Rad-Naben-Modul

Abstract

Wheel-hub module (1) comprising at least one wheel (2), at least one hub (4), at least one damping element (3), at least one disc (5, 6) and at least one bolt (7), wherein: - the wheel (2) and the hub (4) are arranged concentrically to an axially aligned axis of rotation (10) and are supported radially and axially against each other, - the wheel (2) is provided with at least one first positive-locking profile (2a) and with at least one driver (2b), and the driver (2b) has first stops (2c) formed tangentially to the circumferential direction around the axis of rotation (10) on the flanks of the driver (2b) and pointing away from each other in directions tangential to the circumferential direction around the axis of rotation (10), - the hub (4) is provided with at least one second positive-locking profile (4a) formed on a hub body (4e) and with at least one gap (4b),wherein a second stop (4c) is formed on each of the inner flanks of the at least one gap (4b) that are tangential to each other in the circumferential direction around the axis of rotation (10),- the first driver (2b) engages radially in the at least one gap (4b),- the at least one first stop (2c) is positioned opposite the at least one second stop (4c) at a gap (S) at a distance from each other such that the first stop (2c) and the second stop (4c) can be rotated towards each other around the axis of rotation (10) by a limited pivot angle (ALPHA) relative to each other and until they abut each other against the elastic resistances of the damping body (3),- the disk (5, 6) is supported axially and radially on the hub (4) but is pivotably mounted in circumferential directions relative to the hub (4),- the at least one bolt (7) is received on the disk (6) and axially in a recess (5b, 6b) of the disk (5, 6) intervenes,- the damping element (3) is at least partially seated in the recess (4d) and is arranged in the recess (d) in a manner elastically deformable at least in the pivot directions between the bolt (7) and the hub body (4e) and the bolt (7).

Description

Field of invention The invention relates to a wheel-hub module comprising at least one wheel, at least one hub, at least one damping element, at least one disc and at least one bolt, wherein the wheel and the hub are arranged concentrically to an axially aligned axis of rotation and are supported radially and axially against each other. Background of the invention A wheel-hub module of this type, used in a parking lock, is known from DE 10 2019 209 470 A1. The wheel is centered on a hub, referred to as a shaft element, and has a positive-locking profile for the engagement of a parking lock pawl. The hub is connected to a rotor shaft in a rotationally fixed manner via a positive-locking profile in the form of a plug connection and is axially supported on the rotor shaft. The rotor shaft is provided with a ball bearing for rotatable support of the rotor shaft. The hub and the wheel are radially and axially supported in a contact area, directly against each other, but their movement is limited in the circumferential direction around the axis of symmetry of the wheel. The contact area is designed such that shoulders of the wheel and the hub are supported directly against each other in metallic contact.Due to the direct metallic contact, the wheel is centered relative to the axis of rotation of the wheel-hub module within the contact area and supported axially and radially rigidly on the hub. A spring-loaded disc is located on one side of the assembly, generating an axial preload between the wheel and the hub. Bolts extend through the disc, past a stop in the hub, and are screwed to the wheel in such a way that the hub and wheel are axially elastically preloaded against each other. To transmit torque between the wheel and the hub, stops on the hub and wheel face each other in the circumferential direction, with the damping element effectively damping between these stops.In the event of impacts, for example from the engagement of the parking lock pawl, the stops rotate against each other, moving towards each other against the elastic resistance of the damping element, thus dampening the impacts. However, the wheel remains radially and axially rigid due to the influence of the axial and radial stops. This ensures that the parking lock wheel remains in position despite high forces and moments. From EP 0 452 272 A1, a coupling integrated into a gear of a rail vehicle for transmitting torques of a motor to a wheelset axle is known. From DE 316 882 A, a gear module is known in which a spring-loaded and damping connection between a gear ring and a hub is integrated. The damping connection is achieved via movable bushings positioned against each other by means of compression springs, in that a bushing provided with a ramp runs onto a running surface of the mating bushing and thus allows a damping displacement of the gear ring relative