Compensating coupling with spacer element and coupling arrangement

Abstract

Compensating coupling (4) for the rotationally fixed and offset-compensating connection of two shafts (2, 3) with a first and second compensation unit (5, 6) for compensating an axial, radial and / or angular displacement of the two shafts (2, 3) relative to one another, wherein the two compensation units (5, 6) are detachably and rotationally fixedly connected to one another in a connecting region (22) and each have, on their sides facing away from one another, a fastening region (11, 12) for detachably and rotationally fixed connection to the shaft (2, 3) provided for this purpose, wherein at least one of the fastening regions (11, 12) is designed such that the compensation unit (5) can be fastened to the shaft (2) provided for this purpose in an axial direction with a first axial length (17) overlapping, wherein in the connecting region (22) a spacer element (23) is arranged, which spacers the two compensation units (5, 6) in the axial direction by a second axial length (26) spaced from each other,and that the second axial length (26) is greater than or equal to the first axial length (17), so that the compensating unit (5) overlapping with the shaft (2) can be pushed away from the shaft (2) in the axial direction by at least the first axial length (17) for disassembly of the compensating coupling (4) with the spacer element (23) removed, characterized in that the fastening area (11, 12) has a spur gear (15) for the rotationally fixed connection to the shaft (2, 3) provided for this purpose, that the compensating unit (5, 6) has at least one axial securing element (20) by means of which the compensating unit (5, 6) can be detachably connected to the overlapping shaft (2, 3) in the axial direction, and that the spur gear (15, 16) has at least one central bore (21) extending in the axial direction, through which the securing element (20) can be releasable fastening with the shaft (2, 3).,

Description

[0001] The present invention relates to a compensating coupling and a coupling arrangement according to the type defined in more detail in the preamble of patent claims 1 and 11.

[0002] In drive technology, compensating couplings are used to connect two shafts in a rotationally fixed and offset-compensating manner. These compensating couplings are not switchable, but primarily serve to compensate for axial, radial, and / or angular misalignment between the two shafts to be connected, in addition to transmitting torque.

[0003] EP 0 632 210 A1 discloses a compensating coupling designed as a curved-tooth coupling. In this case, offset compensation is achieved by means of two spherical external teeth of a connecting link arranged between a first and second coupling part, each of which is meshed with an internal tooth of the respective associated coupling part.

[0004] Alternatively, compensating couplings designed as elastic torsion couplings are known, for example, from DE 10 2012 002 660 A1. In this case, the offset compensation is not achieved via a spherical external toothing, as is the case with curved-tooth couplings, but via elastic connecting elements that connect the two coupling parts in a rotationally fixed manner. Compared to curved-tooth couplings, an elastic torsion coupling can also achieve vibration isolation and acoustic decoupling of the shafts to be connected.

[0005] Such compensating couplings are used primarily in partially suspended drivetrains of rail vehicles. Here, a prime mover, such as an electric motor, is suspended from the sprung bogie, while the transmission downstream in the power flow is designed as an axle-mounted transmission. The axle-mounted transmission is supported directly on an associated, unsprung axle shaft and, on the other hand, via a torque arm on the bogie. The compensating coupling connects the motor shaft to the transmission shaft and compensates for relative movements of the sprung electric motor with respect to the unsprung transmission.

[0006] Drive couplings must be removed during their life cycle for maintenance work. In order to carry out maintenance, previously known compensating couplings require the removal of other driveline components, such as the prime mover and / or the axle-mounted gearbox. To dismantle the compensating coupling, each of its coupling halves must be pushed axially away from the shaft to which it is connected. Since the space between the motor and the gearbox does not permit such axial displacement, the gearbox must be lowered together with one of the two coupling halves. To lower the coupling, the screw connection between the two coupling halves is loosened and, as a rule, the gearbox-side coupling half is lowered together with the connected gearbox. This lowering requires special tools and additional free space in the narrow bogie.Furthermore, transmission oil may need to be drained prior to lowering. Since the coupling halves in previously known solutions are connected to the respective shaft by means of force-locking interference fits, high-force hydraulic cylinders are required to axially release the respective transmission half from its associated shaft. Disassembling the coupling in a partially suspended system is therefore only possible with increased effort, as it requires, in particular, the lowering of at least one other drivetrain component.

