HUP0003454A2 - Gate shaft drive unit with drive and/or torsion bar shaft - Google Patents

Abstract

The subject of the invention is a gate shaft drive unit for an upward opening gate with a drive output (output shaft) that can be connected to the gate shaft shaft connected to the gate leaf, which is connected to the driven shaft (9) of the motor through a multi-stage gearbox (2, 3, 4, 5) containing a worm gear stage (4, 5). According to the invention, a first spur gear gear (2) is arranged coaxially with the worm wheel (4) of the worm gear stage (4, 5) in the driving force direction, which is connected to a second gear gear (3) on the driven side, and the gate shaft can be coaxially connected to this. The overall gear unit (2, 3, 4, 5) formed in this way is mounted in a gear housing (1), which is designed in such a way that the driven side spur gear gear (2) of the two connected spur gear gears (2, 3) becomes a wide gear housing wall due to its axial space requirements. narrows. HE

Description

70.099/DO

3^^ ⁽ ÍO0

S B.G. & K,

International Patent Office H-1062 Budapest Andrássy út 113 Tel.: 34-24-950. Fax. 3l ₂ 4.3 ₂₃

PUBLICATION

COPY

Gate shaft drive unit with drive and/or torsion bar shaft

The invention relates to a gate shaft drive unit with a drive and/or torsion bar shaft for an overhead gate. The device has a gear output that can be connected to a gate leaf shaft connected to the gate leaf in terms of drive technology, which is connected to the driven shaft of the motor via a multi-stage gear containing a worm gear stage.

The type of gates in question, primarily industrial gates, operate with a shaft that is usually operated by wire ropes through the gate leaf. In addition to introducing the torque required for the drive, these shafts can also serve to accommodate the gate leaf's weight balancing device, which is usually a torsion bar device placed coaxially with the centerline of the shaft.

For architectural reasons, there is often only a small amount of space available on the side of such a door leaf to connect a motor drive unit to the shaft, meaning that it is often not possible to combine the motor drive units with a deceleration reduction gear in a housing, place them laterally from one end of the shaft according to the usual design, and connect the output shaft of this drive unit directly and coaxially to the shaft. Therefore, intermediate gear units are inserted,

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which connect the actual motor drive unit to the shaft. These intermediate gear units can be implemented, for example, in the form of a chain drive or in the form of a series of gear wheels connected by toothed or chain links, which are arranged in a suitably narrow gear housing. This solution creates a connection to the shaft that requires little space on the shaft front, but such intermediate gear units are expensive.

The object of our invention is to provide a gate shaft drive unit of the type described in the introduction, which can be placed on the front side of a shaft end with little space requirement and can be connected coaxially to the shaft of the gate leaf from the housing housing the unit. The solution must take into account in particular maintenance requirements and the possibility of malfunctions caused by power failure and/or drive failure.

This task is solved according to the invention, starting from the gate shaft drive unit of the type described in the introduction, by arranging a first spur gear wheel coaxially with the worm wheel of the worm gear in the direction of the driving force, which is connected to a second spur gear wheel on the driven side, and the shaft of the gate leaf can be connected coaxially to this. The overall drive unit thus formed is mounted in a gear housing, which is designed in such a way that it narrows into a wide-sided gear housing wall due to the axial space requirement of the spur gear wheel on the driven side at the two connected spur gear wheels.

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The output stage of the gear unit, consisting of a spur gear wheel, allows for a particularly narrow design of the gear housing - in this output section of the gear unit, viewed in the axial direction of the gear unit output shaft. This is because this single-stage gear unit is arranged laterally inside the housing on the output side of the gear unit, compared to its overall extent. This means that the output shaft of this gear unit can be arranged in a narrower lateral housing section. The coupling flange of the gate leaf shaft to be driven can thus be arranged in this laterally recessed housing section, in particular so that the extent of the gear housing, viewed in the axial direction of the gate leaf shaft, practically does not exceed the space requirement of the flange coupling between the gate leaf shaft and the output shaft of the gear unit.

