DE102009015958A1 - Component pairing for use in transmission of drive train of motor vehicle, has component in form of gear with component teeth and another component in form of gear with other component teeth - Google Patents

Abstract

The component pairing (10) has a component (12) in the form of a gear with component teeth (16) and another component (14) in the form of a gear with other component teeth (18) which is engaged with the former component teeth, in order to transmit a driving force over the component teeth in a drive direction (20). The former component is assigned to anti-rattle teeth (32), where an anti rattle component (30) in the form of a gear is fastened on the latter component. The anti-rattle component and the latter component are directly centered opposite to each other.

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 In the first invention, the above object is achieved by a Component pairing of a first component in the form of a gear with a first component toothing and a second component in the form a gear 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, wherein the first component further comprises a first anti-rattle toothing is assigned and wherein on the second component an anti-rattle component is mounted in the form of a gear, wherein the anti-rattle component and the second component are centered directly against each other.

By the centering of the anti-rattle component and the second component can be unwanted eccentricities of the Anti-rattle component with respect to the second component can be avoided.

These Embodiment is particularly advantageous when the anti-rattle component in the radial direction (i.e. perpendicular or transverse to the drive direction) formed elastically deformable and / or is elastically mounted in the radial direction.

This The first aspect of the invention is that the largest occurring rotational backlash of the component gears by the radial Deformability or radially elastic mounting of anti-rattle component can be compensated since the anti-rattle component is therefore in the area of the tooth engagement can dodge radially elastic. With others In words, the meshing takes place between the anti-rattle teeth such that such a force between the anti - rattle component and the second component in the drive direction acts that the component gears also in the case of high-frequency excitations (such as, for example, from an internal combustion engine, especially diesel engine) not so within the backlash turn over, that a rattle sound is generated. Further 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 torque should be suitable, the oscillating mass forces to reduce, in particular to 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 be returned to the system again.

The Component pairing is a gear pairing. In this case, the drive direction a directed in the circumferential direction of the driving gear drive direction. In this case, you can take the second component as a split wheel, one part being responsible for load transfer and the other part (anti-rattle component) provide for the backlash can.

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 components may be assigned, for example, on axially opposite sides of a gear. This is particularly preferred when the second component with more than one first component in engagement stands. 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.

at The first invention is of particular preference when the anti-rattle component a first cone surface and the second component has a second conical surface, which at the first conical surface is applied.

By Such conical surfaces can be a direct centering of the Anti-rattle component and the second component can be realized. The Conical surfaces can serve as friction surfaces be formed according to the second aspect.

there it is preferred if the cone surfaces are at a cone angle from 20 ° to 50 °, especially in the range of 30 ° to 40 ° aligned with respect to a longitudinal axis are.

hereby can, similar to cone rings of synchronous clutches, a self-locking be prevented.

According to a further preferred Ausfüh The anti-rattle component and the second component are axially braced against one another.

hereby can also be achieved when an eccentricity occurs be that the anti-rattle component by the axial strain centered again, especially on the cone surfaces. In other words, the anti-rattle component is damaged by the axial tension, For example, by an axial pressure spring always in the direction of a concentric Position pushed back to the second component. Consequently There is a constant reset effect the second component.

The Conical surfaces can be attached to an outer Peripheral portion of the anti-rattle component or an inner peripheral portion be set up the second, component or vice versa.

According to one In the second invention, the above object is achieved by a Component pairing of a first component in the form of a gear with a first component toothing and a second component in Form of a gear 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, wherein the first component further comprises a first anti-rattle toothing is assigned and wherein on the second component an anti-rattle component is fixed in the form of a gear, by means of a radial spring arrangement is mounted elastically in the radial direction, wherein the radial spring arrangement a plurality of individual spring elements having over the circumference are arranged distributed.

With Such individual spring elements can be a radial spring arrangement from very simple and thus inexpensive components will be realized.

From it is particularly advantageous if it is on the anti-rattle component and / or on the second component radial pockets for receiving the spring elements are formed.

hereby can a defined position of the spring elements with respect to the anti-rattle component and / or the second component to be set up. If on one of anti-rattle component and second component no radial pockets are available, stand the Spring elements with the respective component in the circumferential direction in frictional engagement.

From It is also particularly advantageous if the spring elements are designed in this way are that when compressed in the radial direction another Have spring constant than in the circumferential direction.

at This embodiment, the spring elements be formed in several parts, with an acting in the radial direction Part and with a circumferentially acting part. Preferably However, the spring elements are integrally formed.

By the different spring constants in the radial direction or in the circumferential direction, the fact can be taken into account that, for example. forces acting in the radial direction are relatively small, whereas in the circumferential direction acting forces in comparison this can be relatively large. As a result, can the radial spring assembly overall better at the operating conditions be adjusted.

From particular preference is when the spring elements as tubular elements or ring elements are formed, whose axis is preferably parallel to aligned with the axes of the anti-rattle component and the second component is.

at such a tubular or annular design the individual spring elements can this both a radial as well as having a circumferentially acting elasticity.

