CA1125044A - Double joint clutch - Google Patents
Double joint clutchInfo
- Publication number
- CA1125044A CA1125044A CA345,304A CA345304A CA1125044A CA 1125044 A CA1125044 A CA 1125044A CA 345304 A CA345304 A CA 345304A CA 1125044 A CA1125044 A CA 1125044A
- Authority
- CA
- Canada
- Prior art keywords
- clutch
- hubs
- double joint
- teeth
- socket
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C1/00—Flexible shafts; Mechanical means for transmitting movement in a flexible sheathing
- F16C1/02—Flexible shafts; Mechanical means for transmitting movement in a flexible sheathing for conveying rotary movements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/18—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts the coupling parts (1) having slidably-interengaging teeth
- F16D3/185—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts the coupling parts (1) having slidably-interengaging teeth radial teeth connecting concentric inner and outer coupling parts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/56—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic metal lamellae, elastic rods, or the like, e.g. arranged radially or parallel to the axis, the members being shear-loaded collectively by the total load
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/72—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members with axially-spaced attachments to the coupling parts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/78—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members shaped as an elastic disc or flat ring, arranged perpendicular to the axis of the coupling parts, different sets of spots of the disc or ring being attached to each coupling part, e.g. Hardy couplings
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Oral & Maxillofacial Surgery (AREA)
- Mechanical Operated Clutches (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Pivots And Pivotal Connections (AREA)
Abstract
6517 CAN INVENTOR: HANS SIGG
INVENTION: DOUBLE JOINT CLUTCH
ABSTRACT OF THE DISCLOSURE
A double joint clutch having two clutch hubs, a clutch socket or sleeve interconnecting the two clutch hubs and transmission elements for transmitting a torque or rotational moment distributed about the circum-ference thereof. Within the clutch socket there is arranged a bending rod which is interconnected with both clutch hubs.
INVENTION: DOUBLE JOINT CLUTCH
ABSTRACT OF THE DISCLOSURE
A double joint clutch having two clutch hubs, a clutch socket or sleeve interconnecting the two clutch hubs and transmission elements for transmitting a torque or rotational moment distributed about the circum-ference thereof. Within the clutch socket there is arranged a bending rod which is interconnected with both clutch hubs.
Description
BACKGROUND OF THE INVENTION
The present invention relates to a new and im-proved construction of a double joint clutch having two clutch hubs, a clutch socket or sleeve interconnecting the clutch hubs and transmitting or txansmission elements for transmitting a torque which are uniformly distributed over the circumference of the clutch hubs.
For the transmission of large power ~utputs between rapidly running shafts, it is often necessary to interconnect two shaft ends so as to be elastically bend-able by means of a clutch having a compact construction and, at the same time, to ensure that an axial thrust, such as for instance can arise during switching~in or switching~off a drive machine, does not lead to destruc-tion of the clutch.
In German Patent No. 1,963,755 there are known to the art double joint or universal joint clutches of the above-described species, which are constructed as rotationally rigid double jaw clutches having an internal-ly toothed clutch socket and two externally toothed `
clutch hubs. According to one constructional embodiment ~-of such type of prior art clutch there are arranged, in-stead of individual teeth between the clutch hubs and the clutch socket, elastically structured engagement elements in radial direction, which are under a pre-bias or stress and center the clutch socket or sleeve in relation to the clutch hubs. According to another embodimen-t the center-ing action of the clutch socket in relation to the clutch hubs is realized in that, teet~h individually formed at the clutch hubs have, in relation to the related teeth of the clutch socket, an overdimension and the clutch socket is elastically expandible. In both cases the clutch socket can be centered due to its radial pre-bias in relation to the clutch hubs. However, disturbance free operation can only be maintained if such clutches are not loaded with any appreciable axial forces. Greater axial forces and the moments brought about when axially offset-ting both of the shafts which are to be coupled with one another, therefore lead rapidly to destruction of the heretofore known species of clutches. Hence, it is absolutely mandatory that such state-of-the-art clutch be load relieved from any appreciable axial force by axial pressure bearings arranged to both sides of such clutch.
Each bearing arran~ement however means that when transmitting larger loads at higher rotational speeds, there arises a loss in efficiency, and it is for this reason that the number of bearings must be maintained as low as possible.
SUMMARY OF THE INVENTION
Therefore, with the foregoing in mind it is a primary object of the present invention to p~vide a new and improved construction of a double joint clutch of the character described which is not associated with the afore-mentioned drawbacks and limitations of the prior art con-structions.
