DE102018128546A1 - Damper device for a belt transmission and a belt transmission - Google Patents

Abstract

The invention relates to a damper device (1) for a belt transmission (2), comprising a first rail half (3) and a second rail half (4), which are connected to one another, the two rail halves (3, 4) together comprising at least the following components : - at least one sliding surface (6, 7) for damping abutment against a belt (5) of a belt transmission (2); - a pivoting means receptacle (8) for pivotably supporting the damper device (1) on a pivoting means (9); and- at least one connecting device (10, 11, 12, 13) by means of which the two rail halves (3, 4) are connected to one another. The damper device (1) is characterized in particular by the fact that a stiffening bar (14, 15, 16) projects axially on the first rail half (3) and a corresponding stiffening opening (17, 18, 19, 20) in the second rail half (4 ) are provided, the stiffening bar (14, 15, 16) extending into the corresponding stiffening opening (17, 18, 19, 20) and being supported transversely at least on one side in the stiffening opening (17, 18, 19, 20) Reduced noise emission and improved efficiency can be achieved here by means of a pairing of stiffening beams and stiffening opening in the two rail halves.

Description

The invention relates to a damper device for a belt transmission, a belt transmission with such a damper device, a drive train with such a belt transmission, and a motor vehicle with such a drive train.

A belt transmission, also referred to as a cone pulley belt transmission or CVT (continuous variable transmission), for a drive train, for example of a motor vehicle, comprises at least one first cone pulley arranged on a first shaft and one second cone pulley arranged on a second shaft, and one for torque transmission between the belt means provided for the conical pulley pairs. A pair of conical disks comprises two conical disks which are aligned with one another with corresponding conical surfaces and are axially movable relative to one another. The (first) conical disk, also known as a loose disk or moving disk, can be moved along its shaft axis and the (second) conical disk, also known as a fixed disk, is fixed in the direction of the shaft axis. Such belt drives have been around for a long time, for example from DE 100 17 005 A1 or the WO 2014/012 741 A1 , known. In operation of the belt transmission, the belt means is displaced in a radial direction between an inner position (small active circle) and an outer position (large active circle) due to the conical surfaces of the conical disks by means of a relative axial movement of the conical disks of a conical disk pair. The belt means therefore runs on a variable effective circle, that is to say with a variable running radius. As a result, a different speed ratio and torque ratio can be continuously adjusted from one pair of conical disks to the other pair of conical disks.

The belt means forms two strands between the two pairs of conical disks, whereby depending on the configuration and the direction of rotation of the pairs of conical disks, one of the strands forms a pull strand and the other strand a push strand, or a load strand and an empty strand.

The direction perpendicular to the (respective) strand and pointing from the inside to the outside or vice versa is called the transverse direction. The transverse direction of the first run is therefore only parallel to the transverse direction of the second run if the running radii of the two conical disk pairs are of the same size. The direction perpendicular to the two strands and pointing from one conical disk to the other conical disk of a pair of conical disks is referred to as the axial direction. So this is a direction parallel to the axes of rotation of the conical disk pairs. The third spatial direction in the (ideal) plane of the (respective) run is referred to as the running direction or as the opposite direction or as the longitudinal direction. The running direction, transverse direction and axial direction thus span a Cartesian coordinate system that moves during operation. Although the aim is that the running direction form the ideally shortest connection between the adjacent running radii of the two conical disk pairs, in dynamic operation the orientation of the respective run can deviate from this ideally shortest connection in the short term or permanently.

In such belt drives, at least one damper device is provided in the space between the conical disk pairs. Such a damper device can be arranged on the pull strand and / or on the push strand of the belt and serves to guide and thus to limit vibrations of the belt. Such a damper device is to be designed primarily with regard to an acoustically efficient traction device guide (looping device guide). The length of the adjacent (sliding) surface for guiding the belt and the stiffness of the damper device are decisive influencing factors. A damper device is designed, for example, as a sliding shoe or as a sliding guide with only one-sided, usually space-dependent (transverse to the belt) inner surface, that is to say arranged between the two strands, of the contact surface. Alternatively, the damper device is designed as a slide rail with a contact surface on both sides, that is to say both on the outside, that is to say outside of the wrapping circle formed, and on the inside contact surface of the relevant strand of the wrapping means.

The damper device is mounted on a pivot means with a pivot axis by means of a pivot means receptacle, whereby pivoting of the damper device about the pivot axis is made possible. In some applications, the damper device can also be moved transversely, so that the damper device follows a (steeper oval) curve which deviates from a circular path around the pivot axis. The swivel axis thus forms the center of a (two-dimensional) polar coordinate system, the (pure) swivel movement thus corresponding to the change in the polar angle and the transverse movement corresponding to the change in the polar radius. For the sake of clarity, this translational movement, which is superimposed on the swivel movement, that is to say superposed, will be disregarded and summarized under the term swivel movement. The pivot axis is oriented transversely to the running direction of the belt, that is to say axially. This ensures that when adjusting the effective circles (running radii) of the Belt transmission the damper device can follow the resulting new (tangential) orientation of the belt means.

