DE102013003165B4 - Adapter system, geared motor, geared motor series and manufacturing process for a geared motor - Google Patents

Abstract

Adapter system comprising a gearbox (74), a motor (68) and an adapter, in particular for connecting the gearbox (74) to the motor (68), wherein the adapter is arranged between the gearbox housing and the motor housing,
the adapter is designed as a one-piece ring part,
wherein the adapter has a base ring section (232) and a centering ring section (225, 235),
wherein the base ring section (232) has a gearbox-side hole pattern and a motor-side hole pattern,
wherein each hole pattern consists of a respective arrangement of holes (220, 230),
characterized by the fact that
In the circumferential direction, between each bore (220) of the gearbox-side hole pattern and each bore (230) of the motor-side hole pattern nearest to this bore (220) in the adapter, a recess (221, 231, 241) is arranged,
where the respective recess (221, 231, 241) is not round,
in particular wherein at least one bore (220) of the gearbox-side bore pattern is arranged in the circumferential direction between each two bores (230) of the motor-side bore pattern.
or
wherein at least one bore (230) of the motor-side bore pattern is arranged in the circumferential direction between each two bores (220) of the gearbox-side bore pattern,
in particular wherein the bores (220) of the gearbox-side hole pattern and the bores (230) of the motor-side hole pattern are arranged alternately in the circumferential direction in the adapter,
wherein the bore center, i.e. the central axis, of each bore (220) of the gearbox-side hole pattern is arranged at the same radial distance as the bore center of the motor-side hole pattern.

Description

The invention relates to an adapter system, a geared motor, a geared motor series and a manufacturing method for a geared motor.

From DE 196 37 361 C2, an adapter and adapter system for connecting motors to gearboxes is known, wherein the number of adapter elements has been reduced compared to previously known designs. The adapter has an adapter housing in which an adapter shaft is supported by means of two bearings. The adapter shaft carries a pinion that meshes with the first gear of the gearbox.

The " Handbook "Transmissions and Geared Motors" Company publication from SEW Eurodrive, 07/2006 shows gearboxes which can be connected to three-phase motors using various adapters.

The DE 10 2011013918 A1 shows a coupling device with a driving and a driven shaft and a drive.

The DE 10 2008 017 643 A1 shows an adapter for a drive system, comprising an electric motor and gearbox.

The DE 10 2005 046 261 A1 shows a flange connection and a geared motor.

The DE 10 2008 048 530 A1 shows an adapter ring for connecting the gearbox and the engine.

The DE 102 46 391 A1 shows a hypoid reduction device for connecting a hypoid gear set to a motor.

The EP 0 567 048 A1 shows a two-part adapter for connecting a gearbox to a motor.

From the publication Nord Gear Corp.: Nord Drivesystems - Flexbloc & Minicase Worm Drives, Gear Motors & Speed Reducers. Issue KW10/2011, Waunakee (WI) USA, 2011 (G1035), pages B10, B19, B25 The most readily available state of the art is a geared motor with an adapter.

From the EP 1 160 553 A2 An adapter with a sensor for installation between a driving and a driven device is known.

From the DE 10 2006 043 961 A1 A manufacturing process for a gearbox made from a modular system of parts is known.

The invention is therefore based on the objective of further developing an adapter, a geared motor, a geared motor series and a manufacturing method for a geared motor, whereby environmental protection is improved.

According to the invention, the problem is solved in the adapter system according to the features specified in claim 1, in the geared motor according to the features specified in claim 13, in the geared motor series according to the features specified in claim 14 and in the manufacturing method for a geared motor according to the features specified in claim 16.

Important features of the invention in the adapter system, comprising a gearbox, a motor and an adapter, in particular for connecting the gearbox to the motor, wherein the adapter can be positioned between the gearbox housing and the motor housing, are that
the adapter is designed as a one-piece ring part,
wherein the adapter has a base ring section and a centering ring section,
wherein the base ring section has a gearbox-side hole pattern and a motor-side hole pattern,
wherein each hole pattern consists of a respective arrangement of holes,
wherein a recess is arranged in the adapter in the circumferential direction between each bore of the gearbox-side hole pattern and each bore of the motor-side hole pattern that is nearest to this bore,
where the respective recess is not round.
A key advantage is the simple and stable connection between the gearbox housing and the motor housing provided by the adapter. The one-piece adapter can be easily manufactured as a casting. The recesses incorporated into the adapter are particularly beneficial, as they ensure a uniform wall thickness. This casting process allows for consistent curing, thus reducing manufacturing defects such as porosity. Consequently, the operational reliability of the adapter system is improved.

Additionally, the cutouts allow the adapter's mass to be reduced. This saves material and thus protects the environment.

The adapter can be easily aligned to the gearbox housing using the centering ring section.

In an advantageous embodiment, at least one bore of the gearbox-side bore pattern is arranged circumferentially between each pair of bores of the motor-side bore pattern. It is advantageous that the bores are uniformly spaced. They can be arranged in a distributed manner within the adapter, thereby improving the mechanical stability of the adapter system.

In an advantageous embodiment, at least one bore of the motor-side bore pattern is arranged circumferentially between each pair of bores of the gearbox-side bore pattern. It is advantageous that the bores can be arranged evenly distributed within the adapter, thereby improving the mechanical stability of the adapter system.

In an advantageous embodiment, each recess is open on the gearbox side, and in particular, each recess is not axially continuous. An advantage of this design is that a recess open on one side can be easily manufactured using a casting process. Additionally, the interior of the gearbox housing is sealed to the outside, thus preventing the ingress of dust and other contaminants into the gearbox. This improves the operational reliability of the gearbox.

In an advantageous embodiment, the respective recess extends further in the circumferential direction of the base ring section than in the radial direction. An advantage of this is that the wall thickness in the adapter can be made more uniform by means of the recesses. The shape of the adapter can be adapted to the position of the bores.

In an advantageous embodiment, the respective recess widens with increasing radial distance in the circumferential direction, particularly in that the respective recess is designed as a truncated pyramid with a trapezoidal base. It is advantageous that the adapter with the recess can be manufactured easily by casting.

In an advantageous embodiment, the largest outer diameter of the centering ring section is smaller than the largest outer diameter of the base ring section, particularly where the inner diameter of the centering ring section is less than or equal to the inner diameter of the base ring section. It is advantageous that the centering ring section can be inserted into the gearbox flange. Advantageously, the gearbox flange has a recess into which the centering ring section can be inserted. Thus, the adapter can be aligned with the gearbox flange by means of the centering ring section and the recess in the gearbox flange.

In an advantageous embodiment, the bore center, and in particular the central axis, of each bore in the gearbox-side hole pattern is arranged at the same radial distance as the bore center of the motor-side hole pattern. An advantage of this is that the adapter can be used between a motor and a gearbox with the same flange diameter. The adapter does not reduce the flange diameter, but rather increases the axial distance between the motor and gearbox, so that a coupling for connecting a gearbox shaft to a motor shaft can be arranged within the axially covered area of the adapter.

In an advantageous embodiment, the bore is a circular bore, meaning that the axis of rotational symmetry of the circular bore is parallel to the rotor shaft axis. A key advantage is that a circular bore can be manufactured easily. The parallel alignment of the circular bores to the rotor shaft axis allows for additional stiffening of the adapter system by means of screws that can be passed through the circular bores.

