DE29817616U1 - Gate shaft drive unit for gates with a drive and / or torsion spring shaft - Google Patents

Description

• · &Ggr;*

Hörmann KG drive technology F 14.659 fl/hie

Gate shaft drive unit for gates with a
Drive and/or torsion spring shaft

The invention relates to a door shaft drive unit of an overhead door with a gear output that can be coupled to the door leaf shaft that is connected to the door leaf and is connected to the motor output shaft via a multi-stage gear comprising a worm gear stage.

Gates of the type considered here, particularly industrial gates, work with a shaft over which the gate leaf is regularly operated using cables. In addition to introducing the torque required for the drive, these shafts can also serve to accommodate a weight compensation device for the gate leaf, particularly in the form of a torsion spring device arranged coaxially to the shaft axis.

For structural reasons, there is often only a small amount of space to connect a motor drive unit to the shaft on the side of such a door leaf itself; it is therefore often not possible to arrange motor drive units with reduction gears in a housing in the conventional design at one end of the shaft and to connect the output shaft of this drive unit directly and coaxially to the shaft. Intermediate gear links have therefore been used, for example in the form of a chain drive or in the form of gear wheels that are successively interlocked.

or via chains in a suitably narrow gear housing, which connect the actual motor drive unit to the shaft. This provides a gear connection to the shaft that requires little space on the front side of the shaft, but such intermediate gear links are complex.

The invention is intended to provide a door shaft drive unit of the type mentioned at the outset which can be arranged on the front side of a shaft end with little space requirement and which can be connected coaxially to the shaft of the door leaf with regard to its output shaft from the housing accommodating the unit; in particular, the requirements of maintenance operations and a malfunction due to a failure of the mains voltage and/or a gear defect are to be taken into account.

To solve this problem, starting from a door shaft drive unit with the features mentioned at the beginning, the procedure is such that a first spur gear wheel is arranged in the output force direction coaxially to the worm wheel of the worm gear stage, which meshes with a second gear wheel on the output side, to which the door leaf shaft can be coaxially coupled, the overall gear thus formed being mounted in a gear housing which, in the area of the two meshing spur gear wheels, is designed to reduce to a broad-sided gear housing wall to the axial space requirement of the spur gear wheel on the output side.

The gearbox output stage consisting of a pair of spur gears allows a particularly narrow design of the gearbox housing in this gearbox output area, as seen in the axial direction of the gearbox output shaft. On the gearbox output side, this single-stage gear transmission is arranged laterally inside the housing in relation to its overall extension, whereby the output shaft of this gearbox stage can be accommodated in a narrower side housing part. The coupling flange for the driven door leaf shaft can thus be accommodated in this laterally recessed housing area, in particular in such a way that the gearbox housing in its

The expansion, viewed from the axial direction of the gate leaf shaft, practically does not exceed the space requirement of the flange coupling between the gate leaf shaft and the gearbox output shaft.

In this way, a narrow gearbox housing is achieved on the output side, so that this drive unit can be flanged directly onto the door shaft despite the often very narrow lateral installation conditions. The housing of the drive unit is supported in a fixed position at a point facing away from the coupling to the door leaf shaft in a torque-absorbing manner, preferably elastically, in particular via a so-called vibration metal.

Gate drives of the type in question here must be able to be operated manually in the event of a drive failure, in particular the drive motor, for example due to an interruption in the supply voltage, and in particular must have an emergency manual drive. It is also important that the gear connection between the motor and the downstream transmission gear on the one hand and the shaft connected to the gate leaf on the other hand can be uncoupled in order to be able to move the gate leaf without taking the gear and motor with it in the event of a power supply interruption or the like or a gear defect, which is particularly necessary for maintenance purposes. In this case, the gate leaf should be freely movable relative to the drive. This should not be associated with the emergency hand chain drive because this directly replaces the electric motor but otherwise uses the same transmission gear that is provided for the electric motor drive to the gate leaf shaft anyway. On the other hand, the gear connection must be able to be uncoupled close to the transition from the gear output side to the gate leaf shaft.

