EP2385882B1 - Entraînement de cylindres et cage de laminoir équipée d'un tel entraînement - Google Patents

Entraînement de cylindres et cage de laminoir équipée d'un tel entraînement Download PDF

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Publication number
EP2385882B1
EP2385882B1 EP09774636A EP09774636A EP2385882B1 EP 2385882 B1 EP2385882 B1 EP 2385882B1 EP 09774636 A EP09774636 A EP 09774636A EP 09774636 A EP09774636 A EP 09774636A EP 2385882 B1 EP2385882 B1 EP 2385882B1
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EP
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Prior art keywords
roller
drive
coupling
joint
universal shaft
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EP09774636A
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German (de)
English (en)
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EP2385882A1 (fr
Inventor
Rudolf Buchegger
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Voith Patent GmbH
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Voith Patent GmbH
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Publication of EP2385882A1 publication Critical patent/EP2385882A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B35/00—Drives for metal-rolling mills, e.g. hydraulic drives
    • B21B35/14—Couplings, driving spindles, or spindle carriers specially adapted for, or specially arranged in, metal-rolling mills
    • B21B35/141—Rigid spindle couplings, e.g. coupling boxes placed on roll necks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B35/00—Drives for metal-rolling mills, e.g. hydraulic drives
    • B21B35/14—Couplings, driving spindles, or spindle carriers specially adapted for, or specially arranged in, metal-rolling mills
    • B21B35/148—Spindle carriers or balancers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B35/00—Drives for metal-rolling mills, e.g. hydraulic drives
    • B21B35/14—Couplings, driving spindles, or spindle carriers specially adapted for, or specially arranged in, metal-rolling mills
    • B21B35/142—Yielding spindle couplings; Universal joints for spindles

