WO1991016550A1 - Accouplement articule servant a accoupler un element d'entrainement a un element entraine - Google Patents

Accouplement articule servant a accoupler un element d'entrainement a un element entraine Download PDF

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Publication number
WO1991016550A1
WO1991016550A1 PCT/US1991/002700 US9102700W WO9116550A1 WO 1991016550 A1 WO1991016550 A1 WO 1991016550A1 US 9102700 W US9102700 W US 9102700W WO 9116550 A1 WO9116550 A1 WO 9116550A1
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WO
WIPO (PCT)
Prior art keywords
coupling
disc
lobe
flexible
coupling element
Prior art date
Application number
PCT/US1991/002700
Other languages
English (en)
Inventor
Frank J. Nameny
Original Assignee
Zero-Max, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Zero-Max, Inc. filed Critical Zero-Max, Inc.
Publication of WO1991016550A1 publication Critical patent/WO1991016550A1/fr

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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
    • 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
    • F16D3/79—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 the disc or ring being metallic

Definitions

  • This invention relates in general to drive trains and to flexible couplings for joining a driving shaft to a driven shaft, which may be misaligned relative to each other. More particularly, it relates to a coupling of the type employing one or more flexible disc-like elements which allow high axial and/or angular displacement between the shafts with increased torque transfer capability.
  • Disc couplers which issued to Bossier, Jr. (hereinafter Bossier) on March 30, 1982, disclose flexible disc couplers.
  • a flexible coupling device connects through attachment points on the coupling device to driving and driven elements of a drive train, such as rotatable shafts or hubs on such shafts, at the same radius from the center of the coupler device.
  • Disc couplers further can be divided into closed and open arm types. Closed disc couplings always carry torque load in tension between the attachment points of the coupling device.
  • Closed discs such as the Formsprag type (Formsprag is a registered trademark of Dana Corporation)
  • Formsprag is a registered trademark of Dana Corporation
  • closed discs offer high torque transmission, but are not capable of handling severe misalignments of driving and driven shafts.
  • the phenomenon of "fretting” occurs.
  • nutating fretting such as is caused by movement around a bolt bearing washer
  • linear fretting which occurs by the rubbing together of one disc on another away from the connection area of the disc and which generates a shearing action.
  • the disc material rubs it oxidizes and disturbs the substrate, eventually propagating a fatigue crack. This is especially prevalent in prior art discs having a thickness on the order of
  • open arm disc couplings carry the torque load in compression or tension depending on the direction of rotation of the coupling device.
  • Bossier is an example of the open arm type of coupling device.
  • Such prior art open arm disc coupling devices are limited in their torque carrying capabilities. This is true in Bossier, for example, because the arms of the Bossier coupling used to transmit torque are long and are subject to column buckling.
  • the four Bossier arms are formed into two Vs with a single beam or column connecting the vertices of the two Vs.
  • the column which connects the "V” is susceptible to buckling under high torque loadings. This also limits torque carrying capability.
  • the actual coupling element which is attached to each of a driving and a driven member, includes an annular portion and two pairs of parallel arms. Whereas the arms themselves are parallel, the pairs are not symmetrical. The arms are sufficiently flexible to provide good axial and/or angular displacement to compensate for the misalignment.
  • the Schmidt type of device is also known as an open-end arm or open-link type of coupling.
  • Diaphragm-type coupling devices which permit large torque transmission, but are able only to handle slight angular misalignment on the order of 1/4 degree to 1/3 degree.
  • either the driving or driven shaft connection is located proximate the center of the coupling device at an inner radius, and the other connection of the driving or driven shafts is located at an outer radius.
  • Torque load is carried between the two shafts by the coupling device through a coupler to connection points which are attached to either one of the shafts.
  • the torque load is carried in shear between the two radii of the connection points through a membrane.
  • An example of this diaphragm-type of coupling device is United States Patent No. 4,776,824, which issued to Barth on October 11, 1988.
  • the Barth diaphragm-type coupling device has circumferentially-resilient spring leaves which are not rigid in the circumferential direction, but rather are designed to flex between the contact surfaces of the disc-like membrane in the circumferential direction.
  • the Barth type coupling device is unable to carry a significant amount of torque load in shear across the spring leaves because the spring leaves are not rigid in the circumferential direction and, under a high torque load, would shear off near the thin portion of the spring leaves.
  • the Venditty diaphragm-type coupling device has spokes which connect each transverse corrugated foot or cross piece such that they are not substantially proximate a hub portion. Due to the radial length of the spokes, the spokes would not be rigid when carrying a torque load. Instead, the spokes would flex circumferentially from the torque load.
  • the Venditty coupling device operates in a diaphragm type configuration by connecting all of the cross pieces at one radius to either the driving or driven element of a drive train and by connecting the hub portion of another radius to the other of the driving or driven element which is not connected to the cross pieces.
  • the Venditty coupling device completely embeds the corrugated feet or cross pieces in a single rubber ring and connects the rubber ring to either the driving or driven member.
  • the Paulsen et al. diaphragm-type coupling device has openings proximate annular portions which connect a central flat portion to an outer rim portion.
  • the openings are in the outer rim portion at an outer radius of the disc and are connected to the one of the two elements of a drive train (i.e., driving and driven elements).
  • fixing means are located in the central flat portion at an inner radius of the disc and are connected to the other one of the two elements of the drive train.
  • the coupling device of the invention includes a flexible disc-like coupling element or elements for use in joining a driving member to a driven member, which members may be misaligned.
  • Each flexible disc-like coupling element is formed into a plurality of lobes which are interconnected by connector elements, which can take various forms.
  • the lobes are spaced from an inner hub portion or outer hub portion by generally radially extending connector elements.
  • Each lobe has a pair of arms joined together adjacent the connector. They extend away from one another in substantially opposite directions, and terminate in free ends.
  • This type of structure can be connected to driving and driven members in such manner as to cause force or torque transmission through the disc-like coupling element with shear loading on the connector element or tensile or compressive loading between the free ends of the lobes.
  • the coupling device may include a first and a second coupling member, respectively mounted to driving and driven shafts. At least one flexible disc-like coupling element is preferably located between the first and second coupling members in a preferred embodiment. The flexible disc-like coupling element is mounted to the first and second coupling members.
  • FIG. 1 is a side view of the coupling mechanism representing the prior art as taught in U.S. Patent 4,331,044 to Schmidt.
  • Figure 2 is an end view of the prior art coupling mechanism of Schmidt shown in Figure 1.
  • Figure 3 is a flexible coupling member employed in the prior art Schmidt device.
  • Figure 4 is a view of a typical Formsprag type of flexible coupling member employed in the prior art.
  • Figure 5 is an exploded perspective view of a preferred form of the coupling mechanism of the invention employing an intermediate member.
  • Figure 6 is an end view of a preferred form of the coupling mechanism of the invention employing the flexible coupling member shown in Figure 8.
  • Figure 7 is a side view of the coupling mechanism of Figure 6.
  • Figure 8 is a preferred form of flexible coupling member which can be employed in the coupling mechanism of the invention.
  • Figures 9-34 and 43-49 illustrate alternative forms of flexible coupling members.
  • Figure 35 is an exploded perspective view of a preferred form of mounting open-ended flexible coupling members of the invention which forms the equivalent of a closed flexible coupling member when mounted in the coupling mechanism.
  • Figure 36 is an exploded perspective view of an alternative form of mounting open-ended flexible coupling members so that the equivalent of an open-ended coupling member is formed in the coupling mechanism.
  • Figure 37 is a preferred form of the flexible coupling member as shown in Figure 8 which shows several alternative forms of mounting the flexible coupling member to the coupling mechanism.
  • Figure 38 is a sectional view of a portion of the flexible coupling member and mounting mechanism shown in Figure 37.
  • Figure 39 is a sectional view of a portion of the flexible coupling member and mounting mechanism shown in Figure 37.
  • Figure 40 is a sectional view of a portion of the flexible coupling member and mounting mechanism shown in Figure 37.
  • Figure 41 is a sectional view of a portion of the flexible coupling member and mounting mechanism shown in Figure 37.
  • Figure 42 is a sectional view of a portion of the flexible coupling member and mounting mechanism shown in Figure 37.
  • Figure 50 is a view of a coupling as disclosed in U.S. Patent 4,321,805 to Bossier, Jr.
  • the Schmidt device comprises a flexible coupling mechanism generally indicated as 100, which connects a first shaft 102, which can be a driving shaft, to a second shaft 104, which can be a driven shaft. Even though the axis of rotation 106 of the shaft 102 and the axis of rotation 108 of shaft 104 appear to be aligned, they may suffer from any one or combination of the misalignments described previously.