In a preferred embodiment, the essential gear elements are a worm driven by the shaft of the motor, which works together with a worm wheel that can be connected to a coaxial gear of a single-stage spur gear via a coupling device. This has an axially displaceable clutch disc that is seated on a shaft in a rotationally fixed manner relative to the driven gear of the single-stage spur gear and which is provided with a corresponding

inner recess of the worm gear in the engaged or disengaged state depending on the axial offset position. This coupling state is determined by a lever that can be operated from outside the gear housing (accessible from the right or left depending on the type of attachment). This engages, for example, the nut of the coupling element via an arm. The coupling element itself is supported on the housing against the force of a compression spring, so that the engaged state is basically established and the disengaged state is only possible by deliberately turning the arm. The arm has an attack arm outside the housing that can be locked in the various positions - engaged or disengaged. This locking is preferably positive-locking and is practically impossible to operate from the ground and by laymen. The maintenance specialist has a key that, when inserted into a corresponding design of the lever arm, only allows this coupling to be released in a very targeted manner.

Preferably, another gear is mounted on the motor shaft with spur gear teeth in a rotationally fixed manner, which engages or disengages another gear arranged parallel to it by moving it. This second gear is coupled via a bevel gear to a hand chain wheel, which is arranged so that the plane between the two chain strands runs approximately parallel to the wall. If the chain wheel were to be arranged coaxially to the motor shaft, an additional chain deflection would be required, which is not desirable. The bevel gear also offers the possibility of a simple coupling in this emergency drive train, namely because the other spur gear, which meshes with the spur gear arranged coaxially to the motor shaft, is mounted so that it can be moved axially and can thus either be moved into engagement with the other gear or out of engagement. This is achieved by a compression spring - applied in the engagement direction - and by a moving coil magnet or similar, which is always energized when the drive motor is switched on. In order to achieve a correct clutch engagement, the magnet can be switched on when the switch-on signal for the motor arrives, thereby slowing down the motor. Conversely, when switching off, the motor should be allowed to run down a little before switching off the magnet, so that the clutch engages at more

or less run-down motor is re-engaged. This is the design of the control technology. A clear changeover is achieved in such a way that either the manual drive works on the outgoing gear train or the electric motor, whereby the switching on and off of the latter determines the type of transmission because the clutch is dependent on this switch-on signal.

The advantage of the gear design according to the invention lies in particular in the space saving and the resulting avoidance of an intermediate gear element. In addition, a compact design of the drive unit is obtained with the two coupling options, namely decoupling between the gear and the door leaf shaft on the one hand and coupling and uncoupling between the electric motor drive and the hand chain drive on the other hand, as well as an arrangement that can be used to the left and right of the shaft.

Preferably, the drive unit is equipped with a direct current motor, which in a manner known per se enables a controlled change in speed such that a gentle start of the door leaf from the respective end position and a run-in into the other end position at a decreasing speed can be achieved. In a further preferred embodiment, the direct current motor is dimensioned such that the drive unit meets a range of requirements that are determined by different door sizes or different door leaf weights and different drive characteristics depending on the area of application, which result in different requirements for the torque to be applied on the one hand and the rotational speed on the other. This drive is therefore not optimally adapted to a specific requirement, which would require a corresponding large number of different drive units, but is designed to be redundant to a certain extent in order to be able to use the same drive to drive a range of different industrial doors and to fulfill the respective tasks. The different torques and/or motor speeds are set exclusively by control technology means, be it by modules that determine the respective operating mode, which can be interchangeably installed in the

6*

control circuit, be it exclusively through different programs for this control.

The DC motor can therefore deliver the desired speed and torque, and is therefore over-dimensioned in this respect. However, the drive motor and/or gear unit are not optimized, as this would only be possible for the individual operating case required. The maximum requirements are set as the upper limit for the components, with the result that the same drive can be used for all industrial door drives. The only difference is in the control or the power supply for the electric motor. Since this is designed as a DC motor, this option is in addition to the already existing advantages of the DC drive.

The gear ratio between the motor shaft and the output on the gate leaf shaft is preferably about 1:120.

