 1 gives the Maximum Permissible
(See Table 1)
Load (lbs) for radial and thrust conditions
for Formsprag Clutch ball bearing clutches
sizes 300 through 1027. These loads are Condition #2
based upon a calculated L-10 bearing life of
Load (B)
10,000 hours (50,000 hrs avg. bearing life).
Higher loads are possible at lower speeds.
Condition #1 (A) is the Maximum

Permissible Load (lbs) for radial loads
centered between the bearings.
Condition #2 (B) is the Maximum

Permissible Load (lbs) radially applied
above the end face of the clutch.
Condition #3 (C) is the Maximum D

Permissible Load (lbs) radially applied
which can be offset or overhung from the
end of the clutch.
Example: Determine the Maximum

Condition #2 has force or Load (B) exerted on clutch bearings at end of clutch. Distance
Permissible Load (C) that can be radially
“D” is the distance from the centerline of the ball bearing nearest the load to end of clutch.
applied to a stub shaft adapter 10 inches
(See Table 1)
from the end of a FSO-700 clutch.
Using the formula: Condition #3

Load (C) = (A) (L)
2 (d + D + L)
Load (C) = 2520 x 3.060

2 (10 + .925 + 3.060) Load (C)
Load (C) = 276 lbs
L-10 bearing lives for loads and speeds

other than those listed in Table 1 for each
clutch may be calculated by using the
L D d
following formula;
() ( )
(L-10)0 = A 3 x N x 10,000
X0 N0 Condition #3 has force or load applied “d” distance from face of the clutch. (To be
determined by individual application.) To calculate the Maximum Permissible Load (C) a
distance “d” from the clutch face, use the following equation:
(A) (L)
Load (C) =
2 (d + D + L)
(Refer to Table 1 for values of A, D and L)

Clutch Bearings
Table 1
Maximum Permissible Load Thrust Max
Cond. Cond. Cap. @ O/R
Clutch #1 (A) #2 (B) D L Max. O/R Speed
No. lb lb in in Speed lb RPM
Radial Load FSO-300 452 165 .516 1.381 226 3600
FSO-400 450 151 .675 1.376 225 3600
FSO-500 755 275 .745 1.990 378 3000
FSO-600 1248 437 .836 1.950 624 2400
FSO-700 2520 968 .925 3.060 1260 2000
FSO-750 2040 755 1.247 3.550 1020 1800
FSO-800 2555 944 1.251 3.542 1277 1500
FSO-900 3030 1134 1.257 3.740 1515 1350
FSO-1027 500 51 1.446 3.355 0 1100
HPO-720 2196 837 .925 2.96 1098 3000
HPO-750 1795 663 1.247 3.53 897 2600
FS and HPO-800 2273 840 1.251 3.55 1136 2100
FSR Series HPO-900 2712 1014 1.257 3.73 1356 1850
HPO-1027 639 230 1.446 3.72 319 1500
Figure 25
where: (L-10) is the new L-10 life in hrs. Answer: The new maximum permissible Table 2
radial load that can be applied is 2942 lbs.
X 0 is new load in lbs. Radial Load Max O/R
The clutch thrust capacity at Max. O/R Clutch Bore Capacity Speed
A is load from Table 1 in lbs. speed given in Table 1 is the Maximum
No. (Ref.) (lbs) Inner Race
(note: B and C can be used in RPM
permissible load applied in an axial FS-02 .250 12 3450
place of A for Conditions #2 direction to the end of the clutch. The
and #3 as required). FS-04 .375 15 2800
clutch thrust capacity listed in Table 1 is
FS-04 .500 15 2800
N is overrunning (O/R) speed from without any radial load applied to the clutch.
For applications that have both thrust and FS-05 .625 30 1800
Table 1.
radial loads consult Formsprag Clutch FSR-3 .375 40 1950
N 0 is new O/R speed. engineering. FSR-3 .500 40 1950
Example: Determine the maximum FSR-5 .500 45 1950
Formsprag Clutch sleeve bearing clutches,
permissible load that can be radially applied models FS-02 through FSR-16, are FSR-5 .625 45 1950
between the bearings of a FSO-750 with equipped with oil-impregnated bronze FSR-6 .750 70 1950
an overrunning speed of 600 RPM that will bearings (Figure 25). The bearings are FSR-8 .875 110 1650
result in a L-10 bearing life of 10,000 hours. designed to provide proper support for FSR-8 1.000 110 1650
radial loads imposed on the clutch hubs, FSR-10 1.125 130 1250
Since the load is applied between the
however, they are not designed to accept FSR-10 1.250 130 1250
bearings the value (A) for Condition #1 is
axial loads.
used for this calculation. Also, because the FSR-12 1.375 190 1150
bearing life is 10,000 hours, the new L-10 Table 2 gives the radial load capacity for FSR-12 1.500 190 1150
remains at 10,000 hrs. each sleeve bearing model. The bearing FSR-14 1.625 250 950
capacity shown is rated at the maximum FSR-14 1.750 250 950
Using the bearing life formula:
overrunning (O/R) speed of the inner race
FSR-16 1.875 260 950
(L-10)0 = A x N x 10,000 for each clutch model.
( ) ( )
3
FSR-16 2.000 260 950
X0 N0
Higher radial loads are possible at lower
Substituting values into the equation: speeds. In such cases please consult
Formsprag Clutch engineering.
( ) ( )
10,000 = 2040
X 0
3 x 1800
600
x 10,000
X03 = 20403 x 1800 x 10,000

600 10,000
X0 = 3 2040 3 x 3 x 1
X0 = 2942 lbs

Torsional Windup
FS series windup curves
An unworn, or undamaged Formsprag FS-02 Windup Curve

6
Clutch will never slip in the driving direction.
The sprags are always held in contact with 5
both races, and do not have to move in
Windup (Degrees)
4
order to drive. Because of this, the
assumption of drive is instantaneous. 3
This is of particular importance in indexing
applications where instantaneous response 2
is essential for accurate indexing. 1
Although the Formsprag Clutch will not slip 0

when load is applied, there will be a certain 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
amount of torsional windup due to the Torque (Pound-Feet)
elasticity of the parts. This windup is
FS-04 Windup Curve
always directly proportional to the load, 6
and is a constant for any given load. Since
the windup is a constant, it may easily be 5
cancelled out in the initial setup. The following

Windup (Degrees)
curves show the torsional windup for 4
standard catalog overrunning clutches

3
under varying torque load conditions.
Curves of similar slope are applicable to 2
all sizes of Formsprag clutches.
1
0
0 5 10 15
Torque (Pound-Feet)
FS-05 Windup Curve

5
4
Windup (Degrees)
0
0 5 10 15 20 25 30
Torque (Pound-Feet)

Torsional Windup
FSR series windup curves
FSR-3 Windup Curve FSR-10 Windup Curve
7 7
6
6
Windup (Degrees)
5
5
Windup (Degrees)
3
4
2
3
1
2 0
0 100 200 300 400 500 600 700
1 Torque (Pound-Feet)
0
0 5 10 15 20 25 30 35 40
Torque (Pound-Feet)

10 7
9
6
8
Windup (Degrees)
7 5
Windup (Degrees)
6
5 4
4
3
3
2 2
1
1
0
0 20 40 60 80 100
0
Torque (Pound-Feet) 0 200 400 600 800 1000 1200 1400
Torque (Pound-Feet)

8 6
7 5
Windup (Degrees)
6 4
Windup (Degrees)
5 3
4 2
3 1
2 0
0 200 400 600 800 1000 1200 1400 1600
1
Torque (Pound-Feet)
0
0 50 100 150 200 250 300
Torque (Pound-Feet)

7 6
5
Windup (Degrees)
6
4
5 3
Windup (Degrees)
2
4
1
3 0
0 200 400 600 800 1000 1200 1400 1600 1800
Torque (Pound-Feet)
2
0
0 100 200 300 400
Torque (Pound-Feet)

Torsional Windup
FSO/HPI series windup curves
Series-300 Windup Curve Series-700 Windup Curve

8 6
5
7
Windup (Degrees)
4
6
3
Windup (Degrees)
5
2
4 1
0
3
0 1000 2000 3000 4000 5000
Torque (Pound-Feet)
2
0
0 50 100 150 200 250
Torque (Pound-Feet)

7 6
5
Windup (Degrees)
6
4
Windup (Degrees)
5
3
4
2
3
1
2 0
0 1000 2000 3000 4000 5000 6000 7000
1 Torque (Pound-Feet)
0
0 50 100 150 200 250 300
Torque (Pound-Feet)
Series-500 Windup Curve 6

Series-800 Windup Curve
7
6 5
Windup (Degrees)
Windup (Degrees)
5 4
3
4
2
3
1
2
0
1 0 2000 4000 6000 8000 10000 12000
Torque (Pound-Feet)
0
0 200 400 600 800 1000 1200
Torque (Pound-Feet)

6 6
5
5
Windup (Degrees)
4
Windup (Degrees)
4
3
2 3
1 2
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 1
Torque (Pound-Feet)
0
0 2000 4000 6000 8000 10000 12000 14000 16000 18000
Torque (Pound-Feet)

Overrunning Applications
Definition Service Factors When torsional or linear vibration is present,
use a FSO series clutch and increase the
An overrunning application is one in which The torque capacity shown for all service factor at least 50% (multiply by 1.5).
neither race is permanently grounded. At standard catalog model Formsprag For severe vibration, a greater service factor
various times during the operation cycle, Clutch overrunning clutches is based on increase is necessary. To conform with
both races will be rotating (Figure 26). a steady state load gradually applied and coupling manufacturer’s recommendation,
without shock or pulsation. When applying use a minimum service factor of 1.5 on all
the clutch to overrunning applications, the Clutch Couplings.
torque should first be established on the
basis of the torque absorbed by the driven The use of an internal combustion engine
mechanism if this information is known. If with an overrunning clutch drive will
not known, the torque can be determined complicate the selection of a service factor.
from the standard torque equation— Whereas an electric motor or turbine
produces a steady non-pulsating flow of
T = HP x 5250 power to the driven mechanism, an internal
RPM combustion engine inherently will produce
T = torque, lb. ft. a pulsating load of power. The fewer the
cylinders—the greater the pulsation and
HP = horsepower at the therefore the higher the service factor that
clutch location must be used with internal combustion
engines. (Clutch couplings require higher
Figure 26 RPM = revolutions per min.
service factors than clutches alone. The
This equation gives the torque at the higher factors are needed to protect the
clutch under a steady load condition at the flexible coupling elements against the
This class of application is typified by particular speed and horsepower used in effects of fatigue.)
standby and compound drives. For the equation. Since the equation does not
example, a steam turbine and a standby Four cylinder or 2 cycle engines:
take into consideration the type of load or
electric motor may be connected to a single Clutch—4.0/Clutch—Coupling—6.0
method of load application, a service factor
driven shaft through overrunning clutches. should be applied to the result in order to Six cylinder engines:
The shaft can then be driven by either the get the design torque which will be used in Clutch—3.0/Clutch Coupling—5.0
turbine or the motor or both, with no further making the clutch selection.
modification of the installation. The turbine Eight cylinder engines:
drive clutch automatically engages when In overrunning applications the service Clutch—2.0/Clutch Coupling—4.0
the turbine starts to drive, but automatically factors may vary from 1 to 6 depending
overruns when the load is transferred to the upon the nature of the application and the Service factors should be compounded if
electric motor. type of loading. an internal combustion engine is used with
a pulsating type of load. For example, a
Steady load, gradually applied—no shock— pulsating load with a pump which normally
1.0 requires a service factor of 1.5—when
driven by a two cycle engine which requires
Steady load, applied through chain or gears
a service factor of 4—would call for a
(minor shock) 1.5
service factor of 6.0 at the clutch
Pulsating loads such as fans, blowers, (1.5 x 4.0 = 6.0).
pumps, conveyors, etc. 1.5
Critical applications such as hoists, or