Another and more specif:ic object of -the present invention aims at providing a new and improved construction of clutch of the previously described type which, during the transmission of large torque or rotational moments be-tween rapidly running shafts, allows for relatively large parallel displacement and other axial shifting of such shafts in relation to one another and is extensively insen-sitive to axial forces.
Now in order to implement these and still further objects of the invention, which will become more readily 5~
apparent as the description proceeds, -the clutch of the present development is manifested by the features that both clutch hubs are additionally interconnected with one another by means of a bending rod arranged within the clutch socket or sleeve.
On the one hand, the bending rod is rotatably yielding such that the total torque or rotational moment can be transmitted, by means of the transmission or trans-mitting elements and the clutch socket, from one clutch hub to the other clutch hub. On the other hand, the bending rod is sufficiently buckling resistant or stiff in order to take-up axial thrusts. Such axial thrusts can be periodically and/or surgewise generated, for instance by means of a drive machine or a driven machine.
The inventive double joint clutch is especially contemplated to transmit power outputs exceeding 10,000 kW.
In machine assemblies havinga p~wer output of this order of magnitude it is possible that one machine produces an axial thrust of, for instance, 10,000 kp in one direction and another machine an axial thrust of 15,000 kp in the opposite direction. The in~entive clutch is capable of absorbing such axial thrusts, so that only a single axial ~L~25~
pressure bearing is needed, which can take-up the resultant axial thrust of, in the example given, for instance 5,000 kp. Hence, the total efficiency of the machine assembly can be appreciably increased in comparison to heretofore known clutch and bearing arrangements, while retaining the other conditions the same.
Depending upon the desired axial rigidity the bending rod can be connected to be buckling resistant and/
or also rotationally fixed with the clutch hubs.
Depending upon the desired torsional rigidity the engagement elements which transmit the torque or rotational moment can be structured as membrane bending rods, lamellae, sleeves, teeth or the like.
With a direct attachment of the bending rod at both Glutch hubs there is realized the possibility of assembling and disassembling the entire inventive double joint clutch, without having to take the same apart, be-tween both of the shaft ends which are to becoupled with one another.
, BRIEF DESCR_PTION OF THE DRAWI:NGS
The invention will be better understood and ob-jects other than those set forth above will become apparent when consideration is given to the following detailed des-cription thereof. Such description makes reference to the annexed drawings wherein:
Figure 1 is an axial sectional view of a first embodiment of double joint clutch showing the same in its normal position:
Figure la is an enlarged partial sectional view of the clutch arrangement of Figu:re 1, the section being taken along the line A-A thereof;
Figure 2 is an axial sectional view of the clutch shown in Figure 1 illustrating the same in strongly exag-gerated deflected position, Figure 3 is an axial sectional view of a second embodiment of double joint clutch in its normal position;
and Figure 4 is an axial sectional view of the clutch shown inFigure 3, with markedly exaggerated deElection of the clutch.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Describing now the drawings, both of the exem-plary embodiments of double joint or universal joint clutch-es shown in Figures 1, la and 2 on the one hand and in Figures 3 and 4 on the other hand, will be initially col-lectively described hereinafter to the extent that the structure of both embodiments coincides with one another.
In both instances the double joint clutch serves to inter-connect two shaft ends 10 and 12 with one another, the axes of which normally are in alignment with one another, but equally also oould be inclined with respect to one another, or, as shown in Figures 2 and 4 in extremely exaggerated illustration, could be offset parallelly with respect to one another. Both shaft ends 10 and 12 each ;
have a respective flange 14 for the double joint clutch. ;
The shaft end 12 arran~ed to the right of the double joint clutch, as shown in Figure 1, is mounted in a bear-ing 16.
Each of the illustrated double joint elutches has as its primary components two elutch hubs 18, a clutch socket or sleeve 20 and a bending rod 22.
Formed at each clutch hub 18 is a radial outer flange 24 whieh is threadably eonneeted, for instanee bolted bymeans of the threaded bolts with the flange 14 at the neighboring shaft end 10 and 12, respeetively.
Additionally, at each eluteh hub 18 there is formed a radial inner flange 26 which is threadably eonneeted, again for instanee by means of the threaded bolts, with a flange 28 at the neighboring end of the bending rod 220 This bending rod 22 is eentered in the flanges 26 of both eluteh hubs 18 and furthermore extends, with radial intermediate play or spaee, through the clutch hubs 18 and the elutch socket 20.