Definitions

  • the invention relates to a roller drive according to the preamble of patent claim 1 and a roll stand according to the preamble of patent claim 15.
  • the radial bearing of the connecting shaft between the gear coupling and the universal joint shaft is designed such that the connecting shaft is held in two places and centered overall by means of a relatively large and axially long bearing.
  • this storage has a common outer support member, thus two radial rolling bearings are provided per connecting shaft.
  • a rolling mill with a roller drive according to the preamble of claim 1 is in the Auslegeschrift DE 24 54 036 A2 disclosed.
  • Each roller drive has a propeller shaft, referred to here as articulated spindles, on which is connected on one side via a coupling, not shown, with the roller and on the other side remote from the cylinder via a coupling with axial length compensation with the motor shaft.
  • an intermediate shaft and a further coupling which allows longitudinal displacements, is provided in the upper roller between the coupling connected to the motor shaft with length compensation and the roller distal end of the propeller shaft.
  • the middle parts of the Articulated spindles are supported by laterally arranged support beams on which the spindles are mounted in two bearing points. On one side, the support beams are connected to hydraulic supports, while on the other side they are mounted in bearing blocks. Taken together, the middle parts are therefore again centered balanced with two camps.
  • EP 0 822 872 B2 a rolling stand with two rollers forming a nip, which are driven by drive spindles of their own drive motors.
  • a drive train each with a toothed coupling combined with another articulated coupling is provided for each roller, wherein the toothed coupling connects directly to the drive pin of the roller and allows axial length compensation.
  • the roller drive has considerably by the above-mentioned generic drive trains from that only a single drive train per pair of rollers has a universal joint with two larger angular deviation permitting joints, whereas the other drive spindle as a one-piece toothed spindle from the toothed coupling to one on the drive shaft of the Motors arranged, angular shaft displacements permitting coupling, preferably also toothed coupling extends.
  • the gear couplings each allow an angular position in the range between 0.5 and 1.5 degrees, preferably an angular position of about 0.8 degrees
  • drive shafts as they are generically provided in each drive train to each roller, angular displacements well beyond this range For example, greater than 5 degrees, 10 degrees or even 20 degrees, too.
  • Allen mentioned roller drives have in common that the bending forces acting on the drive pin a roller and the elements in the drive train, depending on the support by radial bearings make a more or less strong dimensioning of individual components required.
  • the gimbal error is also taken into account, from which act with increasing diffraction angles increasingly higher forces on the connecting parts.
  • the use of relatively massive propeller shafts in order to transmit large torques leads to a large cardan shaft weight, which in turn leads to comparatively large forces acting on the connecting parts of the propeller shaft.
  • the present invention has for its object to provide a roller drive and a rolling stand with such a roller drive, in which despite a small number of radial bearings optimum distribution of bending forces, weight forces and forces is achieved from the gimbal and all components provided in the drive train relatively slim can be executed.
  • the roller drive according to the invention is based on a plurality of drive trains, at least two drive trains, for transmitting drive power from one drive motor to one roller each.
  • the two drive trains or the plurality of drive trains driven by one or more common drive motors, or to provide a plurality of drive motors per drive train.
  • the propeller shafts can be driven by means of a so-called comb-type gearbox, which divides the engine torque simultaneously into the first and the second, in particular onto an upper and lower propeller shaft.
  • a propeller shaft comprising a first, a greater angular deviation permitting joint, and a second, a greater angular deviation permitting joint. Accordingly, it is in the joints not to couplings or toothed couplings, which allow only the small angular deviations according to the introduction. Rather, angular deviations of more than 5 degrees, in particular more than 10 degrees, are possible between the two end parts of the propeller shaft, in particular even between each end part and the middle part of the propeller shaft.
  • a roller-distal end portion of each propeller shaft is associated with one of the drive motors or the common drive motor and is driven by this.
  • the roller distal end portion may be connected directly to a drive shaft of the drive motor or with the interposition of one or more connecting shafts or the like.
  • a roller near end part of each PTO shaft is associated with each one of the rollers to drive them.
  • the two end parts - ie the roller near end portion and the roller distal end portion - each cardan shaft via the two joints and a connecting the two joints middle part with each other.
  • the central part is designed in particular without length compensation, that is, it advantageously has a fixed axial length.
  • the two middle parts of the two propeller shafts of the various drive trains can be designed according to an embodiment with a different axial length.
  • the joints themselves, for example, as a universal joint or as another, a corresponding angular deviation permitting joint coupling, for example, flat pin coupling executed.
  • the two roller-near end parts of each propeller shaft are respectively connected to a toothed coupling with length compensation, wherein the toothed coupling with length compensation for coaxial or substantially coaxial connection to a drive journal of one of the rollers is determined.
  • the connection can be direct or indirect.
  • a coupling half of the toothed coupling is advantageous, for example in the form of a sleeve or a pin, directly connected to the drive pin of the roller, for example, the drive pin rotationally enclosing or engaging in the drive pin in a drive connection.
  • the toothed coupling has two coupling halves which can be displaced in the longitudinal direction and are in toothed engagement with one another, wherein the toothed engagement is advantageously formed by a toothed pair, of which at least one toothing is crowned, in order to permit particularly easy sliding into and into one another allow or allow a relatively small angular deviation between the two coupling halves, in particular in the range of 0.4 degrees, or in the range of the angular deviation, which was mentioned in the introduction to the description for a gear coupling.
  • each PTO shaft and each gear coupling via a common radial bearing which is located directly on or next to the joint between the middle part and the roll near end part of PTO shaft is positioned, supported.
  • each propeller shaft is free of a radial bearing and / or free of any shaft bearing, which is arranged away from that joint between the central part and the roller-near end part.
  • no bearing in the region of the axial center and / or at the distal end of the central part of the propeller shaft is provided, or a bearing support at both axial ends of the central part, which are merged into a common central part support, as is common in the prior art.