personnel safety—2.0 to 3.0
Machine tools—arbitrary for long machine

tool life—3.0 to 4.0
High torque motors, heavy shock

applications such as jogging duty—5.0
to 6.0

Relative Overrunning Speeds A. Inner race rotating with outer race C. Both races rotating but in opposite
rotating at a faster speed in the same directions. In this case each race
The maximum overrunning speeds shown direction. In this case the outer race is overrunning and the relative
in the Formsprag Clutch catalog are the would be overrunning the slower overrunning speed is the sum of the
maximum speed for the race shown with moving inner race. The relative overrun speeds of both races.
the other race presumed to be stationary. speed would be the speed of the inner
In applications where both races are The curves on the following pages
race subtracted from the speed of the
rotating during the overrunning cycle, show the relative overrunning speeds
outer race.
there will be a relative overrunning for clutch models FSR 6, FSR 14 and
condition. This condition will fall into B. Outer race rotating with inner race FSR 16, also FSO 400 and FSO 700.
one of three categories: rotating in the same direction at a As shown on these curves, the relative
higher speed. In this case the inner overrunning speed for all three
race would be overrunning the slower conditions described above may be
moving outer race. The relative picked from the curves.
overrunning speed would be the
speed of the outer race subtracted
from the speed of the inner race.
Category: C Category: A
Races rotating in opposite directions with O.R. at 400 RPM. Both races in same direction with O.R. as O/R member
Then I.R. may run at any speed up to 1020 RPM. (1020 + at 800 RPM. Then I.R. may run at 600 to 800 RPM.
400 = 1420 max. relative speed) (Beyond 800 RPM I.R. would drive O.R.)
For O.R.>1200 RPM
I.R. = O.R. – 50 RPM
12
10
8
m
6 imu
Min
um
M axim 4
Note
Inner race would
be driving outer
2 race on this side
of zero line.
0
20 18 16 14 12 10 8 6 4 2 2 4 6 8 10 12
2 Inner Race RPM
Outer Race RPM (100’s)
Max 4
imum
ne
Li 6
ro
Ze
8
Note
Outer race would 10
For O.R.>1200 RPM be driving inner
I.R. = O.R. – 50 RPM race on this side 12
of zero line.
Category: B Relative Over-run Speeds

Both races in same direction with O.R. at 400 RPM and I.R. Select outer race speed first and use curve to find limit of
as O/R member. Then I.R. may run at 400 to 1820 RPM. inner race speed.
(Below 400 RPM O.R. would drive I.R.) (1820 - 400 = 1420
Plotted values are for maximum or minimum inner race
rel.)
speeds as noted on curve.
Area inside curve covers safe relative over-run speeds.

Outside of curve the relative speeds are too high.
Outside of zero line clutch would drive as noted and
The relative overrunning speed curves on the following page no overrunning would occur.
are typical curves for plain bearing clutches and ball bearing
clutches. All relative overrunning curves have a similar
configuration. Curves for sizes FS-02 through FSO-700 are
available upon request.

Relative Overrunning Speeds
Relative Over-run Speed Relative Over-run Speeds

FSR-6 FSO-400
14
12 15
m
10
ni mu
Mi
8 10
um
im
Min
For O.R. = 1400 - 1600 RPM
6 I.R. = O.R. – 150 RPM m
u
um For O.R. > 1600 RPM Maxim
xim 4 I.R. = O.R. - 50 RPM 5
Ma
2
0 0
16 14 12 10 8 6 4 2 2 4 6 8 10 12 30 25 20 15 10 5 5 10 15
Inner Race RPM (100’s) Inner Race RPM (100’s)
2
ne ne
Li Max Li

4 imu 5
ro m r o
Ze Ze
M
6
ax
im
8 10
um
For O.R. = 1400 - 1600 RPM 10

I.R. = O.R. + 150 RPM
For O.R. > 1600 RPM 12 15
I.R. = O.R. + 50 RPM
14
Relative Over-run Speed Relative Over-run Speeds

FSR-14 & FSR-16 FSO-700
6 For O.R. > 400 RPM

6
I.R. = O.R. – 50 RPM um
5 5 nim
Mi
4 4
3
m imum 3
m in imu Max
u 2 M
axim
2
M
1 1
0 0
7 6 5 4 3 2 1 1 2 3 4 5 6 10 9 8 7 6 5 4 3 2 1 1 2 3 4 5 6
Inner Race RPM (100’s)
1 1
Ma
xim ne ne
um Li 2 Li 2
r o ro
Ze 3 Ze 3
Ma
xim
4 um 4
For O.R. > 400 RPM
I.R. = O.R. + 50 RPM
5 5
6 6

Selection Considerations 4. Mounting considerations, such as 2. The following amounts of lubrication
vertical position or exposed locations are recommended:
The initial tentative selection of a Formsprag will call for special attention when
Clutch overrunning clutch will be based on Indexing Applications—7/8 FULL
installing a clutch. In cases where the
three considerations: clutch is mounted on a vertical shaft, Overrunning Applications—HALF-FULL
1. Design torque including service factors the use of grease lubrication has been
found to give better results than the Holdbacks and Backstops—HALF-
2. Overrunning speed and member standard oil lubrication. In such cases, FULL
oil would tend to flow away from
3. Shaft size Caution:
the upper bearing and leave it dry— Do not use lubricants of the E.P. type
Before accepting the initial tentative whereas grease because of its heavier (Extreme pressure characteristics) or
selection as the final selection for the body and tendency to adhere to those containing slippery additives. Fill to
application, the design as a whole should surfaces will remain on the upper recommended level.
be considered for its possible effect upon bearings and keep them lubricated.
the choice or application of the overrunning 3. Use Mobil DTE Heavy-Medium oil for
In exposed locations extra sealing temperatures +20° to 150°F.
clutch.
provisions may be necessary and
The following aspects of the design as a extra lubrication provisions may also When ambient temperature is below
whole should be considered in arriving at be necessary in order to protect the +20°F., use Mobil Gargoyle Arctic “C”
the final clutch selection: internal members of the clutch. In Heavy to -10°F.
all cases of critical mounting
1. Location—where the design as a For temperatures of -10°F. to -40°F.,
requirements, please refer to the
whole permits the choice of location consult Formsprag Clutch.
factory before making the final
for the clutch, all possible locations selection. 4. Grease Lubrication—For FS, FSO and
should be reviewed for the effect upon
LLH use Lubriplate Low Temp (Fiske
clutch operation at each location. In
general a location calling for the lower
Lubrication Bros.). For HPO 720 – 1027 use
Mobilith #21: Fill until grease flows
overrunning speeds will call for higher Adequate provision for lubrication (oil holes freely from around seals in both end
torque and larger shaft size and, hence or grease fittings) is provided on all caps.
a larger clutch. Conversely, a smaller clutches.
clutch can be used on a lower torque, 5. When ball bearing clutches are
smaller bore size application at the 1. The following types of lubrication are mounted vertically, use grease
expense of a higher overrunning recommended. lubrication to assure adequate
requirement. Lubricated Oil Grease lubrication of top bearing.
for Life
Select an FSO clutch for both inner For additional information on clutch
FS-02 *FSO 300/700 *FSR 5/16
race and outer race overrunning maintenance, contact Formsprag Clutch
conditions if at all possible. If the FS-04 *HPI 300/700 FSO 750/1027 or visit our website.
application, however, requires outer FS-05 *FS 750/1027 HPO 720/1027
race overrunning but the outer race
FSR-3 HPI 750/1027
overrunning speed exceeds the
catalog limit of an FSO, then select *FSA 1051/5000
an AL, GFR or HPO clutch design. FSD 27/300
2. The design as a whole should be *LLH 700/5000
reviewed for the possible presence of CDS 600 & 700
axial and/or thrust load requirements
CDU 500/1051
imposed upon the bearings within the
overrunning clutch. When such HSB 400/1027
bearing load conditions do exist, the
* If a clutch in the field is to be converted
bearing capacities should be reviewed
from oil lubrication to grease lubrication the
based on the information given
clutch should be returned to Formsprag
elsewhere in this manual.
Clutch for proper installation of grease
3. If the design as a whole imposes seals. Also, it should be noted that if a
differential or relative overrunning customer requires grease lubrication when
speeds on the clutch, these speeds ordering a new clutch, this should be so
should be reviewed and compared specified on the purchase order so that
against the maximum permissible grease seals may be properly installed.
speed shown on the relative Grease lubrication is satisfactory for
overrunning speed curves. ambient temperatures +20° to 150° F.

Flushing Centrifugal Throwout Designs C/T Overrunning Drag Torque
Sprags
1. Oil lubricated clutches should be In an overrunning clutch the drag torque is
flushed periodically every six months Special designs for overrunning clutches listed as resistance after run-in in the
with mineral spirits such as Mobil include designs which are “tailor made” product catalog No. P-956. The clutch
Solvasol or equal. Do not use carbon to suit a specific application and clutches drag is a result of the additive values of seal
tetrachloride. Flush more often if clutch which are modifications of standard catalog drag, bearing drag and sprag energizing
is subject to severe operation or items. In either category, centrifugal throw- drag. The drag (resistance after run-in)
abrasive dust. out construction “C/T” is available to permit torque values are listed for each model
high speed overrunning with the outer race and series in their respective catalog. New
2. Flushing Procedure: Fill clutch with
as the overrunning member. With centrifu- clutches will have a higher drag torque at
mineral spirits and operate for 5 to 10
gal throwout construction the C/T sprags first, but after 12 to 24 hours of overrunning
minutes, then drain and relubricate.
are lifted completely clear of the inner race at standard motor speeds will reduce to
3. Grease lubricated clutches do not so that no rubbing occurs catalog listed values.
normally require flushing. When clean during overrunning. As a result, the
When a clutch is overrunning the drag
grease is pumped in, old grease is overrunning speed is limited only by the
torque is exerted generally on the lower
forced out through seals. speeds permissible on the bearings, and
speed race and any attached drive
overrunning wear can occur only during the
4. Clutches which have been out of use components.
brief transition periods before the sprags lift
for six months or longer should be clear of the inner race during overrunning.
flushed to remove any wax or gum
formation resulting from vaporization The C/T retainer assemblies are designed
of old lubricant. for higher speed overrunning and lower
speed drive conditions. C/T sprag retainers
are available in all model sizes for the Series
Special Design Advantages
FS and FSO 300 through 1051. Models 300
While the wide range of sizes and through 700 are available with the PCE and
capacities covered by Formsprag Clutch’s C/T sprag combination.
catalog line of clutches will cover
Formsprag Clutch’s years of research and
substantially all industrial needs, it is
development in this specialized field, are at
sometimes necessary to design and build
your service to help solve all special
clutches to meet specialized requirements.
overrunning clutch applications. In many
Special designs can also take advantage cases a standard clutch can be adapted to
of a self contained lubrication system or a special use. You can be sure of a clutch
lubricant contained within the customer’s that will meet your exact requirements,
machine. In such cases, lubrication could simply by supplying the following
be introduced through the inner race or information:
through clutches assembled without seals
1. Overrunning speed required
to permit a free flow of oil through the
clutch. The increased quantity and flow of 2. Desired torque capacity
lubricant in such cases would greatly
increase the life of the clutch during 3. Method of lubrication
overrunning periods. Such improved 4. Which race will overrun
lubrication facilities will also permit a clutch
to operate at much higher speeds than it 5. Any special features you need
could as a standard self-contained item.

