Gearbox with a ring gear

Abstract

Gearbox (30), with - a first gear stage which has a first gear element, - a second gear stage which has a second gear element, - a first ring gear part (310) which engages in tooth mesh with the first gear element, - a second ring gear part (311) which engages in tooth mesh with the second gear element, wherein the first ring gear part (310) and the second ring gear part (311) are arranged in a ring gear housing (316) and are axially positively fixed therein, wherein the first ring gear part (310) and the second ring gear part (311) are connected to each other via the ring gear housing (316), - a driveable drive element (36), - a driven element (24) rotatable about a longitudinal axis, to which an adjusting force can be transmitted via the first gear stage and the second gear stage by driving the drive element (36), and - a base part (315) which is fixedly connected to the ring gear housing (316) and has a spur gear (314) which engages with the drive element (36) and can be driven by the drive element (36).

Description

[0001] Such a transmission comprises a first transmission stage, which includes a first transmission element, and a second transmission stage, which includes a second transmission element. A first ring gear section engages with the first transmission element, while a second ring gear section engages with the second transmission element. By driving a drive element, power can be transmitted to a driven element rotatable about a longitudinal axis via the first and second transmission stages.

[0002] Such a transmission can, for example, serve to provide a reduction gear, converting a comparatively high speed of the input element into a comparatively low speed of the output element. Such a transmission can be designed, for example, as a planetary gear set and can be used, for instance, in automotive engineering to move one vehicle part relative to another, such as pivoting a vehicle door relative to the vehicle body.

[0003] For a gearbox used in a vehicle's adjustment mechanism, it is generally desirable to achieve high efficiency with a quiet and cost-effective design. Furthermore, high reduction ratios may be necessary.

[0004] In a planetary gear set known from WO 2011 / 026463 A1, two planetary gear stages are arranged in a common ring gear. A sun gear common to both planetary gear stages meshes with the planet gears of the planetary gear stages.

[0005] Internal gears for transmissions are generally made of metal when larger adjustment forces need to be transmitted. However, economical manufacturing can be difficult for internal gears that have two different, differing tooth profiles.

[0006] Internal gears can, in principle, be machined from a base body, eroded, cast, milled, or even manufactured from a sintered material using sintering. However, all these manufacturing methods have disadvantages or are not suitable for producing an internal gear with two different internal gear components.

[0007] US patent 2009 / 0082168 A1 discloses a gear mechanism for a generator in which ring gear parts are enclosed in a gear housing.

[0008] Austrian patent 164 208 discloses a spur gear planetary transmission in which several transmissions are assembled to form a multi-stage transmission.

[0009] US 5,593,360 discloses a planetary gear system in which ring gears are formed by interconnected, stamped plates.

[0010] DE 10 2014 211 141 A1 describes a planetary gear with a ring gear consisting of a base part, a first ring gear part, and a second ring gear part. The base part and the ring gear parts are rigidly connected to each other.

[0011] The object of the present invention is to provide a transmission that uses a ring gear which can be manufactured in a simple, cost-effective and precise manner.

[0012] This problem is solved by an object having the features of claim 1.

[0013] Accordingly, the first ring gear part and the second ring gear part are arranged in a ring gear housing and connected to each other via the ring gear housing.

[0014] The present invention is based on the idea of ​​manufacturing the first ring gear part and the second ring gear part as separate, individual workpieces and only then, after their manufacture, connecting them to each other via the ring gear housing.

[0015] The internal gear components can, for example, be manufactured separately from each other as sintered parts made of a metallic sintered material. Because the internal gear components are manufactured separately, sintering is possible. Manufacturing the internal gear as a single piece by sintering, with different tooth configurations on the internal gear components, would not be readily feasible.

[0016] The internal gear components can have either spur or helical teeth. Because they are manufactured as sintered parts, subsequent machining of the internal gear teeth is generally unnecessary.

[0017] The ring gear components are assembled and connected via the ring gear housing. The ring gear housing can, for example, be cylindrical, resembling a sleeve. It can be made of metal, for instance, as a welded part, as rolled sheet metal (with crimps along a joint), or as a seamless precision tube. The ring gear components are held within the ring gear housing, which is preferably concentric with the first and second ring gear components.

[0018] In one embodiment, the first ring gear part has at least one projection on a side facing the second ring gear part, which engages in a recess of the second ring gear part. Alternatively or additionally, the second ring gear part can also have a projection on a side facing the first ring gear part, which engages in a corresponding recess of the first ring gear part. Through the combination of projections and recesses on the ring gear parts, the ring gear parts can thus be fixed relative to each other in a rotationally fixed manner, so that the ring gear parts are held in the ring gear housing without rotation.

[0019] To center the ring gear components, centering elements, for example in the form of radially projecting, axially extending ribs, can be provided on one or both components. A plurality of ribs are arranged circumferentially around the longitudinal axis on one or both components, with the ribs being, for example, periodically offset from each other in the circumferential direction around the longitudinal axis. The ribs provide centering for the respective ring gear component within the ring gear housing.

[0020] To axially secure the ring gear components within the ring gear housing, one or more tabs can be arranged on the housing, projecting radially inwards from an inner wall of the housing. In their initial, non-plastically deformed state, these tabs may be flush with the inner wall, allowing the ring gear components to be easily inserted into the housing. Once the components are in place, the tabs can be bent inwards to create axial retention for the components.

[0021] A base section is rigidly connected to the ring gear housing, and this base section features a spur gear that can be driven via the drive element of the transmission. The spur gear engages with the drive element, which can be driven, for example, by an electric motor, thus rotating the spur gear and, consequently, the ring gear around its longitudinal axis.

[0022] The base section can, for example, be designed in two parts. The spur gear can be attached as a separate part to a base body of the base section, which can be made, for example, as a sintered part from a sintered metal material. The spur gear, on the other hand, can be made of a plastic material, for example.

[0023] In principle, the spur gear can also be designed as a single unit with the base body of the bottom part.

[0024] It is also conceivable and possible to design the spur gear as a toothed gear for meshing with a pinion, as a friction wheel e.g. for a V-belt, as a toothed pulley e.g. for a timing belt or as a helical gear for meshing with a worm gear.

[0025] The base part is preferably rigidly connected to the ring gear housing and, for this purpose, is inserted into the ring gear housing with at least one section. To connect the base part to, for example, the first ring gear part in a rotationally fixed manner, the first ring gear part can have at least one projection on a side facing the base part, which engages positively in a recess of the base part. Additionally or alternatively, the base part can also have at least one projection on a side facing the first ring gear part, which engages in a recess of the first ring gear part. The positive engagement between the projection and the recess thus fixes the base part in a rotationally fixed manner relative to the first ring gear part.

[0026] To axially secure the base part to the ring gear housing, the ring gear housing can, for example, have at least one second tab that projects radially inwards from the inner wall of the ring gear housing and serves to axially fasten the base part to the ring gear housing. One or more of these second tabs can engage in one or more recesses on the base part, so that this engagement axially secures the base part and, consequently, the assembly between the base part, the first ring gear part, and the second ring gear part to the ring gear housing.

