Gearbox device for an adjustable drive

Description

Field of invention

[0001] The present invention relates to a transmission device, in particular for an adjustment drive in a motor vehicle. State of the art

[0002] It is known to use adjustment drives in motor vehicles, with the aid of which an element of the motor vehicle that can be moved from a starting position to a target position can be adjusted, usually by means of an electric motor as the drive and via a suitable transmission. For example, flaps can be opened and closed in this way.

[0003] Many electric actuators require high drive torque combined with a short adjustment time to open or close a mechanism. Especially outdoors, it is often necessary to overcome icing to ensure proper operation. This is typically achieved using a suitable motor in combination with a gearbox.

[0004] The motor-gearbox combination of such a drive must be designed to deliver the required maximum torque in conjunction with the necessary adjustment time. This usually results in a larger motor.

[0005] From CH 543 709 A a drive device for the time control of combustion control units is known, which forms the basis for the two-part form of claim 1 and accordingly exhibits the features of the preamble of claim 1.

[0006] US Patent 2006 / 137248 A1 discloses a device for controlling a motor-operated door, comprising an opening / closing mechanism configured to open and close the door; and a gear mechanism containing a plurality of tooth units, each of which has a different engagement, and configured to transmit a torque from the motor to the opening / closing mechanism, wherein the torque transmitted to the opening / closing mechanism is changed by selecting a tooth unit based on the position of the door at the time of commencement of an opening or closing operation of the door.

[0007] From US 3,426,608 A, a gear transmission is known comprising: a first and a second shaft; a first gear and a second gear rigidly connected to the first shaft to rotate with it; a third gear; and a fourth gear rigidly connected to the second shaft to rotate with it, wherein the first gear can engage with the third gear as a first meshing pair and the second gear can engage with the fourth gear as a second meshing pair, wherein one of the gears of the first meshing pair is a first segment gear and has a last tooth, and one of the gears of the second meshing pair is a second segment gear and has a first tooth.which is offset from the last tooth by an angle that is essentially equal to the recess angle of the first segment gear plus the approach angle of the second segment gear, such that the last tooth on the second meshing pair is a second segment gear. such that the last tooth on the first segment gear disengages from the other tooth of the first meshing pair when the first tooth on the second segment gear moves into mesh with the other tooth of the second meshing pair, thus ensuring that one of the meshing pairs remains engaged throughout the entire transition of the mesh from the first meshing pair to the second meshing pair. Summary of the invention

[0008] It is an object of the invention to provide a transmission device, in particular for an adjustment drive in a motor vehicle, with the aid of which a drive, in particular an adjustment drive, can be operated efficiently and / or built small, avoiding the problems described above. A further object is to provide a corresponding drive device.

[0009] The problem is solved by a transmission device with the features according to claim 1.

[0010] The transmission device, in particular for an adjustment drive in a motor vehicle, comprises a drive gear driven by the motor and a driven gear meshing with the drive gear and thus driven by the drive gear, wherein the drive gear is designed as a double gear, comprising a first gear and a second gear coaxial with and rotationally fixed to the first gear, the first gear having a smaller circumference than the second gear, wherein the driven gear is designed as a double gear, comprising a third gear and a fourth gear coaxial with and rotationally fixed to the third gear, the third gear having a larger circumference than the fourth gear, wherein the drive gear and the driven gear are designed and positioned relative to each other such that a toothing is formed on the first gear in a first circumferential region of the drive gear.which meshes with a toothing of the third gear and that in a second circumferential area of ​​the drive gear a toothing is formed on the second gear which meshes with a toothing of the fourth gear, so that in the first circumferential area there is a different gear ratio between the drive gear and the driven gear than in the second circumferential area.

