阅读说明：本技术 用于皮带传动装置的皮带元件的减震器设备 (Damper device for a belt element of a belt drive ) 是由 N·舍赫尔 于 2019-09-19 设计创作，主要内容包括：本发明涉及一种用于皮带传动装置(3)的皮带元件(2)的减震器设备(1),该减震器设备至少具有以下部件：至少一个滑动表面(4、5)；以及轴承座(6)；其中滑动表面(4、5)被设计成以减震方式接触皮带元件(2)的股线(10),并且轴承座(6)被设计成根据待减震的股线(10)的对准来对准滑动表面(4、5),使得滑动表面(4、5)限定待减震的股线(10)的行进方向(12),该行进方向垂直于横向方向(13),并且其中减震器设备(1)包括第一轨道半部(15)和第二轨道半部(16),第一轨道半部和第二轨道半部在横向于行进方向(12)的方向上彼此接触地互锁连接。减震器设备(1)的主要特征在于：第一轨道半部(15)具有至少一个第一插塞开口(17、18),第一插塞开口具有第一钩盖(21、22)；以及第二轨道半部(16)具有至少一个第二插塞开口(19、20),第二插塞开口具有第二钩盖(23、24),其中第一钩盖(21、22)被布置成以夹持的方式在第二钩盖(23、24)后方插塞到第二插塞开口(19、20)中。利用本发明中提出的滑动轨道,钩的几何结构能得到改进,从而降低噪声排放并提高效率。(The invention relates to a damper arrangement (1) for a belt element (2) of a belt drive (3), having at least the following components: at least one sliding surface (4, 5); and a bearing seat (6); wherein the sliding surfaces (4, 5) are designed to contact the strands (10) of the belt element (2) in a shock-absorbing manner, and the bearing blocks (6) are designed to align the sliding surfaces (4, 5) in accordance with the alignment of the strands (10) to be damped, such that the sliding surfaces (4, 5) define a direction of travel (12) of the strands (10) to be damped, which direction of travel is perpendicular to the transverse direction (13), and wherein the shock absorber device (1) comprises a first track half (15) and a second track half (16), which are interlockingly connected in contact with one another in a direction transverse to the direction of travel (12). The main features of the shock absorber device (1) are: the first rail half (15) has at least one first plug opening (17, 18) with a first hook cover (21, 22); and the second rail half (16) has at least one second plug opening (19, 20) with a second hook cover (23, 24), wherein the first hook cover (21, 22) is arranged to be plugged behind the second hook cover (23, 24) into the second plug opening (19, 20) in a clamping manner. With the sliding track proposed in the present invention, the hook geometry can be improved, thereby reducing noise emissions and increasing efficiency.)

1. A damper arrangement (1) for a belt element (2) of a belt drive (3), which has at least the following components:

-at least one sliding surface (4, 5); and

-a bearing seat (6);

wherein the sliding surfaces (4, 5) are designed to contact strands (10) of a belt element (2) in a shock-absorbing manner, and the bearing seats (6) are designed to align the sliding surfaces (4, 5) according to the alignment of the strands (10) to be damped, such that the sliding surfaces (4, 5) define a direction of travel (12) of the strands (10) to be damped, which is perpendicular to a transverse direction (13), and

wherein the shock absorber device (1) comprises a first track half (15) and a second track half (16) which are interlockingly connected in contact with each other in a direction transverse to the direction of travel (12),

it is characterized in that

-the first track half (15) has at least one first plug opening (17, 18) with a first hook cover (21, 22); and

-the second track half (16) has at least one second plug opening (19, 20) with a second hook cover (23, 24),

wherein the first hook cover (21, 22) is arranged to be inserted in a clamping manner into the second plug opening (19, 20) behind the second hook cover (23, 24).

2. The shock absorber device (1) according to claim 1, wherein said first track half (15) and said second track half (16) have the same structure.

3. The shock absorber device (1) according to claim 1 or 2, wherein the shock absorber device (1) has an outer sliding surface (4) and an inner sliding surface (5) connected to each other by at least one web (8, 9), wherein

The first track half (15) has a plurality of first plug openings (17, 18) outside the outer sliding surface (4) and/or inside the inner sliding surface (5) in the transverse direction (13) relative to the strand (10) to be damped, each having a first hook cover (21, 22), and the second track half (16) has a corresponding second plug opening (19, 20), each having a second hook cover (23, 24).

4. The shock absorber device (1) according to any one of the preceding claims, wherein the first and/or second hook cover (21, 22, 23, 24) is connected to an associated track half (15; 16), which is offset in the transverse direction (13) and/or in the travel direction (12) with respect to an associated plug opening (17, 18; 19, 20), and preferably directly abuts the associated plug opening (17, 18; 19, 20).

5. A belt drive (3) for a drive train (25), having at least the following components:

-a transmission input shaft (26) having a first bevel pair (27);

-a transmission output shaft (29) having a second pair of bevel wheels (28);

-a belt element (2) by which the first pair of conical wheels (27) is torque-transmittingly connected to the second pair of conical wheels (28); and

-at least one shock absorber device (1) according to any of the preceding claims, wherein said at least one shock absorber device (1) abuts a strand (10) of the belt element (2) for damping the belt element (2) with said at least one sliding surface (4, 5).

6. A drive train (25) having a drive assembly (30, 31) with a drive shaft (32, 33), at least one consumer (35, 36) and a belt drive (3) according to claim 5, wherein the drive shaft (32, 33) for transmitting torque through the belt drive (3) is connectable with the at least one consumer (35, 36) with a variable transmission ratio.

7. A motor vehicle (34) having at least one drive wheel (35, 36) drivable by means of a drive train (25) according to claim 6.

Technical Field

The invention relates to a damper arrangement for a belt element of a belt drive, a belt drive having such a damper arrangement, a drive train having such a belt drive, and a motor vehicle having such a drive train.

