DE102009015958B4 - Rattle-free component pairing - Google Patents

Abstract

Component pairing (10) with a first component (12) in the form of a toothed wheel with a first component toothing (16) and a second component (14) in the form of a toothed wheel with a second component toothing (18) with the first component toothing (16) in Engaging is to be transmitted via the component gears (16, 18) a driving force in a drive direction (20), wherein the first component (12) further comprises a first anti-rattle toothing (32), wherein on the second component (14) Anti-rattle component (30) is mounted in the form of a gear having a second anti-rattle toothing (33) which is in engagement with the first anti-rattle toothing (32), wherein the anti-rattle component (30) by means of a radial spring assembly (56) in the radial direction (115) is elastically mounted, wherein the radial spring assembly (56) as over the circumference substantially continuous spring ring (70) is formed, the angre on an inner periphery (74) of the anti-rattle component (30) ift, the second component (14) having an axial recess (73), characterized in that the spring ring (70) is mounted on an inner circumferential section (72) of the second component (14), which is defined by a radially outer peripheral surface of the axial recess (73 ), wherein the spring ring (70) axially engages behind the axial recess (73) and wherein an axial securing section (78) of the spring ring (70) engages behind a radial surface (80) of the anti-rattle component (30) which faces away axially from the second component (14); to secure the anti-rattle component (30) axially.

Description

The present invention relates to a mechanical component pairing of a first component having a first component toothing and a second component having a second component toothing, which is in engagement with the first component toothing in order to be able to transmit a drive force in a drive direction via the component toothings.

Such component pairings are well known, for example in the form of gear pairs and / or the pairing of a rack with a gear. Such component pairings are often used in powertrains of motor vehicles, for example in multi-step gearboxes, in drives for ancillary units, etc.

One of the main problems with such mechanical component pairings is the so-called rattle phenomenon. This occurs mainly due to vibration excitations in the drive train, which are generated for example by a drive motor such as an internal combustion engine of the drive train. The rattling (also referred to as unsympathetic vibrations) arises from the fact that the driving component is decelerated due to the vibration excitation, but the driven component (eg a loose wheel) continues to rotate with an impressed rotational movement and is only delayed by friction and drag torque effects. In this case, the driven component from a pull flank of the drive component dissolves to swing to the trailing edge of the drive member and optionally abut there. Such phenomena occur not only in load change reactions, but in particular due to the higher-frequency excitations from other parts of the drive train, such as an internal combustion engine.

To reduce such sounds, there are several approaches. On the one hand active external gear measures can be provided, which decouple, for example, the disturbance excitation from an internal combustion engine by a dual mass flywheel. However, such dual-mass flywheels are complex in terms of the claimed installation space, the necessary additional weight and in terms of costs. Another possibility is passive external gear measures, such as encapsulation or insulation of the gear housing. These measures are unfavorable. Furthermore, active internal gear measures are known, which are arranged specifically to the main noise sources. Such active internal transmission measures are often aimed at minimizing the functional games or hindering the mobility within these functional games. The disadvantage here is often the reduced efficiency and the generation of other unwanted noise (such as howling). Furthermore, it is known to provide noise reduction passive internal gear measures that are located directly on the noise sources (ie, for example, the gears) and erase or isolate mechanical vibrations.

Well-known measures here are Losradbremsen, measures to Zahnlückenverspannung, measures in which a disc is used with a slightly different ratio, measures with a friction wheel Nebenübersetzung, vibration absorber, magnetic solutions to prevent 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 U . 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.

From the DE 10 2004 058 101 A1 is a sprocket combination with a first sprocket and a second ring gear, which are arranged coaxially and connected to a common fastening element. In this case, the first and / or the second ring gear can be connected via an elastic element made of an elastomeric material with the common fastening element.

Against the above background, it is the object of the invention to provide a mechanical component pairing, with which an effective noise reduction can be realized and has a high efficiency.

The above object is achieved by a component pairing according to claim 1

A first noninventive aspect relating to component pairings is described 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 of a gear with a second component toothing, which is in engagement with the first component toothing to the component gears can transmit a driving force in a drive direction, wherein the first component is further associated with a first anti-rattle toothing and wherein on the second component an anti-rattle component is fixed in the form of a gear, wherein the anti-rattle component and the second component are directly centered against each other.

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

This non-inventive embodiment is particularly advantageous if the anti-rattle component is designed to be elastically deformable in the radial direction (that is, substantially perpendicular or transverse to the drive direction) and / or is elastically mounted in the radial direction.

This first non-inventive aspect is that the largest occurring rotational backlash of the component gears can be compensated by the radial deformability or radially elastic mounting of anti-rattle component, since the anti-rattle component can thus avoid radially elastic in the field of meshing. In other words, the tooth engagement between the anti-rattle toothings takes place in such a way that such a force acts between the anti-rattle component and the second component in the drive direction that the component toothings do not become so within the range even with high-frequency excitations (such as, for example, from an internal combustion engine, in particular a diesel engine) Backlash game turn that a rattle noise is generated. Furthermore, a drag torque, in particular a friction torque in the circumferential direction can be generated on the anti-rattle toothing, which damps the disturbing suggestions. The drag torque should be suitable to reduce the oscillating mass forces, in particular to eliminate.