Each of both eluteh hubs 18 has teeth or teeth means 30, which aecording to the embodiment of Figures 1, la and 2, are strue-tured as external teeth, whereas in the embodiment of Figures 3 and 4 they are eonstructed as inter~ ;
nal teeth~ The teeth 30 of the clutch hubs 18 have opera-tively associated therewi~h the respeetive teeth 32 provided at the eluteh soeket 20, which according to the embodiment of Figures 1, la and 2 are eonstrueted as internal teeth~
while in the embodiment of Figures 3 and 4 on the other hand they are constructed as external teeth. -Now since however the torque or rotational moment which is to be transmitted by the double joint clutch is exclusively taken-up by the clutch hubs, the clutch sockets interconnecting the same and the transmission elements ;
arranged between both of these components, these teeth 30 and 32, with both of the exemplary embodiments, fulfill quite different functions.
With the first-mentioned embodiment of Figures l, la and 2, the teeth 30 and 32, and as particularly well seen by referring to Figure la, have an appreciable play ;
in radial direction with respect to one another and also a `
certain play in the circumferential direction. This means that in normal operation they do not participate in the transmission of the torque, quite in contrast to the second exemplary embodiment of Figures 3 and 4. Both of the clutch hubs 18, in the first exemplary embodiment, as best seen by referring to Figures 1 and 2, have membrane-like arranged bending rods 34, whose radial outer ends are clamped between one of the end pieces or members 36 of -the ~
clutch socket 20 operativeIy associated with the related ~;
clutch hub 18 and a protective ring 38 which is -threadably connected therewith. The membrane-like hending rods 34 are extremely elastic~ so that any axial shifting of both shaft ends lO and 12 can be taken-up by such bending rods 34.
With the embodiment of Figures 3 and 4 such axial shifting is taken-up by the crown configuration of the teeth 32.
In the critical case, that is to say upon exceed-ing the permissible torque, with the embodiment of Figures l and 2 the membrane-like bending rods 34 rupture. Hence, the teeth 30 and 32 of Figure la come into play, which in that case enables shutdown of the machine assembly. With the same critical situation for the embodiment of Figures 3 and 4, only one or a number of teeth of the teeth 30 and 32 will become defective.
The bending r¢d 22 is so slim and correspondingly soft or yieldable that it does not participate in the torque transmission. However, it is sufficiently bending or buckling resistant that it is capable of transmitting all of the arising axial forces directly from one clutch hub 18 to the other clutch hub 18, and specifically, also even then when both shaft ends 10 and 12, as shown in Figures 2 and 4, are offset parallelly with respect to one another.
In the event that the bending rod 22 should rupture, then with the exemplary embodiment of Figures 1, la and 2, there is formed at the inner surface of each end piece 36 of the clutch socket or sleeve 20 a substantially ring-shaped or annular stop or impact member 40 which engages into an intermediate space between the teeth 30 of the re-lated clutch hub 18 and a likewise ring-shaped counterstop 42 attached at such clutch hub 18.
In the event of fracture of the bending rod 22 these stops 40 and counterstops 42, together with the ring-shaped constructed ends of the related teeth 30, limit the axial relative shifting of both shaft ends 10 and 12, so that the double joint clutch can still run, without suffering any additional damage, until the machine assembly, of which the shaft ends 10 and 12 are a part, can be turned-off and shut down. With the embodiment of Figures 3 and 4, in the event of rupture of the bending rod 22 the teeth 30 and 32 assume the function of the stops 40, and the counterstops 42 on the one hand, or the clutch hubs r on the other hand, prevent the axial relative displacement or shifting of both shaft ends 10 and 12.
The substantially ring-shaped constructed stops (Figures 1 and 2), and the corresponding counterstops 42 and the end of the teeth 32 protruding against the stops 40 are provided with a convex end surface. For reasons of simplicity in illustration such end surface has not been particularly shown in the drawings.
For the exact functionally equivalent purpose there-lsprovided with the second exemplary embodiment of Figures 3 and 4 a conve~ end surface at the end of the teeth 32 directed towards the counterstops or impact ~
members 42. ~;
With the embodiment of Figures~`l,la and 2 both of the end pieces or members 36 oE the clutch socket 20 are interconnected by a tubular-shaped intermediate piece or element 44. In this case the clutch socket 20 is con-structed as a three-part unit or, if there are considered the protective rings 38, then as a five-part unit.