Clutch Couplings
In all sizes except the FWW series, the clutch can be combined with either of
two sizes of couplings. A high capacity coupling for applications demanding
greater ruggedness and imposing higher operating loads, or a more economical
unit for operating loads that are light and where bore size becomes the
controlling factor in the selection of the coupling portion.
Light load applications should be selected on the basis of bore size. Torque
requirements should determine the choice for heavy duty installations.
Figure 27
Formsprag Clutch Couplings

A clutch coupling is required when two In dual drive applications the clutch drag motor bearings due to vibration. If the
shafts are coupled end-to-end and an (resistance after run-in) torque should be possible rotation of the unpowered motor
overrunning provision is required in the compared to the unpowered drive motor is a problem, then a small brake will be
installation. An overrunning clutch can not drag torque to determine if the unpowered required. The brake torque rating should
accept any angular or parallel misalignment motor will rotate (due to the drag difference). be sized larger than the clutch drag
and therefore requires the use of a coupling. Slow rotation of the drive motor may be (resistance after run-in).
A clutch coupling is a Formsprag desirable to prevent false brinelling of the
overrunning clutch combined with a Formsprag-Gear Clutch Couplings
flexible coupling into a complete unit.
The Formsprag catalog model clutch FW Series

couplings consist of the Formsprag The FW Series clutch coupling is designed
overrunning clutch, an adapter plate and a for INNER RACE OVERRUNNING. Mount
disc coupling (Figures 28, 29 & 30). In the clutch half of the unit on the driven
series FW-403 through FW-1018 the shaft.
Formsprag FSO-400 through FSO-1027
clutch is used in connection with the disc
couplings. In series FWW-420 through Figure 28
FWW-755 the Formsprag FSO-400 through
FS-750 clutch is used with two single flex
couplings, one on each side of the
overrunning clutch. FW C/T Series
The disc coupling has the following The FW C/T Series clutch couplings
features: are designed for OUTER RACE
OVERRUNNING. Mount the clutch half
All metal construction, no wearing parts,
of the unit on the driving shaft.
no lubrication, wide temperature range,
high torsional stiffness, no backlash, ac-
cepts limited axial movement and provides
Figure 29
smooth and constant rotational velocity.
FWW Series
The FWW Series clutch coupling is
designed for INNER RACE OVERRUNNING.
Mount the driving coupling on the driving
shaft and the driven coupling on the driven
shaft. The clutch and adapter are then
mounted with the adapter connected to the
Figure 30
driving coupling.
Note: Mounting is reversed for C/T Series.

Clutch Couplings
CK Series
Service Factors
Although not carried as a catalog standard
item, the Formsprag-Gear line of clutch In the Formsprag Clutch catalog line of Accumulate service factors if internal
couplings is available. These consist of a clutch couplings the service factor combustion engine is used with a pulsating
Formsprag Clutch overrunning clutch, an requirements are based on the service load.
adapter plate, and a modified Gear factors required by the coupling portion of
Example: Pump driven by a 2 cycle engine
coupling, CK series (Figure 31). the unit.
– 6.0
The Formsprag-Gear clutch coupling is Minimum service factor for any clutch
Use minimum service factor of 1.25 on
available from sizes 700 through 1027. In coupling — 1.5
all Formsprag-Gear clutch couplings.
all cases these are designated by the prefix
Pulsating loads such as compressors, Following is a brief listing of some typical
CK. Following is a tabulation of the
bucket elevators, and pumps — 2.0 service factors to be used with this line.
Formsprag clutch and Gear coupling
combinations which are available: Heavy pulsating loads such as forced draft Minimum Service Factor 1.25
Gear fans — 2.5
Compressors, Pumps, etc. 1.5
Formsprag Coupling
Heavy variable loads such as induced draft
Model Clutch (Type DE) Forced Draft Fans 2.0
fans and kilns — 3.0
CK-700 FSO-700 3 1/2 AF
Induces Draft Fans 2.5
Four cylinder or 2 cycle engines:
CK-750 *750 4 AF
Clutch — 4.0/ Clutch Coupling — 6.0 4 Cylinder Engines 5.0
CK-750 *750 4 1/2 AF
Six cylinder engines: 6 Cylinder Engines 4.0
CK-800 *800 4 AF Clutch — 3.0/Clutch Coupling — 5.0 8 Cylinder Engines 3.0
CK-800 *800 5 AF Eight cylinder engines:
CK-900 *900 4 1/2 AF Clutch — 2.0 /Clutch Coupling — 4.0
CK-900 *900 5 AF
CK-1027 *1027 5 AF
CK-1027 *1027 5 1/2 AF

* FSO, AL or GFR Series may be used depending on
the overrunning requirements of the application.
Note that on sizes 750 through 1027 two

different coupling sizes are available for
each clutch size—a high capacity coupling
for applications demanding maximum
torque capacity and a smaller more
economical unit for the operating loads
that are light and where bore size becomes
the controlling factor in the selection.
The Formsprag Clutch CK series is also

comprised of an FSA-1051 through
FSA-5000 clutch and a suitable gear
coupling to provide a torque range of
38,000 lb.ft. to 500,000 lb.ft. Consult
Formsprag Clutch with application details.
Figure 31

Indexing Applications
Consideration of Actuators
Indexing mechanisms may be operated Non-harmonic motion is characterized b a
by many different means but the operating very abrupt acceleration from zero to full
means can be divided into two main speed unlike the curve given by harmonic
categories: harmonic motion and motion. This is shown in Figure 35.
non-harmonic motion.
Curve No. 2
Harmonic motion is characterized by Full
smooth acceleration from zero to full
Speed
speed followed by smooth deceleration
back to zero as shown in Figure 33.
Curve No. 1
0
Full Time
Speed
Figure 35
Figure 32
Non-harmonic motion is imparted by
In this type of application, reciprocating 0
Time hydraulic or pneumatic pistons. The piston
motion applied to the driving race is
Figure 33 attempts to accelerate the mass being
transformed into intermittent motion in only
indexed up to full speed as soon as
one direction at the driven race (Figure 32).
pressure is applied to the piston. This
For example, if a pinion is connected to the This motion is given by a crank mechanism can result in very high shock loads at the
driving race, a rack meshing with the pinion and the variation in rate reflects the varying indexing clutch. Because of the very rapid
can give reciprocating motion to the driv- positions of the crank as it travels from top acceleration with resulting shock loads, the
ing race. The clutch will then advance, or dead center to the midpoint, and then to maximum service factors should be used
“index” the work (Driven race) on each bottom dead center. The motion from the on uncushioned piston-operated indexing
forward stroke of the rack, but will not crank may be transmitted to the clutch by mechanisms.
return or back-up on the return stroke of means of a linkage with a lever arm
the rack. fastened on the clutch, a linkage operating The abrupt action of the piston-operated
a rack and pinion drive with the pinion being mechanism may be cushioned by means
An indexing application is one in which the
mounted on the clutch, or a combination of of metering valves to control the initial
clutch is used to convert reciprocating or
these means. A typical example is shown admission of pressure to the piston and
oscillating motion into intermittent rotary or
in Figure 34 in which the crank arm imparts thus control the rate of acceleration and
intermittent linear motion. The input
harmonic motion. The minimum service by dashpots to cushion or control the
reciprocating motion may be applied in
factor for any indexing application is 2.0 deceleration at the end of the stroke. The
any one of several ways:
and that minimum factor would apply to an use of such cushioning devices will tend to
Typical methods are a rack and pinion application such as this. approximate the action found in a harmonic
or other linkage, a cam or eccentric, motion drive and will permit the use of a
Because of the smooth acceleration curve reduced service factor.
and pneumatic or hydraulic pistons
with harmonic motion, the indexing clutch
(double-acting or spring return). The
normally is not subjected to shock loading
precision design and manufacture of
and the minimum service factors may be
Formsprag clutches and their unique
used.
freedom from backlash makes them
especially reliable for use in precise indexing
applications.
Connecting Rod
Lever Arm
Crank
Clutch
Figure 34

Service Factors Selection Considerations
The service factors used for indexing The proper selection of indexing clutches Service Factor. In indexing applications,
applications will depend upon the nature requires the careful evaluation of more the service factor will range from 2 to 4,
of the load applications. A load which is variables than for either overrunning or depending on the rate and magnitude of
smoothly applied, uniformly accelerated, backstopping applications. index, operating loads and the series of
and smoothly released (such as results clutch selected. Determine the applicable
Indexing applications normally require
from the harmonic motion on the input) will service factor from the table.
extreme accuracy such as in a mechanism
require the smallest service factor. A load
feeding strip stock to a punch press. An Speed and Stroke. For slow speeds and
that is applied abruptly but which is
overfeed of stock would represent wasted short strokes the FS series is usually
cushioned by means of a dashpot will
raw material and underfeed would deliver appropriate. However, at higher speeds or
require a higher service factor, and an
insufficient raw material for a complete part. where the stroke exceeds 90°, the HPI
abruptly applied load without the cushioned
series must be used. Select the appropriate
effect of a dashpot will require the highest The Formsprag clutch will faithfully transmit
model from the engineering data tables in
service factor. the exact motion imposed on it to assure
catalog P-956.
an accurate indexing system. Proper
Also on installations using the plain bearing
selection of the indexing clutch requires a Shaft Diameter. This is necessary to select
series FS-02 through FSR-16, a higher ser-
consideration of the total torque imposed a clutch of the correct bore size. Bore size
vice factor would be required than a
on the clutch and selection of an adequate of the clutch cannot be changed in the field.
similar installation using a ball bearing HPI
service factor consistent with the rate of
series clutch.
indexing and the desired life. 6 Steps for Selecting an Indexing
Following is a tabulation of service factors Clutch
Formsprag clutches are designed to
applicable to indexing installations.
transmit as much torque as the shaft on 1. Determine torque requirements from
Harmonic motion which the clutch is mounted can carry, formula
Ball bearing HPI series—2.0 subject to the usual safety factors for shaft
Plain bearing FS-02 to FS-16—3.0 stress. Therefore, as a general rule, a clutch T = HP x 5250
selected on the basis of shaft diameter RPM
Abrupt motion (Piston)
will be adequate for the load. However, it
Ball bearing HPI series 2. Select and apply proper service factor
should be remembered that torque
With dashpot—2.5 from table.
requirements increase rapidly, in proportion
Without dashpot—3.0
to the increase in the rate of acceleration of 3. Determine shaft size and bore
Plain Bearing FS-02 to FS-16
the inertia load. requirement of clutch.
With dashpot—3.0
Without dashpot—4.0 The torque load to be transmitted by the 4. Select model size based on torque and
clutch can be determined by using the bore requirement.
formula:
5. Determine series on basis of number
T = HP x 5250 of strokes per minute and degrees per
RPM stroke.
Brake Torque. If a brake is to be used in the 6. Specify the proper series, model and
indexing system, the clutch must operate bore.
against the resistance of the brake; this
resistance must therefore be calculated in
terms of torque added to the other torque
values in the mechanism.
Stock Load. If, as in a punchpress feed

device, the indexing mechanism must pull
the stock from a coil, the force required to
do this must be added. This can best be
determined by actual measurement.