[0027] Instead of a positive-locking, axial fixing of the ring gear parts and / or the base part to the ring gear housing by means of tabs, it may also be provided that the ring gear parts and / or the base part are embossed, glued or welded to the ring gear housing or fastened in some other way.

[0028] In an advantageous embodiment, the base part has a bearing opening for supporting a shaft of the gearbox extending along its longitudinal axis. The shaft is thus supported on the base part and relative to the ring gear via this bearing opening, where, for example, a ball bearing may be arranged. Because the shaft is supported in the plane of the base part relative to the ring gear, tilting of the ring gear relative to the shaft can be prevented, for example, since a torque is introduced into the ring gear via the drive element in the same plane in which the shaft is supported relative to the ring gear.

[0029] The transmission can, for example, be designed as a planetary gear transmission and comprise a first planetary gear stage implementing the first gear stage and a second planetary gear stage implementing the second gear stage. The first planetary gear stage has a first support element and at least one first planet gear arranged on the first support element and meshing with the first ring gear section. The second planetary gear stage has a second support element and at least one second planet gear arranged on the second support element and meshing with the second ring gear section.

[0030] In one embodiment of such a planetary gear set, the first planetary gear stage can have a first sun gear meshing with the at least one first planet gear, and the second planetary gear stage can have a second sun gear meshing with the at least one second planet gear, which is different from the first sun gear. To transmit an adjusting force from the input element to the output element, one of the sun gears can be locked relative to a housing section of the planetary gear set, and the other sun gear is connected to the output element to transmit the adjusting force.

[0031] This is based on the idea of ​​providing a planetary gear set with two planetary gear stages featuring different sun gears. To transmit an adjustment force, for example, a ring gear comprising the first and second ring gear sections can be driven. With the second sun gear held stationary, this transfers the adjustment force to the first sun gear and then to the output element. Such a planetary gear set arrangement enables, for example, a high reduction ratio combined with high gearbox efficiency and quiet operation.

[0032] The first planetary gear stage and the second planetary gear stage can each, for example, have at least two, preferably three or four planet gears. The planet gears of a planetary gear stage are preferably equidistant from one another. If, for example, four planet gears are provided, they have an angular offset of 90° from each other.

[0033] It is not necessary for the planetary gear stages to have the same number of planet gears. For example, it is also conceivable that one planetary gear stage has three planet gears and the other planetary gear stage has four.

[0034] In this planetary gear system, the sun gears are separated and can rotate independently. This allows one sun gear to be fixed while the other is connected to the output element and thus transmits the adjusting force to the output element. The first support element of the first planetary gear stage and the second support element of the second planetary gear stage are preferably rotationally fixed to each other, so that when one support element rotates, the other support element is also rotated.

[0035] Preferably, the planetary gear set has a central shaft on which the first sun gear, the second sun gear, and the output element are arranged. The shaft extends along a longitudinal axis and is rotatable about this axis relative to the (stationary) housing section. The output element is, for example, fixed to the shaft. If the second sun gear is fixed and the first sun gear serves to transmit the adjusting force to the output element, the first sun gear is also fixed to the shaft, so that the shaft can be rotated via the first sun gear, thereby driving the output element. The second sun gear, however, is rotatable relative to the shaft, so that the shaft can be moved towards the second sun gear.

[0036] In principle, it is irrelevant which of the sun gears is locked in place. For example, it is conceivable and possible to lock the first sun gear and mount the second sun gear non-rotatably on the shaft, so that an adjusting force is transmitted to the output element via the second sun gear. The reduction or gear ratio achieved by the transmission is the same regardless of which sun gear is locked in place.

[0037] The internal teeth of the first ring gear part and the internal teeth of the second ring gear part preferably have a different module and / or a different number of teeth.

[0038] The module of a gear tooth is a measure of the size of the teeth. It is defined as the quotient of the gear pitch and the mathematical constant π (pi). The pitch circle diameter of a gear is determined by multiplying the number of teeth by the gear tooth module. The pitch circle is a circle passing through the centers of the teeth of the gear tooth. The pitch circle diameter is the diameter of this circle.

[0039] Additionally or alternatively, at least one first planetary gear and at least one second planetary gear also have a different module and / or a different number of teeth.

[0040] Additionally or alternatively, the first sun gear and the second sun gear also have a different module and / or a different number of teeth.

[0041] For example, depending on the module and the number of teeth, the pitch circle diameters will vary. - of the first ring gear part and the second ring gear part, - of at least one first planetary gear and of at least one second planetary gear and / or - distinguish between the first sun wheel and the second sun wheel.

[0042] The different modules, tooth counts, and / or pitch circle diameters allow, for example, a large reduction ratio to be set. In this way, a comparatively high rotational speed of the ring gear comprising the first and second ring gear sections can be reduced to a comparatively low rotational speed of the first sun gear (with the second sun gear stationary). In particular, due to the different modules, tooth counts, and resulting pitch circle diameters, a relative motion occurs between the first and second sun gears. Thus, with the second sun gear stationary, the first sun gear can be driven at the reduced speed, thereby setting the output element coupled to the first sun gear into rotation.

[0043] By adjusting the modules and the number of teeth and / or the pitch circle diameters, the reduction or transmission ratio can be set as desired, and large reduction or transmission ratios are also possible.

[0044] To adapt the gearbox to a different speed, for example, only one planetary gear stage along with its associated ring gear can be replaced. Other parts of the gearbox can be reused, so that at least some of the components can be retained.

[0045] Due to a high reduction ratio, the planetary gear unit is preferably designed to be self-locking, so that when used, for example, on a vehicle door, the gear unit causes the vehicle door to lock in an adjusted position.

[0046] In an advantageous embodiment, the drive element engages with an external tooth on one of the ring gear parts. For example, a ring gear comprising the ring gear parts can have a base section on which the external toothing is formed and which is rotationally fixed, for example, integrally connected to the ring gear parts. The ring gear is thus driven by the drive element, and its comparatively high rotational speed is transmitted to the output element via the planetary gear stages in a reduced-ratio manner.

[0047] The drive element can be designed, for example, as a spur gear or a worm gear. The engagement of the drive element with the external teeth of the ring gear can itself be reduction-providing, so that the reduction ratio of the planetary gear set is further increased via the drive element's engagement with the ring gear.

[0048] The gear ratio can therefore (also) be adjusted via the engagement of the drive element with the ring gear.

[0049] The planetary gear set is preferably switchable between a coupled state, a braking state, and a freewheeling state by means of a switching device. In the coupled state, the second sun gear is locked relative to the housing section and is thus held in place. In the braking state, the output element is movable relative to the input element, but is braked (in a defined manner). In the freewheeling state, the locking mechanism is released, so that the second sun gear is not locked and can be rotated relative to the housing section. In the coupled state, a power flow is established between the input element and the output element, while in the braking state and the freewheeling state, movement of the output element relative to the input element is possible.

[0050] If the gearbox is self-locking, it blocks any output force in the engaged state, thus locking the output element. For example, if the planetary gear set is used to adjust a vehicle door, moving the door is impossible in the engaged state, regardless of a motor driving the gearbox. Only when the gearbox is switched to its braking or freewheeling state, thereby interrupting the power flow between the output and input elements, can the output element be adjusted independently of the gearbox and the drive motor, and thus not locked.