to the hub. Description of the invention The invention is based on the objective of creating a gear module optimized with regard to its damping characteristics. The problem is solved according to the subject matter of claim 1. The wheel-hub module consists of at least one wheel, which can be a gear, a sprocket, or a belt pulley. The wheel incorporates at least one positive-locking profile. Positive-locking profiles are all conceivable toothings of gears, sprockets, or grooves that are suitable for positive engagement with another positive-locking profile. Examples of such positive-locking profiles are gear teeth or those found on chains and belts. The wheel-hub module further consists of at least one hub, at least one damping element, but preferably several elastically designed damping elements, and has at least one disk, but preferably two disks axially opposed to each other. The wheel-hub module is also provided with a number of bolts corresponding to the number of damping elements. The discs are load-bearing elements that support the bolts and the positive-locking profile. Furthermore, their axially oriented inner flanks provide a friction surface for the damping elements, thereby advantageously generating an additional damping effect. The bolts are preferably externally cylindrical hollow profiles. The wheel is provided with drive lugs that preferably project radially inwards towards the axis of rotation from the positive-locking profile. The drive lugs preferably have first stops, more preferably in the form of stop surfaces. The stops are formed tangentially to the circumferential direction around the axis of rotation on the flanks of the respective drive lugs and accordingly point away from each other in directions tangential to the circumferential direction around the axis of rotation. The hub is provided with at least one second positive-locking profile formed internally on a hub body, which is preferably a wedge profile for seating on a shaft. Furthermore, the hub body is provided with at least one gap, preferably a number of gaps corresponding to the number of drive lugs of the wheel. The flanks facing each other tangentially serve as second stops. The gaps are open radially outwards.Each wheel's drive lug engages in one of the gaps such that, in each gap, a first stop is positioned opposite the second stop on both sides of the drive lug at a distance. The first and second stops can be pivoted relative to each other through a limited angle of rotation against the elastic resistance of the damping elements, and then pivoted towards each other through a defined angle of rotation around the axis of rotation until they abut each other. The discs are supported axially and radially on the hub, but can pivot in the two opposite circumferential directions relative to the hub around the axis of rotation. The discs are preferably mounted on a rolling bearing. The advantage of this design is that rolling bearings have low internal friction. This allows the damping resistance between the pivoting components hub and wheel to be precisely adjusted solely by the hardness of the elastic damping elements, the selection of a suitable material (e.g., elastomers) for the damping elements, and the friction between the discs and the damping elements. Furthermore, the wheel is mounted radially and axially rigidly on the hub by the rolling bearings, preferably angular contact ball bearings. This ensures that the tooth engagement between the positive locking elements remains precise even at high torques. The at least one bolt, preferably several bolts distributed around the axis of rotation, are mounted at one end on the disk, but preferably at both ends on two disks spaced axially apart from each other. The disks are preferably identical and made of steel. The hub body is provided with axially extending through holes, which preferably run tangentially with their long sides or, alternatively, are curved in the circumferential direction. Alternatively, the through holes can also be internally cylindrical or internally polygonal. The respective damping element sits at least partially, but preferably completely, in one of the recesses and is elastically deformable, at least in the pivoting directions. The respective bolt is preferably located as close as possible to the center of symmetry of the respective damping element. The damping elements are integrated into the hub body and completely fill the recesses at their edges. Each element surrounds a bolt and is enclosed by the hub body in any parallel radial planes intersected by the axis of rotation. This ensures a secure fit of the damping elements within the hub and prevents deformation of the damping elements due to centrifugal force at high speeds. The bolts, which are inserted between the discs, transmit torque to the damping elements, or vice versa. The output hub transmits the torque to the damping elements, which then