CN116136253A - Slide rail for a wraparound component of a wraparound transmission - Google Patents

Abstract

The invention relates to a sliding rail (1) for a surrounding element (2) of a surrounding transmission (3), comprising at least the following components: a sliding channel (4), wherein the sliding channel (4) is formed by an inner sliding surface (6) and an outer sliding surface (7), and wherein the sliding surfaces (6, 7) are arranged opposite to each other and each rest against a drive side (8) of the circumferential component (2) in a vibration-damped manner; and a bearing receptacle (10) which is arranged so as to be pivotable about an axial direction (13) for orienting the sliding surface (6, 7) as a function of the orientation of the drive edge (8) to be damped, such that the sliding surface (6, 7) defines a longitudinal direction (14) perpendicular to the transverse direction (15), wherein the transverse channel height is narrowed by a bulge (16) having an extreme value (17). The sliding rail (1) is characterized in particular in that at least one extreme value (17) of such a transverse bulge (16) is arranged along the longitudinal direction (14) only in the range of 20% to 30% and/or 5% to 15% of the total channel length (5) of the sliding channel (4) starting from the longitudinal center (18) of the sliding channel (4). By means of the slide rail proposed here, the damping effect can be increased by means of the bulge in the slide channel, and the guided transmission edge is prevented from acoustically-related vibrations.

Description

Slide rail for a wraparound component of a wraparound transmission

Technical Field

The invention relates to a sliding rail for a surrounding element of a surrounding transmission, comprising at least the following components:

a sliding channel, wherein the sliding channel is formed by an inner sliding surface and an outer sliding surface, and wherein the sliding surfaces lie opposite one another and in each case bear in a vibration-damped manner against the drive side of the circumferential device; and

a bearing receptacle which is arranged so as to be pivotable about an axial direction for orienting the sliding surface as a function of the orientation of the drive side to be damped, such that the sliding surface defines a longitudinal direction perpendicular to the transverse direction,

wherein the lateral channel height is narrowed by means of a bulge having an extreme value. The slide rail is characterized in particular in that at least one extreme of such a transverse elevation is arranged in the longitudinal direction only in the range of 20% to 30% and/or 5% to 15% of the total channel length of the slide channel starting from the longitudinal center of the slide channel. The invention also relates to a surrounding transmission for a drive train and to a drive train having such a surrounding transmission.

Background

A toroidal transmission, also known as a cone-disc toroidal transmission or CVT (english: continuously variable transmission continuously variable transmission) for a vehicle, comprises at least one first pair of cones arranged on a first shaft and a second pair of cones arranged on a second shaft, and a toroidal means for transmitting torque between the pairs of cones. The pair of conical discs comprises two conical discs which face each other with corresponding conical surfaces and are axially movable relative to each other. Such a wrap-around transmission generally comprises at least one first and second pair of conical discs, each having a first conical disc, also called floating disc or moving disc, which is displaceable along the axis of the shaft, and a second conical disc, also called fixed disc, which is fixed in the direction of the axis of the shaft, wherein the wrap-around means for transmitting torque between the conical disc pairs operates on a variable action circle due to the axial relative movement between the floating disc and the fixed disc. The different rotational speed and torque ratios can thus be adjusted steplessly from one conical disk pair to the other conical disk pair.

During operation of the wraparound transmission, the wraparound element is displaced by means of an axial relative movement of the conical disks between a radially inner position (small circle of action) and an outer position (large circle of action) on the conical disk pair. The wraparound device forms two drive edges between two pairs of conical disks, wherein (depending on the configuration of the pairs of conical disks and on the direction of rotation of the pairs of conical disks) one drive edge forms a loaded drive edge and the other drive edge forms an unloaded drive edge, in other words a loaded drive edge and an unloaded drive edge.

Unlike the theoretical ideal case, the wraparound device does not always leave the corresponding pair of cones in a direction tangential to the pair. In practice, the circumferential device is driven by the conical disk pair beyond the desired exit point or is accelerated beyond the desired exit point, as a result of which vibrations are induced in the drive side. This vibration adversely affects the acoustic performance of the surrounding transmission and reduces efficiency.

In order to solve this problem, in such a wrap-around transmission, at least one rail which is mounted on the holding means in a pivotable manner is provided in the free space between the conical disk pairs. Such a rail can be arranged on the loaded and/or unloaded drive side of the wraparound device and serve for guiding and for limiting the vibrations of the wraparound device. However, friction generated between the slide rail and the drive edge has a detrimental effect on efficiency.

However, it is still important to acoustically improve the surrounding transmission. Furthermore, the efficiency of the ring transmission should be improved. This applies in particular to vehicles which are operated purely electrically, at least temporarily, and to the use of a ring transmission in an electric axle (i.e. with only an electric drive). Since there is no masking noise emission by the internal combustion engine. The resulting noise emissions of a surrounding transmission are generally considered unusual and annoying.

Disclosure of Invention

On this basis, the object of the present invention is to at least partially overcome the drawbacks known in the prior art. The features according to the invention result from the independent claims, with advantageous embodiments being presented in the dependent claims. The features of the claims can be combined in any desired manner, for which purpose the following explanation of the invention and the features in the drawing can also be added, including additional embodiments of the invention.

The invention relates to a sliding rail for a surrounding element of a surrounding transmission, comprising at least the following components:

a sliding channel having a total channel length, wherein the sliding channel is formed by an inner sliding surface and an outer sliding surface, and wherein the sliding surfaces are oriented opposite one another and each for bearing against a drive side of the circumferential device in a vibration-damped manner; and

A bearing receptacle which is arranged on a holding means of a transmission housing of the encircling transmission so as to be pivotable about an axial direction for orienting the sliding surface as a function of the orientation of the transmission side to be damped, such that the sliding surface defines a longitudinal direction for the transmission side to be damped which is perpendicular to the transverse direction,

the transverse channel height is narrowed by means of a bulge having an extreme value, which is configured to extend transversely from the sliding surface into the sliding channel.