Background

A belt drive for a motor vehicle, also referred to as a conical pulley belt drive or CVT (continuously variable transmission), comprises at least one first pair of conical pulleys arranged on a first shaft and a second pair of conical pulleys arranged on a second shaft, and a belt element provided for transmitting torque between the pairs of conical pulleys. The cone pulley pair comprises two cone pulleys which are oriented with respect to each other with corresponding conical surfaces and are axially movable with respect to each other.

Such a belt drive generally comprises at least a first pair of conical wheels and a second pair of conical wheels, each having a first conical wheel, also referred to as a freewheel or running wheel, which is displaceable along the shaft axis, and a second conical wheel, also referred to as a fixed wheel, which is fixed in the direction of the shaft axis, wherein, as a result of the conical surfaces running on a variable effective radius (i.e. having a variable running radius), a belt element for transmitting torque between the pair of conical wheels is provided as a result of the relative axial movement between the loosening disc and the fixed disc. Thus, different rotational speed and torque transmission ratios can be continuously adjusted from one cone pair to the other.

Such belt drives are known for a long time from DE 10017005 a1 or WO 2014/012741 a1, for example. During operation of the belt drive, the belt element is displaced in the radial direction between an inner position (small running radius) and an outer position (large running radius) by a relative axial movement of the conical pulleys, and thus on the conical pulley pair. The belt element forms two strands between two pairs of cone wheels, wherein one of the strands forms a driving strand and the other strand forms a slack strand or a loaded strand and an empty strand, depending on the configuration and the direction of rotation of the pair of cone wheels.

In such a belt drive, at least one damper device is arranged in the space between the cone pulley pair. Such a damper device may be arranged on the drive strand and/or on the slack strand of the belt element and serves to guide and thus limit the vibrations of the belt element. Such a damper device is primarily designed with respect to acoustically effective traction means guides (belt element guides). The length of the system for guiding the belt elements and the stiffness of the damper device are decisive influencing factors. For example, the damper device is designed as a sliding shoe or as a sliding guide, which has only one inner contact surface, usually spatially relevant (transverse to the belt element), i.e. arranged between two strands. Alternatively, the damper device is designed as a sliding track with contact surfaces on both sides, i.e. both on the outside (i.e. on the outside of the formed belt loop) and also on the inner contact surface for the relevant strand of the belt element.

A direction perpendicular to the (respective) strands and pointing from the inside to the outside or vice versa is referred to as transverse direction. Thus, the transverse direction of the first strand is parallel to the transverse direction of the second strand only if the running radii on the two cone-pair are the same. The direction perpendicular to the strands and pointing from one cone to the other cone of the cone pair is referred to as the axial direction. This is therefore a direction parallel to the axis of rotation of the cone pulley pair. The direction in the (ideal) plane of the (respective) strands is referred to as the direction of travel or the opposite direction of travel or the longitudinal direction. Thus, the direction of travel, the lateral direction, and the axial direction span the cartesian coordinate system along which they move (during operation). The aim is that the direction of travel forms the ideal shortest connection between adjacent running radii of two cone-pair pairs, but in dynamic operation the alignment of the respective strands may deviate temporarily or permanently from this ideal shortest connection.

The shock absorber device is mounted by means of a bearing block on a pivot arrangement having a pivot axis, which pivot arrangement enables the shock absorber device to pivot about the pivot axis. In some applications, the damper device may also be moved laterally such that the damper device follows a (steeper elliptical) curve that deviates from a circular path about the pivot axis. The pivot axis thus forms the center of a (two-dimensional) polar coordinate system, wherein the (pure) pivoting movement thus corresponds to a change in the polar angle and the lateral movement corresponds to a change in the polar radius. For the sake of clarity, such a superimposed (i.e. overlapping) translational movement on the pivotal movement is summarized in the following by the term pivotal movement. The pivot axis is oriented transverse (i.e., axially) to the direction of travel of the belt member. This ensures that when adjusting the radius of action (running radius) of the belt drive, the damper device can be guided following the resulting new (tangential) orientation of the belt elements.

In order to improve the damping effect and thus (mainly) reduce noise emissions, it has hitherto been the object to achieve the longest possible (longitudinal) extent of the sliding surface and to achieve the highest possible stiffness of the sliding surface. This is difficult if as little installation space as possible is required and at the same time the damper device needs to be adjusted. However, the latest internally discovered and more accurate simulation models surprisingly show that only the longest possible range and the largest possible stiffness of the sliding surface cannot satisfy all load events, in particular not all vibration excitations.

Disclosure of Invention

It is therefore an object of the present invention to at least partially overcome the disadvantages known from the prior art. The features according to the invention emerge from the independent claims, advantageous embodiments of which are shown in the dependent claims. The features of the claims may be combined in any technically reasonable manner and the explanations in the following description and the features in the drawings, including additional embodiments of the invention, may also be used for this purpose. The same serial numbers are respectively assigned to components having the same serial numbers, for example, one-piece components.

The invention relates to a damper arrangement for a belt element of a belt drive, having at least the following components:

-at least one sliding surface; and

-a bearing seat;

wherein the sliding surface is designed to contact the strands of the belt element in a damping manner, and the bearing blocks are designed to align the sliding surface in accordance with the alignment of the strands to be damped, such that the sliding surface defines a direction of travel of the strands to be damped, which direction of travel is perpendicular to the transverse direction, and

wherein the damper device comprises a first track half and a second track half, which are interlockingly connected in contact with each other in a direction transverse to the direction of travel.

The main features of the shock absorber device are:

the first track half has at least one first plug opening with a first hook cover; and

the second track half has at least one second plug opening with a second hook cover,

wherein the first hook cover is arranged to be inserted into the second plug opening behind the second hook cover in a clamping manner.

