WO2013007453A1 - Transmission - Google Patents

Transmission Download PDF

Info

Publication number
WO2013007453A1
WO2013007453A1 PCT/EP2012/060710 EP2012060710W WO2013007453A1 WO 2013007453 A1 WO2013007453 A1 WO 2013007453A1 EP 2012060710 W EP2012060710 W EP 2012060710W WO 2013007453 A1 WO2013007453 A1 WO 2013007453A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
electric motor
intermediate gear
gear
transmission
Prior art date
Application number
PCT/EP2012/060710
Other languages
German (de)
English (en)
Inventor
Christian Witt
Thorsten SCHUBERT
Thomas Mehlis
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2013007453A1 publication Critical patent/WO2013007453A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
    • F16H2057/123—Arrangements for adjusting or for taking-up backlash not provided for elsewhere using electric control means

Definitions

  • the invention relates to a transmission with at least one gear stage comprising two gears, which are coupled via an intermediate gear, wherein the intermediate gear is adjustable via an adjusting means for adjusting the game to the coupled gears.
  • the invention is therefore based on the problem to provide a transmission that is improved compared to and allows easy adjustment of the idler gear for game adjustment.
  • the adjusting means is a controllable via a control device electric motor, wherein the intermediate gear is coupled to the rotor of the electric motor.
  • the intermediate gear is connected to an electric motor, specifically with its rotor.
  • the intermediate gear is itself coupled to an active drive element, so it can even be rotated about its fixed axis of rotation.
  • the electric motor via its associated control device to control accordingly, so that on the well-known stator-rotor field coupling of the rotor and with it the intermediate gear is slightly twisted, so that there is thus a change in position relative to the coupled gears and thus to a change in the meshing situation.
  • a complex linear adjustment as in the prior art is not required. This means that with the use of such an electric motor, the intermediate gear of the transmission can be biased, so therefore any game can be compensated if necessary.
  • the electric motor may be an external rotor motor, wherein the intermediate gear is fixed to the front side of the rotor or is itself designed as a rotor.
  • the stator is in the center, the rotor surrounds the stator and runs around the outside of the stator.
  • the rotor since it is a rotating component, of course, to store accordingly, which usually takes place via suitable bearings to a shaft or axis of the stator out. If only the rotor bearing is sufficient to realize a sufficient support of the intermediate gear, a separate storage of the intermediate gear is not required.
  • the intermediate gear is also rotatably mounted separately via a suitable roller bearing, wherein the roller bearing is preferably arranged on a shaft or axis of the stator, thus therefore the intermediate gear is rotatably mounted on the stator shaft.
  • the stator shaft thus supports the intermediate gear, so that during operation of the transmission, high torques can also be transmitted via the intermediate gear.
  • a separate storage of the rotor can be omitted in this case, it is, as it does not pick up a load, stored on the gear bearing.
  • An alternative to the described embodiment with the external rotor motor provides for the use of an electric motor in the form of an internal rotor motor, in which case the intermediate gear is seated on a shaft of the rotor, or even forms the rotor.
  • the rotor is the internal component, it is encompassed by the hollow cylindrical stator.
  • the rotor itself is, as described, mounted on suitable bearings, wherein the intermediate gear is also rotatably mounted on this bearing. It sits expediently directly on the rotor shaft, so it is connected via suitable non-rotatable connection means with the rotor shaft.
  • the intermediate gear itself forms the rotor, for example by the intermediate gear having a corresponding central shaft, which ultimately forms the rotor shaft and is equipped with the corresponding additional rotor-specific components, for example, the already mentioned permanent magnet.
  • the detection means may be arbitrary, for example, rotational angle sensors which sense the instantaneous situation directly on the driven gear shaft of the transmission or the gear stage or on the drive shaft, or force sensors which serve to detect the torque transmission and the like. As soon as these detection means or sensors which continuously detect the situation supply a signal which is processed by the control device and indicates that, for example, a start-up process or a load change is initiated, the electric motor for clearance equalization is immediately actuated via the control device.
  • the invention further relates to a method for adjusting the backlash in a transmission of the type described, which method is characterized in that the motor only at the moment of starting a driven gear of the transmission or at the moment of changing the direction of rotation of the driven gear energized and switched off after adjustment.
  • the duration of the current supply as well as the adjustment angle, both of which may well vary depending on the situation, are stored as corresponding control parameters in the control device, so that an exact, situation-related motor control is possible.
  • the starting or alternating torque is detected by means of a detection means which communicates with the control device of the electric motor.
  • FIG. 1 shows a schematic representation of a transmission according to the invention of a first embodiment in a sectional view
  • Figure 2 is a plan view of the transmission