In an advantageous embodiment, the centering ring section has at least one interruption, wherein the interruption is at least partially covered in the circumferential and axial directions by the area covered in the circumferential and axial directions by a screw passing through a bore, in particular a bore of the motor-side hole pattern, and especially by the screw head of the screw. It is advantageous that the adapter can be designed compactly. This saves material and thus improves environmental protection.

In a preferred embodiment, the angular distance between the centers of two adjacent breaks is equal to the angular distance between the centers of two holes in the motor-side hole pattern. A further advantage is that the adapter can be made compact. This saves material and thus improves environmental protection.

In an advantageous embodiment, the base ring section comprises a motor-side ring section and a gearbox-side ring section, wherein the gearbox-side hole pattern is arranged in the gearbox-side ring section and the motor-side hole pattern is arranged in the motor-side ring section, with the motor-side ring section being arranged radially within the gearbox-side ring section. An advantage of this design is that the adapter can be made lightweight and compact. This saves material, thereby improving environmental protection.

In a preferred embodiment, the centering ring section is arranged radially between the motor-side ring section and the gearbox-side ring section. An advantage of this design is that the adapter can be made lightweight and compact. This saves material and thus improves environmental protection.

In an advantageous embodiment, the ring section on the gearbox side has a radial recess, in particular a bulge, in the circumferential region of the interruption in the centering ring section. It is advantageous that a screw for connecting the adapter to the motor can be screwed into a bore in the radial region of the recess. Advantageously, the recess is made large enough so that the screw head is spaced away from the ring section.

In an advantageous design, the largest inner diameter of the gear-side ring section in the circumferential area of the interruption is larger than the largest outer diameter of the centering ring. This design offers the advantage of making the adapter lightweight and compact. As a result, material is saved, thus improving environmental protection.

In an advantageous design, the adapter can be intermediately positioned between the gearbox housing and the motor housing.
the adapter has a gearbox-side hole pattern and a motor-side hole pattern,
in particular wherein each hole pattern consists of a respective geometric arrangement of holes.

A key advantage is that the adapter can be positioned between the motor housing and the gearbox housing and connected using screws that can be inserted into the holes of the respective mounting pattern. This allows the motor housing of a motor and the gearbox housing of a transmission to be connected using the adapter, particularly via a friction fit and/or a positive fit using a centering flange. The adapter also enables the connection of motor and gearbox housings that have different mounting patterns. This improves the compatibility of the motors and gearboxes, thus enhancing environmental protection.

• - in der Achse einer von dem Adapter radial zumindest teilweise umgebenen Kupplungshülse,
• - in der Achse einer Rotorwelle des Motors und/oder
• - in der Achse einer eintreibenden Welle des Getriebes

liegt, wobei die Bohrungen in dem Adapter, Getriebegehäuse und/oder dem Motorgehäuse angeordnet sind. Von Vorteil ist dabei, dass eine zentrierte Ausnehmung innerhalb des Adapters anordenbar ist, welche von dem die Bohrungen aufweisenden Wandungsabschnitt des Adapters umgeben ist.In an advantageous embodiment, each hole pattern comprises bores, wherein the bores are arranged on a circle, in particular its center point.

• - in the axis of a coupling sleeve radially surrounded at least partially by the adapter,
• - in the axis of a rotor shaft of the motor and/or
• - in the axis of an input shaft of the gearbox

The design involves the bores being located in the adapter, gearbox housing, and/or motor housing. An advantage of this design is that a centered recess can be arranged within the adapter, which is surrounded by the section of the adapter wall containing the bores.

In a preferred embodiment, the bores are spaced apart circumferentially, particularly at regular intervals. This is advantageous because the force applied when connecting the adapter to the motor and/or gearbox is distributed evenly around the entire circumference of the adapter. This also simplifies the uniform insertion of a seal between the adapter and the motor and/or gearbox. Furthermore, the seal's tightness is improved.

In a preferred embodiment, the bores of the gearbox-side hole pattern and the bores of the motor-side hole pattern are arranged alternately in the circumferential direction of the adapter. This is advantageous because both the motor housing and the gearbox housing can be connected to the adapter with a uniform force distribution. In particular, the resistance of the adapter connection is improved when an external force is applied to the motor and/or gearbox transversely to the axis of the adapter.

In a preferred embodiment, a recess is arranged circumferentially between each bore of the gearbox-side hole pattern and each adjacent bore of the motor-side hole pattern in the adapter. This design offers the advantage of a uniform wall thickness in the adapter. When manufactured using a casting process, this reduces the formation of defects in the metal, such as cavities. These defects arise primarily from differing solidification times in components with thick and thin walls. This improves the adapter's durability and increases safety. Additionally, material is saved, thus conserving resources and protecting the environment.

In an advantageous embodiment, each recess is open on the gearbox side, and in particular, each recess is not continuous in the axial direction. It is advantageous that the adapter can be manufactured using a casting process and that the stability of the adapter is increased.

In an advantageous embodiment, the bores of the gearbox-side hole pattern are located axially in a first wall section of the adapter, and the bores of the motor-side hole pattern are located axially in a second wall section of the adapter. It is advantageous that, particularly when the adapter is designed as a reducing flange, the wall sections have different wall thicknesses. Specifically, the wall thickness of the first wall section is greater than that of the second wall section. Therefore, the bores in the first wall section can be threaded, especially tapped blind holes. Connecting screws are passed through the bores in the second wall section. Due to the thinner wall of the second wall section, the screw heads of the connecting screws can be completely countersunk axially in the adapter. This saves material and reduces environmental impact.

In an advantageous embodiment, the bore is a circular bore, where the axis of rotational symmetry of the circular bore is parallel to the rotor shaft axis. The advantage here is that a circular bore can be manufactured in a simple manner.

In an advantageous embodiment, the axial area covered by the second wall section at least partially overlaps the axial area covered by the first wall section. A further advantage is that the adapter flange can be manufactured in one piece with minimal material expenditure.

In an advantageous embodiment, the gearbox-side hole pattern has a larger maximum radial spacing than the motor-side hole pattern, wherein the second wall section is arranged at a smaller radial spacing than the first wall section, in particular wherein the maximum radial spacing of the second wall section is smaller than the maximum radial spacing of the first wall section. It is advantageous that a motor and a gearbox, which differ in the radial spacing of their hole patterns, can be connected using the adapter.

In an advantageous embodiment, the adapter is connected to the motor housing by means of connecting screws which have a screw head, wherein the smallest radial distance of the first wall section lies within the radial distance covered by the screw head. It is advantageous that the installation space inside the adapter, which at least partially surrounds the coupling in a housing-forming manner, can be made quite large. This prevents a collision between the coupling and the adapter.

In an advantageous embodiment, the inner wall of the first wall section has radial recesses, particularly recesses extending in the radial direction, which cover an angular segment in the circumferential direction and are spaced apart from one another, i.e., have a larger angular distance from each other than the magnitude of the angular segment. An advantage of this is that the adapter can be manufactured compactly. This saves material.