The slide rail is firstly characterized in that at least one extreme of such a transverse elevation is arranged in the longitudinal direction only in the range of 20% to 30% and/or 5% to 15% of the total channel length of the slide channel starting from the longitudinal center of the slide channel.

In the following, reference is made to the longitudinal direction (coinciding with the direction of travel of the driving edge to be guided) and to the transverse and axial directions perpendicular thereto and thus developing a cartesian coordinate system, and corresponding terms are used, unless explicitly indicated to the contrary. If longitudinal, axial and transverse are mentioned here, this refers to both positive and negative directions in the expanded coordinate system. Furthermore, reference is made to a surrounding device which in the mounted state forms a surrounding ring surrounding the set action circle of the two cone disc pairs of the surrounding transmission, and reference is made to the surrounding ring to use "inner", i.e. surrounded by the surrounding device in the (imaginary) plane of the surrounding ring, and to use "outer" and corresponding terms. The designations "left" and "right" relate to the longitudinal sides in a plane parallel to the axis of oscillation, which can be chosen arbitrarily (can be exchanged) and purely for simplicity of explanation. Ordinal numbers used in the foregoing and following description are used only for explicit distinction and do not indicate the order or ordering of the marked components, unless explicitly indicated to the contrary. An ordinal number greater than one does not necessarily mean that another such component must be present.

According to the prior art, a sliding rail is used for damping a wraparound component, such as a chain or belt, of a wraparound transmission having two pairs of conical disks. The wraparound device is embodied, for example, as a pulling element or a push belt. I.e. a slide rail for one of the two drive sides of the wraparound device, for example when a traction mechanism is configured for a traction drive side forming a loaded drive side. Alternatively, the idler drive side or the two drive sides are each guided by means of such a rail. If reference is made here to a guide transmission side, it is at the same time meant that the transmission side is damped, since the wraparound element accelerates laterally outwards in a direction which deviates from the ideal tangential direction of the set circle of action of the two pairs of conical disks when the upstream pair of conical disks in the direction of travel transitions into the transmission side. Thereby causing shaft vibration which impairs efficiency and results in noise emission. For example, vibration frequencies of up to about 800Hz (eight hundred Hz) of the drive side to be guided occur in a ring transmission (in relation to stresses) and are acoustically relevant.

For guiding or damping, such a rail has two sliding surfaces oriented transversely opposite to each other, wherein, during operation, the inner sliding surface bears against the transmission side to be guided from the transversely inner side and the outer sliding surface bears against the transmission side to be guided from the transversely outer side. In operation, a sliding surface is permanently or vibration-state-dependent against the drive side to be guided. The sliding surface thus forms a longitudinally extending bearing surface which counteracts the transversely oriented amplitude of the shaft vibrations of the drive side to be damped. The total channel length corresponds to the extension of the sliding channel in the longitudinal direction. The longitudinal direction runs parallel to the longitudinal extension of the drive edge guided in the sliding channel, along which the drive edge moves through the sliding channel, ignoring vibrations.

The slide rail includes a bearing receptacle, wherein the bearing receptacle is positioned on the retaining mechanism. The retaining mechanism is enclosed by a transmission housing of the ring transmission. In one embodiment, the retaining mechanism is formed in one piece with the transmission housing. In a preferred embodiment, the holding means is formed separately from the transmission housing and is fixedly or hingedly connected thereto.

The bearing receptacles of the slide rail cooperate with the holding means in such a way that the bearing receptacles achieve a correspondingly oriented (passive) orientation of the sliding surface of the slide rail relative to the drive edge to be damped. The slide rail can therefore be pivoted about the axial direction by means of the bearing receptacle and the holding means (following the drive side to be damped). The sliding surface defines a longitudinal direction perpendicular to the transverse direction for the drive edge to be damped and thus also the longitudinal direction. This ensures that the slide rail can be guided following the thus updated (tangential) orientation of the wraparound component when adjusting the service circle of the wraparound transmission. Although the aim is to provide an ideal shortest connection between the abutting circles of action which form the two conical disk pairs in the longitudinal direction, the orientation of the respective drive side in dynamic operation can deviate temporarily or permanently from the ideal shortest connection.

At least one lateral extension extends laterally into the channel interior and thereby reduces the height of the sliding channel in the longitudinal direction over a particular section. The bulge is thus a bulge towards the interior of the channel. The bulge has an extreme value. The extremum is, for example, a high point or plateau along the longitudinal direction. Starting from the longitudinal center of the sliding channel, the extremum is only arranged in the range of 20% to 30% along the longitudinal total channel length. Alternatively or additionally, the other extreme of the bulge or the further bulge is arranged only in the range of 5% to 15% of the total channel length along the longitudinal direction. Preferably, the longitudinal centers of the extreme values are arranged at a distance of 25% and/or 15% of the total channel length relative to the longitudinal center of the sliding channel. In this way, vibrations of the fourth order and of the third and/or second order, which are particularly acoustically important due to their frequency and volume, can be damped particularly well.

The extreme value is defined here as the maximum distance of the individual sliding surfaces from a plane extending parallel to the longitudinal and axial directions. Such a plane is arranged here in such a way that it does not intersect the bulge forming the extremum.

The one or more projections are each preferably arranged such that they lie in a section of the sliding channel in which the amplitude of the drive side to be damped occurs in operation in the longitudinal direction, i.e. in which an antinode, preferably with its maximum value, is arranged. Particularly preferably, the extreme value or extreme values are arranged in this section of the sliding channel or at the point where the shaft reaches its maximum high and maximum low value of vibration. It should be noted here that the position of the antinode can vary due to contact with one or more contact points. Thus, reference is made herein to an antinode formed by the driving edge when the driving edge does not vibrate (i.e., vibration reduction by the rail is not required). Reference is made to the above definition regarding the shape and extent of the contact point.