Check Clutches
Input
In an indexing operation the material being Drive Link
indexed is fed forward during the feed
portion of the cycle and should stand still
Checking Clutch
while the index clutch overruns during
Indexing
the return portion of the indexing cycle. In
Clutch
cases where the stock fed is very light and
offers very little resistance or where the
stock being pulled into the mechanism
offers tension and resistance, the material
may have a tendency to go backward Key
during the return stroke instead of standing
still. In such cases a check clutch should be
added to the index mechanism (Figure 36).
The check clutch is essentially a backstop Output-

with one race grounded to a stationary Driven Shaft
member of the mechanism and the other
Stationary
race connected to the index drive shaft. Machine Frame
During the feed portion of the cycle, the
indexing clutch will drive and the check Figure 36
clutch will overrun in that same direction.
During the return portion of the cycle, the
indexing clutch will overrun and the check
clutch will hold stationary to prevent any
Overthrow Brakes
tendency toward backward motion on the In any indexing mechanism the material drag brake should be adjusted to absorb
part of the material being indexed. being indexed will display a tendency to the inertia of the parts being indexed and
over-throw. In the case of a harmonic thus cause the indexing clutch to drive to
The check clutch can normally be a much
motion drive, the inertia of the parts being the end of the feed portion of the cycle.
smaller clutch than the index clutch. The
indexed will tend to travel at the same rate The brake should be tightened no more
index clutch must allow for the inertia of all
during the deceleration portion of the index than necessary to absorb inertia. Excessive
parts being indexed, the torque required
cycle. Thus, the material being indexed will braking will shorten brake life and add
to index the material in question, and must
attempt to overrun the clutch as the clutch un-needed load to the clutch.
provide for shock loads. On the other hand,
decelerates.
the check clutch need only have enough The addition of an overthrow brake will
capacity to overcome any tendency toward In the case of non-harmonic drives (whether increase the torque load imposed upon the
backward motion under static conditions. cushioned or uncushioned) the material clutch and this additional load must be
being indexed will tend to overtravel as a considered when establishing the size of
result of its own inertia when the indexing the indexing clutch.
mechanism reaches the end of its stroke.
Here again, the material being indexed will

tend to overrun the clutch. In either case
the tendency toward overthrow can be
controlled by the addition of a drag brake
in the indexing mechanism. The simplest
installations use a spring-loaded pony brake
on the extended shaft of the feed roll. The

Accuracy Sources of Inaccuracy 11 Possible Sources of Inaccuracy
The Formsprag Clutch overrunning clutch The possible sources of such inaccuracies 1. Fit and mounting of drive pinion to
will faithfully transmit whatever signal is would be looseness, wear, or backlash in shaft
given it. There is no slip or lost motion in the linkage, lever arms, or gears feeding the
2. Backlash between gears
any Formsprag Clutch overrunning clutch signal to the clutch and the fit of such gear
because the sprags are always in contact or lever arm to the outer race of the clutch. 3. Adjustment of crank throw
with both races at all times. Since the
sprags are always in contact and ready to 4. Fit of crank in gear sector slot
Fit of Shaft and Key
assume the torque load, there is no lost 5. Backlash between gears
motion or lost impulse necessary to permit The fit of the clutch bore to the shaft and
parts to move into position. All parts are the fit of the key between the clutch inner 6. Fit and mounting of pinion to clutch
elastic. The components of the Formsprag race and shaft can affect the accuracy of
the system. 7. Fit of clutch on shaft
Clutch overrunning clutch are subject
to torsional windup due to the natural 8. Fit of key between clutch and shaft
elasticity of the parts. This torsional windup, Other Areas
of course, is very small and is directly 9. Fit and mounting of pinion on shaft
proportional to the amount of load applied. Other possible sources of minor indexing
variations can be found in clearances or 10. Backlash between gears
Since the windup is directly proportional to
the load, it remains a constant for any looseness in other elements of the indexing 11. Fit and mounting of pinion on shaft
given load and is automatically canceled system removed from the area of the clutch
itself. An exaggerated situation is shown in
out during the initial set-up. Because the Torsional Windup
torsional windup is constant and can be Figure 37, in which there are 11 possible
cancelled out during set up, it should not sources of inaccuracy. As discussed in the section on accuracy,
be construed as lost motion in any sense. there will be torsional windup in any
The overall accuracy of the complete Formsprag Clutch overrunning clutch while
indexing installation depends upon the fits it is carrying load. This windup is directly
and clearances ithin the entire train of the proportional to the amount of load applied
indexing mechanism. and will not vary for any given torque load.
(See Torsonial Windup)
Small variations in indexing accuracy which
may range from overfeed to underfeed are
never the result of improper performance
within the Formsprag Clutch indexing 11
clutch. Small “over-and-under” variations
of that nature could be the result of
looseness or wear upon the other elements
10 5
comprising the indexing system.
7
9
8
6
Figure 37

Indexing Clutch Selection
Nomographs See previous example. Formulas
On the following pages are nomographs
( )I0N2 Clutch torque based on known speed
which simplify the selection of indexing TR = Fs + TB and horsepower
5225
clutches.

HP x 5250
The selection steps described on page T=
RPM
27 are arranged in chart form on the
nomographs. The three nomographs are
based on the total inertia of all parts being
TR = 3
1500
( 50 x 15 x 100 2
+ )
in which
5225 T = torque, pound feet
indexed.
HP = horsepower
1. Inertia up to 10 lb. in. sec.2
TR = 8806 lb. in. RPM = revolutions per minute

Clutch torque — angular harmonic
Selection: Model FSR 12 motion — (indexing)
Example:

Assume: N2 0
Tt = I + TB
5225
I = 50 lb. in sec.2
100 indices per minute at 15° per index in which
Brake Torque (External) - 1500 lb. in. Tt = Total torque, pound inches
(If a Formsprag clutch were used as a N = Indexes per minute

check device instead of a brake, external 0 = Angular motion of clutch
brake torque would be zero.) per index, in degrees
Use Nomograph No. 2 (Up to 100 lb. in. I = Mass moment of inertia of
sec.2) load, pound inches sec.,2
(see below)
Solution:
TB = Brake Torque, pound inches,
1. Draw line from 50 lb. in. sec.2 (I) not included in first term,
through 15° per inde (0)to “Turn Line”. engaged brakes, feeding
strip, friction, etc.
2. Draw line from that point on “Turn
Line”, through 100 per minute (N) to
Inertia Torque Line ( Ti ).
3. Draw line from Inertia Torque (Ti ) to

Brake Torque (Ts ) to find point on Total
Torque Line ( Tt ).
4. Transfer the value from the Total

Torque Line ( Tt ) to the Sloping Total
Torque Line ( Tt ).
5. Draw line from Service Factor (Fs )

through Sloping Total Torque ( Tt ) to
Rated Static Torque Line (TR). See
page 27 for Service Factors.
6. Read clutch required opposite Rated

Static Torque ( TR).
Selection: Model FSR 12
Calculation:

Indexing Clutch Selection
Mass Moment of Inertia Feed-Speed Proportioner
For Solid Cylinder For Hollow To use a nomograph as a feed-speed proportioner, work the no-
or Roll Cylinder or Roll mograph in reverse from the point of rated capacity on the right
hand scale for the model used.

π d L R4 π d L (R4 – r 4)
I = I = Points can be established on the inertia torque line and the load
2g 2g
inertia line for a given installation. Any pair of lines between these
two points will establish a satisfactory combination of index rate
in which
and index angle. Knowing a desired index angle, the maximum
I = mass moment of inertia, pound inches sec.,2 index rate is determined. Knowing a desired speed, the maximum
d = density, lbs/in.3 index angle is determined.
L = cylinder length, inches
R = outside radius, inches
r = inside radius, inches
g = acceleration due to gravity = 386 inches per sec.2
For Train of Cylinders or Rolls

r12 r 1 2 r12
I effective = I1 + I2 2 + I3 2 +...+ Iη 2
r2 r3 rη

in which
I1 = mass moment of inertia of first roll, pound

inches sec.2
I2 = mass moment of inertia of second roll, pound
inches sec.2
Iη = mass moment of inertia of ηth roll, pound
inches sec.2
r1 = radius of first roll, inches
r2 = radius of second roll, inches
rη = radius of ηth roll, inches
Torsional Shaft Stress—solid shaft

5.1 T
Ss = 3
D

Torsional Shaft Stress—hollow shaft

5.1 TD
Ss = 4 4
D –d

in which
Ss = torsional shear stress, PSI

D = outside diameter of shaft, inches
d = inside diameter of shaft, inches
T = torque, pound inches

Indexing Nomograph No. 1
FS-02 to HPI-500
Model Selector
Feed-Speed Proportioner
(
TR = FS I0 N + TB
)
2
5225
Typical Selection
FS
I = 2 lb. in. sec.2
I or
5∞ Per Index
800 Indexes Per Minute
HP
400 lb. in. Brake Setting
0 0
50 100
nly
30
IO
40 200
1 15 200
HP
20
300
9
10 The dash lines
2 7 400
8 illustrate the six 400
6 steps to the solution
5 of the typical selection
3 600
500
4 4 1
800
600
3
5 700 1000
21/2
2
800
6 2
1200
900
11/2 1000
7 1400
1100
1 1200
1300
8 1400 1600
1500
1
/2 2000
9 1800
2500
3000
4000
10 2000
5000
Moment of Angle of Turn Indexes Inertia

Inertia of Index 0, Line Per Torque,
Load, I Degrees Minute, Ti,
lb. in. sec.2 N lb. in.