In order to increase the damping effect and thus (primarily) reduce noise emissions, the aim so far has been to achieve the longest possible (longitudinal) extension of the sliding surface and the highest possible rigidity of the sliding surface. This is difficult given the smallest possible space and at the same time the need to track the damper device. However, the latest internal findings and more precise simulation models have surprisingly shown that only the longest possible extension and the greatest possible rigidity of the sliding surface do not do justice to all stress events, and especially not all vibration excitations.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful manner, with the explanations from the following description and features from the figures, which include supplementary embodiments of the invention, being able to be used for this purpose.

• - zumindest eine Gleitfläche zum dämpfenden Anliegen an einem Umschlingmittel eines Umschlingungsgetriebes;
• - eine Schwenkmittelaufnahme zum schwenkbaren Abstützen der Dämpfervorrichtung auf einem Schwenkmittel; und
• - zumindest eine Verbindungseinrichtung, mittels deren die beiden Schienenhälften miteinander verbunden sind.

The invention relates to a damper device for a belt transmission, comprising a first rail half and a second rail half, which are connected to one another, the two rail halves jointly comprising at least the following components:

• - At least one sliding surface for damping abutment against a belt of a belt transmission;
• - A pivot means receptacle for pivotably supporting the damper device on a pivot means; and
• - At least one connecting device by means of which the two rail halves are connected to one another.

The damper device is characterized in particular by the fact that a stiffening bar projecting axially on the first rail half and a corresponding stiffening opening in the second rail half are further provided.
wherein the stiffening bar extends into the corresponding stiffening opening and is supported transversely at least on one side in the stiffening opening.

In the following, reference is made to the spatial axes of the previously mentioned co-moving coordinate system. Unless explicitly stated to the contrary, ordinal numbers used in the preceding and subsequent description serve only to clearly distinguish them and do not reflect the order or ranking of the components identified. An ordinal number greater than one does not necessarily mean that another such component must be present.

The damper device is set up according to the prior art for damping a belt, for example a link chain or a belt, a belt transmission with two conical pulley pairs. The wrapping means is designed, for example, as a traction means or as a push belt. This means that the damper device is set up for one of the two strands of the belt, for example in the case of a configuration as a traction drive for the pull strand, which then forms the load strand. Alternatively, the empty run or both runs are guided by means of such a damper device. If one speaks here of guiding the run, this also means damping the run, because the belt means accelerates the upstream cone pulley pair in the direction of travel in the run in a direction that deviates from the ideal tangential direction of the set active circles of the two cone pulley pairs to the outside. This results in shaft vibrations that affect efficiency and lead to noise emissions.

For guiding or damping, the damper device has at least one sliding surface, which rests on the strand to be guided, that is to be damped, from the transversely outside and / or on the strand to be guided transversely inside. The sliding surface thus forms a contact surface which extends in the running direction and counteracts the transversely oriented amplitude of the shaft vibrations of the run to be damped.

A pivoting means receptacle is provided so that the damper device can follow the (ideal) running direction which is oriented depending on the respectively set active circles on the two conical disk pairs. This pivoting means receptacle is pivotably mounted on an axially aligned pivot axis formed by a pivoting means, for example in the manner explained at the outset. As a result, the damper device is set up in such a way that the at least one sliding surface follows the respective orientation of the tangential direction, that is to say the running direction of the strand to be guided, and abut against the strand on the outside or inside.

The damper device described here is constructed in several parts and comprises a first rail half and a second rail half, which are connected to one another. In an advantageous embodiment, a first rail half can first be mounted on the run to be guided, for example by introducing the first rail half into a gear housing before the run is applied to the conical disks. Only then is the second half of the rail applied to the run to be guided and connected to the first half of the rail. For this purpose, at least one connecting device is provided, wherein in a preferred embodiment the connecting device is configured as a bayonet lock and the rail halves are first placed axially on top of one another with a transverse offset and then brought into the end position with a relative transverse movement and are connected to one another. For this purpose, the bayonet catch has a receiving opening and a corresponding hook, the receiving opening being arranged in one of the two rail halves and the corresponding hook on the other rail half. The rail halves are then by means of gripping the hook behind, namely by dipping the hook through the receiving opening and the hook resting on a corresponding undercut surface which is formed adjacent to the receiving opening. In one embodiment, the two rail halves are detachably connected to one another, so that the damper device can be removed easily, preferably without the use of tools, during maintenance work. The two rail halves then lie against one another in a connecting plane, the connecting plane preferably forming a mathematical plane (taking into account technically meaningful implementation) which is spanned by the running direction and transverse direction, i.e. to which the axial direction is normally oriented.

In one embodiment, in addition to the two rail halves, the damper device does not include any further separate components, that is to say each rail half is made in one piece and the damper device is formed in two parts.

