CN210919877U

CN210919877U - Helicopter diaphragm coupling

Info

Publication number: CN210919877U
Application number: CN201921152680.3U
Authority: CN
Inventors: 徐祖国; 张亚军; 刘杨舜; 裴桃林; 吴艳朋; 高云朋; 田刚印
Original assignee: Beijing Zhonghangzhi Technology Co ltd
Current assignee: Beijing Zhonghangzhi Technology Co ltd
Priority date: 2019-07-22
Filing date: 2019-07-22
Publication date: 2020-07-03
Anticipated expiration: 2029-07-22

Abstract

The embodiment of the utility model provides a helicopter diaphragm shaft coupling belongs to helicopter technical field. Helicopter diaphragm shaft coupling includes the axle and sets up two diaphragm flanges and two end face flanges at axle both ends respectively, and the one end fixedly connected with diaphragm assembly of back off-axis on the diaphragm flange, diaphragm assembly include relative setting and interconnect's first diaphragm and second diaphragm, and first diaphragm includes: a first mounting portion, the second diaphragm including: the first installation part is parallel to the second installation part and is provided with a gap, the first installation part is fixedly connected with the diaphragm flange, and the two end face flanges are fixedly connected with the second installation part respectively. The deformation of the helicopter diaphragm coupling can be further improved.

Description

Helicopter diaphragm coupling

Technical Field

The utility model relates to a helicopter technical field especially relates to a helicopter diaphragm shaft coupling.

Background

The coupling is a device which connects two shafts or a shaft and a rotating part, rotates together in the process of transmitting motion and power and does not separate under normal conditions, and sometimes is used as a safety device to prevent the connected machine parts from being damaged due to overlarge load, thereby playing the role of overload protection. In a helicopter, a coupling is mainly used for coupling an engine and a speed reducer and transmitting the power of the engine to the speed reducer, and the coupling directly influences the transmission reliability of the helicopter as a key component of the helicopter.

The diaphragm coupling is used as one of the couplings, in the prior art, the diaphragm coupling generally comprises a diaphragm assembly and two half couplings connected to two sides of the diaphragm assembly, each diaphragm assembly is formed by stacking a plurality of diaphragms, the diaphragms are usually formed by cutting stainless steel thin plates, and the relative displacement of the two coupled shafts is compensated by the elastic deformation generated when the diaphragms are bent in use.

However, because the deformation of the diaphragm with such a structural shape is small, when the displacement of the engine output shaft (including the axial displacement, the radial displacement and the angular displacement) is large, the deformation of the diaphragm can only compensate a part of the displacement, and the part of the displacement on the engine output shaft which cannot be compensated by the diaphragm generates additional acting forces on the engine output shaft and the helicopter diaphragm coupling, for example, the axial displacement generates an axial force, the radial displacement generates a radial force, and the angular displacement generates a torque.

SUMMERY OF THE UTILITY MODEL

An object of the embodiment of the utility model is to provide a helicopter diaphragm shaft coupling can further improve the deflection of helicopter diaphragm shaft coupling. The specific technical scheme is as follows:

an embodiment of the utility model provides a helicopter diaphragm shaft coupling, include: the axle and set up respectively two diaphragm flanges and two end face flanges at axle both ends, deviate from on the diaphragm flange the one end fixedly connected with diaphragm assembly of axle, diaphragm assembly is including relative first diaphragm and the second diaphragm that sets up and interconnect, first diaphragm includes: a first mounting portion, the second diaphragm including: the second installation department, first installation department with be parallel to each other between the second installation department and have the clearance, first installation department with diaphragm flange fixed connection, two end flange respectively with second installation department fixed connection.

Optionally, the first diaphragm is provided with a first through hole, and the second diaphragm is provided with a second through hole.

Optionally, the first installation portion includes two at least, the second installation portion includes two at least, the quantity that sets up of first installation portion with the quantity that sets up of second installation portion is the same, first installation portion with the position one-to-one of second installation portion.

Optionally, the first diaphragm further comprises: a first connecting portion connected to the first mounting portion and a third mounting portion connected to the first connecting portion; the second diaphragm further includes: and the third installation part is connected with the fourth installation part.