[0007] WO 92 / 01 873 A1 also discloses a flexible coupling for connecting two rotatable elements. A coupling shaft is arranged between two flexible membrane elements. The flexible coupling is designed to compensate for angular misalignment, parallel misalignment, and axial movement of the two elements to be connected.

[0008] Finally, DE 100 30 930 A1 discloses a clutch assembly for transmitting torque. This clutch assembly comprises a drive shaft and an output shaft, as well as a damping element for compensating for an axial center offset between the two shafts. Furthermore, the clutch assembly comprises a radial clamping element coupled to the damping element for applying a defined force that radially acts on the output shaft. The object underlying the invention is achieved by the features of patent claims 1 and 11. Further advantageous embodiments emerge from the subclaims and the drawings.

[0009] A compensating coupling for the rotationally fixed and offset-compensating connection of two shafts is proposed, in particular for use on the drive side of a rail vehicle. The compensating coupling comprises a first and a second compensating unit for compensating an axial, radial and / or angular displacement of the two shafts relative to one another. The two compensating units are releasably and rotationally fixedly connected to one another in a connecting region, in particular on their sides facing one another. On their opposite sides, the two compensating units each have a fastening region for releasably and rotationally fixed connection to the respective shaft provided for this purpose. The fastening region of at least one of the two compensating units is designed such that the compensating unit can be fastened to the respective shaft provided for this purpose in an axial direction with an overlapping first axial length.As a result, at least one of the two compensation units has an axially extending overlap with the associated shaft. Due to this overlap, the compensation unit cannot be displaced radially from its associated shaft.

[0010] At least one spacer element is arranged in the connection area, in particular between the two compensation units. The spacer element is preferably designed as a spacer disk or spacer ring. The spacer element spaces the two compensation units apart from one another in the axial direction by a second axial length. Of course, it is also conceivable for a plurality of spacer elements with a common second axial length to be arranged, i.e. that they together have a total width in the axial direction on the circumference of the second axial length. The second axial length of the spacer element is greater than or equal to the first axial length of the overlap area. Consequently, when the compensation coupling is mounted in the drive train, the compensation unit overlapping with the shaft can be pushed away from the shaft in the axial direction by at least the first axial length in order to dismantle the compensation coupling with the spacer element removed.As a result, no other drivetrain components, especially the engine and / or transmission, need to be removed to disassemble the compensating coupling. This allows maintenance work to be performed more quickly and with less effort, which in turn can save costs.

[0011] During maintenance work, in order to dismantle the compensation coupling connected to the two shafts, the spacer element arranged between the two compensation units is removed in a radial direction from the connection area in a first step. After the spacer element has been removed, a free space is formed between the first and second compensation units. The axial length of this free space corresponds to the second axial length of the at least one spacer element. In a second step, one of the two compensation units can now be moved in the axial direction into this free space. When the compensation unit is moved away from the shaft assigned to it, the axial length of the overlap area - which initially has a length in the circumference of the first axial length - between the compensation unit and the shaft assigned to it is gradually reduced. Because the second axial length of the spacer element orof the free space released by this spacer element is greater than or at least as large as the first axial length of the overlap area, the compensation unit can be moved so far into the free space or away from the shaft that the positive connection, particularly in the radial direction, between the compensation unit and the shaft assigned to it is released. When the compensation unit is completely disengaged in the axial direction relative to the shaft, there is no longer any axial overlap area between the compensation unit and the shaft assigned to it. As a result, the compensation unit can now be displaced in the radial direction relative to its assigned shaft in a further step and thus dismantled.After removing the first compensation unit, the second compensation unit can also be removed from its associated shaft in a similar manner, as there is now sufficient axial clearance to disengage the second compensation unit due to the removal of the first compensation unit and the removal of the spacer element. As soon as the overlapping operative connection between the second compensation unit and its associated shaft is released, the second compensation unit can also be moved or disassembled in the radial direction relative to its associated shaft, analogous to the first compensation unit. The compensation coupling is reassembled in the reverse order of the aforementioned steps. Advantageously, this can greatly simplify the assembly and disassembly of the compensation coupling, as no additional components of the drive train, in particular the transmission unit and / or the drive unit, need to be removed.