transfer it to the bolts and thus to the side plates of the welded-on gear ring. Alternatively, the torque is transmitted from the wheel via the discs to the bolts, and from there to the damping elements and the hub, and finally to the shaft. The function of the damping elements is to dampen vibrations and impact loads up to a limit torque. If this limit torque is exceeded, the hub's drive lugs strike the wheel's drive lugs. The damping element's effect is then eliminated, or rather, bypassed. This measure prevents the damping elements from being excessively deformed and damaged. The bolts are inserted into the discs, advantageously into the recesses of the side plates with minimal force and as little play as possible, until they abut the shoulder of the bolt shaft. The side plates are then connected to the positive-locking profile, preferably by welding. Because the bolt's shoulders rest against the inside of the discs, the bolt is axially fixed. Simultaneously or alternatively, the bolts can be bonded to the discs. Alternatively or additionally, the bolts can be connected to the side plates by means of crimping, i.e., by forming processes, creating both a force-fit and a form-fit connection. This forming process advantageously takes place only partially on the circumference of the bolt end or on the edge of the recess of the bolt seat. The recess is preferably an internal cylindrical hole. The first positive-locking profile is a profile suitable for forming a geared connection with another positive-locking profile. This geared connection is suitable for transmitting torques or forces between machine elements. One of the machine elements is, for example, the gear of the wheel-hub module, and the other is one or more gears or one or more chains that mesh with the gear of the module. Gear teeth include all known tooth profiles, chain profiles, and grooves that serve as positive-locking elements. The second type of positive locking profile is a profile suitable for ensuring a torque-transmitting plug connection between the hub of a shaft, a journal, or similar component. Examples include splined or serrated teeth, keys for keyways, cones, or shaft seats deviating from cylindrical designs, which transmit torques around the axis of rotation through a suitable positive locking mechanism. In circumferential directions, the two opposite directions run along the circumference of an imaginary circle concentric with the axis of rotation. One or more of the components affected by the invention are pivotable relative to each other in the circumferential direction about the axis of rotation, rotatable relative to each other, or rotatable about the axis of rotation. The axis of rotation corresponds to the axis of rotation of the wheel hub module. Description of the drawings The invention is explained in more detail below using an exemplary embodiment. The drawings are not to scale. Figure 1 shows an overall view of a wheel-hub module 1, Figure 2 shows a half section of the wheel-hub module 1, cut along line II-II according to Figure 1, Figure 3 shows a full section of the wheel-hub module 1 along the line marked III-III in Figure 2, Figure 3a shows detail Z from Figure 3 in an enlarged view, and Figure 4 shows a half section of the wheel-hub module 1 along the line marked IV-IV in Figure 1. Figs. 1, 2, 3, and 4 – The wheel-hub module 1 consists of a wheel 2, a hub 4, four damping elements 3 (not visible in Fig. 1), four bolts 7, and two washers 5 and 6. In Fig. 1, only one washer 6 is visible, and in Fig. 3, due to the sectional view, neither washer 6 is visible. The wheel-hub module 1 also has two rolling bearings 8. The rolling bearings 8 are not visible in Figs. 1 and 3 due to the way they are presented. The wheel 2 is provided with a first positive-locking profile 2a. The hub 4 has a second positive-locking profile 4a on its inner circumference. The positive-locking profile 2a is designed as an external toothing of a gear. The positive-locking profile 4a is designed as a splined connection and is intended for plug-in connection with a shaft (not shown). The hub 4, the positive locking profiles 2a and 4a, the discs 5 and 6 and the rolling bearings 8 are arranged concentrically to a common axis of rotation 10. Fig. 2 - The four bolts 7 are arranged at equal intervals around the circumference of the axis of rotation 10 and are received on one side in the disk 5 and on the other side in the disk 6. Due to the design of the half-section, only one of the bolts 7 is visible. The bolts 7 have a cylindrical bolt section 7a with a reduced diameter at each end, which engages in a bore in the side disk 5, 6. The axial distance between the facing end faces 5a and 6a of the disks 5 and 6 is adjusted by axially diverging shoulders 7b on the bolt 7, against which the disks 5 and 6 are axially supported. The respective disc 5 or 6 is arranged on one side of the hub 4 and circumferentially