The longitudinal center of the sliding channel is understood here to be the center plane which is perpendicular to the longitudinal direction and which is arranged at equal distances from the two ends of the sliding rail along the longitudinal direction. Alternatively or additionally, the longitudinal centre is defined by a plane in which the swing axis of the slide rail is arranged.

The height of the sliding channel is narrowed by the ridge and the sliding channel has a reduced channel height. As a result of the reduced channel height, the drive edge damped by the slide rail is guided in the lateral direction with a smaller gap or without play than the section with the greater channel height. If the drive edge is guided with play in a section with a reduced channel height, it is guided with play in another section, for example in the transverse direction, or with a low contact force against the sliding surface.

Due to the reduced play or the increased contact force between the rail and the drive side, the rail reacts to the drive side vibrations, which are caused by the conical disk pairs, for example, when the wraparound element is moved away. This reduces noise emissions or improves acoustic effects. Surprisingly, however, an increased efficiency is achieved even with an increased contact force between the sliding surface and the drive side, despite the closer contact of the sliding rail.

Preferably, the sliding rail is embodied such that the operating temperature is between 70 ℃ and 90 ℃, preferably between 75 ℃ and 85 ℃ during operation.

In an advantageous embodiment of the slide rail, it is also proposed that the extremum of the transverse elevation formed by the outer sliding surface is arranged only in the range of 20% to 30% of the total channel length starting from the longitudinal center, and/or that the extremum of the at least one transverse elevation formed by the inner sliding surface is arranged only in the range of 5% to 15% of the total channel length starting from the longitudinal center.

In one embodiment, a lateral bulge with an extremum is formed by the inner sliding surface and a further lateral bulge with a further extremum is formed by the outer sliding surface. Alternatively, the ridge is formed only by the outer sliding surface or the inner sliding surface. In the case where the two sliding surfaces are formed with the ridge portion, preferably, the inner sliding surface is formed with the ridge portion including the extremum disposed near the longitudinal center of the slide rail and the outer sliding surface is formed with the ridge portion including the extremum disposed away from the longitudinal center of the slide rail. Preferably, the extremum of the bulge formed by the inner sliding surface is arranged only in the range of 5% to 15% of the total channel length starting from the longitudinal center. Furthermore, it is preferred that the extremum of the bulge formed by the outer sliding surface is arranged only in the range of 20% to 30% of the total channel length starting from the longitudinal center.

This embodiment is particularly effective in damping multiple amplitudes.

In an advantageous embodiment of the sliding rail for a wraparound element of a wraparound transmission, it is also proposed that a recess widening the sliding channel over its transverse height is provided at one end of the sliding channel or in the longitudinal center of the sliding rail.

In this embodiment, the sliding channel has a widening on one end or on both ends in the longitudinal direction. Preferably, in this embodiment, the sliding channel widens at least at the entry end of the driving edge into the sliding channel. For this purpose, each widened end is provided with a recess. The recess on one end of the sliding channel extends in the longitudinal direction from the respective end of the sliding rail in the direction of the longitudinal center and in the lateral direction away from the sliding channel into the sliding surface. Preferably, each widening in each of the two sliding surfaces is provided with a recess. Alternatively, each widening in one of the two sliding surfaces is provided with only one recess, respectively. In this case, a widening is preferably provided on the inlet end and a widening is provided on the opposite outlet end, wherein one recess is arranged in the inner sliding surface and one recess is arranged in the outer sliding surface. This embodiment offers the advantage that the inner and outer halves of the slide rail can be produced identically and thus cost-effectively.

The embodiment with a widening at one end of the sliding channel offers the advantage that the drive edge is better guided into the sliding channel and, for example, does not cause undesired vibrations of a higher order.

Alternatively or additionally, a widening of the sliding rail is provided at the longitudinal center of the sliding rail. Such a widening is preferably formed by a recess in only one of the sliding surfaces, particularly preferably by a recess in the outer sliding surface. Alternatively, recesses are provided in both sliding surfaces. The centrally arranged recess is preferably arranged with its longitudinal center in the longitudinal center of the slide rail, particularly preferably mirror-symmetrical with respect to it.

In an advantageous embodiment of the sliding rail, it is also proposed that at least one extreme value of the transverse elevation is formed only on one side of the longitudinal center.

In one embodiment, the rail forms extreme values of the elevation on both sides of its longitudinal center, preferably mirror-symmetrical about the longitudinal center. Alternatively, the extremum of the ridge is formed only on one side of the longitudinal center. In this case, the extremum is preferably arranged from the longitudinal center in the direction of the inlet.

In an advantageous embodiment of the sliding rail, it is also proposed that two extreme values are formed from the outer sliding surface and that the extreme value formed by the inner sliding surface is located closer to the longitudinal center of the sliding rail than the extreme value of the outer sliding surface in the longitudinal direction.

As mentioned, in a preferred embodiment, the extremum formed by the inner sliding surface is arranged closer to the longitudinal center of the sliding rail than the extremum of the outer sliding surface, if two outer sliding surface extremum and one or more inner sliding surface extremum are provided, which are preferably arranged mirror-symmetrically with respect to the longitudinal center of the sliding rail, the extremum of the inner sliding surface is preferably between the extremum of the outer sliding surface. In particular, two inner sliding surface extremes, which are preferably arranged mirror-symmetrically with respect to the longitudinal center of the sliding rail, are likewise preferably provided.