[0011] According to the invention, a transmission device is used that employs two double gears as the drive and output gears. The two gears of each double gear are rotationally fixed relative to each other, preferably formed in one piece, and have a common axis, preferably a common bore in the common center of the two gears. One of the gears in each double gear is larger than the other. The drive gear and the output gear are fixed relative to each other. The smaller gear of the drive gear is arranged opposite the larger gear of the output gear, and vice versa, the larger gear of the drive gear is arranged opposite the smaller gear of the output gear.The radius of the first gear and the third gear together corresponds to the radius of the second gear and the fourth gear together, so that, due to the size ratios and the fixed positioning of the double gears, both gears of the drive gear would basically be in mesh with both gears of the output gear.

[0012] However, according to the invention, all gears have at least two differently configured sectors in the circumferential direction. In one of these sectors, namely in the first circumferential region of the drive gear, a toothing is formed on the first gear. Correspondingly, a toothing, namely on the third gear, is also formed on a circumferential region of the driven gear that meshes with the first circumferential region of the first gear. In this first circumferential region, only the first and third gears are in mesh with each other, but the second and fourth gears are not. In another, preferably complementary, sector, namely in the second circumferential region of the drive gear, a toothing is formed on the second gear.Accordingly, a toothed section, namely that of the fourth gear, is also formed on a circumferential region of the output gear that meshes with the second circumferential region of the second gear. This fourth gear meshes with the second gear in the second circumferential region. In this second circumferential region, only the second and fourth gears are in mesh with each other; the first and third gears are not.

[0013] The two sectors in the circumferential direction, i.e., the two circumferential areas, therefore have different translations.

[0014] The transmission device thus forms a transmission stage with two different discrete gear ratios.

[0015] By using such a gear unit, a higher gear ratio and a high output torque can be achieved from the start of the drive, especially from the start of an adjustment. To achieve a desired short adjustment time, the gear ratio is reduced after a predetermined rotation angle, during the transition from the first circumferential range to the second circumferential range, thus increasing the speed.

[0016] The two discrete gear ratios allow for a reduction in motor power, as the requirement for high starting torque is met via the gearbox. This results in advantages in terms of cost and space requirements, and enables the largest possible adjustment range with a constant gear ratio.

[0017] According to the invention, in the first circumferential region of the drive gear, no teeth are formed on the second gear and / or no teeth are formed on the fourth gear. In the second circumferential region of the drive gear, preferably no teeth are formed on the first gear and / or no teeth are formed on the third gear.

[0018] According to the invention, the second circumferential area extends over a larger circumferential area of ​​the drive gear than the first circumferential area, preferably over at least half, and particularly preferably over at least three-quarters of the circumference of the drive gear.

[0019] According to the invention, the toothing in the first circumferential region has only one tooth on the first gear or on the third gear and accordingly only one meshing groove on the third gear or on the first gear.

[0020] Preferably, the drive gear, and consequently the driven gear, comprises only the first and second circumferential sections and no further distinct circumferential sections. The first and second circumferential sections preferably extend over at least substantially the entire circumference of the drive and driven gears.

[0021] Preferably, the first gear is smaller than the third and fourth gears. Preferably, the third gear is larger than the first and second gears. Preferably, the second gear is approximately the same size as the fourth gear, so that there is approximately a 1:1 gear ratio between the second and fourth gears.

[0022] The problem can also be solved by a drive device, in particular by an adjustment drive, comprising a motor and a gear device as described above, wherein the drive gear is arranged so that it can be driven by the motor, and wherein the output gear can be driven by the drive gear.

[0023] The drive gear is preferably directly driven by a toothing on a motor shaft of the motor or is formed on a motor shaft of the motor.

[0024] Preferably, the motor, drive gear, and driven gear are arranged such that at a starting position of the motor, particularly at a rest position of the adjustment drive, the first circumferential region of the drive gear is effective. Subsequently, on the way to a designated end position of the drive and at the end position, particularly at an adjustment position of the adjustment drive, the second circumferential region of the drive gear can be effective.