In one embodiment, an assembly lock is provided, which is conventionally arranged as two snap hooks that are locked together. As an alternative or in addition, the assembly lock is integrated in the installation space of the bayonet lock. This integration of the assembly lock enables an increase in mass and an increase in stiffness. In a preferred embodiment, the bayonet catch is arranged on the back of the sliding surface in pairs in the direction of travel far outside. The assembly lock acts on the hook of the bayonet catch in such a way that the hook can no longer be moved transversely relative to the receiving opening and thus the rail halves relative to one another. For example, a positive connection is formed, for example by means of a separate insert element, which is inserted into the receiving opening with a corresponding transverse length and / or shape of the remaining opening cross-section of the receiving opening when the rail halves have been brought to one another in the end position.

Secured in this way, the rail halves remain in the connected position unless the assembly lock is actively removed from the outside.

It has now been found that the damper device not only swings about its extent in the direction of travel, but also bends upward away from the connection plane, that is to say bending vibrations are induced in the transverse direction in the transverse direction as a result of a torque about the axis of the direction of travel or transverse forces. The torque or the transverse forces are induced, for example because the natural frequency of the damper device can be in the range of the natural frequency of the run to be damped. The noise emissions are due to an uneven and therefore insufficient contact of the sliding surfaces over their axial extension. This suggestion, however, cannot be explained by the flat and even impact of the run on the sliding surfaces; So far, attempts had been unsuccessful to counteract the sliding surface with a one-piece or axially tightly braced (two-part) sliding surface in conjunction with a stiffening of the sliding surfaces with corresponding transverse webs and ribs on the outside. This excitation transverse to the wave movement of the run to be damped was neither known nor expected, but has a major influence on the damping properties and the generation of noise emissions.

It is therefore desirable to increase the stiffness of the damper device against such bending vibrations or to change the natural frequency of the damper device, which was previously not considered necessary.

It is now proposed here that at least one axially projecting (first) stiffening bar is provided on the first rail half and a corresponding (first) stiffening opening in the second rail half, or alternatively or additionally an axially projecting (second) stiffening bar on the second rail half and a corresponding one (Second) stiffening opening are provided in the first rail half. For example, the pairings of stiffening bar and stiffening opening are each arranged mirrored, with identical rail halves (compare below) preferably identical.

The stiffening bar extends into the corresponding stiffening opening and is supported transversely at least on one side in the stiffening opening. The rail halves are thus efficiently supported against each other against bending. In addition, in one embodiment, the axial length of overlap and / or the rigidity of the overlapping elements, that is to say the stiffening bars, is significantly increased in comparison to conventionally overlapping elements, for example the hook of a bayonet catch. In addition, this function is separated from the other components, so that the load due to a bending movement is not or only significantly reduced in the connecting device and / or assembly safety device.

The damper device proposed here has an increased rigidity and increased strength in the assembled state compared to previously known solutions and is therefore better designed to counteract vibrations caused by bending.

According to an advantageous embodiment of the damper device, the first rail half and the second rail half are constructed identically.

In this embodiment, two identical rail halves are provided, as is already known, for example, in some conventional embodiments. In one embodiment, only a few components of the damper device, preferably all components formed in one piece, are identical in construction. The two rail halves are preferably of identical construction overall, that is to say they are of identical construction, so that they can be produced using an always identical production method, during injection molding by means of a single mold. This reduces manufacturing costs and there is no risk of confusion during assembly.

It is further proposed in an advantageous embodiment of the damper device that the second rail half has a mounting opening into the stiffening opening, into which the stiffening bar can be inserted during mounting, corresponding to a lateral mounting path for the connecting device.

This embodiment supports simple assembly, in that the at least one pairing of stiffening beam and stiffening opening can easily be threaded into one another when the two rail halves are being assembled. In one embodiment with a bayonet lock with a longitudinal connection direction as explained above, the stiffening beam is first inserted axially into a mounting opening which is offset longitudinally, that is to say in the running direction. The assembly opening is designed to be transversely expanded compared to the stiffening opening. This facilitates threading when the two rail halves are placed axially on top of one another. During the subsequent longitudinal closing movement of the two rail halves against each other, the stiffening bar is moved into the stiffening opening. The stiffening opening is not necessarily narrower than the mounting opening, but is set up to absorb force in the transverse direction with little play.

The stiffening opening is preferably designed with a reduced transverse play compared to the mounting opening or forms an interference fit with the inserted stiffening bar. The stiffening bar and / or the stiffening opening preferably do not form a longitudinal stop with the other half of the rail.

In one embodiment, an inclined and / or rounded transition area is formed between the assembly opening and the stiffening opening to facilitate assembly, particularly in the case of a connection with very little play or an interference fit. This prevents the pairing of the stiffening beam and stiffening opening from chewing and preferably aligns the portions of the at least one sliding surface of the two rail halves with respect to one another. In one embodiment, the sliding surfaces are aligned only with respect to one another from the strand to be guided, and the connection between the stiffening beam and the stiffening opening has play and / or is elastically adaptable to the necessary transverse forces for aligning the at least one sliding surface.

