RU2780893C2 - Gear wheel, in particular intermediate gear wheel, for gear transmission - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: gear transmission (10) for a vehicle includes intermediate gear wheel (14) for reduction and/or compensation of a side gap of gear transmission (10). Gear wheel (14) contains first part (26) of the wheel with a certain number of gears (36) distributed along the circumference of first part (26), while first part (26) of the wheel is made with the possibility of rotation around the first axis (A), and second part (28) of the wheel with a certain number of gears (42) distributed along the circumference of second part (28), while second part (28) of the wheel is made with the possibility of rotation around the second axis (B) located in parallel to and with a shift relatively to the first axis (A). The transmission also contains drive wheel (12) engaging with first part (26) of intermediate gear wheel (14) and second part (28) of intermediate gear wheel (14), and driven wheel (16) engaging with first part (26) of intermediate gear wheel (14) and second part (28) of intermediate gear wheel (14). A vehicle including this transmission is also claimed.

EFFECT: reduction or compensation of a side gap on drive and driven gear wheels is provided.

15 cl, 6 dwg

Description

The invention relates to a gear wheel, in particular, to an intermediate gear wheel for reducing gear side clearance.

Gears highly subject to varying torques tend to crackle at low engine speeds and whistle at high engine speeds. This phenomenon is especially pronounced in the drive mechanism of air compressors on the engines of commercial vehicles. Reciprocating air compressors have the peculiarity that after the piston has passed top dead center, the sign of the torque momentarily inverts as a result of the reverse expansion. Because of this, there is a collision of the side surfaces of the teeth, which leads to the occurrence of acoustic crackling.

For this reason, DE 100 58 482 A1 proposes a gear wheel for damping the rotational impulse. Unwanted noise is prevented by creating a gear wheel in two parts, interconnected by an elastomer with the ability to transmit torque. In the state before installation, the teeth of these parts are rotated relative to each other. After installing the gear wheel, the parts of the wheel are rotated relative to each other so that the teeth are practically aligned. This is achieved by the fact that the teeth of another gear meshing with this gear hold the teeth of the parts of the wheel in this position. Under the influence of the counteracting moment resulting from the rotation, the elastomer creates a constant prestress, due to which the tooth profiles of the parts of the wheel and the gear engaged with it are constantly in kinematically closed contact. In gears where two gears are meshed, when using this technology on the drive or driven wheels, the functionality is fully preserved. In gears where three gears are engaged and in which a compound gear is used as an intermediate gear, the functionality is not fully preserved. According to the concept, the disadvantage of the composite gear in this case may be that it only dampens the resulting effects.

The present invention is based on the problem of providing an alternative or improved gear for gearing, which allows, in particular, when used as an intermediate gear, to effectively reduce or compensate for backlash. In particular, when used as an intermediate gear, it should be possible to reduce or compensate for the side clearance on the driving and driven gears with it.

The problem is solved by creating a gear wheel and a gear train according to the independent claims. Preferred additional embodiments of the invention are listed in the dependent claims and in the description.

The gear may in particular be an intermediate gear. This gear is designed to reduce and/or compensate for backlash in a gear train. The gear wheel includes the first part of the wheel with a certain number of teeth distributed around the circumference of the first part. The first part of the wheel is rotatable about the first axis. The toothed wheel includes a second part of the wheel with a certain number of teeth distributed around the circumference of the second part. The second part of the wheel is made with the possibility of rotation around the second axis, located in parallel and offset relative to the first axis.

The parallel arrangement of the first and second axes results in the second part of the wheel being mounted eccentrically with respect to the first part of the gear wheel. In the installed state, the center of rotation of the first part of the wheel and the center of rotation of the second part of the wheel are displaced in the radial direction by a distance corresponding to the distance from the first axle to the second axle. Thanks to this, it is possible to create a circumferential offset between several teeth of the first part of the wheel and several teeth of the second part of the wheel (the teeth are not located in a straight line relative to each other). As a result, a gear wheel acting as an intermediate gear in a gear train can be used to reduce or compensate for backlash, while taking into account the change in working profiles of the teeth from the driving wheel to the intermediate gear and from the intermediate gear to the driven gear. This ensures the contact of the tooth profiles of the first part of the wheel with the working profiles of the teeth of the driving gear and the driven gear of the gear for transmitting torque from the drive wheel to the driven wheel through the intermediate wheel. The eccentricity of the position of the second part of the wheel provides such a mutual displacement of the teeth of the second and first parts of the gear wheel that the tooth profiles of the second part of the wheel engage with the non-working tooth profiles of the driving and driven wheels.