In this embodiment, all production-related tolerances and thermal deformations, which have an effect on the rotational flank play, can be compensated preferably up to 100%.

In this case, the anti-rattle component itself can be elastically deformable, so that it can yield radially elastically in the region of the tooth engagement. Alternatively or additionally, the anti-rattle component may be elastically mounted in the radial direction. In this non-inventive embodiment, due to the radially elastic deflection in the region of the tooth engagement, a center of the anti-rattle component can be arranged eccentrically offset relative to a center of the second component. Here, in other words, any point of the anti-rattle component can perform a circular movement around the center of the second component.

The forces that lead to a radial deflection of the anti-rattle component, can be returned to the system when leaving the meshing.

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

The component pairing is also effective in both drive directions (ie gears in both directions of rotation). Furthermore, the component pairing is applicable to both straight as well as helical component gears.

The anti-rattle teeth can be identical or similar in construction with respect to the tooth shapes as the component teeth. However, the anti-rattle toothings can also have any other shape, it being preferred for the anti-rattle toothing to engage with one another in a punctiform or linear manner. It is particularly preferred if the anti-rattle toothings are punctiform or linearly engaged with each other at the height of the pitch circle.

In the case of component pairing, it is generally irrelevant whether the first or the second component is the driving component. The anti-rattle component is preferred However, with a fixed gear (ie, a gear that is fixedly connected to a rotary shaft) connected because the idler wheel hereby engaged is often installed by clutches (synchronizers, etc.), so that the anti-rattle component there are not or only with great effort can.

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 is engaged with more than one first component. In this case, each anti-rattle component can be matched to the special toothing with a first component.

As regards terminology, the following should be noted. If any toothing drives another toothing, without load or performance, then this toothing pulls the driven toothing on the traction edge of the driving toothing on the traction edge of the driven toothing in the sense of the current drive or circumferential direction. If it comes to envelopes of the edge systems - such as when rattling or train-push-load change reactions - then come the trailing edges of these gears for engagement. This terminology changes when the direction of rotation or the drive or circumferential direction of this gear pairing changes.

In the context of the present application, the traction edge of the driving toothing is also referred to as the shear flank, and the traction flank of the driven toothing is also referred to as the trailing flank. Similarly, in the context of the present application, the non-engaged trailing edges are also referred to as a trailing edge or trailing edge.

Furthermore, the number of teeth and / or the tooth pitch (module) of the component toothings and the respective associated anti-rattle toothings are preferably identical. In contrast to anti-rattle measures, in which, for example, the anti-rattle toothing of the anti-rattle component has a tooth more or less than the associated component teeth, constant strains and a concomitant deterioration in efficiency are avoided due to the identical number of teeth or tooth pitch. (Optionally, however, the anti-rattle toothing may have the same pitch but fewer teeth than the associated component toothing, with an anti-rattle tooth associated with only every second, third, fourth (generally n-th) tooth, especially depending on the frequency range of the spurious excitation; a sufficient jump coverage should be given).

It is also preferred if the component toothings and the respective associated anti-rattle toothings are substantially identical with respect to other toothing properties, for example with regard to the toothing type (eg involute toothing), the helix angle, the tip circle diameter, the pitch circle diameter, the pressure angle, etc.

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.

If the motor vehicle transmission is designed as a stepped transmission in countershaft design, one or more sets of wheels (each with a loose wheel and at least one fixed gear) may have such a component pairing. The rattle tendency of such transmissions can be reduced by measures to the extent that the multistage transmission can be designed without a dual-mass flywheel (DMF). This leads to a significantly higher efficiency, since the total mass or the so-called mass factor can be reduced. The considerable costs for a ZMS can also be saved in this way. Furthermore, the tendency to spin up in the case of ZMS can be reduced. In addition, a better response can be achieved by reducing the rotational masses to be accelerated (the vehicle so equipped "better hangs on the gas"). A drive train with such a stepped transmission can have an adapted starting clutch, which has an integrated torsion damper (torsionally damped clutch disc). The multi-step transmission can be a manual, an automated or a dual-clutch transmission.

If the transmission is designed as a torque converter, at least one of the planetary gear sets may have such a component pairing. The thus reduced rattle tendency can be used to more frequently close (earlier) a bypass clutch bridging the hydrodynamic converter. As a result, the efficiency can be increased.

According to the non-inventive first aspect, it is particularly advantageous if the anti-rattle component has a first conical surface and the second component has a second conical surface, which bears against the first conical surface.

By such conical surfaces, a direct centering of the anti-rattle component and the second component can be realized. The conical surfaces can be designed as friction surfaces according to the second aspect.

It is preferred if the conical surfaces are aligned at a cone angle of 20 ° to 50 °, in particular in the range of 30 ° to 40 ° with respect to a longitudinal axis.

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

According to a further preferred embodiment of the first aspect not according to the invention, the anti-rattle component and the second component are braced axially against one another.

In this way, even when eccentricity occurs, it can be achieved that the anti-rattle component is centered again by the axial tension, in particular via the conical surfaces. In other words, the anti-rattle component is always pushed back by the axial tension, for example by an axial pressure spring in the direction of a concentric position to the second component. Thus, there is a constant restoring action relative to the second component.

