Drive train for mobile power tool, mobile power tool and use of mechanical brake

Abstract

A drive train (16) for a mobile power tool is shown. The drive train (16) comprises a gear stage (28) having an input side and an output side. The driveline (16) also includes an implement holder (40) configured to be coupled to the implement (20) and drivingly coupled to the output side of the gear stage (28). Furthermore, the driveline (16) comprises a brake unit (42) drivingly coupled to the input side of the gear stage (28) and configured to allow movement of the appliance holder (40) in a released state of the brake unit (42) and to decelerate or stop movement of the appliance holder (40) in an engaged state of the brake unit (42). The invention further relates to a mobile power tool comprising such a drive train (16). Furthermore, the use of a mechanical brake on the input side of a gear stage (28) for a drive train (16) of a mobile power tool is explained.

Description

TECHNICAL FIELD

[0001] The present invention relates to a drive train for a mobile power tool.

[0002] The present invention also relates to a mobile power tool comprising such a drive train.

[0003] Furthermore, the present invention relates to the use of a mechanical brake.

[0004] In the present context, a mobile power tool can be any kind of mobile power tool. Examples of mobile power tools include mobile saws such as circular saws, band saws, table saws or upright saws, grinders, routers, sanders and drills. In the present context, the term "mobile power tool" generalizes hand-held power tools and semi-fixed power tools. BACKGROUND

[0005] Each mobile power tool comprises an implement configured to perform an operation on a workpiece. Typically, such an implement comprises one or more sharp edges. It is well known that such an implement also entails a certain risk of injury when moved, e.g. rotated or oscillated, by operating the drive train of the associated mobile power tool.

[0006] To prevent or at least mitigate injury caused by undesired contact between the implement and a part of the human body, passive devices are known. In this case, passive devices essentially involve elements that obstruct or complicate access of a part of the human body, e.g. a hand or a finger, to the implement. Such elements can be formed as a cover or a barrier.

[0007] Active devices for preventing or at least mitigating injury caused by undesired contact between the implement and a part of the human body are also known. Such active devices comprise at least one movable element and at least one actuator configured to move the element. Such devices are sometimes referred to as active injury mitigation systems or AIM systems. An example of an AIM system is a so-called emergency brake. Such a brake comprises a movable element that is able to selectively engage the implement in order to slow down or stop the movement of the implement. As a result, the risk of injury is at least reduced.

[0008] However, active devices for preventing or at least mitigating injury generally have a certain weight and require a certain installation space on the power tool. Especially when used in combination with a mobile power tool, the required space and the increased weight of such active devices generally complicate the operation of the associated mobile power tool, as the user thereof needs to handle the additional weight. The operation of the power tool can be obstructed by the active device that occupies space on the mobile power tool. SUMMARY

[0009] It is therefore an object of the present application to provide active means for preventing or at least mitigating injuries caused by the operation of mobile power tools, wherein the means for preventing or at least mitigating injuries are improved in that they do not complicate the operation of the associated mobile power tool, or in that they complicate the operation at least to a lesser extent.

[0010] The above problems are solved by a drive train for a mobile power tool. The drive train comprises a gear stage having an input side and an output side. Further, the drive train comprises an implement holder configured to be coupled to an implement and drivingly coupled to the output side of the gear stage. In addition, the drive train comprises a brake unit drivingly coupled to the input side of the gear stage. The brake unit is configured to allow movement of the implement holder in a released state of the brake unit. Further, the brake unit is configured to decelerate or stop movement of the implement holder in an engaged state of the brake unit. In this context, the gear stage is to be understood as an assembly configured to receive mechanical power at the input side, e.g. in the form of torque and rotational speed provided via an input shaft or an input flange, and to transmit mechanical power at the output side, e.g. in the form of torque and rotational speed provided via an output shaft or an output flange. Further, the gear stage is configured to change the torque and rotational speed such that the torque provided at the input side is different from the torque provided by the output side and the rotational speed provided at the input side is different from the rotational speed provided by the output side. In a preferred case, the rotational speed at the output side is smaller than the rotational speed at the input side and the torque at the output side is higher than the torque at the input side. The implement holder is configured to be coupled to an implement, wherein the implement is a piece configured to perform an operation on a workpiece. Examples of implements are drill bits, cutters, saw blades and similar pieces. The brake unit is an emergency brake system or an AIM system, or forms part of an emergency brake system or an AIM system. This means that the brake unit can be used to prevent or mitigate injuries that can be caused by the operation of the drive train, especially in case the implement is coupled to the implement holder. This is done by the brake unit being transferred to its engaged state upon detection of contact between the implement and a part of a human body, or upon detection of a risk of injury caused by potential contact between the implement and a part of a human body. In this context, the proximity of a part of a human body to the implement can be detected. In the engaged state, the brake unit decelerates or stops movement of the implement holder and, thus, of the implement coupled to the implement holder. Since the brake unit is drivingly coupled to the input side of the gear stage, it can be sufficient for the brake to support a torque that is smaller than the torque that frequently occurs at the output side of the gear stage. In other words, using the gear stage, the torque that frequently occurs at the output side of the gear stage results in a reduction of the torque that frequently occurs at the input side. The brake unit is drivingly coupled to the input side. Thus, a relatively small or reduced brake torque is sufficient to decelerate or stop movement of the implement holder. Since the brake unit only needs to be configured to handle or resist this smaller torque, the brake unit can be designed in a relatively compact and lightweight manner. This makes the brake unit suitable for mobile power tools, since in such power tools it is important to keep the weight of the power tool as small as possible and to allow for simple manual operation of the power tool.

[0011] As previously mentioned, the gear stage has an input side in the form of an input shaft or input flange and an output side in the form of an output shaft or output flange. The input shaft or input flange can be rotated about an input axis. In the same way, the output shaft or output flange can be rotated about an output axis. In a preferred embodiment, the input axis and the output axis extend in parallel.

[0012] With regard to the gear stage, the invention encompasses two alternatives. In a first alternative, the gear stage drivingly couples the implement holder and the brake unit. At the same time, the gear stage is configured to drive the implement holder. This means that the gear stage is configured to be coupled to the drive motor. In a second alternative, the gear stage only drivingly couples the implement holder and the brake unit. In this case, the gear stage is not configured to drive the implement holder. However, another gear stage can be used to drive the implement holder. Alternatively, the implement holder can be configured to be directly coupled to the drive motor, i.e. without a gear stage.