[0012] It is advantageous if the fastening area of ​​at least one compensation unit is designed such that the compensation unit can be positively connected to its associated shaft in the circumferential direction for torque transmission. In solutions known from the prior art, the shaft ends are connected to the respective compensation unit in a rotationally fixed manner via an interference fit. Hydraulic cylinders with high forces are required to release this non-positive interference fit. In the case of a purely positive connection, in particular, these can be omitted for releasing the compensation units from the respectively associated shaft. Advantageously, the compensation units can thus be pushed away from the respective shaft in the axial direction with only minimal force when the spacer element is removed, so that the positive connection between the two is released.

[0013] For the same reason, the invention provides for the fastening area to have spur gearing for the rotationally fixed connection to the shaft provided for it. Spur gearing also has the additional advantage that the first axial length of the overlap area between the compensation unit and its associated shaft is determined by the meshing height of the two gearing partners, i.e., the compensation unit and the shaft. As a result, additional axial stops can be eliminated. This allows the fastening area of ​​the compensation unit to be manufactured very simply and cost-effectively. Advantageously, the axial meshing height of the intermeshing spur gearing of the shaft provided for this purpose and the compensation unit corresponds to the first axial length.

[0014] In order to be able to define the first axial length of the overlap area between the compensation unit and its associated shaft, it is advantageous if the compensation unit, particularly in its fastening area, has an axial stop. During assembly of the compensation unit, the shaft thus strikes the axial stop as soon as the compensation unit and the shaft to be connected to it overlap along the circumference of the first axial length. Consequently, the shaft provided for this purpose comes into contact with the axial stop when the compensation coupling and the shaft for assembly of the compensation coupling have been brought so close to each other in the axial direction that they mutually overlap by the first axial length.This advantageously ensures that the free space released by the removed spacer element, in particular in the circumference of the second axial length, is sufficiently large to be able to release the operative connection of the compensation unit with the shaft by a corresponding axial displacement of the compensation unit.

[0015] To reduce the manufacturing costs of the compensation unit, it is advantageous if the axial stop is arranged at an end associated with the shaft. The end face of the compensation unit can thus serve as the stop, with the shaft corresponding to it then having a second axial stop that corresponds to the first axial stop of the compensation element and / or is spaced from the shaft end by the circumference of the first axial length.

[0016] Additionally or alternatively, it is advantageous if the axial stop is arranged at a distance from the end facing the shaft in the axial direction, in particular along the circumference of the first axial length. This eliminates the need for additional machining of the shaft to form the second axial stop, since the shaft end can serve as a second axial stop to correspond with the first axial stop of the compensation unit.

[0017] From a manufacturing perspective, the overlap area with the first axial length can be realized very cost-effectively if the axial stop is formed by the tooth tip, tooth flank, and / or tooth gap surfaces of the spur gearing. Consequently, the first axial length of the overlap area between the compensation unit and the shaft connected to it is determined by the axial engagement height of the spur gearing.

[0018] According to the invention, the compensation unit, particularly in its fastening area, has at least one axial securing element, in particular a screw, by means of which the compensation unit can be releasably connected to the overlapping shaft provided for it in the axial direction. This can prevent the compensation unit from inadvertently detaching from the shaft during operation, for example, due to an axial misalignment of the two shafts.

[0019] In order to avoid axial displacement of the compensation unit relative to its associated shaft during operation, it is advantageous if the locking element is able to press the shaft provided for this purpose in the axial direction against the axial stop.

[0020] In order to keep the disassembly effort of the securing element as low as possible, it is further provided that the spur gear toothing has at least one central bore extending in the axial direction through which the securing element extends for releasable fastening to the shaft.

[0021] It is advantageous if at least one of the compensation units comprises a first part for detachable connection to the shaft, which in particular comprises the fastening area, and a second part that is detachably connected to the spacer element and / or the other compensation unit in the connection area. The two parts are directly or indirectly coupled to one another via compensation means for compensating shaft displacements.