It is further proposed in an advantageous embodiment of the damper device that the stiffening opening and / or the stiffening bar has at least one spring element which acts transversely on the stiffening bar.

In this embodiment, at least one spring element is set up for bracing the stiffening beam against the stiffening opening. The stiffening bar is pressed by the spring element directly against a wall of the stiffening opening arranged opposite the spring element and / or is elastically supported indirectly via the at least one spring element on the stiffening opening. In one embodiment, spring elements are provided transversely on both sides.

A spring element is, for example, a leaf spring, a coil spring or the like. At least one of the spring elements is a separate component in one embodiment and an integral part of the rail half in another embodiment, for example as a solid-state spring. Such a spring element is attached to the rail half with the stiffening opening or to the rail half with the stiffening beam. Alternatively, the spring element is a separate component to be assembled separately, for example a wedge element.

It is further proposed in an advantageous embodiment of the damper device, two sliding surfaces being formed which are connected to one another by means of at least one connecting web, the connecting web being designed with a transverse extension.

• - eine äußere Gleitfläche;
• - eine innere Gleitfläche, welche zu der äußeren Gleitfläche mit einem Transversalabstand angeordnet und parallel-entgegengerichtet ausgerichtet ist;
• - eine Schwenkmittelaufnahme; und
• - zumindest einen Verbindungssteg, mittels welchem der Transversalabstand zwischen der äußeren Gleitfläche und der inneren Gleitfläche überbrückt ist und die äußere Gleitfläche und die innere Gleitfläche miteinander verbunden sind,

wobei die Gleitflächen zum dämpfenden Anliegen an einem Trum eines Umschlingmittels eingerichtet sind und die Schwenkmittelaufnahme für ein Ausrichten der Gleitflächen abhängig von der Ausrichtung des zu dämpfenden Trums eingerichtet ist, sodass die Gleitflächen eine Laufrichtung für das zu dämpfende Trum lotrecht zu einer Transversalrichtung definieren.According to this embodiment, it is proposed to design the damper device as a slide rail, at least the following components being provided:

• - an outer sliding surface;
• an inner sliding surface which is arranged at a transverse distance from the outer sliding surface and is oriented in a parallel-opposite direction;
• - a swivel means holder; and
• at least one connecting web, by means of which the transverse distance between the outer sliding surface and the inner sliding surface is bridged and the outer sliding surface and the inner sliding surface are connected to one another,

wherein the sliding surfaces are designed for damping abutment against a strand of a wrapping means and the pivoting means receptacle is designed for aligning the sliding surfaces depending on the orientation of the strand to be damped, so that the sliding surfaces define a running direction for the strand to be damped perpendicular to a transverse direction.

The connecting web establishes the mechanical connection between the two sliding surfaces and, for this purpose, has stiffening elements, for example ribs, in one embodiment. In one embodiment, the connecting web is arranged only on one (axial) side of the run. For a high degree of rigidity, a connecting web is provided (axially) to the left and right of the run, so that a sliding channel enclosing the run to be guided is formed.

In one embodiment it is proposed here that the stiffening opening is formed as a depression in the region of the connecting web. The area of the connecting web is the axial extension of the purely transversely extending web part of the connecting web, which is located axially outside of the sliding surfaces, that is, an area in axial overlap with the connecting web.

In a known embodiment, a snap hook is provided there or simply a through opening, because it was assumed that stiffening elements in this area would lead to oversizing and material could be saved. On the contrary, it is proposed here that the sliding surfaces are stiffened, on the one hand by means of ribs and on the other hand by means of at least one pairing of stiffening bar and stiffening opening as described above. The depression is delimited by a longitudinal rib which extends in the longitudinal direction (running direction). This creates a longitudinal (approximately) constant or only slightly decreasing stiffness in comparison to an embodiment without a depression in the region of the connecting web. In comparison to such an embodiment, the bending stiffness of the respective rail in the region of the depression is not weakened, or is only slightly weakened, in that this task is performed by the stiffening beam introduced.

It is further proposed in an advantageous embodiment of the damper device that at least one of the sliding surfaces of the damper device is asymmetrical to a connecting plane in the running direction of a belt means to be damped.

• - eine Getriebeeingangswelle mit einem eingangsseitigen Kegelscheibenpaar;
• - eine Getriebeausgangswelle mit einem ausgangsseitigen Kegelscheibenpaar;
• - ein Umschlingmittel, mittels welchem das eingangsseitige Kegelscheibenpaar mit dem ausgangsseitige Kegelscheibenpaar drehmomentübertragend verbunden ist; und
• - zumindest eine Dämpfervorrichtung nach einer Ausführungsform gemäß der obigen Beschreibung,

wobei die zumindest eine Dämpfervorrichtung:

• - zum Dämpfen des Umschlingmittels mit der zumindest einen Gleitfläche an dem Umschlingmittel anliegt.