In a further alternative embodiment, at least on one side of the longitudinal center of the slide rail, the lateral bulge of the inner slide surface is arranged closer to the longitudinal center than the two lateral bulges of the outer slide surface which are arranged on the same side. In one embodiment, this arrangement of ridges is provided on only one side of the longitudinal center. In an alternative embodiment, the same arrangement is arranged mirror-symmetrically on the other side of the longitudinal center, so that the two elevations of the inner sliding surface are arranged longitudinally midway between the four elevations of the outer sliding surface.

In an advantageous embodiment of the sliding rail, it is also proposed that the elevation formed by the inner sliding surface and the elevation formed by the outer sliding surface overlap locally in the longitudinal direction.

One or more ridges formed by the inner sliding surface and one or more ridges formed by the outer sliding surface extend from opposite sides into the sliding channel, respectively. Here, for example, one ridge of the inner sliding surface and one ridge of the outer sliding surface partially overlap in the longitudinal direction. For example, the ridges overlap in the longitudinal section between the respective ridge extrema. Alternatively, the two corresponding ridges formed by the inner and outer sliding surfaces extend in the longitudinal direction on the same section.

In an advantageous embodiment of the sliding rail, it is also provided that the sliding channel has a reduced, preferably minimum channel height at least along the longitudinal section of the at least one transverse bulge, and that the reduced channel height is smaller than the transverse body height of the drive side to be damped.

In this embodiment, when the wraparound device is not mounted in the sliding channel, the channel height of the sliding channel is locally smaller than the body height of the drive side or wraparound device. In the installed state, the drive edge pushes the sliding channel away accordingly (preferably elastically). The wraparound element is thus accommodated in the sliding channel in the installed state in a partially press-fit (acting in the transverse direction).

In an advantageous embodiment of the slide rail, it is also proposed that the transverse elevation is a ramp with two sides, wherein preferably steep sides and gentle sides are formed, and wherein particularly preferably the gentle sides are parallel to the gentle sides of the laterally opposite ramp of the other transverse elevation.

The one or more elevations are formed, for example, by a ramp or a plurality of ramps as described above and accordingly have two sides which extend away from the extremum in the longitudinal direction. Preferably, one side of the ramp is a steep side and the other side is a gentle side. A steep flank here means that the flank has a steeper angle with respect to the longitudinal direction than a gentle flank. Preferably, the lateral ridge of the inner sliding surface and the lateral ridge of the outer sliding surface extend parallel to each other on both sides. For example, this is the two sides of two ridges that overlap in the longitudinal direction. Particularly preferably, the two sides are gentle sides. It should be noted that the sides are not necessarily straight, but are in one embodiment configured as waves or spheres, wherein rounded transitions to the respective extreme values are preferably formed.

In an advantageous embodiment of the sliding rail, it is also provided that the sliding rail is formed from a first rail half and a second rail half, and that the first rail half and the second rail half are identical, preferably of identical design.

The slide rail is embodied in such a way that it is formed by a first rail half and a second rail half. The rail halves of the rail are preferably each formed in one piece, particularly preferably by injection molding, for example from polyamide [ PA ], preferably PA 46.

It is proposed here that the two rail halves are two identical rail halves. For example, such a rail half can be guided axially from both sides onto the drive side to be damped during installation, or one rail half can already be installed and the other rail half can be guided axially from the opposite side of the drive side. The hooks are preferably guided (respectively due to the identical design of the rail halves) into corresponding hook receptacles of the respective other rail half. The two rail halves are preferably of generally identical design, i.e. are designed identically, so that they can be produced in an injection molding process using a single injection mold in the same production process at all times. Thereby reducing manufacturing costs and eliminating the risk of confusion during installation. At least one of the sliding surfaces is formed by a partial surface of one of the two rail halves.

According to a further embodiment, a ring transmission for a drive train is proposed, which has at least the following components:

-a transmission input shaft having a first cone disc pair;

-a transmission output shaft having a second pair of conical discs;

-encircling means for torsionally connecting the first pair of conical discs with the second pair of conical discs; and

the sliding rail according to any of the embodiments described above, wherein the sliding rail is arranged to bear against the drive side of the circumferential element for damping vibration of the circumferential element with at least one sliding surface.

With the encircling transmission proposed here, torque can be transmitted from the transmission input shaft to the transmission output shaft in an increasing or decreasing transmission manner and can be reversed, wherein the transmission is continuously adjustable at least in some regions. The encircling transmission is, for example, a so-called CVT with traction elements or with push belt. The encircling means is for example a multi-section chain. The encircling means are relatively displaced on the conical disk pairs from the radially inner side to the radially outer side and vice versa, so that a changing circle of action is produced on the respective conical disk pair. The ratio of the torques to be transmitted is determined from the ratio of the circles of action. The two circles of action are connected to one another by means of the upper and lower drive sides of the wraparound element, namely the load and idle drive sides, which are also referred to as traction drive sides or push drive sides.

In an ideal case, the drive edge of the wraparound component is oriented tangentially between two circles of action. The tangential orientation induced axial vibrations are superimposed, for example, by the non-stepless sections of the wraparound device and by the early departure from the circle of action caused by the escape acceleration of the wraparound device.

The sliding rail rests with at least one of its sliding surfaces against a corresponding abutment surface of a transmission side, for example a loaded transmission side, to be damped, so that such shaft vibrations are suppressed or at least damped. Furthermore, a transverse guide is provided for an application, i.e. a guide surface is provided on one or both sides in a plane parallel to the formed encircling ring of the encircling device. The sliding channel is thereby formed in the case of a sliding rail having an outer sliding surface and an inner sliding surface. The drive edge is thus guided in a parallel plane to the sliding surface and the direction of travel of the drive edge lies in this parallel plane. In order to damp vibrations as well as possible, the sliding surface is brought into contact as closely as possible with the drive side of the circumferential element. Alternatively, the slide rail is fastened in the axial direction and the guided drive edge is moved (axially) relative thereto. According to one of the embodiments described above, the slide rail is embodied such that the damping effect is increased by means of the elevations in the slide rail, preventing the guided drive edge from acoustically related vibrations. At the same time, a high efficiency of the torque transmission by means of the ring transmission can be achieved with good acoustic damping.