[0022] In an advantageous development of the invention, the compensating coupling is designed as a curved-tooth coupling. The compensating means for compensating shaft misalignments thus preferably comprise a longitudinally crowned external toothing formed on the second part, which engages with an internal toothing formed on the first part. This advantageously allows axial, radial, and / or angular misalignments between the two parts to be compensated.

[0023] Alternatively, it is further advantageous if at least one of the compensating couplings is designed as an elastic torsion coupling or double torsion coupling. It is further advantageous if the compensating means for compensating the shaft displacements comprise at least one elastic connecting element, which is preferably connected on one side to the first part and on the other side to the second part. Vibration isolation and acoustic decoupling of the shafts to be connected can also be achieved by means of the at least one elastic connecting element.

[0024] It is advantageous if the two end faces of the spacer element facing the respective compensation unit are flat and / or aligned perpendicular to the rotational axis of the compensation coupling. This allows the spacer element to be removed radially from the connection area without having to be moved axially away from one of the two compensation units. The compensation coupling can thus be designed to be very space-saving in its axial extension.

[0025] For releasably attaching the spacer element to the compensation units, it is advantageous if the spacer element has through-holes aligned parallel to the rotation axis in the area of ​​its outer circumference, through which fasteners connecting the two compensation units extend. This flange-like connection thus eliminates a positive connection between the spacer element and the two compensation units when the fasteners are removed, so that the spacer element can be easily removed from the connection area in the radial direction. The at least one spacer element thus has no overlap area with the two compensation units in the axial direction.

[0026] To protect the fasteners from shearing, especially under high torques, it is advantageous if the spacer element is connected to the respective compensation unit in a form-fitting manner in the circumferential direction via bolts, particularly those that can be removed in the radial direction. Fitting screws are particularly suitable as bolts.

[0027] Also proposed is a coupling arrangement, in particular for use on the drive side in a rail vehicle, comprising a first and a second shaft which are connected to one another in a rotationally fixed and offset-compensating manner via a compensating coupling. The compensating coupling has a first and a second compensating unit for compensating for an axial, radial and / or angular displacement of the two shafts relative to one another. The two compensating units are releasably and / or rotationally fixedly connected to one another in a connection region. Furthermore, they are each releasably and / or rotationally fixedly connected to the respectively associated shaft on their opposite sides in a fastening region. At least one of the two compensating units is connected to the associated shaft in an axial direction with an overlapping first axial length.The compensating coupling is designed according to the previous description, whereby the features mentioned can be present individually or in any combination.

[0028] It is advantageous if at least one of the two shafts has a spur gear and / or a second axial stop, wherein the second axial stop preferably abuts a first axial stop of the compensation unit. This allows the overlap area to be defined structurally in the circumference of the first axial length.

[0029] The invention is explained in more detail below with reference to a drawing. It shows: Fig. 1 a side sectional view of a coupling arrangement with a first and a second shaft, which are connected to one another in a rotationally fixed and offset-compensating manner via a compensating coupling.

[0030] Fig. Figure 1 shows a coupling arrangement 1 in longitudinal section. It comprises a first and second shaft 2, 3, which are connected to one another in a rotationally fixed and offset-compensating manner via an intermediate compensating coupling 4. Such coupling assemblies 1 are found particularly in the drive train of rail vehicles. They are arranged between a drive unit (not shown here) and a transmission unit. The drive unit is connected to the spring-mounted bogie of the rail vehicle, whereas the transmission unit is arranged unsprung and rides on the wheel axle. As a result, the shafts 2, 3 to be connected to one another of the drive unit or transmission unit (not shown here) can be offset axially, radially, and / or angularly from one another.

[0031] To compensate for the axial, radial and / or angular displacement of the two shafts 2, 3, the compensating coupling 4 comprises a first and a second compensating unit 5, 6. The two compensating units 5, 6 are arranged in the Fig. 1 are mirror-symmetrical to each other and have essentially the same components. For clarity, Fig. 1, therefore, only one of the two compensation units 5, 6 is fully provided with reference numerals. The features of the other compensation unit 6, which are only partially provided with reference numerals, correspond in terms of their design and mode of operation to the features described below with regard to the first compensation unit 5, unless they are described again.