  • Coupling member 110 includes a ring-shaped annular portion 118 having element receiving portions in the form of spider-like arms 120 extending radially outwardly and approximately 120 degrees apart. Even though the first coupling member 110 has been described in general and shown in Figure 2 in solid lines, the companion coupling member 112 is shown for the most part in dotted lines.
  • the prior art flexible coupling member 116 will best be seen in Figure 3. It includes a generally ring- shaped annular portion 122 which has a cylindrical interior opening 124.
  • the member 116 also includes a first pair of opposed generally parallel arm portions 126, 126' having attached ends 128, 128' respectively connected to the annular portion 122.
  • Each arm 126, 126' also has a free end 130, 130', respectively, provided with the openings 132, 132' respectively therein to receive a bolt to attach the arms 126, 126' to two of the three projecting spider-like arms 120 of the driving coupling member 110 as shown in Figures 1 and 2.
  • the pair of free ends 130, 130' on the arms 126, 126', respectively, are each connected to the spider arms as shown in the lower right and upper left quadrants of Figure 2, the connection being accomplished by bolts 134.
  • the remaining spider ⁇ like arm 120 of the driving coupling member 100 (upper right quadrant of Figure 2) remains unconnected.
  • the member 116 further has a second pair of opposed generally parallel arm portions 136, 136', having attached ends 138, 138' respectively connecting such arm portions to the annular portion 122.
  • Each arm 136, 136' also has a free end 140, 140' respectively, provided with the openings 142, 142' respectively, therein to receive a bolt to attach the arms 136, 136' to two of the three projecting spider-like arms 121 of the driven coupling member 112, as shown in Figures 1 and 2.
  • the pair of free ends 140, 140' on the arms 136, 136* respectively, are each connected to the spider arms 121 as shown in the lower left and upper right quadrants of Figure 2, the connection being accomplished by bolts 135.
  • the remaining spider-like arm 121 (upper left quadrant of Figure 2) of the driven coupling member 112 remains unconnected.
  • the driving shaft 102 transmits torque through coupling member 110, the arm 120, to arm portion 126 of the intermediate member 116 (assuming a counter- clockwise rotation as shown in figures 2 and 3) through the bolt connection to arm end 130.
  • the torque is then transmitted through the attached end 128 to ring portion 122 and end 138 to arm portion 136 and via arm 121 of the driven coupling member 112 to the shaft 104.
  • torque is also transmitted through arm 120 to arm portion 126' and end 128' to ring portion 122 and via end 138' to arm portion 136' and via another arm 121 and second coupling member 112 to shaft 104.
  • the arm 126 With the direction of rotation being counter- clockwise as viewed in Figures 2 and 3, as indicated by the arrows, the arm 126 is in tension and the arm 136' is in compression, as indicated respectively by the letters "T" and "C” in Figure 3. Also, the arm 136 is in tension and the arm 136' is in compression as indicated by the letters T and C in Figure 3.
  • the coupling member 110 pulls the arm portion 126 and pushes the arm portion 126' by means of the bolts which pass through the free ends 130, 130' of the arm portions 126, 126', respectively. This renders arm 126' susceptible to columnar buckling, and thus limits high torque transmission.
  • the arm 136 is in tension and the arm 136' being in compression is also susceptible to columnar buckling.
  • the foregoing shortcoming of the Schmidt coupling is one of the aspects which the present invention intends to improve upon. While only a sketchy description of the apparatus and function disclosed by Schmidt has been given reference, see the patent cited for a more complete description of the function as well as how it behaves in transmitting torque between misaligned shafts. It should be noted that as described above the spider-like arm 120 in the upper right-hand quadrant of Figure 2 is unconnected to the coupling member. The spider-like arm 121 which is part of the second coupling member 112 and shown in the upper left-hand quadrant of Figure 2, is also unconnected.
  • the flexible member may be in the form of a metal flexible disc 150 having a circular opening 152 and provided with four holes 154, 154', 156 and 156' for receiving bolts to be mounted to a driving and driven shaft coupling element.
  • the connection of flexible disc 150 is similar to the Schmidt coupling in that bolt holes 154 and 154 ' are mounted to the driving shaft and bolt holes 156 and 156 ' are mounted to the driven shaft. Portions of the disc 150 are respectively placed in tension and in compression, assuming a counter-clockwise driving motion as shown by the arrow in Figure 4.
  • the present invention is a disc-like coupling element which comprises a hub portion, a plurality of lobes spaced from the hub portion, and connector portion means corresponding to each lobe for connecting the corresponding lobe to the hub portion.
  • Each lobe has a pair of arms joined together adjacent the connector portion means, extending away from one another in substantially opposite directions, and terminating in free ends.
  • the preferred form of the present invention further comprises configuration means for operating the disc- like coupling element in first and second configurations.
  • the configuration means comprises means for operating in the first configuration by connecting the ends of both arms of one lobe to the driving member and connecting the ends of both arms of another lobe to the driven member.
  • the configuration means further comprises means for operating in the second configuration by connecting the end of one arm of a particular lobe to the driving member and connecting the end of the other arm of the particular lobe to the driven member.
  • the hub portion, lobes, and connector portion means are preferably configured and arranged so that the disc-like coupling element can transmit substantially similar maximum torque levels between the driving and driven members of the drive train when connected in either the first configuration or the second configuration and so that the disc-like coupling element can accommodate substantially more misalignment between the driving and driven members of the drive train when connected in the first configuration than when connected in the second configuration.
  • the neutral axes in the lobes of one preferred embodiment of the present invention are substantially arcuate, while the transmission of torque is in a substantially straight load path between and through the bolts or other connectors at the end of the lobes. Accordingly, the lobes of the present invention typically do not have torque transmission directly along a neutral axis in a lobe.
  • An exception, as is illustrated in some of the Figures, is to straighten out the typically substantially arcuate lobe of the present invention into straight lobes. In such embodiments of the present invention, there are two parallel lobes facing one another rather than two substantially arcuate lobes.
  • Such straight lobe configurations have a straight neutral axis directly along the length of each lobe, with the load path of each lobe being coincident with the neutral axis. This is in substantial contrast to the Bossier configuration, which has a load path and neutral axis coincident in each arm, but with the arms forming a V.
  • the load path goes substantially directly between and through the bolts or other connectors at each end of the lobe.
  • the load path in each of the four arms is between a bolt at one end of an arm and the other end of the same arm, which is connected at a vertex of a V to Bossier's connecting piece 38 (see Figure 50). Therefore, the present invention when configured with substantially arcuate lobes approximates a coupler which has two parallel lobes with a load path along the length of the lobe rather than four arms forming opposite Vs with two load paths in each V intersecting one another at the vertex of the Vs.
  • the constraint is substantially one-third the length of the lobe or column length, thus providing a column length with respect to column buckling that is one-third the flexing length.
  • Bossier which has four columns, two in each V, with no constraint along any of the columns, thus making the column length for column buckling equal to the flex length and, accordingly, substantially decreasing the capability to transmit torque.
  • this is in contrast to a preferred two-lobe design of the present invention connected in the second configuration, in which the flex length is equal to the entire lobe length between bolts or other connectors, while the column for column buckling is only one-third the flexing length.
  • such a preferred embodiment of the present coupling provides substantially increased torque delivery due to a short column length for column buckling, while the Bossier configuration, although providing flex over the entire arm length, provides substantially reduced torque delivering capability, since the column length for column buckling is equal to the flex length.
  • Standard textbooks show that the tendency to have column buckling is inversely proportional to the square of column length. Therefore, with this consideration alone in mind, a preferred coupling of the present invention substantially equal in size to a Bossier coupling can transmit a torque radically greater than that of a similar sized Bossier coupling.
  • the assignee of the present invention has calculated that, for a stainless steel flex member having a thickness of 0.03 inch and a nominal diameter envelope of 4.5 inches.
  • Bossier has a critical buckling load of 60 pounds while a preferred 4.5 inch diameter coupling of the present invention with a 0.03 inch thick stainless steel disc connected in the second configuration has a critical buckling load of about 700 pounds. Accordingly, considering only those aspects discussed thus far, it can be seen that the two designs operate in a substantially different way with respect to column buckling and produce radically different results with respect to the amount of torque which can be transferred.
  • lobes in the present coupling are preferably connected through connector portion means to a hub portion that at least partially defines and at least partially surrounds a central aperture, and the hub portion preferably comprises means for flexing radially in a direction substantially perpendicular to the nominal axis of rotation of the drive train.
  • connecting member 38 is disclosed as a substantially straight column which extends in a straight line between the two Bossier Vs, each of which are connected to a corresponding end of the connecting member.
  • a straight column is not suitable for torque transmission.
  • torque transmission is through the arms. All illustrations in the Bossier patent illustrate only a straight column, and there are a variety of statements in the Bossier patent which indicate that only a straight column is contemplated.