In this way, the drive housing is narrow on the drive side, so that this drive unit can be flanged directly onto the door shaft, despite the often very narrow lateral installation conditions. The drive unit housing is mounted in a fixed position at the point facing the door leaf-shaft connection, absorbing the torque, preferably elastically, primarily via a so-called insert shock absorber.

The gate operators in question must be able to be operated manually in the event of a failure of the drive, especially the drive motor - for example in the event of a power failure - and must primarily have a manual emergency drive. It is also important that the drive technology connection between the motor and the downstream gear on the one hand and the shaft connected to the gate leaf on the other hand can be disconnected so that in the event of a power failure and similar cases, or if the drive fails, the gate leaf can be moved without the drive and motor moving with it. This is particularly necessary during maintenance. In this case, the gate leaf must be able to move freely relative to the drive. This must not be connected to the manual emergency chain drive, as this directly replaces the electric motor, but otherwise uses the same acceleration gear that is already present for the electric motor drive of the gate leaf shaft. On the other hand, the drive connection must be detachable near the transition between the driven side of the drive and the gate leaf shaft.

In the preferred embodiment, the essential element of the gear train is a worm driven by the motor shaft. This cooperates with a worm wheel, which can be connected to a co-axial gear wheel of a single-stage spur gear via a coupling mechanism. The coupling mechanism has an axially displaceable clutch disc, which is mounted on a shaft so that it rotates together with the driven gear wheel of the single-stage spur gear and which connects on its outer circumference with the inner recess of the worm wheel in a connected or disconnected state according to the axially displaced position. This state of the clutch is determined by a lever that can be operated from outside the gear housing (This lever can be accessed from the right or left depending on the superstructure). The lever acts on the nut of the clutch element via a bracket. The coupling element itself is supported on the housing against the force of a compression spring, so that in principle the connected state is created, and the disconnected state is only possible when the bracket is intentionally rotated. The bracket has a handle outside the housing, which can be locked in different positions — connected and disconnected! — This locking is advantageously positive and cannot be operated, in particular from ground level and by unauthorized persons. The maintenance technician has a key, which, when inserted into the corresponding element of the lever, only allows this coupling to be released completely when it is intended.

A further spur gear is advantageously mounted on the motor shaft in a co-rotating manner, which can be engaged and disengaged with a further gear with a parallel axis by shifting it, or is out of engagement. This second gear is connected by a bevel gear to a hand sprocket, which is arranged so that the plane between the two chain branches is approximately parallel to the wall. If the sprocket were to be arranged coaxially with the motor shaft, a further change of direction of the chain would be necessary, which is undesirable. The bevel gear also serves as a simple clutch in this emergency drive train, in that the other spur gear connected to the spur gear arranged coaxially with the motor shaft is mounted in a bearing so that it can be displaced axially and can thus be brought into engagement with the other gear or removed from this engagement. This is done on the one hand by a compression spring (acting in the closing direction) and on the other hand by a solenoid or similar. The solenoid is always energized when the drive motor is switched on. The correct *♦ · *

- In order to have 6 connections, when the motor's switch-on signal arrives, the magnet can be switched on first, followed by a delay in the motor. When switching on, the opposite is true: the motor can be left to run for a short time before switching off the magnet. The clutch is thus switched on when the motor has slowed down more or less. This is a control technology task. A clean changeover is achieved when either the manual drive or the electric motor is working on the outgoing drive chain. The switching on and off of the electric motor determines the nature of the drive, as the clutch depends on this switch-on signal.

The advantage of the inventive design of the drive is thus primarily the space saving and the fact that no intermediate drive member is required. In addition, the design of the drive unit is compact and there are two shaft connection options, namely on the one hand the disconnection between the drive and the gate leaf shaft, on the other hand the switching on and off between the electric motor drive and the manual chain drive. Furthermore, the arrangement to the left of the shaft and to the right of the shaft is possible.