In particular, the teeth of the first wheel part may be uniformly distributed around the outer circumference of the first wheel part. Alternatively or additionally, the teeth of the second wheel part may be uniformly distributed around the outer circumference of the second wheel part.

Preferably, the number of several teeth of the first part of the wheel could correspond to the number of several teeth of the second part of the wheel.

Preferably, some of the teeth of the first part of the wheel and some of the teeth of the second part of the wheel could have a similar design.

In the most preferred embodiment of the invention, some sections of the second part of the wheel are made with the possibility of elastic deformation in the radial direction relative to the second axis. For example, some sections of the second part of the wheel may be made of elastic material, include an elastic element and/or an elastic structure. The elasticity of the second part of the wheel in combination with the eccentric position of the center of rotation of the second part of the wheel ensures its clamping between the idle profiles of the teeth of the driving wheel, the idle profiles of the teeth of the driven wheel and the bearing of the second part of the wheel. Additionally, the second part of the wheel can be subjected to elastic deformation to adapt to the position of the non-working profiles of the teeth of the driving and driven wheels, due to manufacturing tolerances. In particular, the second part of the wheel should not be subjected to elastic deformation when the sign of the drive moment or the moment of the driven shaft changes. The aim is to prevent tearing of the working profiles of the teeth. The goal is achieved by compensating with the pre-clamping force from the eccentric position of the center of rotation of the second part of the wheel and its elasticity of the negative share of the torque, as a result of which at this moment there is no elastic deformation of the second part of the wheel or, accordingly, separation of the working profiles of the teeth. However, the elasticity of the second part of the wheel has a positive effect on adaptation to manufacturing tolerances and on the backlash that occurs in practice. Alternatively, this could be achieved by threading the first and second bearing bolts.

In one exemplary embodiment of the invention, the second part of the wheel is rotatable relative to the first part of the wheel. In particular, the first part of the wheel may be solid.

In a preferred embodiment of the invention, the second part of the wheel includes at least one toothed plate. At least one toothed plate is made with the possibility of elastic deformation in the radial direction relative to the second axis. The use of toothed plates whose material thickness is, for example, approximately 1 mm, makes it possible to integrate elasticity into the structure of the toothed plates, for example, by providing elongated holes in the plates.

In a further embodiment of the invention, there is a certain number of toothed plates located next to each other and/or forming a stack of toothed plates.

Preferably, the toothed plates can be aligned with each other along the same line in the axial direction.

In another embodiment of the invention, the second part of the wheel and/or at least one toothed plate is made of spring steel. Thus, due to the presence of appropriate structures in some areas, elasticity can be ensured.

In one of the embodiments of the invention, at least one toothed plate includes at least one elongated hole, preferably a certain number of elongated holes, to provide elasticity to the second part of the wheel. At least one elongated hole extends circumferentially around the second axis, in particular in the form of a ring and/or a spiral.

In another embodiment of the invention, the gear wheel includes a first wheel bolt around which the first part of the wheel can rotate. Alternatively or additionally, the gear wheel includes a second wheel bolt around which the second wheel part can rotate. Preferably, the first and second wheel bolts can be fastened next to each other eccentrically with respect to each other, in particular by means of a press fit.

In a further embodiment of the invention, the gear wheel includes a first bearing bush located between the first wheel bolt and the first wheel portion. Alternatively or additionally, the gear wheel includes a second bearing bush located between the second wheel bolt and the second wheel part.

For lubrication of the bearing shells, in particular a central lubrication channel can be provided in the first and/or second bolt. Preferably, from the lubrication channel, the first radial channel may extend to the first bearing shell and/or the second radial channel may extend to the second bearing shell to supply a lubricating medium. For example, the lubricating medium may be supplied to the lubrication channel through channels in the crankcase of an internal combustion engine. For example, the first radial passage and/or the second radial passage may be provided in the first wheel bolt between the first wheel bolt and the second wheel bolt, or in the second wheel bolt.

It is also possible for the gear wheel to include at least one additional gear part, which in each case can be made in accordance with the second part of the intermediate gear. Due to this, if there are several driven wheels, each such driven wheel can be provided with its own "second" part of the wheel.