  • the preferred coupling of the present invention When the preferred coupling of the present invention is connected in the second configuration, incorporates substantially arcuate lobes, and is implemented in a direction of rotation such that the torque being delivered causes the lobes to be in tension, the tension in each lobe has a tendency to straighten the lobe out and to cause the hub portion to flex radially in a direction substantially perpendicular to the nominal axis of rotation of the drive train, thus preloading it.
  • This movement of the lobe is radial in a direction substantially perpendicular to the nominal axis of rotation of the drive train and is carried out (1) through bending stress, which results in movement of a radial spring formed by the lobe's substantially arcuate neutral axis and linear load path and (2) through tensile stress, which results in tensile strain.
  • the centrifugal force of the hub portion works to restore the lobe to its original position, thus subtracting the torque stress that was placed on the lobe through the tension between the bolts or other connectors. Note that this interchange between the lobe and the hub portion has occurred in an plane which is substantially perpendicular to the nominal axis of rotation of the drive train.
  • the torque stress is overcome in the preferred design of the present invention having substantially arcuate lobes connected in the second configuration, since in that design the torque stress in the substantially arcuate lobes (which is brought about by the load path and neutral axis not being coincident) is cancelled by the centrifugal force as previously explained.
  • the hub portion in the present invention is sometimes referred to in the second configuration as a torque reaction member, this name implying the torque reaction just described.
  • the torque reaction just described occurs only when the coupling is rotating in a direction causing the lobes to be in tension.
  • the lobes are in compression in the second configuration, and this causes the hub portion to move outward in a plane substantially perpendicular to the nominal axis of rotation of the drive train.
  • centrifugal stress is added to torque stress, and the present coupling operates in a similar manner in this regard to many other couplings.
  • this direction of rotation there is an advantage to the present design with respect to isolating torsional vibrations.
  • the hub portion is sometimes referred to as a torque transmission member, since the hub portion in this configuration does the primary torque transmission, the torque being transmitted to the hub portion in shear by connector portion means between the lobes and the hub portion.
  • the spring rate of the lobe arms is changed in a plane substantially perpendicular to the nominal axis of the drive train.
  • the design of the present coupling provides a range of torsional and radial stiffnesses in a plane substantially perpendicular to the nominal axis of rotation of the drive train which does not exist in lobes of the present coupling that are straight, nor does it exist in the Bossier design, since the load path and neutral axis coincide in such designs.
  • This adjustable torsional stiffness available through substantially arcuate lobes of the present coupling provides a mechanism for isolating torsional vibrations and altering natural frequencies which would otherwise be transmitted from the driving shaft to the driven shaft or visa versa.
  • the design of the present coupling which incorporates substantially arcuate lobes provides a nonlinear, in-plane, torsional spring
  • the Bossier design or the design of the present coupling having substantially linear lobes, with the load and neutral axis in each arm or lobe being coincident has no in-plane radial spring and no way to isolate torsional vibrations.
  • the magnitude of the displacement of the radial spring in such preferred designs of the present coupling is on the order of several thousandths of an inch. However, this is sufficient to isolate torsional vibration, and the couplings can be tuned for particular vibration frequencies.
  • the nonlinear nature of the radial spring changes its natural frequency as torque changes (e.g., at motor start up), thus providing the ability to reduce the effects of resonance through a typical torque range.
  • Bossier indicates in column 4 a particular arrangement which results in a constant velocity coupling. Beginning at line 58 of column 4, Bossier indicates that a feature of his coupling is that the line connecting the two points at which flex member 30 is connected to driving member 22 and the line connecting the two points at which the flex member is connected to the driven member 26 have a very small angle with one another and are close to being parallel.
  • Bossier goes on to indicate that, with this being the case, as the driving shaft 24 is rotated, the driven member 26 is constrained at all angles of rotation to move at substantially the same speed as the driving member, and, therefore, the coupling has a substantially constant velocity characteristic whereby little or no vibratory forces are created as the coupling is operated.
  • Bossier also refers to the constant velocity characteristic in column 6, line 24, following a description of Figures 15 and 16 showing a more complex coupling using a series of flexible members, and it is understood that Bossier considers all of his designs to provide constant or near constant velocity. This is in contrast, for example, to a preferred two-lobe design of the present coupling having substantially arcuate lobes.
  • the second of these relates to the ability of a preferred two-lobe design of the present coupling with a substantially C-shaped hub portion having the ability to retrofit and replace a Thomas or Formsprag type of coupling, which cannot be accomplished with the Bossier design.
  • Bossier patent figures to be at exactly right angles to one another. Accordingly, only this one configuration of the Bossier design achieves constant bending stiffness at all angles, whereas the preferred coupling configuration just described automatically achieves this result.
  • the perpendicular arrangement of the lines drawn through the bolt holes or other connections also provides the ability to connect two disc-like coupling elements having substantially C-shaped or other open hub portions together so that they can be retrofitted onto a shaft and surround the shaft by having the substantially C-shaped or other open hub portions opposite one another.
  • such a preferred coupling with the substantially C-shaped or other open hub portion has a substantial advantage in the way it can be used, since it can be retrofitted to designs in which the coupling extends over a shaft. Accordingly, such preferred designs of the present invention permit removing or inserting couplings over shafts without disassembly of the machinery, thereby saving significant labor costs. This is not possible with the Bossier design, which does not accommodate use of the coupling in such a way that a shaft passes through it. Furthermore, preferred two-lobe configurations of the present invention having a substantially C-shaped or other open-sided portion can be assembled at 90° to one another, thus providing a closed flexible member.
  • the Bossier patent discloses use of its flexible couplings only individually, and there is no disclosure or even a suggestion of using layered flexible coupling members, as is common with the present invention, in order to increase torque transmission.
  • the reason that Bossier does not stack flexible members in order to increase torque transmission capability is because he would then experience substantial fretting corrosion fatigue, which would substantially inhibit the ability to obtain angular misalignment with satisfactory coupling life, a primary objective of the Bossier structure.
  • Bossier desires to achieve increasing levels of torque while still achieving a high degree of angular misalignment, he uses a series of single flexible members with intermediate coupler. Although such an approach provides Bossier with a high degree of angular misalignment, such Bossier couplings still achieve relatively low torque transmission by comparison to industry standards. Thus, Bossier is interested in relatively low torque transmission with high angular displacement. In contrast, the present couplings are capable of high torque transmission in both configurations. When a high degree of flexibility is required, the first configuration is used.
  • torque loads are carried mainly in the hub portion when the coupling is connected in the first configuration and mainly in the lobes when the coupling is connected in the second configuration. Because of the radial proximity of these alternative torque transmitting elements, the load carrying capabilities in the two configurations is nearly equal. Refinement of the torque carrying performance ratio between configurations can be achieved by dimensionally tuning or adjusting the desired elements of the present invention. Further advantages associated with the two configurations of the invention are discussed elsewhere in the present application.
  • lobes shown in Schmidt as arms
  • a connector element to each lobe to interconnect them which is positioned between the ends of the lobes to reduce the column length.
  • a halfway positioning is optimum.
  • This provides a buckling constraint whenever the lobes are loaded in compression.
  • the column length is the distance between the connecting bolt or washer outer diameter, and the inner end of the connector neck, instead of the entire length of the arm as shown in the Schmidt device.
  • Such a lobe/connector arrangement is thus preferred to obtain more torque. It is thus found that the shorter the length of the column arm, the more torque can be transmitted.
  • Another feature of the present disc-like coupling element invention is the use of a hub portion to provide load sharing by distributing the torque transmittal forces.
  • the disc-like invention is sometimes characterized as comprising a hub portion.
  • hubs as they are commonly referred to in the art to represent non- flexible members for attachment to drive shafts are frequently referred to in the present application as “couplers” or “coupling means” rather than “hubs.”
  • a preferred form of applicant's invention is shown in Figures 6, 7 and 8 in which a flexible coupling disc member 160 is used. As shown in Fig. 8 the disc 160 includes an inner hub portion 162, which is illustrated as being essentially circular in shape.
  • the flexible coupling disc member may be shaped in other forms such as, for example, the configurations of other disc-like coupling elements shown in the figures, without departing from the scope of the invention.
  • Figure 8 there are shown a plurality of symmetrical outer lobes 164, 166 and 168, respectively connected to the inner hub portion 162 via connector portions 170, 172 and 174.
  • the lobe 164 has a pair of arms 180, 182 joined together adjacent the radial connector 170 and extending away therefrom in opposite circumferential directions.
  • the lobe 166 is provided with the arms 190, 192 adjacent the radial connector 172; and the lobe 168 is provided with the arms 200, 202 adjacent the radial connector 174.
