DE102017102187A1 - Transmission device and use of a transmission device - Google Patents

Abstract

A transmission device, in particular for moving control surfaces of an aircraft, having a first load tap (11) for transmitting a first torque between a main shaft (3) and a driven element via a first load path, a second load tap (13) for transmitting a second torque between them Main shaft (3) and the driven element via a second load path, a connected to the two load paths comparator (15) which is adapted to determine a rotation angle difference between a first rotation angle of the first load path with a second rotation angle of the second load path; wherein the comparator (15) is arranged to block the first load path and the second load path at the comparator (15) as soon as the rotational angle difference reaches a blocking threshold value.

Description

Field of the invention

The invention relates to a comparator, a transmission device and a use of a transmission device.

State of the art

From the prior art drives for control surfaces, such as landing flaps, of aircraft are known which have parallel or redundant load paths for controlling control surfaces of the aircraft. For aircraft special precautions must be taken for the failure of such load paths. Possible failures include breakage or seizing of load paths. The break of a load path or multiple load paths is also called free-wheeling.

In control systems such as landing flaps, conventional control systems require, for example, additional blocking elements or additional electronic security systems with electronic sensors to detect some faults, such as a break in the load path, and to take appropriate countermeasures.

From the US 9,343,469 For example, a drive system for moving landing flaps is known which comprises an adjustment unit which in turn has two load paths with two rotary actuators and one adjustment lever which moves the landing flap. A differential ensures that when a load path is blocked via the other load path, the landing flap can still be moved. Furthermore, locking differentials are known, which ensure that the load path with the lower rotational speed also determines the rotational speed of the other load path.

However, the system has no full redundancy and also a complex differential is needed.

Disclosure of the invention

The object of the invention is to provide a transmission device, in particular for drives of control surfaces of aircraft and a use of a transmission device, wherein disadvantages of the prior art are to be eliminated or alleviated or said components or uses improved over the prior art.

The object is achieved with a transmission device according to claim 1 and a use of a transmission device for driving flaps according to the independent claim. Advantageous developments and embodiments will become apparent from the dependent claims and from this description.

One aspect of the invention relates to a transmission device, in particular for moving control surfaces of an aircraft, having a first load tap for transmitting a first torque between a main shaft and a driven element via a first load path, a second load tap for transmitting a second torque between the main shaft and the first load path element to be driven via a second load path, a comparator connected to the two load paths, which is arranged to determine a rotational angle difference between a first rotational angle of the first load path with a second rotational angle of the second load path; wherein the comparator is configured to block the first load path and the second load path at the comparator as soon as the rotational angle difference reaches a blockade threshold.

Another aspect of the invention relates to a use of a transmission device in any of the typical embodiments described herein for moving a control surface of an aircraft.

Embodiments of the invention relate in particular to transmission devices for actuating control surfaces of an aircraft, in particular landing flaps, spoilers, Krügerklappen, nose flaps or slats or for the operation of control surfaces of a high-lift system of an aircraft. Typical transmission devices are connected, for example via a transmission or spur gears with a main shaft. Further embodiments have a portion of the main shaft mounted within the load tap, resulting in a compact construction. Typical main shafts extend over a majority of a wing and are driven by a central "power control unit" located in the fuselage of the aircraft. The central unit includes a motor to rotate the main shaft. In further embodiments, motors may also be arranged in the wing. The torque of the mainshaft is relayed via typical transmission devices of the invention to levers, which in turn are connected to the control surfaces.

Typical transmission devices include a comparator comprising two shafts, each having a wave with a load path rotatably connected. In this way, the comparator receives information about the angular position of the two load paths.

On the output side of the comparator in typical transmission devices in each or at least one of the load paths, a coaxial transmission is provided, which may have an inner cam, a tooth carrier with radially movable teeth or a circumferential internal toothing for engagement with the radially movable teeth. Typical features of such coaxial transmission, for example, in the DE 10 2007 019 607 A1 described. Characteristics of such transmissions as those in the DE 10 2007 019 607 A1 or the DE 10 2015 105 543 A1 are expressly incorporated in the disclosure of this application.