The invention also relates to a gear train for a vehicle. The gear train includes an intermediate gear, which is a gear as described herein. The gear train includes one drive wheel engaged with the first part of the intermediate gear and the second part of the intermediate gear. The gear train includes one driven wheel engaged with the first part of the intermediate gear and the second part of the intermediate gear. The gear train may have the advantages described here for the gear.

In a preferred embodiment of the invention, the second part of the idler gear is, in particular, resiliently clamped by the drive wheel, in particular by the non-working tooth profiles of the drive wheel and the driven wheel, in particular by the non-working tooth profiles of the driven wheel in the direction towards the second axle.

In a further preferred embodiment of the invention, the driving tooth profiles and the driven wheel tooth profiles engage the first wheel portion. Alternatively or additionally, the non-working tooth profiles of the drive wheel and the non-working tooth profiles of the driven wheel are engaged with the second part of the wheel.

In a further embodiment of the invention, the second axis is offset from the first axis in the direction of the bisector of the angle formed by the axis of rotation of the driving wheel, the first axis and the axis of rotation of the driven wheel. This offset arrangement makes it possible to ensure that the tooth profiles of the second part of the wheel are in contact with the non-working tooth profiles of both the driving and driven gears.

In one of the embodiments of the invention, several teeth of the first part of the wheel are in contact with the working profiles of the teeth of the driving gear and the working profiles of the teeth of the driven gear. Alternatively or additionally, a plurality of teeth of the second wheel portion are in contact with non-working tooth profiles of the driving gear and non-working tooth profiles of the driven gear.

In particular, the working and non-working profiles of the teeth of the drive gear can be opposed. Likewise, the working and non-working tooth profiles of the driven gear can be opposed.

In a further embodiment of the invention, due to the clamping of the second part, which occurs in particular due to the offset arrangement between the first part and the second part and the elasticity of the second part of the wheel, there is a resistance to the separation of several teeth of the first part of the wheel from the working profiles of the teeth of the drive wheel and from working profiles of the teeth of the driven wheel when the sign of the drive torque and/or output torque changes and/or when torsional vibrations occur.

In one of the embodiments of the invention, there are several driven wheels that engage with the intermediate gear. For each driven wheel, an additional intermediate gear part is provided, which in each case is made in accordance with the second intermediate gear part.

The invention also relates to a vehicle, in particular to a commercial vehicle (for example, a truck or a bus). The vehicle includes the gear train described here. Optionally, the vehicle includes an air compressor driven by such a gear train.

Also, a gear wheel as described herein and/or a gear train as described herein can be used in any other machine.

In particular, it is also possible for the gear wheel as described here and/or the gear train as described here to be used in other drive units where a torque reversal occurs.

Additionally, a gear as described herein and/or a gear train as described herein can also be used to reduce and/or prevent torsional transmission of the crankshaft of an internal combustion engine.

The preferred embodiments and features of the invention described above can be combined with each other in any combination. Other details and advantages of this invention are described below with reference to the accompanying drawings. They show:

Fig. 1 Schematic exploded view of the gear train;

Fig. 2 Front view of a schematic model of a gear train;

Fig. 3 Additional front view of a schematic model of a gear train in an unmounted state;

Fig. 4 Front view of an intermediate gear according to one embodiment of the invention;

Fig. 5 Section of the idler gear along line A-A in FIG. four; and

Fig. 6 Exploded view of an idler gear according to an embodiment of the invention.

The embodiments of the invention depicted in the figures coincide at least partially, so that similar or identical parts are designated by the same reference numbers and, as explanations, reference is made to the description of other embodiments or, accordingly, to other figures in order to avoid repetition.

In FIG. 1-3 are schematic representations of the gear train 10 in various views as described herein to explain the operation of the gear train 10.

With reference to FIG. 1 and 2 below is a description of one example of the design of gear train 10.

The gear train 10 includes a drive wheel 12, an intermediate gear 14 and a driven wheel 16. The drive wheel 12 engages with an idle gear 14 which in turn engages with a driven wheel 16. It is also possible to engage with the intermediate gear wheel 14 included several driven wheels 16.

The driving wheel 12, the intermediate wheel 14 and the driven wheel 16 rotate on the respective mounting bolts. Gear bolts 12, 14 and 16 are attached, for example, with screws 34 (see Fig. 2) to the crankcase of the internal combustion engine.