  • Each lobe typically terminates in symmetrically arranged arms provided with mounting holes for bolts.
  • lobe 164 has bolt holes 184, 184' in arms 180, 182 respectively;
  • lobe 166 has bolt holes 194, 194' in arms 190, 192 respectively;
  • lobe 168 has bolt holes 204, 204' in arms 200, 202 respectively.
  • the discs 160 may be used in a plurality to form a disc pack. Each of these discs may be relatively thin or thick. They may be made of any appropriate similar or dissimilar metallic or nonmetallic material.
  • the disc pack 260 serves as an intermediate coupling member (four individual flexible discs being shown, although any number can be used) which is bolted together between the first and second axially arranged coupling members 206 and 208 (shown as slightly misaligned in Figure 7).
  • the coupling member 206 is formed with three spider-like arms 212, 214 and 216 extending from a central hub 210 which contains a bore to accommodate the driver shaft 218.
  • a set screw 219 is employed to secure the coupling member 206 to the driving shaft 218.
  • the driven coupling member 208 is formed with three spider-like arms 222, 224 and 226 extending from a central hub 220 containing a bore to accommodate the driven shaft 228.
  • Set screw 229 is provided to secure the coupling member 208 to the driven shaft 228.
  • keyways and keys may be used in a well understood manner with the set screws locking onto the keys themselves.
  • a coupling member with "spider-like" arms is shown, other shapes, e.g. round, could be employed, while still coming within the spirit and scope of the invention.
  • Figures 6 and 7 show one preferred bolting arrangement.
  • a series of identical bolts 230 or other connecting mechanisms are used as described hereafter.
  • a bolt 230 secures the arm 180 of lobe 164 to the arm 212 of the driving member 206 (as shown at the 10 o'clock position of Figure 6).
  • Another bolt 230 secures the arm 202 of lobe 168 to the arm 214 of the driving member 206 (as shown at the 6 o'clock position of Figure 6).
  • Still another bolt 230 secures the arm 190 of lobe 166 to the arm 216 of the driving member 206.
  • each lobe is attached to both the driver and the driven coupling members and is flexed in the process of being driven, an example of which is shown in Figure 7. Assuming a counter-clockwise direction of rotation as shown by the arrow in Figure 6, lobes 164, 166 and 168 are all placed in tension because their respective ⁇ "ms 180, 202 and 190 are being pulled by the respective spider-like arms 212, 214 and 216. No columnar buckling can occur in this arrangement.
  • the lobes 164, 166 and 168 are all be placed in compression because their respective arms 180, 202 and 190 are being pushed by the respective spider-like arms 212, 214 and 216.
  • Such applications of the present disc-like coupling invention can be referred to as unidirectional torque loading, since all lobes are in tension or all lobes are in compression. Fretting is inhibited due to the effect of compressive forces on the substrate of the material.
  • unidirectional torque loading can reduce torque stress, thus allowing loads to be driven before reaching the critical speed.
  • the hub portion comprises means for flexing radially in a direction substantially perpendicular to the nominal axis of rotation of the drive train.
  • the means for flexing the hub portion radially in a direction substantially perpendicular to the nominal axis of the drive train is made available by comprising the hub portion of an element selected from the group consisting of (1) an arcuate member or (2) two substantially linear members joined at a point such that an included angle is formed.
  • the hub portion may comprise, for example, an open "C" shaped hub portion or a closed ring shaped hub portion.
  • the hub portion may comprise an hub portion having at least two substantially linear members which form an open shaped hub portion, such as shown in Figure 32.
  • the hub portion may comprise shapes including but not limited to delta shapes (e.g., the delta shape shown in Figure 31), and diamond shapes (e.g., the diamond shape shown in Figure 19) . All such hub portion shapes comprise means for flexing radially in a direction substantially perpendicular to the nominal axis of rotation of the drive train.
  • an intermediate coupler is used.
  • the arrangement is shown in the exploded perspective view of Figure 5.
  • a driving shaft 312 has mounted to it the first coupling member 374, which has an outwardly extending coupler 300 affixed to the shaft 312 by means of a key and set screw in a well known manner.
  • a series of two access holes 305 pass through the coupling member 374.
  • Four bolts 308 are arranged to pass through the coupling member through appropriate holes for fastening to a first disc pack 358. All of the bolts are assembled by means of a spacer washer 306 and nut 304.
  • Each individual disc is shown formed in the manner similar to the disc 160 shown in Figure 8.
  • each individual disc-like coupling element may be formed in other configurations, e.g., the configurations of the other disc-like elements shown in the figures. Although four such discs are shown in Figure 5 for each disc pack, any number can be used. Each disc may be separated from the next one by means of a spacer (not shown) .
  • Disc pack 360 is constructed similar to disc pack 358. Three lobes 362, 363 and 364 are formed by the disc pack 358.
  • Lobe 362 is formed with through holes 370 and 372 at the ends of its arms; lobe 363 is formed with through holes 380 and 382 at the ends of its arms; and lobe 364 is formed with through holes 390 and 392 at the ends of its arms.
  • Bolts 308 pass through the holes 392, 390, 380 and 382 to fasten the lobes 363 and 364 to the driving coupling member 374.
  • the lobe 362 is fastened to an intermediate coupler 320.
  • the coupler 320 is generally square shaped and has a central opening 330.
  • Formed on the outer surface of the coupler 320 are four bosses 322, 324, 326 and 328, each of which has a through hole to receive a bolt 308.
  • the lobe 362 is fastened to the intermediate coupler 320 by bolts passing through bosses 324 and 326 and through the holes 372 and 370, respectively.
  • the lobe 462 of disc pack 360 is fastened to the intermediate coupler 320 by bolts 308 passing through the bosses 322 and 328 and through the holes in the ends of the arms of lobe 462.
  • the lobes 463 and 464 of the disc pack 360 are fastened to the second coupling member 376 by means of bolts 308 passing through holes 307 in member 376 and through the appropriate holes in the lobes.
  • the coupling member is in turn fastened to a driven shaft 314.
  • the disc packs function in the manner of a "wish-bone", i.e. flexing occurs in the active inner ring or hub portions adjacent the lobes which are fastened to the intermediate coupler. Flexing in this manner greatly increases the flexing length, resulting in lower side forces, greater angular misalignment capability and predominantly high axial displacements. These are permitted without compromising the torque transmitting ability of the device when compared to convoluted diaphragm and disc couplings.
  • pre-stressing of discs can be accomplished by forming the bolt holes further apart or closer together on the lobes than their respective positions at the mounting points on the coupling member or intermediate coupler. This deforms the lobes of the discs and places them in compression or tension when mounted in a coupling device even before torque is applied to the discs.
  • the discs will be subject to centrifugal forces due to high angular velocity which will substantially restore the shape of the lobe to a non-deformed shape as is more completely described in the Background of the invention section of the present application. The net result is that the discs can be tuned or mounted such that torque stress on the discs is reduced.
  • disc 160 may be pre-stressed by selecting a disc 160 which has bolt holes at a different radius than a disc that is normally mounted to a particular coupling member 208.
  • a disc 160 may preferably have bolt holes at a smaller radius than a disc that is normally used in assembling a coupling member.
  • the bolts from the coupling member do not directly line up with the bolt holes on the disc 160, that is, the bolt holes and bolts are at slightly different radii from the axis of rotation of the disc and coupling member.
  • the lobe arms of the disc are mounted in tension.
  • the lobe arms of the disc are mounted in compression.
  • a disc pack formed from these disc shapes will function in a manner of a "double wish-bone flex".
  • the lobes which are fastened to the intermediate coupler are essentially “dead” elements when the coupling device is in operation, and their connector portions to the inner ring or hub portion are subjected to shear forces.
  • the lobes which are fastened to the driving or driven coupling member essentially are "dead” elements in the flex mode, but are a part of the torque transmission system since both ends of each lobe are fastened to the same member. There is essentially no flexure in these lobes and they do not bend.
  • FIG. 25 the teachings of the present invention may be applied to a flexible coupling disc 240 which has two lobes 242 and 252 connected to an inner hub portion 241 by connector portions 243 and 253, respectively.
  • hub portion 241 is shown in the shape of ring, other shapes can be used, e.g. a diamond shape ( Figure 28), as long as the function of force transmission between lobes is obtained.
  • a third connector element is provided in the form of lug portions 244 and 254, also connected to the ring or hub portion 241.
  • Lobe 242 has bolt holes 246 and 248 at its ends, and lobe 250 has bolt holes 256 and 258 at its ends.
  • Lug 244 is provided with bolt hole 245 and lug 254 is provided with bolt hole 255.
  • connection of the flexible coupling 240 has bolt holes 246, 255 and 256 in the coupler attached to the driving shaft and bolt holes 248, 245, 258 in the coupler attached to the driven shaft.
