DE102009015952A1 - Rattle-free component pairing - Google Patents

Abstract

The invention relates to a component pairing (10) comprising a first component (12) with a first component toothing (16) and a second component (14) with a second component toothing (18) which engages with the first component toothing (16) a drive force in a drive direction (20) can be transmitted via the component toothings (16, 18), a first anti-rattle toothing (32) being further associated with the first component (12), an anti-rattle component (30) being attached to the second component (14). is fixed, which has a second anti-rattle toothing (33) which is in engagement with the first anti-rattle toothing (32). Here, the anti-rattle component (30) in the radial direction (115) is designed to be movable, wherein a radial stop (50) limits a relative movement of the anti-rattle component (30) in the radial direction with respect to the second component (14).

Description

The The present invention relates to a mechanical component pairing a first component having a first component toothing and a second component with a second component toothing, with the first component gearing is engaged to over the Component gears transmit a driving force in a drive direction to be able to.

such Component pairings are well known, for example in shape of gear pairs and / or the pairing of a rack with a Gear. Such component pairings are often in drive trains used by motor vehicles, for example in stepped gears, in drives for ancillaries etc.

One the main problem with such mechanical component pairings is the so-called rattle phenomenon. This mainly occurs due to vibrational excitations in the drive train, for example from a drive motor such as an internal combustion engine of the drive train be generated. The rattling (also as unsympathetic vibrations referred to) arises from the fact that due to the vibration excitation the driving component delays, the driven component (eg a loose wheel) but with an impressed circulating movement continues to rotate and delayed only by friction and drag torque effects becomes. In this case, the driven component of one dissolves Traction edge of the drive component to the trailing edge of the drive component to vibrate and, where appropriate, to strike there. such Phenomena do not only occur during load change reactions, but especially because of the higher-frequency suggestions from other parts of the drive train, such as a Combustion engine.

to Reducing such sounds, there are several approaches. On the one hand, active external gear measures be provided, for example, the disturbance decouple from an internal combustion engine through a dual mass flywheel. However, such dual mass flywheels are expensive in terms of the claimed installation space, the necessary additional weight and in terms of costs. Another option is passive external gear measures, such as encapsulation or insulation of the gearbox housing. These too Measures are unfavorable. Furthermore, are active internal gear Known measures aimed at the main noise sources to be ordered. Such active internal gear measures often target the game-related games to minimize or the mobility within these functional Hampering games. The disadvantage here is often the decreased efficiency and the generation of other undesirable Noises (such as howling). Furthermore, it is known to Noise reduction passive internal gear measures provided directly to the noise sources (ie, for example on the gears) and mechanical vibrations erase or isolate.

Known Measures here are Losradbremsen, measures To the tooth gap bracing, measures in which used a disc with a slightly different translation measures with a friction wheel auxiliary ratio, Vibration damper, magnetic solutions to prevent a release of the tooth flanks from each other, etc.

For example, from the document DE 103 28 482 A1 a gear transmission with a anti-rattle device known. In this case, a loose wheel and a fixed gear are each assigned a friction wheel, which are in frictional engagement with each other.

From the document DE 197 21 851 A1 It is known to reduce the backlash in a gear pair by a toothed wheel with slightly bendable teeth is attached to the one gear. The deflectable teeth of the toothed wheel engage in the counter toothing of the gear pair and should provide for a noise reduction without significant wear on the other gear member.

From the DE 38 39 807 C1 It is known to cancel the backlash between two gears by an additional toothed disc is provided on a gear and biased by the toothed disc relative to the associated gear by springs in the circumferential direction.

Further, the document discloses DE 10 2004 008 171 A1 a spur gear for camshaft in which a gear is formed in two parts.

Anti-rattle measures are also known from the prior art (eg. DE 1 967 959 A1 . JP 62228735A . US 4,577,525 B ), in which an anti-rattle toothing of an anti-rattle component has a tooth more or less than the component teeth of the associated component.

The document JP 01153865A discloses an assembly having a pair of components and an associated anti-rattle component, wherein the anti-rattle teeth of the component with which the anti-rattle component engages have a different helix angle than its component teeth.

Against the above background, the object of the invention to provide a mechanical component pairing, with an effective Geräuschver can achieve reduction and has a high efficiency.

According to one The first aspect of the present invention achieves the above object solved by a component pairing of a first component with a first component toothing and a second component with a second component toothing, with the first component toothing engaged in order to over the component gears a Be able to transmit driving force in a drive direction, wherein the first component further comprises a first anti-rattle toothing is assigned, wherein on the second component an anti-rattle component fixed in the radial direction (i.e., substantially perpendicular or transversely to the drive direction) is movable, in particular elastic formed deformable and / or elastically mounted in the radial direction and wherein a radial stop is a relative movement of the anti-rattle component limited in the radial direction with respect to the second component.

By the radial stop provided according to the invention can be ensured that the anti-rattle component is not due centripetal or centrifugal forces too eccentric is deflected with respect to the second component. The operational safety the component pairing can thus be increased.

Prefers the first aspect of the invention is that the largest occurring rotational backlash of the component gears by the radial deformability Balanced or radially elastic mounting of anti-rattle component can be, since the anti-rattle component thus in the field of meshing can deflect radially elastic. In other words, the Tooth engagement between the Antirasselverzah voltages such that such Force between the anti-rattle component and the second component in Drive direction acts that the component gears even at high frequency Suggestions (such as from an internal combustion engine, in particular Diesel engine) does not turn over within the backlash, that a rattle sound is generated. In other words can over the anti-rattle toothing a drag torque, In particular, a friction torque to be generated in the circumferential direction, the dampens the disturbing suggestions. The drag should be be suitable to the oscillating mass forces reduce, in particular eliminate.

at This embodiment can all production-related Tolerances as well as thermal deformations that affect the backlash affect, preferably be compensated up to 100%.

there can the anti-rattle component itself be elastically deformable, so that it dodge radially elastically in the region of the tooth engagement can. Alternatively or additionally, the anti-rattle component be elastically mounted in the radial direction. In this embodiment can due to the radially elastic evasion in the range of Meshing a center of the anti-rattle component eccentric offset from a center of the second component be arranged. Here, in other words, any Point of anti-rattle component a circular motion around the center of the second component.

The Forces that cause a radial deflection of the anti-rattle component can lead when leaving the tooth mesh due to the radially elastic property of the radial spring element be returned to the system again.

The Component pairing can be a gear pairing. In this case is the drive direction in the circumferential direction of the driving gear directed drive direction. In this case you can get a component as a split wheel, with a part for load transfer is responsible and the other part (anti - rattle component) for can provide the backlash. However, the component pairing can also be a combi nation of a rack and a gear, wherein the drive direction is substantially linear.

The Component pairing according to the invention is also shown in FIG both drive directions (ie gear wheels, for example in both directions of rotation). Furthermore, the inventive Component pairing for both straight and helical teeth Component gears applicable.