  • the common radial bearing of the propeller shaft and the toothed coupling on the side of the central part of the propeller shaft is immediately adjacent to the relevant joint arranged so that it surrounds the middle part of the propeller shaft.
  • a particularly favorable length distribution based on the end part of the propeller shaft can be achieved together with the gear coupling and the propeller shaft center part.
  • the middle part can be made comparatively longer, resulting in smaller diffraction angles in the PTO shaft.
  • the end portion together with the gear coupling can be made shorter, resulting in smaller bending moments, which are exerted by the drive train on the drive pin of the roller.
  • the radial bearing with a larger outer diameter can be performed, which in particular its outer ring can be made more robust.
  • the bearing interface that is the interface between rotating and stationary part of the bearing, in which particular rolling elements, for example in the form of cylindrical rollers, are positioned to a relatively larger diameter, whereby the possible power consumption is increased.
  • the radial bearing can advantageously be hinged to compensate for angular movements of the middle part.
  • a lifting mechanism for the radial bearing, in particular jointly for the radial bearings of both propeller shafts can advantageously be designed such that it is synchronized with a movement of one of the two rolls forming the nip, in particular the working roll, for example in the axial direction, always at a small deflection angle, in particular constant Bend angle, to ensure the gear couplings.
  • the two toothed couplings associated with a roller pair forming the roller gap may have different axial lengths relative to one another. Overall, both gear couplings can be made relatively short, although they allow axial length compensation. Thus, it is not necessary to provide an axial distance in the toothed couplings for this length compensation, which prevents a collision with a stationary radial bearing.
  • a pressure device can be provided which presses at least the roller-side coupling half or both coupling halves of the toothed coupling in the axial direction in the direction of the roller or drive journal.
  • this pressing device is not to be confused with the inventively provided radial bearing, which can absorb significant radial forces.
  • the toothing of one of the two coupling halves extends in the toothed engagement over a multiple of the toothing of the other coupling half.
  • an internal toothing extends over a multiple in the direction of the longitudinal axis of an external toothing or vice versa.
  • a rolling stand according to the invention has at least two rolls forming a roll gap, which are driven by two drive motors via a roll drive, which is designed in accordance with the roll drive according to the invention.
  • At least one roller of the pair of rollers is advantageously displaceable in the axial direction optionally relative to the other roller in order to vary the shape of the roller gap in cooperation with a correspondingly shaped roller surface, in particular the axial end portion of the roller Nip.
  • this is known to the expert in rolling mills, in particular for the production of steel sheets or other sheets, and therefore need not be further explained.
  • FIG. 1 a can be seen a schematic side view and in the FIG. 1 b is a plan view of a rolling mill according to the invention or the roller drive of the rolling stand with a first upper drive train 1 for transmitting drive power from a first drive motor 2 to a first roller 3 and a second lower drive train 2 for transmitting drive power from a second drive motor 4 to a second roller 5.
  • the first roller 3 and the second roller 5 together form a roller gap 13.
  • the first roller is displaceable in the axial direction relative to the second roller 5 and for this purpose has a comparatively larger axial extent.
  • Both drive trains 1, 2 each have a propeller shaft 6, comprising a first, a greater angular deviation permitting joint 7, and a second, a larger angular deviation permitting joint eighth
  • each propeller shaft 6 is associated with one of the drive motors 2, 4 and is driven by this.
  • the roller near end part 6.2 of each propeller shaft 6 is assigned to one of the rollers 3, 5 in order to drive them with the interposition of a toothed coupling 9 with length compensation.
  • the roller-distal first joint 8 of the propeller shaft 6 and the second roller-near joint 8 of the propeller shaft 6 are interconnected via a central portion 6.3 of the propeller shaft 6, wherein in the present case the middle part 6.3 is composed of three sections, namely a comparatively long central portion, on which both sides in each case a part is flanged with a yoke.
  • Each central part 6.3 of the propeller shaft is supported directly by a radial bearing 11 positioned next to the second joint 8. Due to the provided flanges at both ends of the middle part 6.3 and its middle section, the bearing 11 is designed as a circumferentially split bearing, comprising two or more segments, in particular circular ring segments, which are connected to each other to form a closed bearing ring.
  • the radial bearing 11, which is assigned to the first drive train 1, has, as indicated by the dimension lines, a smaller distance from the first roller 3 than the radial bearing 11, which is assigned to the second drive train 2.
  • the roller distal end portion of a sleeve 16 which is pushed in a drive connection to a drive pin (not shown) of the respective roller.
  • a drive pin (not shown) of the respective roller.
  • the second roller near coupling half 9.2 which has an internal toothing 9.3.
  • the external teeth 9.4 of the first coupling half 9.1 has a spherical shape, as you can see, that is, a curvature extending in the axial direction in the toothed coupling 9 extends.
  • the first coupling half 9.1 is connected via a flange 17 with the end part 6.2 of the propeller shaft 6.
  • This flange 17 is also in the FIG. 1 shown. It can also be seen indicated both in the FIG. 1 as well as in the FIG. 2 , A second flange 19, with which the second coupling half 9.2 is connected to the roll neck enclosing the sleeve 16.
  • the axial length compensation in the toothed clutch 9 is presently by the toothed engagement 10, in the FIG. 2 achieved with the internal teeth 9.4 and the external teeth 9.3.
  • the toothed engagement 10 in the FIG. 2 achieved with the internal teeth 9.4 and the external teeth 9.3.
  • the radial bearings 11 each enclose a central portion 6.3 of the propeller shaft 6 and are positioned immediately adjacent to the joint 8.
  • the positioning is selected directly adjacent to the flange 20, which is the roller distal half 21 of the second joint 8, you could also say the roller distant yoke, with the one-piece, here cylindrical central portion of the middle part 6.3, which, as stated, at its remote from the roller End has a corresponding flange, connects. Therefore, an even closer positioning of the radial bearing 11 in the direction of the axis of rotation of the second joint 8 is not possible or only with difficulty.
  • the positioning of the radial bearing 11 is deviating from a central part 6.3 ausbalancierenden bearing in the middle of the middle part 6.3 or two support points in the region of both ends of the middle part 6.3.
  • the radial bearing 11 does not extend to the axial center of the propeller shaft 6 or the middle part 6.3 of the propeller shaft 6.
  • the radial bearing 11 in the outer third or in the outer quarter of the axial extent of the propeller shaft 6 and the middle part 6.3 of the propeller shaft 6 is arranged.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Friction Gearing (AREA)
  • Gear Transmission (AREA)
  • Rolls And Other Rotary Bodies (AREA)