In order to enable the sliding rail to follow the orientation of the drive edge, the retaining means forms a pivot bearing, on which the sliding rail rests with its bearing receptacle, so that a pivot movement can be performed as described above.

The components of a wraparound transmission are mostly surrounded and/or supported by a transmission housing. For example, a holding device (also referred to as a pivot bearing) for supporting the receptacle is fastened as a holding tube to the transmission housing and/or is mounted so as to be movable thereon. The transmission input shaft and the transmission output shaft extend from the outside into the transmission housing and are preferably supported on the transmission housing by means of bearings. The conical disk pairs are enclosed by means of a transmission housing, and preferably the transmission housing forms a thrust bearing for axially operating the movable conical disk (floating disk). The transmission housing preferably forms a coupling end for fastening the ring transmission, for example for supplying hydraulic fluid and/or liquid operating medium. The transmission housing has a plurality of edge conditions for this purpose and must be adapted to the desired installation space. Due to this relationship the shape of the restriction element and the inner wall of the movement are obtained.

The encircling transmission proposed here has one or two sliding rails, at least one of which is implemented as described above.

According to a further embodiment, a drive train is provided, which has at least one drive, at least one load and a ring transmission according to the embodiments described above, each comprising a machine shaft, wherein the machine shaft is connected to the at least one load by means of the ring transmission with a preferably steplessly changeable gear ratio for transmitting torque.

The drive train is configured to transmit torque provided by a drive, for example an internal combustion engine and/or an electric drive, and output via its machine shaft, for example an internal combustion engine shaft and/or a (electric) rotor shaft, for on-demand application, i.e. use taking into account the required rotational speed and the required torque. One application is for example a generator for providing electrical energy. In order to transmit torque in a targeted manner and/or with the aid of a gear change transmission at different gear ratios, the use of the above-described ring transmission is particularly advantageous, since a large transmission expansion can be achieved in a small space and the drive can be operated in a small optimum rotational speed range. In contrast, inertial energy, which is introduced, for example, by the drive wheels, can also be absorbed by the encircling transmission into the generator for recuperation by means of a correspondingly arranged torque transmission system, i.e. for electrically storing braking energy. Furthermore, in a preferred embodiment, a plurality of drives are provided, which can be operated in series or in parallel or decoupled from one another and whose torque can be provided as required by means of a ring transmission according to the description above. An example of an application is a hybrid drive, which includes an electric drive and an internal combustion engine.

The drive train mentioned here comprises a ring transmission with one or two sliding rails, at least one of which is implemented as described above. The at least one rail therefore exhibits a higher damping effect by means of the bulge in the sliding channel, preventing the guided drive edge from acoustically relevant vibrations. At the same time, a high-efficiency torque transmission can be achieved with a surrounding transmission while simultaneously achieving good acoustic damping.

According to a further embodiment, a motor vehicle is provided, which has at least one drive wheel, which can be driven to advance the motor vehicle by means of a drive train according to any of the embodiments described above.

Most motor vehicles today have a front wheel drive or a drive, for example an internal combustion engine and/or an electric drive, is arranged partially in front of the driver's cabin and transversely to the main driving direction. In particular in this arrangement, the radial installation space is particularly small, so that it is particularly advantageous to use a ring transmission according to the above description having a small installation size. In a similar manner, a wrap-around transmission is used in a motor vehicle, which requires always higher power than in the known motor vehicle, while the installation space remains unchanged. This problem becomes more serious with the hybrid drive train.

This problem is even more serious in passenger cars classified according to europe. The equipment used in the passenger car at the small car level is not significantly smaller than that of the passenger car at the large car level. But the available structural space in a small car is significantly smaller. A similar problem arises in hybrid vehicles, in which a plurality of drives and clutches are provided in the drive train, so that the available installation space is reduced in comparison with a non-hybrid vehicle.

The motor vehicle proposed here comprises a drive train with a surrounding transmission having one or two sliding rails, at least one of which is implemented as described above. The at least one rail therefore exhibits a higher damping effect by means of the bulge in the sliding channel, preventing the guided drive edge from acoustically-related vibrations. At the same time, a high-efficiency torque transmission can be achieved with a surrounding transmission while simultaneously achieving good acoustic damping.

Saloon cars are assigned vehicle grades, for example, based on size, price, weight, and power, wherein the definition varies continuously according to market demand. Small vehicles and vehicles of the class of ultra-small vehicles classified according to the european class belong to small vehicles in the united states market, corresponding to ultra-small vehicles or urban vehicle class in the uk market. An example of a microminiature class is the up | of a mass car! Or Two, reynolds. Examples of small car grades are MiTo of alpha RomiOu, polo of mass cars, ka+ of Ford or Clio of Reynolds. A well-known full hybrid vehicle is the Yaris hybrid vehicle of BMW 330e or toyota. Known mild hybrid vehicles are for example Audi A6 50TFSI e or X2 xDSL 25e of BMW.

Drawings

In the relevant technical background, the above-described invention is explained in detail below with reference to the drawings showing a preferred design. The invention is not limited by the purely schematic drawings, in which it is noted that the drawings are not to scale and are not suitable for defining the scale. The drawings show:

FIG. 1 shows a slide rail in a schematic view;

fig. 2 shows in a schematic view an alternative embodiment of the slide rail according to fig. 1;

FIG. 3 shows another alternative embodiment of a slide rail in a schematic view;

FIG. 4 shows a slide rail in a perspective view;

FIG. 5 shows a slide rail in a wrap-around transmission in a schematic view; and

fig. 6 shows a drive train with a ring transmission in a motor vehicle.