  • both ends of lobe 252 are placed in compression and both ends of lobe 242 are placed in tension.
  • the lugs 244 and 254 are placed in shear. Forces are thus balanced out to obtain higher torque transmission, i.e. the shear and tension forces in lobe 242 and lugs 244 and 254 balance out the compression forces in lobe 252 to prevent column buckling.
  • an intermediate coupling member can be used (as described in more detail hereafter) , which is illustrated in
  • Flexible coupling disc 240' has two lobes 242' and 252' , which are connected by connector portions 243' and 253' respectively to the hub portion 241'.
  • Lobe 252' is provided with bolt holes 256' and 258' at its ends; and lobe 242' is provided with bolt holes 246' and 248' at its ends.
  • Lugs 244' and 254' are provided with bolt holes 245' and 255' , respectively, and are connected to an intermediate coupler (not shown) through bolt holes 245' and 255' .
  • Figure 26 shows a disc which has both of its lobes 242' and 252' connected to the driving member, and another identical flexible coupling disc will have both of its lobes connected to the driven member. These will be mounted on either side of the intermediate hub portion and the lugs 244 ' and 254 ' of both of such discs are affixed to the intermediate coupler.
  • Such an arrangement increases torque transmission still further since it is accomplished in shear similar to a diaphragm type of coupling and in tension compression similar to closed disc couplings. It is the shear forces generated at the connector portions 243' and 253' which cause force transmission, and the disc lobes are not column loaded since they function essentially as "dead" elements.
  • the use of the intermediate coupler allows for more misalignment, and misalignment conditions.
  • flexible coupling disc 240 may include, but are not limited to, Figures 26 through 30.
  • the flexible coupling disc operates in substantially the same manner as flexible coupling 240.
  • the arms of lobes 242' and 252' have been shortened to improve the stiffness of the lobe arms. Such stiffness may be desirable for particular coupler installation environments.
  • FIG. 27 Shown in Figure 27 is an alternative embodiment flexible coupling disc 260 which is similar to flexible coupling disc 240 shown in Figure 25. However, a part of the ring or hub portion 266 adjacent lobes 262 and 264 have been eliminated so that the ring or hub portion has been configured into a "C" shape, i.e., with open ends. In addition, the lobes may be shortened in the length adjacent to the open part of the "C.” This allows the flexible disc 260 when used in a disc pack to be readily removed from the coupling device for easy replacement of discs without having to disassemble the driving and driven coupling member from the respective shafts to which they are coupled.
  • lug end portion 268 forms two lug portions opposite each other and adjacent lobes 262 and 264, thereby generating a flexible coupling disc pack shaped like the flexible coupling disc 240 shown in Figure 25.
  • ring-shaped hub portion 241, shown in Figure 25 may be configured in a diamond shaped hub portion 270, shown in Figure 28.
  • particular coupler installation environments may require only a single lug portion 274 as shown in Figure 29 on flexible coupling disc 272.
  • Flexible coupling disc 272 may be coupled to the driving and driven coupling members in one of two possible general configurations.
  • lug portion 274 is coupled to either the driving or driven coupling member and lobe arm portions 275, 276, 277 and 278 are coupled to the other driving or driven coupling member.
  • one of two lobe arm portion pairs 276, 277 and 275, 278 is coupled to the driving or driven coupling member along with lug portion 274 and the other lobe arm portion pair not coupled to the driving or driven coupling member is coupled to the driving or driven coupling member not coupled to the lug portion 274.
  • some coupling environments may require a flexible coupling disc 280 shown in Figure 30.
  • one of the driving or driven coupling members attached to respective shafts is required to be relatively stiff compared to the other coupling member.
  • Lug portions 284, 288 and 292 are attached to the driving or driven coupling member which must be held relatively stiff and lobe arms 282, 286 and 290 are attached to the driving or driven coupling member which does not need to be stiff but, rather, accommodate various degrees of misalignment.
  • flexible coupling disc shown in Figure 8 may be configured in several different shapes and sizes depending upon particular coupler installation environments.
  • shown in Figure 9 through 23 and 31 through 34 are several additional possible shapes for different configurations as alternative embodiments of the present invention.
  • Shown in Figure 9 is a particular flexible coupling disc 300 similar to flexible coupling disc 160, shown in Figure 8, except that a part of the ring portion adjacent to of the lobes has been eliminated so that the hub portion assumes an open-sided "C" shape, i.e., with open ends.
  • flexible coupling disc 502 which is similar to flexible coupling disc 160 shown in Figure 8.
  • Hub portion 506 of flexible coupling disc 502 has been shaped such that opening 504 has been formed. Opening 504 of hub portion 506 may accommodate a shaft placed in opening 504.
  • maximum torque transmission can be achieved by the solid clamping of one of the coupling members or intermediate hub to the bore hole opening 504.
  • the attachment of the flexible disc 502 in this manner acts as a constraint on plate buckling, which thereby permits very high torque transmission at very high transient and continuous forms of misalignment.
  • FIG 11 Shown in Figure 11 is an alternative flexible coupling disc 506 similar to flexible coupling disc 160 shown in Figure 8.
  • Flexible coupling disc 506 has been configured to have lobes with asymmetrical arm lengths which may be useful for attachment of the shorter arms to a coupling member which must be held relatively rigid or stiff and attaching the longer arms to the coupling member which is to accommodate greater degrees of misalignment and therefore be more flexible.
  • lobe 508 is coupled to hub portion 516 through connector element 514 such that lobe arm 510 is shorter than lobe arm 512.
  • a flexible coupling disc 518 as shown in Figure 12 may be used in particular coupler environments which require relatively stiff flexible coupling discs.
  • the lobe arms of the flexible coupling disc have been shortened to lessen the flexibility of the coupling disc.
  • Shown in Figure 13 is an alternative flexible coupling disc 520 which has lobe arms with two different radii for the bolt connections of the lobe arms.
  • the lobe arms closer to the hub portion may be attached to one coupling member and the lobe arms further away from the hub portion may be attached to the other coupling member.
  • FIGs 14, 15 and 16 are alternative flexible coupling discs which may be utilized in particular coupler environments which require more connector points to the coupling members than were available for the flexible coupling disc of 160 shown in Figure 8. As such configurations incorporate increasing numbers of lobes, the torque carrying capacity of disc ⁇ like coupling elements is increased.
  • Shown in Figure 17 is a flexible coupling disc which is a variation of the flexible coupling disc shown in Figure 16. The lobes have been grouped into pairs of lobe adjacent one another in which the lobes are of equal size but closer together. Such a configuration may be useful in environments which require more attachment points and/or torque carrying capacity than provided by other flexible coupling discs.
  • Figure 18 shows a flexible coupling disc which is a variation of the flexible coupling disc shown in Figure 16.
  • the flexible coupling disc contains lobes of different sizes. Three lobes symmetrically spaced around the flexible coupling disc are shorter than the other three lobes equally spaced around the flexible coupling disc. This accommodates certain coupler environments which require one set of lobes coupled to a coupler member in a stiffer or more rigid than the lobes coupled to the other coupler member. It will be appreciated that various lengths or sizes of lobes may be utilized to accommodate particular stiffness and rigid stiffness or flexibility requirements of particular coupler environments. Shown in Figure 19 is a flexible coupling disc with substantially straight portions of the torque transmission member.
  • the flexible coupling disc may be configured as shown in Figure 20, instead of an inner ring-shaped hub portion, the disc 530 is provided with an outer ring-shaped hub portion 532 having inwardly arranged lobes 534, 536 and 538.
  • Lobes 534 and 536 may be connected to the driving coupling member while the lobe 538 is connected to the intermediate coupler.
  • Companion discs or disc packs on the other side of the intermediate coupler have their lobes 534 and 536 connected to the driven coupling member.
  • FIG 21 there are four lobes 542, 544, 546 and 548 connected to an outer ring-shaped hub portion 550 in a flexible coupling disc 540.
  • the disc functions as a solid hinged gimbal and large angular misalignment is possible.
  • an intermediate coupler is employed, two of the lobes are connected to the intermediate coupler and another disc or disc pack is employed on the other side of the intermediate coupler which has two opposed lobes connected to another coupling member. This arrangement allows for parallel misalignment as well as angular misalignment.
  • FIG 22 Shown in Figure 22 is a flexible coupling disc similar to the flexible coupling disc shown in Figure 20 except that a part of the ring-shaped hub portion adjacent two lobes has been eliminated so that the ring assumes a "C" shape, i.e., with open ends.
  • a flexible disc 552 could be employed as shown in Figure 23.
  • the flexible disc 552 is formed with an outer torque reaction ring- shaped hub portion 554 and an inner ring-shaped hub portion 556. Three lobes 558, 560 and 562 are connected between the inner and outer hub portion.