Formsprag Clutch Required

0 0 0 0 0{ FS-02
{ FS-04
FSR-3
400
{ FS-05
200 100
FSR-5
800
400 200
1000 1000
1200 300
600
400 HPI-300
3 1600
800 500 2000
FSR-6 2000
2000 4
4 600
1000 700
2400
Tr 800
an
sfe 900
2800 1200 r 3000 3000
1000
3
6 HPI-400
3200 1400 5
1500
3600 1600 4000 FSR-8 4000
2 2000
4000
1800
3000
4200
2000 4000
5000 5000
HPI-500
FSR-10
Total Brake Service Sloping Total Rated Static Rated Static
Torque, Torque, Factor, Torque, Torque Torque
Tt, TB, Fs T t, Required, Required,
lb. in. lb. in. lb. in. TR, lb. in. TR, lb. in.
7800
12,000

HPI-400 to HPI-750
Model Selector
(
TR = FS I0 N + TB
)
2
5225
Typical Election
I = 50 lb. in. Sec.2
15∞ Per Index
0 100 Indexes Per Minute 0
3
10 50
20 The dash lines 10,000

illustrate the six
steps to the solution
30 of the typical selection 100
FS
I or
180 170
HP
40 150 20,000
160
140 130
110
nly
120 150
50
IO
100 90
HP
60 80 70 30,000
200
1 60 50
70 40
45
250
35 30
80 300 40,000
25 20 2
400
90 15 10
500
750
5 1000
100 50,000

Inertia of Index, 0, Line Per Torque,


0 0 0 FSR-5 { 0
FSR-6 { HPI-400
FSR-8 {
{
1000
FSR-10
4 Tran HPI-500
s fer 6
20,000 10,000 2000 10,000 10,000
FSR-12
3000
FSR-14 {
4000
FSR-16 { HPI-600
40,000 20,000 4 20,000 20,000
5000
60,000 30,000 3 10,00 30,000 30,000
15,000 HPI-700
80,000 40,000 2 20,000 40,000 40,000
25,000
100,000 50,000 50,000 50,000
Total Brake Service Sloping Total HPI-750

Torque, Torque, Factor, Torque,
T t, T B, Fs Tt, 60,000 60,000
lb. in. lb. in. lb. in.
Rated Static Torque
Required, TR, lb. in.
82,000

HPI-400 to HPI-1027
Model Selector
(
TR = FS I0 N + TB
)
2
5225
Typical Selection
I = 200 lb in. Sec.2
8∞ Per Index
0 290 Indexes Per Minute 0
0
90
100 70 10,000
80 50
60 100
200 40 35 The dash lines 20,000
illustrate the six
30 25 steps to the solution
300 of the typical selection 150 30,000
1
171/2
15
400 40,000
121/2 200
10
500 9 50,000
8
600 7 60,000
300
6
700 5
70,000
4
400
800 3 80,000
500
2
600
900 90,000
1 700
800
900
1000 1000
100,000

Inertia of Index, 0, Line Per Torque,


0 0 0
HPI-400
10,000
2500
} HPI-500
20,000
30,000
10,000
5000
20,000 } HPI-600
7500
40,000 20,000 HPI-700
4 10,000 40,000
50,000
60,000 15,000
30,000 Tra 60,000
nsfer 20,000 HPI-750
80,000 25,000
40,000 3 80,000
100,000 30,000
50,000 100,000
40,000
HPI-800
120,000
50,000
60,000 2 120,000
60,000
70,000
80,000
90,000 140,000
100,000
120,000
140,000 160,000
160,000
180,000
200,000 HPI-900
180,000
200,000
Total Brake Service Sloping Total 220,000

HPI-1027
Torque, Torque, Factor, Torque,
Tt, T B, Fs T t,
lb. in. lb. in. lb. in. 240,000
324,000 lb. in.
Rating
Rated Static Torque
Required, TR, lb. in.

Holdback or Backstop Applications
Service Factors Selection Considerations
The service factors for holdbacks will vary Holdback and backstop applications represent
from 1.0 to 2.5 depending upon the nature the simplest selection category for
of the application. Formsprag clutches. Normally, inertia and
dynamic torques are not a consideration
Infrequent, non-functional, non-critical
since the mechanism using the clutch must
loadings—1.0
come to rest before torque is applied.
Frequent, non-functional, non-critical Additionally, since the Formsprag clutch
loadings—1.5 has no backlash, the clutch is subjected
to torque at zero rpm, which excludes any
Frequent, functional, but not critical buildup of inertia torque.
loadings—2.0
Figure 38 Care must be used in calculating the torque
Frequent, functional, and critical requirements for a backstop or holdback
loadings—2.5 clutch. Clutches must be selected for
In backstopping or holdback applications,
one race is always stationary (Figure 38). Infrequent, non-functional, non-critical maximum conditions rather than average
The function of the clutch is to permit loadings are those such as would be found or typical conditions. These maximum
rotation of the inner race in one direction on conveyors which are stopped only at the conditions require a thorough review of all
only, and to prevent any rotation in the end of the day or at the end of a shift, and possibilities of the entire system on which
reverse direction at any time. This is in which the backstop is merely called upon the clutch is used.
therefore basically an overrunning to hold the load until the beginning of the Backstop clutches may be selected in
installation, applied to the one job of next drive period. the same manner as holdback clutches.
“holding back,” usually as a safety device However, many backstop clutches are
on conveyors, gear reducers, and similar Frequent, non-functional, non-critical
loadings are those in which the conveyor incorporated as an integral part of a
types of equipment. speed reducer and are incorporated into
would be stopped several times a day but
in which the loss of load due to conveyor the reducer at the time of manufacture.
runback could result in inconvenience but Because the actual holdback torque cannot
not in damage to personnel or equipment. be calculated, it is common practice to use
a holdback clutch selected on the basis of
Frequent, functional but not critical loadings the maximum horsepower motor which can
are those in which the conveyor is stopped be used with the reducer.
frequently as a functional part of a system.
For example, in loading a series of cars the The torque requirements for backstops may
conveyor will drive while loading one—then be found using the standard formula—
stop and hold the load while the next car is T = HP x 5250
brought under the conveyor and repeat. RPM

Frequent, functional, and critical loadings
are similar to the last one with the addition In the case of holdbacks used on inclined
of the important fact that conveyor runback conveyors, the horsepower required to drive
could cause damage to equipment or injury the conveyor must be able to overcome
to personnel if load runs backward on friction losses, in addition to lifting the load
conveyor. on the conveyor. The friction losses actually
assist the holdback and, as a result, a
holdback calculated on the basis of full
motor horsepower would be far larger than
is necessary.
For this reason the torque calculations for

holdbacks used on inclined conveyors is
rather complex in that it takes friction
losses into consideration. Following are the
considerations used in calculating the
holdback torque requirements for inclined
conveyors.
Slow speed holdbacks for inclined belt

conveyors are normally selected based
on calculations of the reverse torque
generated by the design peak load.

Overloads resulting from operations Selection Procedure CEMA Formula
beyond design capacity, improper electric
control and oversized motors can result in The CEMA formula allows the design
Conveyors engineer to consider friction as a partial
holdback damage unless the holdback is
selected for the more severe conditions. There are basically two ways to size aid in preventing reverse rotation, thus
conveyor backstops or holdbacks, either reducing the torque required for the clutch.
There are several ways of calculating the according to CEMA (Conveyor Equipment Selection by this method does require the
amount of torque that might be imposed Manufacturers Association) standards or use of a service factor (S.F.). The basic
upon a holdback. Illustrated on the based on Motor Breakdown/Stall Torque. CEMA
following pages is one method. Each Formsprag Clutch typically uses the Motor formula for design torque is:
case should be determined upon its own Breakdown/Stall Torque method. The
set of circumstances. TCEMA (lb. ft.) = (SF)(Lift HP–1/2 Frictional HP)(5250)
CEMA method may be used as an (Headshaft RPM)
Factors such as the possibility of maximum alternative but could result in a selection
belt bulk loading to the spill or overflow of a smaller holdback. Formsprag Clutch Formsprag Clutch recommends a minimum
point, may have to be considered in recommends that the selection be made service factor of 1.5 when sizing with this
specific cases because this additional load on whichever value is greater. formula. See CEMA Calculation Example on
would reflect in the holding power required page 40.
by the holdback. Motor Breakdown/Stall Formula
Torque Limiting Device
Although the conveyor system may be Motor breakdown or stall torque could be
designed to operate at only a percentage imposed on the backstop if the conveyor is If a torque limiting device is used and is less
of full theoretical capacity, the holdback jammed or frozen, or when the conveyor is than 175 percent of the motor nameplate
should be selected on the basis of full overloaded. In this condition the motor will torque, then the holdback selected should
capacity to allow for jamming or over-filling. produce stall torque which is significantly have a capacity of not less than 1.5 times the
The full capacity should be based on angle higher than the motor nameplate rating. CEMA runback torque.
of repose of bulk materials capable of being This will cause the belt to stretch; and
heaped above the normal level of the when the motor stalls, the stall torque Bucket Elevators
conveyor. produced by the motor will be imposed on
the backstop. This torque will be increased When selecting and sizing a holdback on a
Also it may be necessary in a specific bucket elevator application, friction may or
if there is a load on the belt. Therefore, the
installation, to consider the possibility of may not be considered because it is usually
maximum loading on a backstop occurs in
belt stretch due to jamming of the conveyor only a small fraction of the lift horsepower
the rare case on a moving belt being
or jogging a fully loaded conveyor caus- (HP) required. Similarly, motor breakdown
gradually overloaded until the motor
ing belt stretch. The instant the motor is HP is usually not considered if traction wheel
reaches stall or breakdown torque. The
stopped, the “trapped energy” in the belt drives are used because the elevator will
torque on the backstop will be the motor
reacts upon the holdback adding additional usually slip before the breakdown HP is
torque from the stretched belt plus the
load. reached. For these reasons, the recommended
torque from the load moving in the reverse
These are some of the examples that the direction due to the force of gravity. design torque is based on lift HP alone. To
conveyor engineer should consider when calculate the torque required for a bucket
To select a holdback based on motor elevator use the following formula:
calculating a holdback torque. It is not
breakdown torque, calculate motor torque
intended to imply that these considerations TB (lb. ft.) = (SF) (Lift HP) (5250)
using the following formula:
should be used for all selections. Each case (Headshaft RPM)
must rest upon its own particular set of Tmotor (lb. ft.) = (SF)(Motor Nameplate HP)(5250)
specifications and circumstances. (Headshaft RPM) A minimum service factor (S.F.) of 2
recommended. If additional assistance is
Formsprag Clutch does not assume the The clutch may be selected on the basis needed, consult Formsprag Clutch
responsibility for determining the amount of installed nameplate horsepower without Applications Engineering.
of torque which will be imposed upon using a service factor (S.F.), provided the
the holdback. Nor does it accept any motor breakdown torque does not exceed
responsibility for the Speed and Idler 175 percent of the nameplate rating. A
Factors published on the following pages minimum service factor based upon the
although it believes them to be accurate. ratio of motor breakdown torque to 175
The method illustrated should be percent of nameplate torque is required in
considered as a guide. The conveyor order to preclude serious damage to the
design engineer should calculate and installation or to the holdback.
specify to FORMSPRAG CLUTCH the
required maximum holdback torque.