Typically, the first load tap comprises a first torsion spring and the second load tap comprises a second torsion spring. The term "load tap" is typically understood herein to mean a device that can transmit torque from the mainshaft to a load path.

Typically, the comparator is rotatably connected to both load paths. Typical embodiments of comparators include a first shaft for non-rotatable connection with the first load path and a second shaft for non-rotatable connection with the second load path. The two shafts may, for example, be arranged coaxially on two sides opposite one another in the comparator. The waves do not necessarily have an elongated shape. In embodiments, at least one of the two shafts is designed, for example, as a spur wheel or the shaft is formed integrally with a spur gear. About the gear then the comparator with the load path can be rotatably connected. Rotationally fixed means typically a rotational angle and torque transmitting connection, wherein a translation between the load path and the comparator can be provided.

Typical comparators are configured to allow a rotational angle difference between the shafts. Typical rotational angle differences which are permitted by the comparator are, for example, a maximum of 1 degree, a maximum of 2 degrees, a maximum of 5 degrees, a maximum of 10 degrees, or a maximum of 20 degrees. The maximum allowable rotation angle difference is typically below a blockade threshold. The blockade threshold may be, for example, 1 degree, 2 degrees, 5 degrees, 10 degrees, or 20 degrees. Typical comparators are configured to lock the shafts as soon as the determined angular difference reaches the blockade threshold. In this way, the load paths can be blocked or blocked.

The comparator is typically configured to mechanically determine a rotational angle difference between the two shafts or between the two load paths. This offers the advantage that no electronic sensor technology is needed. Typical comparators and transmission devices are constructed without a sensor. Typically, both load paths or both shafts are blocked or disabled once the blockade threshold is reached. Typically, the blocking or blocking takes place upon reaching or exceeding a certain, absolute rotational angle difference between the waves or between the load paths.

Typically, the first load tap comprises a first torsion spring and the second load tap comprises a second torsion spring. The torsion springs can be realized by a plurality of components, in particular, the torsion springs are not constructed in a typical manner as a component in typical embodiments. In typical embodiments, the load taps are identically constructed. This also typically applies analogously to the torsion springs and other features and components described in this specification.

Typical first and second load taps have an identical response, with the response of typical load taps being non-linear. Due to the torsion spring, the load taps each allow a rotational angle difference between the main shaft and the load path depending on the transmitted torque from the main shaft to the load path. Typically, the spring characteristic of the torsion springs is not linear. Typically, the torsion spring has a non-linear behavior in the torque-rotation angle diagram.

Typical embodiments of the torsion springs each comprise mutually pretensioned coupling halves, wherein in each case at least one of the coupling halves comprises a ramp with a ramp geometry. For example, typical ramp geometries may be continuously increasing, may have varying slopes, or may include at least one plateau. Typically, two different angles of inclination of the ramp are preferred with an initially steeper and then flatter course, wherein in further embodiments the course is initially flatter and then steeper. Furthermore, ramp geometries with three different tilt angles are preferred, for example initially steep, then flat and then steeper or initially flat, then steep and then flatter again. The shallow areas may also be at least partially plateau areas.

In other embodiments, the ramp geometry is provided with a variable pitch angle that does not have a dip in the pitch, that is, the ramp has a continuously variable pitch angle.

Typically, an overload on the load tap or on the torsion spring or on a clutch can trigger an axial stroke between the two coupling halves. Such a hub is used in embodiments to actuate a brake or a locking device, such as a disc pack or a disc brake. This creates a torque limiter in the load tap with the torsion spring with the prestressed coupling halves. The triggering of the torque limiter depends on the spring constant, the spring compressing the coupling halves and the ramp geometry or the ramp geometries of the coupling halves. In this way, in embodiments, the torsion spring is realized, wherein the spring characteristic of the torsion spring of the ramp geometry and the spring constant of the coupling halves compressing spring depends. The spring characteristics of the two torsion springs are at least partially identical in typical embodiments. In other embodiments, the spring characteristics are different.

A typical function of the torque limiter is that when the load path is blocked, which is connected to the load tap, the torsion spring is twisted due to the blocking of the load path and the further drive from the main shaft. In this way, the torque limiter is triggered, which in typical embodiments, causes the locking device to be actuated by the disengagement of the pre-stressed coupling halves. In this way, the main shaft is set at the respective load tap. In this way, the entire system can be locked.