[0051] In both the braking and freewheeling states, movement of the output element is possible. In the freewheeling state, the coupling between the drive element (connected to a drive motor) and the output element is disengaged, allowing, for example, smooth manual adjustment independent of the drive motor. In the braking state, the output element is braked, while in the freewheeling state, the braking is disengaged, allowing the output element to move freely.

[0052] In one specific embodiment, the transmission is switched between different states by means of a switching device that has a brake pot connected to the second sun gear and at least one switching element adjustable between a coupling position, a braking position, and a freewheeling position, mounted on a support. The support is fixed to the housing section of the transmission. One or more switching elements, for example in the form of adjustable brake shoes, are arranged on the support. These elements can be moved to engage the brake pot (in the coupling state), to engage the brake pot (in the braking state), and to disengage from the brake pot (in the freewheeling state) to switch between the different states.

[0053] In the engaged position, where the switching elements are pressed against the brake pot with a comparatively large force, the brake pot is fixed in its position relative to the carrier and thus to the housing section of the gearbox on which the carrier is mounted. This prevents the brake pot, and consequently the second sun gear connected to it, from moving towards the carrier. The second sun gear is thus held in place, establishing a power flow between the input and output elements via the gearbox. This allows the output element to be adjusted for driving by a drive device acting on the input element, while simultaneously blocking output-side forces and thus locking the output element in place.

[0054] In the braking position, however, the switching elements are indeed in contact with the brake pot, but allow the brake pot to move under friction relative to the switching elements. This frictional, braking action allows the second sun gear to move, but it is simultaneously braked. In this braking position, the output element can therefore move independently of the input element, but it is braked in the process.

[0055] In the braking position, the switching elements are pressed against the brake pot with reduced force (compared to the coupling position).

[0056] In the freewheel position, the switching elements are disengaged from the brake pot. This allows the brake pot to move freely relative to the carrier, thus interrupting the power transmission between the output element and the input element. This allows the output element to be adjusted independently of the input element. In the freewheel position, adjustment of the output element is therefore smooth and low-friction.

[0057] It should be noted that in the freewheel position, the switching elements are not necessarily completely out of contact with the brake drum. It is also conceivable and possible that the switching elements in the freewheel position are in slight, but only minimally braking, contact with the brake drum.

[0058] The switching elements can preferably be adjusted between their different positions via an actuator connected to an electric motor. The actuator can, for example, drive the actuator connected to a lever via a pinion gear, so that the switching elements can be moved by adjusting the actuator.

[0059] In an advantageous embodiment, the switching elements are pre-tensioned towards their free-running position by one or more pre-tensioning elements. In this case, the actuating element can be designed such that, to adjust the switching elements from the free-running position, it presses the switching elements into contact with the brake pot in order to bring the switching elements into the braking position or the coupling position. The switching elements can then be returned to their original position by means of a spring-assisted action using the pre-tensioning element.

[0060] The problem is also solved by a method for manufacturing a gearbox of the type described above. In this method, the first ring gear part and the second ring gear part are arranged in a ring gear housing and connected to each other via the housing.

[0061] The advantages and beneficial designs described above for the gearbox also apply analogously to the method, so reference should be made to what has been stated above.

[0062] The underlying concept of the invention will be explained in more detail below with reference to the exemplary embodiments shown in the figures. The figures show: Fig. 1 a schematic view of a vehicle door on a vehicle body, with an adjusting element in the form of a catch strap arranged articulated on the vehicle body, which moves when the vehicle door pivots relative to the vehicle door; Fig. 2A, Fig. 2B Perspective views of a device for adjusting and locking two vehicle parts relative to each other; Fig. 3 a view of an assembly of the device with an adjusting part, a pull rope arranged on the adjusting part and a rope drum connected to the pull rope; Fig. 4 a separate view of the rope drum; Fig. 5 a separate view of the rope drum with the pull rope attached to it; Fig. 6A a top view of the adjusting part with the pull rope and rope drum attached to it; Fig. 6B a sectional view along line AA according to Fig. 6A; Fig. 7 a separate view of the adjustment part; Fig. 8 a view of the adjusting part with the rope drum enclosed in a rope drum housing and guided on the adjusting part; Fig. 9 a view of the device with a drive unit; Fig. 10A a view of the drive unit, with a ring gear of a planetary gear unit; Fig. 10B a view of the drive unit, showing two planetary gear stages of the planetary gear system; Fig. 10C a view of the drive unit, showing the interaction of the planetary gear stages; Fig. 10D a view of the drive unit, showing two sun gears of the planetary gear system; Fig. 10E a view of the drive unit, with a switching device for switching the planetary gear unit between different states; Fig. 11A a view of the switching device in a coupled state; Fig. 11B a view of the switching device in a braking state; Fig. 11C a view of the switching device in a free-running state; Fig. 12 a view of a sensor assembly for measuring the angular position of the rope drum; Fig. 13 an exploded view of a ring gear of a gearbox; Fig. 14 a separate exploded view of a bottom part of the ring gear; Fig. 15A, Fig. 15B Perspective views of the floor section; Fig. 16 a separate view of a first ring gear part of the ring gear; Fig. 17A, Fig. 17B Perspective views of a hollow gear housing; Fig. 18A, Fig. 18B the perspective views of the ring gear housing, after plastic deformation of tabs on the ring gear housing for axially fixing ring gear parts and a base part in the ring gear housing; and Fig. 19A, Fig. 19B Perspective views of the completed hollow gear.

[0063] Fig. Figure 1 shows a schematic view of a vehicle 1 with a vehicle body 10 and a vehicle door 11 arranged on the vehicle body 10 by means of a door hinge 111, which can be pivoted along an opening direction O relative to the vehicle body 10 in order to open or close a door opening.

[0064] A device 2, comprising an adjusting element 21 in the form of a retaining strap, is located between the vehicle body 10 and the vehicle door 11. This device serves to lock and / or adjust the vehicle door 11 relative to the vehicle body 10. The adjusting element 21, in the form of the retaining strap, is pivotally mounted around a joint 20 on the vehicle body 10, for example, on the A-pillar of the vehicle 1, and moves when the vehicle door 11 pivots relative to it. For this purpose, one end 211 of the adjusting element 21 projects into a door cavity 110 of the vehicle door 11 and moves within this door cavity 110 when the vehicle door 11 is adjusted.

[0065] Perspective views of an embodiment of a device 2 of this type are shown in Fig. 2A and Fig. Figure 2B shows the adjustment element 21 in the form of the retaining strap. At one end 210, the adjustment element 21 has a joint 20 with a mounting element 201, to which the adjustment element 21 can pivot about a joint axis 200. The mounting element 201 can be attached to the vehicle body 10, for example, to the A-pillar of the vehicle 1, in order to connect the adjustment element 21 to the vehicle body 10 in a pivotal manner.