[0032] Accordingly, each of these two compensating units comprises at least a first and a second part 7, 8, which are connected to one another via compensating means 9. The compensating means 9 compensate for axial, radial, and / or angular displacements of the two parts 7, 8 relative to one another. In the present exemplary embodiment, the compensating means 9 comprise elastic connecting elements 10. The elastic connecting elements 10 are detachably connected to the first part 7 in the region of their first end and to the second part 8 in the region of their second end.

[0033] Alternatively to the Fig. 1, the compensating means 9 can, in an alternative embodiment not shown here, comprise a longitudinally crowned external toothing formed on the second part 8, which engages in an internal toothing formed on the first part 7, so that the compensating coupling 4 is designed as a curved tooth coupling.

[0034] The two compensation units 5, 6 each have a fastening area 11, 12 on their side facing the respective shaft 2, 3. In the fastening areas 11, 12, the compensation units 5, 6 are detachably and rotationally fixedly connected to the respective shaft 2, 3. The detachable connection of the compensation units 5, 6 to the respectively assigned shaft 2, 3 is designed such that the respective compensation unit 5, 6 has an overlap area 13, 14 extending in the axial direction with the shaft 2, 3 provided for it. Due to this overlap, which is particularly positive-locking in the radial direction, the respective compensation unit 5, 6 cannot be disengaged in the radial direction relative to the respectively assigned shaft 2, 3.

[0035] In the present exemplary embodiment, the first part 7 of the first compensation unit 5 has a first spur gear 15. Analogously, the second compensation unit 6 also has a second spur gear 16 facing the second shaft 3. By means of the spur gear 15, 16, the compensation units 5, 6 are firmly connected to one another in a form-fitting manner in the circumferential and radial directions in their fastening region 11, 12 with the respectively associated shaft 2, 3. Alternatively, the second fastening region 12 could also be designed differently than the first fastening region 11. It is also conceivable for the second fastening region 12 to have an interference fit hub into which the second shaft 3 is pressed in a force-fitting manner in the circumferential direction.

[0036] In the first overlap area 13, the first compensation unit 5, in particular its first part 7, and the first shaft 2 assigned to it overlap with a first axial length 17. The second overlap area 14 of the second compensation unit 6 can, in contrast to the Fig. 1, the first part 7 can also have a larger or smaller axial length compared to the first axial length 17. To define the first axial length 17, the first part 7 has a first axial stop 18, which bears against a second axial stop 19 of the first shaft 2. The two axial stops 18, 19 are formed by the intermeshing spur gears of the first compensation unit 5 and the first shaft 2. The first axial length 17 of the first overlap region 13 is thus determined by the tooth height of the intermeshing spur gears.

[0037] In order to prevent axial release of the compensating coupling 4 from the respective shaft 2, 3 during operation of the coupling arrangement 1, the compensating units 5, 6 each have at least one axial securing element 20. In the present embodiment, the axial securing element 20 is designed as a screw that extends through a central bore 21 of the first part 7. At its end facing the shaft 2, the securing element 20 is screwed to the shaft 2. As a result, the two axial stops 18, 19 of the compensating unit 5, 6 and the shaft 2, 3 are pressed against one another in the axial direction.

[0038] According to Fig. 1, the two compensating units 5, 6 are detachably and rotationally fixedly connected to one another in a common connecting region 22, in particular by means of their respective second part 8. In the connecting region 22, at least one spacer element 23 is arranged between the two compensating units 5, 6. The spacer element is designed as a spacer disk, although a spacer ring would also be conceivable. The spacer element 23 has, in particular in the region of its outer circumference, through-bores 24 aligned parallel to the axis of rotation, through which a fastening means 25 extends. By means of the fastening means 25, the two compensating units 5, 6, in particular their respective second part 8, are detachably and rotationally fixedly connected to one another and to the spacer element 23. The two end faces of the spacer element 23 facing the respective compensating unit 5, 6, in particular the respective second part 8, are according to Fig. 1 is flat and / or planar. This allows the spacer element 23 to be removed from the connecting area 22 in the radial direction without axial displacement of one of the two compensation units 5, 6 when the fastening means 25 are removed.

