SINGLE TAPERED BUSHING FOR SHAFT MOUNT

Abstract: A single tapered bushing system for receiving and mounting a shaft within a bearing assembly is disclosed. A rotatable quill member (7) having a hollow hub (21) is re­ ceived by the bearings (25,27). The hub (21) has a tapered inner bore (37). A single sleeve (39) having a flange (47) at one end thereof, a tapered outer surface (43), and a cylindrical inner bore (45) is received within the hub bore (37), with the outer tapered surface (43) of the sleeve (39) contacting the tapered hub bore (37) substantially along the full length of the sleeve (39). A longitudinal slot (49) in the sleeve (39) permits circumferential contraction or expansion of the sleeve (39) within the tapered hub bore (37). The inner sleeve bore (45) receives a shaft in such manner as to accommodate variations in alignment, concentricity, and parallelism, within a limited range, between the axis of the shaft and the axis (B-B) of the hub (21). A key and slot arrangement (51,52) is provided for rotatably coupling the shaft and the hub (21). Fasteners (53) forcefully draw the tapered bore (37) of the hub (21) onto the sleeve (39) with the shaft received therein and contract or ex­ pand the sleeve (39) on the shaft so as to accommodate the above-noted possible misalignment between the shaft and the hub (21), and to secure the shaft within the hub (21).

Description: This invention relates to a single tapered bushing for receiving and mounting a shaft within a rotatable hub so as to permit the shaft to be readily rotatably coupled to the hub and so as to accommodate variations in both concentricity and/or alignment between the shaft axis and the hub axis. While such a shaft coupling and mounting system, as above-described, may have broad applications, one specific application is to permit a speed reducer, such as a shaft mount speed reducer, to receive a driven or output shaft and to accommodate variations in concentricity and alignment (within a limited range) between the output hub of the speed reducer and the driven shaft of an application to be driven by the speed reducer. Typically, a speed reducer has an input or high speed pinion shaft driven at relatively high rotational speeds by an electric motor or by another prime mover. The speed reducer has a housing which journals the input shaft and which houses and journals a speed-reducing gear train therein. The housing further typically has an output quill which includes a hub, with the quill hub being journaled with respect to the speed-reducing housing, and being driven at reduced speed by the gear train with a consequent increase in torque. The hub typically receives a driven shaft from a particular application so that the application is driven by the output hub of the speed reducer at a predetermined lower speed. Of course, it is important that the driven shaft and the speed reducer hub be substantially in axial alignment and be generally concentric with one another such that the shaft can be readily received within the hub, can be readily coupled to the hub, and such that undue bending moments and reaction forces are not applied to the output hub and to the bearings of the speed reducer, or to the application driven shaft or to its bearings, inasmuch as these moments and forces may result in a reduction in the operating efficiency and service life of both the speed reducer and the application. Also, it is desirable that the shaft be readily capable of both being coupled to and removed from the speed reducer, as required. In the past, it has been known that sheaves or pulleys can readily be coupled to a respective shaft by means of a tapered, split bushing. However, the length of the shaft received in the sheave hub was relatively short. Examples of such sheave or pulley coupling bushings are shown in US-A-2 331 498, 2669 471, 3 368 833, 3 677 583, and 4 338 036, and in AU-A-121 613. Even more particularly, the problem of receiving and coupling an application shaft to the output hub or quill of a speed reducer in such manner as to accommodate variations in concentricity and axial alignment of the hub and the output shaft have been addressed in US-A-2 811 861, 3 590 652, and 4 452 547. However, these prior patents required the use of two tapered bushings and means for drawing the bushings into engagement with the shaft and the quill hub on both sides of the hub, so as to accommodate the longer length of the shaft received in the hub. This necessity of dual tapered bushings resulted in extra parts, material, labor, and cost required to receive and couple the shaft. Also, it required that both sides of the bushing be tightened or loosened for respective coupling and uncoupling of the shaft relative to the hub. These dual tapered bushings required the use of a somewhat longer shaft than was required for the length of the hub receiving them. Also, in removing these dual tapered bushings from the shaft, until one of the bushings was freed from the shaft, the oppositely facing bushings would tend to fight one another during removal because the shaft may become "frozen" to the bushings such that a loosening force on one acts as a tightening force on the other bushing. In an effort to overcome "freezing" of the shaft to the sleeve, a variety of coatings, such as various fluorocarbon resins including polytetrafluoroethylene (PTFE) and molybdenumdisulfide lubricants, have been used without apparent success. Often times, "wheel puller " tools were required to break the frozen shaft free of the sleeve. Not only was the use of such "wheel puller" tools time consuming, but often times additional lengths of the application shaft were required solely to permit installation of the removal tool on the application side of the hub. Removal