According to a further aspect, a belt transmission for a drive train is proposed, comprising at least the following components:

• - A transmission input shaft with a pair of conical disks on the input side;
• - A transmission output shaft with a pair of conical pulleys on the output side;
• - A belt means by means of which the pair of input conical disks is connected to the pair of output conical disks in a torque-transmitting manner; and
• at least one damper device according to an embodiment as described above,

wherein the at least one damper device:

• - For damping the belt with the at least one sliding surface abuts the belt.

With the belt transmission proposed here, a torque of one Transmission input shaft can be transmitted to a transmission output shaft, and vice versa, in a step-up or step-down manner, the transmission being continuously adjustable, at least in some areas. A belt transmission is designed, for example, as shown at the beginning and the damper device fulfills the task explained at the outset.

The components of the belt transmission are usually enclosed and / or supported by a gear housing. For example, the swivel bearing for the swivel means receptacle is fastened to the gear housing as a holding tube and / or is movably mounted. The input shaft and the output shaft extend from outside into the gear housing and are preferably supported on the gear housing by means of bearings. The conical disk pairs are enclosed by means of the gear housing, and the gear housing preferably forms the abutment for the axial actuation of the movable conical disks. Furthermore, the transmission housing preferably forms connections for fastening the belt transmission and for example for the supply with hydraulic fluid. For this purpose, the gear housing has a variety of boundary conditions and must fit into a given installation space. This interaction creates an inner wall that limits the shape and movement of the components. This represents the decisive limitation for the swiveling damper device, so that the shape to achieve the best possible damping property must be constructed on the basis of the gear housing or its inner wall.

The belt transmission proposed here has one or two damper devices, of which at least one damper device has a particularly low inclination for bending vibrations as described above. This is achieved by creating at least one pairing of stiffening bars and stiffening opening, which preferably significantly increases the axial length of overlap and also the rigidity of the overlapping elements, i.e. the stiffening bars, compared to conventionally overlapping elements, for example the hooks of a bayonet catch.

According to a further aspect, a drive train is proposed, comprising a drive unit with an output shaft, at least one consumer and a belt transmission according to one embodiment according to the above description, the output shaft for torque transmission by means of the belt transmission being connectable to the at least one consumer with variable transmission ratio.

The drive train is set up to transmit a torque provided by a drive unit, for example an internal combustion engine and / or an electrical machine, and output via its drive shaft, for example, the combustion shaft and / or the (electrical) rotor shaft, for use as required, So taking into account the required speed and torque. One use is, for example, an electrical generator for providing electrical energy or the transmission of a torque to a drive wheel of a motor vehicle to propel it.

In order to transmit the torque in a targeted manner and / or by means of a manual transmission with different gear ratios, the use of the belt transmission described above is particularly advantageous because a large gear ratio spread can be achieved in a small space and the drive unit can be operated with a small optimal speed range. Conversely, a recording of an inertia energy introduced by, for example, a drive wheel, which then forms a drive unit in the above definition, can be implemented by means of the belt transmission on an electric generator for recuperation, that is to say the electrical storage of braking energy, with a correspondingly configured torque transmission line. Furthermore, in a preferred embodiment, a plurality of drive units are provided which can be operated in series or in parallel or can be operated decoupled from one another and whose torque can be made available as required by means of a belt transmission according to the above description. An application example is a hybrid drive train, comprising an electric drive machine and an internal combustion engine.

The belt transmission proposed here enables the use of a damper device that efficiently utilizes the available installation space, so that very good damping properties can be achieved due to an increase in the rigidity against a chain vibration-induced bending movement. The noise emissions of such a drive train are thus reduced. The efficiency can also be increased as a result of a reduction in the vibrations. In addition, reduced wear on the belt means and on the damping device can be achieved and the life of the belt transmission can thus be extended.

According to a further aspect, a motor vehicle is proposed, comprising at least one drive wheel which can be driven by means of a drive train according to an embodiment as described above.

Most motor vehicles today have a front-wheel drive and partially arrange the drive unit, for example an internal combustion engine and / or an electrical machine, in front of the driver's cab and transversely to the main direction of travel. The radial installation space is particularly small in such an arrangement and it is therefore particularly advantageous to use a small-sized belt transmission. The use of a belt transmission in motorized two-wheelers is similar, for which in comparison to previously known two-wheelers, increased performance is always required with the same installation space. With the hybridization of the drive trains, this problem is exacerbated for rear axle arrangements, and also here both in the longitudinal arrangement and in the transverse arrangement of the drive machines.

In the motor vehicle proposed here with the drive train described above, low noise emission is achieved, which means that less effort is required with regard to sound insulation. This means that less space is required for the belt transmission. It is also possible, as an alternative or in addition, to set up low noise emissions and a long service life.