The drive unit is preferably equipped with a DC motor. This enables a controlled change in the speed in a manner known per se, so that the door leaf can be started gently from the respective end position and runs into the other end position at a decreasing speed. In a further preferred embodiment, the DC motor is dimensioned such that the drive unit meets a number of requirements, which are determined by the different door sizes or door leaf weights and different drive characteristics depending on the area of application. These require different requirements. 7 - · . · · · · « ·* ··* ··* · ♦ · · · « ·· * on the one hand, the torque to be developed, and on the other hand, the rotational speed. This drive is therefore not optimally tailored to a specific set of requirements, which would require a number of different drive units, but is designed to be redundant to a certain extent, so that the same drive can be used to power a number of different industrial doors and to fulfil the given tasks. The different torques and/or the different motor speeds are set exclusively by means of control technology, either by modules defining the respective operating mode, which are interchangeably integrated into the control circuit, or exclusively by means of the different programs of this control.

The DC motor can therefore deliver both the desired speed and the desired torque, and is therefore oversized in this respect. However, we do not consider optimizing the drive motor and/or the gear unit, as this would only be possible in certain desired operating cases. Here, we set maximum requirements for the components as an upper limit, with the result that the same drive can be used for all industrial doors in this sense. The only difference is in the control of the electric motor and the equipment that supplies it. Since it is designed as a DC motor, the existing advantages of the DC drive are available.

The gear ratio between the motor shaft and the gate leaf shaft drive is preferably 1:120.

The drive, in this case the worm drive, is self-closing. This means that in the event of a power failure, the gate leaf will remain somewhere in the prescribed end positions.

- 8. In this case, it is required that the separation of the drive and the gate leaf shaft cannot be operated, in order to prevent the gate leaf from falling from this position. In this case, additional electrical protection can be installed. This can be implemented, for example, in such a way that the connection between the worm wheel and the single-stage final drive cannot be separated if an additional solenoid pin prevents the clutch from being operated. This magnet must ensure - even if there is no mains power - that the clutch between the gate leaf shaft and the output part of the drive can only be released when the gate leaf is closed, i.e. when the gate leaf is closed and can no longer fall. In case of emergency, however, the locking can also be released in these intermediate positions of the door leaf, i.e. the magnet can be selectively excited and the clutch can be released as a result. These two successive targeted processes require a considered procedure, so that only a specialist can carry out this, who can be held responsible. It can be assumed that this specialist will prevent the door leaf from falling by other means, for example by supporting the door leaf in this position.

Our invention is described in connection with exemplary embodiments thereof with the help of our drawings, of which the

Figure 1 is a roughly vertical section along the centerline of the door leaf axis,

Figure 2 is a section along section line II-II of Figure 1,

Figure 3 is a section along section line III-III of Figure 1, with •Mr * ♦

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Figure 4 shows embodiments in which the drive unit is mounted on the right or left side of the door leaf shaft.

Figure 1 shows a roughly vertical section of the gear housing 1. The figure is schematic in that the gaps are not shown. Such housings usually consist of two housing shells and are optionally provided with separate intermediate bottoms. These well-known manufacturing and assembly aspects have not been taken into account in the illustrated embodiment. The sections II-II and III-III in Figures 2 and 3 respectively illustrate the embodiment. Identical parts have been designated by the same reference numerals in these.

In Figure 1, the gate leaf shaft 6 and a coupling 7 in the form of a flange are shown in dotted lines, which connect it to the output shaft of the gear 28. The output shaft of the gear 28 is fixed against rotation and displacement by a second gear wheel 3 on the driven side of a spur gear wheel 2, 3. The first gear wheel 2 of the gear wheel is fixed against rotation and displacement on a shaft 8, on which a worm wheel 4 of a worm gear stage 4, 5 is mounted in a freely rotatable bearing coaxially adjacent thereto. The worm gear 5 of the worm gear is connected to the worm wheel 4 and is mounted directly on the driven shaft 9 of a drive motor 10 in a fixed manner against rotation and displacement, or is formed as one piece with it. Assuming that the worm wheel 4 is connected to the first gear wheel 2 in a fixed manner against rotation via the shaft 8, the torque exerted by the drive motor 10 on the driven shaft of the motor 9 is transferred by the directly connected worm gear to the spur gear pair, which then transfers it to the gate leaf shaft.