The division of the blocking between the load tap and the comparator offers the advantage that the comparator can on the one hand be made compact and, on the other hand, the large braking force can take place directly on the main shaft with a corresponding locking device such as a disk pack. The blocking functionality or blocking functionality of the comparator must be able to absorb, for example, only a fraction of the torque as the locking device each of the load taps, for example, only 50% or, for example, only 30% or, for example, only 20% or, for example, only 10%. This offers the advantage that the relatively comparatively constructed comparator requires only a smaller braking or blocking force, so that the comparator can be made compact.

In typical embodiments, the driven element associated with the load paths is a control surface of an aircraft, typically a landing flap, a spoiler, a Krüger flap, a nose flap, or a slat.

Typically, the comparator is configured to block the load path at least in one direction or in one or both directions. Typically, the comparator is configured to lock the respective load path at least or exactly in the direction of rotation in which the blockage occurred. This is the direction of rotation, which has led to an increase in the rotational angle difference. In typical embodiments, it is possible to rotate the respective locked load path against the direction of rotation in which the blockage occurred. In this way, it is possible to reduce the rotational angle difference until it falls below a detachment threshold. The disconnect threshold typically corresponds to the blockade threshold, but may be lower than the blockade threshold. In principle, the same rotational angle differences which are specified in this application in connection with the blocking threshold value can be used for the detachment threshold value. Typical transmission devices or comparators are adapted to solve a blockade by a load path of the two load paths is rotated against the rotation angle difference occurred.

Typical transmission devices comprise at least one further load path, ie typically a third load path or additionally also a fourth or further load paths. Typically, in the transmission device, a third comparator is provided, which is connected to the second load path and the third load path. With such devices it is possible to control or actuate control surfaces of an aircraft over three or more load paths.

Some typical operating states of transmission devices according to the invention are described below.

For example, as soon as the first load path is blocked irregularly, for example due to a seized gearbox, the first torsion spring at the first load tap blocks this load path. The load tap thus also blocks the main shaft, so that the second load path via the main shaft and the second load tap is also blocked.

Another failure may be the breakage of a component in one of the load paths, with this being the case a rotation angle difference leads to the comparator, so that the comparator blocks both load paths, so blocked in the sequence of at least one of the two load taps, so that also the main shaft is shut down. A similar scenario occurs when one of the two load paths has increased friction due to damage. Again, this would result in a rotational angle difference due to the torsion springs of the load taps, so that the comparator blocks as soon as the blockade threshold is reached.

Typical advantages of transmission devices according to the invention are a sensorless construction, an at least largely freedom from maintenance, an independence from electronic components and thus from a power supply. As an alternative to the gearboxes on the output side of the comparator, other gearboxes such as planetary gearboxes or spur gearboxes can be used instead of coaxial gearboxes. Typical transmission devices provide a blocking function for many or all possible failures, such as failure or blockage of any component of a load path, or free-wheeling.

Typical embodiments of comparators include a fixed ring. The fixed ring is typically located centrally between two inputs for the two shafts. The fixed ring can be performed, for example, fixed to the housing.

Typical fixed rings are smooth inside. Typically, the inside of the stationary ring is hardened. In further embodiments, the inside is knurled or internally toothed, so has an internal toothing.

Typical comparators include a double planetary freewheel that includes a first planet carrier rotatably connected to the first shaft and that includes a second planetary carrier rotatably connected to the second shaft. Such a double planetary freewheel allows sensorless detection of a rotational angle difference.

Typical comparators include flattened planetary gears which interact with the ring depending on their angular position. In this case, the angular position in the planet gears refers to the angular position relative to a planet carrier on which the planetary gears are mounted. The planet carrier can rotate itself or be fixed. The respective flats of the planetary gears typically comprise at least one side or about 20% to 50% of the circumference of a planetary gear. In the area of the flattening there are no teeth, so that no engagement with the ring is possible. In this way, the planetary gears can freely rotate within the ring at a suitable angular position. By rotating the planetary gears relative to their planet carrier, the flattened planetary gears can be brought into engagement with the inside of the ring by rotating the toothed portions radially outward. In the process, a frictional connection occurs between the planetary gears and the ring, which leads to blocking. The planet gears need only have teeth on the peripheral portion which engages the sun gear. The remaining portions may also be smooth, wherein it is only important that on one side, typically opposite to the teeth for engagement with the sun gear, a flattening is provided.

