EP2235311A1 - Ensemble transmission et ensemble transmission d'entraînement - Google Patents

Ensemble transmission et ensemble transmission d'entraînement

Info

Publication number
EP2235311A1
EP2235311A1 EP08864655A EP08864655A EP2235311A1 EP 2235311 A1 EP2235311 A1 EP 2235311A1 EP 08864655 A EP08864655 A EP 08864655A EP 08864655 A EP08864655 A EP 08864655A EP 2235311 A1 EP2235311 A1 EP 2235311A1
Authority
EP
European Patent Office
Prior art keywords
driver
torque
wrap spring
transmission unit
transmission
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP08864655A
Other languages
German (de)
English (en)
Other versions
EP2235311B1 (fr
Inventor
Jochen Moench
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2235311A1 publication Critical patent/EP2235311A1/fr
Application granted granted Critical
Publication of EP2235311B1 publication Critical patent/EP2235311B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F11/00—Man-operated mechanisms for operating wings, including those which also operate the fastening
    • E05F11/38—Man-operated mechanisms for operating wings, including those which also operate the fastening for sliding windows, e.g. vehicle windows, to be opened or closed by vertical movement
    • E05F11/50—Crank gear with clutches or retaining brakes, for operating window mechanisms
    • E05F11/505—Crank gear with clutches or retaining brakes, for operating window mechanisms for vehicle windows
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/665—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for vertically-sliding wings
    • E05F15/689—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for vertically-sliding wings specially adapted for vehicle windows
    • E05F15/697—Motor units therefor, e.g. geared motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/47—Springs
    • E05Y2201/49—Wrap springs
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/55—Windows