[0066] With its end 211 facing away from end 210, the adjusting element 21 extends into the door interior 110 of the vehicle door 11. The adjusting element 21 is operatively connected to the vehicle door 11 in order to fix the vehicle door 11 in an adjusted position relative to the vehicle body 10 and / or to enable electromechanical or manual adjustment of the vehicle door 11 relative to the vehicle body 10.

[0067] The basic structure of an assembly of this device 2 that establishes the functional connection between the vehicle parts 10, 11 is shown in Fig. 3 to 8 are shown.

[0068] A flexible force transmission element in the form of a pull rope 22, for example a steel or plastic rope, is arranged on the adjusting part 21. The pull rope 22 has two different, separately designed sections 22A, 22B, which are connected on one side to the adjusting part 21 and on the other side to a rope drum 24.

[0069] For this purpose, each section 22A, 22B is inserted at one end into an associated fastening device 212, 213 of the adjusting part 21 and held at the other end on the cable drum 24. The sections 22A, 22B thus extend along a running surface 215 of the adjusting part 21 and are partially wound onto the cable drum 24.

[0070] The rope drum 24 is arranged on a shaft 34 extending longitudinally along a longitudinal axis L and is rotatable about the longitudinal axis L. The rope drum 24 has, as shown in the separate view according to Fig. As can be seen in Figure 4, a rope groove 241, resembling a threaded groove, runs around the rope drum 24, in which the sections 22A, 22B are inserted. This rope groove 241 is bounded on both sides by running rings 242, 243, which project radially outwards beyond the rope drum 24 and form closed rings. These rings cause the rope drum 24 to be in contact with the running surface 215 of the adjusting element 21 in such a way that when the rope drum 24 is rotated about the longitudinal axis L, the rope drum 24 rolls on the running surface 215 of the adjusting element 21.

[0071] On the rope drum 24, diametrically opposite and adjacent to each of the running rings 242, 243, fastening devices 244, 245 in the form of so-called nipple chambers are arranged, in which a respective section 22A, 22B of the traction rope 22 lies with one end and is thus held without slippage on the rope drum 24.

[0072] When the cable drum 24 is rotated about its longitudinal axis L, one of the sections 22A, 22B (depending on the direction of rotation) is wound onto the cable drum 24, while the other section 22B, 22A is unwound from the cable drum 24. The length of the traction cable 22 does not change at the adjusting element 21. Rather, rotating the cable drum 24 causes the adjusting element 21 to move along an adjustment direction V relative to the cable drum 24, so that by driving the cable drum 24, the adjusting element 21, and thus the vehicle parts 10, 11, can be moved relative to each other.

[0073] Additionally or alternatively, a braking effect can also be provided via the cable drum 24 - when manually adjusting the finished parts 10, 11 to each other - in order to fix the vehicle parts 10, 11 in a position just assumed to each other or to influence the adjustment movement by braking.

[0074] The cable drum 24 is positively engaged and thus rotationally fixed to the shaft 34. As will be explained below, in the illustrated embodiment, the shaft 34 is part of a gearbox 30, which allows the cable drum 24 to be adjusted or locked in place.

[0075] The first section 22A of the pull rope 22 extends between a fastening device 212 of the adjusting part 21 and the rope drum 24 and is positively inserted into the fastening device 212, which is designed as a nipple chamber, with a rope nipple 223 at one end of the rope.

[0076] The other, second section 22B extends between the cable drum 24 and an adjusting device 23, which serves to adjust the freely extended length of the pull cable 22 on the adjusting part 21. The adjusting device 23 has a slide 230 and a clamping element 231 and is arranged at the end 211 of the adjusting part 21 furthest from the joint 20.

[0077] As can be seen in particular from the sectional view according to Fig. As can be seen in Figure 6B, the second section 22B of the pull rope 22 is guided through an opening 213 of the adjusting part 21 and inserted into a nipple chamber 232 of the slide 230 with a rope nipple 222. The position of the slide 230 at the end 211 of the adjusting part 21 can be changed via the tensioning element 231 in order to tension the second section 22A and thus the entire pull rope 22 on the adjusting part 21. Any slack in the pull rope 22 can therefore be compensated for by means of the adjusting device 23.

[0078] To arrange the pull rope 22 on the adjusting part 21, the pull rope 22 with its sections 22A, 22B can, for example, first be attached to the rope drum 24 and at least partially wound around the rope drum 24. Then, for example, the second section 22B with its rope nipple 222 can first be inserted into the nipple chamber 232 of the slide 230 by passing the section 22B with the rope nipple 222 through the opening 213 in the adjusting part 21 and inserting it into the corresponding nipple chamber 232 of the slide 230. Then, the other, first section 22A with its rope nipple 223 can also be inserted into the nipple chamber 212 on the adjusting part 21 in order to then tension the pull rope 22 as desired by means of the adjusting device 23.

[0079] As from Fig. As can be seen in Figure 8, the rope drum 24 is enclosed in a rope drum housing 380, which is firmly attached to a housing 38 of the device 2 (see Figure 8). Fig. 2A and Fig. 2B) is connected. The cable drum housing 380 rotatably mounts the cable drum 24 and also serves to guide the cable drum 24 in a defined manner relative to the adjusting part 21.

[0080] For this purpose, the cable drum housing 380 has leg elements 381 which encompass the adjusting part 21 on both sides and each have a guide element in the form of a guide pin 382 which is in leading engagement with an associated guide track 214 in the form of a groove on one side 24 of the adjusting part 21 facing away from the cable drum 24.

[0081] When the cable drum 24 is rotated, its running rings 242, 243 run along the running surface 215 of the adjusting part 21. The cable drum 24 is guided on the adjusting part 21 by the guide pins 382, ​​so that, firstly, the cable drum 24 cannot move away from the running surface 115 and, secondly, the cable drum 24 is guided in a fixed position along the longitudinal axis L on the adjusting part 21.

[0082] The maximum adjustment range of the cable drum 24 relative to the adjustment part 21 in the opening direction O (see Fig. 1) is defined in the illustrated embodiment by end stops 25. At these end stops 25 (see Fig. 8) The leg elements 381 of the cable drum housing 380 strike when the vehicle door 11 is fully open.

[0083] Device 2 can be configured and used in different ways, similar to a modular system.

[0084] It is conceivable and possible to use the device 2 together with a drive unit 3, as in the embodiment shown in the figure. Fig. 2A and Fig. 2B is implemented. In this case, the vehicle door 11 can be moved electrically relative to the vehicle body 10, whereby manual pivoting of the vehicle door is also possible and the drive unit 3 simultaneously serves as a locking device to secure the vehicle door 11 in a pivoted position.

[0085] Alternatively, the device 2 can also be used without the electric motor drive unit 3, without this changing the basic structure of the device described in Fig. The assembly of the device 2 shown in Figures 3 to 8, comprising the adjusting element 21, the pull rope 22 arranged thereon, and the rope drum 24, is modified. In this case, the device 2 serves as a locking device, and a separate braking device may be provided which locks a pivoted position of the vehicle door 11 by braking the movement of the rope drum 24 relative to the pull rope 22.

