JP2016516160A - Transmission drive unit and drive device for comfort comprising transmission drive unit - Google Patents

Abstract

The present invention is a transmission drive unit (10; 10a) comprising a shaft portion (18; 18a) having a dentition (19; 19a), the shaft portion (18; 18a) being a drive motor. (11) is arranged in an action-coupled state, and the shaft portion (18; 18a) has both sides of the tooth row (19; 19a) in the bearing device (24; 24a, 25; 25a), respectively. A transmission wheel (20) is provided, which is arranged and drives at least indirectly the member to be displaced, the transmission wheel (20) being connected to the teeth of the shaft part (18; 18a) ( 19; 19a) having a corresponding tooth row (21) meshing with it.

Description

BACKGROUND OF THE INVENTION The present invention relates to a transmission drive unit according to the superordinate concept of claim 1 as known from the Applicant's DE 102005012938.

  Such a transmission drive unit has a drive motor with an armature shaft which is used for displacing elements of a motor vehicle, for example a window or a sliding roof, and which has a tooth row, It meshes with a corresponding tooth row provided on the cylindrical gear or the transmission wheel, so that the drive rotational speed of the electric motor decreases simultaneously with the increase of the torque of the electric motor. Such a transmission drive unit needs to fulfill additional secondary functions in addition to its main functions, for example opening and closing of windows. In particular, in a non-operating state of the transmission drive unit, that is, when the drive motor (electric motor) of the transmission drive unit is in a non-energized state, for example, the window must be held or fixed at that position. In the case of a power window drive, this is typically realized on the basis of a special design in the dentition area between the armature shaft and the transmission wheel, the member (window) to which the transmission drive unit is to be displaced. In the driven state being loaded by, the transmission stage acts to self-lock. On the other hand, in the operating state, i.e. when the gear drive unit is to be moved, the minimum self-locking action is desirable, which maximizes the efficiency of the gear drive unit. Or, the required power consumption in the drive motor is minimized. The two design goals of maximum self-locking in the driven state and maximum efficiency in the driven state are competing with each other. The two functions are determined by the friction characteristics of the bearing device that receives the armature shaft on both sides of the dentition, and the characteristics of the dentition. These parameters are affected by a very large fluctuation range due to, for example, temperature, deterioration, and manufacturing error.

DISCLOSURE OF THE INVENTION With the background art as the starting point, the problem underlying the present invention is to improve the transmission drive unit according to the superordinate concept of claim 1 and relate to each operation state in which the transmission drive unit is referred to That is, an attempt is made to optimize the driving of the member to be displaced and the acquisition of the maximum self-locking action in the driven state. In other words, the transmission drive unit desirably has the maximum self-locking action in one state, and desirably has the maximum efficiency while minimizing the friction loss in the other state (drive state).

  This object is based on the present invention, in the transmission drive unit having the characteristics of claim 1, the shaft portion having the tooth row is arranged in both bearing devices so as to be movable in the longitudinal direction of the shaft portion. When torque is introduced from the shaft portion to the transmission wheel, the shaft portion occupies a first axial position, and the tooth row and the corresponding tooth row are at the first axial position. And the sum of the friction between the shaft portion and the bearing device is a second axial position occupied by the shaft portion when torque is introduced from the transmission wheel to the shaft portion. It is solved by being smaller than in. In other words, the present invention provides different friction surfaces according to the operating state, whereby in the power transmission system of the transmission drive unit, the minimum friction occurs in the driving state and the maximum in the non-energized locked state. This is based on the idea of generating friction. Such basic ideas can be realized by a variety of specific structural means, as will be described below.

  Advantageous refinements of the transmission drive unit according to the invention are described in the dependent claims.