The Anti-rattle teeth can with regard to tooth shapes be identical or similar to the component gears. However, the anti-rattle teeth can also be any have other shape, it being preferred if the anti-rattle teeth Attack point or line to each other. Especially it is preferred if the anti-rattle toothing point or line at the height of the pitch circle engaged with each other stand.

at the component pairing according to the invention is general irrelevant, whether the first or the second component is the driving one Component is. However, the anti-rattle component is preferably with a Fixed gear (ie a gear that is firmly connected to a rotary shaft is), since the idler gear engaged therewith is common is installed by clutches (synchronizers, etc.), so that the anti-rattle component there or not with larger Effort can be attached.

Furthermore, it is understood that a component such as a gear and two or more anti-rattle Parts can be assigned, for example, on axially opposite sides of a gear. This is particularly preferred when the second component is engaged with more than one first component. In this case, each anti-rattle component can be matched to the special toothing with a first component.

to Terminology is to be noted. If any gearing driving another gearing, without load or performance, then this toothing pulls over the driven toothing the traction edge of the driving gearing on the traction flank of the driven Gearing in the sense of the current drive or circulation direction. Does it come to envelopes of flanks - how when rattling or pull-push-load change reactions - then come the trailing edges of these gears for engagement. This terminology changes when the sense of rotation changes or the drive or circumferential direction of this gear pairing changes.

in the Under the present application, the trailing edge of the driving Serration also referred to as the trailing edge, and the traction edge of the driven Gearing also as trailing edge. equally are not engaged in the context of the present application located trailing flanks also as shear flank Trailing edge.

Further is the number of teeth and / or the pitch (module) of the component gears and the respective associated anti-rattle toothings preferably identical. In contrast to anti-rattle measures, in which For example, the anti-rattle toothing of anti-rattle component a Tooth has more or less than the associated component toothing, become permanent due to the identical number of teeth or tooth pitch Tensions and a concomitant deterioration in efficiency avoided. (However, if necessary, the anti-rattle toothing have the same pitch but fewer teeth than the associated component toothing by only every second, third, fourth (generally n-th) tooth component associated with an anti-rattle tooth is, in particular in dependence on the frequency range the disturbing stimulation; a sufficient jump coverage should be given).

Also it is preferred if the component gears and the respectively associated Anti-rattle toothing with regard to other toothing properties are substantially identical, for example in terms of Gearing type (eg involute gearing), helix angle, Tip diameter, pitch circle diameter, pressure angle, Etc.

The The above object is further achieved by a transmission with Such a component pairing, in particular a motor vehicle transmission, and by a drive train with such a transmission.

Provided the motor vehicle transmission as a multi-step transmission in countershaft design is formed, one or more wheelsets (Each with a loose wheel and at least one fixed wheel) an inventive Have component pairing. The rattle of such transmissions can by the measures according to the invention be reduced so far that the step transmission without dual mass flywheel (ZMS) can be executed. This leads to a significantly higher efficiency, since the total mass or the so-called mass factor can be reduced. Also the Significant costs for a ZMS can be saved become. Furthermore, the tendency to spin up that interferes with ZMS can be reduced. In addition, by reducing the to be accelerated Rotating a better response can be achieved (the so equipped vehicle "better depends on the gas"). A drive train with such a stepped transmission can be a adapted starting clutch having an integrated torsion damper (torsionally damped clutch disc). The step transmission can a manual, an automated or a dual-clutch transmission be.

Provided the transmission is designed as a torque converter, can at least one of the planetary gear sets an inventive Have component pairing. The resulting reduced rattle can be used to a hydrodynamic converter bridging lock-up clutch more often (earlier) to close. This can the efficiency can be increased.

The Task is thus completely solved.

Preferably limits the radial stop movement of the anti-rattle component with respect to the second component such that a maximum deflection a radially elastic deformation or storage is set up.

hereby can be avoided that the radially elastic deformation or Storage, as set up for example by a radial spring element is, gets too big. In other words, the radial stop regardless of the radial elastic deformation or storage realized.

there it is advantageous if the second component is a first, axially shoulder extending and the anti-rattle component a second, himself axially extending shoulder, wherein the shoulders of the radial stop form.

hereby the radial stop constructively comparatively easy to set up become. Preferably, the shoulders are in the area towards each other facing, radially aligned surfaces of the second component or the anti-rattle component formed.

So it is of particular advantage if the second component is an axial one Has recess which forms the first shoulder.

A Such recess can be attached to a component such as a Provide gear comparatively easy. In this case, the axial recess preferably radially outside of an optionally provided annular projection provided, on which the anti-rattle component in the radial direction supported.

In Accordingly, it is preferred if the anti-rattle component having an axial projection forming the second shoulder.

at the generally relatively narrow in the axial direction anti-rattle component can such an axial projection comparatively easy to realize.

alternative However, it is equally conceivable that on the second component an axial projection is provided, whereas on the anti-rattle component an axial recess is provided.

All in all it is preferred if the maximum defined by the radial stop Eccentricity between the second component and the anti-rattle component smaller than that due to the engagement of anti-rattle teeth resulting maximum eccentricity.

hereby can the maximum eccentricity set by the radial stop set to a value that is slightly larger is the eccentricity achieved in normal operation, which results, for example, in that the anti-rattle component in the region of the meshing of anti-rattle teeth radially the first anti-rattle toothing is pushed out. The maximum eccentricity defined by the radial stop may, for example, be smaller than 1 mm, in particular as 0.5 mm, and in particular less than 0.25 mm. It is also particularly preferred if the maximum eccentricity to a value between 5-10 times greater than a difference between the thickness of the Teeth of the second component and the thickness of the teeth of the anti-rattle component is.

From it is particularly advantageous if the anti-rattle component is arranged in this way or is designed such that it in the region of the tooth engagement with the first anti-rattle toothing in the radial direction of the first Part is pushed away, ie in the region of the meshing evades radially elastic.

there the anti-rattle component is usually towards the first component biased so that the radial deflection against the bias he follows. In any case, a radial deflection of the Anti-rattle component in the area of the tooth mesh.

Provided the anti-rattle component and the second component via a Frictional engagement can be related to each other through this Deflection, the friction force can be increased, so that relative movements between the second component and the anti-rattle component in the drive direction be damped more due to the friction. As a result, a turnover of the component gears and consequently a Rattling or rattling can be prevented.

The radial deflectability of anti-rattle component opposite the second component on which the anti-rattle component is fixed, However, not only does it increase the Friction forces. Also, clamping effects can occur during a two-flank Wälzeingriffes reduced and preferably be avoided.

There the radial pushing away of the anti-rattle component with a Relatively low force, the loss of efficiency is essentially negligible. In addition, the radial Deflection required forces when exiting the Toothed engagement be at least partially returned.

According to one Another preferred embodiment is the anti-rattle component arranged such that between the first and the second anti-rattle toothing a permanent two-flank rolling engagement given is.

With In other words, the first and the second anti-rattle teeth stand so in Wälmeingriff that, for example, always at least a tooth of the second anti-rattle toothing the two opposite Flanks of a tooth gap of the first anti-rattle toothing touched. Although it is generally also conceivable, the anti-rattle teeth be interpreted in such a way that between these also a certain Backlash prevails (as it usually in the component gearing is available). In this case, the backlash is anti-rattle toothing but preferably smaller than the backlash of the component gears.

