Gear and motor vehicle

Abstract

A gear (1) comprising a hub (2), a gear ring (3), and a gear body (4) connecting the hub (2) to the gear ring (3) is proposed, wherein the gear body (4) has first webs (5) and second webs (6), the first webs (5) and the second webs (6) bearing in one plane on the gear ring (3), the first webs (5) being arranged at a first angle (8) to the radial direction (R) from the gear ring (3) towards the hub (2), and the second webs (6) being arranged at a second angle (9) to the radial direction (R) from the gear ring (3) towards the hub (2), the first webs (5) being offset along the axial direction (A) from the axial center of the hub (2), and the second webs (6) being offset opposite to the axial direction (A) from the axial center of the hub (2). are arranged adjacent.

Description

[0001] The present invention relates to a gear comprising a hub, a toothed ring, and a gear body connecting the hub to the toothed ring. The present invention further relates to a motor vehicle with a gear.

[0002] Gears are indispensable in almost every machine for transmitting motion. Although the basic principle of transmitting rotary motion through meshing gears is over 2000 years old, the function of gears typically influences key machine characteristics, meaning they are constantly the focus of development.

[0003] Gears play a crucial role in the automotive sector. They transmit high torques, typically demand the highest precision, and must not negatively impact driving comfort. Apart from a few special cases, such as racing transmissions, helical gears are standard in automotive engineering. This is because helical gearing significantly reduces vibration and noise during operation, thus improving driving comfort in terms of perceived acoustics.

[0004] A disadvantage is that axial forces arise during tooth engagement in helical gearing, which cause tilting moments. This in turn puts stress on drive and transmission components such as bearings, shafts, and the gear bodies themselves.

[0005] This problem is usually addressed by using more material, employing bracing, or modifying the bearings. However, these known solutions have further disadvantages, such as increased material usage, complicated manufacturing processes, or areas inaccessible for surface treatment.

[0006] It is therefore an object of the present invention to provide a gear and a motor vehicle which do not have the aforementioned disadvantages of the prior art, but rather reduce the negative effects of axial forces and tilting moments with low material usage and simple manufacturing possibilities.

[0007] This problem is solved by a gear according to claim 1. This problem is further solved by a motor vehicle according to claim 10.

[0008] The gear according to the invention is, in particular, a gear of a motor vehicle and comprises a hub, a rim, and a gear body connecting the hub to the rim. The gear body, in turn, has first and second webs. The first and second webs are arranged in a plane adjacent to the rim. It is conceivable that the first and second webs are arranged centrally or eccentrically adjacent to the rim with respect to an axial direction. Thus, in the region of the rim, the first and second webs approach each other to form a circumferential or nearly circumferential web. The first webs are arranged at a first angle to the radial direction from the rim towards the hub. The second webs are arranged at a second angle to the radial direction from the rim towards the hub.The first set of webs are arranged along the axial direction, offset from the axial center of the hub, and resting against it. The second set of webs are arranged opposite to the axial direction, offset from the axial center of the hub. In other words, the webs extend from the gear ring to the hub at an angle to the radial direction, with the first set of webs running along the axial direction and the second set of webs running opposite to the axial direction. Along one circumferential direction, the first and second set of webs are arranged in alternating sequence. This advantageously results in the first and second set of webs being widely spaced from each other on the wheel hub, forming a broad support base. Axial forces can thus be optimally absorbed by the first and second set of webs and transferred to the hub.Deformations and tilting due to axial forces and tilting moments are largely suppressed or effectively reduced. The webs have a very narrow contact width with the toothed rim. The first and second webs are positioned against the toothed rim in such a way that they form a nearly constant circumferential web shape. In particular, the first and second webs are designed to abut each other on the toothed rim. This allows the type and position of the connection or transition between the web structure and the toothed rim to be used for targeted adjustment and control of compliance, deformation behavior, and stiffness, resulting in additional degrees of freedom that can be used, for example, for acoustic optimization or to compensate for component deformations under load. The geometry according to the invention makes it possible to avoid distortion during hardening as much as possible.Furthermore, the geometry according to the invention significantly simplifies finishing, so that all surfaces are accessible for, for example, coating or hardening processes. In addition, material accumulations, as known from the prior art, particularly at the hub, are avoided, which saves costs and weight.

[0009] Advantageous embodiments and further developments of the invention can be found in the dependent claims and in the description with reference to the drawings.

[0010] According to a preferred embodiment of the present invention, the first angle and the second angle are equal. This advantageously results in a highly symmetrical design of the gear. This has a positive effect on the gear's running and engagement behavior.