The conical surfaces can be arranged on an outer peripheral portion of the anti-rattle component or an inner peripheral portion of the second component or vice versa.

A second non-inventive aspect with respect to component pairings is described by a pair of components of a first component in the form of a gear having a first component toothing and a second component in the form of a gear with a second component toothing, which is in engagement with the first component toothing to the component gears can transmit a driving force in a drive direction, wherein the first component is further associated with a first anti-rattle toothing and wherein on the second component an anti-rattle component is fixed in the form of a gear which is elastically supported by a radial spring assembly in the radial direction, wherein the radial spring assembly a plurality of individual spring elements which are distributed over the circumference.

With such individual spring elements, a radial spring arrangement of very simple and therefore inexpensive components can be realized.

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

In this way, a defined position of the spring elements with respect to the anti-rattle component and / or the second component can be established. If no radial pockets are present on one of anti-rattle component and second component, the spring elements are in frictional engagement with the respective component in the circumferential direction.

It is also of particular advantage if the spring elements are designed so that they have a different spring constant when compressed in the radial direction than in the circumferential direction.

In this non-inventive embodiment, the spring elements may be formed in several parts, with a part acting in the radial direction and with a circumferentially acting part. Preferably, however, the spring elements are integrally formed.

Due to 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 forces acting in the circumferential direction can be relatively large in comparison thereto. As a result, the radial spring arrangement can be better adapted to the operating conditions as a whole.

It is particularly advantageous if the spring elements are designed as tube elements or ring elements whose axis is preferably aligned parallel to the axes of the anti-rattle component and the second component.

In such a tubular or annular design of the individual spring elements, these can have both a radial and an acting in the circumferential direction elasticity.

According to a further embodiment, the spring elements each have an anti-rotation.

In this way it can be ensured that the spring elements do not lose their relative position with respect to the anti-rattle component or the second component. This is especially true when the spring elements are designed so that they have a different spring constant when compressed in the radial direction than in the circumferential direction. In the case of spring elements in the form of tubular elements or ring elements, such different elasticity can be set up by virtue of the fact that the tube or ring thickness is greater in one direction than in the other direction. Furthermore, such ring elements may also be formed slotted, so that in an axis through the slot and a center of the ring results in a higher spring rate than in a direction perpendicular thereto.

In all component pairings described herein, it is generally of particular importance that the anti-rattle component and the second component and the other components associated therewith are centered on one another as ideally as possible. As a result, contacting and concentricity-providing surfaces are preferably ground. This also applies if necessary for the individual spring elements, provided that they are made of a metallic material such as spring steel.

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 non-inventive component pairing according to the second aspect, if further means for centering the anti-rattle component are provided with respect to the second component.

These means can be arranged, for example, by conical surfaces, as in the non-inventive component pairing according to the first aspect.

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

The elastic ring can act in the radial direction parallel to the individual spring elements or a radial spring element, wherein the spring rates or elasticities required for the anti-rattle effect are essentially established by the radial spring arrangement and the elastic ring is essentially responsible for the centering. This parallel arrangement of an elastic ring and a radial spring arrangement between the anti-rattle component and the second component is considered to be an independent aspect not according to the invention.

According to a third aspect, the above object is achieved according to the invention according to claim 1 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 of a gear with a second component toothing, which is in engagement with the first component toothing, in order to be able to transmit a drive force in a drive direction via the component toothings, wherein the first component is further associated with a first anti-rattle toothing, wherein on the second component an anti-rattle component in the form of a gear is fixed, which has a second anti-rattle toothing with the first anti-rattle toothing in Intervention is, wherein the anti-rattle component is elastically mounted by means of a radial spring assembly in the radial direction, wherein the radial spring assembly is formed as over the circumference of the component pairing substantially continuous spring ring, the d at an inner peripheral portion mounted thereon the second component and engages an inner circumference of the anti-rattle component, wherein the second component has an axial recess, wherein the inner peripheral portion is formed by a radially outer peripheral surface of the Axialausnehmung, wherein the spring ring axially engages behind the Axialausnehmung and wherein an axial securing portion of the spring ring one of the second Component axially remote radial surface of the anti-rattle component engages behind to secure the anti-rattle component axially.

On the one hand, this embodiment of the invention makes possible an ideal centering of the anti-rattle component with respect to the second component. Furthermore, it is possible by such a radial spring arrangement to realize a variety of different functions or requirements with only one component.

In the invention according to the third aspect, an axial securing portion of the spring ring engages behind a radial surface of the anti-rattle member to axially secure the anti-rattle member.

As a result, the anti-rattle component can be fixed solely by means of the spring ring on the second component.

It is of particular advantage if the inner peripheral portion of the second component is conical, on which a conical bearing portion of the spring ring engages, such that the spring ring is centered relative to the second component.

The conical surfaces may be ground as described above to provide centering. By investing the spring ring on the inner circumference of the anti-rattle component indirectly centering the anti-rattle component can be achieved over this.

It is of particular advantage when the inner peripheral portion and the bearing section are aligned so that the spring ring is axially secured to the second component.