[0039] The spacer element 23 has a second axial length 26. The first compensating unit 5 and the second compensating unit 6 are thus spaced apart from each other in the axial direction by the circumference of the second axial length 26. As shown in Fig. 1, the second axial length 26 is designed to be so large compared to the first axial length 17 of the first overlap region 13 of the first compensation unit 5 that, when the spacer element 23 is removed, the first compensation unit 5 can be displaced by at least the first axial length 17 in the direction of the second compensation unit 6, so that the positive operative connection between the first compensation unit 5 and the first shaft 2 assigned to it is released. As a result, the compensation coupling 4 can be removed from the coupling arrangement 1 without one of the two shafts 2, 3 and / or a component connected to the respective shaft, in particular a gearbox and / or a drive unit, also having to be removed.

[0040] To dismantle the Fig. 1 For the compensating coupling 4 connected to the two shafts 2, 3, the spacer element 23 must first be removed from the connecting area 22. For this purpose, the fastening means 25 must be removed. The spacer element 23 can then be pushed radially out of the connecting area 22, so that a free space with an axial extension in the circumference of the second axial length 26 is formed between the two compensating units 5, 6. The axial securing element 20 of the first compensating unit 5 is then released, so that the first compensating unit 5 can be pushed axially away from its associated first shaft 2.Since the second axial length 26 of the free space now present due to the removed spacer element 23 is larger than the first axial length 17 of the first overlap region 13, the positive engagement formed in the circumferential and / or radial direction between the first compensation unit 5 and the shaft 2 can be dissolved. For this purpose, the first compensation unit 5 is displaced in the axial direction away from the first shaft 2 and towards the second compensation unit 6, so that the first overlap region 13 gradually decreases. As soon as the two spur gear teeth 15 of the first compensation unit 5 and the first shaft 2 are completely disengaged from one another - i.e. over the circumference of the first axial length or the gear height - the first compensation unit 5 can be removed in the radial direction.In a final step, the second compensation unit 6 is now also detached from the second shaft 3 and pushed away from it in the axial direction. Due to the already removed spacer element 23 and the already removed first compensation unit 5, there is now sufficient axial clearance in the axial direction to release the operative connection in the second fastening area 12 by an axial displacement away from the second shaft 3. Once the second compensation unit 6 is detached from the second shaft 3, it can also be removed from the coupling arrangement 1 in the radial direction. The assembly of the compensation coupling 4 takes place in the reverse order.

[0041] Preferably, the second compensation unit 6, in particular its second fastening area, is designed according to the Fig. 1 illustrated embodiment. Alternatively, it is also conceivable that the second compensation unit 6, in particular its first part 7, has a press-fit hub, into which the shaft end of the second shaft 3 is pressed in a force-fitting manner in the circumferential direction. Furthermore, the second overlap region 14 can also have a different axial length than the first overlap region 13. It is also conceivable that the spacer element 23, in an alternative embodiment not illustrated here, does not have the Fig. 1, but directly to the second shaft 3. In this case, the compensating coupling 4 would comprise only a single compensating unit 5.

[0042] The present invention is not limited to the illustrated and described embodiments. Modifications within the scope of the patent claims are possible, as are combinations of features, even if they are illustrated and described in different embodiments. Reference symbol 1 Coupling arrangement 2 first wave 3 second wave 4 Compensating coupling 5 first balancing unit 6 second balancing unit 7 first part 8 second part 9 Compensatory measures 10 elastic connecting element 11 first fastening area 12 second fastening area 13 first overlap area 14 second overlap area 15 first spur gearing 16 second spur gearing 17 first axial length 18 first axial stop 19 second axial stop 20 securing element 21 Central bore 22 Connection area 23 Spacer element 24 through hole 25 fasteners 26 second axial length