The gear - in this case the worm gear - is self-locking. In the event of a power failure, the door leaf can therefore stop somewhere between its desired end positions. In such a case, it can be required that the separation between the drive and the door leaf shaft cannot be operated in order to prevent the door leaf from falling from this position. In this case, further electrical protection can be installed, for example in such a way that the coupling between the worm gear and the single-stage end gear cannot be separated if the pin of another moving coil magnet prevents the coupling from being operated. This magnet should ensure - even when there is no mains power - that the coupling between the shaft of the door leaf and the output part of the gear can only be released when the door leaf is in the closed position, i.e. in a state where it can no longer fall. In order to deal with emergencies, however, the lock can also be removed in such intermediate positions of the door leaf, i.e. the magnet can be specifically excited and the coupling released as a result. The requirement of these two consecutive targeted processes represents a deliberate

Procedure is certain that it can only be carried out by a professional and can therefore be taken responsibility for because it can be assumed that this professional will prevent the door leaf from falling by other means, for example by supporting it in this intermediate position.

The invention is explained in more detail below with reference to the embodiment shown in the drawing:

Figure 1 shows a section in the approximately vertical plane in the

Gate leaf shaft axis;

Figure 2 is a section along the line II - II in Figure 1;

Figure 3 is a section along the line III - III in Figure 1;

Figure 4 Examples of design for the right and left side

Attachment of the drive unit to the gate leaf shaft.

Figure 1 shows a vertical section through a gearbox housing, designated as a whole by 1, in a schematic manner in which no importance was attached to the joints. Such a housing usually consists of at least two housing shells, possibly with separate intermediate floors. These manufacturing and assembly aspects of a generally known type are not taken into account in the exemplary embodiment. The sections II - II and III III corresponding to Figures 2 and 3 illustrate the exemplary embodiment and are provided with the same reference numbers for the same parts.

In Figure 1, the door leaf shaft 6 and a coupling designed as a flange 7 with the gear output shaft 28 are shown in dash-dotted lines. A second gear wheel 3 of a spur gear wheel pair 2, 3 is arranged on the gear output shaft 28 in a torsion-proof and shift-proof manner, the first gear wheel 2 of which is arranged on a shaft 8 in a torsion-proof and shift-proof manner, on which the worm wheel 4 of a worm gear stage 4, 5 is mounted coaxially adjacent and freely rotatable. The worm 5 of the

Worm gear stage which is arranged directly on the motor output shaft 9 of a drive motor 10 in a manner that is secure against twisting and displacement or is formed in one piece with it. Provided that the worm wheel 4 is connected to the first gear wheel 2 in a rotationally fixed manner via the shaft 8, a torque exerted on the motor output shaft 9 by the motor 10 is thus transmitted via the immediately adjacent worm gear stage to the spur gear pair and from there to the gate leaf shaft.

Following a first need to decouple the door leaf from the motor drive in the event of a defect and in particular for maintenance purposes, a coupling is implemented between the first gear wheel 2 of the spur gear wheel pair 2, 3 and the worm wheel 4 of the worm gear stage 4, 5 in such a way that on the same shaft 8 for the wheels 2 and 4 there is provided a further wheel, namely a coupling gear 12, which is mounted on this shaft 8 in an axially displaceable and rotationally fixed manner. The worm wheel 4 is accommodated between the first gear wheel 2 and the coupling gear 12. The coupling gear 12 is designed with external teeth and engages in a cylindrical recess 13 in the adjacent area of the worm wheel 4, which has a circumferential internal toothing that meshes with the external toothing of the coupling gear 12.

In this meshing engagement between the internal teeth of the cylindrical recess 13 of the worm wheel 4 and the external teeth of the coupling gear 12, the latter is preloaded by means of a helical compression spring 18 which surrounds the shaft, so that in the normal operating state the torsion-proof coupling between the worm wheel 4 of the worm gear stage 4, 5 and the first gear wheel 2 of the spur gear pair 2, 3 and thus the power flow between the motor output shaft 9 and the gate leaf shaft 6 is ensured.