  What is proposed in the first structural configuration is that the shaft portion is in contact with the friction surface of one friction element in the second position. Such a friction element may be a separate additional element that is not used in a conventional transmission drive unit, but in particular, an existing, possibly modified element in the conventional transmission drive unit. It may be. In the case of a separate friction element, the advantage is obtained that the friction element can be optimized with respect to its function, whereas the friction element is a component of an existing part of the transmission drive unit and can only be changed. In some cases, the advantages are relatively low and generally no additional space is required.

  What is proposed in a preferred improvement of the change mode is that the friction surface or the friction element is one part of the two bearing devices.

  As a preferred configuration, another friction surface is provided in a conically formed region of the shaft portion, and the other friction surface cooperates with the cone of the bearing device. Cooperate with shape friction surface. Such a configuration has the advantage that, for example, both conical surfaces provide an additional radial support of the shaft part or an introduction of an additional radial force into the bearing device.

  In order to allow the self-locking action of the transmission drive unit with respect to the locked state to be independent of the direction of the torque introduced into the shaft part via the transmission wheel, The bearing devices formed in the same way are arranged on both sides, and the second axial position of the shaft portion includes movement in one or the other direction of the shaft portion. Proposed.

  The lock moment having the same magnitude can be obtained, for example, when the friction surface of the shaft portion is equally spaced from the friction surface of the bearing device at the first axial position.

  In an alternative constructional structure for producing a self-locking action, it is proposed that the shaft part is formed in the shape of a drum in the region of the dentition, and the shaft part is a double bearing device. It is a point formed in a cylindrical shape in the region. In such a configuration, when the shaft portion moves in the axial direction, a radial force increased between the tooth row and the corresponding tooth row is generated in the bearing portion or the bearing device.

  Regardless of the specific configuration, the shaft portion is on the one hand arranged to be movable in the axial direction, and on the other hand, it is necessary to be able to transmit the driving moment from the driving motor. . According to the present invention, in another configuration of the present invention, the shaft portion is coupled to a drive shaft of the drive motor via a clutch device, and the clutch device is connected to a shaft end portion of the shaft portion. When a torque is applied in the driving direction based on the cooperating geometric shape, a force is applied to the shaft end portion toward the first position. In other words, the clutch device actively moves the shaft portion toward the first axial position in the driving state, thereby minimizing the friction.

  Proposed in a specific configuration of the clutch device is that the geometric shape includes an entraining member fixedly arranged at the shaft end, the shaft end being sleeve-shaped in the region of the entraining member. The clutch portion is surrounded in the radial direction, and the accommodating portion for the entraining member is formed in the clutch portion, and the accommodating portion is inclined with respect to the longitudinal axis of the shaft portion and the clutch portion. And the entraining member is arranged with rotation angle play in the housing portion.

  The invention also encompasses a drive device for comfort for motor vehicles, in particular a power window drive device using a transmission drive unit according to the invention. Such a drive device for comfort has the advantage of having both high efficiency and a relatively high self-locking action in the locked state.

  Additional advantages, features and details of the invention are set forth in the following description of the preferred embodiments and drawings.

It is the simplified diagram which showed the transmission drive unit by this invention with the main structural member. FIG. 2 is an enlarged detail view of FIG. 1 showing a locked state of the transmission drive unit. FIG. 3 is a detailed view based on FIG. 2 showing a drive state in which the drive moment is transmitted from the drive motor to the transmission wheel. It is the schematic which shows the drive state of alternative embodiment of a transmission drive unit using the drive shaft formed in the drum shape. It is the schematic which shows the locked state of alternative embodiment of the transmission drive unit using the drive shaft formed in the hourglass shape.

  In the following, embodiments of the invention will be described in detail with reference to the drawings. The same members or members having the same function are denoted by the same reference numerals in the drawings.