Optionally, the first membrane is an integrally formed structure, and the second membrane is an integrally formed structure.

Optionally, the centers of the two diaphragm assemblies correspond to each other, and the first mounting portions of the two diaphragm assemblies are staggered with respect to each other by taking the cross section of the shaft as a plane.

Optionally, the first mounting portions of the two diaphragm assemblies are offset from each other by 90 ° with respect to the cross-section of the shaft as a plane.

Optionally, the shaft is conically connected to the diaphragm flange.

Optionally, a nut is connected to a portion of the shaft extending out of the diaphragm flange in a threaded manner, and the nut abuts against the diaphragm flange.

Optionally, the shaft is of a hollow structure, and a plurality of grooves parallel to each other are formed in the end faces of the two ends of the shaft in an inward extending mode.

The embodiment of the utility model provides a diaphragm coupling sets up the diaphragm flange through connecting at the both ends of axle, the one end fixedly connected with diaphragm assembly of axle is gone up to the diaphragm flange back of the body, the diaphragm assembly includes relative setting and the first diaphragm and the second diaphragm of interconnect, first diaphragm includes first installation department, the second diaphragm includes the second installation department, be parallel to each other and have the clearance between first installation department and the second installation department, first installation department and diaphragm flange fixed connection, through at second installation department fixed connection end face flange, make the helicopter diaphragm coupling of the embodiment of the utility model discloses in use, engine output shaft can be connected with one of them end face flange in order to transmit power; when the engine output shaft has axial displacement, an axial force is provided for the helicopter diaphragm coupling provided by the embodiment of the utility model, and the axial force is transmitted to the second mounting part through the end face flange, so as to drive the second mounting part to move towards the first mounting part or move away from the first mounting part, so that the first diaphragm and the second diaphragm generate elastic deformation to compensate the axial displacement; when the engine output shaft generates radial displacement, the engine output shaft drives the end face flange to generate radial movement, and further drives the second diaphragm and the first diaphragm to generate radial deformation so as to compensate the radial displacement; when the engine output shaft generates angular displacement, the engine output shaft drives the end face flange connected with the engine output shaft to rotate, and further drives the second diaphragm and the first diaphragm to generate deformation rotating around the axis of the second diaphragm and the first diaphragm so as to compensate the angular displacement. Therefore the utility model discloses helicopter diaphragm coupling can further compensate the displacement volume that engine output shaft produced when the engine takes place to vibrate for do not produce extra effort between engine output shaft and the helicopter diaphragm coupling, avoid damaging because of engine output shaft and the helicopter diaphragm coupling that extra effort leads to, and then can avoid engine output shaft and helicopter diaphragm coupling to break down. Of course, it is not necessary for any product or method of the invention to achieve all of the above-described advantages at the same time.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a helicopter diaphragm coupling provided in an embodiment of the present invention at a first viewing angle;

fig. 2 is a schematic structural diagram of a helicopter diaphragm coupling provided in an embodiment of the present invention at a second viewing angle;

fig. 3 is a schematic structural diagram of a diaphragm assembly according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of a first diaphragm at a first viewing angle according to an embodiment of the present invention;

FIG. 5 is a left side view of FIG. 4;

fig. 6 is a schematic structural diagram of a first diaphragm at a second viewing angle according to an embodiment of the present invention;

fig. 7 is a schematic structural diagram of a shaft according to an embodiment of the present invention.

Reference numerals: 100. helicopter diaphragm coupling, 110 shaft, 111 recess, 120 diaphragm flange, 121 first diaphragm flange, 122 second diaphragm flange, 130 end flange, 140 diaphragm assembly, 141 first diaphragm, 1411 first mounting portion, 1412 first through hole, 1413 first connecting portion, 1414 third mounting portion, 142 second diaphragm, 1421 second mounting portion, 1422 second through hole, 1423 second connecting portion, 1424 fourth mounting portion, 150 nut.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