In the following, unless explicitly stated otherwise, where transverse and axial directions and corresponding terms are used, reference should be made to the mentioned direction of travel (also referred to as longitudinal direction), wherein the transverse and axial directions are perpendicular to the direction of travel and thus span a cartesian coordinate system. If reference is made herein to a direction of travel, an axial direction, and a lateral direction, this means both positive and negative directions in the spanned coordinate system. Furthermore, reference is made to the belt element, which in the assembled state forms a ring around the set running radius of the two bevel wheel pairs of the belt drive and, in relation to this ring, to the inner side, i.e. surrounded by the belt element in the (imaginary) plane of the ring, and to the outer side, and the corresponding terms are used. Ordinals used in the foregoing and subsequent descriptions are used for purposes of clarity of distinction only and do not indicate an order or ranking of designated parts unless explicitly stated otherwise. An ordinal number greater than one does not necessarily imply that another such element is necessarily present.

According to the prior art, a damper device is designed for damping a belt element (e.g. an endless chain or a belt) of a belt drive having two cone-wheel pairs. The belt element is designed, for example, as a traction means or as a thrust link belt (belt). This means that the damper arrangement is designed for one of the two strands of the belt element, for example in the construction as a traction drive for forming a drive strand of the load-carrying strand. Alternatively, an empty strand or two strands are each guided through such a damper device. If it comes to guiding the strands, this also means damping the strands, since the belt element accelerates the upstream pair of cones in the direction of travel of the strands, which deviates laterally outwards from the ideal tangential direction of the set running radius of the two pairs of cones. This results in shaft vibration which impairs efficiency and leads to noise emissions.

For guiding or damping, the damper device has at least one sliding surface which rests on the strand to be guided (i.e. damped) from the laterally outer side and/or on the strand to be guided from the laterally inner side. The sliding surface thus forms a contact surface which extends in the direction of travel and counteracts the transversely oriented amplitude of the axial vibrations of the strand to be damped.

The bearing blocks are arranged such that the shock absorber device can follow a (desired) direction of travel which is oriented with the two cone pulleys according to the action radius setting. The bearing block is, for example, pivotally mounted in the manner described at the beginning on an axially oriented pivot axis formed by the pivoting means. The damper device is thus designed such that the at least one sliding surface follows the respective orientation of the tangential direction, i.e. the direction of travel of the strand to be guided, and adjoins the outside or the inside of the strand in a damping manner.

The damper device is designed in a plurality of parts, preferably in two parts, wherein a first rail half and a second rail half are provided. These track halves are connected to each other, for example, by extending the track halves in the axial direction over the strands to be guided and then connecting them to each other. For this purpose, the rail halves have contact surfaces via which the rail halves are brought into contact with one another, for example axially. In order to keep the contact surfaces against each other, corresponding interlocking elements are provided which, during assembly, are moved relative to each other, for example in a bayonet-like manner in the direction of travel (or in the opposite direction of travel), and then engage axially behind each other. Furthermore, a closing element is usually provided, which fixes the two rail halves relative to one another in the direction of travel and/or in the axial direction, so that the rail halves are held in the connecting position unless the closing element is actively released from the outside. In one embodiment, the closing element and/or the interlocking element produce a snap connection such that the two track halves lock to each other with a preferably clearly audible click when they are correctly positioned relative to each other.

It has now been found that the shock absorber device not only oscillates about its extent in the direction of travel, but also bends upwards, i.e. bending vibrations are caused by a torque about the axis of the direction of travel or a lateral force in a lateral direction. For example, a torque or transverse force is induced as the natural frequency may be in the range of the natural frequency of the strand to be damped. The noise emission is due to the non-uniformity of the sliding surface over its axial extent and thus insufficient contact. However, such excitation cannot be explained by the effect of the strands being flat and uniform on the sliding surface; to date, attempts have been made to counteract the sliding surfaces with (two-piece) sliding surfaces that are supported together as firmly as possible in one piece or axially and with corresponding transverse external webs and ribs that reinforce the sliding surfaces, but with little success. Such an excitation of the wave-shaped movement perpendicular to the strands to be damped is neither known nor expected, but it has a major influence on the damping characteristics and the generation of noise emissions.

The aim is therefore to increase the stiffness of the shock absorber device against such bending vibrations, which was previously considered unnecessary.

It is noted here that the first track half has at least one first plug opening with a first hook cover; and the second track half has at least one second plug opening with a second hook cover, in the known solutions there being provided a receiving opening in one track half and a corresponding connecting hook in the other track half, wherein the mounted connecting hook projects into the receiving opening and engages behind an adjacent wall of the receiving opening.

In contrast to the hitherto known solutions, in the assembled state the first hook cover is arranged to be plugged into the second plug opening behind the second hook cover. Thus, the length of, for example, the axial alignment is shortened, for example by half in an embodiment having the same wall thickness as in the previously known embodiment. This is because the first hook cover no longer has to project completely through the corresponding (second) receiving opening, but merely plugs into it. Thus, it is no longer necessary to increase the extent of the first plug opening parallel to the axial length of the e.g. hook cap in order to create an interlocking fit between the first and second track halves.

In contrast to previously known connection hooks, the hook used here is called a (first) hook cover, since it partly covers the (first) plug opening like a cover.

The result of shortening the, for example, axial length is an increase in the stiffness of the positive connection (positive connection), since the resulting deformation of the hook cover is reduced compared to previously known connection hooks according to the above example, which are halved in length, with the same bending load over this length.

The above description of the first hook cover correspondingly applies to the second hook cover. The second hook cover is (in the assembled state) arranged such that it plugs into the first plug opening behind the first hook cover. However, this does not exclude the fact that a counterpart consisting of a previously known connecting hook and a previously known receiving opening with an abutting wall, distributed over the two rail halves, is provided as an interlocking counterpart for the connecting hook.

According to one aspect, it is less important to focus on the stiffening effect (i.e. increasing the bending stiffness) than to cause a change in the natural excitation frequency, preferably increasing the natural excitation frequency, which results in bending vibrations of the shock absorber device. Most importantly, this saves material and reduces costs.