[0013] Another advantage of the low weight and compactness of the brake unit is that such a brake unit only influences the center of gravity of the power transmission and the mobile power tool equipped with the power transmission to a relatively small extent. Alternatively or additionally, due to the compactness, the brake unit can be located close to the center of gravity of the power transmission and the remaining components of the mobile power tool equipped with the power transmission. This further facilitates the handling of the mobile power tool equipped with such a power transmission. According to a further alternative, the compactness of the brake unit can have the effect that different alternative positions of the brake unit are available on the mobile power tool. By choosing one of these alternative positions, the center of gravity of the mobile power tool can be intentionally influenced. In this case, the compact brake unit can be specifically used to counterbalance other components of the mobile power tool. Additionally or alternatively, the brake unit can be arranged on the mobile power tool such that it moves the center of gravity towards a gripping area or handle of the mobile power tool. In another example, the brake unit can be arranged close to the drive motor of the mobile power tool. In this position, the brake unit can counterbalance a relatively heavy implement, such as a saw blade, or can counterbalance a relatively heavy component of the power transmission positioned close to the implement holder.

[0014] Another advantage of the compactness of the brake unit is that it facilitates the containment or sealing of the brake unit. For this purpose, only a relatively small housing or enclosure is required. The brake unit and the gear stage can be located within the same housing or enclosure. This further increases the compactness of the power transmission as a whole. The housing or enclosure has the advantage of protecting the brake unit and / or the gear stage from unwanted environmental influences, such as dust, dirt, oil and water.

[0015] The braking unit is coupled to the input side of the gear stage such that the braking unit is independent of the implement that can be coupled to the implement holder. This is especially important compared to known AIM systems that act directly on the implement. Such known AIM systems need to be combined with a specific type of implement in order to operate in a reliable manner. In contrast to this, the braking unit of the drive train according to the invention is able to operate reliably in combination with any type of implement that can be coupled to the implement holder.

[0016] In the context of the present invention, the implement coupled to the implement holder can function as a sensor that is configured to detect an active contact or proximity between the implement and a part of the human body, such as a finger or a hand. To this end, the implement can be subjected to an alternating electric current and can operate as a capacitive sensor element.

[0017] In one example, the gear stage comprises at least one pair of gears that are engaged with each other. Such a gear stage is structurally simple and robust. At the same time, a change in rotational speed and torque can be provided in a reliable manner.

[0018] According to another example, the braking unit is located at a radial periphery of the gear stage. This makes the drive train compact.

[0019] According to one embodiment, the drive train further comprises a drive motor, wherein the drive motor is drivingly coupled to the input side of the gear stage. Thus, the gear stage drivingly couples the drive motor and the implement holder. In addition, the gear stage drivingly couples the implement holder and the braking unit. In this case, the braking unit can be drivingly interposed between the drive motor and the gear stage. Such a drive train is very compact. At the same time, a high torque can be provided at the implement holder.

[0020] In one example, the braking unit comprises a mechanical brake. This means that the braking unit comprises at least a brake element and a brake counter element, wherein the brake counter element is drivingly connected to the input side of the gear stage and the brake element is configured to selectively engage the brake counter element such that movement of the input side of the gear stage is decelerated or stopped. To this end, the brake element can be mounted to a housing or frame of the mobile power tool. The deceleration or stop relies on a mechanical effect.

[0021] The braking unit may include a friction element and a thrust element. The friction element is drivably coupled to the input side of the gear stage, and the thrust element is movably supported on the frame of the braking unit, allowing the thrust element to selectively contact the friction element. Contact readily generates friction. Therefore, in the engaged state of the braking unit, the thrust element contacts the friction element. Due to friction at the interface between the thrust element and the friction element, the movement of the friction element is slowed or stopped. To enhance friction at the interface between the thrust element and the friction element, the contact surface of the thrust element may be particularly adapted to generate high friction. Alternatively or additionally, a friction pad may be provided on the thrust element. This also applies to the friction element. This braking unit allows for reliable slowing or stopping of the movement of the device retainer.

[0022] According to one example, the friction element can perform an additional function or can form part of a sub-assembly of the drivetrain that performs functions other than those of the braking unit. In one example, the friction element forms part of a sub-assembly that also includes a ventilation element such as a fan blade. Alternatively, the friction element and the ventilation element are formed integrally. According to another alternative, the friction element and the ventilation element are separate components that are assembled to form the sub-assembly. In this case, the ventilation element and the friction element can be bonded via an adhesive. The friction element is, in particular, a brake disc. Therefore, the sub-assembly including the friction element additionally provides the function of a fan, for example, the fan being configured to cool the drivetrain and / or drive motor and / or electronic components of a mobile power tool equipped with a drivetrain.

[0023] It should be understood that the friction element needs to be driven to the input side of the gear stage. In this case, the friction element can be integrally formed with the input side of the gear stage. If the input side is formed as an input shaft or input flange, the friction element can be integrally formed with the input shaft or input flange. Alternatively, the friction element can be formed as a separate component driven to the input side of the gear stage (e.g., an input shaft or input flange). In such examples, the friction element can be driven to the input side via a forced locking mechanism (Formschluss), a friction locking mechanism (Reibschluss), or a joint (Stoffschluss).

[0024] A braking unit that includes a friction element can be called a friction brake. An example of a friction brake is a disc brake. In this example, the friction element is in the form of a disc. Another example of a friction brake is a band brake. In this example, the thrust element is in the form of a band.

[0025] Preferably, the contact between the thrust member and the friction element is prone to self-locking and / or self-reinforcing. In this case, self-reinforcing means that when the thrust member contacts the moving friction element, the friction at the interface between the thrust member and the friction element has the effect of pressing the thrust member more strongly against the friction element. In other words, at the initial frictional contact between the friction element and the thrust member, the friction between these elements has the effect of increasing the force pressing the thrust member against the friction element. Therefore, the friction at the interface between the thrust member and the friction element increases. Due to this effect, the braking unit is further biased or tensioned to the engaged state. Self-locking refers to the frictional force at the interface between the thrust member and the friction element causing the thrust member to be subjected to a force toward the friction element when the thrust member contacts the moving friction element, which has the effect of preventing the thrust member from moving away from the friction element. Therefore, the friction between the thrust member and the friction element is maintained at least at a predetermined level. Both self-locking and self-reinforcing have the effect of reliably slowing down or stopping the movement of the device retainer.

[0026] The thrust element can be cam-shaped, wedge-shaped, or piston-shaped. This type of thrust element is structurally simple and mechanically stable, allowing for reliable deceleration or stopping of the appliance holder's movement. In the case of a piston-shaped thrust element, the thrust element may include a plate-shaped friction element and a rod-shaped support and / or guide element.