In this embodiment according to the invention, an axial recess is provided on an end face of the second component, which is preferably undercut in the form of a bevel, wherein the spring ring with its conical bearing section engages in this conical undercut. As a result, both an axial securing and a centering can be realized in a structurally simple manner.

Furthermore, it is advantageous if the spring ring is mounted in the circumferential direction movable with respect to the anti-rattle component. This may, for example, a Frictional engagement between the spring ring and the anti-rattle component are arranged in the circumferential direction to realize a damping property in the circumferential direction.

According to an alternative embodiment of the invention, the spring ring is mounted in the circumferential direction substantially positive fit with respect to the anti-rattle component. In this way it can be achieved that the radial spring element establishes an elasticity between the anti-rattle component and the second component both in the radial direction and in the circumferential direction. In preferred embodiments, these radial and tangential force effects can be set independently.

The following embodiments relate to the non-inventive component pairing according to the first / second aspect and / or to the invention according to the third aspect.

It is of particular advantage, as stated above, when the anti-rattle component is arranged or pushed away in the region of the meshing engagement with the first anti-rattle toothing in the radial direction of the first component, ie radially elastically evades in the region of the tooth engagement.

In this case, the anti-rattle component is usually biased toward the first component, so that the radial deflection takes place against the bias. In any case, a radial deflection of the anti-rattle component generally takes place in the region of the meshing engagement.

If the anti-rattle component and the second component are connected to each other via a frictional engagement, the frictional force can be increased by this deflection so that relative movements between the second component and the anti-rattle component are more strongly damped in the drive direction due to the frictional engagement. As a result, a turning of the component gears and consequently rattling or rattling can be prevented.

However, the radial deflectability of the anti-rattle component relative to the second component, on which the anti-rattle component is fixed, not only allows an increase in the frictional forces. Also, clamping effects during a two-flank rolling engagement can be reduced and preferably avoided.

Since the radial pushing away of the anti-rattle component takes place with a relatively small force, the loss of efficiency is essentially negligible. In addition, the forces required for radial deflection at the exit from the tooth engagement can be at least partially returned.

According to a further preferred embodiment, the anti-rattle component is arranged or formed such that a permanent two-flank rolling engagement is provided between the first and the second anti-rattle toothing.

In other words, the first and the second anti-rattle toothing are in rolling engagement such that, for example, always at least one tooth of the second anti-rattle toothing touches the two opposite flanks of a tooth gap of the first anti-rattle toothing. Although it is generally also conceivable that the anti-rattle toothing be designed so that between them also a certain backlash prevails (as it is usually present in the component teeth). In this case, however, the backlash of anti-rattle teeth is preferably smaller than the backlash of the component gears.

By the two-flank Wälzeingriff also relative movements of the components can be damped in the drive direction in both directions.

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

However, it is particularly preferred if the teeth of one of the anti-rattle toothings have a tooth thickness which is greater than or equal to the tooth gap of the teeth of the other anti-rattle toothing.

In other words, the two-flank rolling engagement is realized by making the backlash between the anti-rattle teeth zero and negative, respectively. If the tooth thickness is greater than the tooth gap, then the anti-rattle component is pushed away in the radial direction in the region of the meshing engagement of the anti-rattle toothings, ie away from the first component or towards the second component.

As mentioned above, this can increase a frictional force between the anti-rattle component and the second component in the drive direction.

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

This embodiment is particularly advantageous when the first Anti-rattle toothing is formed by the first component toothing. By this Zahndickenaufmaß can be achieved, for example, that the tooth thickness of the second anti-rattle toothing is greater than the largest tooth gap of the first anti-rattle toothing, under all operating conditions and all boundary conditions (functional, production-related (tolerances and any thermal and / or mechanical deformation of the components) ,

It is furthermore of particular advantage if the radial deflection of the anti-rattle component in the region of the tooth engagement with the first anti-rattle toothing is smaller than 500 μm, in particular smaller than 250 μm, particularly preferably smaller than 150 μm.

By dimensioning the anti-rattle toothing such that only such a small radial deflection is achieved, the efficiency of the anti-rattle measure can be very high, even if the hereby introduced into the anti-rattle component forces are sufficient 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 prestressed in the radial direction or elastically deflectable in the radial direction is in the range from 2 to 100 N / mm, in particular in the range from 5 to 20 N / mm.

It has been found that such spring rates can reduce clamping effects and, on the other hand, the effectiveness of the anti-tampering measure can be high. On the other hand, the desired damping characteristic for preventing rattling of the component teeth can be surely obtained.

The above dimensions concerning 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 of the shafts carrying the components in the range of 60 mm to 90 mm and / or to a maximum transmissible via the transmission torque in the range of 150 Nm to 300 Nm. For smaller or larger component pairings, these values must be adjusted accordingly.

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

In this way, the rotational backlash of the component gears can be compensated to 100%, since the anti-rattle component can be pressed radially into the first anti-rattle toothing of the first component, so that a tooth of the second anti-rattle toothing with the opposite edges of teeth of the first anti-rattle toothing is engaged.

The radial spring element may be formed as an annular wave spring element, but may also be designed as a "coil" spring or as a rubber spring.

