EP2019059A2 - Unité d'entraînement de tambour, en particulier unité d'entraînement de tambour destinée à enrouler ou dérouler un tambour d'enroulement - Google Patents

Unité d'entraînement de tambour, en particulier unité d'entraînement de tambour destinée à enrouler ou dérouler un tambour d'enroulement Download PDF

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Publication number
EP2019059A2
EP2019059A2 EP08160864A EP08160864A EP2019059A2 EP 2019059 A2 EP2019059 A2 EP 2019059A2 EP 08160864 A EP08160864 A EP 08160864A EP 08160864 A EP08160864 A EP 08160864A EP 2019059 A2 EP2019059 A2 EP 2019059A2
Authority
EP
European Patent Office
Prior art keywords
coupling
tambourantriebseinheit
driver
compensating
drive machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08160864A
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German (de)
English (en)
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EP2019059B1 (fr
EP2019059A3 (fr
Inventor
Josef Nelles
Hermann Albert Stitz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
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Voith Patent GmbH
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Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP2019059A2 publication Critical patent/EP2019059A2/fr
Publication of EP2019059A3 publication Critical patent/EP2019059A3/fr
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Publication of EP2019059B1 publication Critical patent/EP2019059B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65H—HANDLING THIN OR FILAMENTARY MATERIAL, e.g. SHEETS, WEBS, CABLES
    • B65H18/00—Winding webs
    • B65H18/08—Web-winding mechanisms
    • B65H18/14—Mechanisms in which power is applied to web roll, e.g. to effect continuous advancement of web
    • B65H18/16—Mechanisms in which power is applied to web roll, e.g. to effect continuous advancement of web by friction roller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65H—HANDLING THIN OR FILAMENTARY MATERIAL, e.g. SHEETS, WEBS, CABLES
    • B65H18/00—Winding webs
    • B65H18/02—Supporting web roll
    • B65H18/06—Lateral-supporting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65H—HANDLING THIN OR FILAMENTARY MATERIAL, e.g. SHEETS, WEBS, CABLES
    • B65H2402/00—Constructional details of the handling apparatus
    • B65H2402/60—Coupling, adapter or locking means

Definitions

  • 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.
  • 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.
  • 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 / consultingspiel 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 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.
  • a Tambourantriebsaku 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 Tambourantriebsaku 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 ,
  • a radial adjustment of the main cylinder without negative consequences for the coupled via the compensating coupling connection elements can be realized.
  • 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.
  • 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.
  • a releasable coupling can be provided between the driver and the output shaft of the drive unit.
  • the drum drive comprises means for axial length compensation or an axial displacement of the driver between the drive machine and the spool.
  • 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.
  • 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 driver may be part of the compensating coupling, i. be integrated in this or be coupled with this rotation.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a cardanic double clutch 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.
  • 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.
  • the execution of the compensating coupling as a double clutch, comprising two moseleastician 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.
  • 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.
  • the compensating coupling as a metal bellows coupling or a rubber-sheathed claw coupling.
  • FIG. 1 illustrates in schematic highly simplified representation of the basic structure of an inventively designed and designated as Tambourantriebsö 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.
  • 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 ,
  • 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 Zahnmit supportive 4, which is coupled to the Tamillianlocke 5. Misalignment as well as the intentional pivoting of the spool 2 adjusting displacements between the drive train 1 and 5 Tamillianlocke can thus be compensated.
  • 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.
  • 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 ,
  • 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.
  • 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 Tambourlssensachse L2.
  • 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.
  • 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.
  • 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.
  • FIG. 4 An example of a simple gimbal joint 13 is shown in FIG FIG. 4 shown.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a connecting flange 28 is preferably provided, to which the toothed driver 3 or 4 is fastened.
  • 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.
  • 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.
  • CENTA-LINK 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.
  • 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.
  • 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 .

Landscapes

  • Unwinding Of Filamentary Materials (AREA)
  • Winding Filamentary Materials (AREA)
  • Motor Power Transmission Devices (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Tyre Moulding (AREA)
EP08160864A 2007-07-26 2008-07-22 Unité d'entraînement de tambour, en particulier unité d'entraînement de tambour destinée à enrouler ou dérouler un tambour d'enroulement Not-in-force EP2019059B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007034829A DE102007034829A1 (de) 2007-07-26 2007-07-26 Tambourantriebseinheit, insbesondere Antriebseinheit zum Auf- oder Abwickeln eines Wickeltambours

Publications (3)

Publication Number Publication Date
EP2019059A2 true EP2019059A2 (fr) 2009-01-28
EP2019059A3 EP2019059A3 (fr) 2009-10-14
EP2019059B1 EP2019059B1 (fr) 2011-10-19

Family

ID=39855257

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Application Number Title Priority Date Filing Date
EP08160864A Not-in-force EP2019059B1 (fr) 2007-07-26 2008-07-22 Unité d'entraînement de tambour, en particulier unité d'entraînement de tambour destinée à enrouler ou dérouler un tambour d'enroulement

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EP (1) EP2019059B1 (fr)
AT (1) ATE529364T1 (fr)
DE (1) DE102007034829A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT507952A3 (de) * 2009-02-02 2012-10-15 Metso Paper Inc Getriebe für einen aufroller

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9202412U1 (de) 1992-02-25 1992-04-16 Centa-Antriebe Kirschey GmbH, 5657 Haan Gelenkwelle
DE4116781A1 (de) 1991-05-23 1992-11-26 Kirschey Centa Antriebe Hoch drehelastische wellenkupplung
DE4141520C1 (fr) 1991-12-16 1993-03-04 Centa-Antriebe Kirschey Gmbh, 5657 Haan, De
DE19639304B4 (de) 1996-09-25 2006-12-21 Voith Turbo Gmbh & Co. Kg Elastische Gelenkkupplung

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5142214B2 (fr) * 1972-12-16 1976-11-15
DE19538400A1 (de) * 1995-10-14 1997-04-17 Roland Man Druckmasch Lagerung einer Wickelrolle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4116781A1 (de) 1991-05-23 1992-11-26 Kirschey Centa Antriebe Hoch drehelastische wellenkupplung
DE4141520C1 (fr) 1991-12-16 1993-03-04 Centa-Antriebe Kirschey Gmbh, 5657 Haan, De
DE9202412U1 (de) 1992-02-25 1992-04-16 Centa-Antriebe Kirschey GmbH, 5657 Haan Gelenkwelle
DE19639304B4 (de) 1996-09-25 2006-12-21 Voith Turbo Gmbh & Co. Kg Elastische Gelenkkupplung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT507952A3 (de) * 2009-02-02 2012-10-15 Metso Paper Inc Getriebe für einen aufroller
AT507952B1 (de) * 2009-02-02 2013-01-15 Metso Paper Inc Getriebe für einen aufroller

Also Published As

Publication number Publication date
DE102007034829A1 (de) 2009-01-29
EP2019059B1 (fr) 2011-10-19
ATE529364T1 (de) 2011-11-15
EP2019059A3 (fr) 2009-10-14

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