On the other hand, with the embodiment of Figures 3 and 4, the clutch socket or sleeve 20 is con-structed as a one-part unit, however is provided at both of its ends with a respective lubricant chamber or space 46 ~2~
which is formed within its teeth 3Z. From such chamber 46 it is possible to directly impinge with a suitable lubricant the teeth by means of a type of spray nozzle which consists of small bores at the tooth root or base of the teeth. The teeth 3~ are crowned and engage with radial pre-bias or stress into the teeth 30 of the clutch hubs 18, so that in this case there is ensured for center-ing of both ends of the cltuch socket 20 in relation to the clutch hubs 18.
The present invention relates to a new and im-proved construction of a double joint clutch having two clutch hubs, a clutch socket or sleeve interconnecting the clutch hubs and transmitting or txansmission elements for transmitting a torque which are uniformly distributed over the circumference of the clutch hubs.
For the transmission of large power ~utputs between rapidly running shafts, it is often necessary to interconnect two shaft ends so as to be elastically bend-able by means of a clutch having a compact construction and, at the same time, to ensure that an axial thrust, such as for instance can arise during switching~in or switching~off a drive machine, does not lead to destruc-tion of the clutch.
In German Patent No. 1,963,755 there are known to the art double joint or universal joint clutches of the above-described species, which are constructed as rotationally rigid double jaw clutches having an internal-ly toothed clutch socket and two externally toothed `
clutch hubs. According to one constructional embodiment ~-of such type of prior art clutch there are arranged, in-stead of individual teeth between the clutch hubs and the clutch socket, elastically structured engagement elements in radial direction, which are under a pre-bias or stress and center the clutch socket or sleeve in relation to the clutch hubs. According to another embodimen-t the center-ing action of the clutch socket in relation to the clutch hubs is realized in that, teet~h individually formed at the clutch hubs have, in relation to the related teeth of the clutch socket, an overdimension and the clutch socket is elastically expandible. In both cases the clutch socket can be centered due to its radial pre-bias in relation to the clutch hubs. However, disturbance free operation can only be maintained if such clutches are not loaded with any appreciable axial forces. Greater axial forces and the moments brought about when axially offset-ting both of the shafts which are to be coupled with one another, therefore lead rapidly to destruction of the heretofore known species of clutches. Hence, it is absolutely mandatory that such state-of-the-art clutch be load relieved from any appreciable axial force by axial pressure bearings arranged to both sides of such clutch.
Each bearing arran~ement however means that when transmitting larger loads at higher rotational speeds, there arises a loss in efficiency, and it is for this reason that the number of bearings must be maintained as low as possible.
SUMMARY OF THE INVENTION
Therefore, with the foregoing in mind it is a primary object of the present invention to p~vide a new and improved construction of a double joint clutch of the character described which is not associated with the afore-mentioned drawbacks and limitations of the prior art con-structions.
Another and more specif:ic object of -the present invention aims at providing a new and improved construction of clutch of the previously described type which, during the transmission of large torque or rotational moments be-tween rapidly running shafts, allows for relatively large parallel displacement and other axial shifting of such shafts in relation to one another and is extensively insen-sitive to axial forces.
Now in order to implement these and still further objects of the invention, which will become more readily 5~
apparent as the description proceeds, -the clutch of the present development is manifested by the features that both clutch hubs are additionally interconnected with one another by means of a bending rod arranged within the clutch socket or sleeve.
On the one hand, the bending rod is rotatably yielding such that the total torque or rotational moment can be transmitted, by means of the transmission or trans-mitting elements and the clutch socket, from one clutch hub to the other clutch hub. On the other hand, the bending rod is sufficiently buckling resistant or stiff in order to take-up axial thrusts. Such axial thrusts can be periodically and/or surgewise generated, for instance by means of a drive machine or a driven machine.
The inventive double joint clutch is especially contemplated to transmit power outputs exceeding 10,000 kW.
In machine assemblies havinga p~wer output of this order of magnitude it is possible that one machine produces an axial thrust of, for instance, 10,000 kp in one direction and another machine an axial thrust of 15,000 kp in the opposite direction. The in~entive clutch is capable of absorbing such axial thrusts, so that only a single axial ~L~25~
pressure bearing is needed, which can take-up the resultant axial thrust of, in the example given, for instance 5,000 kp. Hence, the total efficiency of the machine assembly can be appreciably increased in comparison to heretofore known clutch and bearing arrangements, while retaining the other conditions the same.
Depending upon the desired axial rigidity the bending rod can be connected to be buckling resistant and/
or also rotationally fixed with the clutch hubs.
Depending upon the desired torsional rigidity the engagement elements which transmit the torque or rotational moment can be structured as membrane bending rods, lamellae, sleeves, teeth or the like.