CEMA Calculations Data Required
Example: A conveyor 42” wide is moving taconite which has an Conveyor Length L = 104 Feet
average weight of 130 lbs. per cubic foot at a rate of 1800 tons
per hour. The conveyor is driven by a 30” diameter head shaft Belt Speed S = 400 FPM
pulley at 51 rpm to give a conveyor speed of 400 feet per minute.
Short Tons Per Hour W = 1800 TPH
The conveyor is inclined at an angle of 18° and has a total lift of 32
ft. It is desired to mount a holdback clutch on the 3/4” diameter Total Lift H = 32 Feet
head shaft. The conveyor is for intermittent duty. (Figure 39)
Headshaft Pulley Dia. D = 2.5 Feet
Belt Width = 42 inches
Material Weight = 130 Lb/Ft3

L
Speed Factor F = .036
H
D Idler Factor C = .027
Service Factor = 1.5
Figure 39
The following steps are used to select a holdback clutch by the C. Power to move loaded belt (P3):
CEMA method. P3 = .5 L W C
990
1. Ascertain that all data required is given or available.
P3 = .5 (104) (1800) (.027)
In this example the Conveyor Length (L) can be determined 990
as 104 feet from the Angle of Inclination and the Total Lift (H)
of the conveyor using the formula: P3 = 2.55 HP
L = H D. Total Holdback Power (HBP):

Sine of Inclination HBP =P1 - P2 - P3
Since the conveyor will be used for intermittent duty having HBP =58.2 - .75 - 2.55
frequent stops, select a Service Factor (SF) at 1.5.
HBP =54.9 HP
See Service Factors on page 38.
E. Holdback Torque (T)
Select the Speed Factor (F) and Idler Factor (C) from Table 3 T = (HBP) (πD) (5250) SF
on page 41. Note that the Speed and Idler Factors depend S
upon the Height divided by the Length ratio, in this example
T = 54.9 (π2.5) (5250) 1.5
the H/L ratio = .308. Therefore, F = .036 and C = .027 for a
400
42” Belt Width.
T = 8,489 lb.ft.
2. Enter the data into the appropriate equation and perform the
calculations. 3. Select the holdback on the basis of:
A. Power to lift load (P1): A. Torque requirement. In this case:
P1 = W H 8,489 lb.ft.
990
B. Overrunning Speed. In this case:
P1 = (1800) (32) 51 RPM
990
C. Shaft Size. In this case:
P1 = 58.2 HP 4.750 in.
B. Power to move empty belt and idler (P2): Answer: LLH 900
P2 = .5 L S F
1000 Note: The LLH 800 was not selected because the maximum bore
size in only 4.437 in. per Catalog P-956.
P2 = .5 (104) (400) (.036)
1000
P2 =.75 HP

Table 3 (Conveyor under 500’ Long)
Based on Material Weight (W), Total Lift (H), and Conveyor Length (L)
Material Weight (Lb./Ft.3)

H
30 lbs. 50 lbs. 75 lbs. 100 lbs. 130 lbs. 200 lbs.
Belt L
“F” “C” “F” “C” “F” “C” “F” “C” “F” “C” “F” “C”
Width (Ratio)
18” .017 .050 .017 .050 .018 .050 .018 .050 .018 .050 .020 .037 .0 – .105
.015 .040 .015 .040 .016 .040 .016 .040 .018 .034 .020 .033 .105 – .310
24” .021 .050 .020 .043 .020 .045 .020 .041 .020 .045 .022 .037 .0 – .105
.020 .035 .019 .033 .019 .033 .020 .030 .020 .030 .020 .030 .105 – .310
30” .025 .044 .025 .043 .022 .037 .022 .041 .025 .038 .022 .037 .0 – .105
.024 .030 .025 .028 .022 .028 .023 .025 .025 .025 .025 .025 .105 – .310
36” .030 .040 .030 .038 .030 .037 .030 .038 .032 .038 .030 .039 .0 – .105
.027 .030 .027 .030 .027 .030 .027 .030 .032 .029 .030 .023 .105 – .310
42” .030 .040 .036 .036 .030 .040 .030 .040 .036 .040 .038 .040 .0 – .105
.031 .030 .031 .030 .035 .027 .036 .027 .036 .027 .038 .027 .105 – .310
48” .038 .036 .038 .038 .038 .039 .043 .038 .045 .040 .052 .044 .0 – .105
.038 .030 .038 .030 .040 .027 .043 .027 .045 .027 .052 .027 .105 – .310
54” .040 .037 .040 .040 .045 .042 .046 .042 .050 .047 — — .0 – .105
.040 .030 .041 .028 .047 .028 .051 .028 .051 .030 — — .105 – .310
60” .042 .037 .042 .040 .052 .045 .052 .049 — — — — .0 – .105
.042 .030 .042 .028 .052 .029 .052 .030 — — — — .105
– .310
F = Speed factor for empty belt Factor used depends on H/L Ratio (Sine of angle of Slope)
C = Idler factor for loaded belt

Accessories
Torque Arms — The sizes of torque arms OSHA Cover Kit Face of Torque Cap
given have been selected to correspond to Dim
the torque capacity of the holdback itself. OSHA Covers — End cover kits for shaft “A”
Torque arms smaller than listed may result end mounted LLH units are available. These
in damage to torque arm under the cover kits provide not only the stationary
application of full torque. Torque arms for cover enclosure required by OSHA, but
LLH and HSB series should be restrained additional protection for the LLH from
but should not be rigidly secured to the abrasive environments as well (Figure 41).
stationary framework. (Figure 40) It is
End Cover Dimension “A”
important that some free play between the
Clutch Part No. Inches
torque arm and its stops be maintained Shaft
(1.0” free play is recommended in either LLH-700 CL-7891 2.00
direction). Free play for the torque arms is LLH-750 CL-7892 2.00 LLH-700 thru LLH-1027
recommended to prevent any possibility of LLH-800 CL-7893 2.00
a fight between the bearings in the clutch LLH-900 CL-7894 2.00
Face of Torque Cap
and the bearings supporting the shaft upon LLH-1027 CL-7895 2.50
Dim
which the clutch is mounted. LLH-1051 CL-7896 2.50 “A”
Auxiliary Seals — LLH and HSB clutches LLH-1250 CL-7897 2.50
with auxiliary seals are available for LLH-1300 CL-7898 2.50
locations in extremely dusty or dirty LLH-1375 CL-7899 3.00
locations. The auxiliary seals provide an LLH-2000 CL-7900 3.00
additional grease-filled labyrinth to provide LLH-2400 CL-7901 Consult
additional protection for the seals in the
LLH-3500 CL-7902 Formsprag
clutch itself. The auxiliary seals may be
easily cleansed by pumping additional LLH-5000 CL-7902 Clutch Shaft
Dimension “A” is distance allowed from face of
grease into the labyrinth area to purge out
torque cap to inside face of end cover.
contaminated grease to insure continued LLH-1051 thru LLH-5000
protection of the clutch. Figure 41
Stub Shaft Adapter
The HSB models come complete with a
large capacity reservoir which has an oil Stub Shaft Adapters — Stub shaft adapt-
sight gauge and a breather cap built on ers are available to fit clutch models 400
to it. For LLH models a sight gauge through 1027 (Figure 42). They are
attachment incorporates a breather and secured to the clutch by fastening to the
permits a visual check of the oil level at tapped holes at the end face of the outer
all times. The sight gauge attachment is race. The stub shaft adapters may be
Keyseat
a mandatory requirement on LLH-700 used to mount gears, pulleys or similar

through LLH-5000 (Figure 40). attachments when the item to be mounted
is too small to mount on the O.D. of the
clutch, and to mount couplings when the
customer desires to use a coupling other
than the Formsprag clutch coupling
2” Total Free Play
assemblies.
Figure 42
Figure 40

Accessories
Restraint Keys Set Collars are available directly from Formsprag Clutch.
Axial Restraints — All holdbacks must G tap thru

2 holes D
G tap thru
2 holes D
be axially restrained when mounted on the 1R
8
head shaft. The recommended bore to shaft
fits are loose to facilitate installation and This 120∞ Shaft length
removal. Holdbacks installed without axial end required to
restraint can shift on the shafts, causing should F A E A E mount LLH
face with two
bearing loads which can significantly
clutch set collars
reduce bearing life. Set collars along with
single and double block restraint keys are
available to provide a simple means to C
restrain a holdback on a head shaft B B
(Figure 43). LLH-700 thru LLH-1051 LLH-1250 thru LLH-2400
Single Block Double Block

D D D
B B
E B E E B
C C C C
A A A A
LLH-700 thru LLH-1027 LLH-1051 thru LLH-5000 LLH-700 thru LLH-1027 LLH-1051 thru LLH-5000
Figure 43
Series 20 and 50
Formsprag Clutch backstops may be The Series 20 and 50 line of backstops are
installed on extended shafts of gear comprised of an outer race, a set of sprags
reducers, or they may be built into a with energizing springs, and snap-rings and
reducer at the time of original assembly. washers to hold the sprag complement in
The Formsprag Clutch backstops as built the outer race.
into reducers may be designed expressly
The customer’s reducer shaft must be
for particular reducers, or they may be built
hardened to act as an inner race for the
around the Formsprag “Series 20 and 50”
Series 20 and 50 clutch and concentricity is
line of built-in backstops (Figure 44). The
provided by the bearings which support that
Series 20 and 50 line of built-in backstops
shaft. The Series 20 and 50 design is not a
is available to original equipment
complete self-contained clutch.
manufacturer of reducers for use as
built-in backstops. Information on the Series 20 and 50 line
for a specific use on built-in backstops is
available from the Formsprag Clutch factory.
Figure 44
Check Clutches
A specialized field for backstops is in the of overthrow—the check clutch need only
use of clutches for check clutches and be large enough to resist any tendency Indexing
Work
indexing mechanisms (Figure 45). An toward backpull on the part of the material Load
overrunning clutch used as a backstop or being indexed.
check clutch in an indexing mechanism can Clutch
The check clutch will hold intermittently
customarily be far smaller than the clutch
when resisting such backpull, and will
used for indexing the same mechanism.
overrun during the feed portion of the
Although the indexing clutch must be able
indexing cycle. For best results, the check Stationary Machine Frame
to handle the inertias of the entire system
clutch should be mounted on the feed
being indexed, plus overcoming stock pull
shaft of the indexing mechanism. Figure 45
and any friction brake used for prevention