surrounded by the first positive-locking profile 2a. The positive-locking profile 2a and the respective disc 5 or 6 are rigidly connected to each other by means of a welded joint 11. The unit consisting of the positive-locking profile 2a and the discs 5 and 6 is radially supported on the hub 4 by means of the rolling bearings 8 and is pivotable circumferentially about the axis of rotation 10. The rolling bearings 8 are angular contact ball bearings with identical parts. They each have an inner ring 8a on which a ball raceway 8b is formed. The outer ball raceway 8c is formed directly on the disc 5 or on the disc 6 (see in particular Fig. 4). The discs 5 and 6 are designed as identical parts. For angular contact ball bearings, the imaginary contact lines 8d intersect each other at an intersection point A located radially outside and within the wheel hub module 1.The contact lines 8d each pass through a ball center and through both a contact point of the inner ring 8a and a contact point on the outer ball raceway 8c. Each contact line 8d intersects the axis of rotation 10 at a point of intersection D. The points of intersection D are located axially to the side of the bearing locations on both sides and axially outside the wheel-hub module 1. It follows that the two angular contact ball bearings 8 are arranged in an O-configuration relative to each other. This results in a large axial span between the points of intersection D, which in turn provides high tilting stiffness about the tilting axis B of the unit formed by the disks 5 and 6 and the wheel 2 relative to the hub 4. Fig. 3 and Fig. 3a - The wheel 2 is provided radially inside with four radially inwardly directed first drivers 2b. The hub 4 has radially outside with four radially outwardly directed second drivers 4f, which are separated from each other on the circumference by gaps 4b. Each of the first drivers 2b engages radially in one of the gaps 4b. Fig. 3a - Each of the four drivers 2b has two first stops 2c facing away from each other. The respective driver 2b is formed integrally with the first positive-locking profile 2a. The hub 4 has radially projecting second drivers 4f, which are formed integrally with the hub body 4e. Circumferential gaps 4b are formed between the second drivers 4f. A second stop 4c is formed on each of the inner flanks of the gaps 4b that are tangential to each other around the axis of rotation 10. Thus, in each of the gaps 4b, there are two second stops 4c facing each other in the circumferential direction. Each of the first drivers 2b projects radially into one of the gaps 4b. Under loads with torques lower than the limiting torques, the drivers 2b and 4b remain non-contacting with changing or constant tangential gap distances S1 and S2 to each other.The amplitude at which the first driver 2b and the second driver 4f can move relative to each other corresponds to the sum of the two gap distances S1 and S2 in the gap 4b and is set to a maximum limiting torque. The gap distances S1 and S2 of the gap S are preferably set to the same value in the unloaded state of the shaft-hub module 1, but can also differ. The maximum pivot angle ALPHA (Fig. 3) is defined by the gap dimensions S1 and S2, by which the two stops 2c and 4c can move towards each other in one direction until they abut each other. When the wheel 2 and the hub 4 pivot relative to each other, the damping element 3 deforms elastically such that, for example, the gap dimension S1 on one side of the respective driver 2b decreases by a certain amount and the gap dimension S2 on the other side increases by the same amount. During compensation or...During vibration damping, the direction of movement of hub 4 and wheel 2 alternates between one circumferential direction and then the other. When limit torques are exceeded, the gap S on one side of the drive element 2b is closed, and the maximum possible gap S2 is reached on the other side. When the gap S1 is zero, the first stop 2c and the second stop 4c abut each other, and the next higher torques are transmitted directly from hub 4 to wheel 2, or vice versa, without elastic damping. Fig. 3a and Fig. 4 - In the radial direction, the end face 2d of the driver 2b and the bottom 4g of the recess 4d formed on the hub body 4e are opposite each other without contact at a radial gap R. Figs. 2 and 3 - The hub 4 has elongated recesses 4d extending axially through it. One of the damping elements 3 sits in each of the recesses 4d and, in the illustrated embodiment, completely fills the recess 4d at its edges. Each recess 4d and its respective damping element 3 are penetrated at the center of symmetry of the recess 4d by one of the bolts 7. The damping element 3 is arranged to be elastically deformable in the pivot directions between the bolt 7 and the hub body 4e. The deformability of the damping element 3 depends on its geometry and its material(s) and also on the friction conditions of a friction