EP2019059A2 - Drum drive unit, in particular drive unit for winding or unwinding a coil drum - Google Patents

Abstract

The invention relates to a drum drive unit (1) for a winding device, in particular a winding device with center drive, comprising at least one drive machine which is at least indirectly via a driver (3, 4) with a spool (2, 2.1) rotatably selectively coupled.

The invention is characterized in that the compensating device comprises a radial, axial, and angular displacements between drive machine (6) and driver (3, 4) compensating compensating coupling (8).

Description

The invention relates to a drum drive unit, in particular a drive unit for winding or unwinding a winding drum, comprising a driver which can be coupled to the drum and which is connected at least indirectly to a drive machine.

Drive units for winding or unwinding of a winding drum, that is, a roll of a material web, in particular paper, board or film, to or from a spool are known in various designs from the prior art. These include at least one drive machine, which are connected to a driver at least indirectly, that is, either directly or via other transmission devices, such as a transmission or reduction gear. The driver is used for coupling and thus the torque transmission between the prime mover and the spool. For this purpose, the coupled with the driver shaft, which drives these, arranged coaxially to the spool axis. This assumes that the drive unit is also connected coaxially at least with its output shaft to the driver. Tolerances due to the assembly and resulting misalignment are compensated by the structural design of the driver. The driver is provided for this purpose with a toothing, which is aligned in the radial direction and whose flank lines extend in the axial direction. The teeth in the radial direction is crowned and the flank or head / Fußspiel the toothing is chosen to be large, so that they engage with a corresponding non-crowned counter teeth the Tambourglocke for realizing the torque transmission can compensate for a certain minimum offset between the drum and drive machine in the radial direction. The assembly work, due to the possibility of accurately fitting coaxial arrangement and thereby required alignment of the individual elements in the drive unit to each other and the Tambourglocke is relatively high, since when exceeded the allowable misalignment components are subjected to a very strong circumferential bending, causing them fail due to fatigue failure can. A radial adjustment is also hardly possible because the axis of rotation is directly in the storage of the main cylinder and a rotation of the main cylinder leads both to an angular error and to a radial offset in the coupling point between the drum and driver.

This problem also occurs increasingly in the operating cases, in which a pivoting of the spool in the unwinding is made, for example, to compensate for different lengths of the opposite paper web edges. Previous drive concepts, in particular solutions with propeller shafts, could offer no satisfactory solution.

The invention is therefore based on the object to further develop a spool drive such that under certain circumstances intended pivoting of the spool during the unwinding process, which is accompanied by a radial offset and angular deviations between the drive unit and the spool, free of negative consequences for the connection elements, in particular to be realized in the drive unit. The control behavior of the drive should also not be adversely affected by a large backlash in the coupling between driver and Tambourglocke.

The solution according to the invention is characterized by the features of claim 1. Advantageous embodiments are described in the subclaims.

A Tambourantriebseinheit, in particular drive unit for winding or unwinding of a winding cylinder in the form of a center drive comprises at least one drive machine which is selectively rotatably coupled at least indirectly via a driver with a spool. The Tambourantriebseinheit comprises between the prime mover and the driver at least one compensating coupling to compensate for radial, axial, - and angular displacements between the engine and driver. The compensating coupling is not switchable, i. a separation within the drive unit during operation by the compensating coupling is not possible.

The solution of the invention allows by means of a single torque-transmitting device in addition to the compensation of misalignment and radial adjustment in a simple manner and the compensation of the resulting intentional pivoting of the spool Radial- axial and angular adjustments between the engine and spool within the predetermined by the compensating clutch areas , Thus, with radial displacement and angular deviation of the rolling drive, i. the output shaft of the drive machine or a transmission device coupled thereto from the coaxial position to the main drum axis a radial adjustment of the main cylinder without negative consequences for the coupled via the compensating coupling connection elements can be realized.