The radial spring element can also fulfill the function of the friction engagement between the anti-rattle component and the second component, provided that the second non-inventive aspect is realized.

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

As a result of this measure, the anti-rattle component can be fixed to the second component indirectly (via the radial spring element) in the axial direction. On the other hand, the anti-rattle component in addition to the bias in the radial direction also be given a bias in the axial direction. In this way, a frictional engagement between the anti-rattle component and the second component can be set up or supported, in particular between a friction surface of the second component, which is aligned radially or obliquely, and between a corresponding friction surface of the anti-rattle component.

According to a further non-inventive embodiment, the radial spring element has a radially elastic arc section which is inserted in a radial groove of the anti-rattle component.

By this measure, the radial spring element can be fixed even in the axial direction of the second component. In addition, the radial spring element can be supported in the region of the radial groove on the second component in order to exert on the anti-rattle component an elastic bias in the radial and / or axial direction.

It is preferred if the radial spring element is made as an annular spring made of an elastically deformable material such as spring steel.

When spring steel is used for the radial spring element, the component pairing can reliably produce an anti-rattle effect over wide temperature ranges (in particular even at very low or very high temperatures, as is usual in motor vehicles).

The dimensions of the spring ring can be similar to an O-ring, the Spring ring is preferably formed hollow in the region between the inclined portion and the arc portion.

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

A steel radial spring element also has the advantage that the lubricant compatibility is better than, for example, O-rings. The same applies with regard to aging resistance.

According to a further non-inventive embodiment, the anti-rattle component on a radial spring portion and is supported radially on the second component, so that the anti-rattle component in the radial direction is elastically deflectable or biased toward the first component.

The function of the radial spring section is essentially the same as that of the separate radial spring element. The two non-inventive embodiments may also be combined with each other.

When forming the anti-rattle component with a radial spring portion, however, the number of parts of the component pairing can be reduced.

According to a further preferred embodiment, the radial spring section has a section arranged radially inside the anti-rattle toothing and curved in longitudinal section.

Due to the curved shape of the radial spring section, the radial elasticity of the radial spring section can be realized. Further, the arcuate portion can be used to support in the radial direction of the second component. Finally, the arcuate portion can also be used to engage in a radial groove of the second component to set the anti-rattle component in the axial direction of the second component.

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

According to a further embodiment not according to the invention, the radial spring section has a section which is cranked in longitudinal section.

In this non-inventive embodiment, the anti-rattle member thus has an approximately radially aligned portion with the anti-rattle teeth and a further, approximately radially aligned portion on the opposite side of the cranked portion, which is supported on the second component.

This additional section and the section with the anti-rattle toothing are offset from each other in the axial direction. By the intermediate cranked portion, the elastic deformability of the anti-rattle component can be realized in the radial direction.

Although it is generally preferred to connect the anti-rattle component and the second component to one another via a frictional engagement in the drive direction, the anti-rattle component can also be positively connected to the second component in the drive direction.

In this non-inventive embodiment, it may be advantageous if the anti-rattle component itself has a certain elasticity between the second anti-rattle toothing and the locating portion of the anti-rattle component in the drive direction in order to vaporize vibration excitations in the drive direction.

According to a further non-inventive embodiment, an axially projecting annular projection is formed on the second component, which faces the anti-rattle component.

The annular projection can be used for example as a guide means for guiding the anti-rattle component in the drive direction. However, the annular projection may also have other functions.

Furthermore, it is advantageous if the anti-rattle component is arranged laterally next to the second component.

This simplifies the construction, wherein an arrangement laterally next to the second component should also be understood to mean that the anti-rattle component is guided on an axially protruding annular projection of the second component. However, it is particularly preferred in this case if the anti-rattle toothings are arranged laterally next to the component toothings.

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

However, it is altogether advantageous if the anti-rattle component is made of plastic.

As a plastic, for example, polyamide can be used, which has a high strength and rigidity and a very good chemical Has durability. Furthermore, polyamide has a high resistance to wear and good sliding properties.

The mechanical properties can be adapted by fiber composites with glass or carbon fibers, in particular to reduce the water absorption.

Preferably, polyolefin-based additives are added to ensure high impact resistance.

Furthermore, the anti-rattle component made of plastic can be produced inexpensively. In addition, it is possible to manufacture the anti-rattle component made of plastic with relatively high precision, so that the backlash between the anti-rattle teeth can be made smaller than the backlash between the component gears.

Therefore, it is preferred if the anti-rattle component is manufactured with a higher precision than the second component.

According to a further preferred embodiment, the second anti-rattle toothing and / or the first anti-rattle toothing have teeth which are elastically deformable in the drive direction.

In this way, when the anti-rattle teeth have a backlash, noise that occurs when turning the anti-rattle teeth can be damped. However, the elastic deformability of the teeth in the drive direction can be useful even with a two-flank rolling engagement between the anti-rattle teeth, for the reasons mentioned above.

It is further preferred if the second anti-rattle toothing has teeth which are formed by the tooth head with radial slots.

In this way, the elastic deformability can be increased even with relatively stiff plastics (or other materials of anti-rattle component, such as steel).

The first anti-rattle toothing is formed according to a preferred embodiment of the first component.