[0086] In the embodiment according to Fig. 2A and Fig. 2B the cable drum 24 is coupled to a drive unit 3 which has a gearbox 30 and is designed in such a way that the vehicle door 1 can be adjusted electrically by means of the drive unit 3 or manually independently of the drive unit 3 or also electrically assisted by the drive unit 3 in the manner of a servo motor.

[0087] The gearbox 30 of the drive unit 3, shown e.g. in Fig. The 9 and 10A-10E is designed as a two-stage planetary gear unit and comprises a ring gear 31, two planet gear stages 32, 33, a central shaft 34 and a spur gear 36 driving the ring gear 31. The rope drum 24 is arranged on the shaft 34 and is non-rotatably connected to the shaft 34.

[0088] The gearbox 30 serves to transmit a rotary motion introduced into the spur gear 36 via a motor shaft 37 to the rope drum 24 in a (significantly) reduced manner. For this purpose, the motor shaft 37 is connected to an electric motor 370 (see Fig. 9) in connection and is driven by the electric motor 370 to set the spur gear 36 into a rotary motion.

[0089] The spur gear 36 engages with an external tooth 314 on a base part 315 of the ring gear 31 via a tooth 360. By driving the spur gear 36, the ring gear 31 is set into a rotary motion about an axis of rotation corresponding to the longitudinal axis L of the shaft 34.

[0090] The ring gear 31 consists of the base part 315 and a ring gear housing 316, which encloses a first ring gear part 310 and a second ring gear part 311. The base part 315 and the ring gear parts 310 and 311 are rigidly connected to each other via the ring gear housing 316.

[0091] The ring gear 31 accommodates the planet gear stages 32, 33. Each planet gear stage 32, 33 has several planet gears 321, 331, which are rotatably arranged about associated axes of rotation 322, 332 on a support element 320, 330.

[0092] The support elements 320, 330 of the two planet gear stages 32, 33 are connected to each other in a rotationally fixed manner, in that the axes of rotation 322 of the planet gears 321 of the first planet gear stage 32 engage in associated engagement openings 333 on the support element 330 of the second planet gear stage 33 and, conversely, the axes of rotation 332 of the planet gears 331 of the second planet gear stage 33 engage in associated engagement openings 323 on the support element 320 of the first planet gear stage 32.

[0093] The planet gears 321 of the first planet gear stage 32 mesh with an internal toothing 312 of the first ring gear part 310 via their toothing. Furthermore, the planet gears 321 mesh with a sun gear 326 of the first planet gear stage 32. The sun gear 326 is fixed to the shaft 34.

[0094] The planet gears 331 of the second planet gear stage 33 mesh with an internal toothing 313 of the second ring gear part 311. Furthermore, the planet gears 331 mesh with a sun gear 336 of the second planet gear stage 33.

[0095] The sun gear 326 of the first planetary gear stage 32 and the sun gear 336 of the second planetary gear stage 33 (see Fig. 10D) are not directly connected to each other. Rather, the first sun gear 326 of the first planetary gear stage 32 is arranged non-rotatably on the shaft 34, while the second sun gear 336 of the second planetary gear stage 33 is non-rotatably connected to a brake pot 42 of a switching device 4, the operation of which will be explained below.

[0096] The ring gear 31 is mounted relative to the shaft 34 via a bearing 341 and rotates relative to the shaft 34 during operation of the gearbox 30. The reduction ratio of the gearbox 30 acts between the ring gear 31 and the shaft 34, so that the greatest speed difference occurs between the ring gear 31 and the shaft 34 during operation.

[0097] The gearbox 30 provides a reduction gear. The reduction is achieved by ensuring that the internal teeth 312 of the first ring gear section 310, the internal teeth 313 of the second ring gear section 311, the planet gears 321 of the first planet gear stage 32, the planet gears 331 of the second planet gear stage 33, and the sun gears 326, 336 have at least partially different numbers of teeth and / or different modules. This results in at least partially different pitch circle diameters, which in turn reduces the rotational speed of the ring gear 31 relative to the cable drum 24.

[0098] The module of a gear tooth is a measure of the size of the teeth. It is defined as the quotient of the gear pitch and the mathematical constant π (pi). The pitch circle diameter of a gear is determined by multiplying the number of teeth by the gear tooth module.

[0099] The transmission 30 is shifted via a shifting device 4, which is shown in different views in Fig. 10A to 10E and 11A to 11C are shown.

[0100] The switching device 4 has a brake pot 42 which is fixedly connected to the second sun gear 336 of the transmission 3 and moves together with the second sun gear 336 when the latter is rotated. Switching elements 43 in the form of brake shoes 430, 431 are arranged on a carrier 41 which is fixed to the housing 38. The brake shoes 430, 431 are pivoted about a pivot axis 432 (see, for example, Fig. 11 A) are pivotably arranged on the carrier 41 and can be adjusted between different positions for switching the gearbox 30.

[0101] To adjust the switching elements 43 in the form of the brake shoes 430, 431, an adjusting element 406 is provided, which is pivotably mounted on the support 41 and connected to a lever 405. It can be adjusted via a pinion drive with pinions 401, 402, which are connected to each other via a shaft 403. A first pinion 401 engages with a drive worm 400 of an actuating drive 40, while a second pinion 402 meshes with an adjusting element 404 in the form of a toothed arc, which is fixedly connected to the lever 405. Driven by the actuating drive 40, the adjusting element 404, and consequently the adjusting element 406 acting on the brake shoes 430, 431, can be adjusted, so that the brake shoes 430, 431 can be adjusted within the brake drum 42.

[0102] The transmission 30 can be switched between a clutch state, a braking state and a freewheel state via the switching device 4.

[0103] In the coupling state ( Fig. 11A) The brake pot 42 is locked relative to the housing 38 by the locking action of the brake shoes 430, 431 and is thus held relative to the housing 38. In this coupled state, a power flow is established between the spur gear 36 and the cable drum 24, so that the drive motor 370 is coupled to the cable drum 24 via the gearbox 30 and the cable drum 24 can be adjusted electrically.

[0104] In the coupled state, the brake shoes 430, 431 are in the coupled position according to Fig. 11A and are pressed into contact with the brake pot 42 on the inside via the actuator 40 by means of the actuating element 406 with a maximum force. This locking action holds the second sun gear 336 of the second planetary gear stage 33 relative to the carrier 41 and thus to the housing 38, so that the power transmission line between the drive motor 370 and the cable drum 24 is closed and adjusting forces can be transmitted from the drive motor 370 to the cable drum 24, or the cable drum 24 (when the drive motor 370 is not energized) is locked in its current position due to the self-locking of the gearbox 30.

[0105] The maximum force with which the brake shoes 430, 431 are pressed against the brake pot 42 can be dimensioned such that the clutch may slip if this maximum force is exceeded. This prevents excessively large adjustment forces from being transmitted, for example, in emergency situations such as a jammed object.

[0106] In the braking state ( Fig. In 11B), the brake shoes 430, 431 are pressed against the brake pot 42 with reduced force compared to the coupled state, so that the second sun gear 336 is not locked, but (merely) braked in a defined manner. The sun gear 336 can thus rotate relative to the carrier 41, but is braked by the frictional contact of the brake shoes 430, 431 against the brake pot 42.