According to one Another preferred embodiment, the spring elements in each case an anti-rotation device.

hereby can be ensured that the spring elements their Relative position with respect to the anti-rattle component or the second component not lose. This is especially true when the spring elements are designed so that they compress in the radial direction have a different spring constant than in the circumferential direction. at Spring elements in the form of tubular elements or ring elements can such a different elasticity thereby furnished be that the tube or ring thickness in one Direction is greater than in the other direction. Furthermore, such ring elements can also be slotted be so that in an axis through the slot and a center of the ring gives a higher spring rate than in one direction perpendicular to it.

at all embodiments described herein and inventions it is generally of particular importance that the Anti-rattle component and the second component and their associated other components in the best possible way to each other are centered. As a result, touching and for the concentricity-providing surfaces preferably ground. This also applies if necessary for the individual spring elements, provided they are made of a metallic material such as spring steel are.

However, the individual spring elements can also be made of a plastic material, for. As "Viton ^®". In this case, it may possibly be advantageous in the case of the second invention if further means for centering the anti-rattle component with respect to the second component are provided.

These Means can be set up, for example, by conical surfaces be, as in the first invention.

Especially However, it is preferred if the anti-rattle component and the second Component via a circumferentially continuous, elastic compliant Ring, such as. B. an O-ring, are centered against each other.

Of the elastic ring can be parallel to the radial direction act individual spring elements or a radial spring element, wherein the spring rates required for the anti-rattle effect or elasticities essentially by the radial spring arrangement be set up and the elastic ring essentially for the centering is responsible. This parallel arrangement of an elastic ring and a radial spring arrangement between the Anti-rattle component and the second component is as a separate invention considered.

According to one Third invention, the above object is achieved by a Component pairing of a first component in the form of a gear with a first component toothing and a second component in the form a gear 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, wherein the first component further comprises a first anti-rattle toothing is assigned and wherein on the second component an anti-rattle component is fixed in the form of a gear, by means of a radial spring arrangement is mounted elastically in the radial direction, wherein the radial spring arrangement as about the scope of component pairing in essence continuous spring ring is formed, which at an inner peripheral portion stored the second component and engages an inner periphery of the anti-rattle component.

These Embodiment allows for an ideal Centering of the anti-rattle component with respect to the second component. Furthermore, it is possible by such a radial spring arrangement, a variety of different functions or requirements with to realize only one component.

there it is particularly advantageous if the inner peripheral portion of the second component is conical, on which a conical bearing section the spring ring engages, such that the spring ring opposite centered on the second component.

The conical surfaces can, as described above, be ground to provide for centering. By Installation of the spring ring on the inner circumference of the anti-rattle component Indirectly this can also be a centering of the anti-rattle component be achieved.

there It is particularly advantageous if the inner peripheral portion and the bearing section are aligned so that the spring washer on the second component is axially secured.

at This embodiment may, for example, on an end face the second component may be provided with an axial recess which is conical is undercut, wherein the spring ring with its conical bearing section engages in this conical undercut. This can both an axial lock as well as a centering on structurally simple Be realized manner.

at The third invention, it is generally advantageous if an axial securing section of the spring ring engages behind a radial surface of the anti-rattle component, to secure the anti-rattle component axially.

hereby can the. Anti-rattle component alone by means of the spring ring on the second component are set.

Further it is advantageous if the spring ring in the circumferential direction movable is stored with respect to the anti-rattle component. This can, for example. a frictional engagement between the spring ring and the anti-rattle component be arranged in the circumferential direction to a circumferential direction to realize steaming property.

According to one alternative embodiment is the spring ring in the circumferential direction essentially positive with respect to the anti-rattle component stored. This can be achieved that the radial spring element elasticity in both the radial and circumferential directions establishes between the anti-rattle component and the second component. In preferred embodiments, these radial and tangential force effects set up independently become.

The The following preferred embodiments relate to the first, the second and / or the third invention.

From particular advantage is, as I said, when the anti-rattle component is arranged or designed so that it is in the region of the tooth engagement with the first anti-rattle toothing in the radial direction of the first component 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 meshing.

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.

As a general rule can the two-flank rolling intervention in any way and Be realized manner, for example by a positive profile shift and / or in that the second anti-rattle toothing has a larger one Partial diameter has as 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.

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 einleit ten forces sufficient are to reduce rattling or rattling of the component gears and preferably to prevent.

According to a further preferred embodiment, a spring rate with which the anti-rattle component is biased in the radial direction or in Radial direction is elastically deflected, 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.

The Radial spring element preferably has a sloping section on, by means of which on the anti-rattle component also a force in axial direction acts.

By This measure, the anti-rattle component on the one hand in axial direction indirectly (via the radial spring element) be fixed to the second component. On the other hand, the anti-rattle component in addition to the bias in the radial direction and a bias be issued in the axial direction. This may cause a frictional engagement established between the anti-rattle component and the second component or be supported, in particular between a friction surface of the second component, which is radially or obliquely aligned is, and between a corresponding friction surface of the anti-rattle component.

According to one Another preferred embodiment, the radial spring element a radially elastic arc portion which is in a radial groove the anti-rattle component is used.