Claims

[1] Compensating coupling (4) for the rotationally fixed and offset-compensating connection of two shafts (2, 3) with a first and second compensation unit (5, 6) for compensating an axial, radial and / or angular displacement of the two shafts (2, 3) relative to one another, wherein the two compensation units (5, 6) are detachably and rotationally fixedly connected to one another in a connecting region (22) and each have, on their sides facing away from one another, a fastening region (11, 12) for detachably and rotationally fixed connection to the shaft (2, 3) provided for this purpose, wherein at least one of the fastening regions (11, 12) is designed such that the compensation unit (5) can be fastened to the shaft (2) provided for this purpose in an overlapping manner in the axial direction with a first axial length (17), wherein a spacer element (23) is arranged in the connecting region (22) which spacers the two compensation units (5, 6) in the axial direction spaced apart by a second axial length (26),and that the second axial length (26) is greater than or equal to the first axial length (17), so that the compensating unit (5) overlapping with the shaft (2) can be pushed away from the shaft (2) in the axial direction by at least the first axial length (17) for dismantling the compensating coupling (4) with the spacer element (23) removed, , characterized by that the fastening area (11, 12) has a spur gear (15) for the rotationally fixed connection to the shaft (2, 3) provided for it, that the compensation unit (5, 6) has at least one axial securing element (20) by means of which the compensation unit (5, 6) can be releasably connected to the overlapping shaft (2, 3) in the axial direction, and that the spur gear (15, 16) has at least one central bore (21) extending in the axial direction, through which the securing element (20) extends for the releasable fastening to the shaft (2, 3). [2] Compensating coupling according to claim 1, characterized bythat the compensation unit (5, 6) has an axial stop (18) by means of which the first axial length (17) is fixed. [3] Compensating coupling according to claim 2, characterized by that the axial stop (18) is arranged at an end of the compensation unit facing the shaft and / or spaced from this end in the axial direction. [4] Compensating coupling according to claim 2 or 3, characterized by that the axial stop (18) is formed by the tooth tip, tooth flank and / or tooth gap surfaces of the spur gearing (15, 16). [5] Compensating coupling according to one or more of the preceding claims, characterized bythat at least one of the compensation units (5, 6) has a first part (7) for detachable connection to the shaft (2, 3) and a second part (8) which is detachably connected in the connection region (22) to the spacer element (23) and / or the other compensation unit (5, 6), which are coupled to one another via compensation means (9) for compensating the shaft displacements. [6] Compensating coupling according to one or more of the preceding claims, characterized by that the compensating coupling (4) is designed as a curved tooth coupling and / or the compensating means (9) for compensating the shaft displacements comprise a longitudinally crowned external toothing formed on the second part (8) which engages in an internal toothing formed on the first part (7). [7] Compensating coupling according to one of claims 1 to 5, characterized bythat the compensating coupling (4) is designed as an elastic torsion coupling and / or the compensating means (9) for compensating the shaft displacements comprise at least one elastic connecting element (10) which is connected on one side to the first part (7) and on the other side to the second part (8). [8] Compensating coupling according to one or more of the preceding claims, characterized by that the two end faces of the spacer element (23) facing the respective compensation unit (5, 6) are flat and / or aligned perpendicular to the axis of rotation of the compensation coupling (4). [9] Compensating coupling according to one or more of the preceding claims, characterized by that the spacer element (23) has through holes (24) aligned parallel to the axis of rotation in the region of its outer circumference, through which fastening means (25) connecting the two compensating units (5, 6) extend. [10] Compensating coupling according to one or more of the preceding claims, characterized by that the spacer element (23) is positively connected to the respective compensation unit (5, 6) via bolts in the circumferential direction. [11] Coupling arrangement (1) with a first and a second shaft (2, 3) which are connected to one another in a rotationally fixed and offset-compensating manner via a compensating coupling (4), wherein the compensating coupling (4) has a first and a second compensating unit (5, 6) for compensating an axial, radial and / or angular displacement of the two shafts (2, 3) relative to one another, which are releasably and rotationally fixedly connected to one another in a connecting region (22) and are each releasably and rotationally fixedly connected to the respectively associated shaft (2, 3) on their opposite sides in a fastening region (12, 13), wherein at least one of the two compensating units (5, 6) is connected to the shaft (2, 3) assigned to it in an axial direction with a first axial length (17) overlapping, characterized by that the compensating coupling (4) is designed according to one or more of the preceding claims. [12] Coupling arrangement (1) according to the preceding claim, characterized bythat at least one of the two shafts (2, 3) has a spur gear and / or a second axial stop (19), wherein the second axial stop (19) preferably bears against a first axial stop (18) of the compensation unit (5, 6).

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