EP1019606A1

EP1019606A1 - Drive shaft set for gates having a drive shaft and/or torsion spring shaft

Info

Publication number: EP1019606A1
Application number: EP98955368A
Authority: EP
Inventors: Thomas J. HÖRMANN
Original assignee: Hoermann KG Antriebstecknik
Current assignee: Hoermann KG Antriebstecknik
Priority date: 1997-10-02
Filing date: 1998-10-02
Publication date: 2000-07-19
Also published as: HUP0003454A3; WO1999018318A1; CZ20001192A3; HUP0003454A2; PL339649A1; DE29817616U1

Abstract

The invention relates to a drive shaft set for an overhead gate having a transmission output (28) which can be coupled to the shaft (6) connected to the gate leaf (6). This transmission output is connected to the motor output shaft (9) via a multi-stage transmission (2, 3, 4, 5) comprising a worm gear stage (4, 5). In order to enable compact connection to one of the ends of the gate leaf shaft, the inventive drive shaft set is configured in such a way that a first spur cut transmission gear (2), in the direction of output force, is placed coaxially to the worm gear (4) of the worm gear stage (4, 5). This transmission gear (2) engages with a second output-end transmission gear (3), to which the gate leaf shaft (6) can be coaxially coupled. The whole transmission (2, 3, 4, 5) is stored in a transmission case (1) which, in the region of both engaging spur cut transmission gears (2), is configured as compactly as possible, so as not to occupy more space than is required by the output-sided spur cut transmission gear (2), and to form a transmission case wall (11) on width side.

Description

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 which can be coupled to the door leaf shaft which is connected to the door leaf by gears and which is connected to the motor output shaft via a multi-stage gear unit comprising a worm gear stage.

Gates of the type considered here, in particular industrial gates, work with a shaft via which the door leaf is regularly operated by means of ropes. In addition to the introduction of the torques required for the drive, these shafts can also be used to accommodate a weight compensation device for the door leaf, in particular in the form of a torsion spring device arranged coaxially to the shaft axis.

To the side of such a door leaf itself there is often only a small space for structural reasons to connect a motor drive unit to the shaft; it is therefore often not possible to arrange motor drive units with reduction gears in a housing, combined in a conventional design, laterally at one end of the shaft and to connect the output shaft of this drive unit directly to the shaft in a coaxial orientation. Intermediate transmission links were therefore switched on, for example in the form of a chain drive or in the form of successively successive gear wheels or via chains with one another in a correspondingly narrow gear housing, which connect the actual motor drive unit with the shaft. This gives a transmission connection to the shaft, the space requirement of which is small on the end face of the shaft, but such intermediate transmission elements are complex.

The invention is intended to provide a gate shaft drive unit of the type mentioned at the outset, which can be arranged at the end of a shaft end with a small space requirement and can be connected coaxially to the shaft of the door leaf with regard to its output shaft from the housing receiving the unit; in particular, the requirements of a maintenance operation and a malfunction due to failure of the mains voltage and / or a transmission defect should also be taken into account.

To solve this problem, proceeding from a gate shaft drive unit with the features mentioned above, that a spur gear is arranged in the output force direction, a first spur gear is arranged coaxially with the worm gear of the worm gear stage, which meshes with an output-side second gear to which the door leaf shaft can be coupled coaxially, which thereby formed overall gear is mounted in a gear housing, which is designed in the region of the two intermeshing spur gear wheels to reduce the axial space requirement of the output spur gear wheel to a broad-side gear housing wall.

The gear output stage made of a spur gear pair enables a particularly narrow design of the gear housing in this gear output area, seen in the axial direction of the gear output shaft. On the transmission output side, this single-stage gear transmission is laterally arranged in the interior of the housing in relation to its overall extension, as a result of which the output shaft of this transmission stage can be accommodated in a narrower lateral housing part. In this laterally recessed housing area, the coupling flange for the door leaf shaft to be driven can thus be accommodated, in particular in such a way that the gear housing in its Expansion leaf axis direction seen practically does not exceed the space requirement of the flange coupling between the door leaf shaft and the transmission output shaft.

In this way, a narrow gearbox housing on the output side is achieved, so that this drive unit can nevertheless be flange-mounted directly onto the door shaft in view of the often very narrow lateral installation conditions. The housing of the drive unit is supported in a stationary, torque-absorbing manner at a point remote from the coupling to the door leaf shaft, preferably elastically, in particular via a so-called oscillating metal.