[0027] In one embodiment, the thrust member is supported on a thrust member bracket, which is movably supported on a frame via two pivot arms. Therefore, the engagement and disengagement states of the braking unit are both associated with the corresponding pivot positions of the two pivot arms. Using the pivot arms, the thrust member bracket, the thrust member, and thus the braking unit as a whole can reliably switch between the engagement and disengagement states.

[0028] In one example, the drivetrain may include end stops for the thrust member bracket. The end stops are associated with the engagement state of the braking unit. This means that if the braking unit is engaged, the end stops and the thrust member bracket are configured to contact each other. Therefore, if the brake is engaged, the thrust member and the thrust member bracket are in a clearly defined position.

[0029] Note that self-locking and / or self-reinforcing can be easily and reliably achieved using a thrust member bracket movably supported on a frame via two pivoting arms. In this case, the frictional force generated by the contact between the thrust member and the friction element, and the pivoting position of the pivoting arms associated with the engagement state of the braking unit, need to be matched in such a way that the frictional force prevents the pivoting arms from leaving the pivoting position associated with the engagement state of the braking unit. In this case, the frictional force occurring at the interface between the thrust member and the friction element varies substantially with the materials of the thrust member and the friction element at the interface.

[0030] Each pivot arm may include a first pivot configured to allow rotation of the pivot arm about a first pivot axis and a second pivot configured to allow rotation of the pivot arm about a second pivot axis. A first straight line may connect the first and second pivot axes of the first pivot arm of the two pivot arms, and a second straight line may connect the first and second pivot axes of the second pivot arm of the two pivot arms. The first and second straight lines may extend parallel to each other. Thus, these lines, together with the lines connecting the two first pivot axes and the lines connecting the two second pivot axes, form a parallelogram. This has the effect of not changing the orientation of the thrust member bracket and the thrust member when changing the pivot position of the pivot arm. This in particular provides the possibility of arranging the thrust member parallel to the associated friction element. Therefore, the contact between the thrust member and the friction element can be formed by a contact area. This allows for effective braking.

[0031] Note that in the above example, a parallelogram can only be formed if the first and second pivot axes are spaced apart from each other for each of the two pivot arms. More precisely, each pair of pivot axes—the first and second pivot axes of the first pivot arm, the first and second pivot axes of the second pivot arm, and the second pivot axis of the second pivot arm—are separated by a distance greater than zero. Furthermore, the first and second pivot axes of the first and second pivot arms extend parallel to each other. Additionally, the first and second pivot axes of the first and second pivot arms are not coaxial.

[0032] The thrust element can be elastically supported on a thrust element bracket. For this purpose, the thrust element can be supported on the thrust element bracket via a spring element such as one or more disc springs or any other elastic or resilient element. Therefore, due to the elastic support, the thrust element can move to a certain extent relative to the thrust element bracket. This mobility helps compensate for manufacturing and assembly tolerances. Optionally, the elastic support on the thrust element bracket can be preloaded. When elastically supported, the thrust element abuts against the friction element with a predetermined force substantially corresponding to the elastic force provided by the elastic support. This force acts between the thrust element and the friction element. In this case, the elastic force also forms an upper limit to the force that can act between the thrust element and the friction element. Therefore, the friction support of the thrust element on the thrust element bracket protects the transmission system from overload during braking. This allows the device retainer to be decelerated or stopped using a predetermined force or torque.

[0033] In one embodiment, the drivetrain further includes a retaining mechanism configured to hold the thrust member bracket at a position associated with the distance between the thrust member and the friction element. In other words, using the retaining mechanism, the thrust member and the friction element remain in contact. This means the braking unit is reliably held in the released state.

[0034] The braking unit may include an adjacent element arranged near the friction element and on the side of the friction element opposite to the thrust member, such that the friction element can selectively contact the adjacent element. Contact may be prone to friction. Therefore, in the engaged state of the braking unit, the friction element may be located between the adjacent element and the thrust member, where both the contact between the adjacent element and the friction element, and the contact between the friction element and the thrust member, are prone to friction. This allows the deceleration or stopping of the device retainer to be highly effective. Furthermore, this configuration has the effect that the normal force of the thrust member borne by the friction element is supported by the adjacent element. Therefore, the friction element does not need to support this normal force. In this example, the friction element can be elastically deformed at least to some extent, allowing the thrust member to be used to contact the friction element with the adjacent element. In other words, the contact between the thrust member and the friction element has the effect of elastic deformation of the friction element in such a way that it also contacts the adjacent element.

[0035] In another example, the adjacent element includes a friction pad. Therefore, the friction between the adjacent element and the friction element is enhanced.

[0036] The braking unit may include a brake actuator configured to selectively transition the braking unit from a released state to an engaged state. Using such a brake actuator, the braking unit can reliably transition from a released state to an engaged state. Examples of brake actuators include solenoids, shape memory alloy actuators, piezoelectric actuators, and electric motors, such as servo motors.

[0037] The brake actuator can be configured to operate according to two alternatives. In a first alternative, the brake actuator is configured to transition the thrust member to a fully engaged state. Upon reaching the fully engaged state, the operation of the brake actuator and the movement of the thrust member cease. In a second alternative, the brake actuator is configured to apply initial momentum to the thrust member. Thereafter, the brake actuator and the thrust member stop are drivably coupled. In other words, the movement of the thrust member can be subdivided into two stages. In the first stage, the brake actuator is used to drivably couple the thrust member and the brake actuator, causing the thrust member to move. In the subsequent second stage, the brake actuator and the thrust member are no longer drivably coupled. In the second stage, the thrust member continues its movement due to the momentum generated by its coupling with the brake actuator in the first stage. Therefore, in the second alternative, the thrust member reaches a fully engaged state without being coupled to the brake actuator. Optionally, as described above, the second alternative can be combined with self-reinforcing mechanisms. According to this selection, the movement of the thrust element is further driven by a self-reinforcing drive generated by the initial contact between the thrust element and the friction element.

[0038] According to one example, a brake actuator is drivably coupled to at least one pivot arm. Preferably, the brake actuator is drivably coupled to the end of at least one pivot arm arranged opposite to the thrust member. In this configuration, the brake actuator can be used to easily and reliably change the pivot position of the pivot arm.

[0039] The actuation direction of the brake actuator can be oriented laterally to the rotational axis of the device retainer and / or the rotational axis of the gear stage. This allows for a compact configuration of the drivetrain.