For the purpose of uncoupling the door leaf shaft 6 at least from the part of the drive unit which is important with regard to the reduction gear

For maintenance purposes etc., a lever 14 is rotatably mounted at 15 in the vicinity of the shaft 8, which engages with its freely projecting, fork-shaped lever end 16 - Figure 2 - in a peripheral circumferential groove 17 of the clutch gear 12 in such a way that when the lever 14 is manually operated from outside the housing 1 against the force of the helical compression spring 18, the clutch gear 12 is axially moved away from the worm gear 4 and thus disengaged with regard to the tooth meshing. This means that in this uncoupling state the gate leaf shaft can rotate freely relative to the rest of the gear device via the spur gear pair 2, 3 and the shaft 8.

A gear 21 is mounted on the motor output shaft 9, which has the worm 5 of the worm gear stage 4, 5 in a torsion-proof and axially shift-proof manner, which forms a spur-toothed gear pair with another gear 22. The other gear 22 is arranged in a torsion-proof and axially shiftable manner on a shaft 23, which is permanently connected to a chain wheel 20 of a hand chain actuation device 19, 20 via a bevel gear 24. This gear connection makes it possible to align the position of the strands of the chain 19 approximately parallel to the plane of the gate opening to be closed by the gate.

The gear 22, which is held on the output-side shaft 23 of the bevel gear 24 of the hand chain actuation device 19, 20 in a rotationally fixed and axially displaceable manner, is determined between its engagement position with the gear 21 on the motor output shaft 9 and the disengagement position produced by axial displacement on the one hand by the force of a spring - helical compression spring 26 - and on the other hand by a control element 25, whereby the helical compression spring acts in the direction of the engagement state, while the control element, when activated, brings about the disengagement state in the opposite direction as soon as the drive motor is running. Appropriate control measures ensure that the coupling states - i.e. the change in the coupling of the drive motor 10 on the one hand and the chain wheel 20 on the other hand - take place in chronological succession.

The control element 25 can be a simple embodiment of a moving coil magnet arrangement, the axially displaceable armature of which acts against the force of the helical compression spring 26 which simultaneously acts on the gear wheel 22. In the normal state, this magnet arrangement is thus actuated and brings about the disengagement state, while in the event of a mains voltage failure and otherwise in the rest phases outside of motor operation, the coupling between the tooth edges 21 and 22 is brought about by the force of the helical compression spring 26.

Figure 4 shows schematically the installation of the unit either at the right or left end of a door leaf shaft, whereby it can be seen that the greatest extension of the gear housing seen in the axial direction of the door leaf shaft does not exceed the space required by the flange for connecting the door leaf shaft 6 to the gear output shaft 28.

F 14,659 fl/hie

LIST OF REFERENCE SYMBOLS

1. Gearbox housing

2. first gear wheel "I

&Ggr; spur gear pair

3. second gear wheel

4. Worm gear

f worm gear stage

5. Snail J

6. Gate leaf shaft

7. Flange (coupling)

8. Shaft (worm gear/ first gear

9. Engine output shaft

10. Motor (DC motor)

11. Gearbox housing wall (reduced)

12. Clutch gear

13. internally toothed cylindrical recess in

14. Lever

15. Rotation axis

16. Lever end (fork-shaped)

17. peripheral groove

18. Helical compression spring

19. Chain 7

C Hand chain operating device

20. Sprocket J

21. Gear *&tgr;

>> spur gear pair

22. Gear J

23. Shaft (hand chain drive)

24. Bevel gear

25. Control element (moving coil magnet arrangement)

26. Helical compression spring - sprocket coupling

27. Distance detector

28. Gearbox output shaft

Claims (10)