of the hub is not an incidental problem because service is periodically required for the bearings of the speed reducer and the application. Also,in installing such dual tapered bushing mounts, the sleeves at both ends of the shaft must be tightened in general unison and uniformly torqued to predetermined torque levels. In an effort to overcome these above-noted problems with the prior art double tapered bushings, single tapered bushings have been used within shaft mount speed reducers. Such single tapered bushings are commercially available from Leory-Sommer, Inc., Palatine, Illinois. However, this single tapered shaft extended only about halfway into the quill hub such that only a portion of the driven shaft received within the quill hub was engaged and gripped by the single tapered bushing. Also, this single tapered bushing was provided with external threads at its outer ends which were threadably received within internal threads provided in one end of a quill hub ring. The provision of such threads were expensive and were not entirely satisfactory in facilitating removal of the tapered bushing, particularly when the latter became frozen in the hub or on the application shaft. Reference is also made to FR-A-2 181 125 which discloses a single tapered bushing system, according to the precharacterizing portion of claim 1, with the tapered sleeve or bushing extending over substantially the full length of the tapered hub bore. Again, the single tapered sleeve is provided with external threads at both ends threadably received in large threaded nuts. As stated such threads are expensive and not entirely satisfactory in facilitating removal of the tapered sleeve or bushing, fur-ther both ends of the sleeve must be accessible which does not allow mounting of the speed reducer close to its application. Reference is also made to publication number 00 200 DA-1970 edition, entitled "Die Gestaltung von Wälzlagerungen" by FAG Kugelfischer Georg Schäfer + Co, Schweinfurt which discloses in Fig. 27 a single tapered sleeve extending over a substantial portion of the hub length. The sleeve is only accessible from one end. Separate assembly and removal tools for the sleeve must be used. In US-A-4 304 502 there is disclosed a dual wedge ring bushing for mounting a hubbed part on a shaft. The inner surface of the hubbed part is parallel to the shaft and both wedge rings are split members to be axially moved with respect to one another increasing or decreasing the combined radial thickness to clamp the hubbed part on the shaft or to release it therefrom. Two sets of screws are provided on only one side of the wedge rings for clamping the hubbed part on the shaft or for releasing it therefrom. Reference may be made to other patents, such as US-A-3 257 070, 3 398 597 and 3 442 559, for other references which may be in the same general field as the present invention. While all of the above-identified prior references work well for their intended purposes, there has been a long-standing need of an effective method of securing and detaching a shaft to a speed reducer which minimized the number of parts, which accommodated a relatively wide range of misalignment between the shaft and the hub, which was easier and faster to install and remove than the prior art shaft mounting systems and which permitted the use of a shorter driven shaft (as compared to the length of the shaft required for prior dual tapered mounting bushings) between a speed reducer and its application such that the speed reducer can be mounted in relatively close proximity to its application. Accordingly the object of the present invention is the provision of a single tapered bushing for receiving and mounting a shaft which accommodates a relatively wide range of misalignment between the axis of the shaft and the axis of the hub, which readily accommodates a relatively long length of the shaft received therein, which minimizes the number of parts, which is easier and faster to install and remove than the prior art shaft mounting systems and which permits to reduce the length of the shaft. In accordance with the invention this is achieved by the features of the characterizing portion of claim 1. Accordingly, the shaft mounting system of the invention has a single mounting and coupling system on one side of the bushing for attaching or removing the shaft thereby permitting the use of a shorter shaft. The shaft mounting system ensures that the shaft is securely clamped to the bushing. The single mount bushing is less expensive to manufacture, is of rugged construction, is easy and fast to install, and has a long service life. Advantageous embodiments of the bushing system are characterized in the dependent claims 2 through 4. An embodiment of the single tapered bushing system will now be described with reference to the drawings, wherein: Fig. 1 is a side elevational view of the back side of a shaft mounted double reduction speed reducer incorporating a single tapered bushing shaft mount of the present invention; Fig. 2 is a longitudinal cross sectional view of the speed reducer, taken along line 2-2 of Fig. 1; Fig. 3 is an end view of a single tapered bushing utilized in the shaft mount system of the present invention; Fig. 4 is a cross sectional view, taken along line 4-4 of Fig. 3; and Fig. 5 is a view of a portion of Fig. 2 on an enlarged scale, showing the details of construction of the shaft mount system of the present invention. Corresponding reference characters indicate corresponding parts throughout the several viewsof the drawings. Referring now to the drawings, a shaft mounted speed reducer, and more particularly a double reduction shaft mounted speed reducer, is indicated in its entirety by reference character 1. The speed reducer is