In general, either a coupling of the driver via the compensating coupling with a drive machine, in which case the output shaft of the prime mover is arranged coaxially to the longitudinal axis of the main cylinder, while indirect coupling, for example, a reduction gear can be arranged, the output shaft then coaxial with the longitudinal axis of the Tambours is arranged. In this case, preferably, the input shaft of the transmission is arranged coaxially with the output shaft of the transmission to keep the effort and space for the drive unit low.

The engagement and disengagement of the spool itself can be realized differently. Conceivable possibilities are a decoupling of the driver of the drive train or the driver of the spool. In the first case, a releasable coupling can be provided between the driver and the output shaft of the drive unit. In the second case, the realization and solution of the rotationally fixed connection between the driver and drum on the retraction and extension of the driver takes place in the Tambourglocke, i. the unit complementary to the driver on the drum. For this purpose, the drum drive comprises means for axial length compensation or an axial displacement of the driver between the drive machine and the spool. These can be integrated in the power-transmitting elements or their storage, in particular the storage of the drive machine.

In a first embodiment, the means are arranged between the drive machine or a transfer device connected thereto and the compensation clutch. This arrangement allows for a fixed arrangement of the prime mover and possibly one of these downstream transmission. The compensation takes place in intermediate transfer units, preferably in wave strands, which are designed in this case, for example, as sliding shafts, comprising a first and a second shaft, which are non-rotatably and mutually slidably connected to each other in the axial direction. The use of sliding shafts allows easy adaptation to existing drive configurations with prime mover and gearbox with stationary arrangement of these and different required displacement paths.

According to a second particularly advantageous embodiment, the means are preferably integrated directly in the compensating coupling. This solution has the advantage that no connecting shaft strands are to be modified in the drive unit and furthermore the compensation takes place in a compact structural unit, whereby standardized versions can be used for the compensating coupling.

The integration of the means in the storage requires a displaceable guide of the drive machine and coupled with these transmission devices parallel to the longitudinal axis of the spool. This solution has the advantage that the length of the drive unit is fixed and this is made up of simple components.

For the execution of the compensating coupling itself there are a number of possibilities. The driver may be part of the compensating coupling, i. be integrated in this or be coupled with this rotation. In this case, compensation couplings with one or more, preferably two coupling levels are further distinguished, wherein the coupling level between the coupling between two torque-transmitting components is to be understood. In this case, according to a particularly advantageous embodiment, a homokinetic connection between the drum and drive machine via the compensating coupling always achieved when preferably two coupling levels, preferably gimbal coupling levels are provided, i. a double clutch.

When forming the compensating coupling with only one coupling plane, the advantage of a double clutch is achieved in that here the first coupling plane is formed by a universal joint and the driver coupled thereto has at least means for compensating radial deviations. For simple execution of this, the driver is designed as a toothed driver, which has a aligned in the radial direction toothing, which is executed crowned. The design of the drive unit can thereby build very short.

According to a particularly advantageous embodiment, the compensating coupling is designed as a double clutch and comprises two in the drive unit in the axial direction offset from one another arranged coupling planes, whereby no special modifications to the driver and the connection between Carrier and Tambour are made and can be used on standardized carriers, also the backlash in training as a toothed driver between this and the complementary teeth on the spool can be kept low.

The compensating coupling can be arranged between the driver and the engine. It is also conceivable that the driver is part of the second coupling plane of the compensating coupling. The latter possibility is in the axial direction, i. characterized by a very short construction parallel to the longitudinal axis of the spool.

According to a particularly advantageous embodiment, a cardanic double clutch is used, which is characterized by two coupling levels, a first coupling plane and a second coupling plane, in which the coupling is realized via gimbal joints. The two cardan joints are connected to each other via an intermediate or connecting shaft. Other versions are also possible.