• 1: in räumlicher geschnittener Ansicht eine Dämpfervorrichtung;
• 2: in räumlicher Ansicht einer Schienenhälfte;
• 3: in Schnittansicht eine Paarung aus Versteifungsbalken und Versteifungsöffnung in einer ersten Ausführungsform;
• 4: in Schnittansicht eine Paarung aus Versteifungsbalken und Versteifungsöffnung in einer zweiten Ausführungsform;
• 5: ein Umschlingungsgetriebe mit einem mittels Gleitschiene geführten Trum; und
• 6: ein Antriebsstrang in einem Kraftfahrzeug mit Umschlingungsgetriebe.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred configurations. The invention is in no way limited by the purely schematic drawings, it being noted that the drawings are not true to size and are not suitable for defining size relationships. It is shown in

• 1 : a three-dimensional sectional view of a damper device;
• 2nd : in a spatial view of a rail half;
• 3rd : a sectional view of a pairing of stiffening beam and stiffening opening in a first embodiment;
• 4th : a sectional view of a pairing of stiffening beam and stiffening opening in a second embodiment;
• 5 : a belt transmission with a run guided by a slide rail; and
• 6 : a drive train in a motor vehicle with a belt transmission.

In 1 is a damper device 1 in spatial view in one level with stiffening beams 14 , 15 shown cut, with the on the two rail halves 3rd and 4th acting bending moments 30th are marked with arrows. The damper device shown 1 is here as a slide rail with an inner slide surface 6 and an outer sliding surface 7 executed. In the direction of travel 34 in front of the damper device 1 A (co-moving) Cartesian coordinate system is shown, the transverse direction being shown in the illustration 35 vertical, the axial direction 36 is oriented transversely and the running direction 34 points out of the leaf plane. The two rail halves 3rd and 4th are at a connection level 33 composed, in some embodiment with play, the connection level 33 from the direction of travel 34 and the transverse direction 35 is spanned. At the bottom of the illustration, i.e. transversely on the inside, is a swivel center mount 8th to recognize their function in connection with 5 becomes clear. The two sliding surfaces 6 and 7 each consist of a share from the first half of the rail 3rd and the second half of the rail 4th together and are mechanically spaced from each other by a left connecting web 31 (first half of the rail 3rd ) and a right connecting bridge 32 (second rail half 4th ), where here and below left and right on the selected direction of the arrow of the running direction 24th is defined. The cut is made through a plane spanned by the axial direction and the transverse direction, with the rear of the inner sliding surface being transverse 6 a first stiffening beam 14 in a corresponding first stiffening opening 17th and transversely to the rear of the outer sliding surface 7 a second stiffening beam 15 in a corresponding first stiffening opening 18th is shown.

In 2nd is a first half of the rail 3rd a damper device designed as a slide rail 1 , for example as in 1 shown, shown and the reference numerals are chosen accordingly. Nevertheless, in one embodiment with identical rail halves 3rd and 4th the description applies accordingly to the second rail halves with corresponding other reference numerals. The (first) half of the rail 3rd is in a plane parallel to the sliding surfaces 6 and 7 shown cut so that the rib structure transversely outside the outer sliding surface 7 can be seen. Here are connection facilities 10th , 11 , 12th , 13 to recognize which for axially holding together the two rail halves 3rd and 4th (compare 1 ) are set up. From the front inner connector 10th and the front outer connector 11 the hooks of a bayonet catch can be seen. From the rear inner connector 12th and the rear outer connector 13 the receptacle openings of a bayonet lock can be seen in each case, here additionally an assembly lock acting on the corresponding hooks can be seen. In one embodiment with identical rail halves 3rd and 4th (compare 1 ) are the hooks shown on the front connectors 10th and 11 for engaging in the shown receiving openings of the rear connecting devices 12th and 13 the other (second) half of the rail 4th (compare 1 ) set up. In the (first) half of the rail is a (left) inner stiffening opening 19th and a (left) outer stiffening opening 20th to be seen, some of which are in the area of the (left) connecting bridge 31 is arranged. However, no through opening is formed, but an (optionally closed) wall is formed in the longitudinal ribs and transverse ribs. In the (first) half of the rail is a (left) inner stiffening beam 14 and a (left) outer stiffening beam 15 to see which is over the connection level 33 out (in assembly) into the other half of the rail 4th (compare 1 ) stretch in. In one embodiment with identical rail halves 3rd and 4th (compare 1 ) are the (left) stiffening bars shown 14 and 15 for immersion in the stiffening openings shown (left) 19th and 20th the (first) half of the rail shown 3rd executed (right) stiffening openings 17th and 18th the other (second) half of the rail 4th (compare 1 ), such as in 1 shown. The reverse applies accordingly.