The shock absorber device proposed herein has an increased stiffness and an increased strength in the assembled state compared to previously known solutions. In addition, the design is more compact in the axial direction and the required installation space can be reduced in the longitudinal direction. Furthermore, the design is compatible with current manufacturing processes (e.g., injection molding) of shock absorber devices. In addition, a uniform injection-molded part can be used in the main molding process, wherein only one pair, preferably always the same pair, of hook cap and plug opening has to be produced instead of the receiving opening and the corresponding connecting hook on the other half of the rail.

In one embodiment, the rigidity of the damper device can also be increased by an additional rib in the region of the installation space, which rib has to remain free before so that the connecting hook engages behind the wall on the side of the receiving opening.

In one embodiment, the damper device is designed as a sliding rail, in which at least the following components are provided:

-an outer sliding surface;

-an inner sliding surface arranged at a lateral distance from the outer sliding surface and aligned parallel in opposite directions;

-a bearing seat; and

at least one web by means of which the transverse distance between the outer sliding surface and the inner sliding surface is bridged and the outer sliding surface and the inner sliding surface are connected to each other,

wherein the sliding surface is designed to contact the strands of the belt element in a damping manner, and the bearing seat is designed to align the sliding surface in accordance with the alignment of the strands to be damped, such that the sliding surface defines a direction of travel of the strands to be damped, which direction of travel is perpendicular to the transverse direction, and

wherein the damper device comprises a first track half and a second track half, which are interlockingly connected in contact with each other in a direction transverse to the direction of travel.

The web establishes a mechanical connection between the two sliding surfaces and for this purpose in one embodiment has reinforcing elements, for example ribs. In one embodiment, the web is arranged on only one (axial) side of the strand. In order to obtain a high stiffness, webs are provided (axially) on the left and right sides of the strands, forming sliding channels around the strands to be guided. In one embodiment, the web is designed with an axial sliding surface facing the strand to be guided, so that the strand is guided axially in the sliding channel or the sliding track is taken away when the strand is moved axially due to a translational change of the belt drive. A damper device with only one sliding surface also has such a carrier means for axial travel. Alternatively, in the case of a sliding track of the sliding channel, the damper device can also be axially fixed and the strand to be guided can be axially movable relative to the at least one sliding surface.

The sliding track is also designed according to one embodiment of the shock absorber device described above. In this respect, reference is made to the above description.

According to an advantageous embodiment of the shock absorber device, the first track half and the second track half have the same structure.

In this embodiment, two identical track halves are provided, as is known in some conventional embodiments. During assembly, the rail halves can be guided axially opposite one another on the strand to be damped, or one half of the rail is already installed and the other half can be guided axially, wherein the hook cover (due to the same configuration of each rail half) is plugged into a corresponding plug opening of the other rail half. Alternatively, structurally different hook covers are provided, which have corresponding plug openings which differ from the structurally identical configuration of the components of the other or at least the rail half mentioned here. The two rail halves are preferably identical overall in construction, that is to say are identical in design, so that they can always be produced in the same production method in the case of injection molding using a single casting mold. This reduces manufacturing costs and there is no risk of confusion during assembly.

After the hook covers have been inserted into the (corresponding) insertion openings of the other track half, the track half is displaced in the travel direction (or the opposite direction) in the opposite direction, so that the at least one hook cover of the track half is clamped one after the other. Thus, an interlocking fit, preferably a press fit with an axial force component, is formed between the two track halves. The at least one sliding surface is constituted by a half-face of a track half, and in the case of a sliding track, the inner and outer sliding surfaces are each constituted by a half-face of a track half.

According to an advantageous embodiment of the shock absorber device, the shock absorber device is designed as a sliding rail and has an outer sliding surface and an inner sliding surface which are connected to one another by at least one web, and

the first track half has a plurality of first plug openings outside the outer sliding surface and/or inside the inner sliding surface in a transverse direction relative to the strands to be damped, each of which has a first hook cover, and the second track half has a corresponding second plug opening, each of which has a second hook cover.

In this embodiment of the shock absorber device as a sliding rail, a plurality of (e.g. two) plug openings each having a hook cover are arranged laterally outside the outer sliding surface, i.e. behind the outer sliding surface as seen in the lateral direction from the strand to be guided in the assembled state. In one embodiment, the shock absorber device is designed to additionally or separately have at least one, preferably a plurality of plug openings (each with a hook cover) inside the inner sliding surface. The outer sliding surface is for example provided with a connecting hook and a receiving opening, for example by means of a conventional interlocking pair. However, it has been shown that the previously described reduction of noise emissions by means of the sliding rail is particularly effective when the hook cover is used on the outside of the outer sliding surface. This increases the stiffness of the axial interlocking connection. Embodiments of sliding tracks are described above. For the same components, reference is made to the previous description.

In one embodiment, the plug opening with the hook cover is arranged symmetrically with respect to a transverse axis extending through the pivot axis. In another embodiment, when the load on the sliding surface is asymmetric about the transverse axis, for example the load at the entry of a strand to be guided is higher, the plunger opening with the hook cover is arranged asymmetrically about the transverse axis depending on the load.

According to an advantageous embodiment of the shock absorber device, the first hook cover and/or the second hook cover are connected to an associated track half, which track half deviates from the associated plug opening in the transverse direction and/or in the travel direction (or in the opposite direction).

Here, multiple embodiments or arrangements of hook covers relative to an associated plug opening (same track half) are included. The plug opening must be designed such that the corresponding hook cover of the respective other track half can be inserted into the plug opening, preferably without tilting the track halves relative to each other with respect to the direction of travel and/or the transverse direction. The hook cover must be connected as firmly as possible to the corresponding track half. For this reason, a larger connection area is advantageous.

