GB1600976A - Couplings - Google Patents

Description

(54) COUPLINGS (71) We, LUCAS INDUSTRIES LI MITED, a British Company of Great King Street, Birmingham B19 2XF, England, do hereby declare the invention for which we pray that a Patent may be granted to us and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to couplings for rotary members permitting drive to take place in one direction but allowing the members to rotate relatively to one another in the opposite direction, without engagement between them and without interference in the event of malfunctioning.

One example of a coupling of the kind with which the invention is concerned is in a variable ratio frictional drive gear of the kind comprising basically two axially spaced torus discs or rotors, one serving as an input and the other an output between which there is a set of of circumferentially spaced drive rollers in frictional rolling contact with part toroidal surfaces on the discs, each roller being rotatably mounted in a bearing structure which can tilt about an axis at right angles to the axis of rotation of each roller so as to vary the distances from the gear axis at which the roller engages the two discs respectively, thus varying the drive ratio of the gear. The angle of tilt of the roller bearing structure as it controls the drive ratio of the gear, is called the ratio angle.

The input however is protected by a coupling designed to permit rotation between the input and a member by which it is normally driven, the coupling being arranged to permit such rotation in the event of malfunctioning.

This is of particular use when the system is run at very high rotational speeds, perhaps up to 20,000 revolutions per minute.

Since such a system runs at high speed and operating conditions are therefore arduous, it is desirable to provide some protection against malfunctioning.

It is therefore the object of the invention to provide a coupling in which protection against malfunctioning, particularly excessive temperature rise, is afforded in an effective form.

According to the invention, a coupling between two rotary members having axially interengaging teeth thereon, each of the teeth of both members having at least one face inclined at an angle to apply, during driving engagement between said tooth faces, a force tending to disengage said teeth, one of said members being formed with two coaxial components connected together by helical splines, one of said components having said axial teeth thereon, the helical splines being arranged, when rotation takes place in the direction of such tooth face engagement, to apply a force tending to move said other one of the said components in an axial direction away from said teeth, and an element sensitive to temperature rise arranged to restrain said tendency for said other one of the components to move axially, temperature rise in excess of a predetermined value resulting in said two components being moved axially to disengage the teeth, rotation in the opposite direction causing the two components to move relatively in axial direction, through said interconnecting helical splines, and spring means being arranged to hold- the said components in a position to prevent re-engagement of the teeth when the temperature sensitive element has melted.

The invention will now be described, by way of example with reference to the accompanying drawings, in which: Figure 1 is a cross-sectional view showing a transmission system incorporating the invention Figure 2 is an enlarged view of one component of a coupling in the input of the system, and Figure 3 is a view, but on the scale of Figure 1, of another component of the coupling.

The transmission system is principally designed for use in driving aircraft accessories and in particular an alternator. The alternator is driven from an aircraft main engine but is required to be rotated at constant speed. The transmission is therefore designed for variable input speed, but constant output speed. It is, however, to be understood that transmission incorporating the invention as herein defined can be used in transmission of this sort with other operating characteristics including constant input and variable output speed and variable input as well as output speeds.

Referring first to Figure 1, the general layout of the transmission is illustrated. The system includes a variable ratio drive unit having three rotors 10, 11, 12 which have respective part toroidal surfaces 10a, ila and 12a and 12b respectively. The rotor 12 is situated mid-way between the rotors 10 and 11, and is provided with its part toroidal surfaces l2a, 12b on opposite axially presented sides thereof. The rotor 10 has its part toroidal surface 10a presented towards the surface 12a, and similarly the surface lia of the rotor 11 is presented towards the surface 12b of the central rotor 12. The rotors 10, 11 are input rotors and the rotor 12 is an output rotor. However, the system will operate perfectly satisfactorily with the rotors 10, 11 as output and the input is the rotor 12. Situated between the rotors 10, 12 and 11, 12 are respective sets of flat rollers 13, 14. These are rotable in a manner which will be described and are for this purpose carried in respective bearings 15, 16. The rollers are shown in Figure 1 in position in which they engage the respective surfaces 10a, 12a and Ila, 12b at different distances from the axis of rotation of the rotors 10, 11, 12. Such axis is identified at 17. The rotors 10, 11 are carried non-rotatably upon a hollow shaft 18. This is supported on suitable fixed structure 22 by means of bearings 19, 20 situated near its opposite ends respec timely.