  A transmission drive unit 10 according to the present invention shown in FIG. 1 is a component of a drive device for comfort in an automobile, particularly a power window. The transmission drive unit 10 has a drive motor 11 (shown only schematically) formed as an electric motor, and the drive motor 11 can drive the drive shaft 12 in both rotational directions. In the casing (not shown) of the transmission drive unit 10, a transmission unit 15 for at least indirectly driving a member to be displaced, for example a window, is arranged. The transmission unit 15 has a shaft portion 18 coupled to the drive shaft 12 via a clutch device 16, and a tooth row 19, particularly a worm tooth row, is formed in a partial region of the outer peripheral surface of the shaft portion 18. It is formed in the form. The tooth row 19 meshes with a corresponding tooth row 21 formed on the outer periphery of the cylindrical gear or the transmission wheel 20, and in this case, the transmission wheel 20 is rotatably supported on the axis 22. The transmission wheel 20 is a constituent member of the transmission unit 15 formed in a single stage or multiple stages.

  The drive shaft 12 is supported in a region, preferably in the vicinity of the clutch device 16, by a bearing device 23, which is formed as a first, in particular as a ball bearing, for absorbing radial and axial forces. The shaft portion 18 is supported on both sides of the tooth row 19 by the second bearing device 24 and the third bearing device 25. In this case, both bearing devices 24, 25 are formed as simple sliding bearings, ie, both bearing devices 24, 25 absorb only the radial force of the shaft portion 18. Each bearing device 24, 25 formed in an annular or sleeve shape is used to support the shaft part 18, so that the shaft part 18 is pivoted along its longitudinal axis 26 in the direction of the double arrow 27. It is arranged to be movable in the direction.

  The shaft portion 18 has first friction surfaces 28 and 29 that are equally spaced from the tooth row 19 in regions 31 that are conically formed on both sides. Furthermore, both bearing devices 24, 25 have second friction surfaces 32, 33, for example, in the form of conical holes 34, on both end faces facing each other. Depending on the 18 axial positions, it cooperates with the first friction surfaces 28, 29. The angles of the first friction surfaces 28 and 29 and the second friction surfaces 32 and 33 extend at an angle with respect to the longitudinal axis 26 of the shaft portion 18 and are preferably formed to have the same size. Therefore, when the friction surfaces 28, 32 or the friction surfaces 29, 33 cooperate, the friction surfaces 28, 32 or 29, 33 are brought into full contact with each other so as to generate the maximum friction. It has become.

  In a drive state in which torque is introduced into the shaft portion 18 (regardless of the direction of rotation of the drive shaft 12) via the drive shaft 12 and the clutch device 16, the shaft portion 18 is associated with each of the friction surfaces 28, 32 that cooperate. , 29 and 33 are equally spaced apart and occupy a first axial position arranged so as not to be operatively connected to each other. The first axial position of the shaft portion 18 is made possible based on a geometry specially formed in the clutch device 16, which will be described below. That is: Based on FIGS. 2 and 3, the shaft end portion 35 of the shaft portion 18 facing the clutch device 16 is formed in a cylindrical shape, for example, in the blind hole of the drive shaft 12 or the drive shaft 12 is a hollow shaft. Therefore, it is understood that they are arranged so as to be guided in the radial direction and movable in the axial direction. A pin 37 serving as an entraining member used for moment transmission passes through the shaft end portion 35, and the pin 37 is disposed in the housing portion 38 of the drive shaft 12 with a rotation angle play. The accommodating portion 38 is formed, for example, as an opening provided in the peripheral wall of the blind hole 36 over a rotation angle range of 90 ° to 180 °, for example. The accommodating portion 38 has a symmetric axis 39 that extends parallel to the longitudinal axis 41 of the drive shaft 12. The accommodating portion 38 has a maximum extension length in the region of the symmetry axis 39 when viewed in the longitudinal direction of the drive shaft 12. On both sides of the symmetry axis 39, two edges 42, 43 extending at an inclination angle α of, for example, about 60 ° are arranged, and these edges 42, 43 are parallel to the symmetry axis 39, respectively. It is connected via an extended edge 44. Since the edge portion 44 has an extension length slightly smaller than the diameter of the pin 37 when viewed in the longitudinal direction of the drive shaft 12, the pin 37 has an outer periphery of the pin 37 as can be seen from FIG. At the position where the surface abuts against the edge 44, it is simultaneously in contact with the region of the edges 42, 43, so that the pin 37 is free to play as viewed in the longitudinal direction of the drive shaft 12 at this position in the housing 38. It will be supported without any problems.