With a direct attachment of the bending rod at both Glutch hubs there is realized the possibility of assembling and disassembling the entire inventive double joint clutch, without having to take the same apart, be-tween both of the shaft ends which are to becoupled with one another.
, BRIEF DESCR_PTION OF THE DRAWI:NGS
The invention will be better understood and ob-jects other than those set forth above will become apparent when consideration is given to the following detailed des-cription thereof. Such description makes reference to the annexed drawings wherein:
Figure 1 is an axial sectional view of a first embodiment of double joint clutch showing the same in its normal position:
Figure la is an enlarged partial sectional view of the clutch arrangement of Figu:re 1, the section being taken along the line A-A thereof;
Figure 2 is an axial sectional view of the clutch shown in Figure 1 illustrating the same in strongly exag-gerated deflected position, Figure 3 is an axial sectional view of a second embodiment of double joint clutch in its normal position;
and Figure 4 is an axial sectional view of the clutch shown inFigure 3, with markedly exaggerated deElection of the clutch.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Describing now the drawings, both of the exem-plary embodiments of double joint or universal joint clutch-es shown in Figures 1, la and 2 on the one hand and in Figures 3 and 4 on the other hand, will be initially col-lectively described hereinafter to the extent that the structure of both embodiments coincides with one another.
In both instances the double joint clutch serves to inter-connect two shaft ends 10 and 12 with one another, the axes of which normally are in alignment with one another, but equally also oould be inclined with respect to one another, or, as shown in Figures 2 and 4 in extremely exaggerated illustration, could be offset parallelly with respect to one another. Both shaft ends 10 and 12 each ;
have a respective flange 14 for the double joint clutch. ;
The shaft end 12 arran~ed to the right of the double joint clutch, as shown in Figure 1, is mounted in a bear-ing 16.
Each of the illustrated double joint elutches has as its primary components two elutch hubs 18, a clutch socket or sleeve 20 and a bending rod 22.
Formed at each clutch hub 18 is a radial outer flange 24 whieh is threadably eonneeted, for instanee bolted bymeans of the threaded bolts with the flange 14 at the neighboring shaft end 10 and 12, respeetively.
Additionally, at each eluteh hub 18 there is formed a radial inner flange 26 which is threadably eonneeted, again for instanee by means of the threaded bolts, with a flange 28 at the neighboring end of the bending rod 220 This bending rod 22 is eentered in the flanges 26 of both eluteh hubs 18 and furthermore extends, with radial intermediate play or spaee, through the clutch hubs 18 and the elutch socket 20.
Each of both eluteh hubs 18 has teeth or teeth means 30, which aecording to the embodiment of Figures 1, la and 2, are strue-tured as external teeth, whereas in the embodiment of Figures 3 and 4 they are eonstructed as inter~ ;
nal teeth~ The teeth 30 of the clutch hubs 18 have opera-tively associated therewi~h the respeetive teeth 32 provided at the eluteh soeket 20, which according to the embodiment of Figures 1, la and 2 are eonstrueted as internal teeth~
while in the embodiment of Figures 3 and 4 on the other hand they are constructed as external teeth. -Now since however the torque or rotational moment which is to be transmitted by the double joint clutch is exclusively taken-up by the clutch hubs, the clutch sockets interconnecting the same and the transmission elements ;
arranged between both of these components, these teeth 30 and 32, with both of the exemplary embodiments, fulfill quite different functions.
With the first-mentioned embodiment of Figures l, la and 2, the teeth 30 and 32, and as particularly well seen by referring to Figure la, have an appreciable play ;
in radial direction with respect to one another and also a `
certain play in the circumferential direction. This means that in normal operation they do not participate in the transmission of the torque, quite in contrast to the second exemplary embodiment of Figures 3 and 4. Both of the clutch hubs 18, in the first exemplary embodiment, as best seen by referring to Figures 1 and 2, have membrane-like arranged bending rods 34, whose radial outer ends are clamped between one of the end pieces or members 36 of -the ~
clutch socket 20 operativeIy associated with the related ~;
clutch hub 18 and a protective ring 38 which is -threadably connected therewith. The membrane-like hending rods 34 are extremely elastic~ so that any axial shifting of both shaft ends lO and 12 can be taken-up by such bending rods 34.
With the embodiment of Figures 3 and 4 such axial shifting is taken-up by the crown configuration of the teeth 32.