By This measure, the radial spring element itself in the axial Direction to be fixed to the second component. In addition, can itself the radial spring element in the region of the radial groove on the second Support component to the anti-rattle component an elastic Apply bias in the radial and / or axial direction.

in this connection it is preferred if the radial spring element as a ring spring made of an elastically deformable material such as spring steel is.

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.

The Dimensions of the spring ring can be similar be like an o-ring, with the spring washer in the area between the inclined portion and the arc portion preferably is hollow.

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 the 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 anti-rattle component 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 that of the separate radial spring element. The two embodiments can also be combined be.

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

According to one Another preferred embodiment, the radial spring section a radially arranged within the anti-rattle toothing, in Longitudinal section arcuate section on.

By the arc shape of the radial spring portion can the radial elasticity be realized of the radial spring section. Furthermore, the arcuate Section used to be in the radial direction on the second component to support. Finally, can the arcuate section can also be used engage in a radial groove of the second component to the anti-rattle component set in the axial direction of the second component.

Therefore the anti-rattle component may ideally be the only additional one Component added to the component pairing, so that the number of parts overall is significantly reduced.

According to one Another preferred embodiment, the radial spring section a section cranked in longitudinal section.

at This embodiment accordingly has the anti-rattle component an approximately radially aligned portion with the anti-rattle toothing and another, approximately radially aligned portion on the opposite side of the cranked section on, which is supported on the second component.

This further section and the section with the anti-rattle toothing are offset in the axial direction against each other. In between lying bent section can be the elastic deformability the anti-rattle component can be realized in the radial direction.

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, the Antiras selbauteil can also drive in 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 steam.

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 a further preferred Ausfüh The second anti-rattle toothing and / or the first anti-rattle toothing have teeth that are elastically deformable in the drive direction.

On This way, then, when the anti-rattle teeth have a backlash, noises when turning over the anti-rattle teeth occur, are steamed. The elastic deformability However, the teeth in the drive direction can also at a Two-flank rolling engagement between the anti-rattle gears be meaningful, 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.

One second aspect relates to 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 in frictional engagement with each other.

The Leave component pairings according to the second aspect with the characteristics of the component pairings of the first aspect combine, unless otherwise mentioned herein. Furthermore, the first and / or the second aspect in the first, be realized in the second and in the third invention.

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 steamed.

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 teeth is greater than zero, can be achieved here by that at a delay of the driving member initially the second anti-rattle toothing turns (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.

Preferably are in the second aspect of the invention, the friction portions in a plane formed parallel to the drive direction.

On this way, the frictional engagement can be done effectively while the second component and the anti-rattle component in the drive direction be offset against each other.

at a preferred gear pairing, the friction portions thus extend in the circumferential direction.

From particular preference is when the friction sections aligned radially are, in particular transversely to the extension of a single tooth the component gears.

hereby Both the second component and the anti-rattle component can be cost-effective getting produced. In helical gears can also the occurring during the tooth engagement of the component gears Axialkraft be used for pressing, so the Anti-rattle component and the second component in the frictional engagement too to press.

According to one Another preferred embodiment is the friction sections while in the range of lateral end faces of the second Component or the anti-rattle component formed.

On This way, the friction sections can cost be made.

According to one Another preferred embodiment is the friction sections obliquely or conically shaped.

On this way may, similar to syncs for Manual transmission, with relatively low forces a high Frictional effect can be achieved.

Further It is advantageous if a friction section directly to the second Component is formed.

hereby The number of parts of the component pairing can be reduced.

According to one Another preferred embodiment is a friction section formed directly on the anti-rattle component.

Also In this embodiment, the number of parts can be reduced become.

All in all It is also advantageous if on the second component guide means for guiding the anti-rattle component in the drive direction are formed.

On this way, the offset of the anti-rattle component with respect to the second component is controlled in the drive direction.

All in all It is also advantageous if the second component and the anti-rattle component are elastically braced against each other to the friction sections together to press.

On This way can be guaranteed that too a longer life of the component pairing always one sufficient frictional force to delay the turning over of Component gears is available.

According to one In the first embodiment, it is preferred if between the second component and the anti-rattle component arranged a snap ring is, which is supported on a tapered surface.

On This way, the snap ring on the effect of conical tapered surface of the second component and the anti-rattle component press elastically against each other, especially in the axial Direction.

Further it is preferred here, if the tapered surface formed on a further annular projection of the second component is. In general, however, it is also conceivable that the tapered Surface is formed on a first annular projection on the anti-rattle component is guided.

According to one Another embodiment, the anti-rattle component against pressed the second component by means of a Tellerringfeder, which is supported on a radial projection of the second component, in particular on a spring washer.

It is preferred if the spring ring is fixed in a radial groove on an annular projection of the second component. The Montage and Demon Days can be very easy.

According to one Another embodiment is between the second component and the anti-rattle component arranged at least one friction element.

at This embodiment is at least one friction section not formed on the second component or anti-rattle component but on the friction element, which in turn on the second component or the anti-rattle component is set.

hereby if a friction element can be selected with a material, which is optimized for the present purpose.

there it is particularly advantageous if the at least one friction element is elastically deformable.

at This embodiment can also be a longer Life of the delay effect of the invention be achieved when turning over the component gears.

at In this embodiment, it is also preferable if the second component and the anti-rattle component by fastening means against the resistance of the at least one friction element to each other to be pressed.

