WO2010108693A1

WO2010108693A1 - Rattle-free component pairing

Info

Publication number: WO2010108693A1
Application number: PCT/EP2010/001929
Authority: WO
Inventors: Claus-Hermann Lang; Wolfgang Nitsch
Original assignee: Getrag Getriebe- Und Zahnradfabrik; Getrag Ford Transmission Gmbh
Priority date: 2009-03-27
Filing date: 2010-03-26
Publication date: 2010-09-30
Also published as: DE102009015952A1; DE102009015952B4

Abstract

The invention relates to a component pairing (10) composed of a first component (12) with a first component toothing arrangement (16) and a second component (14) with a second component toothing arrangement (18), which is in engagement with the first component toothing arrangement (16) in order to be able to transmit a driving force in a driving direction (20) via the component toothing arrangements (16, 18), wherein in addition a first anti-rattle toothing arrangement (32) is assigned to the first component (12), wherein an anti-rattle component (30) is attached to the second component (14) and has a second anti-rattle toothing arrangement (33) which is in engagement with the first anti-rattle toothing arrangement (32). In this context, the anti-rattle component (30) is embodied so as to be movable in the radial direction (115), wherein a radial stop (50) bounds a relative movement of the anti-rattle component (30) in the radial direction with respect to the second component (14).

Description

Rattle-free component pairing

The present invention relates to a mechanical component pairing of a first component having a first component toothing and a second component having a second component toothing, which is in engagement with the first component toothing in order to be able to transmit a drive force in a drive direction via the component toothings.

Such component pairings are well known, for example in the form of gear pairs and / or the pairing of a rack with a gear. Such component pairings are often used in powertrains of motor vehicles, for example in multi-step gearboxes, in drives for ancillary units, etc. One of the main problems with such mechanical component pairings is the so-called rattle phenomenon. This occurs mainly due to vibration excitations in the drive train, which are generated for example by a drive motor such as an internal combustion engine of the drive train. The rattling (also referred to as unsympathetic vibrations) arises from the fact that delays due to the vibration excitation, the driving component, the driven component (eg a loose wheel) but continues to rotate with an impressed orbital motion and is delayed only by friction and drag torque effects. In this case, the driven component from a pull flank of the drive component dissolves to swing to the trailing edge of the drive member and optionally abut there. Such phenomena occur not only in load change reactions, but in particular due to the higher-frequency excitations from other parts of the drive train, such as an internal combustion engine.

To reduce such sounds, there are several approaches. On the one hand active external gear measures can be provided, which decouple, for example, the disturbance excitation from an internal combustion engine by a dual mass flywheel. However, such dual-mass flywheels are complex in terms of the claimed installation space, the necessary additional weight and in terms of costs. Another possibility is passive external gear measures, such as encapsulation or insulation of the gear housing. These measures are unfavorable. Furthermore, active internal gear measures are known, which are arranged specifically to the main noise sources. Such active internal transmission measures are often aimed at minimizing the functional games or hindering the mobility within these functional games. The disadvantage here is often the reduced efficiency and the generation of other unwanted noise (such as howling). Furthermore, it is known to provide noise reduction passive internal gear measures that are located directly on the noise sources (ie, for example, the gears) and erase or isolate mechanical vibrations. Known measures here are Losradbremsen, measures for tooth gap bracing, measures in which a disc is used with a slightly different ratio, measures with a friction wheel Nebenübersetzung, vibration absorber, magnetic solutions to prevent release of the tooth flanks from each other, etc.

For example, from the document DE 103 28 482 Al a gear transmission with a anti-rattle device known. In this case, a loose wheel and a fixed gear are each assigned a friction wheel, which are in frictional engagement with each other.

From the document DE 197 21 851 Al it is known to reduce the backlash in a gear pairing by a toothed wheel with slightly bendable teeth is attached to the one gear. The deflectable teeth of the toothed wheel engage in the counter toothing of the gear pair and should provide for a noise reduction without significant wear on the other gear member.

From DE 38 39 807 Cl it is known to cancel the backlash between two gears by an additional toothed disc is provided on a gear and biased by the toothed disc relative to the associated gear by springs in the circumferential direction.

Furthermore, the document DE 10 2004 008 171 Al discloses a spur gear drive for camshafts, in which a gear is formed in two parts.

Anti-rattle measures are also known from the prior art (eg DE 1 967 959 A1, JP 62228735A, US Pat. No. 4,577,525 B), in which an anti-rattle toothing of an anti-rattle component has one tooth more or less than the component toothing of the associated component. The document JP 01153865A discloses an arrangement with a component pairing and an associated anti-rattle component, wherein the anti-rattle toothing of the component with which the anti-rattle component is engaged has a different skew angle than its component teeth.

Against the above background, it is the object of the invention to provide a mechanical component pairing, with which an effective noise reduction can be realized and has a high efficiency.

According to a first aspect of the present invention, the above object is achieved by a component pairing of a first component with a first component toothing and a second component with a second component toothing, which is in engagement with the first component toothing in order to drive a driving force in a drive direction via the component toothings Furthermore, a first anti-rattle toothing is associated with the first component, wherein an anti-rattle component is attached to the second component, which is movable in the radial direction (ie substantially perpendicular or transverse to the drive direction), in particular elastically deformable and / or is elastically mounted in the radial direction, and wherein a radial stop limits a relative movement of the anti-rattle component in the radial direction with respect to the second component.

By means of the radial stopper provided according to the invention, it can be ensured that the anti-rattle component is not deflected too eccentrically with respect to the second component due to centripetal or centrifugal forces. The reliability of the component pairing can thus be increased.

The first aspect of the invention preferably consists in that the largest occurring rotational backlash of the component gears can be compensated for by the radial deformability or radially elastic mounting of the anti-rattle component, since the anti-rattle component can consequently deflect radially elastically in the region of the tooth engagement. In other words, the meshing between the anti-rattle teeth Such a force between the anti-rattle component and the second component acts in the drive direction that the component gears even with high-frequency excitations (such as from an internal combustion engine, especially diesel engine) does not turn so within the backlash that a rattle noise is generated. In other words, a drag torque, in particular a friction torque in the circumferential direction can be generated on the anti-rattle toothing, which disturbing. Suggestions damps. The drag torque should be suitable to reduce the oscillating mass forces, in particular to eliminate.

In this embodiment, all production-related tolerances and thermal deformations, which have an effect on the rotational flank play, can be compensated preferably up to 100%.

In this case, the anti-rattle component itself can be elastically deformable, so that it can yield radially elastically in the region of the tooth engagement. Alternatively or additionally, the anti-rattle component may be elastically mounted in the radial direction. In this embodiment, due to the radially elastic deflection in the region of the meshing engagement, a center of the anti-rattle component can be arranged eccentrically offset relative to a center point of the second component. Here, in other words, any point of the anti-rattle component can perform a circular movement around the center of the second component.

The forces that lead to a radial deflection of the anti-rattle component can be returned to the system when leaving the tooth engagement due to the radially elastic property of the radial spring element.

As an alternative to a radially elastic mounting of the anti-rattle component, it is also possible for the anti-rattle component to be mounted so as to be movable in the radial direction, without establishing a radial pretensioning. The component pairing can be a gear pairing. In this case, the driving direction is a driving direction directed in the circumferential direction of the driving gear. In this case, you can take a component as a split wheel, with one part is responsible for the load transfer and the other part (anti-rattle component) can provide the backlash. However, the component pairing can also be a combination of a rack and a gear, wherein the drive direction is substantially linear.

The component pairing according to the invention is also effective in both drive directions (that is to say in the case of gears in both directions of rotation, for example). Furthermore, the component pairing according to the invention is applicable to both straight and helical component gears.