The drive wheel 12 is mounted on the mounting bolt 18 (see Fig. 2) with the possibility of rotation. The drive wheel 12 may be driven, for example, by the crankshaft 20 (shown schematically in FIG. 2) of the internal combustion engine of the vehicle. The vehicle may be, for example, a commercial vehicle, in particular a bus or a truck. It is also possible for the drive wheel 12 to be driven in a different manner.

The driven wheel 16 is mounted on the mounting bolt 22 (see Fig. 2) with the possibility of rotation. The driven wheel 16 may be designed, for example, to drive an auxiliary unit 24 (shown schematically in Fig. 2). In particular, the auxiliary unit 24, due to its principle of operation and/or its configuration, tends to rotate unevenly and torsionally in the form of a torque reversal.

The accessory 24 may be, for example, an oil pump, a hydraulic pump, or an air compressor. Typically, for example, an air compressor (also referred to as an air blower) of a utility vehicle has an uneven output shaft moment with a sign reversal due to its design. The air compressor can operate, for example, on the principle of a plunger compressor. Air is drawn in through the air compressor inlet valve, compressed in the compressor cylinder by its piston, and pushed out through the compressor outlet valve. Due to design features, part of the compressed air remains in the cylinder after being pushed out. This remaining compressed air expands after the piston has passed top dead center and returns energy through the air compressor drive kinematics.

Other rotational irregularities and torsional vibrations in the gear train 10 occur, for example, due to the torque variation unevenness of the crankshaft 20 of the internal combustion engine. Simply put, due to the combination of the force of the gas in the cylinder and the inertial force of the kinematics, the torque varies unevenly in the range of the crankshaft angle of 720°. These individual changes in multi-cylinder engines add up to a total change with minimum and maximum values. The characteristic of this change in torque depends, for example, on the number of cylinders, the maximum pressure of the cycle and the characteristics of the combustion.

If measures are not taken to reduce or compensate for the lateral clearance in the gear train, then due to a change in the sign of the moments of the drive and the driven shaft, the working profiles of the teeth of the gear wheels of the gear train may break off within the value of the lateral clearance. As a result of the subsequent collision of the tooth profiles, parasitic noises and increased wear occur.

The invention disclosed here compensates or reduces at least the side clearance between the driving wheel 12 and the intermediate wheel 14, and between the intermediate wheel 14 and the driven wheel 16, so that increased wear and stray noise is prevented or at least reduced.

To do this, the intermediate gear wheel 14 includes a first part 26 and a second part 28.

The first part 26 of the wheel is mounted for rotation about the first axis A (see Fig. 2). The second part 28 of the wheel is mounted for rotation around the second axis B (see Fig. 2), located in parallel and offset relative to the first axis A.

On the example of Fig. 2 shows that the second axis B of the second wheel part 28 is positioned radially with respect to the first axis A of the first wheel part 26 with respect to the first axis A. In particular, the second wheel part 28 is offset along arrow C. The arrow C extends along the bisector of the angle . The bisector divides the angle formed by the rotational axis of the driving wheel 12, the first axis A and the rotational axis of the driven wheel 16. The bisector extends through the first axis A. As detailed below, the second wheel part 28 is positioned offset from the first wheel part 26 such that the tooth profiles the second part 28 of the wheel is in contact with the non-working profiles of the teeth of the driving wheel 12 and the driven wheel 16. from the first axle A to the second axle B. As a result, a circumferential offset is created between the few teeth 36 of the first wheel part 26 and the few teeth 42 of the second wheel part 28.

In FIG. 2 shows that the first wheel part 26 is rotatably mounted, in particular around the first fastening bolt 30 of the intermediate gear 14. The first fastening bolt 30 includes a first axle A, which is a central axle. In this case, the position of the first axle A and thus the first wheel part 26 depends on the working pitch circles between the driving wheel 12, the intermediate wheel 14 and the driven wheel 16 according to the classical calculation of the teeth. second bolt 32 fastening. The second fastening bolt 32 includes a second axis B, which is the central axis. The first part 26 of the wheel is rotatable relative to the second part 28 of the wheel.

The first bolt 30 and the second bolt 32 can be attached to each other by means of the screws 34. A press fit between the wheel bolts 30, 32 is also possible, for example. The screws 34 can fasten the screws 18, 22, 30 and 32, for example, to the crankcase of an internal combustion engine.