[0107] Such a braking effect can slow the movement of the vehicle parts 10 and 11 relative to each other, for example, when the vehicle door 11 approaches an end position, such as the fully open position, during manual adjustment. A defined braking action can also be used to slow down excessively rapid movement, for example, when the vehicle door 11 is slammed shut manually.

[0108] In the freewheeling state ( Fig. In 11C), the brake shoes 430, 431 are in a free-running position and are correspondingly farther away from the brake pot 42, so that the brake pot 42 is no longer fixed relative to the housing 38 and no (significant) braking effect is produced by the brake shoes 430, 431. In this free-running state, the cable drum 24 can be moved independently of the drive motor 370, without the drive motor 370 being moved along with the output-side movement of the cable drum 24. In this free-running state, in particular, smooth, manual adjustment of the vehicle door 11 is possible independently of the drive motor 370.

[0109] As from Fig. As can be seen in 11A to 11C, the brake shoes 430, 431 are held in the direction of their free-running position by preload elements 433 in the form of tension springs ( Fig. 11C) pre-tensioned. To adjust the brake shoes 430, 431 from the free-running position, the actuating element 406 pushes the brake shoes 430, 431 apart and thus towards the brake pot 42. This occurs against the action of the pre-tensioning elements 433. To return the brake shoes 430, 431 to the free-running position, the actuating element 406 is pivoted back, whereby the brake shoes 430, 431 follow the actuating element 406 due to the action of the pre-tensioning elements 433 and thus move back towards their free-running position.

[0110] In the freewheel position, the clutch is therefore open. Accordingly, the power transmission line between the drive motor 370 and the cable drum 24 is interrupted.

[0111] If an electric motor drive force is to be transmitted to the cable drum 24, the switching device 4 locks the brake pot 42 (coupling state), so that it is held relative to the housing 38. By driving the spur gear 36, the second planetary gear stage 33 is driven via the second ring gear part 311, as the planet gears 331 roll against the sun gear 336 (held by the locking element 35). Because the carrier element 330 of the second planetary gear stage 33 is rotationally fixed to the carrier element 320 of the first planetary gear stage 32, the carrier element 320 of the first planetary gear stage 32 is also driven, thus driving the first planetary gear stage 32.This causes the planet gears 321 of the first planet gear stage 32 to roll on the first ring gear part 310 and thereby set the first sun gear 326 into a (slow) rotary motion relative to the second sun gear 336, so that via the first sun gear 326 the shaft 34 which is non-rotatably connected to the first sun gear 326 and above it the rope drum 24 is set into a rotary motion.

[0112] While the ring gear 31 is set into a relatively rapid rotational movement via the spur gear 36, this rotational movement is transmitted in a reduced manner to the cable drum 24, which performs a comparatively slow rotational movement compared to the ring gear 31. The cable drum 24 is thus moved relative to the pull cable 22 in order to adjust the vehicle door 11 relative to the vehicle body 10.

[0113] Due to its large reduction ratio, the gearbox 30 is self-locking. This ensures that, in the coupled state when the drive motor 370 is not powered, the vehicle door 11 is locked in place, and in particular, it is impossible for the vehicle door 11 to be unintentionally moved by an external force.

[0114] To allow manual adjustment of the vehicle door 11, the locking mechanism of the brake pot 42 can be released by unlocking the switching device 4, so that the second sun gear 336, which is rigidly connected to the brake pot 42, is no longer held in place. In this case, the power flow between the cable drum 24 and the spur gear 36 is interrupted, so that the cable drum 24 can, in principle, be moved without the spur gear 36 rotating (due to friction effects, if the spur gear 36 is not held in place by the drive motor 370, it may still rotate, but not with any significant power transmission). By releasing the brake direction, the locking mechanism of the vehicle door 11 can thus be released, allowing the vehicle door 11 to be pivoted manually.

[0115] To slow down the vehicle door 11 before it reaches its end position during manual adjustment, for example, a braking state can be activated. In this state, braking is applied to the cable drum 24, thus slowing the adjustment movement of the vehicle door 11. This braking state can also be activated if the vehicle door 11 stops during manual adjustment, in order to lock the vehicle door 11 in a position that is easily released manually by the user. The braking force in this state can be dimensioned to prevent the door from moving on its own when the vehicle is tilted or in (moderate) wind conditions.

[0116] The drive unit 3 can also provide electric motor assistance for manual adjustment of the vehicle door 11. For this purpose, the switching device 4 can, for example, be switched to the braking state in order to superimpose an electric motor drive force on a manual adjustment movement with a slipping clutch.

[0117] In this way, for example, an adjustment movement can be smoothed out, so that a user only needs to apply a constant manual force to adjust the vehicle door 11 over its entire adjustment range. Changes in force along the adjustment range are compensated for by the drive unit 3.

[0118] Such compensation can also be made depending on the position of the vehicle, so that, for example, if the vehicle is tilted, it is still possible to close the vehicle door 11 with comparatively little force on a slope.

[0119] The drive unit 3 can be switched to servo operation if a suitable sensor device detects that the vehicle door 11 is being adjusted with a force greater than a predetermined actuating force.

[0120] It is also conceivable and possible to use the drive unit 3 to provide a defined overrun of the vehicle door 11 during manual door adjustment, even when no manual operating force is applied. For example, a longer overrun can be provided for a rapid door movement (with high dynamics), while for a slow rotation, only a short overrun over a short distance occurs.

[0121] The actuator 40 is preferably de-energized after a switching operation, i.e., after the switching elements 43 have been adjusted, so that the vehicle battery is not excessively burdened by the actuator 40. To hold the switching device 4 in its currently set position, the engagement of the drive worm 400 with the pinion 401 is, for example, self-locking.

[0122] To determine the absolute position of the vehicle door 11 relative to the vehicle body 10 when the vehicle door 11 is adjusted, a sensor device 5 is provided on the drive unit 3, which is designed to measure the absolute angle between the vehicle door 11 and the vehicle body 10. The sensor device 5 is shown in Fig. 12 as well as can be seen, for example, from Fig. 9, has a spur gear 50 fixedly mounted on the shaft 34, which meshes with a pinion 51 mounted on a shaft 510. The pinion 51 drives a gear 52, which may have a suitable magnetic arrangement, an optical scale, or the like, so that the absolute angular position of the gear 52 and, above it, of the shaft 34 with the cable drum 24 mounted on it, can be detected by means of a sensor 53 located opposite the gear 52.

[0123] Because the shaft 34 is rotationally fixed to the cable drum 24, the absolute angular position and, via the change in angle over time, the angular velocity of the cable drum 24 can be detected by sensors on the shaft 34. The transmission provided by the spur gear 50, the pinion 51, and the gear 52, which is preferably a reduction gear, can, for example, be configured so that the gear 52 is not moved over an angular range greater than 360° relative to the adjusting element 21 during the entire adjustment range of the cable drum 24, thus enabling the absolute position and velocity of the shaft 34 to be unambiguously detected.

[0124] Depending on the design of the gear 52, the sensor 3 is equipped, for example, as a magnetic sensor or as an optical sensor and is able to determine the absolute angular position of the gear 52.