The anti-rattle teeth can be identical or similar in construction with respect to the tooth shapes as the component teeth. However, the anti-rattle toothings can also have any other shape, it being preferred for the anti-rattle toothing to engage with one another in a punctiform or linear manner. It is particularly preferred if the anti-rattle toothings are punctiform or linearly engaged with each other at the height of the pitch circle.

In the component pairing according to the invention, it is generally irrelevant whether the first or the second component is the driving component. Preferably, however, the anti-rattle component is connected to a fixed gear (ie a gear that is fixedly connected to a rotary shaft), since the idler gear meshing therewith is often installed by means of clutches (synchronizers, etc.), so that the anti-rattle component is not there or only with greater effort can be attached.

Furthermore, it is understood that a component such as a gear and two or more anti-rattle components may be assigned, for example, on axially opposite sides of a gear. This is particularly preferred when the second component is engaged with more than one first component. Every anti-virus rattle component on the special teeth are matched with a first component.

As regards terminology, the following should be noted. If any gearing drives another gearing, without load or performance, then this gearing pulls the driven gearing on the traction edge of the driving gearing on the traction edge of the driven gearing in the sense of the momentary drive or UmI on rieh device. If it comes to envelopes of the edge systems - such as when rattling or train-push-load change reactions - then come the trailing edges of these gears for engagement. This terminology changes when the direction of rotation or the drive or circumferential direction of this gear pairing changes.

In the context of the present application, the traction edge of the driving toothing is also referred to as the shear flank, and the traction flank of the driven toothing is also referred to as the trailing flank. Similarly, in the context of the present application, the non-engaged trailing edges are also referred to as a trailing edge or trailing edge.

Furthermore, the number of teeth and / or the tooth pitch (module) of the component toothings and the respective associated anti-rattle toothings are preferably identical. In contrast to anti-rattle measures, in which, for example, the anti-rattle toothing of the anti-rattle component has a tooth more or less than the associated component toothing, constant strains or friction losses and a concomitant reduction in efficiency are avoided due to the identical number of teeth or tooth pitch. (However, if necessary, the anti-rattle toothing can have the same pitch but fewer teeth than the associated component toothing, with an anti-rattle tooth being associated with only every second, third, fourth (generally nth) tooth of the tooth, in particular as a function of the frequency range of the interfering teeth Stimulation, a sufficient jump coverage should be given). It is also preferred if the component toothings and the respective associated anti-rattle toothings are substantially identical with regard to other toothing properties, for example with regard to the type of toothing (eg involute toothing), the helix angle, the tip circle diameter, the pitch circle diameter, the pressure angle, etc.

The above object is further achieved by a transmission with such a component pairing, in particular a motor vehicle transmission, and by a drive train with such a transmission.

If the motor vehicle transmission is designed as a stepped transmission in countershaft design, one or more wheelsets (each with a loose wheel and at least one fixed gear) may have a component pairing according to the invention. The rattle tendency of such transmissions can be reduced to such an extent by the measures according to the invention that the multistage transmission can be designed without a dual mass flywheel (DMF). This leads to a significantly higher efficiency, since the total mass or the so-called mass factor can be reduced. The considerable costs for a ZMS can also be saved in this way. Furthermore, the tendency to spin up in the case of ZMS can be reduced. In addition, a better response can be achieved by reducing the rotating masses to be accelerated (the vehicle equipped in this way "better hangs on the gas".) A drive train with such a stepped transmission can have an adapted starting clutch which has an integrated torsion damper (torsion-damped clutch disc). The multi-step transmission can be a manual, an automated or a dual-clutch transmission.

If the transmission is designed as a torque converter, at least one of the planetary gear sets may have a component pairing according to the invention. The thus reduced rattle tendency can be used to more frequently close (earlier) a bypass clutch bridging the hydrodynamic converter. As a result, the efficiency can be increased. The task is thus completely solved.

The radial stop preferably limits a movement of the anti-rattle component with respect to the second component such that a maximum deflection of a radially elastic deformation or mounting is established.

In this way, it can be avoided that the radially elastic deformation or mounting, as is established, for example, by a radial spring element, becomes too great. In other words, the radial stop is realized independently of the radially elastic deformation or storage.

In this case, it is advantageous if the second component has a first, axially extending shoulder and the anti-rattle component has a second, axially extending shoulder, wherein the shoulders form the radial stop.

As a result, the radial stop can be structurally set up comparatively easily. Preferably, the shoulders are formed in the area of facing, radially aligned surfaces of the second component or of the anti-rattle component.

Thus, it is of particular advantage if the second component has an axial recess which forms the first shoulder.

Such a recess can be comparatively easy to provide on a component such as a gear. In this case, the axial recess is preferably provided radially outside of an optionally provided annular projection, on which the anti-rattle component is supported in the radial direction.

Correspondingly, it is preferred if the anti-rattle component has an axial projection which forms the second shoulder. In the generally relatively narrow anti-rattle component in the axial direction, such an axial projection can be realized comparatively easily.

Alternatively, however, it is conceivable in the same way that an axial projection is provided on the second component, whereas an axial recess is provided on the anti-rattle component.

Overall, it is preferred if the maximum eccentricity defined by the radial stop between the second component and the anti-rattle component is greater than the maximum eccentricity resulting from the engagement of the anti-rattle teeth.

As a result, the maximum eccentricity set up by the radial stop can be set to a value which is somewhat greater than the eccentricity achieved in normal operation, which results, for example, from the fact that the anti-rattle component presses radially out of the first anti-rattle toothing in the region of the meshing engagement of the anti-rattle teeth becomes. The maximum eccentricity defined by the radial stop can, for example, be less than 1 mm, in particular less than 0.5 mm, and in particular less than 0.25 mm. It is also particularly preferred if the maximum eccentricity is between 5-10 times greater than a difference between the thickness of the teeth of the second component and the thickness of the teeth of the anti-rattle component.

It is particularly advantageous if the anti-rattle component is arranged or formed in such a way that in the area of the tooth engagement with the first anti-rattle toothing it is pushed away from the first component in the radial direction, ie radially deflects in the region of the tooth engagement.

In this case, the anti-rattle component is usually biased toward the first component, so that the radial deflection takes place against the bias. As a rule, at least a radial deflection of the anti-rattle component takes place in the region of the meshing engagement. If the anti-rattle component and the second component are connected to each other via a frictional engagement, the frictional force can be increased by this deflection so that relative movements between the second component and the anti-rattle component are more strongly damped in the drive direction due to the frictional engagement. As a result, a turning of the component gears and consequently rattling or rattling can be prevented.

However, the radial deflectability of the anti-rattle component relative to the second component, on which the anti-rattle component is fixed, not only allows an increase in the frictional forces. Also, clamping effects during a two-flank rolling engagement can be reduced and preferably avoided.

Since the radial pushing away of the anti-rattle component takes place with a relatively small force, the loss of efficiency is essentially negligible. In addition, the forces required for radial deflection at the exit from the tooth engagement can be at least partially returned, if a radially elastic bearing is provided.

According to a further preferred embodiment, the anti-rattle component is arranged or formed such that between the first and the second anti-rattle toothing a permanent two-flank rolling engagement is provided.

In other words, the first and the second anti-rattle toothing are in rolling engagement such that, for example, always at least one tooth of the second anti-rattle toothing touches the two opposite flanks of a tooth gap of the first anti-rattle toothing. Although it is generally also conceivable to arrange the anti-rattle tooth systems in such a way that there is also a certain backlash between them (as is usually the case with component toothing). In this case, however, the backlash of anti-rattle teeth is preferably smaller than the backlash of the component gears. Due to the two-flank rolling engagement, relative movements of the components in the drive direction can also be damped in both directions of rotation.