Typical comparators are constructed so that the angular position of the planet gears depends on the angular difference of the shafts. Typically, the sun gear of typical dual planetary freewheels includes two gear members, wherein the first gear member is connected to the first shaft and the second gear member is connected to the second shaft. The toothed elements typically engage one another such that the sun gear is formed in part by the first toothed element and to another part by the second toothed element. Typically, each of the two spline elements interacts with at least one of the flattened planetary gears, typically with an immediate interaction. In further embodiments, a gear is still interposed. It is preferred that the first sun gear interact with one of the flattened planetary gears disposed on the second planetary carrier. Typically, the second sun gear interacts with the at least flattened planetary gear mounted on the first planetary carrier. In typical embodiments, one or in each case two flattened planet gears are arranged on both planet carriers.

Typically, the comparator includes a spur gear connected to the first shaft. In typical embodiments, the comparator includes a second spur gear connected to the second shaft.

Typical embodiments of comparators include first pinch rollers that interact with the second spur gear and a second cam of the second spur gear, and second pinch rollers that interact with the first spur gear and a first cam of the first spur gear, respectively. The pinch rollers are typically arranged between the outer peripheries of the cams of the spur gears and the ring.

In typical embodiments, the first spur gear or the first cam of the first spur gear, or, if a second spur gear is present, and the second spur gear or the second cam of the second spur gear provided with a variable outer circumference. In this way, ramps are formed, which can interact with the pinch rollers. Upon rotation of the spur gears, the pinch rollers are moved to a different position relative to the spur gear and the cam of each spur gear, so that, for example, with a variable outer circumference at this point, the pinch roller can be pushed outwards and are brought into a clamp with the fixed ring can. In this way, the waves can be fixed.

Typically, the spur gears each comprise bolts on which the clamping rollers are mounted eccentrically, for example, slide-mounted or mounted by means of rolling bearings. The pinch rollers of the first spur gear, so the first pinch rollers, are in contact with the second spur gear or the cam of the second spur gear. When synchronizing the spur gears, so when synchronizing the waves, there is no relative movement between the spur gears and thus not between the clamping bodies and the cams of the two spur gears.

Further embodiments include clamping bodies, which are arranged between the outer circumference of the first spur gear or the outer circumference of the first cam of the first spur gear and the ring, and which are non-rotatably connected to the second shaft. In such embodiments, typically only one, namely the first cam is present. The clamping body can be rotatably connected, for example via an elastic ring with the second shaft. The first spur gear is in such embodiments, the only spur gear, but has analogous to other embodiments, a cam, which may for example be designed as a polygon or with a continuously variable outer radius. The clamping bodies are typically not distributed uniformly over the outer circumference of the first spur gear. The clamping bodies typically have at least not identical dimensions. In this way it can be ensured, for example, that only within a certain angular range of the rotational angle difference between the first and second shaft there is no blockage of the clamping body between the outer circumference of the first spur gear and the ring.

A typical advantage of double planetary freewheels, for example, is that the relative torque between the two connected load paths must be comparatively low in order to achieve a sufficient rotational travel difference and thus a blockage. Typical embodiments include comparators with non-circular, rotating components, such as the flattened planet wheels or the spur gears with cams. For double planetary freewheels, the blockade threshold can be selected by choosing the width of the gap between the ring and planetary gears, or by defining the pitch circles of the toothed components or the size of the flats of the planetary gears.

Typical embodiments of comparators offer advantages because conventional freewheels or backstops offer no possibility to run freely in both directions of rotation and at the same time to clamp in the other operating point with a small relative angle of rotation. Furthermore, conventional comparators act as a locking differential so that the slower rotation is imparted to the faster shaft; it is triggered by such a component no automatic blockage. Typical embodiments are less complex than comparable designs from the prior art and possibly more cost-effective or reliable in operation. Furthermore, the required space is reduced compared to the system of the prior art. For example, the complex differential can be saved compared to the US publication mentioned in the introduction.