[0025] The term "being effective" is to be understood as being in interaction with each other, i.e., the interlocking of the teeth in the respective circumference area. Brief description of the drawings

[0026] The invention is described below by way of example with reference to the drawings. Fig. 1 is a side view of a gear device according to the invention in a state with an effective first circumferential region. Fig. 2 is a side view of the gear device according to the invention. Fig. 1 during a transition of effectiveness from the first circumferential area to the second circumferential area. Fig. 3 is a side view of the gear device according to the invention. Fig. 1 in a state with an effective second circumferential region. Fig. 4 is a three-dimensional representation of the gear device according to the invention. Fig. 1 . Detailed description of the invention

[0027] In Fig. 1 and Fig. 4The figure shows a transmission device according to the invention in a first state in which the drive gear 1 meshes with the output gear 2 in a first circumferential region, and thus the first circumferential region is effective. The first circumferential region of the drive gear 1 is in meshing engagement with a corresponding first circumferential region of the output gear 2. In the illustrated embodiment, the first circumferential region has only a groove on the first gear 3.1 and a tooth on the third gear 3.3.

[0028] The transmission device, which is designed as a transmission stage for an adjustment drive in a motor vehicle, comprises a drive gear 1 which can be driven by a motor of the adjustment drive and an output gear 2 which meshes with the drive gear 1 and can therefore be driven by the drive gear 1.

[0029] The drive gear 1 is designed as a double gear, such that the drive gear 1 comprises a first gear 3.1 and a second gear 3.2 which is coaxial to the first gear 3.1 and rotationally fixed, wherein the first gear 3.1 has a smaller circumference than the second gear 3.2.

[0030] The output gear 2 is also designed as a double gear, such that the output gear 2 comprises a third gear 3.3 and a fourth gear 3.4 that is coaxial to the third gear 3.3 and rotationally fixed, wherein the third gear 3.3 has a larger circumference than the fourth gear 3.4.

[0031] The first gear 3.1 is smaller than the third and fourth gears 3.3 and 3.4, respectively, and the third gear 3.3 is larger than the first and second gears 3.1 and 3.2. The second gear 3.2 is approximately the same size as the fourth gear 3.4. The combined radius of the first and third gears 3.1 and 3.3 is equal to the combined radius of the second and fourth gears 3.2 and 3.4.

[0032] The drive gear 1 and the driven gear 2 are designed and positioned relative to each other such that in a first circumferential region of the drive gear 1, a toothing is formed on the first gear 3.1 which meshes with a toothing of the third gear 3.3, as previously described and in Fig. 1As shown, in the first circumferential region of the drive gear 1, there is no toothing on the second gear 3.2 and no toothing on the fourth gear 3.4. The second and fourth gears 3.2 and 3.4 are designed in such a way, at least in the first circumferential region of the drive gear 1 and the driven gear 2, that they do not mesh, i.e., are not engaged, so that these gears do not block the transmission of torque from the first gear 3.1 to the third gear 3.3.

[0033] In a second circumferential region of the drive gear 1, a toothing is formed on the second gear 3.2, which meshes with a toothing of the fourth gear 3.4. This condition is in Fig. 3As shown, in the second circumferential region of the drive gear 1, there is no toothing on the first gear 3.1 and no toothing on the third gear 3.3. The first and third gears 3.1, 3.3 are designed in the second circumferential region of the drive gear 1 and the driven gear 2 such that they do not mesh, i.e., they are not engaged, so that these gears do not block the transmission of torque from the second gear 3.2 to the fourth gear 3.4.

[0034] In Fig. 2 The transition from the first circumference area to the second circumference area is shown.

[0035] In the first circumferential area, there is a different gear ratio between drive gear 1 and output gear 2 than in the second circumferential area, namely a discretely different gear ratio.