[0125] However, it is also conceivable and possible to design the sensor 53, for example, as a Hall effect sensor to determine the relative position of the gear 52. In this case, the sensor 53 detects pulses when the gear 52 rotates (where, in this case, the gear 52 can perform a large number of revolutions over the adjustment range of the adjusting element 21) and can determine the position and speed of the rope drum 24 by counting the pulses.

[0126] Fig. Figures 13 to 19A and 19B show views of a specific embodiment of a ring gear 31, comprising a first ring gear part 310, a second ring gear part 311, a base part 315, and a ring gear housing 316. The individual components are manufactured and produced separately and are connected to one another via the ring gear housing 316 in such a way that, in the assembled state, the Fig. 19A and Fig. The compact assembly shown in 19B is obtained.

[0127] The ring gear parts 310, 111 can, for example, be manufactured as sintered parts from a sintered material. Likewise, the bottom part 315 with a base body 3150 can be manufactured from a sintered material; it is also conceivable and possible, in the case of a one-piece manufacturing of the bottom part 315, to manufacture the entire bottom part 315 as a sintered part from a single sintered material.

[0128] In contrast, the ring gear housing 316 can be manufactured, for example, as a welded tube, as a seamless precision tube, as a rolled sheet with crimps at a joint seam or in any other way as a cylindrical part, for example from a sheet material, such as steel.

[0129] The ring gear parts 310, 311, the base part 315 and the ring gear housing 316 are concentric to the longitudinal axis L, along which the shaft 34 of the gearbox 30 extends.

[0130] To manufacture the ring gear 31, the ring gear parts 310, 311 are inserted into the ring gear housing 316. The ring gear parts 310, 311 each have projections 3101, 3111 and recesses 3102, 3112 on their facing end faces, which are periodically offset from each other in the circumferential direction and, when the ring gear parts 310, 311 are joined together, engage in a form-fitting manner so that the ring gear parts 310, 311 are held together in a rotationally fixed manner.

[0131] The ring gear parts 310, 311 each have webs 3105, 3115 extending axially along the longitudinal axis L, which project radially outwards and lie against an inner wall 3164 of the ring gear housing 316. These webs 3105, 3115 center the ring gear parts 310, 311 in the ring gear housing 316.

[0132] The ring gear housing 316 can provide an undersized fit, allowing the ring gear parts 110 and 311 to be pressed into the ring gear housing 316. However, it is also conceivable and possible that the ring gear parts 310 and 111 can be inserted into the ring gear housing 316 without significant pressing forces.

[0133] The ring gear housing 316 may optionally also be (slightly) conical in shape, so that the insertion of the ring gear parts 310, 311 into the ring gear housing 316 is made easier.

[0134] The first ring gear part 310 also has projections 3103 on an end face facing the base part 315, which project axially towards the base part 115 and between which recesses 3104 are located. In a complementary manner, projections 3152 and recesses 3153 are also arranged on the base body 3150 of the base part 315, so that the base part 315 and the first ring gear part 310 are positively engaged and rotationally fixed when the base part 115 and the first ring gear part 310 are pressed together.

[0135] To axially fix the assembly of first ring gear part 310, second ring gear part 311 and base part 315 in the ring gear housing 316, the ring gear housing 316 has first tabs 3161 on a first end face and second tabs 3163 on a second end face. As shown in the views according to Fig. 17A, Fig. 17B and Fig. 18A, Fig. As illustrated in Figure 18B, these tabs 3161, 3163 can be plastically bent radially inwards so that the assembly of ring gear parts 310, 311 and bottom part 315 can be axially fixed in the ring gear housing 316.

[0136] In a starting position ( Fig. 17A, Fig. 17B) The tabs 3161, 3163 are not deformed, so that the ring gear parts 310, 311 and the base part 315 can be inserted into the ring gear housing 316. For axial fixation, the first tabs 3161 are then bent inwards, thus providing a stop for the second ring gear part 311. In addition, the second tabs 3163, which are cut free via recesses 3162, are bent inwards so that they engage positively with associated recesses 3154 on the base body 3150 of the base part, thus positively fixing the base part 315 and also the ring gear parts 310, 311 to the ring gear housing 316.

[0137] As can be seen from the views according to Fig. 14 and Fig. 15A, Fig. As can be seen in Figure 15B, the base part 315 in the illustrated embodiment is formed in two parts. The base part 315 has a base body 3150, from which a collar 3155 projects axially. A spur gear 314 is attached to this collar to establish the operative connection with the drive-side spur gear 36 (see, for example, Figure 15B). Fig. 9) is arranged. While the base body 3150 can, for example, be made of metal by sintering from a sintered material, the spur gear 314 can, for example, be made of plastic.

[0138] However, a one-piece formation of the base part 315 with the base body 3150 and the spur gear 314 is also conceivable and possible.

[0139] The base part 315 has a central bearing opening 3151 in which, for example, a ball bearing can be arranged to rotatably mount the ring gear 31 and the shaft 34 relative to each other. Because the bearing opening 3151 is arranged in the plane of the spur gear 314, force is thus introduced into the ring gear 31 in the same plane in which the shaft 34 is also mounted relative to the ring gear 31. This is advantageous and can, for example, prevent the ring gear 31 from tilting relative to the shaft 34 during operation.

[0140] The teeth 312, 313 of the ring gear parts 310, 311 can in principle be designed as straight teeth (as shown) or as helical teeth.

[0141] Likewise, the toothing of the spur gear 314 can be designed as either straight teeth or helical teeth (as shown).

[0142] Instead of the tabs 3161, 3163 or in addition to the tabs 3161, 3163, the ring gear parts 310, 311 and the bottom part 115 can also be fastened in the ring gear housing 316 by pressing, gluing, welding, screwing or riveting the ring gear parts 310, 311 and / or the bottom part 315 to the ring gear housing 316.

[0143] A ring gear 31 based on Fig. The type described in sections 13 to 19A and 19B can generally be used in a planetary gear system as described above. However, it is also conceivable and possible to use such a ring gear 31 in a different type of gear system, for example, in a wobble gear system or the like. Reference symbol list 1 vehicle 10 Bodywork 11 Vehicle door 110 Door interior 111 Door hinge 2 Device 20 joint 200 Articulated axle 201 Fastening part 21 Adjustment part (trap strap) 210, 211 End 212 Fastening device 213 Opening 214 Guide rail 215 tread surface 22 Flexible power transmission element (traction cable) 22A, 22B rope section 220, 221 End 222, 223 Rope nipple 23 Adjustment device 230 sliders 231 Clamping element 232 nipple chamber 24 rope drum 240 opening 241 Rope groove 242, 243 Running ring 244, 245 Fastening device (nipple chamber) 25 end stops 3 Drive unit 30 gearboxes 31 Ring gear 310, 311 Ring gear part 3101, 3111 lead 3102, 3112 recess 3103 lead 3104 Recess 3105, 3115 Bridges 3106, 3116 Body 312, 313 Internal teeth 314 External gear (spur gear) 315 Base section 3150 Base body 3151 Warehouse opening 3152 lead 3153 Recess 3154 recess 3155 Federal Government 316 Ring gear housing 3161 Tab 3162 recess 3163 Tab 3164 Inner surface area 32, 33 planetary gear stage 320, 330 support element 321, 331 planetary gears 322, 332 axis of rotation 323, 333 Access opening 324, 334 wheel chamber 326, 336 sun wheel 34 wave 340 Positive locking element 341 warehouses 36 Spur gear 360° gearing 37 Motor shaft 370 drive motor 38 cases 380 cable drum housing 381 leg elements 382 Guide element (guide pin) 4 Switching device 40 actuators 400 drive worm 401,402 pinion 403 wave 404 Actuator 405 levers 406 Actuator 41 carriers 42 Brake pot 43 switching elements 430,430 brake shoe 432 Swivel axis 433 tension springs 5 Sensor device (angle measuring device) 50 Spur gear 51 sprockets 510 wave 52 gear 53 Sensor A offset L Longitudinal axis O Opening direction V Adjustment device