Further advantages of embodiments are the omission of optical or hydraulic or electrical interfaces to other flight systems.

list of figures

• 1 zeigt schematisch die Übersicht über eine Ausführungsform einer erfindungsgemäßen Transmissionsvorrichtung;
• 2 zeigt in einem Querschnitt einen Lastabgriff schematisch als Teil der Ausführungsform der 1;
• 3 zeigt ein Detail des Lastabgriffs der 2 in verschiedenen Zuständen;
• 4 zeigt schematisch einen typischen Komparator in einer äußeren Systemskizze;
• 5 zeigt eine Ausführungsform eines Komparators in einem Axialschnitt und in einem Querschnitt schematisch;
• 6 zeigt eine weitere Ausführungsform eines Komparators schematisch in einem Querschnitt und in einem Längsschnitt; und
• 7 zeigt schematisch in einer teilweise geschnittenen perspektivischen Ansicht eine weitere Ausführungsform eines typischen Komparators.

The invention will be explained in more detail below with reference to the accompanying drawings, in which:

• 1 shows schematically the overview of an embodiment of a transmission device according to the invention;
• 2 shows in a cross section a load tap schematically as part of the embodiment of 1 ;
• 3 shows a detail of the load tap of 2 in different states;
• 4 schematically shows a typical comparator in an outer system sketch;
• 5 shows an embodiment of a comparator in an axial section and in a cross section schematically;
• 6 shows a further embodiment of a comparator schematically in a cross section and in a longitudinal section; and
• 7 shows schematically in a partially sectioned perspective view another embodiment of a typical comparator.

Description of exemplary embodiments

Hereinafter, typical embodiments of the invention will be described with reference to the figures, the invention being not limited to the embodiments, but the scope of the invention is determined by the claims. In the description of the embodiment, the same reference numerals may be used for the same or similar parts in different figures and for different embodiments in order to make the description clearer. However, this does not mean that corresponding parts of the invention are limited to the variants shown in the embodiments.

In the 1 is a schematic overview of a transmission device according to an embodiment of the invention sketched. The transmission device serves to torque from a main shaft 3 to a landing flap 5 , which is a control surface of an aircraft. The main shaft 3 is driven by a motor, which on the right side of the main shaft 3 is arranged (in the 1 Not shown). Links the 1 close to the main shaft 3 further load taps, which can actuate further control surfaces of the aircraft.

In embodiments, a portion of the main shaft 3 formed by a typically in the load taps centrally mounted shaft.

At the main shaft 3 are a first load tap 11 and a second load tap 13 each for transmitting torque to the landing flap 5 arranged. Output side of the load taps 11 and 13 is a comparator 15 arranged, which with the two load paths between the load taps 11 and 13 and the landing flap 5 connected is. Output side of the comparator 15 are gears 21 and 23 arranged, which provide for a reduction. The gears 21 and 23 are designed as a coaxial transmission.

The comparator is configured to determine a rotational angle difference between the first rotational angle of the first load path and the second rotational angle of the second load path. Typically, it is set up to determine the rotational angle difference mechanically. This is the comparator 15 via gears in each case in the two load paths between the load taps 11 and 13 and the landing flap 5 involved. The comparator 5 is further configured to block the first load path and the second load path at the comparator as soon as the rotational angle difference reaches a blockade threshold.

Between the load tap and comparator as well as between the comparator and gearbox spur gears or bevel gears can be provided.

Hereinafter, individual components of the transmission device, which in the 1 is shown, individually explained.

That's how it shows 2 a first load tap 11 an embodiment in a schematic sectional view. In the 11 a dashed line is shown, which shows the force curve during normal operation, ie at torques lower than the limit torque of the built-in torque limiter. Furthermore, in the 2 a force curve shown by a solid line, which occurs when the torque limiter locked, so if the transmitted torque exceeds the limit torque occurs. With their built-in torque limiter, the load taps limit the loads that can enter the system from the drive.