In general, the two-flank rolling engagement can be realized in any desired manner, for example by a positive profile displacement and / or in that the second anti-rattle toothing has a larger pitch diameter than the associated second component toothing.

However, it is of particular advantage if the teeth of one of the anti-rattle toothings have a tooth thickness which is greater than or equal to the tooth space of the teeth of the other anti-rattle toothing.

In other words, the two-flank rolling engagement is realized by making the backlash between the anti-rattle teeth zero and negative, respectively. If the tooth thickness is greater than the tooth gap, the anti-parasitic component is pushed away in the radial direction in the region of the tooth engagement of the anti-rattle toothings, namely away from the first component or towards the second component.

In this embodiment, a radial bias of the anti-rattle component is preferably not provided.

As mentioned above, this can increase a frictional force between the anti-rattle component and the second component in the drive direction.

According to a further preferred embodiment, the tooth thickness of the teeth of one of the anti-rattle toothings is 20 μm to 500 μm, in particular 50 μm to 250 μm greater than the tooth thickness of the teeth of the associated component, and / or by a corresponding profile displacement. This embodiment is particularly advantageous when the first anti-rattle toothing is formed by the first component toothing. By this tooth thickness allowance can be achieved, for example, that the tooth thickness of the second anti-rattle toothing is greater than the largest tooth gap of the first anti-rattle toothing, under all operating conditions and all boundary conditions (functional, production-related (tolerances and any thermal and / or mechanical Deformation of the components).

It is furthermore of particular advantage if the radial deflection of the anti-rattle component in the region of the tooth engagement with the first anti-rattle toothing is smaller than 500 μm, in particular smaller than 250 μm, particularly preferably smaller than 150 μm. The radial deflection of the anti-rattle component in the region of the tooth engagement is in particular smaller than the maximum eccentricity, which is established by the radial stop.

By dimensioning the anti-rattle toothing such that only such a small radial deflection is achieved, the efficiency of the anti-rattle measure can be very high, even if the forces introduced thereby into the anti-rattle component are sufficient to reduce rattling or rattling of the component toothings preferably to prevent.

According to a further preferred embodiment, a spring rate with which the anti-rattle component is prestressed in the radial direction or elastically deflectable in the radial direction is in the range from 2 to 100 N / mm, in particular in the range from 5 to 20 N / mm.

It has been found that such spring rates can reduce clamping effects and, on the other hand, the effectiveness of the anti-tampering measure can be high. On the other hand, the desired cushioning property for preventing raceiness of the component teeth can be surely obtained. The above dimensions concerning the tooth thickness, the radial deflection and the spring rate relate to a conventional motor vehicle transmission for passenger cars, in particular to a center distance of the shafts carrying the components in the range of 60 mm to 90 mm and / or to a maximum transmissible via the transmission torque in the range of 150 Nm to 300 Nm. For smaller or larger component pairings, these values must be adjusted accordingly.

It is also particularly advantageous if a radial spring element is arranged between the anti-rattle component and the second component, by means of which the anti-rattle component is elastically deflectable in the radial direction or biased towards the first component.

In this way, the rotational backlash of the component gears can be compensated to 100%, since the anti-rattle component can be pressed radially into the first anti-rattle toothing of the first component, so that a tooth of the second anti-rattle toothing with the opposite edges of teeth of the first anti-rattle toothing is engaged.

The radial spring element may be formed as an annular wave spring element, but may also be designed as a "coil" spring or as a rubber spring.

The radial spring element can also fulfill the function of the frictional engagement between the anti-rattle component and the second component, provided that the second aspect of the present invention is realized.

It is preferred if the radial spring element is produced as an annular spring made of an elastically deformable material such as spring steel.

When using spring steel for the radial spring element, the component pairing over wide temperature ranges (especially at very low or very high Temperatures as they are common in motor vehicles) reliably produce an anti-rattle effect.

Furthermore, the spring ring can be closed in the circumferential direction, but is preferably interrupted in the circumferential direction at one point, in particular in order to facilitate assembly in a radial groove of the second component.

A steel radial spring element also has the advantage that the lubricant compatibility is better than, for example, O-rings. The same applies with regard to aging resistance.

According to a further embodiment, the anti-rattle component on a radial spring portion and is supported radially on the second component, so that the anti-rattle component is elastically deflected in the radial direction or biased towards the first component.

The function of the radial spring section is essentially the same as that of the separate radial spring element. The two embodiments can also be combined with each other.

When forming the anti-rattle component with a radial spring portion, however, the number of parts of the component pairing can be reduced.

Although it is generally preferred to connect the anti-rattle component and the second component via a frictional engagement in the drive direction (see above), the anti-rattle component can also be positively connected to the second component in the drive direction.

In this embodiment, it may be advantageous if the anti-rattle component itself in the drive direction a certain elasticity between the second anti-rattle toothing and has the position portion of the anti-rattle component in order to dampen vibration excitations in the drive direction can.

According to a further preferred embodiment, an axially projecting annular projection is formed on the second component, which faces the anti-rattle component.

The annular projection can be used for example as a guide means for guiding the anti-rattle component in the drive direction. However, the annular projection may also have other functions.

Furthermore, it is advantageous if the anti-rattle component is arranged laterally next to the second component.

This simplifies the construction, wherein an arrangement laterally next to the second component should also be understood to mean that the anti-rattle component is guided on an axially protruding annular projection of the second component. However, it is particularly preferred in this case if the anti-rattle toothings are arranged laterally next to the component toothings.

The anti-rattle component may be made of any suitable material, e.g. Steel, to be made.

However, it is altogether advantageous if the anti-rattle component is made of plastic.

As a plastic, for example, polyamide can be used, which has a high strength and rigidity and a very good chemical resistance. Furthermore, polyamide has a high resistance to wear and good sliding properties. The mechanical properties can be adapted by fiber composites with glass or carbon fibers, in particular to reduce the water absorption.

Preferably, polyolefin-based additives are added to ensure high impact resistance.

Furthermore, the anti-rattle component made of plastic can be produced inexpensively. In addition, it is possible to manufacture the anti-rattle component made of plastic with relatively high precision, so that the backlash between the anti-rattle teeth can be made smaller than the backlash between the component gears.

Therefore, it is preferred if the anti-rattle component is manufactured with a higher precision than the second component.

According to a further preferred embodiment, the second anti-rattle toothing and / or the first anti-rattle toothing have teeth which are elastically deformable in the drive direction.

In this way, when the anti-rattle teeth have a backlash, noises that may occur according to the second aspect when turning over the anti-rattle teeth can be damped. However, the elastic deformability of the teeth in the drive direction can be useful even in a two-flank rolling engagement between the anti-rattle teeth according to the first aspect, for the reasons mentioned above.

It is further preferred if the second anti-rattle toothing has teeth which are formed by the tooth head with radial slots.

In this way, the elastic deformability can be increased even with relatively stiff plastics (or other materials of anti-rattle component, such as steel). The first anti-rattle toothing is formed according to a preferred embodiment of the first component.

As a result, the number of parts can be reduced.

It is preferred if the first anti-rattle toothing is aligned with the first component toothing, in particular in the axial direction. In other words, in this case teeth of the first component toothing can be aligned with teeth of the first anti-rattle toothing.

Furthermore, it is advantageous if the first anti-rattle toothing is part of the first component toothing.

In this embodiment, the first component toothing is generally wider than the second component toothing, wherein the axially projecting part of the first component toothing forms the first anti-rattle toothing.

In this way, the first component can be manufactured inexpensively.

According to an alternative embodiment, the first anti-rattle toothing is formed on a counterpart component which is rigidly fixed to the first component.

In this embodiment, the anti-rattle teeth can be ideally matched to one another based on the geometry and / or the material selection.