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 retaining or delaying or vaporising the otherwise in the backlash back and forth swinging teeth. 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. In load changes (ie low-frequency Turning over) the anti-rattle mechanism is overruled. Since the mechanism only in this case 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, the anti-rattle component and the second component in the drive direction against each other. Since the anti-rattle component and the second component via the friction handle 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, Hydraulik, 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, for example 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 be generated arbitrarily by magnetism, spring force, hydraulics, pneumatics, etc., even if only the variant of spring elasticity is presented here.

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, so appropriate constructions are to be selected, 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 development of a component pair of a fixed gear and a loose wheel according to a first embodiment of the invention;

2 one of the 1 comparable view, with a trailing edge of the fixed wheel detaches from a trailing edge of the idler gear;

3 one of the 1 comparable view, wherein a trailing edge of the fixed wheel rests against a trailing edge of the idler gear;

4 an exploded view of a component pairing according to another embodiment of the invention;

5 the component pairing of 4 in assembled state in perspective view;

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

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

8th a longitudinal sectional view through a component pairing according to the first invention;

9 an alternative embodiment of a component pairing according to the first invention;

10 an exploded perspective view of a component pairing according to the second invention;

11 a longitudinal sectional view through the component pairing of 10 ;

12 a partially broken part front view of the component pairing of 10 ;

13 an exploded perspective view of an alternative embodiment of a component pairing according to the second invention;

14 one of the 12 comparable representation of the component pairing of 13 ;

15 one of the 14 Comparable view of a modified embodiment of the component pairing of 13 ;

16 a perspective longitudinal sectional view through a component pairing according to the third invention;

17 a longitudinal sectional view through the component pairing of 16 ;

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

19 an enlarged longitudinal sectional view through a modified embodiment of a component pairing according to the third invention;

20 one of the 19 comparable representation of another component pairing according to the third invention;

21 a partial front view of the component pairing of 20 ;

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

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

A first embodiment of a mechanical component pairing according to the second aspect is in the 1 to 3 represented and generally with 10 designated.

The component pairing 10 has a first component 12 in the form of a loose wheel and a second component 14 in the form of a fixed wheel. The fixed wheel 14 is in the present case the driving component. The idler wheel 12 has a first component toothing 16 on. The fixed wheel 14 has a second component toothing 18 on.

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 1 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.

To prevent this 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 ,

The anti-rattle component 30 is also on the fixed wheel 14 over a 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 1 to 3 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 damped. 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).

The in the 1 to 3 shown component pairing 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. The processes are completely identical.

In the following figures, alternative or modified embodiments of component pairings are shown, which in terms of structure and operation generally the component pairing 10 of the 1 to 3 correspond. The same elements are therefore identified by the same reference numerals. In the following, only the differences are explained.

So is in the 4 and 5 an embodiment shown in the alternatively or additionally the anti-rattle component 30 formed in the radial direction elastically deformable or elastically mounted and by suitable spring means in the radial direction against the anti-rattle toothing 32 of the first component 12 biased or elastically deflectable in the radial direction. Also in this embodiment, the occurring rotational backlash 24 be compensated. Furthermore, the anti-rattle component 30 via a frictional engagement with the second component 14 be connected (directly or indirectly). Alternatively, however, it is also conceivable, the anti-rattle component 30 in the embodiments described below rigidly on the second component 14 although not mentioned in relation to all embodiments.

The anti-rattle toothing 33 of the anti-rattle component 30 can be rigid or rigid. However, it is particularly preferred if the anti-rattle toothing 33 of the anti-rattle component 30 Also formed in the drive direction is at least limited elastically deformable (as it is for example with respect to the above 12 has been described).

In the area of the tooth engagement of the first component 12 and the second component 14 becomes the anti-rattle toothing 33 in the radial direction in the anti-rattle toothing 32 of the first component 12 pressed or pushed out of this to provide the desired clearance compensation (up to 100%).

The embodiment with radially elastic or radially mounted anti-rattle component 30 can be realized with very few components.

An inner diameter of the anti-rattle component 30 is larger than the outer diameter of a ring projection 42 of the second component 14 , Further the component pairing comprises a radial spring element 40 in the form of an annular wave spring 40 on, in the assembled state (see 5 ) in the radial direction between the annular projection 42 and the inner periphery of the anti-rattle member 30 is arranged.

The radial spring element 40 is supported in the radial direction on the annular projection 42 from and exerts a spring force in the radial direction 115 on the anti-rattle component 30 out.

As a result, the anti-rattle toothing 33 of the anti-rattle component 30 in the area of meshing between the gears 12 . 14 in the radial direction in the anti-rattle toothing 32 of the first component 12 pressed as it is in 5 is shown. In other words, the anti-rattle component can 30 against the spring force from the Antirasselver toothing 32 be pushed out (deflected). It is understood here that the dimensions of the teeth of the anti-rattle toothing 33 suitably adapted to contact the tooth tips of the anti-rattle toothing 33 with the tooth base of anti-rattle toothing 32 to avoid.