In one embodiment, the hook cover is connected to the associated track half only in the direction of travel in front of or behind the plug opening, i.e. the first hook cover is connected to the first track half. In one embodiment, the hook cover is connected to the associated track half only in the lateral direction, inside or outside the plug opening, preferably over the entire length of the hook cover aligned along the direction of travel (or in the opposite direction). In one embodiment, the hook cover is connected to the associated track half only in the lateral direction over a portion of the length in the direction of travel (or the opposite direction) inside and outside of the plug opening. In one embodiment, the hook cover is connected to the associated track half through a plurality of connection options described in this paragraph. All these embodiments of the hook cover allow (preferably purely) axial plugging of the hook cover into the corresponding plug opening, i.e. a first hook cover (of the first rail half) into the second plug opening (of the second rail half) and at the same time a second hook cover (of the second rail half) into the first plug opening (of the first rail half). The two track halves can then be displaced relative to each other in the direction of travel (or the opposite direction) such that the corresponding hook covers engage axially one after the other. Thus, the rail halves can be connected in a bayonet-like manner in the direction of travel (or in the opposite direction). For different connection methods, for example bayonet connections with displacement in the axial direction, the hook cover is connected differently to the rail halves.

In one embodiment, the first hook cover and/or the second hook cover is connected to an associated track half, which track half is offset in a lateral direction towards or away from a respective sliding surface of an associated plunger opening.

In one embodiment, the first hook cover and/or the second hook cover is connected to the associated track half proximate the associated plunger opening.

The closely adjacent embodiment enables the hook cover to have a short, free, e.g. cantilever-like extension, thereby maximizing the rigidity of the hook cover. In order to obtain a particularly high stiffness, the hook cover is arranged offset, for example, transversely and in the direction of travel, with respect to the associated plug opening and directly adjoins the plug opening. This means that the hook cover overlaps (closes) a part of the track half, i.e. the connection area, and a part of the plug opening, i.e. the area corresponding to the hook cover of the other track half for the undercut.

In a preferred embodiment, the hook cover is formed integrally with the remaining track halves (e.g., by injection molding). In one embodiment, the rail halves have a core made of metal, such as steel or aluminum, and are overmolded with plastic or coated with plastic.

According to another aspect, a belt drive for a drive train is proposed, which has at least the following components:

-a transmission input shaft having a first bevel pair;

-a transmission output shaft having a second pair of bevel wheels;

-a belt member by which the first pair of pulleys is torque-transmittingly connected to the second pair of pulleys; and

-at least one damper device according to the above embodiment, wherein the at least one damper device abuts a strand of the belt element for damping the belt element with the at least one sliding surface.

With the belt drive proposed here, the torque can be transmitted from the drive input shaft to the drive output shaft and vice versa in a stepwise increasing or decreasing manner, wherein the drive can be continuously adjusted at least in some regions. The belt drive is, for example, a so-called CVT (continuously variable transmission) with a traction means or with a thrust chain belt. The belt member is, for example, a multi-link chain (multi-link chain). The belt elements are shifted in opposite directions on the cone pair from radially inner to radially outer and vice versa, so that an active radius with a varying running radius is established on the respective cone pair. The ratio of the effective radii results in the transmission of the torque to be transmitted. The two active radii are connected to each other by an upper strand and a lower strand, i.e. a load strand, also called a driving strand or a slack strand of the belt element, and an empty strand.

Ideally, the strands of the belt element form a tangential orientation between the two active radii. This tangential orientation is superimposed by induced wave vibrations, such as those caused by limited separation of the belt elements and premature departure of the active radius due to slip acceleration of the belt elements.

The damper device is designed such that at least one sliding surface thereof abuts a corresponding contact surface of the strand to be damped (e.g. the load strand), such that such shaft vibrations are dampened or at least damped. Furthermore, for one application, a transverse guide is provided on one or both sides of the guide surface, i.e. in a plane parallel to the formed loop of the belt element. Thus, a slide channel is formed in the slide rail having the outer slide surface and the inner slide surface. Thus, the strands are guided in a plane parallel to the sliding surface, and the running direction of the strands lies in this parallel plane. For best possible damping, the sliding surface is designed to be applied as closely as possible to the strands of the belt element. For this purpose, the sliding surface must be as hard as possible.

In order to enable the shock absorber device to follow the movements of the strands, a pivot bearing is provided on which the shock absorber device rests with its bearing seat and is thus able to perform a pivoting movement as described above.

The components of the belt drive are typically surrounded and/or supported by a drive housing. For example, the pivot bearing for the bearing block is fixed as a bearing tube on the transmission housing and/or is movably supported thereon. The input shaft and the output shaft extend from the outside into the transmission housing and are preferably supported on the transmission housing by bearings. The bevel wheel pair is accommodated by a gear housing, and the gear housing preferably forms an abutment (offset) for axially actuating the movable bevel wheel. Furthermore, the gear housing preferably forms a connection for attaching a belt drive and, for example, for supplying hydraulic fluid. For this purpose, the transmission housing has a large number of boundary conditions and must be fitted into a given installation space. This interaction results in the shape and movement of the inner wall limiting member.

The belt drive proposed here has one or two damper devices, of which at least one has a particularly low tendency to bending vibrations as described above. This is achieved by the above-mentioned plug opening and hook cover. This improves the damping effect and thus the efficiency of the belt drive and reduces noise emissions.

According to a further aspect, a drive train is proposed, having a drive assembly with a drive shaft, at least one consumer and a belt drive according to the embodiments described above, wherein the drive shaft for transmitting torque via the belt drive can be connected with the at least one consumer with a variable transmission ratio.