pairing between the damping element 3 and the disks 5 and / or 6 (Fig. 2). Fig. 2 - The respective damping element 3 is arranged axially between the disks 5 and 6. The friction conditions depend on the friction pairings between the friction partners damping element 3 and the disks 5 and 6. The friction conditions also depend on the size of the axial gap dimensions S3 or S4 between one of the flanks 3a of the damping element 3 and one of the inner flanks 5c and 6c in an unloaded initial state. The gap dimensions S3 and S4 can be either equal or different. The gap dimensions S3 and S4 can be greater than zero or equal to zero. In the case where the gap dimensions S3 and S4 have a value equal to zero in the initial state, the flanks 3a contact the inner flanks 5a or 6a either with or without preload.If friction between the inner flanks 5c, 6c and the flanks of the damping elements 3 is undesirable, the gap dimensions S3 and S4 can be designed to be so wide that there is no contact between the damping element 3 and the inner flanks 5c and 6c, even under high loads. The friction conditions between the damping element 3 and the side parts 5 and 6 depend on the coefficients of friction on the surfaces of the flanks 3a and 5a or 3a and 6a in frictional contact and, if applicable, on the influence of lubricants. Elastomers are preferably used as the material for the damping element. An example where the gap dimensions S3 and S4 are greater than zero is shown in Fig. 2. The gaps 9a and 9b are not to scale and are shown exaggeratedly wide. Fig. 3 - The function of the damping elements 3 is to dampen primarily vibrations and also impacts caused by peak torques acting from the wheel 2 to the hub 4 or vice versa. The hub 4 and the wheel 2 pivot towards or away from each other in alternating directions within the gap dimensions S1 and S2 or the pivot angle ALPHA, as well as in the circumferential directions symbolized by the directional arrows P1 and P2 and P3 and P4. The vibrations are damped by the damping elements 3. These elements deform elastically, with their volume remaining almost constant while their shape changes. Once a preset limit torque is exceeded, the hub 4 and the wheel 2 are in direct contact via the drive lugs, and the damping elements 3 are no longer deformed and / or compressed in the circumferential direction about the axis of rotation 10. Fig. 2 - During the damping process described above, the compressed portion of the volume of the damping elements 3 also tends to expand in the axial direction. The gaps 9a and 9b are narrowed or filled by the expanding material of the respective damping element 3. The flanks 3a of the respective damping element 3 move axially towards the inner flanks 5c and 6c until they contact the disks 5 and 6, where they either rest against or are pressed axially against them. The frictional conditions resulting from the contact of the flanks 3a and 5c as well as 6c, in addition to the damping resistance generated during the compression of the friction elements 3, produce a frictional resistance from which additional damping effects arise. The wheel 2, which in this case is a gear, is in mesh with at least one other gear (not shown in the drawing).For trouble-free gear meshing under load, the wheel-hub module 1 must be radially as stiff as possible. This radial stiffness is ensured by the use of angular contact ball bearings and by radially stiff contact between the bolts 7 and the hub 4. To achieve this, the metallic bolts 7 are rigidly fixed in all directions within an internal cylindrical recess 5b or 5c in the discs 5 and 6. The discs 5 and 6 are radially stiffly mounted on the hub 4 via the rolling bearings 8. The hub 4 is optionally connected internally in the area of ​​the second positive-locking profile 4a to a circumferential supply channel 16. Two side channels 17 and 18 branch off from the supply channel. The side channels 17 and 18 open into the rolling bearings 8. The channels 16, 17, and 18 form a lubrication system for the shaft-hub module 1, through which lubricant is supplied from a lubricant supply of a shaft (not shown) to the rolling bearings 8. Furthermore, the lubricant can be directed via the side channels 17 and 18 between the damping elements 3 and the disks 5 and 6, thereby influencing the friction conditions between the damping element 3 and the disks 5 and 6. Reference sign 1 Well-hub module 2 Wheel 2a First positive-locking profile 2b Driver 2c First stop 2d End face of driver 3 Damper body 3a Flank of damper body 4 Hub 4a Second positive-locking profile 4b Gap 4c Second stop 4d Recess 4e Hub body 4f Second drivers 4g Bottom of recess 5 Washer 5a End face 5b Recess 5c Inner flank 6 Washer 6a End face 6b Recess 6c Inner flank 7 Bolt 7a Bolt section 7b Bolt shoulder 8 Rolling bearing 8a Contact line 8b Inner ring ball track 8c Outer ball track 9a First gap 9b Second gap 10 Axis of rotation 11 Welded joint 12 Ball 13 Ball 14 Inner ring 15 Inner ring 16 Feed channel 17 Side channel 18 Side channel A common intersection of the contact lines ALPHA Swivel angle D Intersection of the contact line with the axis of rotation P1 Directional arrow marking a swivel direction P2 Directional arrow marking a swivel direction P3 Directional arrow,P4 Direction arrow, which marks a swivel direction; P5 Direction arrow for radial stiffness; S Gap; S1 Gap dimension; S2 Gap dimension; S3 Gap dimension; S4 Gap dimension