In an advantageous embodiment, the maximum radial spacing of the gearbox-side hole pattern is smaller than the maximum radial spacing of the motor-side hole pattern, with the first wall section being arranged radially further inward than the second wall section. An advantage of this is that a motor and a gearbox with differing radial spacing of their hole patterns can be connected using the adapter.

In an advantageous embodiment, the second wall section is formed from several subsections. In particular, the subsections are spaced apart from one another in the circumferential direction, and especially such that the subsections cover an area in both the axial and radial directions that is also covered by the first wall section. Preferably, the outer wall of the first wall section has at least one trapezoidal radial recess, particularly such that the perpendicular projection of the radial recess into a plane whose normal is directed axially is a trapezoid. It is advantageous that the adapter can be designed compactly, thus saving material.

• - ein Getriebegehäuse,
• - ein Motorgehäuse,
• - eine eintreibende Welle, welche im Getriebegehäuse mittels eines motorseitigen Lagers gelagert ist, und
• - einen Adapter mit einem getriebeseitigen Lochbild,

insbesondere wobei der Adapter zwischen dem Getriebegehäuse und dem Motorgehäuse angeordnet ist,
sind, dass ein Quotient d / R kleiner als 0,6 ist, insbesondere kleiner ist als 0,4,
wobei d der Innendurchmesser des motorseitigen Lagers ist,
wobei R der maximale Radialabstand des getriebeseitigen Lochbildes zur Rotorwellenachse ist.Key features of the invention in the geared motor, comprising

• - a gearbox housing,
• - a motor housing,
• - a driving shaft which is supported in the gearbox housing by means of a motor-side bearing, and
• - an adapter with a gearbox-side hole pattern,

in particular wherein the adapter is arranged between the gearbox housing and the engine housing,
are that a quotient d / R is less than 0.6, in particular less than 0.4,
where d is the inner diameter of the motor-side bearing,
where R is the maximum radial distance of the gearbox-side hole pattern to the rotor shaft axis.

A key advantage is that a geared motor with a d/R ratio of less than 0.6 can be manufactured with particularly small, cost-effective bearings. This allows for an oversized flange on the gearbox, enabling it to be connected to motors of varying sizes. Consequently, the same gearbox can be used two or more times within a single geared motor series. This approach allows for a high degree of product variation within the series while maintaining a small number of parts.

• - zumindest einen Adapter mit einem getriebeseitigen Lochbild,
• - zumindest einen Motor mit einem Motorgehäuse und einer darin gelagerten Rotorwelle,
• - zumindest ein erstes und zweites Getriebe mit jeweils einer eintreibenden Welle, welche mittels jeweils eines motorseitigen Lagers in einem jeweiligen Getriebegehäuse gelagert ist und
• - zumindest eine Kupplung zur Verbindung der Rotorwelle des Motors und der eintreibenden Welle des Getriebes,

umfasst,
insbesondere wobei der Adapter zwischen Motor und Getriebe angeordnet ist, wobei das Getriebegehäuse ein zum getriebeseitigen Lochbild des Adapters entsprechendes Lochbild aufweist, so dass eine Schraubverbindung ausführbar ist,
wobei das erste und zweite Getriebe sich unterscheiden in dem Innendurchmesser des motorseitigen Lagers der eintreibenden Welle des Getriebes,
sind, dass
das getriebeseitige Lochbild eines oder des Adapters für zumindest die beiden Getriebe, insbesondere also erstes und zweites Getriebe, gleich ist.Key features of the invention for the geared motor series, the variants of which can be manufactured and/or produced from a modular system,
where the kit

• - at least one adapter with a gearbox-side hole pattern,
• - at least one motor with a motor housing and a rotor shaft mounted therein,
• - at least a first and second gearbox, each with an input shaft, which is supported in a respective gearbox housing by means of a motor-side bearing and
• - at least one coupling to connect the rotor shaft of the motor and the input shaft of the gearbox,

includes
in particular wherein the adapter is arranged between the motor and the gearbox, wherein the gearbox housing has a hole pattern corresponding to the gearbox-side hole pattern of the adapter, so that a screw connection is possible,
the first and second gearboxes differ in the inner diameter of the motor-side bearing of the gearbox's input shaft,
are that
The gearbox-side hole pattern of one or the adapter is the same for at least the two gearboxes, in particular the first and second gearboxes.

The advantage here is that a geared motor series is possible with a wide variety of variants and a small number of components; in particular, the number of required adapters can be reduced. The adapter can be selected independently of the gearbox, as the gearbox-side mounting hole pattern of the adapter is the same for all gearboxes. Specifically, the mounting hole pattern of the gearbox flange is also identical for all gearboxes.

In a further advantageous embodiment, the two gearboxes differ in their respective quotient d / R, where d is the inner diameter of the respective motor-side bearing, and R is the maximum radial distance of the respective gearbox-side hole pattern to the rotor shaft axis, particularly where the quotient d / R is less than 0.6, and particularly where the quotient d / R is less than 0.4. An advantage of this is that gearboxes with a wide range of bearing inner diameters can be used in the modular system. Gearboxes with small bearing inner diameters have a low rated torque of, for example, less than or equal to 50 Nm. Gearboxes with large bearing inner diameters have a high rated torque of, for example, greater than or equal to 400 Nm. In particular, the adapter can be selected independently of the bearing inner diameter.

In a further advantageous embodiment, the modular system comprises several adapters with different motor-side mounting patterns, allowing the connection of various motors, while the gearbox-side mounting pattern of the adapters remains the same. The advantage here is that a greater variety of motors and gearboxes can be used within the modular system compared to the number of adapters required. Consequently, the necessary adapter inventory is also reduced.

In a further advantageous embodiment, the coupling is at least partially enclosed by the adapter, forming a housing. The advantage here is that the adapter and the coupling are independent of each other, in particular, are multi-part and do not touch. The coupling is thus protected from environmental influences by the adapter, which at least partially forms a housing. This increases the operational reliability of the coupling.

In a further advantageous embodiment, the coupling has a coupling sleeve, the coupling sleeve being at least partially enclosed by the adapter in a housing-forming manner. The advantage here is that the coupling and coupling sleeve rotate freely within the adapter. Thus, no additional adapter is required to accommodate the coupling and/or the coupling sleeve.

In a further advantageous embodiment, the maximum outer diameter of the coupling sleeve is larger than the minimum inner diameter of the adapter. A further advantage is the compact design of the adapter. Consequently, the geared motor, assembled from the gearbox, motor, and adapter, is also compact. This makes the geared motor highly versatile, particularly in applications where space is limited.

In a further advantageous embodiment, the first wall section has at least one recess, wherein the recess narrows in the circumferential direction with increasing radial distance. It is advantageous that the recess and the radial depression can be arranged to overlap in the circumferential direction. Thus, the adapter can be manufactured in a compact form. Preferably, the adapter has a uniform wall thickness.

In a further advantageous embodiment, the area axially covered by the adapter and the area axially covered by the coupling partially overlap, with the coupling being radially spaced from the adapter. The advantage here is that the adapter increases the axial distance between the engine and the transmission, allowing the coupling to be positioned between the engine and transmission. This makes the coupling usable for a wide variety of engines, as no additional installation space is required in the engine housing for the coupling. Furthermore, the adapter is cost-effective to manufacture, since no additional bearings are required for the coupling.