To load the rotors 10, 11, 12 and the rollers 13, 14 so as to maintain frictional contact between them, there is an end load device within a housing 41 secured by screws 42 to the rotor 11 at the side thereof remote from its part toroidal surface gila.

Defined within the space between the rotor 11 and the housing 41 are cavities 43, 44 for hydraulic fluid. Within the cavities are respective pistons 45, 46 mounted on the shaft 18. In the end of the shaft 18 is a rotary fluid joint 21 engaged in the fixed structure 22.

Furthermore, in this end of the shaft 18 are drillings 47, 48 for supply and exhaust of fluid to the cavities 43, 44. The passage 48 communicates with the joint 21 for supplying high pressure fluid fed at one side of each of the pistons 45 and 46. At the other side of the pistons 45 and 46, lower fluid pressure is fed from one of the two drillings 47 which are symmetrical for balance of the shaft.

In operation of this transmission system, with variable speed input and constant output to the drive, there is automatic compensation for input speed change and this is achieved through the alteration in the castor angle of the rollers. The inclination of the rollers as seen in Figure 1, regulates the ratio of the speed of the input rotors 10, 11 to the speed of the output rotor 12. As illustrated in full lines rotation of the input rotors 10, 11 at a given speed will cause rotation of the output rotor 12 at a slower speed than said given speed. As indicated in dotted lines, the opposite ratio characteristic can be achieved if the point of contact between the rollers on the input rotors 10, 11 is outside that on the surface 12a, 12b of the output rotor 12. If, however, the rollers engage the surfaces 10a, 11a, ila and 12b at the same radial distance on each such surface from the axis 17 of the shaft 18, the input and output rotors 10, 11, 12 will all rotate at the same speed. This represents a drive ratio of 1:1 between the input and the output of the system.

The input rotor 10 has on its external periphery, gear teeth 23 engaging with a gearing ring 24 on a hollow stepped shaft 25.

This hollow stepped shaft is mounted for rotation about an axis 26, parallel with the axis 17. Connecting the hollow stepped shaft 25, with a surrounding sleeve 27, is a clutch 28. The sleeve 27 has gear teeth 29 meshing with a gear (not shown) which drives auxiliary equipment which forms no part of this invention.

The output rotor 12 has external gear teeth 30 and this represents the output of the drive unit.

A coupling is incorporated for driving the transmission system. This includes a member which is shown as a part 75 connected, in use, to apparatus driving the transmission, such as an internal combustion engine.

The coupling has a further member which includes two components, a shaft 37 and a sleeve 39. Surrounding the shaft 37 and sleeve 39 is a hollow sleeve 36 which carries a gear wheel 35. This is in mesh with a gear 34 on the shaft 18.

The sleeve 36 is mounted in bearings in the fixed structure 22 and is coaxial with the shaft 37 and sleeve 39, which are accommodated within it. The part 75 and the shaft 37 have meshing axially presented teeth at 38.

As shown in Figure 2 these teeth each have a steeper face which is inclined to the axis at a small angle. When such faces are in engagement for rotation, there is thus generated a force tending to disengage the teeth. However such disengagement is normally resisted, as will be described. Figure 2 shows the shaft 37 and Figure 3 the sleeve 39 which is shown on an enlarged scale.

An element 40 is arranged to melt and allow the shaft 37 to move axially in a direction to disengage the teeth. A coiled compression spring 72, in that event assists this movement but is primarily to prevent re-engagement of the teeth. If the system reaches a temperature in excess of a predetermined value, this element melts and thus disconnects the input drive from the transmission system.

The shaft 37 has an externally helically splined surface 62 and at its end remote from the teeth 38, an annular external groove 63. The teeth 38 are moreover of the shape each having a more shallowly inclinded rear face so that they can ratchet against the correspondingly shaped teeth on the part 75. Such ratcheting occurs if the input direction is reversed, for example, when the associated engine which is driving the apparatus, windmills in reverse direction from the normal driving direction.

The sleeve 39 has internal helical splines at 64 complementary to the splines on the shaft 37. The splines are of relatively shallow angle with respect to the common axis of the components 37, 39. The end of the sleeve 39 moreover has an internal step 65.