Definitions

  • the invention relates to a transmission unit having a load torque lock having a wrap spring for locking a torque introduced by an output side clutch element according to the preamble of claim 1 and a drive transmission unit according to claim 11.
  • a drive transmission unit with a wrap spring load torque lock is known.
  • the wrap spring is arranged on or in a rotationally fixed shaft and cooperates with a single driver of the coupling element such that the driver, when a torque is introduced from the coupling element in the wrap spring, the wrap spring against the outer or inner circumference Locked shaft and thus blocks the output torque.
  • the known drive gear unit has proven itself particularly in manual positioning systems and in actuators in the automotive sector. However, there are efforts to further minimize the wear of the known transmission unit.
  • the object of the invention is to propose a transmission unit optimized with regard to wear behavior. Furthermore, the object is to propose a correspondingly optimized drive transmission unit.
  • a load torque lock with wrap spring having gear unit on the coupling element not only provide a driver for receiving the drive torque, but at least two drivers.
  • the drive torque introduced by the transmission element is not only applied, as in the prior art, by a single driver, but distributed over a plurality of carriers, whereby the stress on the individual carriers is minimized.
  • the transmission unit in which only the first driver interacts with the wrap spring of the load torque lock and braces the wrap spring upon the action of a drive-side torque on the cylinder element (outer cylinder element and / or inner cylinder element).
  • the at least one further driver then preferably has in the blocking case, that is, when an output-side torque is introduced into the torque lock of the coupling element, no Verstellaufgabe or blocking function.
  • the at least one further driver is used in the described preferred embodiment only when a drive-side torque on the coupling element, that is transmitted to the driver from the transmission unit.
  • the provision of several drivers has further advantages over wear minimization.
  • the movement of the gear unit becomes more uniform by providing a plurality of drivers, which in turn minimizes the noise emission of the gear unit.
  • the torsional backlash of the coupling element can be minimized relative to the transmission element.
  • the torsional backlash is less than 6 °.
  • the cross section of the wrap spring can be round, rectangular or even intermediate forms, such as take an oval shape.
  • the load torque lock wherein at least one driver, preferably all drivers are formed in their contact area to a circumferentially adjacent component as a metal pin or as a metal sleeve.
  • the metal pin or the metal sleeve with advantage, in particular at right angles, on an arm pointing in the radial direction set the coupling element.
  • Manufacturing technology it is advantageous to set the metal pin or the metal sleeve already in the injection molding process by at least partially inserting the metal pin or the metal sleeve in an injection mold on the coupling element, in particular on the pointing arm in the radial direction.
  • the coupling element is designed as an injection molded part of a fiber-reinforced plastic.
  • the drivers of the coupling element are arranged distributed uniformly in the circumferential direction.
  • the angle between the drivers in the sequence is 180 °, in one embodiment with three drivers 120 °. Due to the even distribution of the drivers, the load on the coupling element is evened out, which in turn has positive effects on the wear behavior and on the running properties of the transmission unit.
  • the cooperating with the wrap spring diameter of the cylinder element, ie at an externally arranged wrap spring of the outer diameter of the cylinder element or the inner diameter of the cylinder element at a arranged within the cylinder element wrap is greater than 2 cm. This makes it possible, even large output side torque secure locking.
  • the contact region between the wrap spring and the cylinder element has a coefficient of friction ⁇ of about 0.14.
  • the contact area is preferably greased.
  • the spiral-shaped wrap has ends which, depending on the arrangement of the wrap radially Stand out on the outside or radially inside of the cylinder element.
  • a receptacle for the end of the wrap spring is preferably formed, at least partially, preferably completely conforming to the loop spring, so that the introduction of force into the loop spring end can take place uniformly and a lower bending moment of the loop spring end results.
  • the service life of the gear unit, in particular the load torque lock can be substantially increased.
  • the at least one pressure piece is formed of plastic. It is conceivable to form the pressure piece of at least two thermoplastic shells, which are hot-pressed together around a loop spring end. Alternatively, the formation of the at least one pressure piece can be realized as a plastic injection-molded part, wherein the plastic injection-molded part is pushed either after its manufacture on a Schlingfederende, or the Schlingfederende is molded directly in the injection molding machine with the pressure piece.
  • a guide is provided for the pressure pieces in the circumferential direction.
  • the guide can be provided on the gear element and / or on the cylinder element and / or in a gear housing.
  • the at least one pressure piece is arranged in a, preferably curved contoured recess within the transmission element.
  • the transmission element has at least one first, preferably two spaced-apart first stops.
  • the at least one stop acts upon the action of the drive torque either directly with one end of the wrap spring or directly with a the end of the wrap spring receiving pressure piece, such that the loop spring or the pressure piece is pressed against the first driver, so that in the FoI- ge the wrap spring rotated together with the transmission element and the coupling element relative to the cylinder element.
  • the transmission element has at least one second stop, in particular two second stops, which are assigned to the second carrier of the coupling element.
  • the at least one second stop and at least one contact surface of the second driver are preferably arranged relative to one another in such a way that the at least one second stop is pressed against the contact surface of the second driver of the coupling element when the drive torque is applied and entrains the latter in the sequence. In this way, the drive torque is introduced not only on the first driver but also on the at least one second driver in the coupling element.
  • the first driver of the coupling element is designed and / or arranged such that it rotates upon the action of the output side torque of one of the ends of the wrap spring relative to the cylinder member such that the wrap spring is tensioned against the cylinder member and so the output side torque locks. It is particularly preferred if the first driver is not moved directly against one of the ends of the wrap spring, but against a previously described, with the wrap spring end pressure piece that is formed, preferably contoured, that a uniform force in the wrap spring and so that the lowest possible bending moment results.
  • the invention also leads to a drive gear unit with a previously described gear unit and an electric motor.
  • the electric motor drives it directly or only indirectly, for example via a worm gear, the transmission element, which is preferably designed as a gear on. Due to the provision of a designed according to the concept of the invention gear unit with a coupling element having at least two driver, the service life of the entire drive gear unit is increased due to the resulting reduction in wear.
  • the coupling element is connected to transmit torque to an output gear. It is also an embodiment conceivable in which the coupling element is integrally formed with the output gear.