In order to satisfy the first requirement that the gate leaf can be disconnected from the motor drive in the event of a fault and in particular for maintenance purposes, a coupling is implemented between the first gear wheel 2 of the spur gear set 2, 3 and the worm wheel 4 of the worm gear stage 4, 5 in such a way that an additional wheel is provided on the shaft 8 for the worm wheels 2 and 4, namely a clutch gear 12, which is mounted on this shaft so that it can be displaced in the axial direction and is fixed against rotation. The worm wheel 4 is located between the first gear wheel 2 and the clutch gear 12. The clutch gear 12 is provided with external teeth and, adjacent to the worm wheel 4, extends into a cylindrical recess 13 which has a circumferential internal toothing cooperating with the external toothing of the clutch gear 12.

In the cooperative engagement between the internal toothing of the cylindrical recess 13 of the worm wheel 4 and the external toothing of the clutch gear 12, the latter is preloaded by a compression coil spring 18 surrounding the shaft, so that in normal operating conditions, a rotation-proof connection between the worm wheel 4 of the worm gear stage 4, 5 and the first gear gear 2 of the spur gear 2, 3 and thus the power transmission between the driven shaft 9 of the motor and the gate leaf shaft 6 is ensured.

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In order to be able to disconnect the gate leaf shaft 6 from the drive unit at least for maintenance purposes, etc., a lever 14 is mounted in a position adjacent to the shaft 8 so that it can be rotated about the axis of rotation 15. The free, fork-shaped lever end 16 of the lever 14 (see FIG. 2) extends into the circumferential groove 17 of the clutch gear 12 in such a way that when the lever 14 is manually operated from outside the gear housing 1, against the force of the compression coil spring 18, the clutch gear 12 moves away from the worm wheel 4 in the axial direction and thereby disengages from the tooth engagement. This means that in this disconnected state the gate leaf shaft can rotate freely relative to the rest of the drive unit via the spur gear wheels 2, 3 and the shaft 8.

On the driven shaft of the motor 9, on which the worm 5 of the worm gear stage 4, 5 is fixed against rotation and axial displacement, a gear wheel 21 is fixed against rotation and axial displacement, which forms a spur gear pair with a further gear wheel 22. The further gear wheel 22 is mounted in a fixed manner against rotation and axial displacement on a shaft 23, which is in permanent drive connection with a manual chain drive 19, 20 via a bevel gear 24. This drive connection makes it possible to adjust the branches of the chain 19 so that they are approximately parallel to the plane of the gate opening to be closed by the gate.

The position of the gear 22, which is fixed against rotation and axially displaceable on the driven-side shaft 23 of the bevel gear 24 of the manual chain operating device 19, 20, is determined by

The engagement position of the motor 12 with the gear 21 on the driven shaft 9 and the disengagement position created by the axial displacement are determined on the one hand by a spring, the force of the compression coil spring 26, and on the other hand by a control element 25. The compression coil spring acts towards the engagement state, while the control element 25, when activated, creates the disengagement state, as soon as the drive motor is operating. Appropriate control solutions ensure that the switching states, i.e. the switching of the drive motor 10 on the one hand and the sprocket 20 on the other hand, occur in a temporal sequence.

The control member 25 may be a simple oscillating coil magnet arrangement, the axially displaceable armature of which acts against the force of the compression coil spring 26 acting on the gear wheel 22. In the basic state, this magnet arrangement is thus operated, while in the event of a power outage and otherwise in the quiescent phases outside of motor operation, the connection between the gear wheels 21 and 22 is created by the force of the compression coil spring 26.

Figure 4 shows a schematic illustration of the left and right mounting of the drive unit on a gate leaf shaft. It can be seen here that the maximum extension of the drive housing in the axial direction of the gate leaf shaft does not exceed the space required for the flange connecting the gate leaf shaft 6 to the output shaft 28 of the drive.