In 3rd and in 4th are a first embodiment and a second embodiment of a (left rear) stiffening opening 20th , for example pars-pro-toto for all stiffening openings 17th to 20th , on average through the connection level 33 shown. For example, this is a section of a (first) rail half 3rd as in 1 and or 2nd shown, with corresponding reference numerals being used purely for clarity. The connection device designed as a bayonet lock 13 is the same for the sake of clarity, for example as in 2nd shown, shown. The hook from the other (second) rail half 4th is in the receiving opening of the (first) rail half 3rd introduced and reaches there behind a (hidden) rear gripping surface adjacent to the receiving opening, with which the first half of the rail 3rd and the second half of the rail 4th are held axially to each other. It should be noted that the force-absorbing connection surface, which is the connection plane 33 forms, here (optional) from the rest of the surface (towards the front out of the image plane), so as to have a more precise geometric position relative to the other (second) rail half 4th to enable and / or to have a defined or other manufacturing properties more complex surface properties.

In 3rd is a transversely expanded assembly opening 21st formed, which in its position the necessary longitudinal offset for mounting the two rail halves 3rd and 4th is arranged by means of the bayonet lock shown, so that the stiffening beam 20th the other (second) half of the rail 4th in the presence of this longitudinal offset in the assembly opening 21st dipped in and easy to thread. In the illustration to the left of the assembly opening 21st is an inclined transition area 23 provided, which is set up for a longitudinal relative movement, ie the assembly path 47 along the direction of the arrow shown, the two rail halves 3rd and 4th against each other to the transversely narrower stiffening opening 20th to transfer gently. In the embodiment shown there is a play-free connection between the stiffening beam 16 and the corresponding stiffening opening 20th educated. When executing the assembly route 47 becomes the hook of the other (second) rail half 4th guided behind said undercut surface, so that the two rail halves are then axially connected to one another, as in the state shown. In one embodiment, the connection device 13 a transverse play is provided and / or in the pairing of the stiffening opening 20th and stiffening beams 16 a longitudinal game is provided.

In 4th is a similar embodiment of the mounting opening 21st and stiffening opening 20th shown, with the total opening being transversely (optionally) constant and with the (here upper) wall of the stiffening opening 20th a spring element designed as a leaf spring 24th is provided. The spring element 24th thus ensures a transverse preload in the assembled state shown. At the same time, however, there is a relative movement due to the transverse play 22 in the stiffening opening 20th enables.

In 5 is a schematic of a damper device 1 in a belt transmission 2nd shown, with a first strand 51 of a belt 5 by means of the damper device 1 is guided and thus dampened. The belt 5 connects a pair of conical disks on the input side to transmit torque 27th with a pair of conical disks on the output side 28 . On the pair of conical disks on the input side 27th , which here, for example, with a transmission input shaft 26 about an axis of rotation on the input side 45 rotatably connected to transmit torque, lies in the axial direction by appropriate spacing 36 (corresponds to the orientation of the axes of rotation 45 , 46 and) an input-side active circuit 54 on which the belt 5 expires. On the pair of conical disks on the output side 28 , which here, for example, with a transmission output shaft 29 about an axis of rotation on the output side 46 rotatably connected to transmit torque, lies in the axial direction by appropriate spacing 36 an active circuit on the output side 55 on which the Belt 5 expires. The (changeable) ratio of the two circles 54 , 55 and gives the gear ratio between the transmission input shaft 26 and the transmission output shaft 29 .

Between the two pairs of conical disks 27th , 28 and are the first (here led) run 51 and the second strand 52 shown in an ideal tangential alignment, so that the parallel alignment of the running direction 34 sets. The transverse direction shown here 35 is perpendicular to the running direction 34 and perpendicular to the axial direction 36 is defined as the third spatial axis, which is to be understood as a coordinate system that moves (depending on the active circle). Therefore, both the running direction shown applies 34 as well as the transverse direction 35 only for the damper device shown (here designed as a slide rail) 1 and the first run 51 , and only in the case of the set active circuit shown on the input side 54 and corresponding output circuit 55 .

The damper device designed as a slide rail 1 lies with its outer sliding surface 7 and their by means of the (right) footbridge 20th associated inner sliding surface 6 on the first run 51 of the belt 5 at. So that the sliding surfaces 6 , 7 and the variable tangential orientation, i.e. the running direction 34 , when changing the active circles 54 , 55 and can follow is the swiveling device 8th on a swivel 9 with a swivel axis 50 , for example, a conventional holding tube. This makes the damper device 1 about the pivot axis 50 pivoted. In the exemplary embodiment shown, the swiveling movement is composed of a superimposition of a pure angular movement and a transverse movement, so that, in deviation from a movement along a circular path, a movement along an oval (steeper) curved path occurs.

• - die Umlaufrichtung 53 und die Laufrichtung 34 sind bei Drehmomenteingang über das eingangsseitige Kegelscheibenpaar 27 umgekehrt; oder
• - die Getriebeausgangswelle 29 und die Getriebeeingangswelle 26 sind vertauscht, sodass das ausgangsseitige Kegelscheibenpaar 28 den Drehmomenteingang bildet.

