WO2013013874A1 - Transmission - Google Patents

Transmission Download PDF

Info

Publication number
WO2013013874A1
WO2013013874A1 PCT/EP2012/060708 EP2012060708W WO2013013874A1 WO 2013013874 A1 WO2013013874 A1 WO 2013013874A1 EP 2012060708 W EP2012060708 W EP 2012060708W WO 2013013874 A1 WO2013013874 A1 WO 2013013874A1
Authority
WO
WIPO (PCT)
Prior art keywords
linear drive
gear
intermediate gear
transmission
transmission according
Prior art date
Application number
PCT/EP2012/060708
Other languages
German (de)
English (en)
Inventor
Thorsten SCHUBERT
Thomas Mehlis
Christian Witt
Raphael Fischer
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 WO2013013874A1 publication Critical patent/WO2013013874A1/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 gear wheels, 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.
  • Transmissions comprise at least one gear stage, often also several gear stages, each gear stage having at least two meshing gears, usually spur gears.
  • a gearbox is always designed with tooth flank play.
  • the tooth flanks of one direction of rotation are applied, the tooth flanks of the unloaded side run around the tooth flank angle! spaced and therefore contact and friction free.
  • torque is reversed, ie in the load change case, the toothed contact lifts off on the previously loaded side, the toothing rotates around the backlash on the opposite side and there establishes the toothed contact.
  • the invention is therefore based on the problem to provide a transmission that allows the opposite improved and easier clearance compensation.
  • the adjusting means is a controllable via a control device linear drive with a linearly adjustable support on which the intermediate gear is rotatably mounted.
  • an actively controllable linear drive is provided as adjusting means, with a carrier which is linearly adjustable, on which in turn the intermediate gear is rotatably mounted.
  • a carrier which is linearly adjustable, on which in turn the intermediate gear is rotatably mounted.
  • the support and with it the intermediate gear can be moved linearly, thus the relative position of the intermediate gear to the coupled gears to compensate respectively for the adaptation of the game are actively changed, in a situation-dependent manner, since the game adjustment by appropriate control of the linear Triebs can be made depending on the situation.
  • the backlash can therefore be adjusted as needed. In normal operation, the backlash should be within the usual design range.
  • the backlash is reduced, in extreme cases to zero, to keep at higher control speed both the gear loads and the noise level within reasonable limits. Since only a few tenths of a millimeter are to be bridged, the game can be adjusted to the desired value in fractions of a second with appropriate activation of the linear drive. Even in normal operation, which is usually present, a friction-optimized backlash can be adjusted by appropriate adjustment of the idler gear. Even in the case of warming up of the transmission can be a need-based adjustment of the game of acoustic optimization.
  • the linear drive can be a linear motor or a linear actuator, that is to say in each case an operating element which can be activated via an associated control device, with which the axis and thus the intermediate gear positioning can be carried out with high precision in relation to the minimum adjustment path.
  • the carrier may have a bearing eye, in which a roller bearing is arranged, in which in turn engages a bearing pin of the intermediate gear.
  • the intermediate gear is axially mounted directly on the elongated carrier roller bearing. It is only to provide a bearing pin on the intermediate gear, which engages in the rolling bearing.
  • the carrier with a right angle lig to perform projecting to its longitudinal axis bearing pin on which a roller bearing is arranged, on which the intermediate gear is mounted.
  • the bearing is provided so to speak laterally offset from the longitudinal axis of the carrier, in which case the carrier has the corresponding journal.
  • a detection means for detecting the startup of the driven gear of the transmission or a change in the direction of rotation of the driven gear can also be provided, wherein the operation of the linear drive in response to the detection result is controllable.
  • the operation of the linear drive in response to the detection result is controllable.
  • the detection means may be arbitrary, for example, rotational angle sensors which sense directly on the driven gear shaft of the transmission or the gear stage or on the drive shaft, the current situation, or force sensors, which serve to detect the torque transmission and the like.
  • 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 linear drive, be it the linear motor or the linear actuator, is immediately started by the control device , accordingly triggered for clearance equalization.
  • the intermediate gear itself is expediently adjusted in such a way that the wheels coupled to it are coupled stress-free.
  • a detection means for detecting a tooth flank system may be associated with the linear drive, wherein the control of the linear drive takes place as a function of the detection result.