Door drives of the type in question must be operable by hand in the event of failure of the drive, in particular the drive motor, for example by interrupting the supplying mains voltage, and in particular have to 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 door leaf on the other hand can be uncoupled in order to be able to move the door leaf without taking the gear and motor in the event of a power supply interruption and the like or gear failure, which in particular also is required for maintenance cases. In this case, the door leaf should move freely in relation to the operator. This should not be associated with the emergency hand chain drive, because it directly replaces the electric motor but otherwise uses the same transmission gear that is provided for the electric motor drive to the door leaf shaft anyway. On the other hand, it must be possible to uncouple the gear connection close to the transition from the gear output side to the door 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 gear 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, which is non-rotatably seated on a shaft with respect to the driven gear of the single-stage spur gear and which has a corresponding outer circumference connects inner recess of the worm wheel depending on the axial offset position in the engagement or disengagement state. This clutch condition is determined by a lever that can be actuated from outside the gearbox (accessible on the right or left depending on the type of attachment). This acts on a boom, for example, on the nut of the coupling element. The coupling element itself is supported on the housing against the force of a compression spring, so that in principle the coupling state is established and the coupling state is only possible when the boom is rotated in a targeted manner. The boom has an attack arm outside of the housing, which can be locked in various positions - in or out. This locking device is preferably form-fitting and, in particular, practically impossible to operate from the ground and by laypersons. The maintenance specialist has a key which, when inserted into a corresponding configuration of the lever arm, only allows a very specific release of this coupling.

Preferably, another gear is spur-toothed on the motor shaft and engages or disengages with a further gear arranged parallel to it by its displacement, so that it can be engaged and disengaged. This second gear is coupled via a bevel gear to a hand sprocket, which is arranged so that the plane between the two chain runs runs approximately parallel to the wall. If you wanted to arrange the sprocket coaxially to the motor shaft, you needed an additional chain deflection, which is not desirable. The bevel gear also gives the possibility of a simple clutch in this emergency drive train, namely in that the other spur gear meshing with the spur gear arranged coaxially to the motor shaft is axially displaceably mounted and can thus be brought either into engagement with the other gear or outside of this engagement. This is done on the one hand by a compression spring - acting in the direction of engagement - and on the other hand by a moving coil magnet or the like, which is always under voltage when the motor of the drive is switched on. In order to achieve a correct coupling, you can first switch on the magnet when the switch-on signal for the motor arrives, and then delay the motor. Conversely, if you switch off, you will let the motor run down a little before switching off the magnet so that the Clutch for more or less dead engine is recoupled. That is the design of the control technology. A clear two-way circuit is achieved in such a way that either the manual drive works on the outgoing gear train or the electric motor, its switching on and off determining the type of transmission in that the clutch is dependent on this switch-on signal.

The advantage of the transmission design according to the invention thus lies in particular in the space saving and with the consequence of avoiding an intermediate transmission link. In addition, you get a compact design of the drive unit with the two coupling options, namely uncoupling between gear and door leaf shaft on the one hand and coupling and uncoupling between electric motor drive and hand chain drive on the other hand, and an arrangement that can be used on the left and right of the shaft.

The drive unit is preferably equipped with a direct current motor which, in a manner known per se, enables a controlled change in speed in such a way that the door leaf can start up gently from the respective end position and can run into the other end position at a decelerating speed. In a further preferred embodiment, the DC motor is dimensioned such that the drive unit meets a range of requirements which are determined by different door sizes or different door leaf weights and different drive characteristics depending on the area of application, which results in different requirements for torque to be applied on the one hand and rotational speed on the other hand. This drive is therefore not optimally adapted to a specific requirement, which would require a corresponding number of different drive units, but is designed to a certain extent redundantly in order to be able to fulfill a range of different industrial doors and the respective tasks with the same drive. The different torques and / or engine speeds are set exclusively by means of control technology, be it through the respective operating mode-defining modules that can be replaced in the Control circuit be inserted, be it exclusively through different programs for this control.

The DC motor can therefore deliver the desired speed and the desired torque, so it is oversized. However, there is no need to optimize the drive motor and / or transmission because this would only be possible with regard to the individually required operating case. The maximum requirements are set here as the upper limit for the components with the success that the same drive can be used for all industrial door drives. The only difference is in the control system or the feed devices for the electric motor. Since this is constructed as a direct current motor, this possibility arises in addition to the already existing advantages of the direct current drive.