Detailed Description

Fig. 1 shows a slide rail 1 in a schematic view. The rail 1 serves to guide the circumferential element 2 in a vibration-damped manner, the circumferential element 2 shown here being shown only partially in dashed lines (see fig. 5 for this). It is noted that the components arranged on the left side in this illustrated embodiment can also be arranged on the right side of the schematic. The drive edge 8 to be guided extends in the longitudinal direction 14. The longitudinal direction 14 extends horizontally in the schematic view. The transverse direction 15 extends orthogonally (vertically in the illustration) in relation to the longitudinal direction 14 in the drawing plane, and likewise the axial direction 13 extends orthogonally in relation to the longitudinal direction 14 and the transverse direction 15 and perpendicularly to the drawing plane. The slide rail 1 extends along a longitudinal direction 14 with a total channel length 5, which is defined by the ends of the slide rail 1 along the longitudinal direction 14. The longitudinal center 18 (shown here as a dash-dot line) of the slide rail 1 is located at the center between the two ends of the slide rail 1 in the longitudinal direction 14. The slide rail 1 comprises an inner slide surface 6 and an outer slide surface 7, wherein the slide surfaces 6, 7 form the slide channel 4. The sliding channel 4 is embodied such that it has a channel base height 37 in the transverse direction 15. Inside the sliding channel 4 there are arranged (here two) ridges 16 facing the inside of the channel. The bulge 16 extends into the sliding channel 4 in the transverse direction 15. The channel height of the sliding channel 4 in the transverse direction 15 is reduced by means of the position of the ridge 16 at the location of the ridge 16 towards the interior of the channel (in the longitudinal direction 14) compared to the channel basic height 37. The channel height 20 (which is smallest in the preferred embodiment according to the schematic drawing) is thus reduced at the corresponding location.

In the embodiment shown, the bulge 16 facing the interior (or transverse) of the channel is embodied as a curvature. According to the schematic drawing, the bulge 16 is shown superscaled for clarity. The bulge 16 or camber, respectively, has an extremum 17, which is the position of the bulge 16 in the transverse direction 15 at a point or section furthest from the channel base height 37. This point (also referred to as contact point 21) forms a contact point with the wraparound component 2 during operation. The bulges 16 facing the interior of the channel are arranged along them in the sliding channel 4 such that they have a longitudinal spacing 38, 39 relative to the longitudinal center 18. The bulge 16, which is shown on the left, facing the interior of the channel is arranged in the sliding channel 4, starting from the longitudinal center 18, at a first longitudinal distance 38. The bulges 16, which are shown in the middle, are spaced apart from the longitudinal center 18 by a second longitudinal distance 39, which is smaller than the first longitudinal distance 38, so that a displacement is created between the bulges 16, which are directed towards the interior of the channel. The distances 38, 39 are defined starting from the longitudinal center of the bulge 16, which also forms the extreme 17 in the illustration. According to the schematic illustration, the spacing 39 of the elevations 16 of the inner sliding surface 6 is 10% of the total channel length 5 and the spacing 39 of the elevations 16 of the outer sliding surface 7 is 25% of the total channel length 5. In the embodiment shown, two ridges 16 are arranged on one side of the longitudinal center 18 of the slide rail 1.

According to the schematic illustration, the sliding channel 4 has a maximum channel height 40 in the region of the longitudinal center 18 of the sliding rail 1. In this position, a recess 19 is arranged on the inner sliding surface 6, which recess extends into the inner sliding surface 6 in the transverse direction 15. In the longitudinal direction 14, the recess 19 is arranged with its center at the location of the longitudinal center 18 of the slide rail 1, the center of which recess also forms the extreme value 17 of the recess 19, at which the recess 19 protrudes deepest into the inner slide surface 6. The elevation 16 facing the interior of the channel is arranged in the sliding channel 4 in such a way that a possible natural vibration of the surrounding element 2 at the dead point of the excited surrounding element 2 (i.e. the maximum of the peaks of the vibration) is suppressed (at higher excitation orders).

Fig. 2 shows a schematic illustration of an alternative embodiment of the sliding rail 1 according to fig. 1. This example is substantially identical to the embodiment shown in fig. 1, without excluding generality, only for the sake of clarity, and thus reference is made to the description thereof. Unlike the embodiment shown in fig. 1, in the example shown here a second elevation 16 is arranged on the outside sliding surface 7 inside the sliding channel 4, facing the channel interior. According to the schematic illustration, all three elevations 16 facing the interior of the channel each produce the same minimum channel height 20. In this embodiment, a widening 41 of the sliding channel 4 (from the schematic view to the maximum channel height 40) is arranged at the right end of the sliding rail 1 according to the schematic view, so that, for example, the wraparound element 2 (not shown here) is guided better into the sliding rail 1 during operation. The height of the widening 41 is preferably embodied in such a way that the channel height at this point corresponds at least to the height of the main body height 22 of the transmission side 8 to be damped.

In fig. 3, a further alternative embodiment of the slide rail 1 according to fig. 1 is shown in a schematic representation. This example is substantially identical to the embodiment shown in fig. 1, without excluding generality, only for the sake of clarity, and thus reference is made to the description thereof. Unlike the embodiment shown in fig. 1, the elevations 16 arranged in the sliding channel 4 facing the inside of the channel are each embodied as a ramp 23. The corresponding ramp 23 comprises a steep flank 24 and a gentle flank 25, respectively. In this embodiment, the ramp 23 is arranged on the inner sliding surface 6 such that the gentle side surfaces 25 of the two opposing ridges 16 of the inner sliding surface 6 and the outer sliding surface 7 are arranged parallel to each other. The gentle flanks 25 of the elevations 16 of the outer slide surface 7 are each oriented here toward the longitudinal center 18 of the slide rail 1 and the steep flanks 24 are oriented toward the longitudinal ends of the slide rail 1. In contrast, the steep side 24 of the elevation 16 of the inner sliding surface 6 is directed in each case toward the longitudinal center 18 of the sliding rail 1 and the gentle side 25 is directed toward the longitudinal end of the sliding rail 1. The damping guidance of the wraparound element 2 can be achieved on the basis of the ramp 23 arranged in the sliding channel 4 (see fig. 5).