  • This detection means can be realized, for example, with an evaluation of the drive torque of the linear drive. Because as soon as due to the Eiseniereradverschiebung the mutually approaching tooth flanks touch each other, it inevitably leads to an increase in the torque to be provided by the linear drive.
  • This time can be defined as investment time, so if the game is fully balanced, so that immediately any further adjustment movement is stopped or, for example, to set a minimum distance of the linear drive, the intermediate gear back again something.
  • the detection means may also be a force sensor which measures the adjustment force which is applied to the carrier or with which it is acted upon.
  • 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 linear drive only at the moment of starting the driven gear of the transmission or at the moment of the Wechseins the direction of rotation of the driven gear energized and switched off after adjustment.
  • the starting or alternating torque can be detected by means of a detection means, which communicates with the control device of the linear drive.
  • FIG. 1 shows a schematic diagram of a transmission according to the invention in a plan view
  • FIG. 2 shows a side view of the transmission from FIG. 1,
  • Figure 3 shows a first embodiment of an arrangement of the intermediate gear on the linear drive
  • Figure 4 shows a second embodiment of an arrangement of the intermediate gear on the linear drive.
  • Figure 1 shows an inventive transmission 1, comprising in the example shown a gear stage 2 with a first gear 3, which is driven via a drive shaft 4, as shown by the arrow. Also provided is a second gear 5 with an output shaft 6, via which the registered torque is driven off.
  • the gears 3 and 5 are interconnected via an intermediate gear 7, the corresponding gear portions mesh with each other.
  • the intermediate gear 7 is provided with an adjusting means 8 comprising a linear drive 9, preferably a linear actuator or linear motor, connected to a guided in a linear guide 18 carrier 10 respectively rotatably mounted on the carrier 0.
  • the start of the transmission as well as a change of the direction of rotation can be a situation in which the backlash is to be reduced, for example in the case of a slip control.
  • the detection means 12 may be, for example, a torque sensor, or similar sensors which, if required, may also be arranged on the drive shaft 4 or associated therewith. If, due to the detection, a situation arises in which the backlash is to be varied, the linear drive is controlled directly by the control device 11, in which, of course, corresponding control parameters are stored.
  • the drive can be effected such that the linear drive 9 moves the intermediate gear 7 until the subsequently intermeshing tooth flanks come into contact with each other slightly, which point in time can be detected by the fact that the moment which the linear drive applies to move abruptly increases, because the adjacent flanks of the linear movement oppose a resistance. If the adjustment is to take place stress-free, the further displacement movement is stopped immediately upon detection of the torque increase, the linear drive remains stationary. It is also conceivable, however, to reset the linear drive slightly again, so that a minimum gap between the tooth flanks and thus a minimal clearance are established. Instead of regulating the engine torque, it is also possible, as shown in FIG. 2, to realize control as a function of the adjusting force with which the carrier 10 is adjusted.
  • a force sensor 17 is provided, for.
  • a strain gauge or the like which measures the adjusting force with which the carrier is acted upon by the motor or is moved, measures. This increases at the moment of the flank system because of the given resistance strongly.
  • the increase in force is in turn the communicating with the force sensor 17 control device 1 1 as a control variable, whereupon the motor is either not further controlled and the wheels remain in the given position, or whereupon the motor is driven so that he Carrier 10 moves back a minimal amount, and the flanks force against each other.
  • one or more signal threshold values are stored in the control device 11, irrespective of whether moment or force regulation is involved.
  • FIGS. 3 and 4 show two different embodiments of how the intermediate gearwheel 7 can be mounted on the carrier 10.
  • FIG. 3 see also the side view according to FIG. 2, which shows this type of bearing shown in FIG. 3, a bearing eye 13 is formed on the carrier 10 at the end, in which a roller bearing 14 is arranged. In this engages a bearing pin 15 of the intermediate gear 7, about which the intermediate gear is rotatably mounted.
  • FIG 4. An alternative embodiment is shown in FIG 4.
  • the carrier 10 has a perpendicular thereto projecting bearing pin 16, on which the roller bearing 14 is seated, on which in turn the intermediate gear 7 is rotatably mounted.
  • the transmission according to the invention consequently allows a simple and active clearance adjustment.
  • Such a transmission can be used for example in electric vehicles with central drive and active slip control, in which case it serves to eliminate the occurring in the normal operation (active slip control) game in the drive gear.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear Transmission (AREA)
  • Transmission Devices (AREA)