Bore Size/Shaft Tolerances
Table 5
The clutch bore size and shaft
tolerance listed in Tables 4 and 5 are Ball bearing clutches (excpet LLH series)
the recommended fit for each size clutch. Nominal Bore Shaft Nominal Bore Shaft
It should be noted that the bore and shaft bore diameter diameter bore diameter diameter
size used with Formsprag clutches do not .500 .499/.500 .499/.498 8.000 8.004/8.006 8.003/8.002
necessarily coincide with the tolerance .625 .624/.625 .624/.623 8.250 8.254/8.256 8.253/8.252
recommended by other sources. If a press .750 .749/.750 .749/.748 8.500 8.504/8.506 8.503/8.502
fit is necessary, never exceed .001 inch .875 .874/.875 .874/.873 8.750 8.754/8.756 8.753/8.752
interference fit. For all bore and shaft sizes 1.000 0.999/1.000 .999/.998 9.000 9.004/9.006 9.003/9.002
not listed below use same tolerance and fit 1.125 1.124/1.125 1.124/1.123 9.250 9.254/9.256 9.253/9.252
as the next larger size. 1.250 1.249/1.250 1.249/1.248 9.500 9.504/9.506 9.503/9.502
1.312 1.311/1.312 1.311/1.310 9.750 9.754/9.756 9.753/9.752
Note: To obtain the metric equivalent for 1.375 1.374/1.375 1.374/1.373 10.000 10.004/10.006 10.003/10.002
the dimensions listed in Tables 4 and 5 mul- 1.500 1.499/1.500 1.499/1.498 10.500 10.504/10.506 10.503/10.502
tiply by 25.4. 1.625 1.624/1.625 1.624/1.623 11.000 11.004/11.006 11.003/11.002
1.750 1.749/1.750 1.749/1.748 11.500 11.504/11.506 11.503/11.502
1.937 1.9365/1.9375 1.9365/1.9355 12.000 12.004/12.006 12.003/12.001
5 2.000 1.999/2.000 1.999/1.998 12.250 12.254/12.256 12.253/12.251
2.125 2.124/2.125 2.124/2.123 12.500 12.504/12.506 12.503/12.501
Table 4 2.250 2.2485/2.2500 2.2485/2.2475 13.000 13.004/13.006 13.003/13.001
2.437 2.4360/2.4375 2.4360/2.4350 13.250 13.254/13.256 13.253/13.251
Sleeve bearing clutches 1 2.437 2.4365/2.4375 2.4365/2.4355 13.500 13.504/13.506 13.503/13.501
2.500 2.4985/2.5000 2.4985/2.4975 13.750 13.754/13.756 13.753/13.751
Nominal Bore Shaft 2.625 2.624/2.625 2.624/2.623 14.000 14.004/14.006 14.003/14.001
Series bore diameter diameter 2.750 2.7485/2.7500 2.7485/2.7475 14.250 14.254/14.256 14.253/14.251
.250 .250/.252 .250/.249 2.937 2.9360/2.9375 2.9360/2.9350 14.500 14.504/14.506 14.503/14.501
.375 .375/.377 .3745/.374 3.000 2.9985/3.0000 2.9985/2.9975 14.750 14.754/14.756 14.753/14.751
3.250 3.2485/3.2500 3.2485/3.2475 15.000 15.004/15.006 15.003/15.001
FS .500 .500/.502 .4995/.499
3.437 3.4360/3.4375 3.4360/3.4350 15.250 15.254/15.256 15.253/15.251
.625 .625/.626 .6245/.6240 3.500 3.4985/3.5000 3.4985/3.4975 15.500 15.504/15.506 15.503/15.501
.375 .375/.376 .3745/.374 3.750 3.7485/3.7500 3.7485/3.7475 15.750 15.754/15.756 15.753/15.751
.500 .500/.501 .4995/.499 3.937 3.9360/3.9375 3.9360/3.9350 16.000 16.004/16.007 16.003/16.001
6 3.937 3.9355/3.9370 3.9355/3.9345 16.250 16.254/16.257 16.253/16.251
.625 .625/.626 .6245/.624
4.000 3.9985/4.0000 3.9985/3.9975 16.500 16.504/16.507 16.503/16.501
.687 .687/.688 .6865/.6860 2,6 4.000 3.998/4.000 3.998/3.997 16.750 16.754/16.757 16.753/16.751
.750 .750/.751 .7495/.749 4.250 4.248/4.250 4.248/4.247 17.000 17.004/17.007 17.003/17.001
.875 .875/.876 .8745/.874 2 4.250 4.2485/4.2500 4.2485/4.2470 17.250 17.254/17.257 17.253/17.251
4.437 4.4355/4.4375 4.4355/4.4345 17.500 17.504/17.507 17.503/17.501
1.000 1.000/1.001 .9995/.999
2 4.437 4.4360/4.4375 4.4360/4.4350 17.750 17.754/17.757 17.753/17.751
FSR 1.125 1.125/1.126 1.1245/1.1235 4.500 4.498/4.500 4.498/4.497 18.000 18.004/18.007 18.003/18.001
1.250 1.250/1.251 1.2495/1.2485 4.750 4.748/4.750 4.748/4.747 18.250 18.254/18.257 18.253/18.251
1.375 1.375/1.376 1.3745/1.3735 4.937 4.9355/4.9375 4.9355/4.9345 18.500 18.504/18.507 18.503/18.501
2 4.937 4.9360/4.9375 4.9360/4.9345 18.750 18.754/18.757 18.753/18.751
1.500 1.500/1.501 1.4995/1.4985
5.000 4.998/5.00 4.998/4.997 19.000 19.004/19.007 19.003/19.001
1.625 1.625/1.626 1.6245/1.6235 4 5.000 5.002/5.004 5.001/5.000 20.000 20.004/20.007 20.003/20.001
1.750 1.750/1.751 1.7495/1.7485 5.250 5.248/5.250 5.248/5.247
1.875 1.875/1.876 1.8745/1.8735 5.437 5.4355/5.4375 5.4355/5.4345
3 5.437 5.435/5.437 5.435/5.434 1 Model 750 only
2.000 2.000/2.001 1.9995/1.9985 2 Model 900 only
5.500 5.498/5.500 5.498/5.497
2.187 2.187/2.188 2.1865/2.1855 5.750 5.748/5.750 5.748/5.747 3 Model 1027 only
5.937 5.9355/5.9375 5.9355/5.9345 4 Model 1051 only
3 5.937 5.9360/5.9375 5.9360/5.9350 5 FWO-600/2.00 tolerance 2.000/2.001
6.000 5.998/6.000 5.988/5.997 6 Model 800 only
6.250 6.248/6.250 6.248/6.247 Note: On Models 750 thru 5000, Formsprag
6.437 6.4355/6.4375 6.4355/6.4345 Clutch may elect to supply a stepped key in
3 6.437 6.436/6.438 6.436/6.435 the event of keyseat distortion during heat
6.500 6.498/6.500 6.498/6.497 treat of inner race.
6.750 6.748/6.750 6.748/6.747
6.937 9.9355/6.9375 6.9355/6.9345
7.000 7.003/7.005 7.002/7.001
7.500 7.504/7.506 7.503/7.502
7.750 7.754/7.756 7.753/7.752

Equations
Clutch torque based on known speed and horsepower in which
T = torque, pound feet

HP X 5250
T= HP = horsepower
RPM
RPM = revolutions per minute
Clutch torque — angular harmonic motion — (indexing) in which
Tt = Total torque, pound inches

N2 0
Tt = I + TB N = indexes per minute
5225
Φ = angular motion of clutch per index, in degrees
I = mass moment of inertia of load, pound inches sec.,2
(see below)
TB = Brake Torque, pound inches, not included in first
term, engaged brakes, feeding strip, friction, etc.
Mass Moment of Inertia in which
For Solid Cylinder For Hollow I = mass moment of inertia of load, pound inches sec.,2
or Roll Cylinder or Roll d = density, lbs/in.3
L = cylinder length, inches

π d L R 4 π d L (R4 – r 4) R = outside radius, inches
I = I =
2g 2g
r = inside radius, inches
g = acceleration due to gravity = 386 inches per sec.2
For Train of Cylinders or Rolls in which
I1 = mass moment of inertia of first roll, pound

inches sec.2

r 2 r 2 r 2 I2 = mass moment of inertia of second roll, pound
I effective = I1 + I2 12 + I3 12 + . . . + Iη 1 2
r2 r3 r inches sec.2
η
Iη = mass moment of inertia of ηth roll, pound
inches sec.2
r1 = radius of first roll, inches
r2 = radius of second roll, inches
rη = radius of ηth roll, inches
Torsional Shaft Stress—solid shaft in which
Ss = torsional shear stress, PSI

5.1 T
Ss = 3 D = outside diameter of shaft, inches
D
d = inside diameter of shaft, inches
Torsional Shaft Stress—hollow shaft T = torque, pound inches

5.1 TD
Ss = 4 4
D –d

Ball Bearing L-10 Life in which
(L-10)0 = New L-10 life, hours

X0 = New load, pounds

(L-10) 0 =

( ) ()
A 3
X 0
x
N
N0
x 10,000

A = Rated bearing load of a ball bearing clutch, pounds
N = Maximum overrunning speed of clutch, revolutions
per minute
N0 = New overrunning speed of clutch, revolutions per
minute

Cross Reference
Formsprag Clutch is the first name in Formsprag Clutch models when customers product warranty. If you have any questions
overrunning clutches because Formsprag are requesting off-brand replacements. about these products or the exchange
Clutch is the leading manufacturer of these Formsprag Clutch unique exchange program, please contact your Formsprag
unique devices. Formsprag Clutch offers program is described on the next page. Clutch Customer Service Representative at
superior design, products manufactured to Your customers can start receiving the 810-758-5000 or 1-800-927-3262.
the highest standards and the most benefits of superior Formsprag Clutch
Bold type designates units which
complete line of overrunning clutches performance immediately by turning in
can be rebuilt on Formsprag Clutch
available, all at competitive prices. This their old off-brand overrunning clutches for
Exchange Program.
cross reference will help you to specify rebuilt Formsprag Clutch units with a new
Cross Reference Part Numbers

Formsprag
Clutch Morse Renold Ringspann Marland
FS-02 — SA-02 — —
FS-04 — SA-04 — —
FS-05 — SA-05 — —
FSR-3 PB-3A SB-3 — —
FSR-10 PB-10A SB-10 — —
FSR-12 PB-12A SB-12 — —
FSR-14 PB-14A SB-14 — —
FSR-16 PB-16A SB-16 — —
FSO-300 MG-300A — FRSG-300 —
FSO-400 MG-400A *SO-400 FRSG-400 **RMS-14
FSO-550 — — FRSG-550 RMS-26
FSO-650 — — FRSG-650 RMS-40
FS-750 MG-750A *SO-750 FRSG-750 **RMS-55
FS-800 MG-800A *SO-800 FRSG-800 **RMS-72
FS-900 MG-900A *SO-900 FRSG-900 —
FS-1027 MG-1000A *SO-1000 — —
HPI-300 MI-300A — FRS-300 —
HPI-400 MI-400A SX-400 FRS-400 RMS-14
HPI-500 MI-500A SX-500 FRS-500 RMS-21
— — — FRS-550 RMS-26
HPI-600 MI-600A SX-600 FRS-600 RMS-32
— — — FRS-650 RMS-40
HPI-700 MI-700A SX-700 FRS-700 RMS-47
HPI-750 MI-750A SX-750 FRS-750 RMS-55
HPI-800 MI-800A SX-800 FRS-800 RMS-72
HPI-900 MI-900A SX-900 FRS-900 —
HPI-1027 MI-1000A SX-1000 — —
FS-100 HT-10 — — —
FS-200 HT-20 — — —
FS-300 HT-30 — — —
FSO-750 M0-750A — — —
with
FSO-800 M0-800A — — —
lab
FSO-900 M0-900A — — —
FSO-1027 seals M0-1000A — — —
HPO-720 — — — —
HPO-750 MR-750A — — —
HPO-800 MR-800A — — —
HPO-900 MR-900A — — —
HPO-1027 MR-1000A — — —
* Also available for end face GR lubrication, F/S has no interchange.
** Also available Model RMZ which is F/S FSO C/T type.