As a result, the number of parts can be reduced.

It is preferred if the first anti-rattle toothing is aligned with the first component toothing, in particular in the axial direction. In other words, in this case teeth of the first component toothing can be aligned with teeth of the first anti-rattle toothing.

Furthermore, it is advantageous if the first anti-rattle toothing is part of the first component toothing.

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

In this way, the first component can be manufactured inexpensively.

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

In this embodiment, the anti-rattle teeth can be ideally matched to one another based on the geometry and / or the material selection.

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

A second noninventive aspect relates to a component pairing of a first component with a first component toothing and a second component with a second component toothing, which is in engagement with the first component toothing in order to be able to transmit a driving force in a drive direction via the component toothings, wherein the first Component is further associated with a first anti-rattle toothing, wherein on the second component, a anti-rattle component is mounted, which is mounted relative to the second component displaceable in the drive direction and a second anti-rattle toothing, which is engaged with the first anti-rattle toothing, and wherein the second component and the Anti-rattle component is assigned in each case a friction portion which are in frictional engagement with each other.

The component pairings according to the second aspect not according to the invention can be combined with the features of the component pairings of the first aspect, which is also not according to the invention, unless otherwise mentioned herein. Furthermore, the first and / or the second aspect may be realized in the non-inventive component pairing according to the first / second aspect and the invention according to the third aspect.

Due to the fact that the second component and the anti-rattle component are in frictional engagement with one another, the anti-rattle component is taken along by the second component in the stationary state, without any effect-reducing tension effects occurring. In case of vibration excitation, Starting from the steady state, the traction edge (also referred to as leading edge or as working edge) of the driving component of a thrust edge (also known as trailing edge or as non - working edge) of the driven component solve and even turn to the opposite edge (due to the generally existing backlash between the component gears). The relative movement between the two components is delayed or damped by means of the anti-rattle component or the friction engagement between the anti-rattle component and the second component.

In this case, the backlash between the anti-rattle teeth is preferably less than the backlash between the component gears. If the backlash between the anti-rattle toothings is greater than zero, it can be achieved that, in the event of a delay of the driving component, the second anti-rattle toothing initially turns over (due to the smaller backlash). During the further course of the movement of the driving component in the direction of the counter flank, this movement is then delayed due to the frictional engagement between the second component and 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, by the anti-rattle measures according to the present invention, no secondary tonal noise generated such. B. howling.

However, the backlash between the anti-rattle teeth can be zero even in the non-inventive component pairing according to the second aspect, so that a two-flank rolling contact is achieved.

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

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

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

It is of particular advantage if the friction sections are aligned radially, that is, in particular transversely to the extension of a single tooth of the component gears.

As a result, the second component and the anti-rattle component can be produced inexpensively. In helical gears also occurring during the meshing of the component gears axial force can be used to press, so as to press the anti-rattle component and the second component in the frictional engagement.

According to a further preferred embodiment, the friction sections are formed in the region of lateral end faces of the second component or of the anti-rattle component.

In this way, the friction portions can be manufactured inexpensively.

According to a further preferred embodiment, the friction sections are obliquely or conically shaped.

In this way, similar to synchronizations for manual transmission, with relatively low forces a high friction effect can be achieved.

Furthermore, it is advantageous if a friction section is formed directly on the second component.

As a result, the number of parts of the component pairing can be reduced.

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

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

Overall, it is also advantageous if guide means for guiding the anti-rattle component in the drive direction are formed on the second component.

In this way, the offset of the anti-rattle component with respect to the second component can be controlled in the drive direction.

Overall, it is also advantageous if the second component and the anti-rattle component are elastically braced against each other to press the friction portions together.

In this way it can be ensured that even over a longer life of the component pairing is always a sufficient frictional force for delaying the turning of the component gears available.

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

In this way, the snap ring on the action of the tapered surface, the second component and the anti-rattle component elastically press together, in particular in the axial direction.

Furthermore, it is preferred in this case if the conically tapered surface is formed on a further annular projection of the second component. In general, however, it is also conceivable that the conically tapered surface is formed on a first annular projection on which the anti-rattle component is guided.

According to a further embodiment, the anti-rattle component is pressed against the second component by means of a plate-ring spring, which is supported on a radial projection of the second component, in particular on a spring ring.

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

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

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

In this way, a friction element can be selected with a material that is optimized for the present application.

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

In this embodiment, the delay effect according to the invention can also be achieved over a longer service life when folding over the component toothings.

In this embodiment, it is likewise preferred if the second component and the anti-rattle component are pressed against one another by fastening means against the resistance of the at least one friction element.

In this way, a desired friction effect can be well adjusted.

The anti-rattle mechanism of the component pairing according to the invention is not a gear in mechanical engineering sense but a support mechanism for retaining or decelerating or damping the otherwise backlash in the rotational backlash and forth toothings. The anti-rattle measure is characterized by a high degree of efficiency, since the mechanism acts only on the oscillation of the teeth, but otherwise only internal forces act between the anti-rattle component and the second component. Since the anti-rattle component can be formed relatively narrow (for example in the range of 0.5 to 8 mm, in particular from 1 to 5 mm), there are no significantly increased splashing losses.