Abstract

Transmission comportant au moins un étage de transmission comprenant deux roues dentées couplées par un pignon intermédiaire qui peut être réglé par un moyen de réglage pour régler le jeu relativement aux roues dentées couplées. L'invention est caractérisée en ce que le moyen de réglage (8) est un entraînement linéaire (9) qui peut être commandé par un dispositif de commande (11) et qui est doté d'un support (10) réglable de manière linéaire sur lequel le pignon intermédiaire (7) est monté pivotant.
PCT/EP2012/060708 2011-07-22 2012-06-06 Transmission WO2013013874A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011079621.5 2011-07-22
DE201110079621 DE102011079621B4 (de) 2011-07-22 2011-07-22 Getriebe mit Verstellmittel zur Einstellung des Spiels sowie Verfahren zum Verstellen des Spiels eines Getriebes

Publications (1)

Publication Number Publication Date
WO2013013874A1 true WO2013013874A1 (fr) 2013-01-31

Family

ID=46208578

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/060708 WO2013013874A1 (fr) 2011-07-22 2012-06-06 Transmission

Country Status (2)

Country Link
DE (1) DE102011079621B4 (fr)
WO (1) WO2013013874A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015132590A1 (fr) * 2014-03-05 2015-09-11 Airbus Operations Limited Système d'entraînement pour train d'atterrissage et procédé de commande d'enclenchement de système d'entraînement
CN107725131A (zh) * 2017-11-07 2018-02-23 重庆润通科技有限公司 可调式凸轮驱动机构

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013015303B4 (de) * 2013-09-14 2016-10-13 Audi Hungaria Motor Kft. Vorrichtung zum Einstellen des Zahnflankenspiels in einem Stirnzahnradtrieb
CN104948671B (zh) * 2015-07-03 2017-05-24 盐城百圣机械有限公司 一种间距可调式传动机构
CN108818599B (zh) * 2018-06-26 2022-03-22 共享智能装备有限公司 桁架机器人夹持装置
DE102018211386A1 (de) * 2018-07-10 2020-01-16 Robert Bosch Gmbh Vorrichtung eines Drehmomentsensors sowie Verfahren zum Betreiben eines Drehmomentsensors

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004007449A1 (de) * 2004-02-13 2005-09-01 Wittenstein Ag Linear-Antrieb, insbesondere Zahnstangenantrieb
WO2007002651A2 (fr) * 2005-06-27 2007-01-04 Metaldyne Company, Llc Appareil a arbre de compensation entraine par engrenage a commande de jeu d'engrenement
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

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2895342A (en) * 1955-07-29 1959-07-21 Thomas S Hayhurst Gearing
US3331256A (en) * 1965-01-22 1967-07-18 George O Morris Shaft adjustment means
BE757592A (fr) * 1969-10-18 1971-03-16 Rheinmetall Gmbh Reducteur a engrenages droits pourvu de moyens pour eliminer lejeu des flancs de dents

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004007449A1 (de) * 2004-02-13 2005-09-01 Wittenstein Ag Linear-Antrieb, insbesondere Zahnstangenantrieb
WO2007002651A2 (fr) * 2005-06-27 2007-01-04 Metaldyne Company, Llc Appareil a arbre de compensation entraine par engrenage a commande de jeu d'engrenement
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

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015132590A1 (fr) * 2014-03-05 2015-09-11 Airbus Operations Limited Système d'entraînement pour train d'atterrissage et procédé de commande d'enclenchement de système d'entraînement
US10112703B2 (en) 2014-03-05 2018-10-30 Airbus Operations Limited Drive system for landing gear and drive system control method
EP3680170A1 (fr) * 2014-03-05 2020-07-15 Airbus Operations Limited Système de commande de train d'atterrissage et procédé de commande de train d'atterrissage
CN107725131A (zh) * 2017-11-07 2018-02-23 重庆润通科技有限公司 可调式凸轮驱动机构

Also Published As

Publication number Publication date
DE102011079621B4 (de) 2015-04-30
DE102011079621A1 (de) 2013-01-24

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