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

The gear - causing the worm gear here - is self-locking. In the event of a power failure, the door leaf can remain somewhere between its target end positions. In such a case, the requirement can be raised that the separation between drive and door leaf shaft cannot be actuated in order to prevent the door leaf from falling out of this position. In this case, additional electrical protection can be installed, for example in such a way that the coupling between the worm wheel and the single-stage final transmission cannot be separated if the pin of another moving coil magnet prevents the clutch from being actuated. This magnet is intended to ensure - even when the mains current is not present - that the coupling between the shaft of the door leaf and the output part of the gearbox can only be released when the door leaf is in the closed state, when the door leaf is in the closed state, ie in a state that can no longer fall . In order to cope with emergencies, however, the lock can also be lifted in such intermediate positions of the door leaf, ie selectively excite the magnet, and as a result release the clutch. The requirement of these two successive targeted processes represents a deliberate one Proceed safely that can only be carried out by a professional hand and can therefore be held responsible, because it can be assumed that this specialist prevents the door leaf from falling by other means, for example by supporting it in this intermediate layer.

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

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

Door leaf shaft axis;

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

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

Figure 4 embodiments for the right and left side

Attachment of the drive unit to the door leaf shaft.

Figure 1 shows approximately in vertical section schematically an overall designated 1 gearbox insofar as no value was placed on joints. Such a housing regularly 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 according to Figures 2 and 3 illustrate the embodiment and are provided with the same parts with the same reference numerals.

In Figure 1, the door leaf shaft 6 and a coupling 7 designed as a flange with the transmission output shaft 28 is shown in phantom. On the transmission output shaft 28, a second gear wheel 3 on the output side of a spur gear pair 2, 3 is arranged in a rotationally fixed and non-displaceable manner, the first gear wheel 2 of which is arranged on a shaft 8 so as to be non-rotatable and displaceable, on which the worm wheel 4 of a worm gear stage 4, 5 is freely rotatable coaxially adjacent is stored. In the worm wheel 4, the worm 5 engages A worm gear stage, which is arranged directly on the motor output shaft 9 of a drive motor 10 so as to be non-rotatable and displaceable, or is formed integrally therewith. Provided that the worm wheel 4 is non-rotatably connected to the first gear wheel 2 via the shaft 8, a torque exerted on the motor output shaft 9 by the motor 10 is thus transmitted via the immediately following worm gear stage to the spur gear pair and from there to the door leaf shaft .

Following a first need to decouple the door leaf from a motor drive in the event of a defect and in particular for maintenance purposes, a clutch is implemented between the first gear wheel 2 of the spur gear 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, another wheel, namely a clutch gear 12 is provided, which is axially displaceably mounted on this shaft 8 against rotation. The worm wheel 4 is received between the first gear 2 and the clutch gear 12. The clutch gear 12 is externally toothed and engages in a cylindrical recess 13 in the adjacent region of the worm wheel 4, which has a circumferential inner toothing which communicates with the outer toothing of the clutch gear 12.

In this meshing engagement between the internal toothing of the cylindrical recess 13 of the worm wheel 4 and the outer toothing of the clutch gear 12, the latter is preloaded by means of a helical compression spring 18 encompassing 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 door 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 For maintenance purposes, etc., a lever 14 is rotatably mounted at 15 in the vicinity of the shaft 8, which engages with its freely protruding, fork-shaped lever end 16 - FIG Housing 1 ago against the force of the helical compression spring 18, the clutch gear 12 is removed from the worm wheel 4 in the axial direction and is thus disengaged with respect to tooth meshing. This means that in this decoupling state, the door leaf shaft can be freely rotated via the spur gear pair 2, 3 and the shaft 8 relative to the rest of the transmission device.

On the motor output shaft 9, which has the worm 5 of the worm gear stage 4, 5 to prevent rotation and axial displacement, a gear 21 is applied to prevent rotation and displacement, which forms a spur gear pair with another gear 22. The additional gear 22 is rotatably and displaceable in the axial direction on a shaft 23 which is connected via a bevel gear 24 with a sprocket 20, a hand chain actuation device 19, 20 in permanent gear connection. This gear connection enables the position of the strands of the chain 19 to be aligned 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 actuating device 19, 20 in a rotationally fixed and axially displaceable manner is 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, determined by a control element 25, the helical compression spring acting in the direction of the engagement state, while the activation element in the opposite direction brings about the disengagement state as soon as the drive motor is working. Appropriate control measures ensure that the clutch states - that is, the change in the coupling of the drive motor 10 on the one hand and the sprocket 20 on the other hand - take place in chronological succession. In a simple embodiment, the control member 25 can be a moving-coil magnet arrangement, the axially displaceable armature of which acts against the force of the helical compression spring 26 which also acts on the gearwheel 22. In the normal state, this magnet arrangement is thus actuated and brings about the disengagement state, while in the event of a failure of the mains voltage and otherwise in the rest phases outside the 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 attachment of the unit optionally right and left end of a door leaf shaft, it being apparent that the largest extension of the gear housing seen in the axial direction of the door leaf shaft does not go beyond the space requirement of the flange for connecting the door leaf shaft 6 to the transmission output shaft 28.