Located in the groove 63 in the shaft 37 is a stop ring 66. When the sleeve 39 is urged towards this, as it is when running in the normal direction, the stop ring 66 limits axial movement of the said sleeve 39 along the shaft 37 in the direction away from the teeth at 38. Such tendency for movement of the sleeve 39 is created by the helical spline which connect it with the shaft 37. The forces between the spline surfaces 62, 64 due to the shallow helix angle, and that due to the shapes of the driving faces of the teeth 38, are reacted against the element 40 so that no axial movement occurs in normal driving conditions. The element 40 is lo cated against a circlip in the interior of the sleeve 36 which thus normally provides the reaction against which the forces mentioned act. Two coiled compression springs 31 and 72 surround the shaft 37 and bear on the end of the sleeve 39. The inner one of these springs 31 acts against a flange of the shaft 37 on which the teeth 38 are formed.

The sleeve 39 has two external aligned but axially spaced straight splined portions 68, 69 on the former such portion engaging corresponding splines 70 in the interior surface of the sleeve 36. Also within this sleeve 36 and spaced from the spline 70 therein is a groove containing a circlip 71 acting as an abutment which the outer, larger coiled compression spring 72 presses.

The element 40 is made from solder in the form of a ring and will melt at the predetermined temperature. It is backed by a support ring 73 of flanged cup shape.

If the element 40 melts, during normal running, in said one direction, the ring 73, sleeve 39 and shaft 37 move together in a direction to disengage the teeth 38 from those of the associated part 75 of the driving apparatus, thus preventing damage to the input and to the drive unit resulting from the temperature rise. The forces mentioned, created between the driving faces of the teeth cause such disconnection. This is assisted by the spring 72, though this is provided primarily to ensure that the teeth cannot re-engage after such disconnection.

In such condition the teeth must be completely separated and must remain so.

If the ratcheting effect is taking place when reverse rotation is taking place, that is without melting of the element 40, the helical splines 62, 64 will allow the shaft 37 to move lengthwise of its axis through the sleeve 39. The helical spline inclination tends to assist ratcheting when reverse rotation occurs. The inner spring 31 is provided to return the teeth into mesh as ratcheting occurs.

WHAT WE CLAIM IS: 1. A coupling between two rotary members having axially interengaging teeth thereon, each of the teeth of both members having at least one face inclined at an angle to apply, during driving engagement between said tooth faces, a force tending to disengage said teeth, one of said members being formed with two coaxial components connected together by helical splines, one of said components having said axial teeth thereon, the helical splines being arranged, when rotation takes place in the direction of such tooth face engagement, to apply a force tending to move said other one of the said components in an axial direction away from said teeth, stop means for limiting relative axial movement between said two components, and an element sensitive to temperature rise arranged to restrain said tendency for disengagement of the teeth, temperature rise in excess of a predetermined value resulting in said two components being moved axially to disengage the teeth, rotation in the opposite direction causing the two components to move relatively in axial direction, through said interconnecting helical splines, and spring means being arranged to hold the said components in a position to prevent re-engagement of the teeth when the temperature sensitive element has melted.

2. A coupling as claimed in claim 1 in

**WARNING** end of DESC field may overlap start of CLMS **.

Claims (5)

1. **WARNING** start of CLMS field may overlap end of DESC **.

   a steeper face which is inclined to the axis at a small angle. When such faces are in engagement for rotation, there is thus generated a force tending to disengage the teeth. However such disengagement is normally resisted, as will be described. Figure 2 shows the shaft 37 and Figure 3 the sleeve 39 which is shown on an enlarged scale.

   An element 40 is arranged to melt and allow the shaft 37 to move axially in a direction to disengage the teeth. A coiled compression spring 72, in that event assists this movement but is primarily to prevent re-engagement of the teeth. If the system reaches a temperature in excess of a predetermined value, this element melts and thus disconnects the input drive from the transmission system.

   The shaft 37 has an externally helically splined surface 62 and at its end remote from the teeth 38, an annular external groove 63. The teeth 38 are moreover of the shape each having a more shallowly inclinded rear face so that they can ratchet against the correspondingly shaped teeth on the part 75. Such ratcheting occurs if the input direction is reversed, for example, when the associated engine which is driving the apparatus, windmills in reverse direction from the normal driving direction.