The drive train is designed to transmit the torque provided by the drive assembly (e.g. an internal combustion engine or/and an electric machine) and to output via its drive shaft, i.e. the combustion shaft and/or the (electric) rotor shaft, e.g. for use as required, i.e. taking into account the required speed and the required torque. One use is for example a generator for providing electrical energy. The use of the above-described belt transmission is particularly advantageous in order to transmit torque in a targeted manner and/or via manual transmissions having different transmission ratios, since a large transmission ratio range can be achieved in a small space and the drive assembly can be operated in a small optimum speed range. Conversely, the reception of inertial energy, for example introduced by the driving wheels (forming the drive assembly in the above definition), can be effected by means of a belt transmission on a generator with a correspondingly configured torque transmission line for energy recovery, i.e. the electrical storage of braking energy. Furthermore, in a preferred embodiment, a plurality of drive assemblies are provided, which can be operated in series or in parallel or can be operated decoupled from one another, and the torque of the drive assemblies can be provided as required by means of a belt drive according to the above description. One exemplary application is a hybrid drive that includes an electric machine and an internal combustion engine.

The belt drive proposed here makes it possible to use a damper arrangement which effectively utilizes the available installation space, so that very good damping properties can be achieved as a result of the increased rigidity of the connection between the two rail halves, i.e. the increased rigidity against said bending vibrations. Thus, the noise emission of such a drive train is reduced. Efficiency can also be increased due to the reduction of vibration. In addition, a reduction in wear on the belt elements can be achieved, and thus the life of the belt drive can be extended.

According to another aspect, a motor vehicle is proposed, comprising at least one drive wheel which can be driven by means of a drive train according to an embodiment as described above.

Most motor vehicles today have front wheel drive, and sometimes a drive assembly (e.g., an internal combustion engine and/or an electric machine) is arranged in front of the cab and transverse to the main direction of travel. In this arrangement, the radial installation space is particularly small, so that it is particularly advantageous to use a small belt drive. The use of a belt drive in a motor two-wheeled vehicle is similar and for this reason an ever increasing performance is required compared to previously known two-wheeled vehicles having the same installation space. This problem is exacerbated with the mixing of the drive train.

This problem is exacerbated in the case of passenger cars of the minibus class, which is classified according to europe. The assemblies used in passenger cars of the small car class are significantly reduced in size compared to passenger cars of the larger car class. However, the available installation space of a small car is much smaller.

In the motor vehicle proposed here with the above-mentioned drive train, low noise emissions are achieved, which means that less effort is required in terms of sound insulation. This means that the belt drive requires less space. Alternatively or additionally, low noise emissions and long service life may also be provided.

Passenger cars are classified into vehicle categories according to, for example, size, price, weight and performance, with this definition changing based on market demand. In the us market, vehicles in the car and mini car categories are classified according to the european union into the sub-compact car category, whereas in the uk market they correspond to the mini car and city car categories, respectively. An example of a mini-car category is Volkswagen up! Or Renault Twongo. Examples of small car classes are Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta, or Renault Clio.

Drawings

The invention as described above is explained in detail below on the basis of the related art background and with reference to the associated drawings showing preferred embodiments. The invention is in no way limited by the purely schematic drawings, it being noted that the drawings are not dimensionally accurate and are not suitable for defining proportions. In the drawings, there is shown in the drawings,

FIG. 1: showing a conventional shock absorber device having a connecting hook;

FIG. 2: showing a shock absorber device with a hook cover;

FIG. 3: showing a conventional attachment hook;

FIG. 4: showing the hook cover in a first embodiment;

FIG. 5: showing a slide rail with a hook cover in a first embodiment;

FIG. 6: showing a slide rail with a hook cover in a second embodiment;

FIG. 7: showing the hook cover in a second embodiment;

FIG. 8: showing a belt drive with strands guided by sliding tracks; and

FIG. 9: a drive train in a motor vehicle with a belt drive is shown.

Detailed Description

Fig. 1 shows a cross section of a conventional damper device 43 in a sectional plan view, wherein a first rail half 15 is connected to a second rail half 16 in a bayonet-type manner. For this purpose, the first rail half 15 and the second rail half 16 are offset from one another in the direction of travel 12, wherein their first contact surface 50 and second contact surface 51 bear against one another in the axial direction 14, wherein the first conventional connection hook 44 is guided through the second conventional receiving opening 47 and the second conventional connection hook 46 is inserted through the first conventional receiving opening 45. Therefore, the connection hooks 44 and 46 are inserted into the corresponding receiving openings 47 and 45, respectively, in the axial direction 14. The rail halves 15 and 16 are then displaced relative to one another in the direction of travel 12 into the position shown, so that the conventional connecting hooks 44 and 46 grip behind the wall of the other rail half 16 and 15, respectively. A first closing element 48 and a second closing element 49 are additionally (optionally) provided, which lock each other when the two rail halves 15 and 16 are moved relative to each other in the direction of travel 12 and thus hold the two rail halves 15 and 16 in the position shown.

In the above and below illustration of the dashed lines, i.e. optionally, a first web 8 and a second web 9 are shown, which in one embodiment of a conventional shock absorber device 43 as a sliding rail mechanically connect the outer sliding surface 4 and the inner sliding surface 5 at a transverse distance 7 in the transverse direction 13 (see fig. 8).

In fig. 2, the shock absorber device 1 is shown in the same way as in fig. 1, wherein for the sake of clarity most parts are represented in the same way as in fig. 1. In this respect, reference is made to the description therein.

Here, in fig. 2, instead of the conventional connecting hooks 44, 46 and receiving openings 45, 47, front plug openings 17 and 19, and rear plug openings 18 and 20 are provided, respectively. Each plug opening 17 to 20 is assigned an associated hook cover 21 to 24, wherein the hook covers 21 to 24 now form the undercuts required for the (in the axial direction 14) interlocking fit of the corresponding hook cover 21 to 24 of the respective other rail half 15 or 16.