By The two-flank rolling engagement can also relative movements damped the components in the drive direction in both directions become.

In general, the two-flank rolling action can be realized in any desired manner, for example by a positive profile displacement and / or in that the second anti-rattle toothing has a larger pitch circle diameter than the associated second component toothing.

From However, it is particularly advantageous if the teeth of a the anti-rattle teeth have a tooth thickness, the larger or equal to the tooth gap of the teeth of the others Anti-rattle toothing is.

With in other words, the two-flank rolling engagement becomes thereby realized that the backlash between the anti-rattle teeth too is formed zero or negative. When the tooth thickness gets bigger is as the tooth gap, then the anti-rattle component in the area of meshing of anti-rattle teeth in radial Direction pushed away, and indeed away from the first component towards the second component.

As mentioned above, thereby a frictional force between the Anti-rattle component and the second component increases in the drive direction become.

According to one Another preferred embodiment is the tooth thickness the teeth of one of the anti-rattle teeth by 20 microns up to 500 μm, in particular around 50 μm to 250 μm greater than the tooth thickness of the teeth of the associated component, and / or by a corresponding profile shift.

These Embodiment is particularly advantageous when the first anti-rattle toothing through the first component toothing is formed. Through this tooth thickness allowance can be achieved that for example the tooth thickness of the second anti-rattle toothing is larger than the largest tooth gap the first anti-rattle toothing, in all operating conditions and all boundary conditions (function-related, production-related (tolerances as well as any thermal and / or mechanical deformation the components).

From It is also particularly advantageous if the radial deflection of the Anti-rattle component in the region of the tooth engagement with the first anti-rattle toothing smaller than 500 μm, in particular smaller than 250 μm, more preferably less than 150 microns. The radial deflection the anti-rattle component in the region of the tooth engagement is in particular special less than the maximum eccentricity caused by the radial stop is set up.

By the dimensioning of anti-rattle teeth such that only Such a small radial deflection is achieved, the efficiency of the Anti-rattle measure be very high, even if the result in the anti-rattle component introduced forces sufficient are to reduce rattling or rattling of the component gears and preferably to prevent.

According to one Another preferred embodiment is a spring rate, with which the anti-rattle component is biased in the radial direction or in the radial direction is elastically deflectable, in the range of 2 to 100 N / mm, in particular in the range of 5 to 20 N / mm.

It has been shown that such spring rates for a clamping effects can reduce and on the other hand the efficiency of the Anti-rash measure can be high. On the other hand, the desired damping characteristic for preventing Rattling the component gearing can be achieved safely.

The above dimensions regarding the tooth thickness, the radial deflection and the spring rate relate to a conventional motor vehicle transmission for passenger cars, in particular to a center distance the shafts carrying the components range from 60 mm to 90 mm and / or to a maximum transferable via the transmission Moment in the range of 150 Nm to 300 Nm. For smaller or larger Component pairings are to be adjusted accordingly.

From It is also particularly advantageous if, between the anti-rattle component and the second component is arranged a radial spring element, by means of whose anti-rattle component is elastically deflectable in the radial direction or biased toward the first component.

hereby the backlash of the component gears can be compensated to 100% be because the anti-rattle component radially into the first anti-rattle toothing of the first component can be pressed, so that a Tooth of the second anti-rattle toothing with the opposite Flanks of teeth of the first anti-rattle toothing engaged stands.

The Radial spring element can be used as an annular corrugated spring element However, it can also be designed as a "coil" spring or be designed as a rubber spring.

The Radial spring element can also be the function of the friction engagement between the anti-rattle component and the second component, provided that the second aspect of the present invention realized becomes.

It is preferred if the radial spring element as a ring spring from a elastically deformable material such as spring steel is made.

at Use of spring steel for the radial spring element can the component pairing over wide temperature ranges (in particular even at very low or very high temperatures as is common in motor vehicles are) reliably generate an anti-rattle effect.

Further the spring ring can be closed in the circumferential direction, however, is preferably interrupted in the circumferential direction at one point, in particular, to facilitate mounting in a radial groove of the second component.

One Radial spring element made of steel also has the advantage of the lubricant compatibility is better than, for example, O-rings. The same applies with regard to the aging resistance.

According to one In another embodiment, the anti-rattle component has a Radial spring portion and is supported radially on the second component, so that the Antiras selbauteil itself in the radial direction elastically deflectable or biased towards the first component is.

The Function of the radial spring section is essentially the Same as those of the separate radial spring element. The two Embodiments may also be combined with each other.

at Formation of anti-rattle component with a radial spring section However, the number of parts of the component pairing can be reduced.

Although it is generally preferred, the anti-rattle component and the second Component via a frictional engagement in the drive direction with each other To connect (see below), the anti-rattle component also in the drive direction be positively connected to the second component.

at this embodiment, it may be advantageous if the Anti-rattle component even in the drive direction a certain elasticity between the second anti-rattle toothing and the positioning section of the anti-rattle component to vibration excitations in the drive direction to be able to dampen.

To Another preferred embodiment is at the second Component formed an axially projecting annular projection, the Anti-rattle component facing.

Of the Ring projection can, for example, as a guide to Guide the anti-rattle component used in the drive direction become. However, the annular projection may also have other functions.

Further It is advantageous if the anti-rattle component laterally next to the second component is arranged.

This simplifies the construction, taking an arrangement laterally In addition to the second component should also be understood that the Anti-rattle component on an axially projecting annular projection of second component is guided. It is particularly preferred However, if the anti-rattle teeth laterally next to the Component gears are arranged.

The Anti-rattle component may be made of any suitable material, such as As steel, be made.

It However, it is generally advantageous if the anti-rattle component Plastic is made.

When Plastic can be used, for example, polyamide, which is a high strength and rigidity as well as a very good chemical resistance has. Furthermore, polyamide has a high resistance to wear and good sliding properties.

The mechanical properties can be achieved by fiber composites with glass or adjusting carbon fibers, especially for water absorption reduce.

Preferably Polyolefin-based additives are added to produce a high level of To ensure beating ability.

Further The plastic anti-rattle component can be inexpensive getting produced. In addition, it is possible the anti-rattle component made of plastic with relatively high precision, so that the backlash between the anti-rattle teeth is lower may be formed as the backlash between the component gears.

Therefore it is preferred if the anti-rattle component with a higher Precision is made as the second component.

According to one Another preferred embodiment, the second Anti-rattle toothing and / or the first anti-ratchet teeth on, which are elastically deformable in the drive direction.

In this way, when the anti-rattle teeth have a backlash, noise that may occur according to the second aspect when turning the anti-rattle teeth can be attenuated. However, the elastic deformability of the teeth in the drive direction can also in a two-flank rolling engagement between the anti rattle teeth according to the first aspect, and for the reasons mentioned above.

Prefers it is also when the second anti-rattle teeth teeth has, which formed from the tooth head with radial slots are.

On This way, the elastic deformability can be achieved even at relative rigid plastics (or other materials of anti-rattle component, such as As steel) can be increased.