The radial spring element 40 can be designed as a separate component, as in the 4 and 5 is shown. The radial spring element 40 may be a component made of plastic or spring steel. The anti-rattle component 30 is preferably a plastic part, but may also be formed of metal.

Furthermore, the radial spring element 40 integral with anti-rattle component 30 be formed. In this case, the number of parts of the component pairing 10 be further reduced.

• – es erfolgt ein Spielausgleich zum Gegenzahnrad 12,
• – es wird eine radiale und/oder tangentiale (d. h. in Antriebsrichtung) Elastizität realisiert,
• – es wird eine axiale Fixierung realisiert und
• – es wird im stationären Zustand ein Reibschluss zwischen dem Antirasselbauteil 30 und dem zweiten Bauteil 14 realisiert (oder ggf. ein Formschluss).

The anti-rattle component 30 is in a plane parallel to the second component 14 is provided and preferably fulfills at least one, but in particular all of the following functions:

• - There is a clearance compensation to the counter gear 12 .
• A radial and / or tangential (ie in the drive direction) elasticity is realized,
• - It is realized an axial fixation and
• - It is in the stationary state, a frictional engagement between the anti-rattle component 30 and the second component 14 realized (or possibly a positive connection).

In 6 is shown in schematic form a component pairing in which the anti-rattle component 30 in the radial direction 115 is elastically deflectable. In 6 on the left an embodiment is shown in which the anti-rattle component 30 Overall, it is rigid and is mounted radially elastic. 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 ,

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 6 on the right an alternative embodiment is shown, in which the anti-rattle component 30 For example, even elastic is formed. 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 7 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 7 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 7 again with 150 shown. In relation to 7 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 ,

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.

As described above, inventive Component pairings according to a first aspect and / or realized according to a second aspect. simplified said, according to the first aspect the anti-rattle teeth in the radial direction against each other be stored, with a certain elasticity and / or steaming property. According to the second aspect, the anti-rattle teeth in the drive direction (i.e., in the circumferential direction) be movably supported against each other, Again with either an elastic or a damping Coupling like a frictional engagement.

Below are three different inventions based on the 8th and 9 , based on 10 - 15 or on the basis of 16 - 21 , In all three inventions, the first and / or the second aspect may be realized. The above general description concerning the first aspect and the second aspect should therefore also apply to the following description of the first to third invention, unless expressly stated otherwise. The same or comparable elements are therefore also designated by the same reference numerals.

In 8th a first embodiment of a component pairing according to the first invention is shown. The component pairing 10 has a second component 14 with a second component toothing 18 and a laterally disposed anti-rattle component 30 with a second anti-rattle toothing 33 on. The second component 14 points between the component teeth 18 and an axial projection 42 an axial recess on. The anti-rattle toothing 30 is formed in the radial direction "cranked and has a radially inner portion which is net angeord in the axial recess, and a radially outer portion, laterally adjacent to the second component 14 is arranged and the second anti-rattle toothing 33 includes.

The crook of the anti-rattle component 30 is conical, so that at a radially outer portion of the crank a first conical surface 44 is trained. In a corresponding manner, on a radially outer shoulder of the axial recess of the second component 14 a second cone surface 46 educated. The cone surfaces 44 . 46 lie against each other and are under a cone angle 48 aligned, which may be in the range of 10 ° to 50 °, in particular in the range of 30 ° to 45 °. In the present case, the cone angle has a value of 37 °.

The anti-rattle component 30 has an inner opening whose diameter is larger than that of the axial projection 52 so that the anti-rattle component 30 in the radial direction 115 with respect to the second component 14 is mobile. In such a movement, the conical surfaces slide 44 . 46 to each other and the anti-rattle component is therefore also in the axial direction relative to the second component 14 added.

Here is an Axialfederelement 50 provided, for example, on the axial projection 42 is fixed and such an axial movement of the anti-rattle component 33 elastically counteracts. For attachment of Axialfederelementes 50 can be an axial securing element 52 be provided as a snap ring or the like.

The axial spring element 50 can be designed as a ring plate spring. Furthermore, the opposing surfaces of the anti-rattle component 30 and the second component 14 (ie the radially aligned surfaces radially inward and radially outward of the cone surfaces 44 . 46 ) Touch each other, provided the anti-rattle component 30 and the second component are aligned concentrically with each other. However, it is preferred if these surfaces do not touch each other but the concentric layer establishes a certain distance between these surfaces, although this is done in 8th not shown in detail. As a result, adhesion forces due to viscous lubricants or the like can be largely prevented.

As a result, the anti-rattle component touch each other 30 and the second component 14 preferably exclusively in the area of the cone surfaces 44 . 46 , These surfaces can also be set up as friction surfaces that provide a frictional engagement 38 form, so that a relative movement is opposed to a certain friction torque.

Through the cone surfaces 44 . 46 Consequently, it can be achieved that the anti-rattle component 30 always with respect to the second component 14 centered, in other words unwanted eccentricities can be avoided. Such eccentricities can avoid unwanted vibrations or the like in the centrifugal forces or centrifugal forces occurring. The angle of 37 ° ensures that no self-locking occurs.