Exchange Program
• Return any competitive unit listed • All Formsprag rebuilt clutches • Contact Formsprag Clutch at
below in a standard bore size with come with a new clutch warranty at 586-758-5000 for additional
a purchase order and shipping a reduced price. information on the Formsprag
instructions and receive a superior Clutch Exchange and Rebuild
• Refer to the Distributor order book
Formsprag clutch. Programs.
for Formsprag rebuilt clutch pricing.
Part Numbers
Formsprag
Clutch Morse Renold
FS-100 HT-10 N/A
FS-200 HT-20 N/A
FS-300 HT-30 N/A
FSR-6 PB-6 SB-6
FSR-8 PB-8 SB-8
FSR-10 PB-10 SB-10
FSR-12 PB-12 SB-12
FSR-14 PB-14 SB-14
FSR-16 PB-16 SB-16
FSO-300 MG-300 N/A
FSO-400 MG-400 SO-400
FSO-500 MG-500 SO-500
FSO-600 MG-600 SO-600
FSO-700 MG-700 SO-700
FSO-750L MG-750 SO-750L
FSO-800 MG-800 SO-800
FSO-900 MG-900 SO-900
FSO-1027 MG-1000 SO-1027
HPI-300 MI-300 N/A
HPI-400 MI-400 SX-400
HPI-500 MI-500 SX-500
HPI-600 MI-600 SX-600
HPI-700 MI-700 SX-700
HPI-750 MI-750 SX-750
HPI-800 MI-800 SX-800
HPI-900 MI-900 SX-900
HPI-1027 MI-1000 SX-1027
Rebuild and Overhaul Service

Formsprag Clutch’s Service Department The Rebuild Service Department will perform We’re also interested in helping you prevent
can refurbish your overrunning clutches. the following procedures to restore your problems and failures. We can recommend
We take your worn, scaled, seized, scored, overrunning clutches to original a preventive maintenance schedule for all
or rough running clutches and make them specifications with a new warranty: your clutches.
like new…for substantially less than the
replacement cost. • Clean Contact your Warner Electric representative
• Inspect or our Formsprag Clutch Plant for details on
As a major manufacturer of overrunning our cost-saving program.
• Rework worn races or…
clutches, we have the people, facilities, and
experience to rebuild and replace all • Replace unsalvageable races
1-800-927-3262
components as needed. The same standards • Replace sprags
of excellence that exist in the manufacture • Replace bearings and other internal
of original equipment clutches are closely components
adhered to in the overhaul procedure of
• Retrofit with design improvements
every rebuilt clutch.

Overrunning Clutches Faxable Application Data Form
Fax (586) 758-5204 For Application Assistance call 1-800-927-3262
Date For indexing applications
Indexes per minute__________max.
Company name
Degrees per index__________max.
Clutch operating time

Address
hours per day
City State Zip

Shaft diameter (give limits)
Name of contact Title
Size of keyseat in shaft

Phone Fax
Type of equipment Environment
Temperature range °F to °F
Exposed location?
Type of application
c Overrunning
c Indexing Radiation?
c Backstop c Clutch Coupling
For non-symmetrical clutches and clutch-couplings
Maximum torque at clutch
a. Identify the end from which the clutch is viewed
pound-feet, or
H.P. at RPM
b. The (inner, outer) member (drives, over-runs) in the
Power Source (clockwise, counter-clockwise) direction
c Electric motor c Diesel engine
Anticipated quantity required
c Turbine c Air cylinder
c Gasoline engine
a. For this application
Load Application
c Smooth c Moderate c Shock
b. Annually
Lubrication
c Runs in oil c Not accessible
c Accessible for lubricating Supply a sketch of your installation.
Type or specification of lubricant

Note: A clutch is not a coupling. When necessary to couple
two shafts, a coupling must be used with the clutch. Ambient
temperature should not exceed approximately 150°F. It is
For overrunning or backstop applications requested that prints of installation be supplied if available.
Inner race speed during overrunning RPM max.

Outer race speed during overrunning RPM max.
If both members are rotating during overrunning, are they
rotating in the
c Same direction c Opposite directions
Time cycle of Formsprag clutch Completed by
Drive____________minutes Rest____________minutes
Over-run___________minutes

Warranty
Formsprag LLC warrants that it will repair or replace (whichever
in its sole discretion it deems advisable) any product it manu-
factured and sold which proves to be defective in material or
workmanship within a period of one (1) year from date of original
purchase for consumer, commercial or industrial use. This war-
ranty extends only to the original purchaser and is not transfer-
able or assignable without Formsprag LLC’s prior consent.
This warranty covers normal use and does not cover damage or
defect which results from alterations, accident, neglect, disas-
sembly, or improper installation, operation, or maintenance.
Formsprag LLC’s obligation under this warranty is limited to the
repair or replacement of the defective product. In no event shall
Formsprag LLC be liable for consequential, indirect or incidental
damages of any kind incurred by reason of manufacture, sale or
use of any defective product. Formsprag LLC neither assumes
nor authorizes any other person to give any other warranty or to
assume any other obligation or liability on its behalf.
Performance Assurance
Rated torque and speeds of Formsprag LLC products are pro-
vided in current catalogs to assist the buyer in selecting the
proper Formsprag LLC product. In addition, application assis-
tance is offered by Formsprag LLC for guidance to the buyer
in selection of a catalog product and application of custom de-
signed products. Since the actual performance characteristics
of all Formsprag LLC products in the buyer’s application is the
responsibility of the buyer, performance
assurance is usually accomplished through manufacture of a
prototype by Formsprag LLC, and a test or qualification program
on the part of the buyer.
Rotating Equipment
Rotating equipment is potentially dangerous and should be
properly guarded. The user should check for all applicable safety
codes (in local area) and provide a suitable guard. Formsprag
clutches and backstops have surfaces which wear with use over
time and as a result will need to be replaced. The decision for
time of replacement must be made by the operator of the equip-
ment based upon the specific application and performance of
the clutch or backstop.
Catalog Changes
The contents of this catalog are subject to change without notice
or obligation.
Altra Industrial Motion
Formsprag Clutch Facilities
North America Europe Asia Pacific

USA Germany` Australia
23601 Hoover Road Hatschekstraße 36 +61 2 9894 0133
Warren, MI 48089 - USA 69126 Heidelberg - Germany
China
586-758-5000 +49 (0) 6221-30470
+86 21 5169-9255
Overrunning Clutches Overrunning Clutches
and Holdbacks and Holdbacks Hong Kong
+852 2615 9313
Singapore
+65 6487 4464
Taiwan
+886 2 2577 8156
Thailand
+66 2322 5527
The Brands of Altra Industrial Motion
Couplings Electric Clutches & Brakes Heavy Duty Clutches & Brakes Gearing
Ameridrives Inertia Dynamics Industrial Clutch Bauer Gear Motor
www.ameridrives.com www.idicb.com www.indclutch.com www.bauergears.com
Bibby Turboflex Matrix Twiflex Boston Gear
www.bibbyturboflex.com www.matrix-international.com www.twiflex.com www.bostongear.com
Guardian Couplings Stromag Stromag Delroyd Worm Gear
www.guardiancouplings.com www.stromag.com www.stromag.com www.delroyd.com
Huco Warner Electric Svendborg Brakes Nuttall Gear
www.huco.com www.warnerelectric.com www.svendborg-brakes.com www.nuttallgear.com
Lamiflex Couplings Wichita Clutch
www.lamiflexcouplings.com Linear Products www.wichitaclutch.com Overrunning Clutches
Stromag Warner Linear Formsprag Clutch
www.stromag.com www.warnerlinear.com Belted Drives www.formsprag.com
TB Wood’s TB Wood’s Marland Clutch
www.tbwoods.com Engineered Bearing Assemblies www.tbwoods.com www.marland.com
Kilian Stieber
Geared Cam Limit Switches www.kilianbearings.com www.stieberclutch.com
Stromag
www.stromag.com
Neither the accuracy nor completeness of the information contained in this publication is guaranteed by the company and may be subject to change in its sole discretion. The operating
and performance characteristics of these products may vary depending on the application, installation, operating conditions and environmental factors. The company’s terms and
conditions of sale can be viewed at http://www.altramotion.com/terms-and-conditions/sales-terms-and-conditions. These terms and conditions apply to any person who may buy,
acquire or use a product referred to herein, including any person who buys from a licensed distributor of these branded products.
©2018 by Formsprag Clutch LLC. All rights reserved. All trademarks in this publication are the sole and exclusive property of Formsprag Clutch LLC or one of its affiliated companies.
www.formsprag.com P-1052-FC 3/18

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A L T R A I N D U S T R I A L M O T I O N

Formsprag Clutch and Stieber Clutch overrunning

Overrunning clutches handle torque loads up to 700,000

• Overrunning Formchrome Sprags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 1

Form-Lock (FL) bi-directional clutches are used on

Torque Range: 100 to 4800 lb. ft.

FSO overrunning clutches allow the feed drive to

Bore Range: 0.5 to 7.0 in.

HPI clutches are mounted on the head shaft and

Bore Range: 0.5 to 7.0 in.

2 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

FSO overrunning clutch is mounted on the head

Bore Range: .05 to 7.0 in.

FW clutch coupling is used on in-line mounting of dual

FWW clutch coupling is used on inline mounting of creep

FSR clutches are used as a backstopping clutch on a

Bore Range: .3 to 2.19 in.

FB clutches can be mounted directly on the shaft of

HSB (High Speed Backstop) clutches are used on cooling

Bore Range: .43 to 7.0 in.

4 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

LLH holdback clutches are mounted on the head

Bore Range: 1.87 to 20.0 in.

SB Clutches are used on fluid pumping equipment to provide a

Bore Range: 1.87 to 20.0 in.

FSO clutches are used on multi-speed, one direction only

Bore Range: 0.5 to 7.0 in.

P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 5

If one race of the overrunning clutch is

In theory each sprag is simply the line of

6 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

capacities of the Formsprag

the load carrying component G.A.+

An inherent characteristic of a Figure 6 cylinder is:

P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 7

the roller clutch. In the Formsprag clutch

the sprags engage both races at constantly

 points on one race (thus giving infinite

engage always at the same point on the

8 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

Contracting Expanding Torsional

Figure 13 The energizing springs, of course, will keep

P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 9

The Stieber DC “double cage” retainer

In addition, it was learned that in order

In the Formsprag Clutch “free action”

10 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

Micro-photo (500 x) showing chro-

P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 11

action. In the roller clutch, each ramp

Ratchet & Pawl

Ratchet & Pawl Clutch

12 Formsprag Clutch 800-927-3262 P-1052-FC • 3/18

DC Sprag Retainer (extreme pressure) additives.

Sprags • A robust design, providing easier

P-1052-FC • 3/18 Formsprag Clutch 800-927-3262 13

The load that can be applied to a ball

Condition #1 (A) is the Maximum

points on one race (thus giving infinite

Sprags • A robust design, providing easier