shown to have a housing 3 and his a power input shaft, as generally indicated at 5, a power output hub or quill, as indicated at 7, with a speed reducing gear train 9 journaled within housing 3 such that the input shaft drives the output quill at a predetermined reduced speed ratio, with a consequent increase in output torque. As is conventional, the input shaft and the various gears comprising the gear train 9 are journaled in respective anti-friction roller bearings or the like, as indicated at 11. Housing 3 is shown to comprise two housing sections, a front section 13a and a back section 13b, bolted together by bolts 15. As is conventional, locating pins 16 accurately locate the housing sections relative to one another such that the various bearings and shafts carried thereby are in axial alignment with respect to one another. Speed reducer 1 is supported by a lug 17 at the top of the housing, and reaction loads are carried and by a yoke 19 at the lower portion of the housing. As is conventional, input shaft 5 is connected to the drive shaft of an electric motor or other prime mover (not shown) by any of several well known means. As is conventional, it is usually desirable that the output quill 7 receive and be coupled to a driven shaft (not shown) of a particular application (also not shown) to be driven by the above-noted prime mover at a reduced speed, as determined by the speed reduction ratio of speed reducer 1. Because speed reducer 1 is mounted concentrically with respect to the output shaft of the prime mover with its input shaft 5 being generally parallel to the output shaft of the prime mover, it is necessary that output quill 7 be capable of receiving and coupling the driven shaft of the application in such manner that the driven shaft can be readily received within the output quill, and yet such that variations (within a limited range) in axial alignment, parallelism, and angularity between the axis of the output quill, as indicated at B-B, relative to the axis of the driven shaft, can be readily accommodated. Output quill 7 includes a quill hub 21 for mounting and rotatably connecting output gear 23 of gear train 9 thereto. Alternatively, quill 7 and output gear 23 may be of one-piece construction. Quill 7 is journaled by a pair of anti-friction roller bearings, as indicated at 25 and 27, respectively. Each of these bearings is essentially identical and each comprises an inner race 29 which is carried by and secured to the outer surface of quill 7, and an outer race 31 which is received by and secured to an appropriate counterbore or recess within a respective housing section 13a, 13b. A plurality of roller elements 33 are interposed between the inner and outer races such that output quill 7 is free to rotate relative to housing 3. While roller bearings are shown, it will be understood that a variety of other bearings, including ball or other rolling elements, may be utilized within the broader aspects of this invention. As best shown in Fig. 5, seals 35 are provided between housing sections 13a and 13b and the outer ends of quill hub 21 so as to prevent the leakage of lubricant from within housing 1. Referring now to Fig. 5, quill 7 has a tapered inner bore, as indicated at 17, therewithin converging inwardly relative to axis B-B from one end thereof (i.e, the outboard or back side of the quill, as shown at the lefthand side of Fig. 5), toward the other side of the quill hub. Preferably, this taper is a relatively exaggerated taper (e.g., 63 mm per meter (three-quarter inch per foot) taper) for purposes as will hereinafter appear. As generally indicated at 39, a single piece quill pushing is insertable into taper bore 37 of quill 7 from the one or back side of the quill housing (i.e., the side of the quill housing proximate housing section 13b), the quill bushing has a tapered sleeve 41 having a tapered outer surface 43 and a cylindric bore 45 therethrough. Generally, the taper of tapered sleeve surface 43 matches the taper of taper bore 37 of quill hub 21 such that the taper 43 converges inwardly toward the axial centerline of sleeve 41 from one end (i.e., the back side end) of the tapered sleeve 41 to the other. The taper of tapered surface 43 of sleeve 41 to the other. The the same as the taper of the inner tapered bore 37 of quill 7. Preferably, the length SL of sleeve 41 ranges between about 0.65 and 1.00 times the length HL of hub 21, and the diameter D of the inner bore 45 of sleeve 39 ranges between about 0.20 and 0.70 times the length SL of sleeve 41. As shown in Fig. 5, the ratio of sleeve length SL to hub length HL is about 0.73 and the ratio of the diameter D of the inner bore 45 of sleeve 41 to the sleeve length SL is about 0.55. It can be seen that in this manner, sleeve 41 positively engages and grips substantially the full length of the application shaft (not shown) received within quill hub 21 thereby to ensure alignment and securement of the shaft relative to the hub and the sleeve. An integral flange 47 is provided at one end (i.e, the back side end) of tapered sleeve 41 of quill bushing 39. A key slot 49 extends through a portion of flange 47 and extends lengthwise along tapered sleeve 41 for receiving a square key 51 (as shown in Fig. 2) for positively coupling a driven shaft having a matching key slot therein (not shown) received in hub 21. Hub 21 is provided with a corresponding key slot 52, as shown in Fig. 2, which also receives key 51. In other applications, where the diameter of the application shaft is relatively small, two keys (not shown) may be used in place of key 51. One of these keys connects the shaft to the bushing and the other connects the bushing to the quill. As generally indicated at 53, means is provided for forceably drawing quill