Along its outer circumference, the first part 26 of the wheel includes a certain number of teeth 36 evenly distributed along this outer circumference. These teeth 36 engage with the teeth 38 of the driving wheel 12 and with the teeth 40 of the driven wheel 16. In normal operation, the driving wheel 12 rotates, for example, counterclockwise in the direction D (see Fig. 2 and 3). The drive wheel 12 drives the intermediate wheel 14. The intermediate gear wheel 14 rotates clockwise. In this case, the working profiles 38A of the teeth 38 of the drive wheel 12 engage with the first working profiles 36A of the teeth 36 of the first part 26 of the intermediate wheel 14. The intermediate wheel 14, in turn, drives the driven wheel 16. The driven wheel 16 rotates counterclockwise. In this case, the second working profiles 36B of the teeth, opposing the first working profiles 36A of the teeth, of the first part 26 of the intermediate wheel 14 engage with the working profiles 40A of the teeth of the driven wheel 16. Due to the features of the installation and to ensure the free rotation of the gears 12, 14 between non-working profiles 38B of the teeth of the drive wheel 12 opposing the tooth profiles 38A and the second tooth profiles 36B of the first part 26 of the idler wheel 14 have side play. In the same way, due to the installation features and to ensure the free rotation of the gears 14, 16, there is a side clearance between the non-working profiles 40B of the teeth of the driven wheel 16, opposing the working profiles 40A of the teeth, and the first working profiles 36A of the teeth of the first part 26 of the intermediate wheel 14. This side clearance can be compensated or at least significantly reduced by the second part 28 of the intermediate wheel 14.

On its outer circumference, the second part 28 of the wheel includes a certain number of teeth 42, evenly distributed along this outer circumference. The second part 28 of the wheel is clamped between the drive wheel 12, the driven wheel 16 and the second mounting bolt 32 so that the first profiles 42A of the teeth 42 of the second part 28 of the intermediate wheel 14 engage with the non-working profiles 38B of the teeth 38 of the drive wheel 12. Additionally, the second profiles 42B of the teeth 42 of the second part 28 of the intermediate wheel 14 engages with non-working profiles 40B of the teeth 40 of the driven wheel 16.

The second wheel part 28 includes a resilient section 44. The resilient section 44 can be formed, for example, by elongated holes extending, for example, in a spiral shape around the second axis B. The second wheel part 28 can be made, for example, from spring steel. Due to the presence of the elastic section 44, the second part 28 of the wheel is made with the possibility of elastic deformation in the radial direction towards the second axis B.

As described in detail above, the center of rotation of the second part 28 of the wheel is eccentric relative to the center of rotation of the first part 26 of the wheel. Additionally, some areas of the second part 28 of the wheel may, for example, be subjected to elastic deformation. Due to the eccentric position and elasticity of the second part 28 of the wheel, the pre-clamping force between the second part 28 of the wheel, on the one hand, and the driving 12 and driven 16 wheels, on the other hand, prevents the separation of the working profiles of the teeth 12, 14 and 16. Due to this unwanted noise and increased wear of the tooth profiles are eliminated. In other words, by means of the eccentrically offset second wheel portion 28, the intermediate wheel 14 can compensate for side clearance effects on the driving wheel 12 and the driven wheel 16 when appropriately designed. The pre-clamping force is provided by the elasticity of the second part 28 of the wheel and the eccentric displacement of the center of rotation of the second part 28 of the wheel relative to the first part 26 of the wheel and is necessary to prevent separation of the working profiles of the teeth. The amount of preload of the second part 28 of the wheel can be implemented and adjusted due to the eccentricity and/or elasticity of the second part 28 of the wheel. The determination of these parameters is carried out depending on the size of the side clearances between the wheels 12, 14 and 16 included in the engagement, as well as on the negative shares of the transmitted torque.

It should be noted that the eccentricity of the center of rotation of the second part 28 of the wheel relative to the center of rotation of the first part 26 of the wheel (i.e., the axis A and B are parallel offset from each other) is necessary in order for the profiles 42A of the teeth of the second part 28 of the wheel to fit against non-working profiles 38B of the teeth of the driving wheel 12 and at the same time the profiles 42B of the teeth of the second part 28 of the wheel were adjacent to the non-working profiles 40B of the teeth of the driven wheel 16. It would be impossible to implement this function using the second part of the wheel located concentrically with respect to the first part of the wheel. In the case of clamping in the form of a rotation around the circumference of the second part of the wheel, mounted concentrically with respect to the first part of the wheel, only one of the tooth profiles of the second part of the wheel would be adjacent to the non-working tooth profile of the driving wheel (or driven wheel). The other tooth profile of the second part of the wheel, on the contrary, would be adjacent to the working tooth profile of the driven wheel (or drive wheel) due to the change in tooth profiles.