  • lobes 558 and 560 When used with an intermediate coupler, lobes 558 and 560 are connected to one of the coupling members and lobe 562 is coupled to an intermediate coupler and a similar disc or disc pack is located on the other side of the intermediate coupler and connected to the driven coupling member instead of the driving coupling member.
  • a similar disc or disc pack is located on the other side of the intermediate coupler and connected to the driven coupling member instead of the driving coupling member.
  • the connector portions of the lobes are subjected to double shear because of the use of inner and outer ring-shaped hub portion.
  • the "wish-bone" flexing as above described occurs at both the inner and outer connections through connector portion means to the lobes.
  • variations of the flexible coupling disc 552 are contemplated such as the flexible coupling discs shown in Figure 24 wherein a single ring-shaped hub portion is coupled to a pair of inner and outer lobes.
  • a flexible coupling disc 564 is formed with three lobes 570, 580 and 590 which are interconnected by three linear members 566, 567 and 568 arranged in the form of a delta connection.
  • the lobes are provided with bolt holes 572, 582 and 592 for connection to a driving member or coupler, and holes 574, 584 and 594 for connection to the driven member or coupler.
  • Shown in Figures 33 and 41 are two embodiments which do not have the advantage of comprising means for flexing radially in a direction substantially perpendicular to the nominal axis of rotation of the drive train.
  • a flexible coupling disc 596 comprising an inner hub portion 598 coupled to inverted lobes such as lobe 597.
  • Lobe 597 is shaped such that the arms are substantially further away from hub portion 598 than the portion of the lobe adjacent and coupled to hub portion 598.
  • Such a shaped lobe may be useful in coupler environments which recpiire high misalignment and lower torque transmission capability.
  • a disc pack 600 is formed from flexible coupling discs 602, 604, 606 and 608 to form a disc pack with four lobes equally spaced around a central hub portion.
  • Disc 604 is rotated 90 degrees clockwise from disc 602.
  • disc 606 is rotated 90 degrees clockwise from disc 604
  • disc 608 is rotated 90 degrees from disc 606 along an axis which is perpendicular to a plane parallel to the substantially flat discs 602, 604, 606 and 608.
  • a symmetrical four-lobed disc pack is formed. Similar open-ended discs of varying numbers of lobes could be combined to form symmetrical 3, 5, 6 or greater lobed disc packs.
  • Disc pack 610 comprises three lobes spaced around an open-ended torque transmission member.
  • disc packs may be held together with a bushing as is known in the art.
  • This bushed disc pack is easier to mount to a coupling member, since the disc pack may be mounted in one step rather than through individual steps of placing each individual disc into a mounting mechanism of a coupling member.
  • FIG. 37 Shown in Figure 37 are alternative attachment mechanisms for coupling lobe arms to coupling members or an intermediate member.
  • a nut and bolt arrangement 620 as shown in a sectional view in Figure 38, is used.
  • flexible coupling discs may be attached to coupling members or an intermediate coupler through the use of a metal stake weld 622 as shown in a sectional view in Figure 39.
  • the use of the stake weld mechanism is possible in high torque transmission couplings of the present invention due to the use of attachment points at the free end of the lobe arms which reduces stress on the stake welds.
  • a rivet 624 as shown in Figure 40
  • epoxy adhesive points or bonds 626 as shown in Figure 41
  • spot weld points 628 shown in Figure 42
  • flexible couplings for joining a driving member to a driven member in a drive train are shown.
  • the drive train has a nominal axis of rotation as is shown, for example, by the center line passing through shafts 312 and 314.
  • the flexible couplings include drive train apparatus having at least a first flexible disc-like coupling element such as the disc-like coupling element 160 shown in Figure 8.
  • the disc-like coupling element 160 as shown in Figure 8 includes a hub portion 162 at least partially defining and at least partially surrounding a central aperture.
  • the hub portion 162 can flex radially in a direction substantially perpendicular to the nominal axis of rotation.
  • Hub portion 162 may comprise an arcuate member such as the arcuate member between connector portions 170 and 172.
  • hub portion 162 may have at least two substantially linear members joined at a point such that an included angle is formed like the two linear members 566 and 567 shown in Figure 31.
  • the disc-like coupling element 160 includes a plurality of lobes (e.g., lobes 164,166,168) spaced from the hub portion 162.
  • the disc-like coupling element 160 includes a connector portion (e.g., connector portion 170, 172 and 174) which corresponds to each lobe for connecting the corresponding lobe (e.g., lobes 164,166 and 168, respectively) to the hub portion 162.
  • Each connector portion preferably is located and has a radial length between the hub portion 162 and the corresponding lobe such that the corresponding lobe is substantially proximate the hub portion 162.
  • Each connector portion is substantially circumferentially rigid across radial dimension of the disc-like coupling element 160.
  • Each lobe has a pair of arms (e.g., arms 180 and 182) joined together adjacent a connector portion (e.g., connector portion 170), extending away from one another in substantially opposite directions, and terminating in free ends.
  • Each lobe preferably is formed so that it comprises an element selected from the group consisting of (1) a substantially linear lobe having substantially straight collinear arms and a substantially collinear load path and neutral axis (e.g., lobes 630 and 640) or (2) a substantially arcuate lobe formed so that, whenever a load is applied across the free ends of the arms of the lobe, the load path is separate from the neutral axis of the lobe (e.g., lobes 164, 166, 168, 570, 580, 590).
  • the disc-like coupling element 160 can be configured to operate in first and second configurations. As shown in Figure 5, a disc-like coupling element like coupling element 160 operates in the first configuration by connecting the ends of both arms of one lobe (e.g., the arms of lobe 363) to the driving member (e.g., coupler 374 which is connected to driving shaft 312) and by connecting the ends of both arms of another lobe (e.g., the arms of lobe 362) to the driven member (e.g., intermediate coupler 320) which is connected to driven shaft 314 through disc pack 360 and coupling 376.
  • the driving member e.g., coupler 374 which is connected to driving shaft 31
  • the driven member e.g., intermediate coupler 320
  • a disc-like coupling element like coupling element 160 operates in the second configuration by connecting the end of one arm of a particular lobe (e.g, arm 180 of lobe 164) to the driving member (e.g., coupler 206 which is connected to driving shaft 218) and connecting the end of the other arm of the particular lobe (e.g, arm 182 of lobe 164) to the driven member (e.g., coupler 208 which is connected to driven shaft 228).
  • the disc-like coupling element 500 can have an hub portion consisting of at least one arcuate member which forms an open- shaped hub portion.
  • the disc-like coupling element can have an hub portion comprising at least two substantially linear members which form an open-shaped hub portion.
  • the drive train apparatus can include a plurality of disc-like coupling elements having an open- shaped hub portion 602, 604, 606, and 608 which are assembled to form a disc pack 600 having an closed shape.
  • the drive train apparatus can include a plurality of disc-like coupling elements having an open-shaped hub portion 612, 614, 616, and 618 which are assembled to form a disc pack 610 having an open shape.
  • the disc-like coupling element can have an hub portion which defines a variety of shapes including but not limited to delta shapes (e.g., the delta shape shown in Figure 31), ring shapes (e.g., the ring shape shown in Figure 8), and diamond shapes (e.g., the diamond shape shown in Figure 19).
  • the disc-like coupling element can have a hub portion which includes two arcuate members. Each arcuate member has a first and second ends. The first end of one arcuate member is connected to the first end of another arcuate member and the second ends of the arcuate members are separated so that the two arcuate members form an open shape.
  • One connector portion is located adjacent the connected first ends of the two arcuate members and an additional connector portion is located adjacent the second end of each arcuate member.
  • the disc-like coupling element can have a hub portion which includes two substantially linear members.
  • Each linear member has a first and second ends. The first end of one linear member is connected to the first end of another linear member and the second ends of the linear members are separated so that the two linear members form an open shape.
  • One connector portion is located adjacent the connected first ends of the two linear members and an additional connector portion is located adjacent the second end of each linear member.
  • the hub portion 162 can also be described as a closed-shaped annulus member.
  • the disc-like coupling elements 160 can be assembled to form a disc pack (e.g. disc pack 260 shown in Figure 7).
  • the disc-like coupling element 160 can have a hub portion 162 which includes at least three arcuate members which form a closed shape surrounding the defined aperture. Each arcuate member has two ends and each end of each arcuate member is connected to one end of another arcuate member One connector portion is located adjacent each pair of connected arcuate member ends.
  • the disc-like coupling element 564 can have a hub portion which includes at least three substantially linear members
  • Each linear member has a two ends and each end of each linear member is connected to one end of another linear member. One connector portion is located adjacent each pair of connected linear member ends.