The load taps comprise a torsion spring, wherein the first load tap 11 of the 2 comprises a first torsion spring. The following is written only by the torsion spring, which then usually in connection with the 2 the first torsion spring is meant. The torsion spring is to be understood abstractly, since it is composed of individual components, which are explained below.

The load tap 11 includes radial shaft seals 103 , a housing 105 , Friction plates 107, steel plates 109 as well as a plate spring 111 , A closure lid 113 serves to close the housing 105 , The drive bearing 115 takes the main shaft 3 on, which is also stored with other camps. An input clutch 117 transmits torque from a right-hand part of the main shaft 3 to the section of the main shaft shown in the figure in the middle 3 , A spring carrier 119 is fixed to the main shaft 3 connected. In the spring carrier 119 is a coil spring 121 arranged, wherein the selection of the spring strength can be used to adjust the functionality of the torque limiter of the first load tap.

Integral with the spring carrier 119 is a drive coupling half 123 executed, which has a ball 125 with a driven coupling half 127 connected is. The coil spring 121 presses the drive coupling half 123 against the ball 125 and this in turn against the output coupling half 127 , In this way, a torque transfer to the output coupling half 127 possible, which in turn is rotatably connected to a driven spur gear or is integrally formed with a driven spur gear.

The operation of the load tap 11 differs in a way from a conventional torque limiter. The different operation is in particular due to the fact that the ramp geometry in the load tap 11 and typically other load taps in the invention is different from a conventional torque limiter.

In the 3 are the ramps of the two coupling halves 123 . 127 the load tap 11 of the 2 shown enlarged. The 3 and 2 are described in context with each other.

During a rotational movement with a higher torque, there is an axial disengagement of the drive-side coupling half 123 in the direction of the arrow 131 , This is due to the ramp geometry of the ramp, which on the output side coupling half 127 is provided. The ramp geometry has a plateau area 133 , then a steep climb 135 and then a flatter slope 137 on. When the ball comes up 125 over the steep slope 135 to the flatter slope 137 it comes to an axial disengagement of the drive-side coupling half 123 in the direction of the arrow 131 against the force of the coil spring 121 so that the friction plates 107 and the steel blades 109 finally against the plate spring 111 be pressed together.

About the ramp of the output side coupling half 127 can be the torque limiter function of the load tap 11 To be defined. It is also possible to interchange the coupling halves against each other, ie to provide the drive-side coupling half with a ramp, or to provide other ramp geometries.

Interesting is the interaction of the two load taps 11 and 13 (please refer 1 ) in the presence of different resistances on the two load paths. Since the load taps are identically constructed, they have the same torsion spring characteristic. For example, if one of the two load paths has a greater friction, then it may happen that the load unequal to the load taps 11 and 13 distributed. This causes due to the ramp geometry of the respective output coupling halves a different width axial disengagement (in the direction of the arrow 131 in the 3 ) of the coupling halves 123 the two load taps 11 and 13 , Only from a certain load, the slats interlock. In this way, it may happen that a certain uneven load distribution key between the two load paths is still tolerated, but only until one of the two load taps 11 and 13 is loaded so far that it blocks.

Furthermore, however, it is also possible that the rotation path difference due to the different torques in the load paths leads to the fact that the load paths have different angles of rotation. This corresponds to the torsion spring functionality of the load taps. Due to the different angles of rotation of the two load paths as a result of the different loads caused by the load taps 11 and 13 can be transferred, it may happen that the rotational angle difference the blockade threshold of the comparator 15 (please refer 1 ) exceeds. This would cause the comparator 15 blocked both load paths, so it also in the two load taps 11 and 13 to trigger the locking device, which by the friction plates 107 , Steel blades 109 , Plate spring 111 and further components of the respective load tap is formed comes. Such closing or blocking of the locking devices leads to a blockage of the two load taps 11 and 13 ,

The solid arrow of 2 indicates how the transmitted torque from the main shaft 3 in case of blockage of the load tap via the drive coupling half 123 , which integral with the spring carrier 119 is formed in the locking device with the friction plates 107 and steel blades 109 is transmitted, so that the torque is at least partially supported against the rotationally fixed housing 105. This leads to a blockage of the system.