Below, in the example of Fig. 4-6, one embodiment of the intermediate wheel 14 is described based on the model of the gear train 10 as described in the example of FIG. 1–3.

The intermediate wheel 14 includes a first wheel part 26 and a second wheel part 28. The first part 26 of the wheel is rotatably mounted on the first fastening bolt 30 by means of the first bearing shell 46 . The second part 28 of the wheel is rotatably mounted on the second fastening bolt 32 by means of the second bearing shell 48 . The first wheel part 26 and the second wheel part 28 are rotatable relative to each other. The offset of the teeth 36 of the first wheel part 26 and the teeth 42 of the second wheel part 28, as well as the eccentric location of the center of rotation of the second wheel part 28 relative to the center of rotation of the first wheel part 26, is hardly visible in typical applications, as in the embodiment shown in FIG. 4–6.

In this exemplary embodiment of the invention, the first part 26 of the wheel is solid. The second part 28 of the wheel is formed by a package of several (in this example, eight) toothed plates 50 located next to each other. The thickness of the toothed plates 50 may be, for example, 1 mm. In the axial direction, the toothed plates 50 are aligned with each other. The toothed plates 50 may be elastically deformed in the radial direction relative to the axis of rotation of the second part 28 of the wheel. To ensure the elasticity of the toothed plates 50, they include a certain number of elongated holes 44. The elongated holes 44 continue in the form of a ring or spiral around the circumference around the axis of rotation of the second part 28 of the wheel. In particular, the toothed plates 50 may be made of spring steel.

Intermediate wheel 14 further includes an adjusting washer 52. Mounting bolts 30, 32 can be fixed with a number of screws (not shown) to the crankcase of an internal combustion engine. The fastening bolts 30, 32 can be attached to each other with a press fit. The shim 52 may be press fit on the second fastening bolt 32 . As a result, the intermediate wheel 14 can be installed as one element. The shim 52 acts as an axial stop for the toothed plates 50 and prevents the toothed plates 50 from bending.

The bushings 46, 48 can be made in the form of hydrodynamic plain bearings, to which a sufficient amount of lubricating medium must be supplied during operation. The lubrication medium can be supplied to the bushings 46, 48 from the central lubrication channel 54 in the first and second bolts 30, 32 through the radial channels in the bolts 30, 32.

The present invention is not limited to the preferred embodiments that have been described above. Moreover, many variations and modifications are possible in which the idea of this invention will also be used, and therefore such variations will be within the scope of legal protection. In particular, the present invention claims to protect the subject matter and features of the dependent claims, regardless of reference to the respective claims. In particular, the features of the dependent claims are also disclosed independently of all the features of the independent claim 1 and, for example, regardless of the features regarding the presence and configuration of the first wheel part and/or the second wheel part from the independent claim 1.

Position number list

10 Gear

12 Drive gear

14 Intermediate gear

16 Driven gear

18 Gear bolt

20 Crankshaft

22 Gear bolt

24 Auxiliary unit

26 First gear part

28 Second gear part

30 First gear bolt

32 Second gear bolt

34 Screw

36 teeth

36A First working tooth profile

36B Second working tooth profile

38 teeth

38A Working tooth profile

38B Non-working tooth profile

40 teeth

40A Working tooth profile

40B Non-working tooth profile

42 teeth

42A First tooth profile

42B Second tooth profile

44 Elastic section (oblong holes)

46 First bearing shell

48 Second bearing shell

50 Serrated plate

52 Adjusting washer

54 Lubrication channel

A First axle

B Second axis

C Arrow along the bisector

D Direction of rotation

Claims (30)