bushing 39 into tapered sleeve-to-tapered bore bearing relation with quill 7 thereby to accommodate variations, at least within a limited range, in axial alignment, parallelism, and angularity between axis B-B of quill hub 21 and the axis of the driven shaft (not shown) received within and coupled to quill 7 by means of quill bushing 39 of the present invention. More specifically, this last-mentioned means is shown to provide a plurality of holes, 55a, 55b, and 55c, disposed within flange 47 at substantially equal angular intervals therearound. A so-called bushing ring 57 is fixedly supported on the outer end of quill hub 21 by means of retainer rings 59a, 59b which are received in respective grooves 61a, 61b in the quill hub so as to positively fix bushing ring 57 in axial direction with respect to the quill hub. Respective threaded apertures 63a-63c are provided in bushing ring 57 in register with respective apertures 55a-55c in flange 47. Respective bolts, as indicated at 65a-65c, are received by respective holes 55a-55c in flange 47. Each bolt 65a-65c is threaded into its respective threaded aperture 63a-63c in bushing ring 57 such that upon tightening the bolts 65a-65c in a generally uniform manner around the bolt pattern, tapered sleeve 41 of quill bushing 39 is forceably drawn into the tapered bore 37 of quill hub 21 (from left to right, as shown in Fig. 5), with the tapered surfaces 37 and 43 of the quill hub and the tapered sleeve, respectively, being in face-to-face engagement. As indicated at 67, a slot extends lengthwise of sleeve 41 and permits limited circumferential contraction or expansion of the diameter of sleeve 41 as the sleeve is forcefully drawn into the tapered bore 37 of the quill hub thereby accommodating variations in concentricity, angular alignment, and parallelism between the axis B-B of quill hub 21 and the driven shaft (not shown) received within the quill hub and to be coupled therewith via quill bushing 39 and key 51. In operation, with speed reducer 1 mounted on the output shaft of a prime mover (not shown), and with the output shaft of the prime mover and with input shaft 5 of the speed reducer in substantial coaxial relation, the bore of output quill 7 (axis B-B) is generally aligned with the driven shaft (not shown) of an application, and, with quill bushing 39 loosely received within quill hub 21, the driven shaft of the application is received within the cylindric bore 45 of the tapered sleeve 41. In this position, key 51 is inserted into key slot 49 of the quill bushing, and is also received within the key slot 52 of the quill hub and the key slot (not shown) in the driven shaft of the application (also not shown). Because the diameter of cylindric bore 45 of quill bushing 39 is initially somewhat larger than the diameter of the driven shaft received therewithin, and because the tapered sleeve 41 is initially only loosely received within tapered bore 37 of quill hub 21, the tapered quill bushing 39 is capable of readily receiving the driven shaft therewithin, even in the event there is a substantial amount of axial misalignment of axis B-B of quill hub 21 and the driven shaft, or even though there is a substantial amount of non-parallelism between the shaft and the quill hub, or axial misalignment or skew between the quill hub and the driven shaft. As bolts 65a -65c are tightened, flange 47 of quill hub 39 is drawn toward bushing ring 57, thus forceably drawing tapered sleeve 41 into tapered bore 37 of the quill hub. Due to the wedging action of the outer tapered sleeve 41 being forced into the tapered bore 37 of quill hub 21, slot 67 extending lengthwise of sleeve 41 permits contraction (or expansion) of the tapered sleeve around the driven shaft received therewithin, such that a tight, clamping action is applied to the outer surface of the driven shaft (not shown) received within cylindric bore 45 of the tapered sleeve, and such that key 51 is received within key slot 49 within sleeve 41, and is positively interconnected by the key slot 52 in quill hub 21 and by the matching key slot (not shown) in the driven shaft (also not shown). Because the taper of inner quill bore 37 and outer sleeve surface 43 is relatively shallow (e.g., 63 mim per meter (three-quarter inch per foot)), axial movement of the tapered sleeve 41 into tapered bore 37 of quill 7, as effected by tightening of bolts 65a-65c, causes contraction of split tapered sleeve 41 onto the outer surface of the application shaft and thus readily accommodates normal variations in axial alignement, concentricity and/or parallelism between quill hub 21 and the driven application shaft. It is further noted in Fig. 5 that tapered sleeve 41 extends substantially the full length of quill hub 21 such that the sleeve 41 grips substantially the full length of the driven shaft received within quill hub 21. Because of the relatively long length of sleeve 41 relative to the length of quill hub 21, it has been found that only a single tapered bushing is required, and only a single set of bolts 65a-65c are required for positively drawing the single tapered sleeve into quill hub 21. Referring now to Fig. 3, it will be noted that two or more diametrically opposed threaded apertures, as indicated at 69a, 69b, are provided for receiving other threaded fasteners or bolts (not shown). Threaded apertures 69a, 69b are disposed in flange 47 such that the ends of the bolts threaded thereinto will bear against the outer face of bushing ring 57. Thus, with bolts 65a-65c loosened, and upon tightening of the bolts threadably received in threaded apertures 69a-69b, quill hub 21 is forcefully pushed axially outwardly off of quill bushing 39 thereby to facilitate uncoupling of the driven shaft relative to the quill bushing.