[0036] The second circumferential section extends over a larger circumference of the drive gear 1 than the first circumferential section, namely over at least three-quarters of the circumference of the drive gear 1. The gearing in the first circumferential section has only one tooth on the third gear 3.3 and, accordingly, a meshing groove on the first gear 3.1. This gearing in the first circumferential section is used, for example, only for the starting section of an adjustment drive. From the start of the drive, a higher gear ratio can be achieved and a high output torque can be obtained. After a predetermined angle of rotation, during the transition from the first circumferential section to the second circumferential section, the gear ratio is reduced and thus the speed is increased. Reference symbol list

[0037] 1. Input gear 2. Output gear 3.1. First gear 3.2. Second gear 3.3. Third gear 3.4. Fourth gear

Claims

1. Gear device, in particular for an adjustment drive in a motor vehicle, comprising an input gearwheel (1) which can be driven by the motor, and an output gearwheel (2) which meshes with the input gearwheel (1) and hence can be driven by the input gearwheel (1), wherein the input gearwheel (1) is configured as a double gearwheel, so that the input gearwheel (1) comprises a first gearwheel (3.1) and a second gearwheel (3.2) coaxial to and rotationally fixed relative to the first gearwheel (3.1), wherein the first gearwheel (3.1) has a smaller circumference than the second gearwheel (3.2); wherein the output gearwheel (2) is configured as a double gearwheel so that the output gearwheel (2) comprises a third gearwheel (3.3) and a fourth gearwheel (3.4) coaxial to and rotationally fixed relative to the third gearwheel (3.3), wherein the third gearwheel (3.3) has a larger circumference than the fourth gearwheel (3.4); wherein the input gearwheel (1) and the output gearwheel (2) are configured and positioned relative to one another such that in a first circumferential region of the input gearwheel (1), a toothing is formed on the first gearwheel (3.1) which meshes with a toothing of the third gearwheel (3.3), and in a second circumferential region of the input gearwheel (1), a toothing is formed on the second gearwheel (3.2) which meshes with a toothing of the fourth gearwheel (3.4), so that the translation ratio between the input gearwheel (1) and the output gearwheel (2) in the first circumferential region is different from that in the second circumferential region, wherein in the first circumferential region of the input gearwheel (1), no toothing is formed on the second gearwheel (3.2) and / or no toothing is formed on the fourth gearwheel (3.4), and / or in the second circumferential region of the input gearwheel (1), no toothing is formed on the first gearwheel (3.1) and / or no toothing is formed on the third gearwheel (3.3) wherein the second circumferential region extends over a larger circumferential region of the input gearwheel (1) than the first circumferential region, characterized in that the toothing in the first circumferential region comprises solely one tooth on the first gearwheel (3.1) or on the third gearwheel (3.3), and correspondingly one groove meshing therewith on the third gearwheel (3.3) or on the first gearwheel (3.1).

2. Gear device according to Claim 1, characterized in that the second circumferential region extends over at least half, preferably over at least three-quarters of the circumference of the input gearwheel (1).

3. Gear device according to at least one of the preceding claims, characterized in that the first gearwheel (3.1) is formed smaller than the third and fourth gearwheels (3.3, 3.4), and the third gearwheel (3.3) is formed larger than the first and second gearwheels (3.1, 3.2), and / or that the second gearwheel (3.2) is formed the same size as the fourth gearwheel (3.4).

4. Drive device, in particular an adjustment drive, comprising a motor and a gear device according to at least one of the preceding claims, wherein the input gearwheel (1) is configured to be driven by the motor, wherein the output gearwheel (2) is driven by the input gearwheel (1).

5. Drive device according to Claim 4, characterized in that the input gearwheel (1) is driven directly by a toothing on a motor shaft of the motor, or is formed on the motor shaft of the motor.

6. Drive device according to at least one of Claims 4 to 5, characterized in that the motor, input gearwheel (1) and output gearwheel (2) are configured such that the first circumferential region of the input gearwheel (1) is active at a starting position of the motor, in particular at a rest position of the adjustment drive, and the second circumferential region of the input gearwheel (1) is active at an end position, in particular at an adjustment position of the adjustment drive.