1. Gate shaft drive unit of an overhead gate with a gear output ( 28 ) which can be coupled to the gate leaf shaft ( 6 ) which is connected to the gate leaf by means of a gear mechanism, which is connected to the motor output shaft ( 9 ) via a multi-stage gear ( 2 , 3 , 4 , 5 ) comprising a worm gear stage ( 4 , 5), characterized in that a first spur gear wheel ( 2 ) in the output force direction is arranged coaxially to the worm wheel ( 4 ) of the worm gear stage (4, 5 ), which meshes with a second gear wheel ( 3 ) on the output side, to which the gate leaf shaft ( 6 ) can be coupled coaxially, which overall gear ( 2 , 3 , 4 , 5 ) formed thereby is mounted in a gear housing ( 1 ) which is in the area of the two meshing spur gear wheels ( 2 ) are designed to reduce the axial space requirement of the output-side spur gear wheel ( 2 ) to form a broad-sided gear housing wall ( 11 ). 2. Gate shaft drive unit according to claim 1, characterized in that a manually operated clutch ( 7 ) is inserted between the worm wheel ( 4 ) and the coaxial first gear wheel ( 2 ), in particular by means of a clutch gear ( 12 ) which is arranged on the same shaft ( 8 ) as the worm wheel ( 4 ) and the first gear wheel ( 2 ) so as to be rotationally displaceable in the shaft axis direction, while the worm wheel ( 4 ) is freely rotatable on the shaft ( 8 ) and the first gear wheel ( 2 ) is held on the shaft ( 8 ) so as to be rotationally and displacement-proof, wherein preferably the worm ( 5 ) of the worm gear stage ( 4 , 5 ) is arranged or formed fixedly on the motor output shaft ( 9 ). 3. Gate shaft drive unit according to claim 2, characterized in that the clutch gear ( 12 ) is designed to have external teeth on the circumference and to mesh with a corresponding internally toothed cylindrical recess ( 13 ) of the worm wheel ( 4 ). 4. Gate shaft drive unit according to claim 2 or 3, characterized in that the clutch gear ( 12 ) is displaceable between the coupling and disengaging positions in the shaft axis direction by means of a control element ( 14 to 16 ) which is operated manually - in particular from outside the gear housing ( 1 ), in particular by means of a lever ( 14 ) which is rotatably mounted on the housing wall and whose lever end ( 16 ) protruding from the axis of rotation ( 15 ) engages in a peripheral circumferential groove ( 17 ) of the clutch gear ( 12 ), wherein the clutch gear ( 12 ) is preferably spring-loaded in the coupling position with the worm gear ( 4 ) - preferably by means of a helical compression spring ( 18 ) arranged coaxially on the shaft ( 8 ) - and the hand-operated control element - lever ( 14 ) - at least in the disengaging position can be locked. 5. Gate shaft drive unit according to one of claims 1 to 4, characterized in that a hand chain actuating device ( 19 , 20 ) is provided, the chain wheel ( 20 ) of which is connected to the motor output shaft ( 9 ) in a geared manner so as to be engageable and disengageable, in particular by means of a spur-toothed pair of wheels ( 21 , 22 ) on axially parallel shafts ( 9 , 23 ), one of the gear wheels ( 21 ) of which is arranged on the motor output shaft ( 9 ) in a rotationally and displacement-proof manner, while the other gear wheel ( 22 ) is rotationally fixed and displaceable on its shaft ( 23 ). 6. Gate shaft drive unit according to claim 5, characterized in that the displacement of the other gear wheel ( 22 ) assigned to the chain wheel ( 20 ) on the output side between the coupling and disengaging position takes place by means of a control element ( 25 ) which is controlled as a function of the on-off switching state of the drive motor ( 10 ). 7. Gate shaft drive unit according to claim 6, characterized in that the control member ( 25 ) is designed as a voice coil magnet arrangement which works against the force of a spring - in particular a helical compression spring ( 26 ) - which urges the gear wheel ( 22 ) associated with the chain wheel ( 20 ) into the coupling position. 8. Gate shaft drive unit according to one of claims 5 to 7, characterized in that the plane between the two strands of the chain ( 19 ) of the emergency hand chain drive ( 19 , 20 ) runs approximately parallel to the plane of the wall openings to be closed with the gate leaf, wherein a bevel gear ( 24 ) is preferably arranged between the axis of rotation of the chain wheel ( 20 ) and the associated gear wheel ( 22 ). 9. Door shaft drive unit according to one of claims 1 to 8, characterized in that the gear housing ( 1 ) as regards its width, viewed vertically in the direction of the door leaf shaft ( 6 ), essentially maintains the flange connection ( 7 ) between the door leaf shaft ( 6 ) and the gear output shaft ( 28 ). 10. Gate shaft drive unit according to one of claims 1 to 9, characterized in that the gear housing ( 1 ) is arranged in a stationary manner, in particular via damping elements, e.g. vibration metal dampers.