In the following 4 For example, a typical comparator according to embodiments of the invention is shown schematically. The comparator 15 has two waves 151 and 153 which rotate according to the rotation transmitted through the load paths. For those in the middle of the 4 illustrated core assembly 157 of the comparator 15 There are various embodiments within the scope of the invention, which in the following in connection with the 5 to 7 to be discribed. In this case, the same reference numerals are used for identical or similar parts in different embodiments.

In the 5 shows a double planetary freewheel of a comparator, the double planetary freewheel is shown once in a cross section and once in a longitudinal section. Two waves 151 and 153 connect the double planetary freewheel with the two load paths. The first wave 151 is with a first spur gear 161 connected. The word "connected" between shaft and spur gear also includes an integral construction of the shaft 151 with the spur gear 161 , Likewise, the second wave 153 with a second spur gear 163 connected. Through the spur gears 161 and 163 The two sides of the double planetary freewheel can also be integrated in the respective load path, so that no extra connection to the load path is necessary. So it is possible, for example, the spur gears 161 and 163 each with output gears of the load taps into engagement and the waves 151 and 153 to use to connect to the output side gears or a control surface to be controlled. Alternatively, it is also possible the spur gears 161 and 163 to bring into engagement with other output side arranged spur gears, which represent an input for the output side gear.

With the first wave 151 is rotatably a first planet carrier 171 connected and with the second wave 153 is rotatably a second planet carrier 173 connected. The first planet carrier 171 has first planet pins 181 and the second planet carrier 173 has second planet pins 183 on. On the first planetary bolt 181 are first flattened planet gears 191 mounted and on the second planetary pin 183 are second flattened planet gears 193 assembled. The flattened planet wheels 191 and 193 are inside a fixed ring 195 arranged, which is fixed to the housing. The ring 195 has a hardened inside, which with the planetary gears 191 and 193 engages, so that a frictional connection arises, if not the flattened side of the planet gears 191 and 193 points radially outward.

The sun gear of the double planetary freewheel is provided by a first gear element 201 and a second toothed element 203 educated. The first toothed element 201 is non-rotatable with the first shaft 151 connected and engaged with the second flattened planetary gears 183 , The second toothed element 203 is non-rotatable with the second shaft 153 connected and engaged with the first planetary gears 181 , It is thus in each case one toothed element of one side in engagement with the planet wheels of the other side.

At a rotation angle difference of the waves 151 and 153 will be the angular position of the planetary gears 181 and 183 opposite the planetary carrier 171 and 173 turn so that from a blockade threshold value of the rotation angle difference an engagement of the planetary gears 181 and 183 with the internal teeth of the ring 195 he follows. Such engagement results in the attachment of both the planet carrier 171 and 173 and thus also the waves 151 and 153 and thus also the integral spur gears 161 and 163. The blockage can be solved by turning back the angle of rotation difference, in this direction is a twisting of the two shafts 151 and 153 possible against each other.

In the embodiment of the 5 It can be seen that the choice of the extent of the flattening of the planetary gears or the thickness of the ring or the size of the gap between the ring and planetary gears can be used to determine from which angle of rotation difference a blockage occurs. In this way, the blockade threshold can be set.

In the 6 a further embodiment of a comparator is shown which partially similar or identical components as the comparator of 5 having. However, the structure of some components differs, so have the spur gears 161 and 163 one cam each 211 respectively 213 on. Furthermore, on the spur gears 161 and 163 each pin with pinch rollers 221 and 223 mounted, with the first pinch rollers 221 on bolts of the first spur gear 161 sit and the second pinch rollers 223 on bolts of the second spur gear 163 seated.

The variable outer diameter of the first cam 211 interacts with the second pinch rollers 223 , which with the second spur gear 163 and thus with the second wave 153 are connected. With a rotation angle difference, it is therefore due to the variable circumference of the cams 211 and 213 to a clamping of the pinch rollers 221 and 223 , where by the geometry of the cams 211 and 213 the behavior with angle differences and thus also the blockade threshold value can be determined. The pinch rollers 221 and 223 be between the cams 211 and 213 and the ring 195 clamped and block so the cams 211 and 213 and thus also the waves 151 and 153 and the spur gears 161 and 163 , The ring 195 is in the embodiment of 5 smooth inside.