In this embodiment, the axial thickness of the hook covers 21 to 24 corresponds to the axial depth of the plug openings 17 to 20. The axial thickness of the hook covers 21 to 24 can be made thinner or thicker. Depending on the axial thickness of the hook covers 21 to 24, the reinforcing elements of the rail halves 15 and 16 can be moved further axially to the respective contact surface 50 or 51, as can be clearly seen in comparison with the embodiment in fig. 1, in which axially extending reinforcing ribs are shown in the region of the conventional connecting hooks 44 and 46.

As shown in fig. 1, the two rail halves 15 and 16 in fig. 2 are of identical design, so that they can be produced, for example, by means of the same injection molding. Here (as shown in the second rail half 16), the (second) front plug opening 19 and the (second) rear plug opening 20 and the associated hook covers 23 and 24 are not assigned in that order in the direction of travel 12, and vice versa.

In fig. 3, a detail of the first track half 15 of the conventional shock absorber device 43 as shown in fig. 1 is shown in cross-section. Here, a conventional first connecting hook 44 can be seen, which is connected to the remaining track half 15 via a (single) connecting point 53. In addition, the conventional first connection hook 44 has a conventional axial length 52 so as to project into the corresponding receiving opening 47 (see fig. 1) of the other (second) track half 16 and to approach an adjacent wall of the corresponding receiving opening 47. Thus, the conventional coupling hooks 44 are soft and the corresponding receiving openings 47 are considerably harder. It should be noted here that the opening shown in the contact surface 50 (in the travel direction 12 overlapping the connecting hook 44) is completely optional and does not have a function for connecting the other (second) track half 16 (see fig. 1). In the case of the same embodiment of the two track halves 15 and 16, as shown in fig. 1, the description in this paragraph applies correspondingly to the second track half.

In fig. 4, a detail of the first track half 15 of the shock absorber device 1 as shown in fig. 2 is shown in cross-section. Here, a first front hook cover 21 can be seen, which begins with little or no axial distance from the first contact surface 50 in its extension in the direction of travel 12 (the coordinate system shown in fig. 3 applies here). The first hook cover 21 is arranged directly adjacent to the associated first front side plug opening 17 in the direction of travel 12. The connection point 53 corresponds substantially to the embodiment in fig. 3. However, since the conventional axial length 52 is short and almost negligible or (preferably) omitted, the rigidity of the first front hook cover 21 is significantly increased as compared with the conventional coupling hook 44, as shown in fig. 3. The cut made by the hook cover 21 is somewhat softer than the adjoining wall of the conventional receiving opening 47 or 45, which forms an undercut, but now the rigidity of the two rail halves 15 and 16 can be achieved identically. Thus, for example, a uniform load behavior is achieved by the same embodiment of the two rail halves 15 and 16 (see fig. 2), wherein the load behavior is symmetrical with respect to the contact surfaces 50 and 51. The plug opening 17 is designed for plugging a second rear hook cover 24 of the other rail half 16 (see fig. 2). The hook cap 21 (and the other hook caps 22 to 24) do not necessarily have to project in the axial direction 14 through the corresponding plug opening 17 (or 18 to 20), but rather overlap completely (as shown in fig. 2) or project only. Depending on the axial thickness of the respective hook cap 21 to 24 and the axial depth of the corresponding plug opening 17 to 20 or the axial position of the formed undercut surface. The description of the first front hook cover 21 and the associated first front plug opening 17 preferably applies in the same way, for example in the embodiment according to fig. 2, to the first rear hook cover 22 and the associated first rear plug opening 18. In the case of the same embodiment of the two track halves 15 and 16, as shown in fig. 2, the description in this paragraph applies correspondingly to the second track half.

Fig. 5 shows a three-dimensional view of a cross section of the first track half 15 or the second track half 16 of the shock absorber device 1, as shown for example in fig. 2 and 4. The rail half 15 or 16 has a first web 8 or a second web 9 extending in the transverse direction 13. The inner slide surface 5 abuts the web 8 or 9 in the transverse direction 13 by a transverse distance 7 (see fig. 8). Here, only the part of the rail half 15 or 16 forming the outer sliding surface 4 is shown, wherein only a partial surface of the respective rail half 15 or 16 is shown here.

In the illustration according to fig. 5, the first contact surface 50 or the second contact surface 51 can be seen and shows the first front hook cover 21 and the second front hook cover 23 with the associated first front plug opening 17 or the associated second front plug opening 19 and the first rear hook cover 22 or the second rear hook cover 24 with the associated first rear plug opening 18 or the associated second rear plug opening 20. The hook covers 21, 23 and 22, 24 are (optionally) arranged for absorbing forces symmetrically with respect to the transversal axis 60. (the transverse axis 60 extends parallel to the transverse direction 13 and here in the plane of the contact surfaces 50, 51 in the illustration). Independently of this, as described with reference to fig. 1, a first closing element 48 or a second closing element 49 is optionally (here approximately centrally) arranged between the hook covers 21, 23 and 22, 24.

In fig. 6, a variant of the first rail half 15 or the second rail half 16 of the damper device 1 is shown in detail in a three-dimensional view, wherein the rail halves 15, 16 shown are almost identical to the embodiment according to fig. 5 for the sake of clarity. Here, however, in addition to the offset in the direction of travel 12 (see fig. 4) relative to an associated plug opening 17, 19 or 18, 20, the hook covers 21, 23 and 22, 24 are offset in the transverse direction 13 relative to an associated plug opening 17, 19 or 18, 20. This forms an additional reinforcement of the hook covers 21, 23 and 22, 24.

Fig. 7 shows a cross section of the first track half 15 of the shock absorber device 1 as shown in fig. 6. It can be seen here how the first front hook cover 21 is provided with a plurality of connection points 53 due to the additional offset in the transverse direction 13 provided with respect to the offset of the associated first front plug opening 17 in the direction of travel 12. For the description of the other components, reference is made to the description of fig. 4. The description of the first front hook cover 21 and the associated first front plug opening 17 preferably applies in the same way, for example in the embodiment according to fig. 2, to the first rear hook cover 22 and the associated first rear plug opening 18. In the case of the same embodiment of the two track halves 15 and 16, as shown in fig. 2, the description in this paragraph applies correspondingly to the second track half.