The compensating coupling is preferably designed as a torsionally flexible coupling. Torsionally flexible couplings offer the advantage of additional damping of vibrations and the compensation of torque surges. According to a first embodiment, the compensating coupling is a cardanic coupling, preferably a cardanic articulated coupling, in particular a propeller shaft. The compensating couplings used are preferably torsionally rigid and play-free, so that no negative influences on the rolling behavior of the spool occur. Due to the avoidance of circumferential bending, fatigue phenomena can be avoided.
Particularly advantageous is the execution of the compensating coupling as a double clutch, comprising two dreheleastische couplings to compensate for radial, axial and angular displacements of the coupled with this connection elements in the form of a CENTALINK coupling according to catalog no. CL-05-04. This comprises two coupled to each other via an intermediate shaft Couplings, each of which consists of two axially successively arranged coupling parts. Such a coupling is for example in DE 41 16 781 A1 described, the disclosure of which with respect to the execution of the clutch is fully included here. The first coupling part is preferably soft in the axial direction and at an angle and is also soft in the radial direction and comprises rubber elements between the surface regions pointing in the axial direction. The second, radially rigid and angularly and axially displaceable coupling part comprises for connection to a hub at least one connecting element, which is articulated by means of axially directed bolts on the first coupling part. As connecting elements between the first coupling part and hub handlebars are provided, each link is hinged to the first coupling part in a supported by a bolt spherical bearing and is articulated via a cylindrical bearing on the hub.

Another possibility is to use a design with two rubber-mounted joints. This is connected directly to the gearbox. To support the axial forces during engagement and disengagement of the driver an axial support is additionally required at each joint.

Furthermore, it is possible to form the compensating coupling as a metal bellows coupling or a rubber-sheathed claw coupling.

Figur 1

verdeutlicht in schematisiert vereinfachter Darstellung den Grundaufbau einer ersten Ausführung eines erfindungsgemäß ausgeführten Antriebsstranges mit einer Ausgleichskupplung;

Figur 2

verdeutlicht in schematisiert vereinfachter Darstellung eine zweite Ausführung eines erfindungsgemäßen Antriebsstranges mit erfindungsgemäß angeordneter Ausgleichskupplung und axialer Schiebewelle;

Figur 3

verdeutlicht in stark vereinfachter Darstellung in einer Ansicht von oben die Verhältnisse bei Verschwenken des Tambours;

Figur 4

verdeutlicht eine Ausführung einer Ausgleichskupplung mit einer Kupplungsebene in Form einer kardanischen Kupplung und Ausbildung der zweiten Kupplungsebene durch den Mitnehmer in einer Tambourantriebseinheit;

Figur 5

verdeutlicht eine besonders vorteilhafte Ausführung einer Ausgleichskupplung in Form einer kardanischen Doppelgelenkkupplung.

The solution according to the invention is explained below with reference to figures. The following is shown in detail:

FIG. 1

illustrates in a schematic simplified representation of the basic structure of a first embodiment of an inventively designed drive train with a compensating coupling;

FIG. 2

illustrates in schematic simplified representation of a second embodiment of a drive train according to the invention with inventively arranged compensating coupling and axial sliding shaft;

FIG. 3

illustrates in greatly simplified representation in a view from above the conditions when pivoting the spool;

FIG. 4

illustrates an embodiment of a compensating coupling with a coupling plane in the form of a gimbal clutch and training the second coupling plane by the driver in a Tambourantriebseinheit;

FIG. 5

illustrates a particularly advantageous embodiment of a compensating coupling in the form of a gimbal double-jointed coupling.