In the critical case, that is to say upon exceed-ing the permissible torque, with the embodiment of Figures l and 2 the membrane-like bending rods 34 rupture. Hence, the teeth 30 and 32 of Figure la come into play, which in that case enables shutdown of the machine assembly. With the same critical situation for the embodiment of Figures 3 and 4, only one or a number of teeth of the teeth 30 and 32 will become defective.
The bending r¢d 22 is so slim and correspondingly soft or yieldable that it does not participate in the torque transmission. However, it is sufficiently bending or buckling resistant that it is capable of transmitting all of the arising axial forces directly from one clutch hub 18 to the other clutch hub 18, and specifically, also even then when both shaft ends 10 and 12, as shown in Figures 2 and 4, are offset parallelly with respect to one another.
In the event that the bending rod 22 should rupture, then with the exemplary embodiment of Figures 1, la and 2, there is formed at the inner surface of each end piece 36 of the clutch socket or sleeve 20 a substantially ring-shaped or annular stop or impact member 40 which engages into an intermediate space between the teeth 30 of the re-lated clutch hub 18 and a likewise ring-shaped counterstop 42 attached at such clutch hub 18.
In the event of fracture of the bending rod 22 these stops 40 and counterstops 42, together with the ring-shaped constructed ends of the related teeth 30, limit the axial relative shifting of both shaft ends 10 and 12, so that the double joint clutch can still run, without suffering any additional damage, until the machine assembly, of which the shaft ends 10 and 12 are a part, can be turned-off and shut down. With the embodiment of Figures 3 and 4, in the event of rupture of the bending rod 22 the teeth 30 and 32 assume the function of the stops 40, and the counterstops 42 on the one hand, or the clutch hubs r on the other hand, prevent the axial relative displacement or shifting of both shaft ends 10 and 12.
The substantially ring-shaped constructed stops (Figures 1 and 2), and the corresponding counterstops 42 and the end of the teeth 32 protruding against the stops 40 are provided with a convex end surface. For reasons of simplicity in illustration such end surface has not been particularly shown in the drawings.
For the exact functionally equivalent purpose there-lsprovided with the second exemplary embodiment of Figures 3 and 4 a conve~ end surface at the end of the teeth 32 directed towards the counterstops or impact ~
members 42. ~;
With the embodiment of Figures~`l,la and 2 both of the end pieces or members 36 oE the clutch socket 20 are interconnected by a tubular-shaped intermediate piece or element 44. In this case the clutch socket 20 is con-structed as a three-part unit or, if there are considered the protective rings 38, then as a five-part unit.
On the other hand, with the embodiment of Figures 3 and 4, the clutch socket or sleeve 20 is con-structed as a one-part unit, however is provided at both of its ends with a respective lubricant chamber or space 46 ~2~
which is formed within its teeth 3Z. From such chamber 46 it is possible to directly impinge with a suitable lubricant the teeth by means of a type of spray nozzle which consists of small bores at the tooth root or base of the teeth. The teeth 3~ are crowned and engage with radial pre-bias or stress into the teeth 30 of the clutch hubs 18, so that in this case there is ensured for center-ing of both ends of the cltuch socket 20 in relation to the clutch hubs 18.
Claims (8)
1. A double joint clutch comprising:
two clutch hubs;
a clutch socket interconnecting said two clutch hubs;
transmission elements for transmitting a torque distributed essentially uniformly about the circumference of each of the clutch hubs;
a bending rod arranged within the clutch socket; and means for connecting said bending rod with both of said clutch hubs.
two clutch hubs;
a clutch socket interconnecting said two clutch hubs;
transmission elements for transmitting a torque distributed essentially uniformly about the circumference of each of the clutch hubs;
a bending rod arranged within the clutch socket; and means for connecting said bending rod with both of said clutch hubs.
2. The double joint clutch as defined in claim 1, wherein:
said connecting means connects said bending rod to be stiff against bending with both of the clutch hubs.
said connecting means connects said bending rod to be stiff against bending with both of the clutch hubs.
3. The double joint clutch as defined in claim 2, wherein:
said connecting means connects said bending rod to be rotationally fixed with both clutch hubs.
said connecting means connects said bending rod to be rotationally fixed with both clutch hubs.
4. The double joint clutch as defined in claim 3, wherein:
said connecting means includes flange means for affixing the bending rod to said clutch hubs.
said connecting means includes flange means for affixing the bending rod to said clutch hubs.
5. The double joint clutch as defined in claim 1, wherein:
said transmission elements comprise membrane means.
said transmission elements comprise membrane means.