In a further advantageous embodiment, the coupling comprises a coupling sleeve and a coupling hub, wherein the coupling sleeve is connected to the coupling hub in a rotationally fixed manner, in particular by means of a positive locking connection, especially by means of a curved toothing. It is advantageous that the rotor shaft and the driving shaft can be connected by means of the coupling. The coupling is designed in such a way that a small axial misalignment can be compensated for by means of the coupling.

In a further advantageous embodiment, the coupling sleeve is connected to the rotor shaft of the motor in a rotationally fixed manner, particularly by a positive locking mechanism, and in particular, the coupling hub part is connected to the input shaft of the gearbox in a rotationally fixed manner, particularly by a positive locking mechanism. It is advantageous that the rotor shaft and the input shaft can be connected by means of the coupling.

In a further advantageous embodiment, the coupling sleeve receives the coupling hub part, in particular in an axially directed recess of the coupling sleeve, and/or wherein the coupling sleeve at least partially covers the coupling hub part axially, and/or wherein the coupling sleeve radially covers the coupling hub part. An advantage of this is that the adapter can be designed compactly and manufactured cost-effectively.

In an advantageous embodiment, the connection area between the coupling sleeve and the coupling hub part is axially spaced from the axially covered area of the adapter. The advantage here is that the adapter can be designed compactly and manufactured cost-effectively.

In a further advantageous embodiment, the maximum outer radius of the coupling sleeve tapers towards the motor, particularly in that the radial expansion of the clearance between the coupling sleeve and the adapter towards the motor is increased. The advantage here is that the clearance improves the operational reliability of the geared motor, since the rotating parts are kept at a distance from the adapter, and especially from screws that are screwed into the motor through bores in the adapter.

• - zumindest einen Adapter mit einem getriebeseitigen Lochbild,
• - zumindest einen Motor mit einem Motorgehäuse und einer darin gelagerten Rotorwelle,
• - zumindest ein erstes und zweites Getriebe mit jeweils einer eintreibenden Welle, welche mittels jeweils eines motorseitigen Lagers in einem jeweiligen Getriebegehäuse gelagert ist und
• - zumindest eine Kupplung zur Verbindung der Rotorwelle des Motors und der eintreibenden Welle des Getriebes,

umfasst,
sind, dass
wahlweise eine erste oder zweite Variante hergestellt wird,
wobei die erste Variante aus dem ersten Getriebe, dem Motor, dem Adapter und der Kupplung gebildet wird,
wobei die zweite Variante aus dem zweiten Getriebe, dem Motor, dem Adapter und der Kupplung gebildet wird,
wobei der in der ersten Variante verwendete Adapter und der in der zweiten Variante verwendete Adapter gleich, insbesondere identisch, sind,
wobei der Innendurchmesser des motorseitigen Lagers des ersten Getriebes unterschiedlich ist zum Innendurchmesser des motorseitigen Lagers des zweiten Getriebes,
insbesondere wobei das zur Verbindung verwendete getriebeseitige Lochbild eines oder des Adapters für zumindest die beiden Getriebe, insbesondere also erstes und zweites Getriebe, gleich ist.
Von Vorteil ist dabei, dass ein Adapter für verschiedene Getriebemotor-Varianten verwendbar ist. Somit ist eine hohe Variantenvielfalt ermöglicht bei geringer Teilezahl im Baukasten. Dadurch ist insbesondere auch der Aufwand für Lagerhaltung gering, wodurch die Lagerhaltungskosten reduzierbar sind.Key features of the invention of the manufacturing method for a geared motor from a modular gearbox system,
where the gearbox kit

• - at least one adapter with a gearbox-side hole pattern,
• - at least one motor with a motor housing and a rotor shaft mounted therein,
• - at least a first and second gearbox, each with an input shaft, which is supported in a respective gearbox housing by means of a motor-side bearing and
• - at least one coupling to connect the rotor shaft of the motor and the input shaft of the gearbox,

includes
are that
A first or second variant is optionally produced,
the first variant consists of the first gearbox, the motor, the adapter and the clutch,
the second variant consists of the second gearbox, the engine, the adapter and the clutch,
where the adapter used in the first variant and the adapter used in the second variant are the same, in particular identical,
where the inner diameter of the motor-side bearing of the first gearbox differs from the inner diameter of the motor-side bearing of the second gearbox,
in particular wherein the gearbox-side hole pattern used for the connection of one or the adapter is the same for at least the two gearboxes, in particular the first and second gearboxes.
A key advantage is that one adapter can be used for various geared motor variants. This allows for a high degree of versatility with a small number of parts in the kit. This is particularly advantageous. The effort required for warehousing is also low, which reduces warehousing costs.

In an advantageous embodiment of the coupling, the driving shaft is connected to a coupling sleeve, in particular by means of a keyway connection, wherein the driven shaft is connected to a coupling hub part, in particular by means of a keyway connection.
The coupling hub has external teeth and the coupling sleeve has internal teeth, the teeth being in mesh with each other. A key for positive locking with the driven shaft is integrally formed on the coupling hub, in particular integrally with the external teeth of the coupling hub. An advantage of this is that the integral design requires fewer parts, thus reducing environmental impact. Furthermore, the use of sintered material and/or plastic allows for minimal clutch play and therefore reduced noise. This also reduces environmental impact by minimizing noise emissions. Additionally, the reduced play and rattle resulting from lower moments of inertia extend the service life of the assembly, further reducing resource consumption and protecting the environment.

In an advantageous embodiment, the driving shaft has a keyway, in particular a keyway extending in the axial direction, in which a key is arranged which engages in a corresponding keyway for a positive-locking connection with the coupling sleeve. The advantage here is that a simple, cost-effective, and low-backlash keyway connection can be used, thus protecting the environment.

In an advantageous embodiment, the driving shaft is positively connected to the coupling sleeve, in particular by being pressed into the coupling sleeve with an interference fit.
In particular, the axial area covered by the friction-fit connection includes, or at least partially includes, the axial area covered by the keyed connection. It is advantageous that the axial play is reduced or even eliminated entirely by means of the friction-fit connection, especially a press fit, in the area of the keyed connection between the driving shaft and the coupling sleeve. The driving shaft is preferably made of steel. Thus, a tight-fitting press fit with a plastic coupling sleeve can be easily produced.

In an advantageous embodiment, a key for a positive-locking connection with the driven shaft is integrally formed on the coupling hub. The advantages of this design are that the environment is protected by the reduced number of parts, the play in the keyed connection is reduced, and thus noise generation is reduced, which in turn further protects the environment through reduced noise emissions.

In an advantageous embodiment, the coupling hub part, including the integrally formed key, is made of sintered material, in particular sintered metal.
In particular, the external teeth are also formed in one piece with the key. This offers the advantage of a particularly simple, cost-effective, and resource-efficient manufacturing process for the coupling hub component. Furthermore, the moment of inertia is reduced compared to solid metallic material, thus further protecting the environment.

In an advantageous embodiment, the coupling sleeve is molded from plastic, in particular where the internal teeth are also formed in one piece with the rest of the coupling sleeve, especially by plastic injection molding. The advantage here is that a particularly cost-effective and resource-saving manufacturing process can be used.