The FIG. 1 illustrates in schematic highly simplified representation of the basic structure of an inventively designed and designated as Tambourantriebseinheit drive train 1 for driving a spool 2 for winding or unwinding a roll 10. The spool 2 is depending on the state of this carried by the winding 10 as empty bobbin or with winding 10th as a wrapping drum 2.1 before. For driving this comprises at least one driver 3, which is preferably designed as a toothed driver 4 and engages in the drum 2, in particular the Tambourglocke 5 and is coupled with this torque transmitting, further at least one drive machine 6, which is at least indirectly coupled to the toothed driver 4 , According to a particularly advantageous embodiment, a transmission 7, which is designed as a transmission or reduction gear, provided between the drive machine 6 and toothed driver, wherein the coupling between the gear 7und Zahnmitnehmer 4 according to the invention via a compensating coupling 8 to compensate for radial, axial and angular displacements. The compensating coupling 8 serves to transmit torque even with a pivoted tambour 2, ie radial, axial offset and an angle between the gear 7 and drive machine and the Zahnmitnehmer 4, which is coupled to the Tambourglocke 5. Misalignment as well as the intentional pivoting of the spool 2 adjusting displacements between the drive train 1 and 5 Tambourglocke can thus be compensated. About means 42 for axial length compensation or an axial displacement of the connecting elements, in particular the linear guide 9, comprising the partial guides 9.1 and 9.2, in which the individual coupled parts of the Tambourantriebes 1, in particular the drive machine 6 and the gear 7 relative to the Tambourglocke 5 are feasible, that is transverse to the Faserstoffbahnab - Or rolling direction or parallel to the longitudinal axis L2 of the main cylinder 2 movable, the retraction and extension of the driver 3 can be realized in the Tambourglocke 5. The linear guide 9, in particular the partial guides 9.1 and 9.2, are arranged on a substructure 16 transversely to the machine direction parallel to the drum axis L2. Drive machine 6 and gear 7 and driver 3 are arranged here coaxially with each other.

According to a further advantageous embodiment, a clutch device 11 is provided between the drive machine 6 and the gear 7, which carries a brake disk 12 and which serves as needed the deceleration of the drive unit 1 by the clutch device 11 is actuated and thus couples the brake disk 12 to the drive train ,

In FIG. 1 takes place the position assignment in the longitudinal direction of the spool axis 2 viewed between spool 2 and drive unit 1 via the linear guides 9.1, 9.2, by the entire drive unit is displaceable. In this embodiment, the compensation clutch 8 is characterized by a constant extension in the direction parallel to the axis of the drive shaft of the drive machine or Tambourlängsachse L2.

According to a particularly advantageous embodiment according to FIG. 2 However, the drum drive unit 1 can also be arranged in a stationary manner and the compensation in the longitudinal direction takes place via means 42 integrated in the drive unit 1, preferably in the compensating coupling 8, in particular a sliding shaft 14. This comprises a rotationally fixed connection between two shafts, a first shaft 14.1 and one second shaft 14.2 with axial length compensation 15. Im In the simplest case, the connection between the two shafts 14.1, 14.2 takes place by means of a splined connection.

FIG. 3 illustrates greatly simplifying the adjusting ratios of the offset in the radial, axial direction and the angle error. Recognizable is the drive unit 1 and the spool 2 and its storage on the drive side and the drive side opposite side.

To solve the problem, a compensating coupling 8 is used to compensate for radial, axial and angular displacements, preferably in the form of gimbal double clutches or highly torsionally flexible couplings.

An example of a simple gimbal joint 13 is shown in FIG FIG. 4 shown. Here is an example of a universal joint 19 is provided between the toothed driver 4 and the rest of the drive train, that is, in particular in accordance with FIG. 1 the transmission 7 is arranged. In the simplest case, this simple gimbal joint 13 is designed as a propeller shaft 20 which carries the universal joint 19 at one axial end 21, while at the other axial end 22 of the driver 3 is arranged. In this case, a compensating and sometimes very limited articulated connection with the Tambourglocke 5 is preferably realized via the driver 3. The driver 3 comprises for this purpose a aligned in the radial or axial direction toothing 23 which is engageable with a complementary toothing 24 on the Tambourglocke 5 in operative connection. To realize an articulated connection, the toothing 23 is designed to be spherical, that is, convex in the radial direction, so that a compensation movement in the radial direction is possible. The universal joint 19 is designed here as a universal joint, this being realized in the simplest case via a spider 25, which is arranged in a plane and each offset by 90 degrees to each other pin or with 180 degrees to each other staggered pin forming pin pairs, the order 90 degrees are arranged mutually rotated and may be offset from one another in axial planes. In this case, the propeller shaft 20 includes at its axial end 21 a yoke 26 which is coupled to a pair of pins of the spider 25 and the second pair of spigots of the spider 25 is connected to a coupled to the transmission output shaft yoke 27. At the other axial end 22, a connecting flange 28 is preferably provided, to which the toothed driver 3 or 4 is fastened. In this embodiment, therefore, a first coupling plane K1 and a second coupling plane K2 are provided, wherein the second coupling plane K2 is realized with the involvement of the driver 3 as a coupling part in the later coupling with the drum 2. As already stated, it is necessary in this embodiment, to make the toothing in Zahnmitnehmer 4 spherical, in order to realize an articulated connection here. In this arrangement, a Z-arrangement can be realized, that is, the axes of the Tambourglocke 5 and the transmission output shaft are parallel to each other, but offset in the radial direction.