1. Gear (10) for a vehicle, including an intermediate gear (14) to reduce and / or compensate for the side clearance of the gear (10), while the gear (14) contains the first part (26) of the wheel with a certain number of teeth (36) distributed around the circumference of the first part (26), while the first part (26) of the wheel is rotatable about the first axis (A); and the second part (28) of the wheel with a certain number of teeth (42) distributed around the circumference of the second part (28), while the second part (28) of the wheel is rotatable around the second axis (B) located parallel and offset relative to the first axis (BUT); a drive wheel (12) engaged with the first part (26) of the intermediate gear (14) and the second part (28) of the intermediate gear (14); and driven wheel (16) engaged with the first part (26) of the intermediate gear (14) and the second part (28) of the intermediate gear (14). 2. Gear (10) according to claim 1, in which certain sections of the second part (28) of the wheel are made with the possibility of elastic deformation in the radial direction relative to the second axis (B); and/or the second part (28) of the wheel is rotatable relative to the first part (26) of the wheel. 3. Gear (10) according to claim 1 or 2, in which the second part (28) of the wheel includes at least one toothed plate (50), while at least one toothed plate (50) is made with the possibility of elastic deformation in radial direction about the second axis (B). 4. The gear train (10) according to claim 3, in which there is a certain number of toothed plates (50) located next to each other and forming, in particular, a package of toothed plates. 5. A gear train (10) according to claim 3 or 4, wherein at least one toothed plate (50) is made of spring steel. 6. Gear (10) according to one of paragraphs. 3-5, in which, to ensure the elasticity of the second part (28) of the wheel, at least one toothed plate (50) includes at least one elongated hole (44), preferably several elongated holes, while at least one elongated hole (44 ) extends circumferentially around the second axis (B), in particular in the form of a circle and/or a spiral. 7. Gear (10) according to one of the previous paragraphs, additionally including the first bolt (30), around which the installed first part (26) of the wheel is able to rotate; and the second bolt (32) around which the mounted second part (28) of the wheel is able to rotate, wherein the first wheel bolt (30) and the second wheel bolt (32) are secured to each other eccentrically relative to each other, in particular by means of a press fit or threaded connection. 8. Gear (10) according to claim 7, further comprising the first sleeve (46) of the bearing, located between the first bolt (30) of the wheel and the first part (26) of the wheel; and the second sleeve (48) of the plain bearing, located between the second bolt (32) of the wheel fastening and the second part (28) of the wheel. 9. Gear (10) according to one of the previous paragraphs, in which the second part (28) of the intermediate gear (14), in particular, is elastically clamped by the driving wheel (12), in particular by the non-working profile (38B) of the tooth of the driving wheel (12), and by the driven wheel (16), in particular by the non-working profile (40B - tooth of the driven wheel (16) towards the second axle (B); and/or working profiles (38A) of the teeth of the driving wheel (12) and working profiles (40A) of the driven wheel (16) are engaged with the first part (26) of the wheel, and non-working profiles (38B) of the teeth of the driving wheel (12) and non-working profiles (40B ) of the driven wheel (16) are engaged with the second part (28) of the wheel. 10. Gear (10) according to one of the previous paragraphs, in which the second axis (B) is located with an offset relative to the first axis (A) in the direction of the bisector of the angle formed by the rotation axis of the driving wheel (12), the first axis (A) and the axis rotation of the driven wheel (16). 11. Gear (10) according to one of the previous paragraphs, in which several teeth (36) of the first part (26) of the wheel are in contact with the working profiles (38A) of the teeth of the driving gear (12) and the working profiles (40A) of the driven gear ( 16); and several teeth (42) of the second part (28) of the wheel come into contact with non-working profiles (38B) of the teeth of the driving gear (12) and non-working profiles (40B) of the driven gear (16). 12. Gear (10) according to one of the previous claims, in which due to the clamping of the second part (28), which occurs, in particular, due to the location with an offset between the first part (26) and the second part (28) and the elasticity of the second part (28) of the wheel, there is resistance to the separation of several teeth (36) of the first part (26) of the wheel from the working profiles (38A) of the teeth of the driving wheel (12) and from the working profiles (40A) of the teeth of the driven wheel (16) when the sign of the drive torque is reversed and/or output torque and/or when torsional vibrations occur. 13. Gear (10) according to one of the previous paragraphs, in which there are several driven wheels (16) engaged with the intermediate gear wheel (14); and for each driven wheel (16) there is an additional part of the intermediate gear (14), which in each case is made in accordance with the second part (28) of the intermediate gear (14). 14. A vehicle, in particular a utility vehicle, including a gear train (10) according to one of paragraphs. 1-13. 15. Vehicle according to claim 14, including a compressor (24) for compressing air, driven by a gear train (10).

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