The first anti-rattle toothing is according to a preferred Embodiment formed on the first component.

hereby the number of parts can be reduced.

there it is preferred if the first anti-rattle toothing with the first Component toothing is aligned, in particular in the axial direction. With In other words, here teeth of the first component teeth aligned with teeth of the first anti-rattle toothing be.

Further It is advantageous if the first anti-rattle toothing part of first component gearing is.

at This embodiment is the first component toothing generally wider than the second component teeth, wherein the axially projecting part of the first component toothing forms the first anti-rattle toothing.

On This way, the first component can be manufactured inexpensively become.

According to one alternative embodiment is the first anti-rattle toothing formed on a counterpart member which is rigidly fixed to the first component is.

at In this embodiment, the anti-rattle toothings of the geometry and / or the choice of material ago ideally on each other be matched.

there It is particularly advantageous if the counter component laterally next to the first component is arranged.

The The above object is according to the second aspect of Invention solved by a component pairing of a first Component with a first component toothing and a second component with a second component toothing, with the first component toothing engaged in order to over the component gears a Be able to transmit driving force in a drive direction, wherein the first component further comprises a first anti-rattle toothing is assigned, wherein on the second component an anti-rattle component is attached, the opposite to the second component in the drive direction is mounted displaceably and has a second anti-rattle toothing, which is engaged with the first ratchet teeth, and wherein the second component and the anti-rattle component in each case a friction section is assigned, which are indirectly or directly in frictional engagement with each other, wherein a radial stopper a relative movement of the anti-rattle component limited in the radial direction with respect to the second component.

According to the second aspect is a two-flank rolling engagement between not necessary for anti-rattle toothing. It is preferred However, if a tooth flank play between the anti-rattle teeth smaller than a backlash between the associated component gears.

The Component pairings according to the second aspect of the Invention can be combined with the features of the component pairings of Combine first aspect of the invention, if nothing here Others mentioned.

Thereby, that the second component and the anti-rattle component in frictional engagement stand together, the anti - rattle component of the second component in in-patient condition taken, without that effectiveness-reducing Distortion effects occur. In case of vibration excitation can, starting from the stationary state, the train edge (also marked as leading edge or as working edge) of the driving component of a trailing edge (also known as the trailing edge or denoted as non-working edge) of the driven Solve component and even to the opposite Turn flank (due to the generally available backlash) between the component gears). The relative movement between the two components is doing by means of anti-rattle component or the Frictional engagement between the anti-rattle component and the second component delayed or damped.

In this case, the backlash between the anti-rattle teeth is preferably less than the backlash between the component gears. If the backlash between the anti-rattle toothings is greater than zero, it can be achieved that, in the event of a deceleration of the driving component, the second anti-rattle toothing initially turns over (due to the smaller backlash). During the further course of the movement of the driving member in the direction of the counter flank, this movement is then due to the frictional engagement between the second construction Part and delayed the anti-rattle component. In this way, it can be achieved that the second component does not turn over or at least with a lower relative speed to the first component during handling. Since the anti-rattle toothing here in normal operation, so for example under train or thrust, not constantly engaged or preferably are not braced against each other, no secondary tonal noise is generated by the anti-rattle measures according to the present invention, such. B. howling.

The However, backlash between the anti-rattle teeth can also be zero in the second aspect of the invention, so that a Two flank rolling contact is achieved.

On This way, a desired friction effect can be set well become.

Of the Anti-rattle mechanism of the component combination according to the invention is not a gear in mechanical engineering sense but a support mechanism for restraining or delaying or damping otherwise in the backlash reciprocating gears. The anti-rattle measure is due to a high degree of efficiency characterized in that the mechanism only in the swinging back and forth (Turning over) the teeth acts, but otherwise only internal Forces between the anti-rattle component and the second component Act. Since the anti-rattle component are made relatively narrow can (for example in the range of 0.5 to 8 mm, in particular of 1 to 5 mm), there are no significantly increased splashing losses.

Of the Anti-rattle mechanism can be provided with low weight and at low cost. Noises are howling not generated. For load change beating (ie low-frequency turnover) the anti-rattle mechanism is overridden. There the mechanism here too only during the phase of Turning the gears comes into effect, this result no deterioration in efficiency.

in the Contrary to measures of the prior art are at the second aspect of the invention, the anti-rattle component and the second Component movable in the drive direction against each other. Since the anti-rattle component and the second component via the friction grip in an operative relationship Consequently, the free flight phase of the component gears can minimized when turning, especially when the backlash between the anti-rattle teeth is smaller than the backlash between the component gears.

The first and second anti-rattle teeth occur in the manner of Intermeshing positively engaged with each other. The However, gears must be in the second aspect of the invention usually no involute gears like the component gears be. Rather, the contour of the teeth of the anti-rattle teeth be spherically or convexly profiled. Ideally touch the teeth of the anti-rattle teeth in one point or in a line. Any profile pairings (convex-convex, plano-convex or convex-plan) are conceivable.

While the anti-rattle component in the second aspect of the present invention preferably in frictional engagement with the second component is (ie in steady state in frictional engagement in the drive direction connected to the second component), it is in an alternative Embodiment of the first aspect in the invention also possible, the anti-rattle component in the drive direction with positive locking to connect the second component.

at This embodiment may have the anti-rattle feature the anti-rattle component substantially over the radial and / or tangential elasticity of the anti-rattle component will be realized.

there it is further understood that also in this embodiment, as with all other preceding embodiments, the anti-rattle toothing of anti-rattle component also in the drive direction (ie tangential) may be elastic, relative movements to attenuate the first and the second component.

All in all In addition, the following should be noted: The aim is a 100% possible removal of the game by the anti-rattle component, preferably with small forces (about up to 50 N, in particular up to 30 N and more preferably up to 10 N) and small ways (In particular less than 20 microns, preferably about 2-4 Micrometer) in the Gegenzahnradlücke becomes. The rolling effects with circumferential teeth will not obstructs, tonal and other stochastic sound effects, especially rattles are avoided or at least significantly reduced.

• • Die Anwendung kann bei beliebigen umlaufenden abwälzenden Außen- oder Innenverzahnungen angewendet werden, also Stirnradgetriebe, Planetengetriebe
• • Die Anwendung kann auch bei beliebigen Spline-Verzahnungen angewendet werden, etwa Kupplungsspline/Steckverzahnungen,
• • Die Anwendung kann auch bei beliebigen Klauenverzahnungen zum Einsatz kommen
• • Die Anwendung kann auch ganz allgemein bei beliebigen Welle-Nabe-Verbindungen verwendet werden, etwa als Ergänzung oder Ersatz der Passfeder. Deren Nachteil ist es, dass sie immer spielbehaftet ist. Dies ist bei Oszillation des einen oder anderen Bauteiles der Welle-Nabe-Verbindung nachteilig, da es aufgrund des Spieles/Nichtlinearitäten zu Stosseffekten/Rasseln kommen kann. Wird also etwa statt der klassischen Passfeder eine Passfeder nach Art des Antirasselbauteiles (bzw. Mikrozahnrades), etwa ein Zahn als Extremvereinfachung des Mikrozahnrades, radial- und/oder tangentialelastisch in die Gegenzahnlücke oder Passfedernut des Gegenbauteiles (Welle oder Nabe) gedrückt, kann es nicht mehr zu Rasseleffekten kommen bzw. diese können gelindert werden.
• • Die Kräfte des Mikrozahnrades können vorzugsweise so erzeugt werden, dass das Antirasselbauteil (Mikrozahnrad) mit Zweiflankenwälzeingriff bedingt durch seine dickeren Zähne gegenüber der größten Gegenzahnradlücke radialelastisch in die Gegenzahnradlücke gedrückt wird. Die hierzu aufgewendeten Kräfte können allgemein auch beliebig durch Magnetismus, Federkraft, Hyd raulik, Pneumatik etc. erzeugt werden, auch wenn vorliegend nur die Variante der Federelastizität vorstellt wird.