[0040] According to one example, the braking unit includes a reset mechanism configured to selectively switch the braking unit from an engaged state to a disengaged state. Therefore, the use of a reset mechanism allows the braking unit to be used more than once, for example, a second and third time.

[0041] In one example, the reset mechanism includes an interface for a tool. Therefore, the tool can be used to change the brake unit from an engaged state to a disengaged state. In another example, the reset mechanism includes a threaded hole. A threaded bolt can be disposed in this threaded hole, and the end of the threaded bolt can be configured to push the brake unit from the engaged state to the disengaged state. In yet another example, the reset mechanism includes an electric and / or magnetic actuator.

[0042] The aforementioned problems are also addressed by mobile power tools incorporating a drivetrain according to the invention. As described above, the drivetrain according to the invention is compact and has a relatively low weight. Therefore, the mobile power tool is also compact and lightweight. This facilitates manual operation of the mobile power tool. Furthermore, all the effects, details, and advantages already explained in conjunction with the drivetrain according to the invention also apply to the mobile power tool according to the invention, and vice versa.

[0043] Portable power tools include portable saws such as circular saws, band saws, table saws or jigsaws, grinders, planers or drills.

[0044] The aforementioned problem is further addressed by the use of a mechanical brake on the input side of a gear stage in the transmission system of a mobile power tool. In this case, the output side of the gear stage is associated with an appliance retainer configured to be coupled to or associated with an appliance of the mobile power tool. The input side is opposite to the output side. As previously stated, a gear stage should be understood as a component configured to receive mechanical power (e.g., in the form of torque and speed provided via an input shaft or input flange) on the input side and transmit mechanical power (e.g., in the form of torque and speed provided via an output shaft or output flange) on the output side. Furthermore, the gear stage is configured to vary the torque and speed such that the torque provided on the input side differs from the torque provided on the output side and the speed provided on the input side differs from the speed provided on the output side. Preferably, the speed on the output side is less than the speed on the input side, and the torque on the output side is greater than the torque on the input side. The braking unit is an emergency braking system or AIM system, or forms part of an emergency braking system or AIM system. This means that the braking unit can be used to prevent or mitigate injuries that may be caused by the operation of the transmission system, especially when the appliance is coupled to an appliance retainer. This is achieved by switching the braking unit to its engaged state, thereby slowing or stopping the movement of the appliance retainer and thus slowing or stopping the movement of the appliance connected to the appliance retainer. Since the braking unit is drivably connected to the input side of the gear stage, it may be sufficient for the brake to support a torque smaller than that frequently occurs on the output side of the gear stage. In other words, using a gear stage, the torque frequently occurring on the output side of the gear stage results in a reduction in the torque frequently occurring on the input side. The braking unit is drivably connected to the input side. Therefore, a relatively small or reduced braking torque is sufficient to slow or stop the movement of the appliance retainer. Since the braking unit only needs to be configured to handle or resist this smaller torque, it can be designed in a relatively compact and lightweight manner. This makes the braking unit suitable for mobile power tools, where it is important to keep the weight of the power tool as small as possible and allow for simple manual operation. Furthermore, all the effects, details, and advantages already explained in conjunction with the transmission system according to the invention and the mobile power tool according to the invention also apply to the uses according to the invention, and vice versa. Attached Figure Description

[0045] Examples of the present invention will now be described with reference to the following figures.

[0046] Figure 1 and Figure 2 A mobile power tool according to the invention, including a transmission system according to the invention, is shown from two different perspectives.

[0047] Figure 3 Shown in a separate 3D view Figure 1 and Figure 2The drivetrain of a mobile power tool, which also shows the implement.

[0048] Figure 4 It shows Figure 3 Magnified details

[0049] Figure 5 It shows along Figure 4 The direction of V in the middle Figure 4 Details

[0050] Figure 6 It shows along Figure 5 Cross-sectional view of plane VI in the middle.

[0051] Figures 7 to 9 The operation of the transmission system according to the present invention is shown.

[0052] Figure 10 A schematic diagram is shown. Figure 3 The transmission system,

[0053] Figure 11 A transmission system according to another example of the invention is shown.

[0054] Figure 12 A transmission system according to another example of the invention is shown, and

[0055] Figure 13 A transmission system according to yet another example of the present invention is shown. Detailed Implementation

[0056] The accompanying drawings are merely illustrative and are intended only to illustrate examples of the invention. In principle, identical or equivalent elements have the same reference numerals.

[0057] Figure 1 and Figure 2 A portable power tool 10 is shown, which in this example is a handheld circular saw.

[0058] The mobile power tool 10 includes a plate unit 12 configured to abut against a guide rail or a workpiece to be modified using the mobile power tool 10.

[0059] Another function of the plate unit 12 is to support other components of the mobile power tool 10.

[0060] In this configuration, motor system 14 is coupled to plate unit 12. Motor system 14 includes drivetrain 16, which will be explained in further detail below. Drivetrain 16 includes motor unit 18, which is configured to provide drive power to tool retainer 40. Furthermore, drivetrain 16 (specifically the tool retainer) is coupled to tool 20, which in this example is a saw blade.

[0061] The drivetrain 16 also includes an AIM system 22, which can also be referred to as an emergency braking system.

[0062] In addition, the mobile power tool 10 includes a gripping unit 24 configured to grip the mobile power tool 10 and control its operation.

[0063] Transmission system 16 in Figure 3 It is shown in more detail below.

[0064] The transmission system 16 includes a gear stage 28 having a first gear 30 and a second gear 32 that engage with each other.

[0065] The first gear 30 is mounted on the input shaft 34 of the gear stage 28. The input shaft 34 is coaxially connected to the output shaft 36 of the drive motor 26.

[0066] In this example, the output shaft 36 and the input shaft 34 of the drive motor 26 are integrally formed.

[0067] The second gear 32 is arranged on the output shaft 38 of the gear stage 28.

[0068] An appliance retainer 40 is provided at the end of the output shaft 38. The appliance retainer 40 has a flange and is configured to be connected to the appliance 20.

[0069] Therefore, the input shaft 34 forms the input side of the gear stage 28, and the output shaft 38 forms the output side of the gear stage 28.

[0070] In the example shown in the figure, input axis 34 and output axis 38 extend in parallel.

[0071] If the diameters of the first gear 30 and the second gear 32 can be derived, gear stage 28 can be used to reduce the rotational speed of the input shaft 34. Therefore, the rotational speed of the output shaft 38 is less than the rotational speed of the input shaft 34.