It is particularly advantageous if the counterpart component is arranged laterally next to the first component.

The above object is achieved according to the second aspect of the invention by a component pairing of a first component with a first component toothing and a second component with a second component toothing, with the first Component toothing is engaged in order to transmit a driving force in a drive direction via the component gears, wherein the first component is further associated with a first anti-rattle toothing, wherein on the second component an anti-rattle component is fixed, which is mounted relative to the second component displaceable in the drive direction and a second anti-rattle toothing, which is in engagement with the first anti-rattle toothing, and wherein the second component and the anti-rattle component is assigned in each case a friction portion, which are directly or indirectly in frictional engagement with each other, wherein a radial stop relative movement of the anti-rattle component in the radial direction with respect to limits the second component.

According to the second aspect, a two-flank rolling engagement between the anti-serrations is not required. However, it is preferred if a backlash between the anti-rattle toothings is smaller than a tooth backlash between the associated component toothings.

The component pairings according to the second aspect of the invention can be combined with the features of the component pairings of the first aspect of the invention, unless mentioned otherwise herein.

It is particularly preferred in this case if the anti-rattle toothings are in a two-flank rolling engagement. In particular, it is preferred in this case if teeth of one of the anti-rattle toothings have a tooth gap which is greater than or equal to the tooth space of the teeth of the other anti-rattle toothing.

As a result, in the region of the tooth engagement, a radial pushing away of the anti-rattle component takes place, whereby due to the frictional engagement of this movement, a certain resistance is opposed. Due to the relatively low radial deflection, especially with values less than 500 microns, the power loss is relatively low. This is especially true when the numbers of teeth of the second anti-rattle toothing and the second component toothing are identical, as in the present case is preferably the case.

In this embodiment, it is further preferred not to provide a radial spring element, on the other hand, this should not be excluded. However, it is particularly preferred if an axial spring element is mounted on the second component, by means of which the friction portions are pressed against each other.

As a result, the frictional engagement and the associated friction effect can be set specifically to suitable values.

Furthermore, it is advantageous if the axial spring element is supported directly on the second component.

As a result, the number of components can be minimized. In the simplest case, the component pairing consists only of the two components, the anti-rattle component and the Axialfederelement.

Furthermore, it is preferred in this case if the axial spring element is designed as an annular spring element and has a plurality of circumferentially distributed lugs which engage in a groove of the second component.

In this embodiment, the mountability of the Axialfederelementes can be simplified. The lugs can for example be radially and / or axially elastically deflectable in order to be able to push the axial spring element, for example, onto an axial projection of the second component until the lugs snap into the groove.

As mentioned above, it is generally preferred for the anti-rattle teeth to be in a two-flank rolling engagement. However, it is also possible to form the backlash between the anti-rattle teeth smaller than a backlash between the associated component gears, the backlash between see the anti-rattle teeth is greater than zero. In this case, the following operation results. Due to the fact that the second component and the anti-rattle component are in frictional engagement with one another, the anti-rattle component is taken along by the second component in the stationary state, without any effect-reducing stressing effects occurring. In the case of a vibration excitation, starting from the stationary state, the traction edge (also known as leading edge or as working edge) of the driving component of a trailing edge (also known as trailing edge or as non-working edge) of the driven component solve and even to Turn over the opposite flank (due to the generally existing backlash between the component gears). The relative movement between the two components is delayed or damped by means of the anti-rattle component or the friction engagement between the anti-rattle component and the second component.

In this case, the backlash between the anti-rattle teeth is preferably less than the backlash between the component gears. If the backlash between the anti-rattle toothings is greater than zero, it can be achieved that, in the event of a delay of the driving component, the second anti-rattle toothing initially turns over (due to the smaller backlash). During the further course of the movement of the driving component in the direction of the counter flank, this movement is then delayed due to the frictional engagement between the second component and the anti-rattle component. In this way, it can be achieved that the second component does not turn over or at least with a lower relative speed to the first component during handling. Since the anti-rattle teeth in this case in normal operation, for example under train or thrust, are not constantly engaged or preferably not braced against each other, the anti-rattle measures according to the present invention also no secondary tonal noise is generated, such. Howl.

However, the backlash between the anti-rattle teeth can be zero even in the second aspect of the invention, so that a two-flank rolling contact is achieved. In this way, a desired friction effect can be well adjusted.

The anti-rattle mechanism of the component pairing according to the invention is not a gear in mechanical engineering sense but a support mechanism for retaining or decelerating or damping the otherwise backlash in the rotational backlash and forth toothings. The anti-rattle measure is characterized by a high degree of efficiency, since the mechanism acts only on the oscillation of the teeth, but otherwise only internal forces act between the anti-rattle component and the second component. Since the anti-rattle component can be designed to be relatively narrow (for example in the range from 0.5 to 8 mm, in particular from 1 to 5 mm), there are also no significantly increased churning losses.

The anti-rattle mechanism can be provided with low weight and at low cost. Noise such as howling is not generated. In load change beats (ie low-frequency turnover) the anti-rattle mechanism is suppressed. Since the mechanism in this case only during the phase of turning over the gears in effect, this results in no deterioration in the efficiency.

In contrast to measures of the prior art, in the second aspect of the invention, the anti-rattle component and the second component in the drive direction are mutually movable. Since the anti-rattle component and the second component via the friction handle in an operative relationship, thus the free flight phase of the component gears can be minimized when turning, especially if the backlash between the anti-rattle teeth is smaller than the backlash between the component gears.

The first and the second anti-rattle toothing come into positive engagement with each other according to the type of toothing. The gears must, however, in the second aspect of the invention usually no involute gears such as Be part of gears. Rather, the contour of the teeth of the anti-rattle teeth can be profiled spherically or convexly. Ideally, the teeth of the anti-rattle teeth are in one point or in a line. Any profile pairings (convex-convex, plano-convex or convex-plan) are conceivable.

While in the second aspect of the present invention the anti-rattle component is preferably in frictional engagement with the second component (ie is frictionally connected in the drive state to the second component in the stationary state), in an alternative embodiment of the first aspect it is also possible in the invention to to connect the anti-rattle component in the drive direction positively to the second component.

In this embodiment, the anti-rattle property of the anti-rattle component can be realized substantially via the radial and / or tangential elasticity of the anti-rattle component.

It is further understood that also in this embodiment, as well as in all other preceding embodiments, the anti-rattle toothing of anti-rattle component in the drive direction (ie tangential) may be elastic to dampen relative movements of the first and second component.

Overall, the following is to be noted: The aim is a possible 100% game elimination by the anti-rattle component, preferably with small forces (about up to 50 N, in particular up to 30 N and more preferably up to 10 N) and small ways (in particular less than 20 microns, preferably about 2-4 microns) is pressed into the mating gear gap. The rolling effects of circumferential gears are not hindered, tonal and other stochastic noise effects, especially rattles, are avoided or at least significantly reduced. The following aspects are therefore important:

• The application can be applied to any circumferential rolling external or internal gears, ie spur gear, planetary gear

• The application can also be used with any spline toothing, such as coupling splines / splines,

• The application can also be used with any dog teeth

• The application can also be used in general with any shaft-hub connections, for example as a supplement or replacement of the feather key. Their disadvantage is that it is always game-afflicted. This is disadvantageous in oscillation of one or the other component of the shaft-hub connection, as it may come to impact effects / rattles due to the game / non-linearities. So if, for example, instead of the classical feather key after the type of anti-rattle component (or micro gear), such as a tooth as extreme simplification of the micro gear, radially and / or tangentially elastic pressed into the mating tooth gap or keyway of Gegengegeniles (shaft or hub), it can not Rattle effects can occur or they can be alleviated.