  • the disc-like coupling element 240 can have at least one lug portion (e.g., lug portion 244) connected to and extending away from the hub portion 241.
  • Each lug portion includes a mechanism (e.g. bolt hole 245) for selectively connecting to the driving or the driven member of a drive train.
  • the disc-like coupling element 160 can have an hub portion 162 comprising an inner hub portion.
  • the lobes 164, 166, and 168 are spaced outward from the inner hub portion 162 away from the defined aperture.
  • the disc-like coupling element 530 can have an hub portion 532 comprising an outer hub portion.
  • the lobes 534, 536, and 538 are spaced inward from the outer hub portion 532 within the defined aperture.
  • the disc-like coupling element 552 can have an hub portion comprising both an inner 556 and outer 554 hub portion.
  • first connector portions join each corresponding lobe to the inner hub portion 556 and second connector portions join each corresponding lobe to the outer hub portion 554.
  • the lobes 558. 560, and 562 are positioned between the inner and outer hub portions.
  • the disc-like coupling element can have at least one lobe spaced inward from the hub portion and at least one lobe spaced outward from the hub portion.
  • the drive train apparatus can further include first and second couplers (e.g. couplers 206 and 208) for attachment to driving and driven shafts of the drive train (e.g. shafts 218 and 228) respectively.
  • Each coupler includes an axis of rotation and first and second mounting mechanisms (e.g., bolt holes of spider arms 212 and 214) located radially from the respective axis of rotation.
  • this drive train apparatus with first and second couplers as well as a disc-like coupling element like coupling element 160 (Figure 8) is connected in the first configuration by connecting the ends of both arms of one lobe 363 to the first and second mounting mechanisms of the first coupler 374 and by connecting the ends of both arms of another lobe 362 to the first and second mounting mechanisms of the second coupler 320.
  • this drive train apparatus with first and second couplers as well as a disc-like coupling element like coupling element 160 is connected in the second configuration by connecting the end of one arm 180 of a first lobe 164 to the first mounting mechanism of first coupler 206 and by connecting the end of the other arm 182 of the first lobe 164 to the first mounting mechanism of the second coupler 208.
  • second configuration connections include connecting the end of one arm 190 of a second lobe 166 to the second mounting mechanism of first coupler 206 and by connecting the end of the other arm 192 of the second lobe 166 to the second mounting mechanism of the second coupler 208.
  • the drive train apparatus can further include in addition to the first and second couplers, an intermediate coupler 320 for coupling between the first and second couplers 374 and 376.
  • the intermediate coupler 320 includes an axis of rotation and first, second, third and fourth mounting mechanisms (e.g., bolt holes of bosses 322, 324, 326, and 328) located radially from the respective axis of rotation.
  • the first flexible disc-like coupling element 358 is located between the first coupler 374 and the intermediate coupler 320.
  • the drive train apparatus further includes a second flexible disc-like coupling element 360 located between the intermediate coupler 320 and the second coupler 376.
  • this drive train apparatus with first, second and intermediate couplers as well as first and second disc-like coupling elements is connected in the first configuration by connecting the ends of both arms of one lobe 363 of the first disc-like coupling element 358 to the first and second mounting mechanisms of the first coupler 374, connecting the ends of both arms of another lobe 362 of the first disc-like coupling element 358 to the second and third mounting mechanisms of the intermediate coupler 320, connecting the ends of both arms of one lobe 462 of the second disc-like coupling element 360 to the first and fourth mounting mechanisms of the intermediate coupler 320, and connecting the ends of both arms of another lobe 463 of the second disc-like coupling element 360 to the first and second mounting mechanisms of the second coupler 376.
  • the drive train shown in Figures 6 and 7, with the addition of an intermediate coupler having spider-like arms similar to couplers 206 and 208 and a second disc- like coupling element or disc pack, can be connected in the second configuration by connecting one arm of a particular lobe of the first disc-like coupling element to the first mounting mechanism of the first coupler, connecting the other arm of the particular lobe of the first disc-like coupling element to the first mounting mechanism of the intermediate coupler, connecting one arm of a particular lobe of the second disc-like coupling element to the first mounting mechanism of the second coupler, and connecting the other arm of the particular lobe of the second disc-like coupling element to the second mounting mechanism of the intermediate coupler.
  • An alternative description of the second configuration connection for this drive train apparatus with first, second and intermediate couplers as well as first and second disc-like coupling elements can include: connecting one arm of a particular lobe of the first disc-like coupling element to the first mounting mechanism of the first coupler, connecting the other arm of the first lobe of the first disc-like coupling element to the third mounting mechanism of the intermediate coupler, connecting one arm of a second lobe of the first disc-like coupling element to the second mounting mechanism of the first coupler, connecting the other arm of the second lobe of the first disc-like coupling element to the first mounting mechanism of the intermediate coupler, connecting one arm of a first lobe of the second disc-like coupling element to the first mounting mechanism of the second coupler, connecting the other arm of the first lobe of the second disc-like coupling element to the fourth mounting mechanism of the intermediate coupler, connecting one arm of a second lobe of the second disc ⁇ like coupling element to the second mounting mechanism of the second coupler, and connecting the other arm of the
  • the drive train apparatus can further include in addition to the first and second couplers, an intermediate coupler for coupling between the first and second couplers.
  • the intermediate coupler includes an axis of rotation and first, second, third, fourth, fifth and sixth mounting mechanisms located radially from the respective axis of rotation.
  • the first flexible disc-like coupling element is located between the first coupler and the intermediate coupler.
  • the drive train apparatus further includes a second flexible disc-like coupling element located between the intermediate coupler and the second coupler.
  • Each disc-like coupling element similar to disc-like element 240 includes at least one lug portion (e.g., lug portion 244) connected to and extending away from the hub portion 241.
  • the disc-like coupling element 240 can be configured to operate in a third configuration by connecting respectively the ends of both arms of one lobe of the first disc-like coupling element to the first and second mounting mechanisms of the first coupler, connecting the at least one lug portion of the first disc-like coupling element to the first mounting mechanism of the intermediate coupler, connecting the at least one lug portion of the second disc-like coupling element to the second mounting mechanism of the intermediate coupler, and connecting respectively the ends of both arms of one lobe of the second disc-like coupling element to the first and second mounting mechanisms of the second coupler.
  • the disc-like coupling element 502 can have an hub portion 506 including a mounting mechanism 504 for connecting the hub portion 506 to one of the couplers of the driving and driven members including the first, second and intermediate couplers.
  • the connector portions can be spaced around the hub portion 162 such that they are substantially equidistant from one another.
  • each lobe e.g., lobe 164
  • each lobe can be tangentially attached to the hub portion 162 by the corresponding connector portion (e.g., connector portion 170).
  • the arms of the lobes e.g., arms 180 and 182 of lobe 164) can be of substantially equal length and can have substantially symmetrical shapes.
  • the arms of the lobes e.g., arms 180 and 182 of lobe 164) can extend circumferentially away from one another substantially along the contour of the hub portion 162.
  • the disc-like coupling element 520 can have the free end of one arm of a particular lobe located closer to the hub portion than the free end of the other arm of the particular lobe.
  • the disc-like coupling element can be configured in different operating configurations by using one of several types of attachment devices including: a bolt, a rivet, a stake weld, a spot weld, and an epoxy bond for selectively connecting the arms of the lobes to the driving or the driven member of the drive train apparatus.
  • the present disc-like coupling elements may be made of any appropriate metallic or nonmetallic material. When used in disc packs, metallic and nonmetallic discs can be combined in the same disc pack.
  • disc-like coupling elements of a similar or identical material may be combined into a single disc pack.
  • a composite material of glass fibers and epoxy in a cross ply but not woven pattern is suitable.
  • Such a material is available under the trademark Scotchpl (R) 1002, made by 3M Company
  • Elements such as those shown in Figure 5 through 37 and in Figures 43 through 47 can be made to have substantially uniform thickness through processes including stamping, milling, and laser cutting such as from sheet material.
  • the cross-sectional thickness of various portions of the disc-like coupling elements can be varied.
  • Such a configuration is shown in Figures 48-49, which show a disc-like element typically made by injection molding wherein the thickness of the lobes can be seen to be greater than the thickness of the connector portion means and hub.
  • the radial flexibility of the arms of the lobes shown in Figures 48 and 49 can be altered by changing the cross-sectional configuration of the arms.
  • Parts that are injection molded may be formed of any suitable material, it having been found that acetal resins available under the DuPont trademark of Delrin® are satisfactory mate rials (Delrin® is a registered trademark of the DuPont Co. ) .