Claims (10)

-13 PATENT CLAIMS 1. Gate shaft drive unit for an upward opening gate, with a gear output (output shaft 28) connectable to a gate leaf shaft (6) connected to the gate leaf in terms of drive technology, which is connected to the driven shaft (9) of the motor via a multi-stage gear (2, 3, 4, 5) comprising a worm gear stage (4, 5), characterised in that a first spur gear wheel (2) is arranged coaxially with the worm wheel (4) of the worm gear stage (4, 5) in the direction of the driving force, which is connected to a second drive gear wheel (3) on the driven side, and to which the gate leaf shaft (6) can be connected coaxially; the overall gear unit (2, 3, 4, 5) thus formed is mounted in a gear housing (1), which is designed in such a way that the two connected spur gear wheels (2, 3) narrow into a wide-sided gear housing wall (11) due to the axial space requirement of the driven-side spur gear wheel (2). 2. A gate shaft drive unit according to claim 1, characterized in that a manually operated clutch (7 flange) is inserted between the worm wheel (4) and the coaxial first gear wheel (2), in particular by means of a clutch gear wheel (12), which is mounted on the same shaft (8) on which the worm wheel (4) and the first gear wheel (2) are mounted, fixed against rotation and displaceable, while the worm wheel (4) is freely rotatable on the shaft (8) and the first gear wheel (2) is mounted. -14 gear wheels (2) are held fixedly on the shaft (8) against rotation and displacement; the worm (5) of the worm gear stage (4, 5) is preferably fixedly arranged on the driven shaft (9) of the motor or is designed in such a way. 3. Gate shaft drive unit according to claim 2, characterized in that the clutch gear (12) is provided with external teeth on its circumference and extends into and cooperates with the internally toothed cylindrical recess (13) of the worm wheel (4). 4. A gate shaft drive unit according to claim 2 or 3, characterised in that the clutch gear (12) can be displaced in the direction of the centre line of the shaft between the on and off positions by means of a manually operated control member (144-16) which is primarily externally operated on the gear housing (1), namely primarily by means of a lever (14) rotatably mounted in the housing wall, the lever end (16) of which, extending from the axis of rotation (15), extends into the circumferential groove (17) of the clutch gear (12); the clutch gear (12) is preferably loaded with a spring, preferably a compression coil spring (18) arranged coaxially on the shaft (8), in the position connected to the worm wheel (4), and the manually operated control member - lever (14) - can be locked at least in the off position. 5. A gate shaft drive unit according to any one of claims 1-4, characterized in that it comprises a manual chain operating mechanism (19, 20), the sprocket (20) of which is connected to the driven shaft (9) of the motor in a drive-technical manner in a switchable manner, primarily by means of a spur gear pair (21, 22) on parallel shafts (9, 23), one of which is mounted on the driven shaft (9) of the motor in a fixed manner against rotation and displacement, while the other gear (22) is mounted on its shaft (23) in a fixed manner against rotation and displacement. 6. A gate shaft drive unit according to claim 5, characterized in that the other gear wheel (22) associated with the sprocket wheel (20) on the driven side is shifted between the on and off positions by a control member (25), which is controlled depending on the on or off state of the drive motor (10). 7. A gate shaft drive unit according to claim 6, characterized in that the control member (25) is designed as a oscillating coil magnet arrangement, which acts against the force of a spring, in particular a compression coil spring (26) acting towards the engaged position on the gear wheel (22) associated with the sprocket wheel (20). 8. Gate shaft drive unit according to any one of claims 5-7, characterized in that the plane between the branches of the chain (19) of the emergency manual chain operating device (19, 20) is approximately parallel to the plane of the wall openings to be closed by the gate, and a bevel gear (24) is preferably arranged between the rotation axis of the sprocket (20) and the associated gear (22). 9. Gate shaft drive unit according to any one of claims 1-8, characterized in that the width of the gear housing (1) viewed perpendicularly to the gate leaf shaft (6) substantially encompasses the flange connection (flange 7) between the gate leaf shaft and the output shaft (28) of the gear. -16 thousand 10. Gate shaft drive unit according to any one of claims 1-9, characterized in that the gear housing (1) is supported in a fixed position primarily by damping elements, for example insert shock absorbers. The authorized person Butcher's Dome. Kutalin r > <J PUBLICATION COPY publication:· 0