  • Figure 3 is a schematic representation of a transmission according to the invention of a second embodiment in a sectional view.
  • FIG. 1 shows an inventive transmission 1 with in the example shown a gear stage, comprising a first, via a drive shaft 2, which is coupled to a corresponding engine output, driven gear 3 and a second, connected to an output shaft 4 gear 5, wherein the Zahnrä- 3 and 5 are each end-toothed.
  • the two gears 3 and 5 are coupled together via an intermediate gear 6.
  • the intermediate gear 6 in turn is coupled to an adjusting means 7 in the form of an electric motor 8, thus with an active rotary drive means, via which the intermediate gear 6 can be actively rotated.
  • the electric motor comprises, in a manner known per se, a stator 9 which has a stator shaft 10 on which the intermediate gear 6 is rotatably mounted via a bearing means 11, preferably a correspondingly designed roller bearing (eg needle roller bearing).
  • the shaft 10 is arranged non-rotatable and non-rotatable.
  • the electric motor 9 further comprises a rotor 12 which, when the stator 9 is energized, which, of course, has the corresponding windings for this purpose, is coupled and rotated via the traveling field caused by the energization.
  • the intermediate gear 6 is now the front side of the rotor 12, are provided on the corresponding, the magnetic field coupling serving elements such as permanent magnets or the like in a conventional manner.
  • the rotor 12 is not rotatably mounted in the example shown, he participates from Of course, it would also be conceivable to rotatably mount the rotor 12 itself on the shaft 10, if this is necessary.
  • a control device 13 which controls the energizing operation of the stator 9, respectively, of its windings.
  • the control takes place in such a way that the electric motor 8 is actuated only at very specific points in time and consequently a rotation of the intermediate gear 6 takes place relative to the toothed wheels 3 and 5.
  • a detection means 14 in the form of a suitable sensor or the like is provided, which is assigned to the toothed wheel 3 and senses its movement or rotation or any introduction of force, etc., this sensor naturally also interacting with the drive shaft 2 can. In any case, it communicates with the control device 13.
  • the sensor signal indicates that a corresponding situation exists which requires compensating any play between the coupled gears 3, 5 and 6 by rotating the intermediate gear 6 and therefore the gears biased against each other, this is on the one hand detected by the control device as a result of signal evaluation, on the other hand, the stator 9 is energized, so that the rotor 12 is slightly rotated, thus the engagement position at the engagement of the toothing 15 of the gear 3 with the Gearing 16 of the intermediate gear respectively the engagement of the toothing 17 of the gear 5 with the toothing 18 of the intermediate gear 6 adjusted and therefore a corresponding game is completely compensated.
  • the electric motor or the stator 9 is switched off, so that the rotor rotates freely, thus no load component is opposed via the electric motor.
  • the detection of the time to power-off can z. B. by monitoring the at a tooth flank installation increasing torque of the electric motor 8 done.
  • FIG. 2 shows a plan view of the gearwheel configuration, wherein the respective directions of rotation and torque entries are shown via the double arrows.
  • the gear 3 can be rotated in both directions via the drive shaft 2, both in the drive and in the direction of rotation or load change.
  • the adjustment of the intermediate gear for bracing respectively for clearance compensation takes place in the opposite direction to bring in no time the intermeshing tooth flanks in plant, whereupon immediately turn the power isolation of the electric motor takes place, so that rotates the rotor empty with continued gear operation.
  • FIG. 3 shows a second embodiment according to the invention of the transmission 1, wherein the same reference numerals are used for the same components.
  • a drive shaft 2 with a gear 3
  • an output shaft 4 with a gear 5
  • an intermediate gear 6 which in turn is coupled to an adjusting means 7 in the form of an electric motor 8 consisting of stator 9 and rotor 12, wherein here also the intermediate gear is connected to the rotor 12.
  • FIG. 1 shows an external-rotor-type electric motor
  • the electric motor 8 shown in FIG. 3 is an internal rotor. That is, the rotor 12 is located within the hollow cylindrical stator 9.
  • the rotor 12 has a rotor shaft 19, which in the example shown via two bearing means 20, also suitable rolling bearings, is rotatably mounted.
  • the intermediate gear 6 is rotatably and axially fixedly mounted on the rotor shaft 19 and rotatably mounted on the bearing means 20.
  • stator 9 If the stator 9 is then activated, ie energized, via the control device 13 as a function of a corresponding detection signal of the detection means 14, rotation of the rotor 12 and thus of the intermediate gear and, consequently, backlash compensation respectively, if desired, a bias of the coupled gears 3, 5 and 6.
  • the operation of the electric motor and thus the active rotation takes place of the intermediate gear 6 only at certain times, that is to say that the basic operation corresponds to that already described with reference to FIGS. 1 and 2.
  • Only the electric motor 8 used is of a different type, which inevitably results in a correspondingly different connection of the intermediate gear 6.
  • the time of the power-off circuit can also be determined here as the moment in which the torque increases at the electric motor 8 as a result of the tooth flank system of the coupled wheels.