[0072] Simultaneously, gear stage 28 is used to increase the input torque provided on input shaft 34 by drive motor 26. Therefore, the torque applied to output shaft 38 of appliance 20 is higher than the torque provided by drive motor 26 on input shaft 34.

[0073] Using the transmission system 16, the power provided by the drive motor 26 can be transmitted to the device 20, allowing the device 20 to rotate and thus modify the workpiece.

[0074] As previously mentioned, the drivetrain 16 also includes an AIM system 22.

[0075] AIM system 22 includes braking unit 42, which may also be referred to as emergency brake.

[0076] In this example, braking unit 42 is a mechanical braking unit, more precisely a disc brake.

[0077] This means that the braking unit 42 includes a friction element 44, which is in the form of a disc and is drivably coupled to the input shaft 34. The friction element 44 is rotatably fixed relative to the input shaft 34.

[0078] In this example, friction element 44 uses forced locking (see especially) Figure 4 It is rotatably connected to the input shaft 34.

[0079] More generally, the braking unit 42 is drivenly connected to the input side of the gear stage 28.

[0080] The braking unit 42 also includes a thrust member 46.

[0081] In this example, the thrust member 46 is movably supported on the frame 48 of the braking unit 20, allowing the thrust member 46 to selectively contact the friction element 44. Friction easily occurs between the thrust member 46 and the friction element 44.

[0082] The thrust element 46 is piston-shaped. This means that the thrust element 46 includes a plate-shaped friction element 50 and a rod-shaped support and / or guide element 52. The plate-shaped friction element 50 and the rod-shaped support and / or guide element 52 are integrally formed (see example...). Figure 7 ).

[0083] In addition, the thrust member 46 is supported on the thrust member bracket 54.

[0084] For this purpose, the thrust bracket 54 includes a guide channel 56, and the rod-shaped support and / or guide element 52 is at least partially received in the guide channel 56.

[0085] In addition, a plurality of disc springs 58 are arranged between the plate-shaped friction element 50 and the thrust bracket 54. In this example, the disc springs 58 are preloaded.

[0086] In summary, the thrust member 46 is elastically supported on the thrust member bracket 54.

[0087] In addition, a friction pad 60 is arranged on the side of the plate-shaped friction element 50 opposite to the rod-shaped support and / or guide element 52.

[0088] The thrust bracket 54 is connected via two pivot arms 62, 64 (see example) Figure 6 It is movably supported on frame 48.

[0089] The first pivot arm 62 includes a first pivot 66 configured to allow the pivot arm 62 to rotate about a first pivot axis 66a and a second pivot 68 configured to allow the pivot arm to rotate about a second pivot axis 68a.

[0090] Using a first pivot 66, a first pivot arm 62 is rotatably supported on a thrust bracket 54.

[0091] Using a second pivot 68, the first pivot arm 62 is rotatably supported on the frame 48.

[0092] The second pivot arm 64 includes a first pivot 70 configured to allow the pivot arm 64 to rotate about a first pivot axis 70a and a second pivot 72 configured to allow the pivot arm to rotate about a second pivot axis 72a.

[0093] Using a first pivot 70, a second pivot arm 64 is rotatably supported on a thrust bracket 54.

[0094] Using a second pivot 72, a second pivot arm 64 is rotatably supported on a frame 48.

[0095] In the example shown in the figure, the first pivot axis 66a, the second pivot axis 68a, the first pivot axis 70a, and the second pivot axis 72a extend in parallel. Furthermore, each pair of pivot axes 66a, 68a, 70a, and 72a is separated by a distance greater than zero. In other words, the first pivot axis 66a, 68a, 70a, and 72a are all non-axial.

[0096] Furthermore, the first pivot axis 66a, the second pivot axis 68a, the first pivot axis 70a, and the second pivot axis 72a are all arranged on the same side of the friction element 44.

[0097] In this configuration, when viewed along one of the first or second pivot axes 66a, 68a, 70a, 72a, the straight line connecting the first pivot axis 66a of the first pivot arm 62 and the first pivot axis 70a of the second pivot arm 64 extends parallel to the friction element 44. This corresponds to... Figure 6 The view. In the case that the friction element 44 is a brake disc, this direction may correspond to the radial direction of the friction element 44.

[0098] When viewed along the radial direction of the friction element 44 (in this example, the brake disc), the straight line connecting the second pivot axis 68a of the first pivot arm 62 and the second pivot axis 72a of the second pivot arm 64 also extends parallel to the friction element 44.

[0099] Therefore, the straight line connecting the first pivot axis 66a and the first pivot axis 70a, and the straight line connecting the second pivot axis 68a and the second pivot axis 72a extend in parallel.

[0100] In addition, the straight line connecting the first pivot axis 66a and the second pivot axis 68a of the first pivot arm 62 and the straight line connecting the first pivot axis 70a and the second pivot axis 72a of the second pivot arm 64 extend parallel to each other.

[0101] In short, in corresponding Figure 6 In the view, pivot axes 66a, 68a, 70a, and 72a form the corners of a parallelogram. This has the following effect: even if the first pivot arm 62 and the second pivot arm 64 rotate, the thrust member 46, and especially the friction pad 60 of the thrust member 46, will not change their orientation. This means that in the corresponding... Figure 6 In the view, the thrust element 46 and the friction pad 60 always remain parallel to the friction element 44.

[0102] In addition, the second pivot arm 64 includes an actuation extension 74. The actuation extension 74 is a portion of the second pivot arm 64 that extends on the side of the second pivot 72 opposite to the first pivot 70.

[0103] The actuation extension 74 is configured to cooperate with the brake actuator, as will be explained in further detail below.

[0104] The braking unit 42 also includes an adjacent element 76.

[0105] The adjacent element 76 is arranged near the friction element 44, that is, the brake disc is arranged on the side of the friction element 44 opposite to the thrust element 46.

[0106] Additionally, the adjacent element 76 includes a friction pad 78, which is configured to be contacted by the friction element 44.

[0107] In this example, frame 48 and adjacent element 76 are formed from the same part. This part may be referred to as brake caliper 80.

[0108] In addition, the thrust element 46 and the drive motor 26 are arranged on opposite sides of the friction element 44.

[0109] In addition, the braking unit 42 includes a braking actuator 82.

[0110] In this example, the brake actuator 82 includes a solenoid and an actuating rod 84. The brake actuator 82 is arranged on the frame 48 such that the end of the actuating rod 84 can interact with the actuation extension 74.