[0011] According to a further preferred embodiment of the present invention, the gear body has third webs, wherein the third webs connect the first and second webs. The third webs also have a positive effect on the stiffness of the gear. Because the third webs connect the first and second webs, a wave-like structure of the gear body is achieved.

[0012] It is particularly preferred that a surface normal of the third web is oriented essentially orthogonal to the axial direction and orthogonal to the radial direction. This advantageously achieves very homogeneous component stiffness and very homogeneous deformation behavior.

[0013] Alternatively or additionally, it is conceivable that the gear body has further third webs, wherein the further third webs connect the first and second webs. The third webs and the further third webs are preferably arranged alternately along the circumferential direction. It is conceivable that the surface normal of the third webs is oriented at a third angle to the axial direction and orthogonal to the radial direction, and that the surface normal of the further third webs is oriented at a fourth angle to the axial direction and orthogonal to the radial direction, wherein the third angle is less than 90° and the fourth angle is greater than 90°. In particular, it is conceivable that the magnitude of the difference of the third angle from 90° and the magnitude of the difference of the fourth angle from 90° are equal. In other words, the third and the further third webs are inclined in alternating directions along the circumferential direction.A particular advantage of this is that the arrangement of the third webs and the further third webs can be adapted to the manufacturing process of the gear.

[0014] According to a further preferred embodiment of the present invention, the third webs are arranged to abut the hub beneath the gear ring. In other words, the third webs extend radially from the hub to the gear ring, thus advantageously contributing to the load-bearing capacity and strength of the gear. It is conceivable that the additional third webs are also arranged to abut the hub beneath the gear ring.

[0015] A particularly preferred embodiment is one in which the third webs are arranged along their entire length from the hub to the gear ring, each abutting a first web and a second web. Thus, the third webs connect a first web and a second web over the entire distance from the hub to the gear ring, which also contributes to the stiffness and load-bearing capacity of the gear. It is conceivable that the further third webs are arranged along their entire length from the hub to the gear ring, each abutting a first web and a second web.

[0016] According to a further preferred embodiment of the present invention, the hub, the gear ring, and the gear body are integrally connected. This enables a high degree of homogeneity and stability of the gear.

[0017] In particular, the gear is intended to be made of a metal or metal alloy, preferably forged or cast. This is especially advantageous for use in motor vehicles for transmitting high torques. It is also conceivable that the gear is 3D-printed, machined, or welded. It is also conceivable that the gear is made of a plastic, for example, a fiber-reinforced plastic.

[0018] A particularly preferred embodiment features a helical gear. Helical gears offer significant advantages with regard to vibrations. These are considerably lower with helical gears, thus improving driving comfort.

[0019] Another object of the present invention for solving the problem formulated at the outset is a motor vehicle which has a gear according to the invention.

[0020] All details, features and advantages previously disclosed in connection with the motor vehicle according to the invention also relate to the method according to the invention.

[0021] Further details, features, and advantages of the invention will become apparent from the drawings and from the following description of preferred embodiments with reference to the drawings. The drawings merely illustrate exemplary embodiments of the invention, which do not limit the inventive concept. Fig. Figure 1 schematically illustrates a gear according to an exemplary embodiment of the present invention. Fig. Figure 2 schematically illustrates a detail of a gear according to an exemplary embodiment of the present invention. Fig. Figure 3 schematically illustrates a detail of a gear according to an exemplary embodiment of the present invention. Fig. Figure 4 schematically illustrates a motor vehicle according to an exemplary embodiment of the present invention.

[0022] Fig. Figure 1 schematically illustrates a gear 1 according to an exemplary embodiment of the present invention. The gear 1 is a gear 1 of a motor vehicle 100 (see Figure 1). Fig. 4) and comprises a hub 2, a gear ring 3 and a gear body 4. The gear body 4 connects the hub 2 to the gear ring 3.

[0023] Gear 1 is a helical gear. The teeth of the gear ring 3 are therefore arranged at an angle to the axial direction A. In the automotive sector, this has a particular effect on the acoustics of the gears during the operation of the motor vehicle 100.

[0024] Axial forces are generated by the inclined teeth of the gear ring 3. To absorb and dissipate these forces, the gear body 4 has first webs 5 (see also Fig. 3), second bridges 6 (see also Fig. 2), third bridges 7 and further third bridges 7' on.

[0025] The first webs 5 are arranged on the toothed ring 3. From there they extend to the hub 2, forming a first angle 8 with the radial direction R. At the hub 2, the first webs 5 are not arranged centrally, but offset from the center along the axial direction A.