REFERENCE SIGN LIST

Gear housing first gear wheel spur gear pair of second gear wheel Worm wheel

Worm gear stage

slug

Door leaf wave

Flange (coupling)

Shaft (worm wheel / first gear wheel

Motor output shaft

Motor (DC motor)

Gearbox housing wall (reduced)

Coupling gear internally toothed cylindrical recess in 4th

lever

Axis of rotation

Lever end (fork-shaped) peripheral circumferential groove

Helical compression spring

Chain η hand chain operating device sprocket J gear γ y spur gear pair gear J Shaft (hand chain drive) bevel gear transmission control element (moving coil magnet arrangement) helical compression spring - chain wheel coupling distance detector transmission output shaft

Claims

EXPECTATIONS

1. Tor shaft drive unit of an overhead door with a gear output (28) which can be coupled to the door leaf shaft (6) which is connected to the door leaf by gears and which comprises a multi-stage gear (2, 3, 4, 5) comprising a worm gear stage (4, 5) the motor output shaft (9) is connected, characterized in that coaxial with the worm wheel (4) of the worm gear stage (4, 5) there is arranged a first spur gear (2) in the direction of the output force, which meshes with a second gear (3) on the output side, to which the door leaf shaft (6) can be coupled coaxially, the overall gear (2, 3, 4, 5) thus formed is mounted in a gear housing (1) which, in the area of the two intermeshing spur gear wheels (2), corresponds to the axial space requirement of the output-side spur gear wheel (2) is reduced to a broad gear housing wall (11).

2. Tor shaft drive unit according to claim 1, characterized in that between the worm wheel (4) and the coaxial first gear wheel (2) a manually operated clutch (7) is switched on, in particular by means of a clutch gear (12) on the same shaft (8) as the worm wheel (4) and the first gear wheel (2) are arranged such that they can move in a rotationally fixed manner in the shaft axis direction, while the worm wheel (4) can be freely rotated on the shaft (8) and the first gear wheel (2) can be rotated and secured against rotation on the shaft (8) is held, wherein the worm (5) of the worm gear stage (4, 5) is preferably arranged or formed firmly on the motor output shaft (9).

3. Torwelleantriebsaggregat according to claim 2, characterized in that the clutch gear (12) is circumferentially externally toothed and is designed to mesh with a corresponding internally toothed cylindrical recess (13) of the worm wheel (4).

4. Tor shaft drive unit according to claim 2 or 3, characterized in that the clutch gear (12) by means of a - in particular from outside the transmission housing (1) - manually operated control member (14 to 16) between the engagement and disengagement position in the shaft axis direction, in particular by means of of a lever (14) rotatably mounted on the housing wall, the lever end (16) of which protrudes from the axis of rotation (15) engages in a peripheral circumferential groove (17) of the coupling gearwheel (12), the coupling gearwheel (12) preferably being in the coupling position with the worm wheel (4) spring-loaded - preferably by means of a helical compression spring (18) arranged coaxially on the shaft (8) - and the manually operated control element - lever (14) - can be locked at least in the disengaged position.

5. Torwelleantriebsaggregat according to any one of claims 1 to 4, characterized in that a hand chain actuating device (19, 20) is provided, the sprocket (20) with the Motorabtriebswelie (9) can be coupled and disengaged, in particular by means of a spur gear pair ( 21, 22) on axially parallel shafts (9, 23), one gear (21) of which is arranged on the motor output shaft (9) in such a way that it cannot rotate and move, while the other gear (22) can be rotated on its shaft (23) so that it cannot rotate.

6. Torwelleantriebsaggregat according to claim 5, characterized in that the displacement of the other, the output side of the sprocket (20) associated gear (22) between the engagement and disengagement position by means of a control member (25), which from the on-off switching state of the drive motor ( 10) is controlled dependent.

7. Tor shaft drive unit according to claim 6, characterized in that the control member (25) is designed as a moving coil magnet arrangement which works against the force of a spring - in particular helical compression spring (26) - which the sprocket (20) associated with the gear (22) in the Coupled position applied.

8. Torwelleantriebsaggregat according to any 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 opening to be closed with the door leaf, preferably between the axis of rotation a bevel gear (24) is arranged on the chain wheel (20) and the associated gear (22).

9. Tor shaft drive unit according to one of claims 1 to 8, characterized in that the gear housing (1) seen in terms of its width vertically in the direction of the door leaf shaft (6) overall the flange connection (7) between the door leaf shaft (6) and the transmission output shaft (28) essentially adheres to.

10. Tor shaft drive unit according to one of claims 1 to 9, characterized in that the gear housing (1) - in particular via damping elements - e.g. Vibrating metal damper - is fixedly arranged.