The following aspects are therefore important:

• • The application can be applied to any circumferential rolling external or internal gears, ie spur gear, planetary gear
• • The application can also be used with any spline toothing, such as coupling splines / splines,
• • The application can also be used with any dog teeth
• • The application can also be used in general with any shaft-hub connections be as a supplement or replacement of the feather key. Their disadvantage is that it is always game-afflicted. This is disadvantageous in the case of oscillation of one or the other component of the shaft-hub connection, since due to the play / nonlinearities, impact effects / rattling can occur. So if, for example, instead of the classical feather key after the type of anti-rattle component (or micro gear), such as a tooth as extreme simplification of the micro gear, radially and / or tangentially elastic pressed into the mating tooth gap or keyway of Gegengegeniles (shaft or hub), it can not Rattle effects can occur or they can be alleviated.
• The forces of the micro gear can preferably be generated so that the anti-rattle component (micro gear) is pressed with two flank rolling engagement due to its thicker teeth opposite the largest Gegenzahnradlücke radially elastic in the Gegenzahnradlücke. The forces applied for this purpose can generally also be generated arbitrarily by magnetism, spring force, hydraulics hydraulics, pneumatics, etc., although in this case only the variant of the spring elasticity is presented.

The Arrangement of anti-rattle component (micro gear) can be used for straight teeth arbitrarily on one or the other or both sides at the same time of the nut gear. In helical gears can Depending on the direction of the helix angle preferred pages the axial arrangement result, about one or the other side of the nut gear. Because in this case could be the micro gear as a result of the resultant force superpositions either pressed axially on the nut gear or from be pushed away. Overall, however, are the executed constructions preferably to be dimensioned so that, no matter what forces the effect of rattling is suppressed to as 100% as possible is given the radial and / or tangential shear elasticity is and / or the micro gear non-positive or positive in its position remains, without unintentionally axially against the nut gear to push or be pushed away from this. In some designs, it may be that there is no free choice of an arrangement of a micro gear on any Front side of the nut gear are. So should be in such Constraints an unfavorable position of the micro gear result, and with it also unfavorable forces overlays, suitable constructions should be chosen, such as support shelves, Spring washers, etc., so that the micro gear does not unintentionally axially from Nut gear is pushed away.

The Anti-rattle component is preferably designed as a ring element. Preferably, the ratio of outer diameter to inner diameter of the ring element in the range of 100: 50 to 100: 95, in particular in the range from 100: 60 to 100: 85, in particular in the range from 100: 70 to 100: 80. This allows the anti-rattle component with be formed low weight.

It it is understood that the above and the following yet to be explained features not only in each case specified combination, but also in other combinations or can be used in isolation, without the scope of the present To leave invention.

embodiments The invention are illustrated in the drawings and in the explained in more detail below description. It demonstrate:

1 a schematic longitudinal sectional view through an embodiment of a component pairing according to the invention;

2 a partial sectional view corresponding to 1 by a further embodiment of a component pairing according to the invention;

3 a longitudinal sectional view through a further embodiment of a component pairing according to the invention;

4 a schematic development of a component pair of a fixed gear and a loose wheel according to a first embodiment of the invention;

5 one of the 4 comparable view, with a trailing edge of the fixed wheel detaches from a trailing edge of the idler gear;

6 one of the 4 comparable view, wherein a trailing edge of the fixed wheel rests against a trailing edge of the idler gear;

7 a schematic representation of a component pairing according to the invention;

8th a schematic representation of a tooth engagement of a component pairing according to the invention;

9 a schematic representation of a first drive train for a motor vehicle; and

10 a schematic representation of another drive train for a motor vehicle.

A first embodiment of a mechanical component pairing according to the invention is shown in FIG 1 represented and generally with 10 designated.

The component pairing 10 has a first building part 12 in the form of a loose wheel (rotatable about an axis 13 ) and a second component 14 in the form of a fixed wheel. The fixed wheel 14 is in this case the driving component and on a shaft 15 established. The idler wheel 12 has a first component toothing 16 on. The fixed wheel 14 has a second component toothing 18 on.

To prevent rattle noise is the component pairing 10 equipped with an anti-rattle mechanism, which is an anti-rattle component 30 includes. The anti-rattle component 30 is with the fixed wheel 14 coupled, in such a way that the anti-rattle component 30 in the drive direction 20 movable against the fixed wheel 14 is. The anti-rattle component 30 stands with a first anti-rattle toothing 32 engaged on the idler gear 12 is provided. For this purpose, the anti-rattle component 30 a second anti-rattle toothing 33 on.

The first anti-rattle toothing 32 can be an axial section of the first toothing 16 be. The first anti-rattle toothing 32 However, it can also be shaped differently than the first toothing 16 but axially aligned therewith.

The anti-rattle component 30 is manufactured with a relatively high precision, such that a circumferential play 34 between the anti-rattle teeth 32 . 33 is smaller than the backlash 24 , and preferably less than or equal to zero, so that a two-flank rolling engagement is realized.

The anti-rattle component 30 is on the second component 14 via a radial spring element 40 in the form of a spring (in the present case a corrugated spring) mounted radially elastic. The second component (fixed wheel) 14 has a ring projection 42 on, on which the radial spring element 40 supported in the radial direction. The radial spring element 40 is on the inner periphery of the anti-rattle component 30 in a circumferential groove 44 added.

Further, on the outer periphery of the annular projection 42 a radial groove 46 provided, in which the inner circumference of the radial spring element 40 attacks. Through the circumferential groove 44 is the radial spring element 40 in the axial direction positively with the anti-rattle component 30 coupled. Through the radial groove 46 is the radial spring element 40 in the axial direction positively with the fixed gear 14 coupled.

The shape of the grooves 44 . 46 may be arbitrary, but it is preferably rectangular in cross-section grooves. Instead of a wave spring can also any other radial spring element 40 be provided, by means of which the anti-rattle component 30 on the second component 14 is mounted radially elastic.