The centering also takes place in that the anti-rattle component 30 by means of the Axialfederelementes 50 repeatedly pressed into the concentric position.

In 9 an alternative embodiment of a component pairing according to the first invention is shown.

The component pairing 10 of the 9 In terms of design and operation generally corresponds to the component pairing 10 of the 8th , In the following, only differences will be explained.

So is the component pairing 10 of the 9 a first cone surface 44 of the anti-rattle component 30 in the area of the inner circumference of the anti-rattle component 30 arranged. The second cone surface 46 of the second component 14 is formed on a radially inner shoulder of the axial recess, that is substantially at the level of the outer circumference of the axial projection 42 ,

In the embodiment in 9 Therefore, the cranked portion is not necessarily conical. An outer diameter of the axial recess of the second component 14 However, in any case greater than an outer diameter of a shoulder of the axially located in the axial recess portion of the anti-rattle component 30 , so that a radial mobility is guaranteed.

In both embodiments of the first invention according to 8th and 9 is the anti-rattle component 30 by spring action in a centered position with respect to the second component 14 biased. The corresponding bias voltage can be set as in the present case by an axial force, by means of the Axialfederelementes 50 is aligned. Alternatively, this may also be provided a radial spring element. This results in operation a constant restoring action in the direction of the centered position.

For the first invention and also for the following second and third invention, it is true that the contacting surfaces, by means of which the concentricity between the anti-rattle component 30 and the second component 14 is set up, preferably be finished, in particular by grinding, in order to achieve a very precise concentricity between these components. In the case of component pairings 10 of the 8th and 9 These are, for example, the first and the second cone surface 44 . 46 ,

In the following 10 - 15 Component pairs are shown according to the second invention.

The second invention is characterized in that the anti-rattle component 30 with respect to the second component 14 is mounted by means of a plurality of individual spring elements which are arranged distributed in the circumferential direction.

This allows a simple design of the individual spring elements.

A first embodiment of such a component pairing is in the 10 . 11 and 12 shown. One between an inner circumference of the anti-rattle component 30 and an outer periphery of an axial projection 42 of the second component 14 arranged radial spring arrangement 56 has a plurality of at least three, but preferably at least 10 individual spring elements 58 on, which are arranged distributed over the circumference. The spring elements 58 are designed as tube or annular spring elements whose longitudinal axis parallel to the longitudinal axis of the component pairing 10 is aligned. On the inner circumference of the anti-rattle component 30 is a plurality of the cross section (see 12 ) triangular radial pockets 60 educated. The radial pockets 60 ensure that the relative position of the spring elements 58 remains stable and whose distance is fixed.

Also in this embodiment, the centering is a particular advantage. If the spring elements 56 are formed of a spring steel, the outer peripheral surfaces may be ground, as well as the corresponding surfaces on the axial projection 42 and on the anti-rattle component 30 , As a result, an exact centering can be ensured. Alternatively, the spring elements 56 be made of a plastic, as described above, in particular of a fluoroelastomer such as Viton ^® . In this case, it may be advantageous for centering the anti-rattle component 30 with respect to the second component 14 a circumferentially continuous, elastically yielding ring such as an O-ring 62 to provide, in the axial direction laterally next to the spring elements 58 can be arranged as it is in 11 you can see.

For the axial fixation of the anti-rattle component 30 can be an axial securing element 52 be provided in the form of an annular disc, which at the Axialvorsprung 42 is attached and a radially inner portion of the spring elements 58 overlaps. As a radially outer portion of the spring elements 58 in the respective radial pockets 60 is arranged, this is also the anti-rattle component 30 indirectly via the spring elements 58 axially fixed.

The spring elements 58 provide elasticity in the radial direction 115 so that the first aspect can be realized. Further, between an inner periphery of the spring elements 58 and the second component 14 a frictional engagement 38 be set up so that the second aspect can be realized. In addition, in the drive direction (ie in the circumferential direction) 20 also a resilient property on the annular spring elements 58 be set up; this should be over the frictional engagement 38 provided friction torque, however, be very high.

According to an alternative embodiment, as described in the 13 and 14 is therefore also on the outer periphery of the axial projection 42 a plurality of circumferentially spaced radial pockets 64 provided so that the anti-rattle component 30 and the second component 14 in the circumferential direction 20 over the spring elements 58 are positively connected with each other. This is in 14 shown. Here are the anti-rattle component 30 and the second component 14 both in the radial direction 115 as well as in the circumferential direction 20 elastically coupled with each other.

This embodiment can be further refined by the fact that the radial and the circumferential elasticity by design of the spring elements 58 differently sized is furnished, as it is in 15 is shown. In the embodiment of the 15 are the anti-rattle component 30 and the second component 14 formed substantially identical to the embodiment of the 13 and 14 , The spring elements 58 However, they are designed such that they have a greater material thickness in the radial direction than in the circumferential direction. Thereby and / or by the fact that the spring elements 58 each a continuous longitudinal slot 68 can have, the spring rate in the circumferential direction 20 For example, be set much higher than the spring rate in the radial direction 115 ,

It can be on the outer circumference of the spring elements 58 and on the inner circumference of one of the radial pockets 60 . 64 furthermore, in each case an anti-rotation surface 66 be formed, which ensures that the spring elements 58 in the radial pockets 60 . 64 can not twist.