In an advantageous embodiment, a hollow area is arranged around the base of the radially inward-extending key integrated into the coupling hub part. This hollow area extends radially at least 10% or at least 20% of the key's radial length. The advantage of this design is that it reduces the notch effect and wear on the edges of the driven shaft.

In an advantageous embodiment, a retaining ring is provided for axially limiting the coupling hub part, particularly in a circumferential groove of the driven shaft. An advantage of this design is that axial locking can be implemented in a simple manner.

In an advantageous embodiment, the driving shaft has a shaft step as an axial limit for the coupling sleeve, in particular wherein the shaft step is arranged on the side of the coupling sleeve facing away from the coupling hub part. An advantage of this is that axial limitation is enabled in a simple manner.

In an advantageous embodiment, the coupling sleeve is connected on the side facing the driving shaft to a shaft step of the driving shaft and on the other axial side to a shaft step of the driving shaft. axially limited by the coupling hub part,
and/or
The coupling hub is axially limited on the side facing away from the driving shaft by a shaft step of the driven shaft and on the other axial side by the coupling sleeve. An advantage of this design is that only one shaft step is required on both the driving and driven shafts, thus axially limiting both coupling components, i.e., the coupling hub and the coupling sleeve.

In an advantageous embodiment, a centering bore is arranged on one end face of the driving shaft and/or on one end face of the driven shaft to reduce the moment of inertia. The advantage here is that the mass is reduced, and thus the clearance is reduced. Therefore, noise and wear are also reduced, and the service life is extended.

In an advantageous embodiment of a drive with the aforementioned coupling device, the driving shaft is a rotor shaft of an electric motor and the driven shaft is a shaft connected to the driving gear section of the transmission, in particular a pinion shaft, wherein the driving shaft has a shaft step as an axial limit of the coupling sleeve, in particular wherein the coupling sleeve rests against the shaft step with its axial end region. An advantage of this is that a cost-effective axial limit is achieved.

In an advantageous embodiment, the driving shaft is supported by a bearing that is housed in a housing part, particularly of the motor. The advantage here is that the coupling device does not require any bearings for the coupling shaft components.

In an advantageous embodiment, the driven shaft is supported by a bearing that is housed in a housing part, particularly the gearbox. The advantage here is that the coupling device does not require any bearings for the coupling shaft components.

In an advantageous embodiment, an adapter flange is arranged between the housing parts that receive the bearings, in particular wherein the housing parts are detachably connected to the adapter flange, in particular by means of connecting screws,
In particular, at least one centering means, especially a centering collar, is arranged on the adapter flange and/or on the housing parts that receive the bearings. It is advantageous that the adapter provides two different axial interfaces on both sides, allowing different gearboxes to be connected to the same motor and different motors to the same gearbox. This enables a high degree of product variety within the series using only a few components.

Further advantages arise from the dependent claims. The invention is not limited to the combination of features of the claims. For those skilled in the art, further meaningful combinations of claims and/or individual claim features and/or features of the description and/or the figures will become apparent, in particular from the problem statement and/or the problem arising from a comparison with the prior art.