The second anti-rattle toothing 33 is preferably formed so that it has a two-flank rolling contact with the first anti-rattle toothing 32 forms. Preferably, this is between the anti-rattle teeth 32 . 33 equipped backlash smaller than zero, so the anti-rattle component 30 in the region of the tooth engagement in a radial direction 115 is pushed away from the tooth engagement, against the radially elastic effect of the radial spring element 40 , In other words, the anti-rattle component 30 in the radial direction against the anti-rattle toothing 32 of the first component 12 be biased.

Preferably, between the radial spring element 40 and the anti-rattle component 30 a frictional engagement 38a be realized, in particular in the area of the circumferential groove 44 , In a similar way, a frictional engagement 38b between the radial spring element 40 and the fixed wheel 14 be set up, in the radial groove 46 , This is the anti-rattle component 30 in the circumferential direction 20 relative to the fixed wheel 14 agile, through the frictional interventions 38a . 38b ,

Alternatively, the radial spring element 40 but in the circumferential direction 20 also form-fit with the anti-rattle component 30 and / or with the fixed wheel 14 be coupled. In this case, the cross section of the grooves 44 . 46 be formed for example wellför mig. In this case, a rattling alone by the two-flank rolling engagement between the anti-rattle teeth 32 . 33 be reduced or eliminated.

To limit the relative radial movement of the anti-rattle component 30 with respect to the second component 14 is also a radial stop 50 intended. The radial stop 50 is independent of the radial spring element 40 provided and is adapted to the radially elastic deformation of the radial spring element 40 to limit to a maximum deflection. The radial stop 50 is formed in the region of facing end faces of the anti-rattle component 30 and the second component 14 , More specifically, the second component 14 an axial recess 56 on, the radial outer diameter of a first shoulder 52 forms. The anti-rattle component 30 has an axial projection 58 on, in the axial recess 56 engages and on its radial outer circumference a second shoulder 54 forms. With concentric alignment of the second component 14 and the anti-rattle component 30 (as in 1 shown) are the shoulders 52 . 54 spaced from each other to the radial mobility of the anti-rattle component 30 to ensure. The maximum radial deflection or maximum eccentricity is in 1 With 60 designated and then set up when the second shoulder 54 the first shoulder 52 touched.

Because of the pushing out of the anti-rattle component 30 from the first anti-rattle toothing 32 the anti-rattle component 30 with respect to the second component 14 circulates eccentrically, so to speak (see also 7 ), centrifugal or centripetal forces inevitably occur. Through the radial stop 50 In this case, it is reliably prevented that these forces under all possible operating conditions can not lead to the anti-rattle component 30 this prescribed circular path or wobble path with respect to the second component 14 leaves. Through the radial stop 50 Consequently, the reliability can be increased.

The radial stop 50 is therefore particularly advantageous when the anti-rattle component 30 by means of the radial spring element 40 in the radial direction against the first anti-rattle toothing 32 is biased. The radial stop 50 However, it may also be advantageous if between the anti-rattle component 30 and the second component 14 Although no radial bias is established, but a radial mobility is possible. In these cases too, centrifugal or centripetal forces may occur in certain operating situations, the effects of which due to the radial stop 50 be limited.

While the anti-rattle component 30 in the embodiment of the 1 over the radial spring element 40 axially on the second component 14 is fixed, such axial fixation can also be done by other means (for example via an axial securing ring or the like.). Furthermore, in 1 shown a frictional engagement between the anti-rattle component 30 and the second component 14 can also be set up in the region of the abutting end faces. Such a frictional engagement 38 can also by an axial pressure force 36 be set up or set.

Although it is preferred for structural reasons, if an axial recess 56 on the second component 14 and an axial projection 58 on the anti-rattle component 30 is provided, in an appropriate manner, an axial recess on the anti-rattle component and an axial projection on the second component 14 be provided to the radial stop 50 to set up.

In 2 is shown in schematic form such an embodiment in which a radial stop 50 is formed by a radially inner shoulder 52 a projection of the second component 14 and by a corresponding radially inner shoulder 54 an axial recess in the anti-rattle component 30 ,

In 2 is further shown that a second radial stop between a radially outer shoulder 62 the projection of the second component 14 and a corresponding shoulder 64 on the outer circumference of the recess of the anti-rattle component 30 can be set up. By this measure, the radial mobility in the direction radially outward and the radial mobility in the direction radially inward can be limited independently.

In the 1 shown component pairing 10 has two gears 12 . 14 on, which are straight toothed. However, the component pairing according to the invention can also be designed as a pairing of a rack and a gear.

In 3 is another embodiment of a component pairing 10 shown in general with regard to structure and operation of the component pairing of 1 equivalent. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.

In 3 is on the inner periphery of the anti-rattle component 30 no circumferential groove 44 provided, the axial positive engagement between the radial spring element 40 and the anti-rattle component 30 sets up. Rather, the radial spring element 40 designed so that it attaches to the second component 14 opposite end face of the anti-rattle component 30 abuts and due to its support in the circumferential groove 46 of the annular projection 42 an axial pressure force 36 on the anti-rattle component 30 exerts, so a frictional engagement 38 between the mutually facing end sides of the anti-rattle component 30 and the second component 14 is set up. Here is the radial groove 46 Semicircular in longitudinal section, and the radial spring element 40 has on its inner circumference a corresponding semicircular shape, via which a positive connection in the axial direction between the second component 14 and the radial spring element 40 is set up. The radial spring element 40 consequently also serves for the axial securing of the anti-rattle component 30 ,

In the 4 to 6 is an embodiment of a component pairing 10 shown at the time between the first anti-rattle toothing 32 and the second anti-rattle toothing 33 no two-way rolling contact is set up. Rather, between these gears is a circumferential game 34 However, this is smaller than a backlash between the component gears 16 . 18 ,

The representations of the 4 to 6 serve to explain the rattle phenomenon and to explain how the rattle phenomenon according to a second aspect in wesentli chen due to a frictional engagement 38 between the anti-rattle component 30 and the second component 14 can be reduced. However, the illustration is also in a corresponding manner to the embodiment of 1 to 3 applicable, in which a two-flank rolling contact is established, in which the circumferential clearance 34 Zero or less than zero.

The idler wheel 12 is by means of the fixed wheel 14 in a drive direction 20 driven. It touches a shear flank 22 the second gearing 18 a trailing edge 26 the first gearing 16 ,

The gears 16 . 18 are designed with a certain backlash, which in 4 With 24 is designated.

The backlash 24 is in the present case, the distance between a trailing edge of the second toothing 18 and a trailing edge 28 the first gearing 16 ,

Such gears are well known. Due to the backlash 24 In the case of higher-frequency excitations on the drive side, so-called rattle noise can occur. This is where the gears beat 16 . 18 around, so that alternately the flanks 27 . 28 and the flanks 22 . 26 touch.

In particular, such high-frequency excitations when using such a component pairing 10 occur in a drive train of a motor vehicle, for example in a stepped or helical gear of such a drive train. This is especially true when the transmission is coupled on the input side with a drive motor that generates vibrations, such as an internal combustion engine.