In the embodiments of the 10 - 15 It may be especially when using spring elements 58 make sense from an elastomer or rubber material to provide at certain areas along the axial outer contour steel protection elements (such as a steel cap) to avoid shearing.

In the 16 - 21 each component pairings according to the third invention are shown. In the third invention, the anti-rattle component is elastically mounted in the radial direction by means of a radial spring arrangement, wherein the radial spring arrangement is formed as over the circumference substantially continuous spring ring. In this case, the spring ring is mounted on an inner peripheral portion of the second component and engages an inner periphery of the anti-rattle component. This can be achieved that the anti-rattle component 30 can be fixed by means of only a single component to the second gear. In this case, both an axial fixation can be achieved as well as a radial elasticity according to the first aspect and / or an elasticity and / or damping in the circumferential direction according to the second aspect. The radial spring element may be made of metallic or non-metallic materials. The anti-rattle component can also be designed as a rigid component or as an elastic component. Furthermore, it is generally possible to set the elasticity of the radial spring element in the radial direction and in the circumferential direction of different sizes. Furthermore, a centering of the anti-rattle component indirectly via the radial spring element is possible. For this purpose, in the case of a metallic design of the radial spring element and of the anti-rattle component, the corresponding surfaces which ensure concentricity can be ground.

In the 16 and 17 a first such component pairing is shown. This is the anti-rattle component 30 by means of a spring washer 70 on the second component 14 stored. More specifically, the second component has 14 an axial recess 73 on. A radially outer circumferential surface of the axial recess 73 is as a conical peripheral section 72 educated. An inner circumference 74 of the anti-rattle component 30 is in the radial direction approximately with the peripheral portion 72 aligned.

The spring ring 70 has on the one hand a conical bearing section 76 on, at the peripheral portion 72 rests and consequently the axial recess 73 axially behind.

Furthermore, the spring ring 70 a plurality of distributed over the circumference arranged Axialsicherungszungen 78 on that a radial surface 80 of the anti-rattle component 30 embrace. Due to the conical design of the peripheral portion 72 and the storage section 76 becomes the spring washer 70 in the axial direction on the second component 14 established. Through the axial securing tongues 78 This also indirectly the anti-rattle component 30 in the axial direction on the second component 14 established.

The spring ring 70 further includes a plurality of radial spring tongues 82 on, which attack on an inner circumference of the anti-rattle component. The radial spring tongues 82 store the anti-rattle component 30 consequently in the radial direction and center it with respect to the second component 14 , The axial securing tongues 78 and the radial spring tongues 82 are preferably alternately over the circumference of the spring ring 70 educated. Here are the Axialsicherungszungen 78 designed to be of the inner circumference 74 of the anti-rattle component 30 are spaced so that the Axialsicherungszungen 78 even with a radial movement of the anti-rattle component 30 not to be touched.

In the circumferential direction can between the anti-rattle component 30 and the second component 14 a frictional engagement 38 be set up, for example, unfolds at opposite end faces, as in 16 is shown. Alternatively or additionally, such a frictional engagement between the Axialsicherungszungen 78 or the radial spring tongues 82 of the spring ring 70 and the anti-rattle component 30 as well as between the spring ring 70 and the peripheral portion 72 be furnished.

In 18 a further embodiment of a component pairing according to the third invention is shown. This corresponds in terms of design and operation generally the component pairing 10 of the 16 and 17 , In the following, only the differences are explained. So has the spring ring 70 distributed over the circumference a plurality of tongues, which at the same time the function of Axialsicherungszungen 78 and of radial spring tongues 82 fulfill. The tongues are for this purpose designed so that they are in a radial groove 84 on the inner circumference of the anti-rattle component 30 to grab. This is done on the one hand, the axial securing. On the other hand, the tongues each act as radial spring elements.

In 19 a further embodiment of a component pairing according to the third invention is shown. This corresponds in terms of design and operation generally the component pairing of 18 , In the following, only the differences are explained.

So is on the inner circumference of the spring ring 70 a circlip 86 , For example, in the form of a radially outward against the spring ring 70 provided pressing ring spring element which engages the bearing portion.

In the 20 and 21 a further embodiment of a component pairing according to the third invention is shown. This corresponds in terms of design and operation generally the component pairing of 16 and 17 , In the following, only the differences are explained.

In this case, on the inner circumference of the anti-rattle component 30 in cross-section triangular radial pockets 88 formed, in which the radial spring tongues 82 to grab. In this way, the anti-rattle component 30 with the spring washer 70 coupled in the circumferential direction substantially positive fit.

In this embodiment, an elasticity in the circumferential direction on the radial spring tongues 82 be set up. By suitable shaping of the radial spring tongues 82 and the radial pockets 88 can be formed differently to the elasticity in the circumferential direction, the radial elasticity. In particular, the spring rate in the circumferential direction may be greater than in the radial direction.

The spring washers 70 of the 16 - 21 can also be referred to as a "collet" and allow a simple and effective coupling of anti-rattle component 30 with the second component 14 to prevent the rattling.