Claims

Gearbox (30), comprising: - a first gear stage comprising a first gear element, - a second gear stage comprising a second gear element, - a first ring gear part (310) which engages with the first gear element, - a second ring gear part (311) which engages with the second gear element, wherein the first ring gear part (310) and the second ring gear part (311) are arranged in a ring gear housing (316) and axially secured therein, wherein the first ring gear part (310) and the second ring gear part (311) are connected to each other via the ring gear housing (316), - a drive element (36), - an output element (24) rotatable about a longitudinal axis, to which an adjusting force can be transmitted via the first gear stage and the second gear stage by driving the drive element (36), and - a base part (315).which is firmly connected to the ring gear housing (316) and has a spur gear (314) that engages with the drive element (36) and can be driven by the drive element (36). Gearbox (30) according to claim 1, characterized in that the first ring gear part (310), the second ring gear part (311) and the ring gear housing (316) are arranged coaxially to the longitudinal axis (L). Gearbox according to (30) claim 1 or 2, characterized in that the ring gear housing (316) is cylindrical and accommodates the first ring gear part (310) and the second ring gear part (311). Gearbox (30) according to one of claims 1 to 3, characterized in that - the first ring gear part (310) has at least one projection (3101) on an end face facing the second ring gear part (311) which engages in a recess (3112) of the second ring gear part (311) and / or - the second ring gear part (311) has at least one projection (3111) on an end face facing the first ring gear part (310) which engages in a recess (3102) of the first ring gear part (310), so that the first ring gear part (310) and the second ring gear part (311) are fixed to each other in a rotationally fixed manner about the longitudinal axis (L). Gearbox (30) according to one of the preceding claims, characterized in that the first ring gear part (310) and / or the second ring gear part (311) have on an outer surface facing an inner wall (3164) of the ring gear housing (316) a plurality of webs (3105, 3115) extending axially along the longitudinal axis (L) and offset from one another about the longitudinal axis (L), which are in contact with the inner wall (3164) of the ring gear housing (316). Gearbox (30) according to one of the preceding claims, characterized in that the ring gear housing (316) has at least a first tab (3161) which projects radially inwards from an inner wall (3164) of the ring gear housing (316) for the axial attachment of the first ring gear part (310) or the second ring gear part (311) to the ring gear housing (316). Gearbox (30) according to one of the preceding claims, characterized in that - the first ring gear part (310) has at least one projection (3103) on an end face facing the bottom part (315) which engages in a recess (3153) of the bottom part (315) and / or - the bottom part (315) has at least one projection (3152) on an end face facing the first ring gear part (310) which engages in a recess (3104) of the first ring gear part (310), so that the first ring gear part (310) and the bottom part (315) are fixed to each other in a rotationally fixed manner about the longitudinal axis (L). Gearbox (30) according to one of the preceding claims, characterized in that the ring gear housing (316) has at least a second tab (3163) which projects radially inwards from an inner wall (3164) of the ring gear housing (316) for axial attachment of the bottom part (315) to the ring gear housing (316). Gearbox (30) according to claim 8, characterized in that the at least one second tab (3163) engages in a recess (3154) of the bottom part (315). Gearbox (30) according to one of the preceding claims, characterized in that the bottom part (315) has a bearing opening (3151) for supporting a shaft (34) of the gearbox (30) extending along the longitudinal axis (L). Gearbox (30) according to one of the preceding claims, characterized in that the gearbox is designed as a planetary gear gearbox, comprising a first planetary gear stage (32) comprising a first support element (320) and at least one first planet gear (321) arranged on the first support element (320) and in tooth engagement with the first ring gear part (310), and a second planetary gear stage (33) comprising a second support element (330) and at least one second planet gear (331) arranged on the second support element (330) and in tooth engagement with the second ring gear part (311). Gearbox (30) according to claim 11, characterized in that the first support element (320) and the second support element (330) are connected to each other in a rotationally fixed manner. Gearbox (30) according to claim 11 or 12, characterized in that the first planetary gear stage (32) has a first sun gear (326) engaging with the at least one first planetary gear (321) and the second planetary gear stage (33) has a second sun gear (336) engaging with the at least one second planetary gear (331), which is different from the first sun gear (326), wherein, in order to transmit an adjusting force from the drive element (36) to the output element (24), one of the sun gears (336) can be locked relative to a housing section (38) of the gearbox (30) and the other of the sun gears (326) is in contact with the output element (24) to transmit the adjusting force. Gearbox (30) according to claim 13, characterized in that the first sun gear (326), the second sun gear (336) and the output element (24) are arranged on a common shaft (34) rotatable about the longitudinal axis (L) relative to the housing section (38). Gearbox (30) according to claim 14, characterized in that the first sun gear (326) and the output element (24) are connected to the shaft (34) in a rotationally fixed manner. Gearbox (30) according to claim 14 or 15, characterized in that the second sun gear (336) is rotatably arranged on the shaft (34). Transmission (30) according to one of claims 13 to 16, characterized by a switching device (4) which has a brake pot (42) connected to the second sun gear (336) and at least one switching element (43) arranged on a carrier (41) which is adjustable between a coupling position, a braking position and a freewheel position. Gearbox (30) according to claim 17, characterized in that the second sun gear (336) - in the coupling position is held in place by the locking contact of the at least one switching element (43) on the brake pot (42) relative to the carrier (41), - in the braking position is movable in a braked manner by the braking contact of the at least one switching element (43) on the brake pot (42) relative to the carrier (41), and - in the freewheel position is movable freely relative to the carrier (41). Transmission (30) according to claim 17 or 18, characterized in that the switching device (4) has an actuating element (406) connected to an actuator (40) and which can be driven via the actuator (40) for adjusting the at least one switching element (43). Transmission (30) according to one of claims 17 to 19, characterized in that the switching device (4) has at least one preloading element (433) which preloads the at least one switching element (43) in the direction of the freewheel position. Method for manufacturing a transmission (30) according to one of the preceding claims, characterized in that the first ring gear part (310) and the second ring gear part (311) are arranged in a ring gear housing (316) and are connected to each other via the ring gear housing (316).

Images