  When the torque is introduced from the drive shaft 12 to the pin 37 via the clutch device 16, the shaft portion 18 passes through the pin 37, and the pin 37 within the housing portion 38 corresponds to FIG. Rotate to contact In this position, the friction surfaces 28 and 29 of the shaft portion 18 are not operatively connected to the friction surfaces 32 and 33 of the bearing devices 24 and 25. Thereby, in the area | region of the bearing apparatuses 24 and 25, friction is suppressed to the minimum. At the same time, the geometry of the dentition 19 and the corresponding dentition 21 is such that the frictional force between the dentition 19 and the corresponding dentition 21 also has a minimum value at this (first) axial position of the shaft part 18. A geometric shape is formed.

  On the other hand, when torque is introduced in the direction of the drive shaft 12 via the transmission unit 15 (when the drive motor 11 is not in operation), the shaft portion 18 depends on the direction of rotation of the introduced torque. The left or right side is moved to the second axial position towards the current bearing device 24, 25, so that the corresponding friction surface 28, 32 or 29, 33 is in a working connection and extends. Means a self-locking action, and the friction of the power transmission system is increased. At the same time, the friction between the tooth row 19 and the corresponding tooth row 21 also increases. This is because the contact point between the tooth row 19 and the corresponding tooth row 21 is no longer at that set point. In this position (FIG. 2), the pin 37 is located substantially in the region of the symmetry axis 39.

  FIGS. 4 and 5 show a transmission drive unit 10a that is modified with respect to FIGS. The transmission drive unit 10a also has the clutch device 16 (not shown in FIGS. 4 and 5 for simplicity) for transmitting torque to the shaft portion 18a. Importantly, in the illustrated embodiment, the bearing devices 24a, 25a do not have any friction surfaces like the bearing devices 24, 25, and the shaft portion 18a also has no friction surfaces. is there. When the torque is introduced via the transmission unit 15, the increased friction or self-locking action of the shaft part 18a is obtained on the basis of the special shape of the shaft part 18a, in which the envelope of the shaft part 18a is obtained. A line 45 is formed in the hourglass 46 at least in the region of the dentition 19a. Outside the hourglass 46, the shaft portion 18a is formed in a cylindrical shape at least in the region of the bearing devices 24a, 25a.

  In FIG. 4 (driving state), the shaft portion 18a has a first central axis direction position, and between the tooth row 19a of the shaft portion 18a and the corresponding tooth row 21 at this first central axis direction position. The contact point occupies the set point, and friction loss is minimized. On the other hand, when torque is introduced in the direction of the drive shaft 12 via the transmission unit 15 in accordance with the arrow 47 in FIG. 5, the shaft portion 18a moves from the first axial position to, for example, the right side. The second tooth is moved to the second axial position, and the rolling between the corresponding tooth row 21 and the tooth row 19a is performed in a relatively large diameter region of the shaft portion 18a. As a result, an increased bearing load or bearing friction appears in the bearing devices 24a and 25a, and a displacement force F acting in the sense of a self-locking action is generated on the shaft portion 18a.

  The transmission drive units 10 and 10a can be changed or changed in various forms without departing from the spirit of the present invention. For example, in particular in the third embodiment (not shown) of the invention, it is conceivable to form a combination of both drive units 10, 10a, so that the shaft part 18a corresponds to the transmission drive unit 10a. It is formed in the hourglass 46 and additionally has friction surfaces 28, 29 corresponding to the transmission drive unit 10, these friction surfaces 28, 29 (again on the transmission drive unit 10). Correspondingly, the second friction surfaces 32, 33 of the correspondingly formed bearing devices 24, 25 cooperate. An embodiment in which the friction surface is formed on a component separate from the bearing devices 24, 24a, 25, 25a is also conceivable.