  • the driven gear formed in one piece with the coupling element is preferably a plastic injection-molded part.
  • FIG. 1 is a partially sectioned perspective view of a gear unit, which is accommodated in a holder,
  • FIG. 2 the gear unit of FIG. 1 in a partially sectioned view without a holder
  • Fig. 3 is a half-longitudinal view of the transmission unit of FIG. 2 and
  • FIG. 4 shows a plan view of the gear unit shown in the above figures, the interaction of the individual components being apparent from the figure.
  • a transmission unit 1 for an adjustment in a motor vehicle, in particular for a window lift drive shown.
  • the transmission unit 1 comprises a gear element 2 designed as a toothed gear wheel (spur gear) made of plastic and which is driven by an electric motor (not shown), for example as shown in DE 10 2005 012 938 A1.
  • the drive torque is transmitted to a coupling element 3.
  • the coupling element 3 is non-rotatably connected to an output element 4 (in this case output gear) via which the drive torque is transmitted to an adjusting mechanism, for example to a cable drum.
  • Both the gear element 2 and the coupling element 3 are rotatably mounted on a rotationally fixed bearing axis 5, wherein the bearing axis 5 is integrally formed with a holding body 6.
  • On the holding body 6 an annular cover element is fixed, which is a drive element 2 receiving recess 8 in the holding body 6 closes.
  • the cover element 7 is surmounted in the axial direction both by the bearing axle 5 and by the driven gear 6.
  • the coupling element has an inner ring portion 9, which is directly connected to the output element 4. Of the ring portion 9 protrude in two opposing radial directions a first driver 10 and a second driver 11 away.
  • the drivers 10, 11 cooperate with the transmission element 2 in such a way that the output torque is uniformly transmitted to the two carriers 10, 11 from the transmission element 2, which leads to a uniform loading of the coupling element 3 as a whole.
  • the first driver 10 additionally cooperates with a load torque lock, which ensures that if a drive-side torque is introduced from the output element 4 or the coupling element 3 forth in a load torque lock 12, the latter blocks this output-side torque.
  • the load torque lock 12 comprises a spirally arranged wrap spring 13 which, in this exemplary embodiment, encloses radially outside a cylinder element 14 (outer cylinder element) designed as a drum.
  • the inner diameter of the wrap spring 13 is (slightly) less than the outer diameter of the cylinder element 14.
  • the outer diameter of the cylinder element 14 is more than 2 cm.
  • the cylinder element 14 is designed as an inner cylinder element (hollow cylinder) and the wrap spring 13 rests against the inner circumference of a cylinder element 14 designed in this way.
  • the first driver 10 engages in the radial direction in a first, circumferentially extending recess 15 within the transmission element and acts there depending on the direction of rotation with one of two pressure pieces 16, 17 together.
  • each of the ends 18, 19 is associated with a pressure piece 16, 17, wherein the pressure pieces 16, 17 formed from thermoplastic shells are spaced apart in the circumferential direction and receive the ends 18, 19 of the wrap spring 13 in a form-fitting manner.
  • the gear element 2 has an outer guide contour 20 for the wrap spring 13, which prevents the wrap spring in a small angular range from lifting off radially far from the cylinder element 14 when coming from the first catch 10, which is arranged in the circumferential direction between the two pressure pieces 16, 17 and between the two ends 18, 19, is pressed.
  • the wrap spring 13 is arranged approximately in the region of half the radius of the gear element 2. A small distance of the guide contour 20 to the outer diameter of the wrap 13 is important for a small angular play in the function.
  • the material selection takes place primarily under strength aspects. This particular because the first driver 10 must transmit the complete blocking torque at standstill of the transmission unit 1.
  • the first driver 10 preferably also of the second driver 11, more preferably also of the annular portion 9 of the coupling element 3 made of a fiber-reinforced plastic and / or metal.
  • the first driver 10, in particular also the second driver 11, can be formed significantly larger, in particular when the angular ranges of the transmission element 1 reaching inwardly up to the wrap spring 13 are correspondingly reduced.
  • the first driver 10, preferably also the at least second driver 11 must take over the guiding function of the wrap spring 13 radially outside.
  • the ends 18, 19 of the wrap spring 13 and / or stops of the transmission element 1 damping during block trips is possible , but it should be remembered that this increases the constructively necessary game in a reversal of direction.
  • a first stop 24 of the gear element 1 which delimits the first recess 15 in the circumferential direction, exerts pressure on a contact surface 25 of the pressure element 16 facing the first stop 24, which exerts the first stop 24
  • the pressure piece 16 arrives at a contact surface 26 facing away from the abutment surface 25 in direct contact with a first contour.
  • the output torque is uniformly distributed from the transmission element 1 on the driver 10, 11, so that a uniform torque input into the coupling element 3 and thus in the output gear 4 results.
  • the angular and gap dimensions are dimensioned such that an at least approximately uniform torque distribution results on the two drivers 10, 11.
  • a further second stop 28 which lies opposite the second stop 21 in the circumferential direction, comes into abutment against a further second contact surface 29, which is arranged on a side of the second driver 11 spaced from the second contact surface 22 in the circumferential direction
  • another first stop 30, which delimits the recess 15 at the end opposite the first stop 24, comes into abutment against a contact surface 31 of the pressure element 17 located on the right in the plane of the drawing, which receives the end 19 of the wrap spring 13 the pressure piece 17 is pressed in the drawing plane to the left with its contact surface 32 against a further first contact surface 33 of the first driver 10.
  • the two first contact surfaces 27, 33 of the first driver are in the circumferential direction seen on opposite sides of the first driver 10th
  • the drive torque introduction is successful t of the second transmission element 2 consequently on both drivers 10, 11th
  • the first driver 10 If the drive from the coupling element 3 forth in the counterclockwise direction, the first driver 10 is pressed with its first contact surface 27 against the opposite contact surface 26 of the left in the drawing plane pressure piece 16, whereby this with the end 18 of the wrap 13 in the circumferential direction to the left is moved. As a result, the wrap spring 13 is also clamped about the cylinder element 14 - the output torque is thus blocked.
  • a minimum backlash of preferably less than 6 ° can be realized. This is particularly important in view of the realization of a pinch protection in a window lift drive, since the electric motor, not shown, should reverse as soon as possible after detecting a Einklemmfalles.
  • elastomeric material is to be used in the load torque lock 12 for damping reasons, an embodiment is preferred in which the elastomeric material is preferably (only) arranged in the torque transmission chain transmission element (2) pressure pieces (16, 17), so that the elastomer material does not fall below in the blocking case Last stands. As a result, the amount of elastomeric material used can be reduced and / or the elastomeric material can be made softer. It is also possible to use elastomeric material in the Torque transmission chain second driver (H) - insert gear element (2).