6. The double joint clutch as defined in claim 5, wherein:
said membrane means comprise membrane-like bending rod elements.
said membrane means comprise membrane-like bending rod elements.
7. The double joint clutch as defined in claim 1, wherein:
said transmission elements comprise teeth means; and said teeth means comprise external teeth provided at the clutch socket and internal teeth pro-vided at the clutch hubs.
said transmission elements comprise teeth means; and said teeth means comprise external teeth provided at the clutch socket and internal teeth pro-vided at the clutch hubs.
8. The double joint clutch as defined in claim 1, further including:
coacting substantially ring-shaped stop means provided for said clutch hubs and said clutch socket; and said stop means containing sub-stantially convex end surfaces.
coacting substantially ring-shaped stop means provided for said clutch hubs and said clutch socket; and said stop means containing sub-stantially convex end surfaces.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH1534/79-9 | 1979-02-16 | ||
CH153479A CH634133A5 (en) | 1979-02-16 | 1979-02-16 | DOUBLE JOINT CLUTCH. |
Publications (1)
Publication Number | Publication Date |
---|---|
CA1125044A true CA1125044A (en) | 1982-06-08 |
Family
ID=4212673
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CA345,304A Expired CA1125044A (en) | 1979-02-16 | 1980-02-08 | Double joint clutch |
Country Status (9)
Country | Link |
---|---|
JP (1) | JPS55112423A (en) |
CA (1) | CA1125044A (en) |
CH (1) | CH634133A5 (en) |
DE (1) | DE2934346C2 (en) |
FR (1) | FR2449231A1 (en) |
GB (1) | GB2043207B (en) |
IT (1) | IT1130005B (en) |
NL (1) | NL8000649A (en) |
SE (1) | SE8001102L (en) |
Families Citing this family (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3318922A1 (en) * | 1983-05-25 | 1984-11-29 | Robert Bosch Gmbh, 7000 Stuttgart | Gear machine |
DE3572526D1 (en) * | 1985-07-26 | 1989-09-28 | Bhs Bayerische Berg | Manufacturing process for a flexible coupling means for the transmission of torque |
DE3706135A1 (en) * | 1987-02-26 | 1988-09-08 | Kloeckner Humboldt Deutz Ag | Torsionally rigid compensating coupling with an axial damper, particularly for driving an injection pump |
US5358399A (en) * | 1992-04-09 | 1994-10-25 | The Japan Steel Works, Ltd. | Cutter holder device in a pelletizer |
FR2699619B1 (en) * | 1992-12-22 | 1995-02-24 | Creusot Loire Mecanique | Rotary coupling device and gypsy and grooved pulley comprising such a coupling device. |
DE4326868C1 (en) * | 1993-08-11 | 1995-04-06 | Voith Gmbh J M | Rapid-release safety coupling |
DE29610299U1 (en) * | 1996-06-12 | 1996-09-19 | KWD Kupplungswerk Dresden GmbH, 01159 Dresden | Tooth coupling |
DE102006042301B4 (en) * | 2006-09-08 | 2018-02-22 | Ellergon Antriebstechnik Gmbh | Diaphragm compensation clutch and hole reveal connection |
GB2446863A (en) * | 2007-02-21 | 2008-08-27 | Smiths Aerospace Ltd | Diaphragm coupling with stops to limit range of movement |
CN102410312A (en) * | 2011-11-15 | 2012-04-11 | 西安交通大学 | Gear and thin-wall disc combined type coupling |
FR2990011B1 (en) * | 2012-04-27 | 2014-05-02 | Eurocopter France | FLEXIBLE COUPLING MEANS AND MECHANICAL TRANSMISSION |
CN103527649A (en) * | 2012-07-04 | 2014-01-22 | 北京精密机电控制设备研究所 | Super high rotating speed safe flexible coupler |
DE102012107378B4 (en) * | 2012-08-10 | 2014-05-15 | Dionex Softron Gmbh | Switching valve for liquid chromatography, in particular high-pressure switching valve for high performance liquid chromatography |
US9297790B2 (en) | 2012-08-10 | 2016-03-29 | Dionex Softron Gmbh | Switching valve for liquid chromatography |
DE102012107379B4 (en) * | 2012-08-10 | 2016-09-29 | Dionex Softron Gmbh | Switching valve for liquid chromatography, in particular high-pressure switching valve for high performance liquid chromatography |
