Rotary shafts – gudgeons – housings – and flexible couplings for ro – Torque transmitted via flexible element – Nonmetallic element
Utility Patent
1999-04-12
2001-01-02
Browne, Lynne H. (Department: 3629)
Rotary shafts, gudgeons, housings, and flexible couplings for ro
Torque transmitted via flexible element
Nonmetallic element
C464S185000, C464S181000, C464S080000
Utility Patent
active
06168527
ABSTRACT:
This invention relates to a coupling combination of a compensating coupling and a torsionally elastic coupling, wherein the compensating coupling comprises a coupling member with a middle tube portion and two end-face connecting rings to be incorporated in diaphragm portions constituting a torque-transmitting drive connection, and the torsionally elastic coupling has an inner portion and an outer portion, and between outer portion and inner portion spring elements for torque transmission.
Compensating couplings with diaphragm-fitted coupling members not only ensure a perfect torque transmission due to their torsional resistance, but due to the deformability of their diaphragm portions also provide for a compensation of radial, axial and angular displacements of the drive portions to be coupled with each other, where depending on the requirements different shapes of diaphragms and tube portions are possible, and the tube portions and the diaphragm portions mostly consist of heavy-duty fiber composites and can be prefabricated as single parts or can be produced as uniform coupling members. In accordance with AT 403.837 B it is also already known in these coupling members to attach both diaphragm portions at the tube portion in the outer peripheral region, and to provide the connecting edges in the inner peripheral region, so as to be able to dimension the diaphragm portions large enough in adaptation to the desired requirements as regards the working elasticity. These compensating couplings are optimally suited for connecting turbines, elastically mounted motors, propellers or the like with the drive train, where, in order to keep critical resonances out of the operating speed range and possibly dampen other vibration phenomena, torsionally elastic or torsionally elastic and vibration-damping couplings are incorporated in the drive train in addition to the compensating coupling. For this purpose, the compensating coupling and the torsionally elastic coupling have so far been axially disposed one beside the other, and the connecting ring of the one diaphragm portion of the compensating coupling is screwed to the inner or outer portion of the adjoining torsionally elastic coupling directly or via an intermediate flange. However, this coexistence of compensating coupling and torsionally elastic coupling involves a comparatively large overall length, which in the case of cramped space conditions often leads to considerable difficulties during the installation and removal of the coupling combination.
It is therefore the object underlying the invention to create a coupling combination as described above, which with a perfect torque transmission and offset compensation behavior is characterized by its minimized overall length and its favorable installation and removal conditions.
This object is solved by the invention in that the tube portion of the coupling member of the compensating coupling is divided in a manner known per se along an axially normal parting plane in two tube sections to be screwed together via outwardly protruding flange edges, that at least one of the diaphragm portions of the coupling member is attached at the associated tube portion in its outer peripheral region and forms the connecting ring in its inner peripheral region, and that the torsionally elastic coupling is disposed in the vicinity of this tube section inside the coupling member, where the connecting ring of the diaphragm portion is screwed to the outer portion of the torsionally elastic coupling and the inner portion coaxially extends through the connecting ring to the outside. As a result, the torsionally elastic coupling can be fully integrated in the compensating coupling, and the required working length of the compensating coupling substantially also determines the total length of the entire coupling combination. Since the tube portion is divided in two tube sections, the torsionally elastic coupling can not only easily be inserted inside the compensating coupling, but the entire coupling combination can be mounted and dismounted economically by means of an installation and removal section by section even if little space is available in the vicinity of the drive train. As required, the torsionally elastic coupling can be fixed with the diaphragm portion of the compensating coupling at the driving end or at the driven end, where for connecting the coupling combination to the adjacent parts of the drive train in the vicinity of the torsionally elastic coupling the inner portion thereof is used in the usual way, whereas in the vicinity of the free diaphragm portion of the compensating coupling the connecting ring thereof is used. Despite the compact design and the different types of coupling integrated with each other there is a clear separation of the coupling functions, where the compensating coupling performs the required compensating movements, but the torsionally elastic coupling, which may of course also be designed as vibration-damping coupling, must only absorb the loads due to the torsional vibrations.
It may be advantageous when both diaphragm portions of the coupling member are attached at the associated tube sections in the outer peripheral region, and in the inner peripheral region form the connecting rings, and when inside both tube sections there is each provided a torsionally elastic coupling, as in this way the compensating coupling is combined with two torsionally elastic couplings connected in series and it is possible to allocate a torsionally elastic coupling both to the motor side and to the transmission side. The installation of the coupling combination in the drive train is effected on both sides via the inner portions of the torsionally elastic couplings, and the total length of the coupling is in turn substantially determined by the working length of the compensating coupling.
A further constructional variant is obtained in that the one diaphragm portion of the coupling member is attached at the associated tube section in the outer peripheral region, and the other diaphragm portion is attached at the associated tube section in the inner peripheral region, and the one diaphragm portion forms the connecting ring in the inner peripheral region and the other diaphragm portion forms the connecting ring in the outer peripheral region, where the tube sections having different diameters are screwed together via flange edges of different sizes, which compensate the difference in diameter. In this case, the torsionally elastic coupling is incorporated in the tube section attached in the outer peripheral region of the one diaphragm portion, where the inner portion of the torsionally elastic coupling makes the connection to the adjoining drive train, whereas the other tube section is attached in the inner peripheral region of the other diaphragm portion, and this diaphragm portion has the connecting ring in the outer peripheral region, so that here a direct connection to correspondingly large-diameter components, for instance a flywheel or the like, can be effected in the outer peripheral region. In addition, the small-diameter tube section provides a good accessibility and thus improved assembly conditions for screwing the flange edges on the one hand and the outer connecting rings on the other hand.
It is furthermore advantageous when in the inner peripheral region of the diaphragm portions or in the vicinity of the tube section having a smaller diameter aeration holes are provided, and in the vicinity of the flange edges vent holes are provided, so that in the case of a rotation of the coupling the coupling member acts as ventilator and ensures a perfect dissipation of heat from the inner region of the coupling combination.
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patent: 5890965 (1999-04-01), Deeg et al.
patent: 6095924 (2000-08-01), Geisl
Browne Lynne H.
Collard & Roe P.C.
Ellergon Antriebstechnik GmbH
Thompson Kenneth
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