The forces of the micro gear can preferably be generated so that the anti-rattle component (micro gear) is pressed with two-flank rolling engagement due to its thicker teeth opposite the largest Gegenzahnradlücke radially elastic in the Gegenzahnradlücke. The forces applied for this purpose can generally be generated arbitrarily by magnetism, spring force, hydraulics, pneumatics, etc., even if only the variant of spring elasticity is presented here.

The arrangement of the anti-rattle component (micro gear) can be done at Geradverzahnungen arbitrarily on one or the other or both sides of the mother gear. For helical gears, depending on the direction of the helix angle, preference sides of the axial arrangement can result, such as one or more the other side of the nut gear. Because in this case, the micro gear could be either pressed axially on the nut gear or pushed away from this as a result of the resulting superimposition of forces. Overall, however, the executed constructions are preferably to be dimensioned so that no matter which forces act, the effect of racial is suppressed as 100% as possible, the radial and / or Tangentialscherelastizität is given and / or the micro gear force or form-fitting in position remains unintentionally pressed axially against the nut gear or pushed away from it. In some designs made it may be that there is no free choice of the arrangement of the micro gear on any face of the nut gear. If an unfavorable position of the microgear thus results in such constraints, and thus also unfavorable superpositions of forces, then suitable constructions are to be selected, such as support rims, spring washers, etc., so that the microgear is not unintentionally pushed axially away from the nut gear.

The anti-rattle component is preferably designed as a ring element. Preferably, the ratio of outer diameter to inner diameter of the ring element is in the range of 100: 50 to 100: 95, in particular in the range of 100: 60 to 100: 85, in particular in the range of 100: 70 to 100: 80. As a result, the anti-rattle component can be formed with a low weight.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. Show it:

1 shows a schematic longitudinal sectional view through an embodiment of a component pairing according to the invention; 2 shows a partial sectional view corresponding to FIG. 1 through a further embodiment of a component pairing according to the invention;

3 shows a longitudinal sectional view through a further embodiment of a component pairing according to the invention;

4 shows a schematic development of a component pairing of a fixed gear and a loose wheel according to a first embodiment of the invention;

FIG. 5 is a view similar to FIG. 4, wherein a trailing edge of the fixed wheel is released from a trailing edge of the loose wheel; FIG.

FIG. 6 is a view similar to FIG. 4, with a trailing edge of the fixed wheel resting against a trailing edge of the loose wheel; FIG.

7 shows a schematic representation of a component pairing according to the invention;

8 is a schematic representation of a tooth engagement of a component pairing according to the invention;

9 is a schematic representation of a first drive train for a motor vehicle;

10 shows a schematic representation of a further drive train for a motor vehicle;

11 is a perspective view of another embodiment of a B auteilpaarung invention;

12 shows a schematic longitudinal sectional view through a further embodiment of a component pairing according to the invention; and 13 is a plan view of an Axialfederelement the component pairing of FIG. 12th

A first embodiment of a mechanical component pairing according to the invention is shown in FIG. 1 and designated generally by 10.

The component pairing 10 has a first component 12 in the form of a loose wheel (rotatable about an axis 13) and a second component 14 in the form of a fixed wheel. The fixed gear 14 is in this case the driving component and fixed to a shaft 15. The idler gear 12 has a first component toothing 16. The fixed gear 14 has a second component toothing 18.

To prevent rattle noise, the component pairing 10 is equipped with an anti-rattle mechanism that includes an anti-rattle component 30. The anti-rattle component 30 is coupled to the fixed wheel 14 in such a way that the anti-rattle component 30 is movable in the drive direction 20 with respect to the fixed wheel 14. The anti-rattle member 30 is engaged with a first anti-rattle toothing 32 provided on the idler gear 12. For this purpose, the anti-rattle component 30 has a second anti-rattle toothing 33.

The first anti-rattle toothing 32 may be an axial section of the first toothing 16. However, the first anti-rattle toothing 32 may also be shaped differently than the first toothing 16, but be shaped axially aligned therewith.

The anti-rattle component 30 is manufactured with a relatively high precision, such that a circumferential play 34 between the anti-rattle teeth 32, 33 is smaller than the backlash 24, and preferably less than zero, so that a two-flank rolling engagement is realized.

The anti-rattle component 30 is mounted radially elastically on the second component 14 via a radial spring element 40 in the form of a spring (in the present case a wave spring). The second Component (fixed wheel) 14 in this case has an annular projection 42, on which the radial spring element 40 is supported in the radial direction. The radial spring element 40 is received on the inner circumference of the anti-rattle component 30 in a circumferential groove 44. Further, a radial groove 46 is provided on the outer circumference of the annular projection 42, in which engages the inner circumference of the radial spring element 40. By the circumferential groove 44, the radial spring element 40 is positively coupled in the axial direction with the anti-rattle component 30. Through the radial groove 46, the radial spring element 40 is positively coupled in the axial direction with the fixed gear 14.

The shape of the grooves 44, 46 may be arbitrary, but it is preferably rectangular in cross-section grooves. Instead of a wave spring, any other radial spring element 40 may be provided, by means of which the anti-rattle component 30 is mounted radially elastically on the second component 14.

The second anti-rattle toothing 33 is preferably formed so that it forms a two-flank rolling contact with the first anti-rattle toothing 32. Preferably, the backlash set between the anti-rattle teeth 32, 33 is less than or equal to zero, so that the anti-rattle component 30 is pushed away from the tooth engagement in a radial direction 115 in the region of the tooth engagement, against the radially elastic action of the radial spring element 40. In other words the anti-rattle component 30 may be biased in the radial direction against the anti-rattle toothing 32 of the first component 12. However, it is also possible to form the component pair 10 without a radial spring element 40. This is especially true when a two-flank rolling contact between the anti-rattle teeth 32, 33 is formed. In this case, the anti-rattle component is pushed out of the first anti-rattle toothing 32 in the region of the toothed engagement due to the two-flank rolling contact.

Preferably, a frictional engagement 38a can be realized between the radial spring element 40 and the anti-rattle component 30, in particular in the area of the circumferential groove 44. Correspondingly, a frictional engagement 38b can be set up between the radial spring element 40 and the fixed wheel 14, specifically in the region of the radial groove 46. In this case, the anti-rattle component 30 is movable relative to the fixed wheel 14 in the circumferential direction 20, specifically via the friction engagements 38a, 38b.

Alternatively, however, the radial spring element 40 may also be coupled in a form-fitting manner in the circumferential direction 20 to the anti-rattle component 30 and / or to the fixed wheel 14. In this case, the cross section of the grooves 44, 46 could be formed, for example, corrugated. In this case, rattling alone by the two-flank rolling engagement between the anti-rattle teeth 32, 33 can be reduced or eliminated.

To limit the relative radial movement of the anti-rattle component 30 with respect to the second component 14, a radial stop 50 is also provided. The radial stop 50 is provided independently of the radial spring element 40 and is adapted to limit the radially elastic deformation of the radial spring element 40 to a maximum deflection. The radial stop 50 is formed in the region of mutually facing end faces of the anti-rattle component 30 and the second component 14. Specifically, the second component 14 has an axial recess 56 whose radial outer diameter forms a first shoulder 52. The anti-rattle component 30 has an axial projection 58 which engages in the axial recess 56 and forms a second shoulder 54 on its radial outer circumference. With concentric alignment of the second member 14 and the anti-rattle member 30 (as shown in FIG. 1), the shoulders 52, 54 are spaced apart to ensure the radial mobility of the rattle member 30. The maximum radial deflection or maximum eccentricity is indicated at 60 in FIG. 1 and then established when the second shoulder 54 contacts the first shoulder 52.