FIG. 5 exemplifies another particularly advantageous embodiment of a gimbal double-jointed coupling 17 in two views. This is preferably a so-called CENTA-LINK coupling 29, as disclosed for example in the catalog CL-05-04 of Centa drives Kirschey GmbH. Further, to the publications DE 41 41 520 C1 . DE 41 16 781 A1 . DE 92 02 412 U1 the disclosure of which is fully incorporated with regard to the design of these articulated couplings. This double-jointed coupling 29 is also characterized by two coupling planes K1 and K2, these consisting of two via an intermediate shaft 39 connected to the elastic couplings 40 and 41. Each coupling 40, 41 consists of a first and a second coupling part 40.1, 40.2 and 41.1, 41.2, which are connected to each other by means of link arms 43 and 44. The first coupling part is soft in axial and angular stiffness as well as in the radial direction. The second, radially rigid and angularly and axially displaceable coupling part 40.2 comprises for connection to a hub 38 in the form of an intermediate shaft 39th at least one connecting element which is articulated by means of axially directed bolts on the first coupling part 40.1. As connecting elements between the first coupling part 40.1 and hub 38, the links 43 are provided, each link 43 is hinged to the first coupling part 40.1 in a supported by a bolt spherical bearing 37 and is articulated via a cylindrical bearing 36 to the hub 38. By means of this embodiment, all axial and angular movements occurring between the two coupling parts 40.1, 40.2 can be transformed into pivotal movements of the links 43. These are taken up by the bearing bushes of bearings 37 and 36.

FIG. 5b illustrates a view AA according to FIG. 5a ,

Other versions of such highly elastic joint couplings are also conceivable. These may, for example, but not shown here, each consist of an intermediate ring arranged between two coupling parts, which consists of individual circumferentially distributed rubber blocks with vulcanized metal elements which are mutually bolted to the coupling parts. The metal elements of the intermediate ring consist exclusively of circumferentially evenly or substantially uniformly distributed wedges extending in the radial direction over the ring width. The vulcanized rubber blocks are in the installed state under pressure bias and the intermediate ring consists of individual segments with at least one rubber block and vulcanized metal elements on both sides, which are each connectable to wedges. Such an articulated coupling is for example made DE 196 39 304 B4 previously known.

With regard to the specific embodiment of the compensating coupling 8, there are no restrictions. Preferably, however, find highly elastic gimbal dual clutch systems use.

LIST OF REFERENCE NUMBERS

1

Drum drive unit

2

drummer

3

takeaway

4

tooth carriers

5

Tambour bell

6

prime mover

7

transmission

8th

Flexible coupling

9

linear guide

9.1, 9.2

partial guide

10

substructure

11

coupling device

12

brake disc

13

Cardanic joint coupling

14

sliding shaft

14.1

First wave

14.2

Second wave, hub

15

length compensation

16

substructure

17

Cardan double-jointed coupling

18

propeller shaft

19

universal joint

20

propeller shaft

21

Axial end region

22

Axial end region

23

gearing

24

gearing

24

spider

26

yoke

27

yoke

28

flange

29

Cardan double clutch

36

camp

37

camp

38

hub

39

intermediate shaft

40

articulated coupling

40.1

First coupling part

40.2

Second coupling part

41

articulated coupling

41.1

First coupling part

41.2

Second coupling part

42

Means for axial length compensation and / or axial displacement

43

handlebars

44

handlebars

Claims (15)