Claims (10)

A transmission drive unit (10; 10a) comprising a shaft portion (18; 18a) having a dentition (19; 19a), the shaft portion (18; 18a) being connected to a drive motor (11) The shaft portion (18; 18a) is arranged in a operatively coupled state, and both sides of its dentition (19; 19a) are arranged in bearing devices (24; 24a, 25; 25a), respectively. A transmission wheel (20) is provided, which drives the member to be displaced at least indirectly, the transmission wheel (20) being arranged in the dentition (19; 19a) of the shaft part (18; 18a). Having a corresponding tooth row (21) meshing with
The shaft portion (18; 18a) is arranged in both the bearing devices (24; 24a, 25; 25a) so as to be movable in the longitudinal direction of the shaft portion (18; 18a). When torque is introduced from (18; 18a) to the transmission wheel (20), the shaft portion (18; 18a) is in a first axial position, and at the first axial position, Sum of friction between tooth row (19; 19a) and corresponding tooth row (21) and friction between shaft portion (18; 18a) and bearing device (24; 24a, 25; 25a) Is smaller than at the second axial position where the shaft portion (18; 18a) is when torque is introduced from the transmission wheel (20) to the shaft portion (18; 18a). The transmission drive unit Door.   The transmission drive unit according to claim 1, wherein the shaft portion (18) is in contact with the friction surface (29, 33) of the friction element in the second position.   The transmission drive unit according to claim 2, wherein the friction surface (29, 33) or the friction element is one part of the two bearing devices (24; 24a, 25; 25a).   Another friction surface (28, 32) is provided in the conically-shaped region (31) of the shaft portion (18), and the other friction surface (28, 32) cooperates therewith. 4. A transmission drive unit according to claim 3, wherein the transmission drive unit cooperates with a conical friction surface (29, 33) of the bearing device (24, 25).   The friction surfaces (29, 33) and the bearing devices (24, 25) formed in the same manner are arranged on both sides of the tooth row (19) of the shaft portion (18), respectively. The transmission drive unit according to any one of claims 2 to 4, wherein the second axial position of 18) includes movement of the shaft portion (18) in one or the other axial direction. .   At the first axial position of the shaft portion (18), the friction surfaces (29, 33) of the shaft portion (18) are respectively different friction surfaces (28, 32) of the bearing device (24, 25). 6) The transmission drive unit according to claim 5, wherein the transmission drive unit has an equal interval.   The shaft portion (18a) is formed as an hourglass worm gear (46) in the region of the tooth row (19), and the shaft portion (18a) is cylindrical in the region of the bearing devices (24a, 25a). The transmission drive unit according to claim 1, wherein the transmission drive unit is formed.   The shaft portion (18; 18a) is coupled to the drive shaft (12) of the drive motor (11) via a clutch device (16), and the clutch device (16) is connected to the shaft portion (18; Based on the geometric shape cooperating with the shaft end (35) of 18a), when a torque is applied in the driving direction, a force is applied to the shaft end (35) towards the first position. The transmission drive unit according to any one of claims 1 to 7.   The geometric shape includes an entraining member (37) fixedly disposed on the shaft end (35), and the shaft end (35) is a sleeve-like clutch in the region of the entraining member (37). The clutch portion is formed with an accommodating portion (38) for the entraining member (37), and the accommodating portion (38) is formed by the shaft portion (18; 18a). And contact surfaces (42, 43) arranged to be inclined with respect to the longitudinal axis (41) of the clutch portion, and the entraining member (37) rotates into the housing portion (38). 9. The transmission drive unit according to claim 8, wherein the transmission drive unit is arranged with angular play.   10. Driving device for comfort for motor vehicles, in particular a power window driving device, comprising the transmission drive unit (10) according to any one of claims 1-9.

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