Claims (15)

  1. Entraînement de cylindres comportant
    1.1 un premier train d'entraînement (1) pour transférer la puissance d'entraînement d'un premier moteur d'entraînement (2) à un premier cylindre (3);
    1.2 un second train d'entraînement (2) pour transférer la puissance d'entraînement à partir de ce dernier ou d'un second moteur d'entraînement (4) à un second cylindre (5);
    1.3 les deux trains d'entraînement (1, 2) comportant un arbre articulé (6), comportant une première articulation tolérant (7) un écart angulaire plus grand et une seconde articulation (8) tolérant un écart angulaire plus grand;
    1.4 une partie d'extrémité (6.1) de chaque arbre articulé (6) éloignée du cylindre est respectivement associée à l'un des moteurs d'entraînement (2, 4) ou bien au moteur d'entraînement commun et est entraîné par celui-ci;
    1.5 une partie d'extrémité (6.2) de chaque arbre articulé (6) proche du cylindre est respectivement associée à l'un des cylindres (3, 5), pour les entraîner;
    1.6 les deux parties d'extrémité (6.1, 6.2) de chaque arbre articulé (6) sont reliées l'une à l'autre par le biais des deux articulations (7, 8) et d'une partie intermédiaire (6.3) connectée aux deux articulations (7, 8);
    présentant les caractéristiques suivantes:
    1.7 les deux parties d'extrémité (6.2) proches du cylindre sont respectivement reliées à un accouplement denté (9) avec compensation de longueur, qui est défini pour raccordement coaxial ou sensiblement coaxial à un tourillon d'entraînement d'un des cylindres (3, 5); dans lequel
    1.8 l'accouplement denté (9) présente deux moitiés d'accouplement (9.1, 9.2) en liaison motrice l'une avec l'autre et mobiles dans l'axe longitudinal par le biais d'un engrènement à dents (10);
    1.9 l'arbre articulé (6) et l'accouplement denté (9) du premier train d'entraînement (1) sont supportés par le biais d'un premier palier radial commun (11), positionné directement au niveau de ou à côté de l'articulation (8) entre la partie intermédiaire (6.3) et la partie d'extrémité (6.2) de l'arbre articulé (6) proche du cylindre, et l'arbre articulé (6) et l'accouplement denté (9) du second train d'entraînement (1) sont supportés par le biais d'un second palier radial commun (11), positionné directement au niveau de ou à côté de l'articulation (8) entre la partie intermédiaire (6.3) et la partie d'extrémité (6.2) de l'arbre articulé (6) proche du cylindre.
  2. Train d'entraînement selon la revendication 1, caractérisé en ce que la partie intermédiaire (6.3) de chaque arbre articulé (6) est dénué de palier radial et/ou est dénué de tout palier d'arbre, positionné éloigné de l'articulation (8) entre la partie intermédiaire (6.3) et la partie d'extrémité (6.2) proche du cylindre.
  3. Entraînement de cylindres selon l'une des revendications 1 ou 2, caractérisé en ce que le palier radial (11) entoure la partie intermédiaire (6.3) de l'arbre articulé (6).
  4. Train d'entraînement selon la revendication 3, caractérisé en ce que l'accouplement denté (9) est dénué de sa propre suspension radiale et qu'il est uniquement porté par l'arbre articulé (6) et ainsi par le palier radial (11), qui entoure la partie intermédiaire (6.3) de l'arbre articulé (6), de même que le tourillon d'entraînement du cylindre (3, 5).
  5. Entraînement de cylindres selon l'une des revendications 1 ou 4, caractérisé en ce que la première articulation (7) et/ou la seconde articulation (8) se présentent comme des croisillons ou des accouplements à tourillon plat.
  6. Entraînement de cylindres selon l'une des revendications 1 à 5, caractérisé en ce que la première articulation (7) et la seconde articulation (8) sont décalées l'une par rapport à l'autre dans la direction axiale.
  7. Entraînement de cylindres selon l'une des revendications 1 à 6, caractérisé en ce que les parties intermédiaires (6.3) des arbres articulés (6) présentent des longueurs axiales différentes l'une de l'autre.
  8. Entraînement de cylindres selon l'une des revendications 1 à 7, caractérisé en ce que les accouplements dentés (9) présentent des longueurs axiales différentes l'une de l'autre.
  9. Entraînement de cylindres selon l'une des revendications 1 à 8, caractérisé en ce que les dents, au moins d'une moitié d'accouplement (9.1, 9.2) de l'engrènement à dents (10) entre les deux moitiés d'accouplement (9.1, 9.2), sont de forme bombé.
  10. Entraînement de cylindres selon l'une des revendications 1 à 9, caractérisé en ce qu'un dispositif de pression (22) est aménagé dans la zone des accouplements dentés (9) qui presse au moins la moitié d'accouplement (9.2) proche du cylindre de l'accouplement denté (9) vers le cylindre (3, 5) dans la direction axiale.
  11. Entraînement de cylindres selon l'une des revendications 1 à 10, caractérisé en ce que les intervalles dans la direction axiale entre respectivement les deux paliers radiaux (11) et les cylindres (3, 5) sont différents l'un de l'autre.
  12. Entraînement de cylindres selon l'une des revendications 1 à 11, caractérisé en ce que les axes longitudinaux (12) des parties intermédiaires (6.3) des arbres articulés (6) divergent l'un de l'autre.
  13. Entraînement de cylindres selon l'une des revendications 1 à 12, caractérisé en ce que les axes longitudinaux des deux moitiés d'accouplement (9.1) de l'accouplement denté (9) éloignés des cylindres divergent l'un de l'autre.
  14. Entraînement de cylindres selon l'une des revendications 1 à 13, caractérisé en ce que la denture de l'une des deux moitiés d'accouplement (9.1, 9.2) s'étend en direction de l'axe longitudinal de l'accouplement denté (9) sur un multiple de la denture de l'autre moitié d'accouplement (9.1, 9.2).
  15. Cage de laminoir comportant au moins deux cylindres (3, 5) constituant un entrefer (13), lesquels cylindres sont entraînés par un moteur d'entraînement (2, 4) commun ou bien par deux moteurs d'entraînement par le biais d'un entraînement de cylindres, caractérisé en ce que l'entraînement de cylindres est conforme à l'une des revendications 1 à 14.
EP09774636A 2009-06-30 2009-12-10 Entraînement de cylindres et cage de laminoir équipée d'un tel entraînement Active EP2385882B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009031324A DE102009031324A1 (de) 2009-06-30 2009-06-30 Walzenantrieb und Walzgerüst mit einem solchen
PCT/EP2009/008818 WO2011000397A1 (fr) 2009-06-30 2009-12-10 Entraînement de cylindres et cage de laminoir équipée d'un tel entraînement