Tambourantriebseinheit (1), in particular drive unit for winding or unwinding a winding cylinder (2, 2.1), comprising at least one drive machine (6), at least indirectly via a driver (3, 4) with a spool (2, 2.1) selectively rotatably coupled is, between the drive machine (6) and the driver (3, 4) is arranged a compensation device for compensating at least radial deviations between drum (2, 2.1) and drive machine (6): characterized, that the compensating means comprises a radial, axial, - comprises and angular displacements between the drive machine (6) and driver (3, 4) compensating compensating coupling (8). Tambourantriebseinheit (1) according to claim 1,
characterized,
in that this means (42) for the axial length compensation between drive machine (6) and drum (2, 2.1). Tambourantriebseinheit (1) according to claim 2,
characterized,
in that the means (42) are arranged between the drive machine (6) or a transmission device (7) connected thereto and the compensation coupling (8) or that they are integrated in the compensation coupling (8). Tambourantriebseinheit (1) according to one of claims 2 to 3,
characterized,
in that the means (42) comprise a sliding shaft (14), comprising a first and a second shaft (14.1, 14.2), which are connected to each other in a rotationally fixed and displaceable manner in the axial direction. Tambourantriebseinheit (1) according to one of claims 1 to 4,
characterized,
that the drive machine (6) and any transfer units (7) are mounted stationary. Tambourantriebseinheit (1) according to one of claims 1 to 5,
characterized,
that the drive machine (6) and using this coupled transmission means (7) parallel to the longitudinal axis (L2) of the drum (2, 2.1) are guided. Tambourantriebseinheit (1) according to one of claims 1 to 6,
characterized,
that the compensating coupling (8) comprises a coupling plane (K1), and the driver (3) means to compensate for radial variations in the connection between the spool (2, 2.1) and driver (3). Tambourantriebseinheit (1) according to claim 7,
characterized,
in that the driver (3) is designed as a toothed driver (4) and has a toothing (23) aligned in the radial direction, which is of spherical design. Tambourantriebseinheit (1) according to one of claims 1 to 8,
characterized,
in that the compensating coupling (8) is designed as a double clutch (17, 29) and comprises two clutch planes (K1, K2) arranged offset in the axial direction relative to one another in the drive unit (1). Tambourantriebseinheit (1) according to one of claims 1 to 9,
characterized,
in that the compensating coupling (8) is arranged between the driver (3, 4) and the drive machine (6). Tambourantriebseinheit (1) according to claim 10,
characterized,
(K2), the compensating coupling (8) that the driver (3, 4) component of the second coupling plane. Tambourantriebseinheit (1) according to one of claims 1 to 11,
characterized,
that the compensating coupling (8) is designed as a torsionally rigid or torsionally flexible coupling. Tambourantriebseinheit (1) according to claim 12,
characterized,
in that the compensating coupling (8) is a cardanic articulated coupling (13, 17, 29), in particular cardanic double-jointed coupling (17, 29). Tambourantriebseinheit (1) according to any one of claims 12 and 13,
characterized,
that the individual coupling planes (K1, K2) of each of a highly torsionally flexible coupling (40, 41) are formed, each comprising two coupling parts (40.1, 40.2, 41.1, 41.2), wherein in each case a first coupling part (40.1, 41.1) in the axial direction and angled rigid and preferably soft in the radial direction and the second, radially rigid and angularly and axially displaceable coupling part (40.2, 41.2) for connection to a hub (38, 39) comprises at least one connecting element, which is articulated by means of axially directed bolts on the first coupling part (40.1, 41.1), wherein between the first coupling part (40.1, 41.1) and hub (38, 39) links (43, 44) are provided and the links (43, 44) on the first coupling part (40.1, 41.1) articulated in a supported by a bolt spherical bearing (37) and are articulated via a cylindrical bearing (36) on the hub (38, 39). Tambourantriebseinheit (1) according to any one of claims 13 or 14,
characterized,
in that the compensating coupling (8) is a metal bellows coupling or a rubber-sheathed claw coupling.

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