   The sleeve 39 has internal helical splines at 64 complementary to the splines on the shaft 37. The splines are of relatively shallow angle with respect to the common axis of the components 37, 39. The end of the sleeve 39 moreover has an internal step 65.

   Located in the groove 63 in the shaft 37 is a stop ring 66. When the sleeve 39 is urged towards this, as it is when running in the normal direction, the stop ring 66 limits axial movement of the said sleeve 39 along the shaft 37 in the direction away from the teeth at 38. Such tendency for movement of the sleeve 39 is created by the helical spline which connect it with the shaft 37. The forces between the spline surfaces 62, 64 due to the shallow helix angle, and that due to the shapes of the driving faces of the teeth 38, are reacted against the element 40 so that no axial movement occurs in normal driving conditions. The element 40 is lo cated against a circlip in the interior of the sleeve 36 which thus normally provides the reaction against which the forces mentioned act. Two coiled compression springs 31 and

   72 surround the shaft 37 and bear on the end of the sleeve 39. The inner one of these springs 31 acts against a flange of the shaft

   37 on which the teeth 38 are formed.

   The sleeve 39 has two external aligned but axially spaced straight splined portions 68,

   69 on the former such portion engaging corresponding splines 70 in the interior surface of the sleeve 36. Also within this sleeve 36 and spaced from the spline 70 therein is a groove containing a circlip 71 acting as an abutment which the outer, larger coiled compression spring 72 presses.

   The element 40 is made from solder in the form of a ring and will melt at the predetermined temperature. It is backed by a support ring 73 of flanged cup shape.

   If the element 40 melts, during normal running, in said one direction, the ring 73, sleeve 39 and shaft 37 move together in a direction to disengage the teeth 38 from those of the associated part 75 of the driving apparatus, thus preventing damage to the input and to the drive unit resulting from the temperature rise. The forces mentioned, created between the driving faces of the teeth cause such disconnection. This is assisted by the spring 72, though this is provided primarily to ensure that the teeth cannot re-engage after such disconnection.

   In such condition the teeth must be completely separated and must remain so.

   If the ratcheting effect is taking place when reverse rotation is taking place, that is without melting of the element 40, the helical splines 62, 64 will allow the shaft 37 to move lengthwise of its axis through the sleeve 39. The helical spline inclination tends to assist ratcheting when reverse rotation occurs. The inner spring 31 is provided to return the teeth into mesh as ratcheting occurs.

   WHAT WE CLAIM IS: 1. A coupling between two rotary members having axially interengaging teeth thereon, each of the teeth of both members having at least one face inclined at an angle to apply, during driving engagement between said tooth faces, a force tending to disengage said teeth, one of said members being formed with two coaxial components connected together by helical splines, one of said components having said axial teeth thereon, the helical splines being arranged, when rotation takes place in the direction of such tooth face engagement, to apply a force tending to move said other one of the said components in an axial direction away from said teeth, stop means for limiting relative axial movement between said two components, and an element sensitive to temperature rise arranged to restrain said tendency for disengagement of the teeth, temperature rise in excess of a predetermined value resulting in said two components being moved axially to disengage the teeth, rotation in the opposite direction causing the two components to move relatively in axial direction, through said interconnecting helical splines, and spring means being arranged to hold the said components in a position to prevent re-engagement of the teeth when the temperature sensitive element has melted.
2. 2. A coupling as claimed in claim 1 in

   which further spring means acts between the two components to urge them towards a position in which the stop means limits relative axial movement.
3. 3. A coupling as claimed in either of claims 1 and 2 wherein the temperature sensitive element locates against a position of a sleeve surrounding said two components the force generated between said tooth faces, when rotation takes place in said one direction, being reacted through said element onto said portion of the sleeve and straight interengaging splines on said sleeve and said other one of the components.
4. 4. A coupling as claimed in any one of the preceding claims in which the helix angle of said helical splines is a shallow angle with respect to the common axis of the components, to permit relative movement between the two components to allow ratcheting of the teeth.
5. 5. A coupling between two rotary members substantially as hereinbefore described with reference to and as shown in the accompanying drawing.