Publications (2)

Publication Number Publication Date
EP2385882A1 EP2385882A1 (fr) 2011-11-16
EP2385882B1 true EP2385882B1 (fr) 2012-04-25

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EP09774636A Active EP2385882B1 (fr) 2009-06-30 2009-12-10 Entraînement de cylindres et cage de laminoir équipée d'un tel entraînement

Country Status (7)

Country Link
US (1) US8904841B2 (fr)
EP (1) EP2385882B1 (fr)
JP (1) JP5636425B2 (fr)
CN (1) CN102123799B (fr)
AT (1) ATE554864T1 (fr)
DE (1) DE102009031324A1 (fr)
WO (1) WO2011000397A1 (fr)

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JP5812857B2 (ja) * 2011-12-28 2015-11-17 株式会社神戸製鋼所 多段圧延機の駆動機構
DE102022119330A1 (de) 2022-08-02 2024-02-08 Voith Patent Gmbh Walzwerksanordnung zur Übertragung hoher Drehmomente

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Publication number Publication date
WO2011000397A1 (fr) 2011-01-06
US8904841B2 (en) 2014-12-09
ATE554864T1 (de) 2012-05-15
DE102009031324A1 (de) 2011-01-05
EP2385882A1 (fr) 2011-11-16
US20110174043A1 (en) 2011-07-21
CN102123799B (zh) 2014-02-19
CN102123799A (zh) 2011-07-13
JP2012531309A (ja) 2012-12-10
JP5636425B2 (ja) 2014-12-03

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