As shown in fig. 1, an embodiment of the present invention provides a helicopter diaphragm coupling 100, including: the shaft 110 and set up two diaphragm flanges 120 and two end flanges 130 at shaft 110 both ends respectively, the one end fixedly connected with diaphragm assembly 140 of axle 110 is gone up to the diaphragm flange 120 back, and diaphragm assembly 140 includes relative setting and interconnect's first diaphragm 141 and second diaphragm 142, and first diaphragm 141 includes: the first mounting portion 1411 and the second diaphragm 142 include: the first mounting portion 1411 and the second mounting portion 1421 are parallel to each other and have a gap therebetween, the first mounting portion 1411 is fixedly connected to the diaphragm flange 120, and the two end flanges 130 are respectively fixedly connected to the second mounting portion 1421.

The utility model discloses helicopter membrane coupling 100 in use can be with one of them end flange 130 and engine output shaft, and another end flange 130 and reduction gear input shaft are connected, and engine output shaft passes through end flange 130 and transmits to the utility model discloses helicopter membrane coupling 100, another end flange 130 of rethread transmit to the reduction gear with transmission power. It should be noted here that, in order to reduce the relative sliding between the engine output shaft and the end face flange 130 and between the reducer input shaft and the end face flange 130, for example, the engine output shaft and the end face flange 130 and between the reducer input shaft and the end face flange 130 may be connected by a tapered surface and are in an interference fit.

The embodiment of the utility model provides a helicopter diaphragm coupling 100, through connect the setting diaphragm flange 120 at the both ends of axle 110, the one end fixedly connected with diaphragm assembly 140 of axle 110 is gone up to diaphragm flange 120, diaphragm assembly 140 includes relative setting and the first diaphragm 141 and the second diaphragm 142 of interconnect, first diaphragm 141 includes first installation department 1411, second diaphragm 142 includes second installation department 1421, be parallel to each other and have the clearance between first installation department 1411 and the second installation department 1421, first installation department 1411 and diaphragm flange 120 fixed connection, through at second installation department 1421 fixed connection end face flange 130, make the utility model discloses helicopter diaphragm coupling 100 in use, the engine output shaft can be connected with one of them end face flange 130 in order to transmit power; when the engine output shaft has axial displacement, an axial force is provided for the helicopter diaphragm coupling 100 according to the embodiment of the present invention, and the axial force is transmitted to the second mounting portion 1421 through the end face flange 130, so as to drive the second mounting portion 1421 to move toward the first mounting portion 1411 or move away from the first mounting portion 1411, so that the first diaphragm 141 and the second diaphragm 142 generate elastic deformation to compensate the axial displacement; when the engine output shaft has radial displacement, the engine output shaft drives the end face flange 130 to generate radial movement, and further drives the second diaphragm 142 and the first diaphragm 141 to generate radial deformation so as to compensate the radial displacement; when the engine output shaft generates angular displacement, the engine output shaft drives the end face flange 130 connected with the engine output shaft to rotate, and further drives the second diaphragm 142 and the first diaphragm 141 to generate deformation rotating around the axes of the second diaphragm and the first diaphragm 141 so as to compensate the angular displacement. Therefore the utility model discloses helicopter membrane coupling 100 can further compensate the displacement volume that engine output shaft produced when the engine takes place to vibrate for do not produce extra effort between engine output shaft and the helicopter membrane coupling 100, avoid engine output shaft and the damage of helicopter membrane coupling 100 because of extra effort leads to, and then can avoid engine output shaft and helicopter membrane coupling 100 to break down.

It should be noted that, when the engine output shaft has a displacement, the engine output shaft drives the end face flange 130 connected thereto to move so as to drive the whole helicopter diaphragm coupling 100 to move, and in the process of transmitting the power inside the helicopter diaphragm coupling 100, because the shaft 110 has a large rigidity, the deformation thereof is very small and can be ignored, so that the displacement generated by the engine output shaft is mainly compensated by the deformation of the two diaphragm assemblies 140.