[0111] The solenoid provides a good trade-off between actuation force and actuation speed. In this example, the solenoid is able to move the actuator rod 84 by 3 milliseconds within 3 milliseconds.

[0112] In addition, the solenoid can be operated using a relatively low operating voltage (e.g., below 42V).

[0113] The following will refer to the appendix. Figures 7 to 9 To explain the operation of braking unit 42.

[0114] in this case, Figure 7 The diagram shows the released state of the braking unit 42. In this state, neither the thrust member 46 nor the adjacent element 76 contacts the friction element 44. This means that both the thrust member 46 and the adjacent element 76 maintain a certain distance from the friction element 44.

[0115] A retaining mechanism 85 can be used to hold the thrust bracket 54 in this position. In this example, the retaining mechanism 85 includes a spring. A first end of the spring is coupled to the actuation extension 74 of the second pivot arm 64, and a second end of the spring is coupled to the housing of the brake actuator 82. The spring biases the actuation extension 74 toward the housing of the brake actuator 82.

[0116] Note that the position of the retaining mechanism 85 (i.e., the spring) can be varied. Alternative retaining mechanisms 85 are available in... Figure 7 The image is shown in dashed lines. The retaining mechanism 85 also includes a spring.

[0117] Figure 8 The intermediate state of the braking unit 42 after the actuation of the brake actuator 82 is shown.

[0118] exist Figure 8 In the intermediate state shown, the actuator 84 is activated after the brake actuator 82. Figure 8 The center has been moved to the left (compare) Figure 7 and Figure 8 This means that, compared to the inactive state, the actuator 84 protrudes to a greater extent from the rest of the brake actuator 82.

[0119] Thus, the end of the actuating rod 84 acts on the actuating extension 74 of the second pivot arm 64. This has the effect of rotating both the first pivot arm 62 and the second pivot arm 64 clockwise about their respective second pivot axes 68a and 72a. Consequently, the thrust member 46 (more precisely, the friction pad 60 of the thrust member 46) abuts against the friction element 44. A force is thus applied to the friction element 44, which subsequently causes elastic deformation of the friction element 44, such that the friction element 44 then also contacts the adjacent element 76, more precisely, the friction pad 78 of the adjacent element 76. In an alternative configuration, the friction element 44 may be axially movable relative to the input shaft 34. In this case, the friction element 44 moves axially after being contacted by the thrust member 46, rather than undergoing elastic deformation.

[0120] In other words, in Figure 8 In the intermediate state shown, the friction element 44 is in contact with the thrust element 46, while the adjacent element 76 is not yet in contact with the friction element 44. In this intermediate state, the friction element 44 is frictionally engaged with the thrust element 46 but not yet frictionally engaged with the adjacent element 76. The frictional engagement of the thrust element 46 with the friction element 44 causes the friction element 44 to decelerate. Additionally, the friction element 44 is driven toward the adjacent element 76 and subsequently contacts the adjacent element 76. Friction is likely to occur during the contact between the friction element 44 and the adjacent element 76.

[0121] Furthermore, the contact between the thrust member 46 and the friction element 44 is prone to self-locking and self-reinforcing. This means that due to the friction between the thrust member 46 and the friction element 44, the first pivot arm 62 and the second pivot arm 64 rotate further clockwise, causing the thrust member 46 to press the friction element 44 further against the adjacent element 76. This means that the deceleration of the friction element 44 is further enhanced.

[0122] More specifically, the thrust member 46 is susceptible to a frictional force F1 generated by the contact between the thrust member 46 and the friction element 44. Furthermore, the thrust member 46 is susceptible to a normal force F2, which counteracts the normal force pressing the thrust member 46 against the friction element 44. Forces F1 and F2 also act on the first pivot 70 of the second pivot arm 64. For ease of explanation, forces F1 and F2 are indicated next to the first pivot 70 of the second pivot arm 64.

[0123] When we now consider the first pivot 70 of the second pivot arm 64, both forces F1 and F2 result in torques about the second pivot 72. In this case, the frictional force F1 is associated with distance L1, and the normal force F2 is associated with distance L2.

[0124] In this example, the friction element 44 rotates, causing the portion of the friction element 44 that interacts with the thrust element 46 to... Figures 7 to 9 It moves to the right, that is, towards the end stop 86.

[0125] Therefore, due to the aforementioned arrangement of pivot axes 66a, 68a, 70a, and 72a, the torque T1 generated by the frictional force F1 is clockwise. This torque T1 can be calculated as the product of the frictional force F1 and the distance L1. The torque T2 generated by the normal force F2 is counterclockwise. This torque T2 can be calculated as the product of the normal force F2 and the distance L2.

[0126] Self-reinforcement arises from the fact that, in this example, the torque generated by the vector addition of torques T1 and T2 is clockwise oriented, i.e., pressing the thrust member 46 against the friction element 44. The main factors for ensuring that the generated torque is clockwise oriented and therefore oriented along the rotational direction of the friction element 44 are the coefficient of friction controlling the frictional contact between the thrust member 46 and the friction element 44, as well as the positions of the pivot axes 66a, 68a, 70a, and 72a.

[0127] Note that although the above explanation only applies to the second pivot arm 64, it also applies to the first pivot arm 62.

[0128] Furthermore, note that the above explanation has been simplified to clearly illustrate the basic idea. Frictional forces and similar effects generated by the pivot have been neglected.

[0129] Another effect of self-reinforcement is that it terminates the connection between the brake actuator 82 and the actuation extension 74. Therefore, even if the actuation rod 84 of the brake actuator 82 no longer moves, the actuation extension 74 can move together with the first pivot arm 62 and the second pivot arm 64.

[0130] Figure 9 The fully engaged state of the braking unit 42 is shown. In this state, the thrust bracket 54 abuts against the end stop 86 provided on the frame 48. Therefore, further clockwise rotation of the first pivot arm 62 and the second pivot arm 64 is no longer possible.

[0131] Since the friction element 44 is driven to the appliance holder 40 and the appliance 20 is coupled to the appliance holder 40, not only is the movement of the friction element 44 slowed down and eventually stopped, but the movement of the appliance holder 40 and the appliance 20 is also slowed down and eventually stopped. Therefore, the braking unit 42 is configured to allow movement of the appliance holder 40 in the released state and to slow down or stop the movement of the appliance holder 40 in the engaged state.