The anti-rattle component 30 is also on the fixed wheel 14 over the frictional engagement 38 guided. These are on the anti-rattle component 30 (or related components) and on the fixed wheel 14 (or related components) corresponding friction surfaces formed, preferably by an axial pressure force 36 be engaged with each other. The corresponding representation is in the 4 to 6 schematic nature and is merely intended to indicate that the anti-rattle component 30 in the drive direction 20 relative to the fixed wheel 14 can be moved, but in this case a certain frictional force due to the frictional engagement 38 to overcome. This anti-rattle mechanism can significantly reduce or even completely eliminate rattle noise as described above.

If, due to a higher-frequency excitation, the trailing edge 22 the second gearing 18 from the trailing edge 26 the first gearing 16 triggers, due to the frictional engagement, the anti-rattle component 30 taken here. At some point in time 2 is shown beats the trailing edge 26 the second anti-rattle toothing 33 at a corresponding shear flank 22 the first anti-rattle toothing 32 on (the big game 34 is overcome).

Due to the higher-frequency excitation becomes the fixed wheel 14 then moved further in the direction of the envelope. However, this movement is due to the frictional engagement 38 delayed or braked or steamed. As a result, the trailing edge hits 27 the fixed wheel 14 at a significantly reduced speed (ideally zero speed or not at all) on the trailing edge 28 of the idler wheel 16 on.

On This way can be rattling noises, as with conventional component pairings occur efficiently reduced become.

The anti-rattle component 30 is preferably made of plastic, in particular of polyamide. The first component 12 and the second component 14 are preferably made of metal, for example of steel alloys using chromium, nickel, molybdenum, etc.

During the return movement of the fixed wheel 14 in terms of idler gear 12 the same procedure takes place. The anti-rattle component 30 is first of the Festrad 14 taken along, until its flank 18 on the trailing edge 26 the first anti-rattle toothing 32 strikes. As a result, the further movement of the fixed wheel 14 on the loose wheel 12 in turn due to the frictional engagement 38 delayed. Therefore, it can be achieved that the shear flank 22 then with a low speed on the trailing edge 26 impinges (or in the ideal case with the speed zero or not at all).

In 7 is in schematic form a component pairing 10 shown at the anti-rattle component 30 in the radial direction 115 is elastically deflectable. This is the anti-rattle component 30 overall rigid and radially elastic mounted. For example, due to a larger tooth thickness (see below), the anti-rattle component becomes 30 doing so in the radial direction 115 from the anti-rattle toothing 32 pushed out of the first component. This results in a radial offset between the teeth in the region of the meshing 150 which is generally smaller than the maximum eccentricity 60 (which may be, for example, 1 mm).

Since the anti-rattle component 30 is formed substantially rigid, this is with respect to the second component 40 offset eccentrically so that their centers are radially offset, as in 152 is shown.

In an alternative embodiment, the anti-rattle component 30 For example, be self-elastic. This results in turn in the region of the meshing a radial offset 150 whereas, on the radially opposite side, such radial misalignment does not have to exist.

In 8th is in schematic form a preferred embodiment of a component pairing 10 shown. In this case, for example, the second anti-rattle component 14 with a driving force 160 driven in the drive direction. In this case, there is an edge of the second component toothing 18 on an edge of the first component toothing 16 at.

There will be a driving force 162 on the first component 12 transfer. This takes place in one place 164 the meshing between the teeth 16 . 18 instead of. In 8th is also the backlash 24 between the gears 16 . 18 shown.

The anti-rattle toothing 33 of the anti-rattle component 30 On the other hand, it is designed so that it fits with the first anti-rattle toothing 32 of the first component 12 is in a two-flank rolling engagement. Here find a meshing between these teeth on the one hand in one place 166 instead, for example, with the place 164 can coincide. On the other hand, the teeth touch 33 . 32 also on an opposite flank, what with 168 is shown.

The teeth of the second anti-rattle toothing 32 are designed so that they have a tooth thickness 170 which is larger than a tooth gap 172 the first anti-rattle toothing 32 , This causes the tooth over the teeth 166 . 168 in the radial direction 115 from the first anti-rattle toothing 32 is pressed out, against the force of a radial spring element shown schematically. The consequent radial deflection is in 38 again with 150 shown. In relation to 8th It should be noted that the difference between the tooth thickness 170 and the tooth gap 172 is exaggerated enlarged to illustrate the facts more clearly. Consequently, the radial offset is also 150 already exaggerated. As a rule, this is smaller than 500 μm.

The anti-rattle teeth 32 . 33 are designed as involute gears. The information of the tooth thickness and the tooth gap refer to the usual nomenclature on the tooth thickness in the so-called pitch circle.

The embodiments of component pairings described above fulfill at least one of the following advantages:
The rattle problem with a component pairing subject to play is solved by only one component in one plane.

A clearance compensation is done either by a profile shift, by thicker teeth of anti-rattle toothing 33 of the anti-rattle component 30 , by a smaller tooth gap of the anti-rattle toothing 32 , by radially impressing the anti-rattle component 30 in the anti-rattle toothing 32 of the first component, by increasing the volume of the anti-rattle component, until a "tight mesh" takes place, by means of elastic cushioning by means of spring portions which engage in the anti-rattle component 30 are integrated, for example in the radial and / or tangential (ie in the drive direction) direction, by frictional engagement of the anti-rattle component 30 in the axial or radial direction relative to the second component 14 wherein the frictional engagement can take place directly or indirectly, and / or by an axial or radial fixation of the anti-rattle component 30 on the second component 14 ,

The anti-rattle component 30 a complementary anti-rattle component may be associated, either by positive or non-positive connection. The complementary anti-rattle component may, for example, be made of a different material than the anti-rattle component. For example, the complementary anti-rattle component 90 be made of plastic (eg., Polyimide), whereas the anti-rattle component 30 even made of metal. This can minimize the amount of metal (steel) use to reduce cost and weight.

When using metal for the anti-rattle component, the use of aluminum (or another light metal) instead of steel is conceivable. In one embodiment, the anti-rattle component is 30 preferably formed of plastic or a light metal, as a result, a desired thermal expansion compensation is possible.

In a gearbox with several wheelsets is an anti-rattle measure as preferred above on at least one, preferably each of the wheelsets educated. It is preferred if the drive train, in which the transmission is used, on the output side of the internal combustion engine does not have a dual mass flywheel. For this case it is preferred if not only the wheelsets with an anti-rattle measure are formed, as described above, but although rattle oscillations of the Synchronizer rings are reduced in the transmission, for example by Clip in corrugated springs between coupling body and Synchronizer ring.

In the 9 and 10 exemplary drive trains for motor vehicles are shown in which the component pairing according to the invention is used can come.

9 shows in schematic form a drive train 180 for a motor vehicle that has an internal combustion engine 182 and a starting clutch 184 having. Furthermore, the powertrain includes 180 an executed in Vorgelegebauweise step transmission 186 in the usual way a plurality of wheelsets 188 includes. The wheelsets 188 are switchable by means of clutches (synchronous clutches) to different gears of the stepped transmission 186 to design or interpret. The wheelsets 188 typically include a constant gear set and a plurality of sets of wheels each including a loose wheel and one or more fixed wheels.