Since due to the pushing out of the anti-rattle component 30 from the first anti-rattle toothing 32, the anti-rattle component 30 rotates eccentrically with respect to the second component 14, as it were (see also FIG. 7), centrifugal force inevitably occurs. Centripetal forces. In this case, it is reliably prevented by the radial stop 50 that under all possible operating conditions these forces can not lead to the anti-rattle component 30 having this prescribed circular path or wobble. movement path with respect to the second component 14 leaves. Consequently, the reliability can be increased by the radial stop 50.

The radial stop 50 is consequently particularly advantageous when the anti-slip component 30 is prestressed in the radial direction against the first anti-rattle toothing 32 by means of the radial spring element 40. However, the radial stop 50 may also be advantageous if between the anti-rattle component 30 and the second component 14, although no radial bias is established, but a radial mobility is possible. Even in these cases, centrifugal or centripetal forces may occur in certain operating situations, the effects of which are limited by the radial stop 50.

While the anti-rattle component 30 in the embodiment of FIG. 1 is axially fixed to the second component 14 via the radial spring element 40, such axial fixing can also be effected by other means (for example via an axial securing ring or the like). Furthermore, it is shown in FIG. 1 that a frictional engagement between the anti-rattle component 30 and the second component 14 can also be set up in the region of the abutting end faces. Such a frictional engagement 38 can also be set up or adjusted by an axial pressure force 36.

Although it is preferred for structural reasons, if an axial recess 56 is provided on the second component 14 and an axial projection 58 on the anti-rattle component 30, correspondingly also an axial recess on the anti-rattle component and an axial projection on the second component 14 be provided to set the radial stop 50.

In Fig. 2 is shown in schematic form such an embodiment in which a radial stop 50 is formed by a radially inner shoulder 52 of a projection of the second component 14 and by a corresponding radially inner shoulder 54 of an axial recess in the anti-rattle component 30th FIG. 2 further shows that a second radial stop can be arranged between a radially outer shoulder 62 of the projection of the second component 14 and a corresponding shoulder 64 on the outer circumference of the recess of the anti-rattle component 30. By this measure, the radial mobility in the direction radially outward and the radial mobility in the direction radially inward can be limited independently.

The component pairing 10 shown in FIG. 1 has two toothed wheels 12, 14 which are straight-toothed. However, the component pairing according to the invention can also be designed as a pairing of a rack and a gear.

FIG. 3 shows a further embodiment of a component pairing 10, which generally corresponds to the structure and mode of operation of the component pairing of FIG. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.

In FIG. 3, no circumferential groove 44 is provided on the inner periphery of the anti-rattle component 30, which establishes an axial positive connection between the radial spring element 40 and the anti-rattle component 30. Rather, the radial spring element 40 is formed so that it bears against the second component 14 facing away from the end of the anti-rattle component 30 and due to its support in the circumferential groove 46 of the annular projection 42 an axial pressure force 36 on the anti-rattle component 30 exerts, so that a frictional engagement 38 between the facing each other end faces of the anti-rattle component 30 and the second component 14 is set. In this case, the radial groove 46 is semicircular in longitudinal section, and the radial spring element 40 has on its inner circumference a corresponding semicircular shape, via which a positive connection in the axial direction between the second component 14 and the radial spring element 40 is established. The radial spring element 40 consequently also serves for the axial securing of the anti-rattle component 30. FIGS. 4 to 6 show an embodiment of a component pairing 10 in which no two-flank rolling contact is arranged between the first anti-rattle toothing 32 and the second anti-rattle toothing 33. Rather, a circumferential clearance 34 is set up between these teeth, which however is smaller than a backlash between the component toothings 16, 18.

The illustrations of FIGS. 4 to 6 serve to explain the rattle phenomenon and to explain how the rattle phenomenon according to a second aspect can be reduced substantially due to a frictional engagement 38 between the anti-rattle component 30 and the second component 14. However, the illustration is also applicable in a corresponding manner to the embodiment of FIGS. 1 to 3, in which a two-flank rolling contact is set up, in which the circumferential clearance 34 is zero or less than zero.

The idler gear 12 is driven by means of the fixed wheel 14 in a drive direction 20. A trailing edge 22 of the second toothing 18 touches a trailing edge 26 of the first toothing 16.

The teeth 16, 18 are formed with a certain backlash, which is designated in Fig. 4 at 24.

The backlash 24 is in the present case, the distance between a trailing edge of the second toothing 18 and a trailing edge 28 of the first gear sixteenth

Such gears are well known. Due to the backlash 24 may occur at higher frequency excitations on the drive side to so-called rattle noise. In this case, the teeth 16, 18 turn over so that the flanks 27, 28 and the tendrils 22, 26 alternately touch each other. In particular, such high-frequency excitations can occur when using such a pair of components 10 in a drive train of a motor vehicle, for example in a stepped or helical gear of such a drive train. This is especially true when the transmission is coupled on the input side with a drive motor that generates vibrations, such as an internal combustion engine.

The anti-rattle component 30 is also guided on the fixed wheel 14 via the friction engagement 38. For this purpose, corresponding friction surfaces are formed on the anti-rattle component 30 (or components connected thereto) and on the fixed wheel 14 (or components connected thereto) which are preferably brought into engagement with one another by an axial pressure force 36. The corresponding representation is in FIGS. 4 to 6 of a schematic nature and is intended to indicate that the anti-rattle component 30 can be moved in the drive direction 20 relative to the fixed wheel 14, whereby, however, a certain frictional force due to the frictional engagement 38 has to be overcome. This anti-rattle mechanism can significantly reduce or even completely eliminate rattle noise as described above.

If, due to a higher-frequency excitation, the thrust flank 22 of the second toothing 18 is released from the trailing flank 26 of the first toothing 16, the anti-rattle component 30 is entrained in this case due to the frictional engagement. At some point in time, as shown in FIG. 2, the trailing edge 26 of the second anti-rattle toothing 33 abuts against a corresponding thrust flank 22 of the first anti-rattle toothing 32 (the circumferential clearance 34 is overcome).

Due to the higher-frequency excitation, the fixed gear 14 is then moved further in the direction of turnover. However, this movement is delayed or braked or damped due to the frictional engagement 38. As a result, the trailing edge 27 of the fixed wheel 14 strikes the trailing edge 28 of the idler gear 16 at a significantly reduced speed (ideally zero or not at all). In this way, rattle noise, as they occur in conventional component pairings, can be reduced efficiently.

The anti-rattle component 30 is preferably made of plastic, in particular of polyamide. The first component 12 and the second component 14 are preferably made of metal, for example of steel alloys using chromium, nickel, molybdenum, etc.

During the return movement of the fixed wheel 14 with respect to the idler gear 12, the same procedure takes place. The anti-rattle component 30 is initially carried along by the fixed gear 14 until its thrust flank 18 abuts against the trailing edge 26 of the first anti-rattle toothing 32. As a result, the further movement of the fixed wheel 14 is delayed to the idler gear 12 in turn due to the friction engagement 38. Therefore, it can be achieved that the trailing edge 22 then impinges on the trailing edge 26 at a low speed (or, ideally, zero or not at all).

In Fig. 7, a pair of components 10 is shown in a schematic form, in which the anti-rattle component 30 in the radial direction 115 is elastically or non-elastically deflectable. In this case, the anti-rattle component 30 is designed to be rigid overall and mounted radially elastic or radially movable. For example, due to a larger tooth thickness (see below), the anti-rattle component 30 is thereby pressed out in the radial direction 115 from the anti-rattle toothing 32 of the first component. This results in a radial offset 150 between the teeth in the region of the meshing engagement, which is generally smaller than the maximum eccentricity 60 (which may be, for example, 1 mm).