Landscapes

  • Gears, Cams (AREA)

Abstract

La présente invention concerne un ensemble transmission (1) doté d'un élément de transmission (2) rotatif, disposé côté entraînement, permettant de transférer un couple d'entraînement à un premier entraîneur (10) d'un élément de couplage côté sortie (3) et doté d'un mécanisme de verrouillage de couple de charge (12), qui permet de verrouiller un couple introduit sur le premier entraîneur (10) par l'élément de couplage (3) rotatif, disposé côté sortie, le mécanisme de verrouillage de couple de charge (12) comprenant un ressort enroulé (13) coopérant avec un élément de cylindre (14) lié en rotation pour verrouiller le couple. L'invention prévoit que l'élément de couplage (3) comprenne au moins un second entraîneur (11) coopérant avec l'élément de transmission (2) et destiné à recevoir un couple d'entraînement. L'invention concerne en outre un ensemble transmission d'entraînement.
EP08864655A 2007-12-20 2008-10-24 Ensemble transmission et ensemble transmission d'entraînement Not-in-force EP2235311B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710061731 DE102007061731A1 (de) 2007-12-20 2007-12-20 Getriebeeinheit sowie Antriebs-Getriebeeinheit
PCT/EP2008/064443 WO2009080389A1 (fr) 2007-12-20 2008-10-24 Ensemble transmission et ensemble transmission-entraînement

Publications (2)

Publication Number Publication Date
EP2235311A1 true EP2235311A1 (fr) 2010-10-06
EP2235311B1 EP2235311B1 (fr) 2012-12-12

Family

ID=40262043

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08864655A Not-in-force EP2235311B1 (fr) 2007-12-20 2008-10-24 Ensemble transmission et ensemble transmission d'entraînement

Country Status (3)

Country Link
EP (1) EP2235311B1 (fr)
DE (1) DE102007061731A1 (fr)
WO (1) WO2009080389A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009029530A1 (de) * 2009-09-17 2011-03-24 Robert Bosch Gmbh Getriebe-Antriebseinheit
DE102010003657A1 (de) * 2010-04-06 2011-10-06 Robert Bosch Gmbh Lastdrehmomentsperre und Aggregat mit einer Lastdrehmomentsperre
DE102010029163A1 (de) * 2010-05-20 2011-11-24 Robert Bosch Gmbh Verfahren zum Betreiben einer Schließvorrichtung sowie eine Schließvorrichtung
CN102219043A (zh) * 2011-03-28 2011-10-19 许晓华 横向二轮平衡车电机和齿轮箱的传动结构
DE102019100323A1 (de) 2019-01-08 2020-07-09 Bayerische Motoren Werke Aktiengesellschaft Diagnose eines Verdrehspiels im Antriebsstrang
DE102019209085A1 (de) * 2019-06-24 2020-12-24 Geze Gmbh Antrieb für einen Flügel einer Tür oder eines Fensters

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2651607A1 (de) 1976-11-12 1978-05-24 Kuester & Co Gmbh Antriebsmittel fuer einen fensterheber
DE2853947A1 (de) 1978-12-14 1980-07-03 Bosch Gmbh Robert Antriebsvorrichtung zum verstellen von fensterscheiben, schiebedaechern u.dgl. von kraftfahrzeugen
JPS60245841A (ja) * 1984-05-16 1985-12-05 Nippon Denso Co Ltd 逆転防止装置
DE9203486U1 (de) 1992-03-16 1992-05-21 Küster & Co GmbH, 6332 Ehringshausen Fensterheberantrieb, insbesondere für Kraftfahrzeuge
DE102005012938A1 (de) 2005-03-21 2006-09-28 Robert Bosch Gmbh Getriebe-Antriebseinheit mit einer Lastdrehmomentsperre

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2009080389A1 *

Also Published As

Publication number Publication date
DE102007061731A1 (de) 2009-06-25
EP2235311B1 (fr) 2012-12-12
WO2009080389A1 (fr) 2009-07-02

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