Claims: 1. A single tapered bushing system for receiving and mounting a shaft within a bearing assembly, said bearing assembly being supported within a housing (3) and comprising a pair of spaced anti-friction bearings (25, 27), each said bearing having an outer race (31) fixed with respect to said housing, (3), and an inner race 29 rotatable with respect to said outer race, a plurality of rolling elements (33) disposed between said inner and outer races (29, 31), a rotatable member (7) having a hollow hub (21) open at both ends thereof, said hub (21) being received by the inner races (29) of said bearings (25, 27) with said inner races (29) of said bearings (25, 27) and said hub (21) being generally coaxial and with the inner races (29) and with said hub (21) being rotatable relative to said outer races (31) and said housing (3), said hub (21) having a tapered inner bore (37) extending substantially through said hub (21) and converging inwardly from one open end of the hub (21) to the other, a single sleeve (41) having an outer tapered surface (43) converging inwardly from one end thereof and further having a cylindrical inner bore (45), said sleeve (41) being received within said hub bore (37) from said one open end of said hub (21) with the outer tapered surface (43) of said sleeve (41) contacting said tapered hub bore (37) substantially along the full length thereof, a longitudinal slot (67) in said sleeve (41) for permitting circumferential contraction and/or expansion of said sleeve (41) within said hub bore (37), said inner sleeve bore (45) receiving a shaft in such manner as to accommodate variations in axial alignment, concentricity, and/or parallelism, within a limited range, between the axis of said shaft and the axis (B-B) of said hub (21), means (51) for rotatably coupling said shaft and said hub (21) such that said hub (21) and said shaft rotate as a unit, and means for forceably drawing said sleeve (41) with said shaft received in the bore (45) thereof into said tapered bore (37) of said hub (21) thereby to effect contraction or expansion of said sleeve (41) on said shaft so as to accommodate said variations between said shaft and said hub (21) and for positively coupling said shaft and said hub (21), and subsequently for forceably pulling said sleeve (41) from said hub (21), characterized in that said means for forceably drawing said sleeve (41) into said hub (21) and for forceably pulling said sleeve (41) from said hub (21) comprises a flange (47) at only said one end of said sleeve (41), said flange (47) being integral with said sleeve (41), a flange (57) carried by said hub (21) at said one end thereof, a plurality of threaded fasteners (53) extending through holes (55a-c) in said sleeve flange (47) and threadably received in said hub flange (57) such that by tuning said fasteners (53) said sleeve (41) is forceably drawn into said hub bore (37) and a plurality of threaded apertures (69a, 69b) in said sleeve flange (47) for receiving threaded fasteners such that upon tightening said threaded fasteners in said threaded apertures (69a, 69b) the ends of said fasteners will bear against said hub flange (57) for forceably pulling said sleeve (41) from said hub bore (37) from said one side thereof. 2. A single tapered bushing system according to claim 1, characterized in that the length of said sleeve (41) ranges between about 0.65-1.00 times the length of said hub (21). 3. A single tapered bushing system according to claim 2, characterized in that the diameter of said hub bore (37) ranges between about 0.20-0.70 times the length of said sleeve (41). 4. A single tapered bushing system according to claim 1, characterized in that said sleeve flange (47) is a solid flange free of said slot (67) in said sleeve (41) extending radially outwardly through said flange (47) from the bore (37) through the outer edge of said flange (47).

Inventors: PHILLIPS, ALLYN EVERETT
Applicants: EMERSON ELECTRIC CO.
Application year: 1986
Main classification: F16D1
IPC codes: F16C35, F16H57