Since the anti-rattle component 30 is substantially rigid, it is displaced as a whole eccentrically relative to the second component 40, so that their center points are also radially offset, as shown at 152. In an alternative embodiment, the anti-rattle component 30 may itself be designed to be elastic, for example. This results in turn in the region of the meshing engagement a radial offset 150, whereas on the radially opposite side such a radial offset does not have to be present.

In Fig. 8, a preferred embodiment of a component pair 10 is shown in schematic form. In this case, for example, the second anti-rattle component 14 is driven by a drive force 160 in the drive direction. In this case, an edge of the second component toothing 18 bears against an edge of the first component toothing 16. There, a driving force 162 is transmitted to the first component 12. This takes place at a location 164 of the tooth engagement between the gears 16, 18. In Fig. 8, the backlash 24 between the gears 16, 18 is further shown.

The anti-rattle toothing 33 of the anti-rattle component 30, on the other hand, is designed so that it is in a two-flank rolling engagement with the first anti-rattle toothing 32 of the first component 12. In this case, a tooth engagement between these teeth takes place on the one hand at a location 166, which may coincide with the location 164, for example. On the other hand, the teeth 33, 32 also touch on an opposite flank, which is shown at 168.

The teeth of the second anti-rattle toothing 32 are formed so that they have a tooth thickness 170 which is greater than a tooth gap 172 of the first anti-rattle toothing 32. This causes the tooth via the tooth engagements 166, 168 in the radial direction 115 from the first anti-rattle toothing 32 is pushed out, against the force of a radial spring element shown schematically. The resulting radial deflection is again shown at 150 in FIG. Referring to Fig. 8, it should be noted that the difference between the tooth thickness 170 and the tooth space 172 is exaggerated to make the situation clearer. Consequently, the radial offset 150 is already exaggerated. As a rule, this is smaller than 500 μm. The anti-rattle toothings 32, 33 are formed as involute toothings. The information of the tooth thickness and the tooth gap refer to the usual nomenclature on the tooth thickness in the so-called pitch circle.

The embodiments of component pairings described above fulfill at least one of the following advantages:

The rattle problem with a component pairing subject to play is solved by only one component in one plane.

A clearance compensation takes place either by a profile shift, by thicker teeth of the anti-rattle toothing 33 of the anti-rattle component 30, by a smaller tooth gap of the anti-rattle toothing 32, by radial impressions of the anti-rattle component 30 in the anti-rattle toothing 32 of the first component, by increasing the volume of the anti-rattle component until a clearance compensation (" tight mesh ") takes place by elastic cushioning by means of spring regions which are integrated into the anti-rattle component 30, for example in the radial and / or tangential (ie in the drive direction) direction, by frictional engagement of the anti-rattle component 30 in the axial or radial direction relative to the second component 14, wherein the frictional engagement can take place directly or indirectly, and / or by an axial or radial fixation of the anti-rattle component 30 on the second component 14.

The anti-rattle component 30 may be associated with a complementary anti-rattle component, either by positive or non-positive connection. The complementary anti-rattle component may, for example, be made of a different material than the anti-rattle component. For example, the complementary anti-rattle member 90 may be formed of plastic (eg, polyimide), whereas the anti-rattle member 30 itself is made of metal. This can minimize the amount of metal (steel) use to reduce cost and weight. When using metal for the anti-rattle component, the use of aluminum (or another light metal) instead of steel is conceivable. In one embodiment, the anti-rattle component 30 is preferably made of plastic or a light metal, as a result, a desired thermal expansion compensation is possible.

In a gearbox with a plurality of sets of wheels, an anti-rattle measure is preferably formed on at least one, preferably each of the wheel sets, as above. In this case, it is preferable if the drive train in which the transmission is used has no dual-mass flywheel on the output side of the internal combustion engine. For this case, it is preferred if not only the wheelsets are formed with a anti-rattle measure, as described above, but also if rattle vibrations of the synchronizer rings are reduced in the transmission, for example by clipping corrugated springs between the coupling body and synchronizer ring.

FIGS. 9 and 10 show exemplary drive trains for motor vehicles in which the component pairing according to the invention can be used.

FIG. 9 shows in schematic form a powertrain 180 for a motor vehicle having an internal combustion engine 182 and a starting clutch 184. Further, the powertrain 180 includes a stepped gear 186, which includes a plurality of wheelsets 188 in a conventional manner. The wheel sets 188 can be shifted by means of shift clutches (synchronous clutches) in order to engage or disengage different gear stages of the stepped transmission 186. The wheelsets 188 typically include a constant gear set and a plurality of sets of wheels each including a idler gear and one or more fixed gears.

FIG. 9 further shows by way of example that at least one of the wheel sets 188 has a component pair 10 according to the present invention. The wheel set 188 includes a first component 12 in the form of a loose wheel, which by means of a synchronous coupling is switchable, and a second component 14 in the form of a fixed wheel. The fixed gear 14 is assigned an anti-rattle component 30 of the type according to the invention.

10 shows an alternate embodiment of a powertrain 200 for a motor vehicle that includes a drive motor 182, a hydrodynamic converter 202, and a planetary gear 204. The planetary gear 204 includes at least one planetary gear 206, which is switchable by unspecified clutches or brakes. In this case, for example, the planetary gears of the planetary gear 206 form second components 14 in the sense of a component pairing according to the invention. The sun gear is formed as a first component 12A, the ring gear is also formed as a first component 12B. The planet gears (the second components) 14 are engaged with both the sun gear 12A and the ring gear 12B. In this case, at least one of the planet gears 14 may be associated with an anti-rattle component 30 according to the present invention.

In the powertrain 180 of FIG. 9, it is advantageous that the powertrain between the drive motor 112 and the clutch 184 need not include a dual mass flywheel. However, the coupling 184 itself may be configured with a torsional damper of conventional design, which may include a two-stage or multi-stage characteristic.

In the case of the drive train 200, it is advantageous that a bridging clutch 208 for bridging the hydrodynamic converter 202 can be switched in more frequently or earlier, so that the efficiency of the drive train 200 can be increased. In addition to the application in gearboxes of gearboxes, the following applications are generally conceivable: motor control wheels, industrial gear units, pumps, gear pumps, machine tools, household appliances, Lifescience products such as electric toothbrushes, kitchen machines. The use in transmissions is not limited to the use in passenger cars, but also tunable for use in transmissions for commercial vehicles. With regard to the dimensioning of the component pairings according to the invention, the following should also be noted. In each application, the dimensions or geometries according to the required physical principles of action are each individually determined by usable calculation approaches and - if they are not sufficiently known or existed - by empirical experiment votes exactly so that the required function of the function carrier / components in each conceivable functional case full and as desired - as described above - is met.

The named numerical values apply in particular to a manual transmission of a passenger vehicle with a displacement of 1.6 liters and a maximum transmittable torque of 217 Nm. The main axle is between drive shaft and secondary shaft 72 mm. Any other design of the component pairing must be individually re-tuned. It is approximately true that the parameters speed, amplitude of the angular acceleration and moments of inertia in a rational ratio linearly affect these named forces and spring stiffness of the component pairing. Expressed in simplified terms, therefore: double speed, or double amplitude of the angular acceleration or double mass moment of inertia of the loose part to be prevented by the component pairing on rattling and rattling must be achieved with a doubling of the spring forces and stiffnesses. Conversely, the same applies to halving the named parameters. For the tooth thickness widening of the micro gear (at least in the first aspect of the invention) is generally independent of the size and design of the transmission: The tooth thickness of the micro gear must always be greater than ever occurring by manufacturing variations, thermal expansion or mechanical deformation tooth gap of the counter wheel, so always it is certainly ensured that the two-flank gear pairing of the micro gear eliminates any backlash to the mating gear by 100%.