• In der 1 ist eine Zahnkupplung, aufweisend ein Kupplungsnabenteil 1 und eine Kupplungshülse 3, in Explosionsdarstellung gezeigt.
• In der 2 ist ein Querschnitt durch die Kupplung im zwischen Motor und Getriebe eingebauten Zustand gezeigt. Dabei sind die Rotorwelle und der Motorflansch gemeinsam schraffiert eingezeichnet, obwohl die Rotorwelle drehbar gelagert ist gegenüber dem Motorflansch und dem Motorgehäuse.
• In der 3 ist ein Querschnitt durch das Kupplungsnabenteil 1 gezeigt.
• In der 4 ist eine zugehörige Draufsicht gezeigt.
• In der 5 ist ein vergrößerter Ausschnitt aus 4 gezeigt.
• 6 zeigt eine Übersicht über verschiedene Getriebemotoren des erfindungsgemäßen Getriebebaukastens, aufweisend jeweils ein Getriebe 74, 740, 741, welches als Winkelgetriebe ausgeführt ist, einen erfindungsgemäßen Adapter und einen Motor 68, 680, 681, 682. Die Getriebemotoren sind in der Figur tabellarisch angeordnet. Jede Zeile zeigt Getriebemotoren mit jeweils einem Motor 68, 680, 681, 682 gleicher Baugröße und dem dazu passenden jeweils gleichen Adapter 22, 80, 81, 226 und jeweils unterschiedlichen Getrieben 74, 740, 741. Jede Spalte zeigt Getriebemotoren mit jeweils einem Getriebe 74, 740, 741 gleicher Baugröße und unterschiedlichen Motoren 68, 680, 681, 682.
• In den 7 bis 10 sind einzelne Getriebemotoren in Schnittansicht dargestellt, aufweisend ein Getriebe 74 mit einem nominellen Drehmoment von 90 Nm, welches als Winkelgetriebe ausgeführt ist, verschiedene erfindungsgemäße Adapter, insbesondere Adapterflansche 22, 80, 81, 226 und verschiedene Motoren 68, 680, 681, 682.
• Dabei zeigt 7 einen Getriebemotor mit einem Adapterflansch 226 in Schnittansicht, womit ein Motor 68 mit 0,12 kW bzw. 0,18 kW Nennleistung und einem Anschlussflansch 67 mit 90 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 8 zeigt einen Getriebemotor mit einem Adapterflansch 80 in Schnittansicht, womit ein Motor 680 mit 0,25 kW bzw. 0,37 kW Nennleistung und einem Anschlussflansch 67 mit 105 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 9 zeigt einen Getriebemotor mit einem Adapterflansch 22 in Schnittansicht, wobei ein Motor 681 mit 0,55 kW bzw. 0,75 kW Nennleistung und einem Anschlussflansch 67 mit 120 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 10 zeigt einen Getriebemotor mit einem Adapterflansch 81 in Schnittansicht, womit ein Motor 682 mit 1,1 kW Nennleistung und einem Anschlussflansch 67 mit 140 mm Durchmesser an das Getriebe 74 anbaubar ist.
• In den 11 und 12 sind Getriebemotoren in Schnittansicht dargestellt, aufweisend verschiedene Getriebe 740, 741, welche als Winkelgetriebe ausgeführt sind, mit je einem Adapterflansch 22, womit ein Motor 681 mit 0,55 kW Nennleistung und einem Anschlussflansch 67 mit 120 mm Durchmesser an die Getriebe 740, 741 anbaubar ist.
• Dabei zeigt 11 einen Getriebemotor mit einem Adapterflansch 22 für den Anbau eines Getriebes 740 mit einem nominellen Drehmoment von 50 Nm an den Motor 681 in Schnittansicht.
• 12 zeigt einen Getriebemotor mit einem Adapterflansch 22 für den Anbau eines Getriebes 741 mit einem nominellen Drehmoment von 180 Nm an den Motor 681 in Schnittansicht.
• 13 zeigt eine Übersicht über verschiedene Getriebemotoren des erfindungsgemäßen Getriebebaukastens, aufweisend jeweils ein Getriebe 115, 1151, 1152, 1153, welches als Stirnradgetriebe ausgeführt ist, einen Adapter, insbesondere Adapterflansch 22, 80, 81, 226, 246, und einen Motor 68, 680, 681, 682, 683. Die Getriebemotoren sind in der Figur tabellarisch angeordnet. Jede Zeile zeigt Getriebemotoren mit jeweils einem Motor 68, 680, 681, 682, 683 gleicher Baugröße und dem dazu passenden jeweils gleichen Adapter 22, 80, 81, 226, 246 und jeweils unterschiedlichen Getrieben 115, 1151, 1152, 1153. Jede Spalte zeigt Getriebemotoren mit jeweils einem Getriebe 115, 1151, 1152, 1153 gleicher Baugröße und unterschiedlichen Motoren 68, 680, 681, 682, 683.
• In den 14 bis 18 sind einzelne Getriebemotoren in Schnittansicht dargestellt, aufweisend ein Getriebe 74 mit einem nominellen Drehmoment von 200 Nm, welches als Stirnradgetriebe ausgeführt ist, verschiedene Adapterflansche 22, 80, 81, 226, 246 und verschiedene Motoren 68, 680, 681, 682, 683.
• Dabei zeigt 14 einen Getriebemotor mit einem Adapterflansch 226 in Schnittansicht, womit ein Motor 68 mit 0,12 kW bzw. 0,18 kW Nennleistung und einem Anschlussflansch 67 mit 90 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 15 zeigt einen Getriebemotor mit einem Adapterflansch 80 in Schnittansicht, womit ein Motor 680 mit 0,25 kW bzw. 0,37 kW Nennleistung und einem Anschlussflansch 67 mit 105 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 16 zeigt einen Getriebemotor mit einem Adapterflansch 22 in Schnittansicht, womit ein Motor 681 mit 0,55 kW bzw. 0,75 kW Nennleistung und einem Anschlussflansch 67 mit 120 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 17 zeigt einen Getriebemotor mit einem Adapterflansch 81 in Schnittansicht, womit ein Motor 682 mit 1,1 kW bzw. 1,5 kW Nennleistung und einem Anschlussflansch 67 mit 140 mm Durchmesser an das Getriebe 74 anbaubar ist.
• 18 zeigt einen Getriebemotor mit einem Adapterflansch 246 in Schnittansicht, womit ein Motor 683 mit 2,2 kW bzw. 3 kW Nennleistung und einem Anschlussflansch 67 mit 160 mm Durchmesser an das Getriebe 74 anbaubar ist.
• In den 19 bis 21 sind Getriebemotoren in Schnittansicht dargestellt, aufweisend verschiedene Getriebe 115, 1151, 1152, 1153, welche als Stirnradgetriebe ausgeführt sind, mit je einem Adapterflansch 22 für den Anbau eines Motors 68 mit 0,55 kW bzw. 0,75 kW Nennleistung und einem Anschlussflansch 67 mit 120 mm Durchmesser.
• Dabei zeigt 19 einen Getriebemotor mit einem Adapterflansch 22 für den Anbau eines Getriebes 1151 mit einem nominellen Drehmoment von 50 Nm an den Motor 681 in Schnittansicht.
• 20 zeigt einen Getriebemotor mit einem Adapterflansch 22 für den Anbau eines Getriebes 1152 mit einem nominellen Drehmoment von 85 Nm an den Motor 68 in Schnittansicht.
• 21 zeigt einen Getriebemotor mit einem Adapterflansch 22 für den Anbau eines Getriebes 1153 mit einem nominellen Drehmoment von 400 Nm an den Motor 68 in Schnittansicht.
• 22 zeigt einen Adapterflansch 226 für einen Getriebemotor mit Bohrungen 220 für Verbindungsschrauben 78 in Schrägansicht, wobei der Durchmesser des Anschlussflansches 67 des Motors 68, 680 kleiner ist als der Durchmesser des Getriebeflansches 23.
• 23 zeigt einen Adapterflansch 22 für einen Getriebemotor mit Bohrungen 220 für Verbindungsschrauben 78 in Schrägansicht, wobei der Durchmesser des Anschlussflansches 67 des Motors 681 gleich groß ist wie der Durchmesser des Getriebeflansches 23.
• 24 zeigt einen Adapterflansch 246 für einen Getriebemotor mit Bohrungen 220 für Verbindungsschrauben 78 in Schrägansicht, wobei der Durchmesser des Anschlussflansches 67 des Motors 683 größer ist als der Durchmesser des Getriebeflansches 23.

The invention will now be explained in more detail with reference to schematic illustrations:

• In the 1 is a toothed coupling comprising a coupling hub part 1 and a coupling sleeve 3, shown in exploded view.
• In the 2 The diagram shows a cross-section through the coupling in its installed state between the motor and gearbox. The rotor shaft and motor flange are shown together with hatching, even though the rotor shaft is rotatably mounted relative to the motor flange and the motor housing.
• In the 3 A cross-section through the coupling hub part 1 is shown.
• In the 4 A corresponding top view is shown.
• In the 5 is an enlarged section from 4 shown.
• 6 Figure 1 shows an overview of various geared motors of the modular gear unit according to the invention, each comprising a gearbox 74, 740, 741, which is designed as an angle gearbox, an adapter according to the invention, and a motor 68, 680, 681, 682. The geared motors are arranged in tabular form in the figure. Each row shows geared motors with one motor 68, 680, 681, 682 of the same size and the corresponding adapter 22, 80, 81, 226, and different gearboxes 74, 740, 741. Each column shows geared motors with one gearbox 74, 740, 741 of the same size and different motors 68, 680, 681, 682.
• In the 7 to 10 Individual geared motors are shown in sectional view, comprising a gearbox 74 with a nominal torque of 90 Nm, which is designed as an angle gearbox, various adapters according to the invention, in particular adapter flanges 22, 80, 81, 226 and various engines 68, 680, 681, 682.
• This shows 7 a geared motor with an adapter flange 226 in sectional view, which allows a motor 68 with 0.12 kW or 0.18 kW rated power and a connection flange 67 with a 90 mm diameter to be attached to the gearbox 74.
• 8 Figure 1 shows a geared motor with an adapter flange 80 in sectional view, which allows a motor 680 with 0.25 kW or 0.37 kW rated power and a connection flange 67 with a diameter of 105 mm to be attached to the gearbox 74.
• 9 Figure 1 shows a geared motor with an adapter flange 22 in sectional view, wherein a motor 681 with 0.55 kW or 0.75 kW rated power and a connection flange 67 with a diameter of 120 mm can be attached to the gearbox 74.
• 10 Figure 1 shows a geared motor with an adapter flange 81 in sectional view, which allows a motor 682 with a rated power of 1.1 kW and a connection flange 67 with a diameter of 140 mm to be attached to the gearbox 74.
• In the 11 and 12 Geared motors are shown in sectional view, comprising various gearboxes 740, 741, which are designed as angle gearboxes, each with an adapter flange 22, with which a motor 681 with 0.55 kW rated power and a connection flange 67 with 120 mm diameter can be attached to the gearboxes 740, 741.
• This shows 11 a geared motor with an adapter flange 22 for mounting a gearbox 740 with a nominal torque of 50 Nm to the motor 681 in sectional view.
• 12 Figure 6 shows a geared motor with an adapter flange 22 for attaching a gearbox 741 with a nominal torque of 180 Nm to the motor 681 in sectional view.
• 13 Figure 1 shows an overview of various geared motors of the inventive gearbox system, each comprising a gearbox 115, 1151, 1152, 1153, which is designed as a spur gear gearbox, an adapter, in particular an adapter flange 22, 80, 81, 226, 246, and a motor 68, 680, 681, 682, 683. The geared motors are arranged in tabular form in the figure. Each row shows geared motors with one motor (68, 680, 681, 682, 683) of the same frame size and the corresponding adapter (22, 80, 81, 226, 246) and different gearboxes (115, 1151, 1152, 1153). Each column shows geared motors with one gearbox (115, 1151, 1152, 1153) of the same frame size and different motors (68, 680, 681, 682, 683).
• In the 14 to 18 Individual geared motors are shown in sectional view, comprising a gearbox 74 with a nominal torque of 200 Nm, which is designed as a spur gear gearbox, various adapter flanges 22, 80, 81, 226, 246 and various motors 68, 680, 681, 682, 683.
• This shows 14 a geared motor with an adapter flange 226 in sectional view, which allows a motor 68 with 0.12 kW or 0.18 kW rated power and a connection flange 67 with a 90 mm diameter to be attached to the gearbox 74.
• 15 Figure 1 shows a geared motor with an adapter flange 80 in sectional view, which allows a motor 680 with 0.25 kW or 0.37 kW rated power and a connection flange 67 with a diameter of 105 mm to be attached to the gearbox 74.
• 16 Figure 1 shows a geared motor with an adapter flange 22 in sectional view, which allows a motor 681 with a rated power of 0.55 kW or 0.75 kW and a connection flange 67 with a diameter of 120 mm to be attached to the gearbox 74.
• 17 Figure 1 shows a geared motor with an adapter flange 81 in sectional view, which allows a motor 682 with a rated power of 1.1 kW or 1.5 kW and a connection flange 67 with a diameter of 140 mm to be attached to the gearbox 74.
• 18 Figure 1 shows a geared motor with an adapter flange 246 in sectional view, which allows a motor 683 with a rated power of 2.2 kW or 3 kW and a connection flange 67 with a diameter of 160 mm to be attached to the gearbox 74.
• In the 19 to 21 geared motors are shown in sectional view, comprising various gearboxes 115, 1151, 1152, 1153, which are designed as spur gear gearboxes, each with an adapter flange 22 for mounting a motor 68 with 0.55 kW or 0.75 kW rated power and a connection flange 67 with a diameter of 120 mm.
• This shows 19 a geared motor with an adapter flange 22 for attaching a gearbox 1151 with a nominal torque of 50 Nm to the motor 681 in sectional view.
• 20 shows a geared motor with an adapter flange 22 for attaching a gearbox 1152 with a nominal torque of 85 Nm to the motor 68 in sectional view.
• 21 Figure 68 shows a geared motor with an adapter flange 22 for attaching a gearbox 1153 with a nominal torque of 400 Nm to the motor 68 in sectional view.
• 22 Figure 1 shows an adapter flange 226 for a geared motor with bores 220 for connecting screws 78 in oblique view, wherein the diameter of the connection flange 67 of the motor 68, 680 is smaller than the diameter of the geared flange 23.
• 23 Figure 1 shows an adapter flange 22 for a geared motor with bores 220 for connecting screws 78 in oblique view, wherein the diameter of the connection flange 67 of the motor 681 is the same as the diameter of the geared flange 23.
• 24 Figure 1 shows an adapter flange 246 for a geared motor with bores 220 for connecting screws 78 in oblique view, wherein the diameter of the connection flange 67 of the motor 683 is larger than the diameter of the geared flange 23.

The clutch hub part 1 is made of sintered metal. This results in low mass and a small moment of inertia for the clutch, which also reduces noise, especially during changes in direction of rotation, and increases the clutch's dynamics.

A key 2 is integrally formed on the coupling hub part 1. This reduces play and noise, especially during changes in direction of rotation.

The key 2 is arranged on the wall of a centrally located recess of the coupling hub part 1. The key projects radially inwards, with the transition area having a radially outwards and small radius such that, after insertion of the shaft to be connected by means of the key, which has a coupling shaft section 77 with a corresponding keyway, a cavity 40 is present at the base of the section of the coupling hub part 1 projecting into the recess as the keyway area.

A hollow area 40 remains even after the driven shaft, in particular a driving shaft of the transmission, especially a pinion shaft, is inserted into the clutch hub part 1, thus reducing the contact area between the driven shaft and the clutch hub part 1. In addition, the moment of inertia is reduced.

The coupling hub part 1 has an external toothing which engages with an internal toothing of the coupling sleeve for torque transmission.

The coupling sleeve 3 has a first axial section, the toothed section 6, in which the internal teeth are arranged.

The axial direction is the axis direction of the rotor shaft 20 of the motor 68, 680, 681, 682, 683.

In a second axial section, the connecting section 5, a recess is arranged, on the wall of which a keyway 4 is arranged.

The maximum outer radius of the first axial section is larger than the maximum outer radius of the second axial section. The maximum outer radius of the coupling sleeve 3 tapers towards the motor 68, 680, 681, 682, 683, in particular where the radial extent of a clearance 27 between the coupling sleeve 3 and the adapter flange 22, 226, 236, 246 to the motor 68, 680, 681, 682, 683 is added.

The free space 27 between the adapter flange 22, 226, 236, 246 and the coupling sleeve 3 is filled with air and/or a lubricant such as gear oil. The free space 27 extends axially from the motor flange to a sealing ring 66. The coupling, with the coupling sleeve 3 and the coupling hub part 1, the rotor shaft 20, and the drive shaft 77 of the gearbox are arranged as rotating parts within this free space 27. The free space 27 is thus arranged radially within the adapter flange 22, 226, 236, 246. The free space 27 is designed to be oil-tight, thus protecting the rotating parts from dirt and dust.

The driving shaft, in particular rotor shaft 20, is designed as a solid shaft and has a keyway into which a key is inserted, which projects into the keyway 4.

The coupling sleeve 3 has involute teeth in its internal toothing area. Accordingly, the external teeth of the coupling hub part 1 are crowned.

The driven shaft is a solid shaft and has a keyway into which the key 2 is inserted.

The driving shaft 114 or pinion shaft 63 is arranged coaxially to the rotor shaft 20.

A centering bore 25 is arranged on the axial end face of the driven shaft. This reduces the moment of inertia.

The coupling sleeve 3 is axially limited by a shaft step 21 formed on the rotor shaft 20. Furthermore, the rotor shaft 20 is pressed into the connecting section 5. This press fit also provides axial locking in the axial direction away from the motor.

Furthermore, a retaining ring 24 is arranged on the driven shaft for axial limitation of the driven shaft at the coupling hub part 1.

The gearbox flange 23 is connected to the adapter flange 22 by means of connecting screws 26.