As shown in fig. 3, optionally, the first diaphragm 141 is provided with a first through hole 1412, and the second diaphragm 142 is provided with a second through hole 1422. Specifically, the first through hole 1412 may be disposed at a central position of the first diaphragm 141, and the shape of the first through hole 1412 is the same as that of the first diaphragm 141, so that it is ensured that the elasticity of any position on the first diaphragm 141 is as close as possible. The first through hole 1412 is formed in the first diaphragm 141, so that the elasticity of the first diaphragm 141 can be increased, and the deformation of the first diaphragm when an external force is applied to the first diaphragm can be increased. The second through hole 1422 is formed in the second diaphragm 142, so that the elasticity of the second diaphragm 142 can be increased, and the deformation of the second diaphragm 142 when an external force is applied thereto can be increased.

As shown in fig. 3, optionally, the first mounting portions 1411 include at least two, the second mounting portions 1421 include at least two, the number of the first mounting portions 1411 is the same as that of the second mounting portions 1421, and the positions of the first mounting portions 1411 and the second mounting portions 1421 are in one-to-one correspondence. For example, the embodiment of the present invention provides two first mounting portions 1411, two first mounting portions 1411 are disposed in a central symmetry of the first diaphragm 141, two second mounting portions 1421 are disposed, and two first mounting portions 1411 are disposed in a central symmetry of the second diaphragm 142. Adopt foretell structure can increase the joint strength between first diaphragm 141 and the diaphragm flange 120, and then make the helicopter diaphragm coupling 100 of the embodiment of the utility model discloses the difficult condition that appears damaging in the joint part of first diaphragm 141 and diaphragm flange 120 when frequent atress.

Note that, since the first mounting portion 1411 is a part of the first diaphragm 141, the first mounting portion 1411 may be provided in a sheet-like structure; the second mounting part 1421 is a part of the second diaphragm 142, and thus the second mounting part 1421 may be provided in a sheet-like structure.

Further, the first mounting portions 1411 and the second mounting portions 1421 may be provided in an even number and uniformly distributed in the center of the diaphragm assembly 140. Thus, the acting force generated between the first diaphragm 141 and the diaphragm flange 120 can be uniformly distributed on each first mounting portion 1411, so as to avoid the occurrence of unbalance loading, and further reduce the damage of the first diaphragm 141 and the diaphragm flange 120 caused by unbalance loading. The second mounting portion 1421 is disposed in the same manner as the first mounting portion 1411, and is not further described herein.

As shown in fig. 3, optionally, the first diaphragm 141 may further include: a first connecting portion 1413 connected to the first mounting portion 1411 and a third mounting portion 1414 connected to the first connecting portion 1413; the second diaphragm 142 further includes: a second connecting part 1423 connected to the second mounting part 1421, and a fourth mounting part 1424 connected to the second connecting part 1423, and the third and

fourth mounting parts

1414 and 1424 are connected to each other. Specifically, the first diaphragm 141 may be provided in a structure as shown in fig. 6, in which the edges of the first mounting portion 1411 and the third mounting portion 1414 of the first diaphragm 141 are not on the same plane. Here, the third mounting portion 1414 and the fourth mounting portion 1424 are connected to each other, specifically, they may be in contact connection.

It should be noted that the third mounting portion 1414 is a portion of the first diaphragm 141, the third mounting portion 1414 may be configured as a sheet-like structure, the fourth mounting portion 1424 is a portion of the second diaphragm 142, and the fourth mounting portion 1424 may also be configured as a sheet-like structure.

With the above structure, the helicopter diaphragm coupling 100 according to the embodiment of the present invention can move toward the third mounting portion 1414 along the axis of the shaft 110 when bearing the axial force, the first mounting portion 1411 can move toward the third mounting portion 1414 along the radial direction of the shaft 110 when the helicopter diaphragm coupling 100 bears the radial force, the first mounting portion 1411 rotates toward the third mounting portion 1414 around the axis of the shaft 110 when the helicopter diaphragm coupling 100 bears the torque, and during the above three relative movements of the first mounting portion 1411 and the third mounting portion 1414, the connection portion between the first mounting portion 1411 and the first connection portion 1413, the connection portion between the first connection portion 1413 and the third mounting portion 1414, and the first connection portion 3 may all generate elastic deformation to compensate the displacement.