Fig. 4 shows a perspective view of the slide rail 1. The longitudinal direction 14 extends from lower left to upper right according to the schematic drawing, the transverse direction 15 is oriented to the upper left according to the schematic drawing orthogonally thereto, and the axial direction 13 is arranged orthogonally to both directions to be directed into the drawing plane. The slide rail 1 comprises (here two) rail halves 42, 43 which are only optionally identical in construction. The first rail half 42 and the second rail half 43 form a bearing receptacle 10, so that the sliding rail 1 is mounted in a pivotable manner about the axial direction 13. The sliding channel 4 is delimited in the axial direction 13 by a first connecting piece 44 and a second connecting piece 45. For clarity, the elevation 16 described in fig. 1 to 3, which faces the interior of the channel, is not shown or cannot be seen in this perspective view.

Fig. 5 shows a schematic illustration of a rail 1 in a rotary transmission 3 (for example according to fig. 1 to 4), wherein a drive side 8 of the rotary part 2 is guided by the rail 1 (as shown in fig. 1 and described above) and is thereby damped. The surrounding transmission 3 is enclosed in a transmission housing 12, which defines the available installation space. The wraparound device 2 connects the first conical disk pair 29 with the second conical disk pair 30 in a torque-transmitting manner. On a first conical disk pair 29, which is connected here, for example, to the transmission input shaft 27 and can rotate in a torque-transmitting manner about a (first) rotational axis 46 on the input side, a first (small) circle of action 48 is formed by a corresponding spacing in the axial direction 13 (corresponding to the orientation of the rotational axes 46, 47), on which the wraparound component 2 runs. On the second conical disk pair 30, which is connected here, for example, to the transmission output shaft 28 and can rotate in a torque-transmitting manner about the output-side (second) axis of rotation 47, the wraparound element 2 runs on a second (correspondingly large) circle of action 49, which is formed by a corresponding spacing in the axial direction 13. The (variable) ratio of the two circles of action 48, 49 results in a gear ratio between the transmission input shaft 27 and the transmission output shaft 28.

Between the two conical disk pairs 29, 30, the first (guided here) drive edge 8 and the second drive edge 9 are oriented in a desired tangential direction, so that a parallel orientation of the longitudinal direction 14 (shown and belonging to the first drive edge 8) is established. The transverse direction 15 shown here is defined as being perpendicular to the longitudinal direction 14 and perpendicular to the axial direction 13 as the third spatial axis, wherein this is understood as the coordinate system of the joint movement (in relation to the circle of action). The illustrated longitudinal direction 14 and transverse direction 15 thus apply only to the illustrated slide rail 1 and the first drive side 8, specifically only to the illustrated set input-side circle of action 48 and the corresponding output-side circle of action 49. The outer slide surface 7 of the slide rail 1 and the oppositely oriented inner slide surface 6 thereof bear against the first drive edge 8 of the circumferential element 2 in such a way that a vibration-damping slide channel 4 for the first drive edge 8 is formed. It should be noted that the possible bulges 16 facing the interior of the channel are not shown here either. As a result, when the circles of action 48, 49 change, the sliding surfaces 6, 7 are oriented in the changing tangential direction, i.e. in the longitudinal direction 14, and the bearing receptacle 19 is supported on the holding device 11 with the pivot axis 50. The slide rail 1 is thereby supported so as to be pivotable about the pivot bearing 50. In the embodiment shown, the oscillating movement consists of a superposition of a pure angular movement and a lateral movement, whereby a movement along an elliptical (steeper) curved trajectory is formed, unlike a movement along a circular trajectory.

In the exemplary shown circumferential direction 51 and when torque is input via the transmission input shaft 37, the slide rail 1 forms an inlet on the left and an outlet on the right in the illustration. In one embodiment as a traction drive, the drive edge 8 to be guided now forms a loaded drive edge 8 as a traction drive edge and the other drive edge 9 forms an idle drive edge. In the embodiment of the wraparound device 2 as a push belt, the transmission edge 8 to be guided is guided as an idle transmission edge 9 by means of the slide rail 1 or the transmission edge 8 to be guided is embodied as a loaded transmission edge, with the same other conditions:

the circumferential direction 51 and the longitudinal direction 14 are opposite when a torque is input via the first conical disk pair 29; or (b)

The transmission output shaft 28 and the transmission input shaft 27 are swapped such that the second pair of conical discs 30 forms a torque input.

Fig. 6 shows a drive train 26 with a ring transmission 3 in a motor vehicle 52. The motor vehicle 52 has a longitudinal axis 53 and an engine axis 54, wherein the engine axis 54 is arranged in front of the cab 55. The drive train 26 comprises a first drive 32, which is preferably embodied as an internal combustion engine 31 and is connected on the input side to the ring transmission 3 via an internal combustion engine shaft 33, for example, to transmit torque. The second drive 32, which is preferably embodied as an electric drive 32, is likewise connected to the ring transmission 3 in a torque-transmitting manner via, for example, a rotor shaft 34. Torque is output to the drive train 26 by means of the drives 31, 32 or via their machine shafts 33, 34 simultaneously or not. However, torque can also be absorbed, for example by engine braking with the aid of the internal combustion engine 31 and/or by recuperation of braking energy with the aid of the electric drive 32. The ring transmission 3 is connected on the output side to a driven part, which is shown purely schematically, so that torque can be supplied here by the drives 31, 32 to the left and right drive wheels 35, 36 in a variable gear ratio.