The anti-rattle mechanism can be provided with low weight and at low cost. Noise such as howling is not generated. In load change beating (ie low-frequency turnover) the anti-rattle mechanism is suppressed. Since the mechanism in this case only during the phase of turning over the gears in effect, this results in no deterioration in the efficiency.

In contrast to measures of the prior art, in the non-inventive second aspect, the anti-rattle component and the second component in the drive direction are mutually movable. Since the anti-rattle component and the second component are in operative relationship via the friction grip, the free flight phase of the component toothings during turnover can consequently be minimized, in particular when the backlash between the anti-rattle toothings is smaller than the backlash between the component toothings.

The first and the second anti-rattle toothing come into positive engagement with each other according to the type of toothing. However, according to the second aspect not according to the invention, the toothings do not generally have to be involute toothings such as the component toothings. Rather, the contour of the teeth of the anti-rattle teeth can be profiled spherical or convex. Ideally, the teeth of the anti-rattle teeth are in one point or in a line. Any profile pairings (convex-convex, plano-convex or convex-plan) are conceivable.

While the anti-rattle component according to the second non-inventive aspect is preferably in frictional engagement with the second component (ie in the stationary state in frictional engagement in the drive direction with the second component is connected), it is in an alternative embodiment according to the non-inventive first aspect also possible to connect the anti-rattle component in the drive direction form-fitting manner with the second component.

In this non-inventive embodiment, the anti-rattle property of the anti-rattle component can be realized substantially via the radial and / or tangential elasticity of the anti-rattle component.

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

Overall, the following is to be noted: The aim is a 100% as possible game elimination by 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 (especially smaller 20 microns, preferably about 2-4 microns) is pressed into the Gegenzahnradlücke. The rolling effects of circumferential gears are not hindered, tonal and other stochastic noise 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 radial-elastisch 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 be preferably generated so that the anti-rattle component (micro gear) is pressed with two flank rolling engagement due to its thicker teeth against the largest Gegenzahnradlücke radially elastic in the Gegenzahnradlücke. The forces used for this purpose can generally be generated arbitrarily by magnetism, spring force, hydraulics, pneumatics, etc., even if only the variant of the spring elasticity is presented here.

The arrangement of the anti-rattle component (micro gear) can be done at Geradverzahnungen arbitrarily on one or the other or both sides of the mother gear. In helical gears can be depending on the direction of the helix angle preferential sides of the axial arrangement, such as one or the other side of the nut gear. Because in this case, the micro gear could be either pressed axially on the nut gear or pushed away from this as a result of the resulting superimposition of forces. Overall, however, the executed constructions are preferably to be dimensioned so that, no matter what forces act, the effect of rattling is suppressed as 100% as possible, the radial and / or Tangentialscherelastizität is given and / or the micro gear non-positively or positively in position remains unintentionally pressed axially against the nut gear or pushed away from it. In some designs made it may be that there is no free choice of the arrangement of the micro gear on any face of the nut gear. If an unfavorable position of the microgear thus results in such constraints, and thus also unfavorable superpositions of forces, then suitable constructions are to be selected, such as support rims, spring washers, etc., so that the microgear is not unintentionally pushed axially away from the nut gear.

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

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the invention.

Embodiments are illustrated in the drawings and will be explained in more detail in the following description. Show it:

1 a schematic development of a component pairing of a fixed gear and a loose wheel according to a first embodiment;

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 not according to the invention;

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

6 a schematic representation of a component pairing;

7 a schematic representation of a tooth engagement of a component pairing;

8th a longitudinal sectional view through a component pairing according to the non-inventive first aspect;

9 an alternative embodiment of a component pairing according to the non-inventive first aspect;

10 an exploded perspective view of a component pair according to the non-inventive second aspect;

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 non-inventive second aspect;

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

15 one of the 14 Comparative illustration of a modified non-inventive embodiment of the component pairing of 13 ;

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

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 invention according to the third aspect;

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

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

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 non-inventive 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.

In this way, rattle noise, as they occur in conventional component pairings, can be reduced efficiently.

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 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 a non-inventive embodiment shown in the alternatively or additionally the anti-rattle component 30 elastically deformable in the radial direction trained 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 non-inventive 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 , Furthermore, the component pairing has 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 anti-rattle 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 is generally 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. There is 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 16 8 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, component pairings may be realized according to a first aspect not according to the invention and / or according to a second aspect not according to the invention. Put simply, according to the first aspect, the anti-rattle toothings can be mounted so as to be movable relative to one another in the radial direction, with a certain elasticity and / or damping property. According to the second aspect, the anti-rattle gears may be movably supported (i.e., circumferentially) against each other, again with either elastic or damping coupling such as a frictional engagement.

Hereinafter, various non-inventive component pairings based on 8th and 9 , and by the 10 - 15 or component pairs according to the invention on the basis of 16 - 21 explained. In all component pairings, the non-inventive first and / or the second aspect can be realized. The above general description regarding the non-inventive first aspect and the non-inventive second aspect should therefore also apply to the following description of the component pairings according to the non-inventive first and second aspect and the invention according to the third aspect, 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 non-inventive component pairing according to the first aspect 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 one axial projection 42 an axial recess on. The anti-rattle toothing 30 is "cranked" in the radial direction and has a radially inner portion disposed 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 non-inventive embodiment of a component pairing according to the first aspect 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 non-inventive 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 non-inventive embodiments 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 component pairing according to the non-inventive first aspect and also for the the following component pairing according to the non-inventive second aspect and the invention according to the third aspect, 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 non-inventive component pairings according to the second aspect are shown.