In the direction of rotation shown as an example 53 and with torque input via the transmission input shaft 26 forms the damper device 1 in the illustration on the left the inlet side 48 and the outlet side on the right 49 out. The first run 51 In a version as a traction mechanism drive then forms the load strand as the pull strand and the second strand 52 the empty strand. When executing the belt 5 as a thrust link belt, under otherwise identical conditions, is either the first run 51 as an empty strand by means of the damper device 1 led or the first run 51 is designed as a load strand and push strand and:

• - the direction of rotation 53 and the direction of travel 34 are at torque input via the conical disk pair on the input side 27th vice versa; or
• - the transmission output shaft 29 and the transmission input shaft 26 are reversed so that the pair of conical disks on the output side 28 forms the torque input.

In 6 is a powertrain 25th in a motor vehicle 39 with its motor axis 44 (optional) across the longitudinal axis 43 (optional) in front of the driver's cabin 42 arranged. Here is the belt transmission 2nd on the input side with the output shafts 38 the drive units 37 connected, namely an internal combustion engine with a combustion shaft (as shown below) and an electric drive machine with a rotor shaft (as shown above). Of these drive units 37 or via their output shafts 38 becomes a torque for the drive train at the same time or at different times 25th submitted. But it is also a torque from at least one of the drive units 37 recordable, for example by means of the internal combustion engine for engine braking and / or by means of the electric drive machine for recuperation of braking energy. The belt transmission is on the output side 2nd connected to a purely schematic output, so that here a left drive wheel 40 and a right drive wheel 41 (Consumers) with a torque from the drive units 37 can be supplied with changeable translation.

With the slide rail proposed here, a reduced noise emission and an improved efficiency can be achieved by means of a pairing of stiffening bars and stiffening opening in the two rail halves.

Reference symbol list

1

Damper device

2nd

Belt transmission

3rd

left rail half

4th

right half of the rail

5

Belt

6

inner sliding surface

7

outer sliding surface

8th

Swivel center mount

9

Swivel means

10th

front inner connector

11

front outer connector

12

rear inner connector

13

rear outer connector

14

left inner stiffening beam

15

left outer stiffening beam

16

right outer stiffening beam

17th

right inner stiffening opening

18th

right outer stiffening opening

19th

left inner stiffening opening

20th

left outer stiffening opening

21

Assembly opening

22

game

23

Transition area

24th

Spring element

25th

Powertrain

26

Transmission input shaft

27th

pair of conical disks on the input side

28

pair of conical disks on the output side

29

Transmission output shaft

30th

Bending moment

31

left connecting bridge

32

right connecting bridge

33

Connection level

34

Running direction

35

Transverse direction

36

Axial direction

37

Drive unit

38

Output shaft

39

Motor vehicle

40

left drive wheel

41

right drive wheel

42

Driver's cabin

43

Longitudinal axis

44

Motor axis

45

rotational axis on the input side

46

output axis of rotation

47

Assembly path

48

Inlet side

49

Outlet side

50

Swivel axis

51

first run

52

second run

53

Orbital direction

54

active side input circuit

55

output-side active circuit

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 10017005 A1 [0002]
• WO 2014/012741 A1 [0002]

Claims (4)

Damper device (1) for a belt transmission (2), comprising a first rail half (3) and a second rail half (4), which are connected to one another, the two rail halves (3, 4) together comprising at least the following components: - at least one Sliding surface (6, 7) for damping contact with a belt means (5) of a belt transmission (2); - a pivoting means receptacle (8) for pivotably supporting the damper device (1) on a pivoting means (9); and - at least one connecting device (10, 11, 12, 13) by means of which the two rail halves (3, 4) are connected to one another, characterized in that a stiffening bar (14, 15, 16) also projects axially on the first rail half ( 3) and a corresponding stiffening opening (17, 18, 19, 20) are provided in the second rail half (4), the stiffening bar (14, 15, 16) extending into the corresponding stiffening opening (17, 18, 19, 20) and is supported transversely at least on one side in the stiffening opening (17, 18, 19, 20). Damper device (1) after Claim 1 , wherein the second rail half (4) has a mounting opening (21) into the stiffening opening (20), into which the stiffening bar (16) can be inserted during assembly, preferably with, corresponding to a lateral mounting path (43) for the connecting device (13) a transverse play (22), and / or wherein an inclined and / or rounded transition region (23) is preferably formed between the assembly opening (21) and the stiffening opening (20). Damper device (1) after Claim 1 or 2nd , wherein the stiffening opening (20) and / or the stiffening bar has at least one spring element (24) which acts transversely on the stiffening bar (16). Belt transmission (2) for a drive train (25), comprising at least the following components: - A transmission input shaft (26) with a pair of conical disks (27) on the input side; - A transmission output shaft (29) with a pair of conical disks (28) on the output side; - Wrapping means (5), by means of which the input side conical disc pair (27) is connected to the output side conical disc pair (28) in a torque-transmitting manner; and - At least one damper device (1) according to one of the preceding claims, wherein the at least one damper device (1): - For damping the wrapping means (5) with the at least one sliding surface (6,7) on the wrapping means (5).

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