By means of the slide rail proposed here, the damping effect of the acoustic vibrations of the guided drive side can be increased by means of the bulge in the slide channel.

List of reference numerals

1. Sliding rail

2. Surrounding type device

3. Surrounding type speed changer

4. Sliding channel

5. Total channel length

6. Inner sliding surface

7. Outer sliding surface

8. First transmission edge

9. Second transmission edge

10. Support accommodating part

11. Holding mechanism

12. Transmission case

13. Axial direction

14. Longitudinal direction

15. Transverse direction

16. Raised part

17. Extremum value

18. Longitudinal center

19. Concave part

20. Minimum channel height

21. Contact point

22. Height of body

23. Slope

24. Steep side

25. Gentle sides

26. Drive train

27. Transmission input shaft

28. Transmission output shaft

29. Cone disk pair at input side

30. Cone disk pair at output side

31. Internal combustion engine

32. Electric drive

33. Internal combustion engine shaft

34. Rotor shaft

35. Left driving wheel

36. Right driving wheel

37. Channel base height

38. First longitudinal distance

39. Second longitudinal distance

40. Maximum channel height

41. Concave part

42. First rail half

43. Second track half

44. First connecting piece

45. Second connecting piece

46. Axis of rotation on the input side

47. Axis of rotation on the output side

48. Circle of action on input side

49. Circle of action on output side

50. Swing axis

51. Direction of wrapping

52. Motor vehicle

53. Longitudinal axis

54. Engine axis

55. Cab

Claims (10)

1. Slide rail (1) for a wraparound device (2) of a wraparound transmission (3), having at least the following components:

-a sliding channel (4) having a total channel length (5), wherein the sliding channel (4) is formed by an inner sliding surface (6) and an outer sliding surface (7), and wherein the inner sliding surface (6) and the outer sliding surface (7) are opposite each other and bear against a drive side (8) of the wraparound component (2) in each case in a vibration-damped manner; and

a bearing receptacle (10) which is arranged pivotably about an axial direction (13) on a holding means (11) of a transmission housing (12) of the encircling transmission (3) for orienting the sliding surfaces (6, 7) as a function of the orientation of the transmission side (8) to be damped, such that the sliding surfaces (6, 7) define a longitudinal direction (14) for the transmission side (8) to be damped which is perpendicular to the transverse direction (15),

wherein the transverse channel height is narrowed by means of a bulge (16) having an extreme value (17), which bulge extends transversely from the sliding surface (6, 7) into the sliding channel (4),

Characterized in that at least one extremum (17) of the transverse bulge (16) is arranged along the longitudinal direction (14) only in the range of 20% to 30% and/or 5% to 15% of the total channel length (5) of the sliding channel (4) starting from the longitudinal center (18) of the sliding channel (4).

2. Slide rail (1) according to claim 1, wherein,

the extremum (17) of the transverse bulge (16) formed by the outer sliding surface (7) is arranged only in the range of 20% to 30% of the total channel length (5) starting from the longitudinal center (18), and/or

The extremum (17) of at least one transverse bulge (16) formed by the inner sliding surface (6) is arranged only in the range of 5% to 15% of the total channel length (5) starting from the longitudinal center (18).

3. Slide rail (1) for a wraparound device (2) of a wraparound transmission (3) according to claim 1 or 2, wherein a recess (19) widening the sliding channel (4) in its transverse height is provided on one end of the sliding channel (4) or in the longitudinal center (18) of the slide rail (1).

4. Slide rail (1) according to any of the preceding claims, wherein at least one extreme value (17) of the transverse elevation (16) is configured only on one side of the longitudinal center (18).

5. The sliding track (1) according to any one of the preceding claims, wherein two extrema (17) are formed from the outer sliding surface (7), and the extremum (17) formed by the inner sliding surface (6) is closer to a longitudinal center (18) of the sliding track (1) along the longitudinal direction (14) than the two extremums (17) of the outer sliding surface (7).

6. Slide rail (1) according to any of the preceding claims, wherein the bulge (16) formed by the inner sliding surface (6) and the bulge (16) formed by the outer sliding surface (7) overlap locally along the longitudinal direction (14).

7. Slide rail (1) according to any of the preceding claims, wherein the sliding channel (4) has a reduced, preferably minimum, channel height (20) at least along a longitudinal section of the at least one transverse bulge (16), and

the reduced channel height (20) is smaller than the transverse main body height (22) of the drive edge (8) to be damped.

8. Slide rail (1) according to any of the preceding claims, wherein the lateral bulge (16) is a ramp (23) with two sides, wherein preferably a steep side (24) and a gentle side (25) are formed, and wherein particularly preferably the gentle side (25) is parallel to the gentle side (25) of the laterally opposite ramp (23) of the other lateral bulge (16).

9. A surrounding transmission (3) for a drive train (26), having at least the following components:

-a transmission input shaft (27) having a first pair of conical discs (29);

-a transmission output shaft (28) having a second pair of conical discs (30);

-a wraparound device (2) for torque-transmitting connection of the first conical disc pair (29) to the second conical disc pair (30); and

-a sliding rail (1) according to any of the preceding claims, wherein the sliding rail (1) is abutted with at least one sliding surface (6, 7) against a driving edge (8) of the surrounding means (2) for damping the surrounding means (2).

10. Drive train (26) having at least one drive (31, 32) comprising a machine shaft (33, 34), at least one load (35, 36) and a surrounding transmission (3) according to claim 9,

wherein the machine shaft (33, 34) can be connected to the at least one load (35, 36) by means of the encircling transmission (3) in a preferably steplessly changeable gear ratio for transmitting torque.

Images