[0026] The second webs 6 are arranged in the same plane as the first webs 5 on the gear ring 3. The second webs 6 also extend from the gear ring 3 to the hub 2. Here, the second webs 6 form a second angle 9 with the radial direction R. On the hub 2, the second webs 6 are arranged offset from the center opposite to the axial direction A.

[0027] The third webs 7 and the further third webs 7' each connect a first web 5 and a second web 6. The third webs 7 and the further third webs 7 are arranged either such that their surface normals are oriented substantially orthogonal to the axial direction A and orthogonal to the radial direction R. Alternatively, the third webs 7 and the further third webs 7' are arranged such that the surface normal of the third webs 7 is oriented at a third angle to the axial direction and orthogonal to the radial direction, and the surface normal of the further third webs is oriented at a fourth angle to the axial direction and orthogonal to the radial direction, where the third angle is less than 90° and the fourth angle is greater than 90°. In other words, the third and the further third webs are inclined in alternating directions along the direction of rotation.A particular advantage of this is that the arrangement of the third webs and the further third webs can be adapted to the manufacturing process of the gear.

[0028] While a very narrow web geometry forms around the toothed ring 3, the offset positioning of the first webs 5 and the second webs 6 on the hub 2 provides a very wide support base. Axial forces can be effectively absorbed and dissipated by the wave-like geometry.

[0029] The gear 1 shown here is made of a metal, for example, cast, forged, or welded. It is also conceivable that gear 1 is made of a non-metallic material, such as a plastic. In this case, it is possible that the gear is cast.

[0030] The geometry of gear 1 allows access to all surfaces. Machining of the gear, especially during and after hardening processes, can thus be carried out very easily, reliably, with minimal error, and cost-effectively. In particular, distortion during the hardening process is avoided as much as possible. Reference symbol list 1 gear 2 hub 3 sprocket 4 gear bodies 5 first jetty 6 second jetty 7 third jetty 7' further third jetty 8 first angle 9 second angle 100 motor vehicles A axial direction R radial direction

Claims

[1] Gear (1), in particular gear (1) of a motor vehicle (100), comprising a hub (2), a toothed ring (3) and a gear body (4) connecting the hub (2) to the toothed ring (3), wherein the gear body (4) has first webs (5) and second webs (6), wherein the first webs (5) and the second webs (6) lie in a plane on the toothed ring (3), characterized by , that the first webs (5) are arranged at a first angle (8) to the radial direction (R) from the toothed ring (3) towards the hub (2) and the second webs (6) are arranged at a second angle (9) to the radial direction (R) from the toothed ring (3) towards the hub (2), wherein the first webs (5) are offset along the axial direction (A) from the axial center of the hub (2) and the second webs (6) are arranged opposite the axial direction (A) from the axial center of the hub (2) and are abutting the hub (2). [2] Gear (1) according to claim 1, characterized by, that the first angle (8) and the second angle (9) are equal. [3] Gear (1) according to any one of the preceding claims, characterized by , that the gear body (4) has third webs (7) wherein the third webs (7) connect the first webs (5) and the second webs (6). [4] Gear (1) according to claim 3, characterized by , that a surface normal of the third webs (7) is oriented essentially orthogonal to the axial direction (A) and orthogonal to the radial direction. [5] Gear (1) according to claim 3, characterized by , that a surface normal of the third webs (7) is arranged at an angle to the axial direction (A), wherein a third angle between the surface normal of the third webs (7) and the axial direction (A) is preferably chosen depending on the manufacturing process of the gear (1). [6] Gear (1) according to any one of claims 3 to 5, characterized by, that the third webs (7) are arranged adjacent to the hub (2) and the toothed ring (3). [7] Gear (1) according to any one of claims 3 to 6, characterized by , that the third webs (7) are arranged along the entire length from the hub (2) to the toothed ring (3) in contact with a first web (5) and a second web (6). [8] Gear (1) according to any one of the preceding claims, characterized by , that the hub (2), the gear ring (3) and the gear body (4) are integrally connected. [9] Gear (1) according to any one of the preceding claims, characterized by that the gear (1) is made of a metal or a metal alloy, wherein the gear (1) is preferably forged or cast. [10] Gear (1) according to any one of claims 1 to 8, characterized by, that the gear (1) is made of a non-metallic material, preferably a plastic or a fiber-reinforced plastic, wherein the gear (1) is in particular cast. [11] Gear (1) according to any one of the preceding claims, characterized by , that the gear (1) is a gear for helical meshing. [12] Motor vehicle (100) comprising a gear (1) according to one of the preceding claims.

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