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un mécanisme d'accouplement articulé servant à accoupler un arbre d'entraînement (312) à un arbre (314) entraîné (314), ledit mécanisme constitué d'un premier et d'un second éléments d'accouplement (374, 376) qui se fixent sur les arbres, chaque élément d'accouplement possédant un appareil (305, 306, 307, 308) permettant la connexion à un disque ou à une pile de disques (358, 360). Ce disque ou cette pile de disques peut être fixé, si nécessaire à un élément solide d'accouplement intermédiaire (320). Chaque disque (160) comprend un élément articulé ayant une pluralité de lobes pratiquement symétriques (164, 166, 168) qui sont attachés par un élément de raccord (170, 172, 174) couplant chaque lobe à un élément transmettant la force de torsion (162). Les lobes sont pratiquement symétriques, ils possèdent une paire de branches (180, 182, 190, 192, 200, 202) qui sont raccordées près d'une partie du raccord (170, 172, 174) et des systèmes (184, 184', 194, 194', 204, 204') situés au niveau des extrémités libres des branches qui servent à raccorder les lobes, de manière sélective, aux éléments d'accouplement par l'arbre d'entraînement, l'arbre entraîné et l'arbre intermédiaire (s'il existe).
PCT/US1991/002700 1990-04-20 1991-04-19 Accouplement articule servant a accoupler un element d'entrainement a un element entraine WO1991016550A1 (fr)

Applications Claiming Priority (2)

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US51173590A 1990-04-20 1990-04-20
US511,735 1990-04-20

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2289742A (en) * 1994-05-27 1995-11-29 Western Atlas Uk Ltd Flexible coupling for machine tools
GB2323911A (en) * 1997-04-02 1998-10-07 Loehr & Bromkamp Gmbh An universal joint having a flexible flange
DE4211619C2 (de) * 1992-04-07 2003-06-26 Schmidt Kupplung Gmbh Kupplungsbauteil zum winkeltreuen Kuppeln drehbarer Teile
EP1347192A2 (fr) * 2002-03-15 2003-09-24 Centa-Antriebe Kirschey GmbH Accouplement rigide en torsion mais deformable radialement
EP2208904A2 (fr) 2009-01-20 2010-07-21 Ellergon Antriebstechnik Gesellschaft m.b.H. Couplage élastique radial
DE102010053691A1 (de) * 2010-12-08 2012-06-14 Ifc Composite Gmbh Elastisches Kupplungselement zur Verbindung von zwei Antriebswellen
EP2500595A1 (fr) 2011-03-16 2012-09-19 Deutsches Zentrum Für Luft- Und Raumfahrt E.V. (DLR) Accouplement d'arbre
DE102014114460A1 (de) 2014-10-06 2016-04-07 xperion components GmbH & Co. KG Anordnung für eine Wellenkupplung
US20220213933A1 (en) * 2019-05-29 2022-07-07 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Coupling device and rotational phase adjustment method for coupling device

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SU236150A1 (ru) * В. И. Рубцов Гибкий диск для передачи крутящего момент./^
US1662006A (en) * 1923-01-26 1928-03-06 Goodyear Tire & Rubber Flexible coupling
US3481158A (en) * 1968-07-22 1969-12-02 Kaman Corp Flexible coupling
US3987645A (en) * 1974-01-23 1976-10-26 U.S. Philips Corporation Flexible shaft coupling
GB1500623A (en) * 1976-03-15 1978-02-08 R & D Marine Ltd Rotary damping couplings
US4203304A (en) * 1977-11-15 1980-05-20 Triumph Werke Nurnberg A.G. Flexible shaft coupling
US4282723A (en) * 1979-10-09 1981-08-11 Richard Schmidt Coupling
US4317339A (en) * 1980-03-05 1982-03-02 Richard Schmidt Flexible torque coupling for parallel, angular and/or axial misalignment
US4321805A (en) * 1979-06-01 1982-03-30 Kaman Aerospace Corporation Rotary drive flexible coupling
US4331004A (en) * 1979-12-17 1982-05-25 Richard Schmidt Angular misalignment coupling
DE3432602A1 (de) * 1984-08-31 1985-04-04 Klaus Prof. Dr.-Ing. 1000 Berlin Federn Formfedernde drehelastische kupplung
US4523916A (en) * 1982-06-11 1985-06-18 Daimler-Benz Aktiengesellschaft Axially flexible drive disc
US4776824A (en) * 1986-01-16 1988-10-11 Firma Carl Freudenberg Circumferentially resilient coupler

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU236150A1 (ru) * В. И. Рубцов Гибкий диск для передачи крутящего момент./^
US1662006A (en) * 1923-01-26 1928-03-06 Goodyear Tire & Rubber Flexible coupling
US3481158A (en) * 1968-07-22 1969-12-02 Kaman Corp Flexible coupling
US3987645A (en) * 1974-01-23 1976-10-26 U.S. Philips Corporation Flexible shaft coupling
GB1500623A (en) * 1976-03-15 1978-02-08 R & D Marine Ltd Rotary damping couplings
US4203304A (en) * 1977-11-15 1980-05-20 Triumph Werke Nurnberg A.G. Flexible shaft coupling
US4321805A (en) * 1979-06-01 1982-03-30 Kaman Aerospace Corporation Rotary drive flexible coupling
US4282723A (en) * 1979-10-09 1981-08-11 Richard Schmidt Coupling
US4331004A (en) * 1979-12-17 1982-05-25 Richard Schmidt Angular misalignment coupling
US4317339A (en) * 1980-03-05 1982-03-02 Richard Schmidt Flexible torque coupling for parallel, angular and/or axial misalignment
US4523916A (en) * 1982-06-11 1985-06-18 Daimler-Benz Aktiengesellschaft Axially flexible drive disc
DE3432602A1 (de) * 1984-08-31 1985-04-04 Klaus Prof. Dr.-Ing. 1000 Berlin Federn Formfedernde drehelastische kupplung
US4776824A (en) * 1986-01-16 1988-10-11 Firma Carl Freudenberg Circumferentially resilient coupler

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4211619C2 (de) * 1992-04-07 2003-06-26 Schmidt Kupplung Gmbh Kupplungsbauteil zum winkeltreuen Kuppeln drehbarer Teile
GB2289742A (en) * 1994-05-27 1995-11-29 Western Atlas Uk Ltd Flexible coupling for machine tools
GB2289742B (en) * 1994-05-27 1998-12-09 Western Atlas Uk Ltd Drive transmitting device
GB2323911A (en) * 1997-04-02 1998-10-07 Loehr & Bromkamp Gmbh An universal joint having a flexible flange
GB2323911B (en) * 1997-04-02 1999-03-24 Loehr & Bromkamp Gmbh Outer joint part of a constant velocity ratio universal joint
US6210282B1 (en) 1997-04-02 2001-04-03 Gkn Lobro Gmbh Outer part of a constant velocity universal joint
EP1347192A2 (fr) * 2002-03-15 2003-09-24 Centa-Antriebe Kirschey GmbH Accouplement rigide en torsion mais deformable radialement
EP1347192A3 (fr) * 2002-03-15 2004-06-23 Centa-Antriebe Kirschey GmbH Accouplement rigide en torsion mais deformable radialement
EP2208904A2 (fr) 2009-01-20 2010-07-21 Ellergon Antriebstechnik Gesellschaft m.b.H. Couplage élastique radial
DE102010004773A1 (de) 2009-01-20 2010-07-22 Ellergon Antriebstechnik Gmbh Radialelastische Kupplung
EP2208904A3 (fr) * 2009-01-20 2012-05-02 Ellergon Antriebstechnik Gesellschaft m.b.H. Couplage élastique radial
DE102010053691A1 (de) * 2010-12-08 2012-06-14 Ifc Composite Gmbh Elastisches Kupplungselement zur Verbindung von zwei Antriebswellen
DE102010053691B4 (de) * 2010-12-08 2020-09-24 Ifc Composite Gmbh Elastisches Kupplungselement zur Verbindung von zwei Antriebswellen
EP2500595A1 (fr) 2011-03-16 2012-09-19 Deutsches Zentrum Für Luft- Und Raumfahrt E.V. (DLR) Accouplement d'arbre
DE102011014167A1 (de) 2011-03-16 2012-09-20 Deutsches Zentrum für Luft- und Raumfahrt e.V. Wellenkupplung
DE102011014167B4 (de) 2011-03-16 2018-09-20 Deutsches Zentrum für Luft- und Raumfahrt e.V. Wellenkupplung
DE102014114460A1 (de) 2014-10-06 2016-04-07 xperion components GmbH & Co. KG Anordnung für eine Wellenkupplung
US20220213933A1 (en) * 2019-05-29 2022-07-07 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Coupling device and rotational phase adjustment method for coupling device
US11906003B2 (en) * 2019-05-29 2024-02-20 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Coupling device and rotational phase adjustment method for coupling device

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