The non-inventive component pairing according to the second aspect 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 non-inventive 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 non-inventive 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 non-inventive embodiment, as shown 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 non-inventive embodiment of 15 are the anti-rattle component 30 and the second component 14 formed substantially identical to the non-inventive embodiment of 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 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 noninventive 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 are shown according to the invention according to the third aspect. In the 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 designed 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 non-inventive first aspect and / or elasticity and / or damping in the circumferential direction according to the non-inventive 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 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 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 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 a plurality of sets of wheels, an anti-rattle measure is preferably formed on at least one, preferably each of the wheel sets, as above. In this case, it is preferable if the drive train in which the transmission is used has no dual-mass flywheel on the output side of the internal combustion engine. For this case, it is preferred if not only the wheelsets are formed with a anti-rattle measure, as described above, but also if rattle vibrations of the synchronizer rings are reduced in the transmission, for example by clipping corrugated springs between the 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 that has an internal combustion engine 182 and a starting clutch 184 having. Furthermore, the powertrain includes 180 an executed in Vorgelegebauweise step transmission 186 in the usual way a plurality of wheelsets 188 includes. The wheelsets 188 are switchable by means of clutches (synchronous clutches) to different gears of the stepped transmission 186 to design or interpret. The wheelsets 188 typically include a constant gear set and a plurality of sets of wheels each including a loose wheel and one or more fixed wheels.

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

In the powertrain 180 of the 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 gear sets 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.

With regard to the dimensioning of the component pairings according to the invention, the following should also be noted. In each application, the dimensions or geometries according to the required physical principles of action are each individually determined by usable calculation approaches and - if they are not sufficiently known or existed - by empirical experiment votes exactly so that the required function of the function carrier / components in each conceivable functional case full and as desired - as described above - is met.

The named numerical values apply in particular to a manual transmission of a passenger vehicle with a displacement of 1.6 liters and a maximum transmittable torque of 217 Nm. The main axle is between drive shaft and secondary shaft 72 mm. Any other design of the component pairing must be individually re-tuned. It is approximately true that the parameters speed, amplitude of the angular acceleration and moments of inertia in a rational ratio linearly affect these named forces and spring stiffness of the component pairing. Expressed in simplified terms, therefore: double speed, or double amplitude of the angular acceleration or double mass moment of inertia of the loose part to be prevented by the component pairing on rattling and rattling must be achieved with a doubling of the spring forces and stiffnesses. Conversely, the same applies to halving the named parameters. For the tooth thickness widening of the micro gear (applies at least in the non-inventive component pairing according to the first aspect) generally independent of the size and design of the gearbox: The tooth thickness of the micro gear must always be greater than ever occurring by manufacturing variations, thermal expansion or mechanical deformation tooth space of the counter wheel , so that it is always ensured that the two-flank gear pairing of the micro gear eliminates any backlash to the mating gear by 100%.

Claims (12)

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 ), wherein 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 ) as over the circumference substantially continuous spring ring ( 70 ) is formed, which on an inner circumference ( 74 ) of the anti-rattle component ( 30 ), wherein the second component ( 14 ) an axial recess ( 73 ), characterized in that the spring ring ( 70 ) at an inner peripheral portion ( 72 ) of the second component ( 14 ) is supported by a radially outer peripheral surface of the axial recess ( 73 ) is formed, wherein the spring ring ( 70 ) the axial recess ( 73 ) axially engages behind and wherein an axial securing portion ( 78 ) of the spring ring ( 70 ) one of the second component ( 14 ) axially remote radial surface ( 80 ) of the anti-rattle component ( 30 ) behind the anti-rattle component ( 30 ) axially secure. Component pairing according to claim 1, characterized in that the anti-rattle component ( 30 ) and the second component ( 14 ) are clamped axially against each other. Component pairing according to claim 1 or 2, 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 3, 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 1-4, 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 1-4, 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 1-6, characterized in that the anti-rattle component ( 30 ) is arranged or formed such that in the region of the tooth engagement with the first anti-rattle toothing in the radial direction ( 115 ) of the first component ( 12 ) is pushed away. Component pairing according to one of claims 1-7, characterized in that the anti-rattle component ( 30 ) is arranged or formed such that between the first and second anti-rattle teeth ( 32 . 33 ) a permanent two-flank rolling engagement is given. Component pairing according to one of claims 1-8, characterized in that the teeth of a ( 33 ) of anti-rattle teeth ( 32 . 33 ) have a tooth thickness which is greater than or equal to the tooth gap of the teeth of the other anti-rattle toothing ( 32 ). Component pairing according to one of claims 1-9, characterized in that the pitch of the component gears and the associated anti-rattle teeth is identical. Transmission with at least one component pairing according to one of claims 1-10. Drive train for a motor vehicle with a transmission according to claim 11.

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