Abstract

L'invention concerne une transmission dotée d'au moins un étage de transmission comportant deux roues dentées accouplées par l'intermédiaire d'une roue dentée intermédiaire. La roue dentée intermédiaire peut être réglée par l'intermédiaire d'un moyen de réglage destiné à régler le jeu par rapport aux roues dentées accouplées. Le moyen de réglage (7) est un moteur électrique (8) pouvant être commandé par un dispositif de commande (13). La roue dentée intermédiaire (6) est accouplée au rotor (12) du moteur électrique (8).
PCT/EP2012/060710 2011-07-14 2012-06-06 Transmission WO2013007453A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011079152.3 2011-07-14
DE201110079152 DE102011079152A1 (de) 2011-07-14 2011-07-14 Getriebe

Publications (1)

Publication Number Publication Date
WO2013007453A1 true WO2013007453A1 (fr) 2013-01-17

Family

ID=46208579

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/060710 WO2013007453A1 (fr) 2011-07-14 2012-06-06 Transmission

Country Status (2)

Country Link
DE (1) DE102011079152A1 (fr)
WO (1) WO2013007453A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030101834A1 (en) * 2001-11-30 2003-06-05 Wei-Yu Huang Anti-bachlash transmission mechanism
DE102004007449A1 (de) * 2004-02-13 2005-09-01 Wittenstein Ag Linear-Antrieb, insbesondere Zahnstangenantrieb
DE102009027509A1 (de) 2009-07-07 2011-01-20 Zf Friedrichshafen Ag Anordnung von mindestens zwei Zahnradstufen in einem Getriebe
DE102009046857A1 (de) * 2009-11-19 2011-05-26 Zf Friedrichshafen Ag Stellgetriebe und Verwendung des Stellgetriebes

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030101834A1 (en) * 2001-11-30 2003-06-05 Wei-Yu Huang Anti-bachlash transmission mechanism
DE102004007449A1 (de) * 2004-02-13 2005-09-01 Wittenstein Ag Linear-Antrieb, insbesondere Zahnstangenantrieb
DE102009027509A1 (de) 2009-07-07 2011-01-20 Zf Friedrichshafen Ag Anordnung von mindestens zwei Zahnradstufen in einem Getriebe
DE102009046857A1 (de) * 2009-11-19 2011-05-26 Zf Friedrichshafen Ag Stellgetriebe und Verwendung des Stellgetriebes

Also Published As

Publication number Publication date
DE102011079152A1 (de) 2013-01-17

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