As shown in fig. 4, 5 or 6, optionally, the first membrane 141 is an integrally formed structure, and the second membrane 142 is an integrally formed structure. Therefore, the connection mode of bolt connection or welding is avoided, so that the bending forming process can be directly carried out after the material cutting and removing process is finished in the manufacturing process, the drilling process required by bolt connection and the welding, polishing and other processes required by the welding connection mode are reduced, and the whole manufacturing process is simpler; in addition, stress concentration at the bolt holes or the welding seams under the condition that the first diaphragm 141 and the second diaphragm 142 are frequently stressed is avoided, and then cracks at the bolt holes or the welding seams are avoided, and the strength of the first diaphragm 141 and the second diaphragm 142 is further improved.

As shown in fig. 1, alternatively, the centers of the two diaphragm assemblies 140 correspond, and the first mounting portions 1411 of the two diaphragm assemblies 140 are offset from each other by taking the cross section of the shaft 110 as a plane. Note that since the first mounting portions 1411 are connected to the diaphragm flanges 120, the first mounting portions 1411 of the two diaphragm assemblies 140 are displaced from each other with the cross section of the shaft 110 as a plane, and actually the two diaphragm flanges 120 are also displaced from each other with the cross section of the shaft 110 as a plane.

As shown in fig. 2, for convenience of description, a diaphragm flange 120 close to an output shaft of an engine is named a first diaphragm flange 121, a diaphragm flange 120 close to an input shaft of a speed reducer is named a second diaphragm flange 122, a diaphragm assembly 140 is under torque generated by angular displacement of the engine, a first mounting portion 1411 transmits the torque to the diaphragm flange 120 and then to a shaft 110, and the first diaphragm flange 121 and the second diaphragm flange 122 are arranged in a staggered manner, so that the torque transmitted from the first diaphragm flange 121 can be effectively released at the second diaphragm flange 122 without generating a reaction force, and the reaction force can be prevented from providing additional torque to the shaft 110, the first diaphragm flange 121 and the second diaphragm flange 122, and the damage caused by bearing the additional torque can be reduced.

As shown in fig. 2, optionally, the first mounting portions 1411 of the two diaphragm assemblies 140 are offset from each other by 90 ° with respect to the cross-section of the shaft 110 as a plane. Since the angular displacement of the output shaft of the engine is compensated by the two diaphragm assemblies 140, respectively, and the angular displacement of the output shaft of the engine is generally small, the angular displacement compensated by each diaphragm assembly 140 is much smaller, much smaller than 90 °, so that the torque transmitted from the first diaphragm flange 121 can be completely released at the second diaphragm flange 122 regardless of whether the angular displacement compensated by each diaphragm assembly 140 is counterclockwise or clockwise.

It should be noted that the offset angle of the first mounting portions 1411 of the two diaphragm assemblies 140 can be adjusted according to the number of the first mounting portions 1411, for example, when the first diaphragm 141 includes four first mounting portions 1411, the first mounting portions 1411 of the two diaphragm assemblies 140 should be offset by 45 ° from each other.

Optionally, the shaft 110 is conically coupled to the diaphragm flange 120. Specifically, an outer conical surface is disposed on the outer surface of the shaft 110, an inner conical surface is disposed on the inner surface of the diaphragm flange 120 connected to the shaft 110, and the outer conical surface and the inner conical surface are in interference fit. The shaft 110 and the end face flange 130 are connected by adopting conical surfaces, so that power (namely torque) is transmitted between the shaft 110 and the diaphragm flange 120 through friction force, and the shaft 110 and the diaphragm flange are always fixedly connected together in the process of transmitting the torque, and relative sliding is not easy to generate between the shaft 110 and the diaphragm flange, so that the condition that the shaft 110 and the diaphragm flange are abraded due to the relative sliding can be reduced.

As shown in fig. 1, a nut 150 is optionally screwed to a portion of the shaft 110 extending out of the diaphragm flange 120, and the nut 150 abuts against the diaphragm flange 120. Therefore, the nut 150 has an axial limiting effect on the diaphragm flange 120, so that the shaft 110 and the diaphragm flange 120 are not easy to slide axially when power is transmitted, the condition that the shaft 110 and the diaphragm flange 120 are abraded due to relative sliding is reduced, and the connection reliability between the shaft 110 and the diaphragm flange 120 is further improved.