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 rattling the Synchronizer rings are reduced in the transmission, for example by Clip in corrugated springs between coupling body and Synchronizer ring.

In the 22 and 23 exemplary drive trains for motor vehicles are shown in which the component pairing according to the invention can be used.

22 shows in schematic form a drive train 180 for a motor vehicle, the one 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 22 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.

23 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 , by unspecified couplings or

Brakes can be switched. 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 22 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

• - DE 10328482 A1 [0006]
• - DE 19721851 A1 [0007]
• - DE 3839807 C1 [0008]
• DE 102004008171 A1 [0009]
• - DE 1967959 A1 [0010]
• - JP 62228735A [0010]
• US 4577525 B [0010]
• - JP 01153865 A [0011]

Claims (22)

Component pairing ( 10 ) with a first component ( 12 ) in the form of a gear with a first component toothing ( 16 ) and a second component ( 14 ) in the form of a gear 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 ) is mounted in the form of a gear which has a second anti-rattle toothing ( 33 ), which with the first anti-rattle toothing ( 32 ) is engaged, characterized in that the anti-rattle component ( 30 ) and the second component ( 14 ) are centered directly against each other. Component pairing according to claim 1, characterized in that the anti-rattle component ( 30 ) a first cone surface ( 44 ) and the second component ( 14 ) a second cone surface ( 46 ), which at the first cone surface ( 44 ) is present. Component pairing according to claim 2, characterized in that the conical surfaces ( 44 . 46 ) under a cone angle ( 48 ) are oriented from 20 ° to 50 ° with respect to a longitudinal axis. Component pairing according to one of claims 1-3, characterized in that the anti-rattle component ( 30 ) and the second component ( 14 ) are clamped axially against each other. Component pairing according to one of claims 1-4, or according to the preamble of claim 1, characterized in that the anti-rattle component ( 30 ) by means of a radial spring arrangement ( 56 ) in the radial direction ( 115 ) is elastically mounted, wherein the radial spring arrangement comprises a plurality of individual spring elements ( 58 ), which are arranged distributed over the circumference. Component pairing according to claim 5, characterized in that on the anti-rattle component ( 30 ) and / or on the second component ( 14 ) Radial pockets ( 60 ; 60 . 64 ) for receiving the spring elements ( 58 ) are formed. Component pairing according to claim 5 or 6, characterized in that the spring elements ( 58 ) are designed so that they are compressed in the radial direction ( 115 ) have a different spring constant than in the circumferential direction ( 20 ). Component pairing according to one of claims 5-7, characterized in that the spring elements ( 58 ) are designed as tube elements. Component pairing according to one of claims 5-8, characterized in that the spring elements ( 58 ) an anti-twist device ( 66 ) exhibit. Component pairing according to one of claims 5-9, characterized in that the anti-rattle component ( 30 ) and the second component ( 14 ) over one in the circumferential direction ( 20 ) continuous, elastically yielding ring ( 62 ) are centered against each other. Component pairing according to one of claims 1-4 or according to the preamble of claim 1, characterized in that the anti-rattle component ( 30 ) by means of a radial spring arrangement ( 56 ) in the radial direction ( 115 ) is elastically mounted, wherein the radial spring arrangement ( 56 ) than over the circumference of the component pairing ( 10 ) substantially continuous spring ring ( 70 ) is formed, which at a peripheral portion ( 72 ) of the second component ( 14 ) is mounted and on an inner circumference ( 74 ) of the anti-rattle component ( 30 ) attacks. Component pairing according to claim 11, characterized in that the peripheral portion ( 72 ) of the second component ( 14 ) conical is a conical bearing section ( 76 ) of the spring ring ( 70 ) engages, such that the spring ring ( 70 ) relative to the second component ( 14 ) is centered. Component pairing according to claim 12, characterized in that the peripheral portion ( 72 ) and the storage section ( 76 ) are aligned so that the spring ring ( 70 ) on the second component ( 14 ) is axially secured. Component pairing according to one of claims 11-13, characterized in that an axial securing portion ( 78 ) of the spring ring ( 70 ) a radial surface ( 80 ) of the anti-rattle component ( 30 ) behind the anti-rattle component ( 30 ) axially secure. Component pairing according to one of claims 11-14, characterized in that the spring ring ( 70 ) in the circumferential direction ( 20 ) movable with respect to the anti-rattle component ( 30 ) is stored. Component pairing according to one of claims 11-14, characterized in that the spring ring ( 70 ) in the circumferential direction ( 20 ) substantially form-fitting with the anti-rattle component ( 30 ) connected is. Component pairing according to one of claims 1-16, 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 the claims 1-17, 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 one of claims 1-18, wherein the teeth of one (33) of the anti-rattle toothings ( 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 1-19, wherein between the anti-rattle component ( 30 ) and the second component ( 14 ) a radial spring element ( 114 ) is arranged, by means of which the anti-rattle component ( 30 ) in the radial direction ( 115 ) is elastically deflectable. Transmission with at least one component pairing after one of claims 1-20. Powertrain for a motor vehicle with A transmission according to claim 21.