[0132] Note that in the example shown in the figure, the actuation direction of the brake actuator 82 (i.e., the extension direction of the actuator rod 84) is oriented transversely to the rotational axis of the device retainer 40 and the rotational axis of the gear stage 28, which returns to the rotational axes of the input shaft 34 and the output shaft 38. This allows for a compact configuration of the drivetrain 16.

[0133] The braking unit 42 also includes a reset mechanism 88. In the example shown, the reset mechanism 88 includes a hexagonal tool interface 90 configured to receive a hexagonal countersunk screwdriver or an Allen wrench (see, in particular). Figure 6 Using the reset mechanism 88, and especially using this hexagonal countersunk screwdriver, the brake unit 42 can be switched from the engaged state to the disengaged state. Thus, using this wrench, the first pivot arm 62 and the second pivot arm 64 rotate counterclockwise.

[0134] exist Figure 10 In the image, a mobile power tool 10 is shown schematically, particularly as previously referenced. Figures 1 to 9 The transmission system 16 is explained. In this representation, the braking unit 42 is drivably connected to the input side of the gear stage 28 (i.e., the input shaft 34), which is clearly visible.

[0135] Figure 11 An alternative example of the mobile power tool 10 is shown. Figure 11 The representation in corresponds to Figure 10 The expression .

[0136] Below, only the explanation relative to Figure 1 and Figure 10 The differences between the examples.

[0137] exist Figure 11 In the example, the drivetrain 16 includes a fan 92, which is configured to generate airflow along or through the components of the drivetrain 16, particularly along or through the drive motor 26.

[0138] The fan 92 is mounted on the input shaft 34 and is rotatably fixed relative to the input shaft 34.

[0139] Furthermore, the fan 92 and the friction element 44 (i.e., the brake disc) are integrally formed. This means that the fan 92 and the friction element 44 are formed as a single component of the transmission 16. In this example, the friction element 44 can be made of a metallic material, and the fan 92 can be made of a plastic material. In this case, the fan 92 can be molded onto the friction element 44. Alternatively, the fan 92 and the friction element 44 can be joined via an adhesive.

[0140] Note that in Figure 11In this example, the friction element 44 is drivenly connected to the input shaft 34 via a plastic material that is also used to form the fan 92. However, it is also possible, for example, to... Figure 4 The friction element 44 is directly connected to the input shaft 34 in the manner shown.

[0141] Also note that although the diameters of fan 92 and friction element 44 are in Figure 11 The basic requirements are the same, but this is not a strict requirement. Depending on the specific application, the diameter of the friction element 44 may be larger than the diameter of the fan 92, or the diameter of the friction element 44 may be smaller than the diameter of the fan 92.

[0142] Alternatively, both the fan 92 and the friction element 44 can be made of plastic material. In this case, the fan 92 and the friction element 44 can be produced integrally, for example, by injection molding.

[0143] Figure 12 Another alternative example of the mobile power tool 10 is shown.

[0144] As mentioned earlier, only the explanation relative to Figures 1 to 10 The differences between the examples.

[0145] exist Figure 12 In this example, the difference involves that the thrust member 46 is now cam-shaped. This means that the thrust member 46 can rotate relative to the frame 48. The brake actuator 82 can be coupled with... Figures 1 to 10 The example is configured in the same way.

[0146] Therefore, when the brake actuator 82 is actuated, the cam-shaped thrust member 46 can make frictional contact with the friction element 44.

[0147] Combination Figures 7 to 9 The provided explanations are applied with the necessary modifications. This is especially true for self-reinforcing and self-locking mechanisms.

[0148] Figure 13 Another alternative is shown in the figure.

[0149] As mentioned earlier, only the explanation relative to Figures 1 to 10 The differences between the examples.

[0150] exist Figure 13 In the example, the difference again involves the thrust element 46, which is now wedge-shaped.

[0151] The first side of the thrust member 46 is configured to frictionally contact the friction element 44. This first side of the thrust member 46 extends substantially parallel to the plane defined by the friction element 44.

[0152] The second side of the thrust member 46, which is positioned opposite the first side, is inclined relative to the first side, and therefore also inclined relative to the plane defined by the friction element 44. The first and second sides of the thrust member 46 substantially define its wedge shape.

[0153] The second side is supported on a sliding surface provided on the frame 48. The sliding surface extends substantially parallel to the second side.

[0154] Additionally, the thrust member 46 and the frame 48 may include one or more guiding and / or forced locking devices for guiding the thrust member 46 in a translational direction along a second side of the frame 48. Alternatively or additionally, these one or more guiding and / or forced locking devices may be used to attach the thrust member 46 to the frame 48 in a direction orthogonal to a first side and / or a second side of the thrust member 46. Thus, the thrust member 46 can be transitioned from a released state to an engaged state in a defined manner, and vice versa. In this case, the released state of the thrust member 46 corresponds to the released state of the braking unit 42, and the engaged state of the thrust member 46 corresponds to the engaged state of the braking unit 42.

[0155] Additionally, the thrust member 46 is translatably movable relative to the frame 48. More specifically, the thrust member 46 is supported on the frame 48 such that it can translate in a direction parallel to the plane defined by the friction element 44. However, since the thrust member 46 is supported on a sliding surface, the movement of the thrust member parallel to the plane defined by the friction element 44 also results in movement of the thrust member 46 in a direction perpendicular to the plane defined by the friction element 44. Figures 1 to 10 In the representation, if the friction element 44 moves to the right, the thrust element 46 moves toward the friction element 44, and if the friction element 44 moves to the left, the thrust element 46 moves away from the friction element 44.

[0156] As before, brake actuator 82 can be coupled with Figure 13 The same configuration method as in the example. However, in Figures 3 to 9 In this example, the brake actuator 82 acts directly on the thrust member 46. Especially with... Figure 13 Compared to the previous example, no pivot arm is used. Due to this difference, the position of the brake actuator 82 also differs from the example mentioned earlier. In this example, if the thrust member 46 is in the disengaged state, it is separated from the brake actuator 82 by a first distance, and if the thrust member 46 is in the engaged state, it is separated from the brake actuator 82 by a second distance. The second distance is greater than the first distance. The position of the thrust member 46 separated from the brake actuator 82 by the first distance can be referred to as an adjacent position.

[0157] Therefore, when the brake actuator 82 is actuated, the wedge-shaped thrust member 46 can be made to make friction contact with the friction element 44 by translating the thrust member 46 along the sliding surface.

[0158] exist Figures 7 to 9 In the example, the thrust element 46 moves to the right. This corresponds to the direction of movement of the friction element 44.