Claims

Wheel-hub module (1) comprising at least one wheel (2), at least one hub (4), at least one damping element (3), at least one disc (5, 6) and at least one bolt (7), wherein: - the wheel (2) and the hub (4) are arranged concentrically to an axially aligned axis of rotation (10) and are supported radially and axially against each other, - the wheel (2) is provided with at least one first positive-locking profile (2a) and with at least one driver (2b), and the driver (2b) has first stops (2c) formed tangentially to the circumferential direction around the axis of rotation (10) on the flanks of the driver (2b) and pointing away from each other in directions tangential to the circumferential direction around the axis of rotation (10), - the hub (4) is provided with at least one second positive-locking profile (4a) formed on a hub body (4e) and with at least one gap (4b),wherein a second stop (4c) is formed on each of the inner flanks of the at least one gap (4b) that are tangential to each other in the circumferential direction around the axis of rotation (10),- the first driver (2b) engages radially in the at least one gap (4b),- the at least one first stop (2c) is positioned opposite the at least one second stop (4c) at a gap (S) at a distance from each other such that the first stop (2c) and the second stop (4c) can be rotated towards each other around the axis of rotation (10) by a limited pivot angle (ALPHA) relative to each other and until they abut each other against the elastic resistances of the damping body (3),- the disk (5, 6) is supported axially and radially on the hub (4) but is pivotably mounted in circumferential directions relative to the hub (4),- the at least one bolt (7) is received on the disk (6) and axially in a recess (5b, 6b) of the disk (5, 6) intervenes,- the damping element (3) is at least partially seated in the recess (4d) and is arranged in the recess (d) in a manner elastically deformable at least in the pivot directions between the bolt (7) and the hub body (4e) and the bolt (7). Wheel hub module (1) according to claim 1, characterized by several bolts (7) arranged at a distance from each other around the circumference around the axis of rotation, wherein each of the bolts (7) is assigned a damping element (3) engaging in a recess (4d), wherein the respective bolt (7) engages axially in one of the damping elements (3). Wheel hub module (1) according to one of the preceding claims 1 or 2, characterized in that the damping body (3) fills the recess (4d). Wheel hub module (1) according to one of the preceding claims 1, 2 or 3, characterized in that the disc (5, 6) is firmly connected to the first positive locking profile (2a). Wheel hub module (1) according to one of the preceding claims 1, 2, 3 or 4, characterized by two of the disks (5, 6) which are mounted radially and axially on the hub (4), wherein the damping element (3) is arranged axially between the disks (6). Wheel hub module (1) according to claim 1 or 5, characterized in that the damping body (3) is elastically deformable in a circumferential direction about the axis of rotation (10) in opposite directions at least by an amount by which the stops (2c, 4c) can be rotated towards and against each other about the pivot angle (ALPHA). Wheel hub module according to claim 6, characterized in that the damping body (3) is axially elastically supported under axial preload between the disks (5, 6) at least when the damping body (3) is elastically deformed by the amount. Wheel hub module according to one of claims 5, 6 or 7, characterized in that the at least one disc (5, 6) is pivotably mounted on the hub (4) by means of a rolling bearing (8) relative to the hub (4). Wheel hub module according to claim 8, characterized in that the bolt (7) is radially rigidly supported on the rolling bearing (8). Wheel hub module according to claim 5, characterized in that the hub body (4e) is provided with radial gaps (4b), wherein each of two opposing flanks of each of the gaps (4b) is formed as a second stop (4c), and that a radial driver (2b) of the wheel (2) engages in each of the gaps (4b), wherein one of the first stops (2c) is formed on each of two opposing flanks of the driver (2b), wherein at least one of the first stops (2c) and one of the second stops (4c) are located at a distance from each other in the first gap (4b) at the gap (S).

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