In 9 is further exemplified that at least one of the wheelsets 188 a component pairing 10 according to the present invention. The wheelset 188 includes a first component 12 in the form of a loose wheel, which is switchable by means of a synchronizer clutch, and a second component 14 in the form of a fixed wheel. The fixed wheel 14 is an anti-rattle component 30 associated with the type according to the invention.

10 shows an alternative embodiment of a drive train 200 for a motor vehicle having a drive motor 182 , a hydrodynamic converter 202 and a planetary gear 204 includes. The planetary gear 204 includes at least one planetary gear set 206 , which is switchable by unspecified clutches or brakes. In this case, for example, form the planetary gears of the planetary gear 206 second components 14 in the sense of a component pairing according to the invention. The sun gear is the first component 12A formed, the ring gear is also the first component 12B educated. The planetary gears (the second components) 14 stand with both the sun gear 12A as well as with the ring gear 12B engaged. In this case, at least one of the planet gears 14 an anti-rattle component 30 be assigned according to the present invention.

In the powertrain 180 of the 9 It is advantageous that the drive train between the drive motor 112 and the clutch 184 does not have to include a dual mass flywheel. However, the clutch can 184 itself be designed with a conventional torsional damper, which may include a two- or multi-stage characteristic.

In the powertrain 200 It is advantageous that a lock-up clutch 208 for bridging the hydrodynamic converter 202 can be switched on more frequently or earlier, so that the efficiency of the drive train 200 can be increased. In addition to the application in gearboxes of gearboxes, the following applications are generally conceivable: motor control wheels, industrial gear units, pumps, gear pumps, machine tools, household appliances, Lifescience products such as electric toothbrushes, kitchen machines. The use in transmissions is not limited to the use in passenger cars, but also tunable for use in transmissions for commercial vehicles.

Regarding the dimensioning of the component pairs according to the invention the following should also be noted. In each case, the dimensions are or geometries according to the required physical Impact principles in each case individually through useful computational approaches and - if these are not sufficiently known or available are to be determined by empirical test that the required function of the function carrier / components full and as desired in any conceivable functional case - such as described above - is fulfilled.

The Named numerical values apply in particular to a manual transmission of a passenger car with a capacity of 1.6 liters and a maximum transmissible torque of 217 Nm. The main axle is between drive shaft and secondary shaft 72nd mm. Any other design of the component pairing must be individually new be matched. It is approximately true that the Parameters speed, amplitude of the angular acceleration and moments of inertia in a rational relationship linear these named forces and affect spring stiffness of the component pairing. simplified in other words: double speed, or double Amplitude of angular acceleration or double moment of inertia of the components to be prevented from clattering and rattling Losteiles must with a doubling of the spring forces and Stiffness can be achieved. Conversely, the same applies to halving the named parameters. For the tooth thickness widening of the micro gear (at least in the first aspect of the invention) generally independent of the size and design of the gear: The tooth thickness of the micro gear must always be bigger than ever due to manufacturing variations, thermal expansion or mechanical deformation occurring tooth gap of Counter wheel, so always sure that is guaranteed through the two flank rolling pairing of the micro gear any Tilting clearance to the mating gear is 100% eliminated.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

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• - DE 19721851 A1 [0007]
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• DE 102004008171 A1 [0009]
• - DE 1967959 A1 [0010]
• - JP 62228735A [0010]
• US 4577525 B [0010]
• - JP 01153865 A [0011]

Claims (15)

Component pairing ( 10 ) with a first component ( 12 ) with a first component toothing ( 16 ) and a second component ( 14 ) with a second component toothing ( 18 ), with the first component gearing ( 16 ) is engaged to over the component gears ( 16 . 18 ) a driving force in a drive direction ( 20 ), wherein the first component ( 12 ) furthermore a first anti-rattle toothing ( 32 ), wherein on the second component ( 14 ) an anti-rattle component ( 30 ), which is a second anti-rattle toothing ( 33 ), which with the first anti-rattle toothing ( 32 ), wherein the anti-rattle component ( 30 ) in the radial direction ( 115 ) is movable, characterized in that a radial stop ( 50 ) a relative movement of the anti-rattle component ( 30 ) in the radial direction with respect to the second component ( 14 ) limited. Component pairing according to claim 1, characterized in that the radial stop ( 50 ) a movement of the anti-rattle component ( 30 ) with respect to the second component ( 14 ) is limited so that a maximum deflection of a radially elastic deformation is established. Component pairing according to claim 1 or 2, characterized in that the second component ( 14 ) a first, axially extending shoulder ( 52 ) and the anti-rattle component a second, axially extending shoulder ( 54 ), the shoulders ( 52 . 54 ) the radial stop ( 50 ) form. Component pairing according to claim 3, characterized in that the second component ( 14 ) an axial recess ( 56 ), which the first shoulder ( 52 ). Component pairing according to claim 3 or 4, characterized in that the anti-rattle component ( 30 ) an axial projection ( 58 ), the second shoulder ( 54 ). Component pairing according to one of claims 1-5, characterized in that by the radial stop ( 50 ) defined maximum eccentricity ( 60 ) between the second component ( 14 ) and the anti-rattle component ( 30 ) is smaller than the maximum eccentricity resulting from engagement of the anti-rattle teeth. Component pairing according to one of claims 1-6, wherein the anti-rattle component ( 30 ) is arranged or formed such that in the region of the tooth engagement with the first anti-rattle toothing in the radial direction ( 115 ) of the first component ( 12 ) is pushed away. Component pairing according to one of claims 1-7, wherein the anti-rattle component ( 30 ) is arranged or formed such that between the first and the second anti-rattle toothing ( 32 . 33 ) a permanent two-flank rolling engagement is given. Component pairing according to any one of claims 1-8, wherein the teeth of a ( 33 ) of anti-rattle teeth ( 32 . 33 ) have a tooth thickness which is greater than or equal to the tooth gap of the teeth of the other anti-rattle toothing ( 32 ). Component pairing according to one of claims 1-9, wherein the radial deflection of the anti-rattle component ( 30 ) in the region of the tooth engagement with the first anti-rattle toothing is smaller than 500 μm, in particular smaller than 250 μm. Component pairing according to one of claims 1-10, wherein between the anti-rattle component ( 30 ) and the second component ( 14 ) a radial spring element ( 40 ) is arranged, by means of which the anti-rattle component ( 30 ) in the radial direction ( 115 ) is elastically deflectable. Component pairing according to one of claims 1-11, wherein the anti-rattle component ( 30 ) in the drive direction relative to the second component ( 14 ) is displaceably mounted and wherein the second component ( 14 ) and the anti-rattle component ( 30 ) is assigned in each case a friction section, which in frictional engagement ( 38 ) stand together. Component pairing according to one of claims 1 to 12, wherein on the second component ( 14 ) an axially protruding annular projection ( 42 ) is formed, which the anti-rattle component ( 30 ) is facing. Transmission ( 186 ; 204 ) with at least one component pairing ( 10 ) according to any one of claims 1-13. Powertrain ( 180 ; 200 ) for a motor vehicle with a transmission ( 186 ; 204 ) according to claim 14.