DE102012107380B4 (en) | 2012-08-10 | 2017-03-09 | Dionex Softron Gmbh | Switching valve, in particular high-pressure switching valve for high-performance liquid chromatography |
AT515433B1 (en) * | 2014-03-21 | 2015-09-15 | Avl List Gmbh | Shaft with adjustable stiffness |
US9416815B2 (en) * | 2014-10-01 | 2016-08-16 | GM Global Technology Operations LLC | Driveshaft with two-stage stiffness |
GB2537613B (en) * | 2015-04-20 | 2019-05-22 | Rolls Royce Plc | A shaft assembly comprising a frangible coupling and a flexible coupling |
FR3039868B1 (en) * | 2015-08-07 | 2017-07-28 | Airbus Helicopters | FLEXIBLE COUPLING MEANS, MECHANICAL TRANSMISSION AND AIRCRAFT |
GB2548622A (en) * | 2016-03-24 | 2017-09-27 | Goodrich Actuation Systems Ltd | Splined couplings |
US10253822B2 (en) | 2016-11-03 | 2019-04-09 | Goodrich Corporation | Flexible couplings with angular limiters |
US11408467B2 (en) | 2019-05-03 | 2022-08-09 | Goodrich Corporation | Flexible coupling assembly |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB594550A (en) * | 1945-01-16 | 1947-11-13 | Power Jets Res & Dev Ltd | Improvements in or relating to flexible couplings for shafts and the like |
NL276996A (en) * | 1900-01-01 | |||
DE749609C (en) * | 1940-10-02 | 1944-11-27 | Shaft coupling | |
US2550580A (en) * | 1945-01-16 | 1951-04-24 | Power Jets Res & Dev Ltd | Flexible coupling for shafts and the like |
FR1196352A (en) * | 1958-05-23 | 1959-11-24 | Tacke Maschinenfabrik Komm Ges | Angularly movable toothed coupling |
US3005323A (en) * | 1959-02-19 | 1961-10-24 | Westinghouse Electric Corp | Generator drive shaft assembly |
DE1208125B (en) * | 1959-11-12 | 1965-12-30 | Gen Electric | Shaft coupling |
FR1273282A (en) * | 1960-11-10 | 1961-10-06 | Thomson Houston Comp Francaise | Improvements to flexible couplings between machine shafts |
GB929323A (en) * | 1961-05-17 | 1963-06-19 | Ass Elect Ind | Improved flexible coupling particularly for turbine-generator equipment |
FR1545229A (en) * | 1966-11-24 | 1968-11-08 | Ass Elect Ind | Flexible drive device |
CH472594A (en) * | 1967-03-15 | 1969-05-15 | Turboflex Ltd | Flexible coupling |
JPS4514969Y1 (en) * | 1967-06-09 | 1970-06-24 | ||
SE358716B (en) * | 1971-10-18 | 1973-08-06 | Stal Laval Turbin Ab | |
JPS4926013U (en) * | 1972-06-08 | 1974-03-06 | ||
US4133188A (en) * | 1977-07-13 | 1979-01-09 | General Motors Corporation | Back-up torque transmitting structure |
-
1979
- 1979-02-16 CH CH153479A patent/CH634133A5/en not_active IP Right Cessation
- 1979-08-24 DE DE2934346A patent/DE2934346C2/en not_active Expired
-
1980
- 1980-02-01 NL NL8000649A patent/NL8000649A/en not_active Application Discontinuation
- 1980-02-05 IT IT19688/80A patent/IT1130005B/en active
- 1980-02-08 CA CA345,304A patent/CA1125044A/en not_active Expired
- 1980-02-12 SE SE8001102A patent/SE8001102L/en not_active Application Discontinuation
- 1980-02-12 FR FR8003013A patent/FR2449231A1/en not_active Withdrawn
- 1980-02-14 GB GB8005052A patent/GB2043207B/en not_active Expired
- 1980-02-15 JP JP1671480A patent/JPS55112423A/en active Pending
Also Published As
Publication number | Publication date |
---|---|
JPS55112423A (en) | 1980-08-30 |
FR2449231A1 (en) | 1980-09-12 |
IT1130005B (en) | 1986-06-11 |
NL8000649A (en) | 1980-08-19 |
IT8019688A0 (en) | 1980-02-05 |
SE8001102L (en) | 1980-08-17 |
CH634133A5 (en) | 1983-01-14 |
DE2934346A1 (en) | 1980-08-21 |
GB2043207A (en) | 1980-10-01 |
GB2043207B (en) | 1983-04-13 |
DE2934346C2 (en) | 1983-03-24 |
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Legal Events
Date | Code | Title | Description |
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MKEX | Expiry |