Fig. 8 schematically shows a damper arrangement 1 in a belt drive 3, wherein a first strand 10 of a belt element 2 is guided through the damper arrangement 1 and is therefore damped. The belt element 2 connects the first pair of conical wheels 27 to the second pair of conical wheels 28 in a torque-transmitting manner. The first effective radius 57 on which the belt element 2 runs is in contact, via corresponding spacings in the axial direction 14 (corresponding to the orientation of the axes of rotation 40 and 41), with an input-side bevel pair 27, which is in this case connected rotatably, for example in a torque-transmitting manner, about the input-side axis of rotation 40 with the transmission input shaft 26. The second contact radius 58, on which the belt element 2 runs, is in contact with a corresponding spacing in the axial direction 14 with an output-side bevel gear pair 28, which is in this case connected rotatably, for example in a torque-transmitting manner, about an output-side rotational axis 41 to the transmission output shaft 29. The (variable) ratio of the two application radii 57 and 58 results in a transmission ratio between the transmission input shaft 26 and the transmission output shaft 29.

Between the two cone-wheel pairs 27 and 28, the first strand 10 (shown here) and the second strand 11 are shown in a desired tangential orientation such that a parallel direction of the direction of travel 12 is established. The transverse direction 13 shown here is defined as a third spatial axis perpendicular to the direction of travel 12 and perpendicular to the axial direction 14, wherein this is understood as a joint movement of the coordinate system (depending on the radius of action). Thus, both the shown travel direction 12 and the transverse direction 13 apply only to the shown shock absorber device 1 (here designed as a sliding rail) and the first strand 10, and only in the case of the shown arrangement of an input-side acting radius 57 and a corresponding output-side acting radius 58. The damper device 1 designed as a sliding rail rests with its outer sliding surface 4 and inner sliding surface 5 connected thereto by a web 8 on a first strand 10 of the belt element 2. In order that the sliding surfaces 4 and 5 may follow a variable tangential orientation (i.e. the direction of travel 12), the bearing block 6 is mounted on a pivoting device 42 (e.g. a conventional holding tube) having a pivot axis 59 as the acting radii 57 and 58 change. Thus, the shock absorber device 1 is pivotably mounted about a pivot axis 59. In the exemplary embodiment shown, the pivoting movement consists of a superposition of a pure angular movement and a transverse movement, so that a movement along an elliptical (steeper) curved path occurs when deviating from a movement along a circular path.

In the direction of rotation 56 shown by way of example, and upon input of torque via the transmission input shaft 26, the damper device 1 in the illustration forms a left-hand inlet side 54 and a right-hand outlet side 55. When operating as a traction drive, the first strand 10 then forms a load strand as a drive strand and the second strand 11 forms an empty strand. If the belt 2 is designed as a thrust chain belt, the first strand 10 is guided by the damper device 1 as an empty strand, or the first strand 10 is designed as a loaded strand and a loose strand, under otherwise identical conditions, and:

when torque is input via the first pair of cone pulleys 27, the direction of rotation 56 and the direction of travel 12 are reversed; or

The transmission output shaft 29 and the transmission input shaft 26 are interchanged, so that the second pair of conical pulleys 28 forms a torque input. In this embodiment, the damper device is (optionally) designed symmetrically with respect to a transverse axis 60 passing through the pivot axis 59 and/or symmetrically with respect to a central plane spanned by the travel direction 12 and the transverse direction 13 between the two track halves 15 and 16 (see, for example, fig. 2).

Fig. 9 shows a drive train 25 arranged in a motor vehicle 34, the motor axis 39 of which is (optionally) transverse to the longitudinal axis 38 (optionally) in front of the cab 37. In this case, the belt drive 3 is connected on the input side to the drive shaft of a drive unit, here an internal combustion engine 30 with a combustion shaft 32 and an electric machine 31 with a rotor shaft 33. Torque for the drive train 25 is transmitted simultaneously or at different times from these drive units 30, 31 or via their drive shafts 32, 33. However, it is also possible to absorb the torque, for example, by means of the internal combustion engine 30 for engine braking and by means of the electric machine 31 for recovering the braking energy. On the output side, the belt drive 3 is connected to the output, which is shown purely schematically, so that here the left and right drive wheels 35 and 36 can be supplied with torque via the drive assemblies 30 and 31 with variable transmission ratios.

With the sliding track proposed in the present invention, the hook geometry can be improved, thereby reducing noise emissions and increasing efficiency.

Description of the reference numerals

1 damper apparatus 2 belt element 3 belt drive 4 outer sliding surface 5 inner sliding surface 6 bearing seat 7 transverse distance 8 first web 9 second web 10 first strand 11 second strand 12 direction of travel 13 transverse direction 14 axial direction 15 first track half 16 second track half 17 first front plug opening 18 first rear plug opening 19 second front plug opening 20 second rear plug opening 21 first front hook cover 22 first rear hook cover 23 second front hook cover 24 second rear hook cover 25 drive train 26 drive train input shaft 27 first cone pair 28 second cone pair 29 drive train output shaft 30 electric motor 32 combustion shaft 33 rotor shaft 34 motor vehicle 35 left drive wheel 36 right drive wheel 37 cab 38 longitudinal axis 39 motor axis 40 input side axis of rotation 41 output side axis of rotation 42 pivot 43 conventional damping The shock absorber device 44 conventional first coupling hook 45 conventional first receiving opening 46 conventional second receiving opening 47 conventional second receiving opening 48 first closing element 49 second closing element 50 first contact surface 51 second contact surface 52 conventional axial length 53 coupling point 54 exit side 55 rotational direction 57 input side action radius 58 output side action radius 59 pivot axis 60 transverse axis line 60