As shown in fig. 7, optionally, the shaft 110 is a hollow structure, and a plurality of grooves 111 parallel to each other are provided on both end faces of the shaft 110 and extend inward. Thus, when the nut 150 is assembled to the shaft 110, the groove 111 may be caught by a chuck tool and the shaft 110 may be fixed to the chuck tool, and then the nut 150 may be coupled to the shaft 110 using a wrench. In the process of connecting the nut 150 on the outer surface of the shaft 110, the nut 150 provides friction for the shaft 110, the shaft 110 cannot rotate when receiving the friction, the pretightening force for connection between the nut 150 and the shaft 110 can meet the requirement, and the situation that the nut 150 is loosened and further the axial limiting of the nut 150 to the diaphragm flange 120 fails is not easy to occur when frequently receiving force in the use process.

It should be noted that, for the convenience of machining and without affecting the strength of the connection provided on the external thread of the shaft 110, as shown in fig. 7, the groove 111 is generally provided on the inner surface of the shaft 110.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.

Claims

1. A helicopter diaphragm coupling (100) comprising: axle (110) and set up respectively two diaphragm flanges (120) and two end flange (130) at axle (110) both ends, the one end fixedly connected with diaphragm assembly (140) that deviates from axle (110) on diaphragm flange (120), diaphragm assembly (140) are including relative first diaphragm (141) and second diaphragm (142) that set up and interconnect, first diaphragm (141) include: a first mounting portion (1411), the second diaphragm (142) comprising: the first installation part (1411) is parallel to the second installation part (1421), a gap is formed between the first installation part (1411) and the second installation part (1421), the first installation part (1411) is fixedly connected with the membrane flange (120), and the end face flanges (130) are fixedly connected with the second installation part (1421) respectively.

2. The helicopter diaphragm coupling (100) of claim 1, wherein said first diaphragm (141) has a first through hole (1412) disposed therein and said second diaphragm (142) has a second through hole (1422) disposed therein.

3. The helicopter diaphragm coupling (100) of claim 1, wherein said first mounting portions (1411) include at least two and said second mounting portions (1421) include at least two, the number of said first mounting portions (1411) and the number of said second mounting portions (1421) are the same, and the positions of said first mounting portions (1411) and said second mounting portions (1421) correspond one to one.

4. The helicopter diaphragm coupling (100) of any of claims 1 to 3, wherein the first diaphragm (141) further comprises: a first connecting portion (1413) connected to the first mounting portion (1411), and a third mounting portion (1414) connected to the first connecting portion (1413); the second diaphragm (142) further comprises: and the second installation part (1423) is connected with the second installation part (1421), the fourth installation part (1424) is connected with the second installation part (1423), and the third installation part (1414) is connected with the fourth installation part (1424).

5. The helicopter diaphragm coupling (100) of claim 4, wherein said first diaphragm (141) is a one-piece structure and said second diaphragm (142) is a one-piece structure.

6. The helicopter diaphragm coupling (100) of claim 5, wherein the centers of the two diaphragm assemblies (140) correspond, and the first mounting portions (1411) of the two diaphragm assemblies (140) are offset from each other in a plane that is a cross-section of the shaft (110).

7. The helicopter diaphragm coupling (100) of claim 6, wherein the first mounting portions (1411) of the two diaphragm assemblies (140) are offset from each other by 90 ° with respect to the cross-sectional plane of the shaft (110).

8. The helicopter diaphragm coupling (100) of claim 1, wherein said shaft (110) is conically connected to said diaphragm flange (120).

9. The helicopter diaphragm coupling (100) of claim 8, wherein the portion of the shaft (110) that extends beyond the diaphragm flange (120) is threadably connected with a nut (150), the nut (150) abutting the diaphragm flange (120).

10. The helicopter diaphragm coupling (100) of claim 9, wherein said shaft (110) is a hollow structure and a plurality of parallel grooves (111) extend inwardly from both end faces of said shaft (110).