In the 7 a further embodiment of a comparator is shown in a partially sectioned perspective view. In the embodiment of the 7 it is a clamping hub with sprags, which interacts with a cam. The cam is constructed integrally with a first spur gear, which in the 7 was cut away. The first spur gear is disposed on the first shaft with the first cam as in a part of the other embodiments.

The comparator of 7 again comprises two waves 151 and 153 , which are integral with spur gears 161 (in the 7 not shown, cut away) and 163 are executed. At the first spur gear (in the 7 not shown), a P4C body 231 is integrally arranged. The P4C body 231 may also be referred to as special cam of the first spur gear are considered.

The P4C body 231 interacts with a P4C hub 233 which is non-rotatable with the second spur gear 163 connected is. The P4C hub 233 has a plurality of sprags which, upon relative rotation of the P4C body 231 relative to the P4C hub 233, are interposed between a ring 195 , which is fixed to the housing, and clamped to the P4C body 231. The ring 195 is smooth inside, that is without teeth. About the play of the P4C body 231 and the clamping body of the P4C hub 233, the blockade threshold can be adjusted.

The P4C hub 233 with the sprags is made by slotting a conventional P4C hub 233 several times. Slitting causes the clamping bodies. The clamping bodies are due to the elasticity of the material of the P4C hub 233, such as steel, in the radial direction to a certain extent movable, so that they upon rotation of the P4C body 231 against the ring 195 can be pressed. As a result, there is a blockage of both waves 151 and 153 and the first spur gear (in the 7 not shown) and the second spur gear 163 so that both load paths through the comparator of the 7 can be fixed. In general, for the cam, which in the embodiment of the 7 is realized in the form of the P4C body, various shapes are used, which may include, for example, an ellipse or a P3G profile.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 9343469 [0004]
• DE 102007019607 A1 [0012]
• DE 102015105543 A1

Claims (11)

Transmission device, in particular for moving control surfaces of an aircraft, with a first load tap (11) for transmitting a first torque between a main shaft (3) and a driven element via a first load path, a second load tap (13) for transmitting a second torque between the main shaft (3) and the element to be driven via a second load path, - A connected to the two load paths comparator (15) which is adapted to determine a rotation angle difference between a first rotation angle of the first load path with a second rotation angle of the second load path; - wherein the comparator (15) is adapted to block the first load path and the second load path at the comparator (15) as soon as the rotational angle difference reaches a Blockadeeschwellenwert. Transmission device according to one of the preceding claims, wherein the first load tap (11) comprises a first torsion spring and the second load tap (13) comprises a second torsion spring. Transmission device according to Claim 2 wherein the spring characteristic of the first torsion spring and / or the spring characteristic of the second torsion spring is non-linear Transmission device according to Claim 2 or 3 wherein the first torsion spring and / or the second torsion spring respectively comprise mutually preloaded coupling halves (123, 127), wherein in each case at least one of the coupling halves (123, 127) comprises a ramp with a ramp geometry. Transmission device according to one of Claims 2 to 4 , Wherein the spring characteristic of the first torsion spring is at least partially identical to the spring characteristic of the second torsion spring. Transmission device according to one of Claims 2 to 5 wherein the first load tap (11) has a first torque limiter and the second load tap (13) has a second torque limiter. Transmission device according to Claim 6 wherein the torque limiter each comprise a locking device, which determines the main shaft (3) by the respective load tap (11, 13) when triggering the respective torque limiter. Transmission device according to one of the preceding claims, wherein the element to be driven connected to the load paths is a control surface of an aircraft. Transmission device according to one of the preceding claims, wherein the comparator (15) is adapted to release the blockade of the load paths at the comparator (15) as soon as the rotational angle difference falls below a detachment threshold value. Transmission device according to one of the preceding claims, comprising a third load path and a second comparator (15) which is connected to the second load path and the third load path. Use of a transmission device according to any one of the preceding claims for moving a control surface of an aircraft.

Images