[0159] Combination ​ The provided explanation applies with necessary modifications. This is particularly true for self-reinforcing and self-locking mechanisms. This means that, due to friction, the wedge-shaped thrust member 46 is further pulled along the sliding surface of the frame 48. Consequently, the wedge-shaped thrust member 46 is pulled into the gap between the frame 48 and the friction element 44, thereby enhancing the braking force acting on the friction element 44.

[0160] In all the examples explained in conjunction with the accompanying drawings, a braking unit 42 is used as a mechanical braking unit on the input side of gear stage 28. This has the effect that the braking unit 42 only needs to be able to support relatively small torques. Therefore, the braking unit 42 can be designed in a compact and lightweight manner.

[0161] List of reference numerals

[0162] 10 Mobile Power Tools

[0163] 12-board unit

[0164] 14-motor system

[0165] 16. Transmission System

[0166] 18 motor units

[0167] 20 utensils

[0168] 22AIM System

[0169] 24 gripping units

[0170] 26 drive motors

[0171] 28 gear stages

[0172] 30 First Gear

[0173] 32 Second Gear

[0174] 34-gear stage input shaft

[0175] 36 drive motor output shaft

[0176] 38-gear stage output shaft

[0177] 40 Appliance Holder

[0178] 42 Braking Units

[0179] 44 friction elements

[0180] 46 thrust components

[0181] 48 frame

[0182] 50 plate-shaped friction elements

[0183] 52 rod-shaped support and / or guide elements

[0184] 54 Thrust Component Bracket

[0185] 56 Guiding Channels

[0186] 58 coil spring

[0187] Friction pad for 60 thrust component

[0188] 62 First pivot arm

[0189] 64 Second pivot arm

[0190] 66 First pivot of the first pivot arm

[0191] 66a First pivot axis of the first pivot arm

[0192] 68 The second pivot of the first pivot arm

[0193] 68a Second pivot axis of the first pivot arm

[0194] 70 The first pivot of the second pivot arm

[0195] 70a Second pivot arm first pivot axis

[0196] 72 The second pivot of the second pivot arm

[0197] 72a Second pivot axis of the second pivot arm

[0198] 74 Actuation Extension

[0199] 76 Adjacent Elements

[0200] 78 Friction pads of adjacent elements

[0201] 80 brake caliper

[0202] 82 brake actuator

[0203] 84 Actuator

[0204] 85 Maintenance Agency

[0205] 86 end stop

[0206] 88 Reset Mechanism

[0207] 90 Tool Interface

[0208] 92 fan

[0209] F1 friction force

[0210] F2 normal force

[0211] L1 Distance of friction

[0212] Distance of L2 normal force

[0213] T1 is the torque generated by friction.

[0214] T2 is the torque generated by the normal force.

Claims

1. A drivetrain (16) for a mobile power tool (10), the drivetrain (16) comprising: Gear stage (28) with input and output sides. An appliance retainer (40), configured to be coupled to the appliance (20) and drivably coupled to the output side of the gear stage (28), and A braking unit (42) is drivably coupled to the input side of the gear stage (28) and is configured to allow movement of the appliance retainer (40) in the released state of the braking unit (42) and to decelerate or stop the movement of the appliance retainer (40) in the engaged state of the braking unit (42).

2. The transmission system (16) according to claim 1, further comprising a drive motor (26), wherein the drive motor (26) is drivably coupled to the input side of the gear stage (28).

3. The transmission system (16) according to claim 1 or 2, wherein the braking unit (42) comprises a mechanical brake.

4. The transmission system (16) according to any one of the preceding claims, wherein the braking unit (42) includes a friction element (44) and a thrust element (46), the friction element (44) being drivably coupled to the input side of the gear stage (28), and the thrust element (46) being movably supported on the frame (48) of the braking unit (42) such that the thrust element (46) can selectively contact the friction element (44), the contact generating friction.

5. The transmission system (16) according to claim 4, wherein the contact between the thrust element (46) and the friction element (44) produces self-locking and / or self-reinforcing.

6. The transmission system (16) according to claim 4 or 5, wherein the thrust member (46) is cam-shaped, wedge-shaped, or piston-shaped.

7. The transmission system (16) according to any one of claims 4 to 6, wherein the thrust member (46) is supported on a thrust member bracket (54), wherein the thrust member bracket (54) is movably supported on the frame (48) via two pivot arms (62, 64).

8. The drivetrain (16) of claim 7, wherein each of the pivot arms (62, 64) includes a first pivot (66, 70) and a second pivot (68, 72), the first pivot being configured to allow the pivot arms (62, 64) to rotate about a first pivot axis (66a, 70a), and the second pivot being configured to allow the pivot arms (62, 64) to rotate about a second pivot axis (68a, 72a), wherein a first straight line connects the first pivot axis (66a, 70a) and the second pivot axis (68a, 72a) of the first pivot arm of the two pivot arms (62, 64), and a second straight line connects the first pivot axis (66a, 70a) and the second pivot axis (68a, 72a) of the second pivot arm of the two pivot arms (62, 64), wherein the first straight line and the second straight line extend parallel to each other.

9. The transmission system (16) according to claim 7 or 8, wherein the thrust member (46) is elastically supported on the thrust member bracket (54).

10. The transmission system (16) according to any one of claims 7 to 9, further comprising a retaining mechanism (85) configured to secure the thrust member bracket (54) at a position associated with the distance between the thrust member (54) and the friction element (44).

11. The transmission system (16) according to any one of claims 4 to 10, wherein the braking unit (42) includes an adjacent element (76) arranged adjacent to the friction element (44) and on the side of the friction element (44) opposite to the thrust member (46), such that the friction element (44) can selectively contact the adjacent element (76), the contact generating friction.

12. The transmission system (16) according to any one of the preceding claims, wherein the braking unit (42) includes a brake actuator (82) configured to selectively change the braking unit (42) from the released state to the engaged state.

13. The transmission system (16) according to claim 12, wherein the actuation direction of the brake actuator (82) is oriented transversely to the rotation axis of the device retainer (40) and / or the rotation axis of the gear stage (28).

14. The transmission system (16) according to any one of the preceding claims, wherein the braking unit (42) includes a reset mechanism (88) configured to selectively change the braking unit (42) from the engaged state to the disengaged state.

15. A mobile power tool (10) comprising a drivetrain (16) according to any one of the preceding claims.

16. Use of a mechanical brake on the input side of a gear stage (28) of a transmission system (16) for a mobile power tool (10).

Images