FIG. 11 shows a further example of a component pairing 10 according to the invention. The component pairing of FIG. 11 corresponds in terms of structure and mode of operation of the component pairing of FIG. 1. In the following, essentially the Differences explained. In FIG. 11, similar to FIG. 3, only the second component 14 with associated anti-rattle component 30 is shown. The anti-rattle component 30 is formed in this embodiment as a ring gear and pushed onto an axial annular projection 42 of the second component 14. In this case, the anti-rattle component 30 is mounted movably in the radial direction with respect to the second component 14. The second anti-rattle toothing 33 of the anti-rattle component 30 is preferably designed such that a two-flank rolling engagement with the first anti-rattle toothing 32 (not shown) is established. As a result, the anti-rattle component 30 is pressed radially away from the first anti-rattle toothing 32 in the radial direction in the region of the tooth engagement.

The number of teeth of the second anti-rattle toothing 33 is preferably identical to the number of teeth of the second component toothing 18.

During operation, as a result of the radial pushing away of the anti-rattle component 30 in the region of the meshing engagement, a tumbling movement of the anti-rattle component 30 with respect to the second component 14 results, as illustrated in FIG. In the embodiment of FIG. 11, preferably no radial spring element 40 is provided.

However, the anti-rattle component 30 is pressed in the axial direction by means of a Axialfederelements 112 to the second component 14, as shown schematically in Fig. 11 at 36. The Axialfederelement 112 is also formed as a ring member and pushed onto the annular projection 42 and axially secured thereto. In the present case, the Axialfederelement 112 a plurality of radially outwardly projecting Andrucknasen 113, which engage in a circular Axialausnehmung the anti-rattle component 30. By the axial pressure force 36 exerted by the Axialfederelement 112, a friction portion of the anti-rattle member 30 and a friction portion of the second member 14 are pressed against each other, so that in Fig. 11, not shown Frictional engagement is realized. The radial deflection movement of the anti-rattle component 30 out of the meshing engagement is therefore counteracted by a suitably adjustable friction force, so that this radial deflection is damped becomes. The Axialfederelement 112 may be fixed to the annular projection 42 by means of an unspecified circlip or the like.

FIGS. 12 and 13 show a further embodiment of a component pairing according to the invention, which generally corresponds in terms of structure and mode of operation to the embodiment of FIG. 11. The same elements are therefore provided with the same reference numerals. The following section essentially explains the differences.

The Axialfederelement 112 of the embodiment of FIGS. 12 and 13 is formed as an annular spring element or plate spring and has a plurality of radially inwardly projecting locking lugs 114. The securing lugs 114 are deflectable in the radial and / or axial direction, so that it is possible to push the Axialfederelement 112 on the annular projection 42 until the locking lugs 114 engage in a radial groove 46 which is provided on the outer circumference of the annular projection 42. By way of the engagement between the securing lugs 114 and the radial groove 46, the axial spring element 112 is axially secured to the second component 14. On the other hand, the axial spring element 112 can axially bear against a section of the radial groove 46 in the axial direction, in order to exert an axial pressure force 36 on the anti-rattle component 30. Due to the axial pressure force, a frictional engagement between the anti-rattle component 30 and the second component 14 can be set up, either directly, as shown at 38 'or 38 ", and / or indirectly via the axial spring element 112 fixed to the second component 14 as shown schematically at 38 '".

In the embodiment of FIGS. 12 and 13, a radial stop 50 is realized, for example, in that an inner peripheral portion of the anti-rattle member 30 has a larger diameter than an outer peripheral portion of the annular projection 42, as shown at 50 in FIG. 12, whereby a maximum eccentricity 60 is set up. In the embodiments of FIGS. 11 to 13, a radial spring element 50 is preferably not provided. The anti-rattle effect arises from the fact that the anti-rattle component 30 is pressed radially out of the first anti-rattle toothing 32 in the region of the meshing engagement, as shown at 115. This radial deflection takes place against the action of the friction engagement 38 and is therefore damped. Since the radial deflection is usually very small, the associated efficiency losses are low. This is especially true because the numbers of teeth of the second anti-rattle toothing 33 and the second component toothing 18 are identical, that is, during operation no constant relative movement occurs.

Claims

claims

1. component pairing (10) with a first component (12) with a first component toothing (16) and a second component (14) with a second component toothing (18) which is in engagement with the first component toothing (16) a drive force in a drive direction (20) can be transmitted via the component toothings (16, 18), a first anti-rattle toothing (32) being further associated with the first component (12), an anti-rattle component (30) being attached to the second component (14) is fixed, which has a second anti-rattle toothing (33) which is engaged with the first anti-rattle toothing (32), wherein

the anti-rattle component (30) is designed to be movable in the radial direction (115),

characterized in that a radial stop (50) limits a relative movement of the anti-rattle component (30) in the radial direction with respect to the second component (14).

2. Component pairing according to claim 1, characterized in that the radial stop (50) a movement of the anti-rattle component (30) with respect to the second component (14) limited so that a maximum deflection of a radially elastic deformation is established.

A pair of components according to claim 1 or 2, characterized in that the second component (14) has a first, axially extending shoulder (52) and the anti-rattle component has a second, axially extending shoulder (54), the shoulders (52, 54) form the radial stop (50).

4. Component pairing according to claim 3, characterized in that the second component (14) has an axial recess (56) which forms the first shoulder (52).

5. Component pairing according to claim 3 or 4, characterized in that the anti-rattle component (30) has an axial projection (58) which forms the second shoulder (54).

6. component pairing according to one of claims 1-5, characterized in that the by the radial stop (50) defined maximum eccentricity (60) between the second component (14) and the anti-rattle component (30) is greater than that through the engagement of Anti-rattle teeth resulting maximum eccentricity.

7. component pairing according to one of claims 1-6, wherein the anti-rattle component (30) is arranged or formed so that it is pressed in the region of the meshing with the first anti-rattle toothing in the radial direction (115) of the first component (12) away ,

8. component pairing according to one of claims 1-7, wherein the anti-rattle component (30) is arranged or formed such that between the first and the second anti-rattle toothing (32, 33) is given a permanent Zweiflanken- Wälzeingriff.

9. component pairing according to one of claims 1-8, wherein the teeth of one (33) of the anti-rattle toothings (32, 33) have a tooth thickness which is greater than or equal to the tooth gap of the teeth of the other anti-rattle toothing (32).

10. component pairing according to one of claims 1-9, wherein the radial deflection of the anti-rattle component (30) in the region of the meshing engagement with the first Antiras- selverzahnung is smaller than 500 microns, in particular less than 250 microns.

11. Component pairing according to one of claims 1 - 10, wherein between the anti-rattle component (30) and the second component (14) a radial spring element (40) is arranged, by means of which the anti-rattle component (30) in the radial direction (115) is elastically deflectable.

12. Component pairing according to one of claims 1 - 11, wherein the anti-rattle component (30) in the drive direction relative to the second component (14) is displaceably mounted and wherein the second component (14) and the anti-rattle component (30) each having a friction portion is assigned in frictional engagement (38) with each other.

13. Component pairing according to claim 12, wherein an axial spring element (112) on the second component (14) is mounted, by means of which the friction portions are pressed against each other.

14. Component pairing according to claim 13, wherein the Axialfederelement (112) is supported directly on the second component (14).

15. Component pairing according to claim 14, wherein the Axialfederelement (112) is designed as an annular spring element and a plurality of circumferentially distributed lugs (114) of the second component (14) engage.

16. Component pairing according to one of claims 1 to 15, wherein on the second component (14) an axially projecting annular projection (42) is formed, which faces the anti-rattle component (30).

17. Transmission (186; 204) with at least one component pairing (10) according to one of claims 1 - 16.

18. A powertrain (180; 200) for a motor vehicle having a transmission (186; 204) according to claim 17.