The coupling hub part 1 has the aforementioned external teeth in a first axial section. The torque is transmitted at the external teeth. The area of the recess of the coupling hub part 1, in which the key 2 is integrated, and the key 2 extend axially on both sides beyond the axial area of the external teeth. 3 This extended receiving section is designated with reference numeral 30. A radius R2, which reduces the notch effects, is applied to its outer contour between the axial area of the external gearing and the axial end area.

The axial securing of the coupling sleeve 3 can be improved by inserting a setscrew 69, which is preferably radially oriented. The setscrew 69 connects the coupling sleeve 3 and the rotor shaft 20 by being positively connected to the coupling sleeve 3, in particular by being arranged at least partially in a recess therein, and by pressing against the rotor shaft to create a frictional connection.

In an alternative embodiment of the invention, the setscrew 69 for axial securing and the retaining ring 24 for securing the coupling hub part 1 are omitted. Instead, the coupling part 1 and the coupling sleeve 3 are axially extended such that only a very small air gap is provided between them, which is less than 2 mm or less than 1 mm, in particular less than 0.5 mm. Thus, the two parts mutually limit each other axially. On the motor-facing side, the coupling sleeve 3 is axially limited by the shaft step 21, and on the output-side side, the coupling hub part 1 is limited by a shaft step of the shaft there. Therefore, when the two parts move towards each other, the two opposing, parallel end surfaces of the parts, which have the axial direction as their normal direction, touch. This achieves mutual axial securing of the two coupling parts in both directions in a simple manner, and the axial securing by the retaining ring is unnecessary. With an advantageous design, this shortens the construction length, thus saving material and protecting the environment.

The adapter flange 22, 226, 236, 246 is arranged radially outside the coupling and spaced radially away from the coupling. The coupling sleeve 3 and the adapter flange 22, 226, 236, 246 overlap at least partially in the axial direction.

The coupling sleeve 3 is connected to the coupling hub part 1 in a rotationally fixed and positively locking manner by means of a curved toothing. The coupling sleeve axially covers the coupling hub part. The connection area of the coupling hub part 1 with the coupling sleeve 3 is axially spaced from the area axially covered by the adapter flange 22, 226, 236, 246.

The coupling sleeve 3 is non-rotatably connected to a rotor shaft 22 of the motor 68, 680, 681, 682, 683 and the coupling hub part 1 is non-rotatably connected to a driving shaft 77 of the gearbox 74, 115, 740, 741, 1151, 1152, 1153.

The in 7 The illustrated geared motor has a gearbox 74 with a Spiroplan gear. The Spiroplan gear is characterized by a Spiroplan gear and a pinion shaft 63, wherein the toothed section 64 of the Spiroplan gear meshes with the toothed section 76 of the pinion shaft 63. Here, a Spiroplan gear is understood to be a plane gear 72 whose face has a radially inwardly arranged flat section and a radially outwardly arranged toothed section 64. This toothed section 64 is shaped such that the tooth flank profile has an arcuate shape or is designed as a crown gear. The axis of the face gear 72 and the axis of the pinion shaft 63 are perpendicular to each other, with an axis offset between the axes of 30% to 70% of the radius of the face gear 72 being provided, preferably the axis offset is 50% to 60% of the radius of the face gear 72. Thus, the illustrated transmission 74 is a right-angle transmission.

The gearbox 74 is arranged in a housing, the housing comprising a first housing part 62, which is essentially cuboid. The following are arranged in this first housing part 62: the face gear 72, the pinion shaft 63, a bearing 60, and another bearing 65 with a snap ring 70 and a sealing ring 66. A top surface of the first housing part 62 is open for mounting the components. By means of a second housing part 75, This mounting opening can be closed by means of a cover (which acts as a lid) and screws (not shown) that can be screwed into threaded blind holes (not shown) in the first housing part 62. A seal (not shown) is arranged between the first and second housing parts 62 and 75.

A threaded stud with a nut can also be used instead of a screw.

A first end face of the first housing part 62 has a protrusion, in which the bearing 65 with the snap ring 70 and the sealing ring 66 is arranged. The protrusion is located on the motor side. The protrusion has a circular recess parallel to the first end face. The transmission flange 23 is arranged surrounding this recess, with the recess being radially centered in the transmission flange 23.

The gearbox flange 23 projects axially beyond the protrusion, so that the gearbox flange 23 is suitable for all applications in the 6 and 13 The gear units 74, 740, 741, 115, 1151, 1152, 1153 shown have the same outer diameter. The outer diameter of the gear flange 23 is, in particular, independent of the size of the gear unit 74, 740, 741, 115, 1151, 1152, 1153; preferably, this outer diameter is 120 mm. This uniformity enables a modular system, since each gear unit 74, 740, 741, 115, 1151, 1152, 1153 can be flanged to any embodiment of the adapter flange 22.

In the case of the in 11 The smallest gearbox shown, 740, with a nominal torque of 50 Nm, has a clearly oversized gearbox flange 23. In contrast, the one shown in 21 The largest gearbox shown, 1153, with a nominal torque of 400 Nm, has a gearbox flange 23 with a very small diameter in relation to the gearbox dimensions.

The pinion shaft 63 is supported in the first housing part 62 of the gearbox 74 by means of a first bearing 65 and a second bearing 60. The first bearing 65 is located at the end of the pinion shaft 63 facing the motor 68, and the second bearing 60 is located at the end of the pinion shaft 63 facing away from the motor 68. The pinion shaft 63 has a centering bore 61 on the end face facing away from the motor 68 to reduce the moment of inertia of the pinion shaft 63. On the end facing the motor 68, the pinion shaft 63 terminates in a coupling shaft section.

Furthermore, the pinion shaft 63 has a toothed section 76, which is positioned between a wheel axle and the first bearing 65. The wheel axle here refers to the axis of rotation of the spiral gear. The toothed section 76 of the pinion shaft 63 meshes with the toothed section 64 of the spiral gear. On the side of the first bearing 65 facing the motor 68, the pinion shaft 63 has a coupling shaft section 77. Specifically, the pinion shaft 63, the toothed section 76, and the coupling shaft section 77 are formed integrally. The coupling shaft section 77 projects into the transmission flange 23. The coupling shaft section 77 is positively connected to the coupling hub part 1 of the adapter by means of a keyway connection.

The pinion shaft 63 and the face gear 72 are made of metal, in particular steel. Specifically, the face gear 72 is made of spheroidal graphite cast iron GGG60, and the pinion shaft 63 is made of heat-treated steel or surface-hardened case-hardened steel. Specifically, the heat-treated steel has a tensile strength of 600 to 800 N/ ^mm² . Specifically, the case-hardened steel has a hardness of HV1 600 to 800, particularly HV1 680 to 780, preferably HV1 720 or HV0.5 720.

Case-hardened steel 16MnCr5 is particularly suitable. For larger dimensions, other steels are also suitable, such as 15CrNi6 or 17CrNiMo6.

A lubricant with high EP activation, based on polyglycol or polyalphaolefin, is used. Specifically, a lubricant is used that, with regard to its scuffing resistance, falls into class GL5 of the API classification.

On the motor side, a snap ring 70 is arranged from the first bearing 65, and a sealing ring 66 is located downstream of this snap ring 70. This prevents the escape of any lubricant, particularly gear oil, from the gearbox 74. As a result, the gearbox 74 can be manufactured independently of the adapter flange 226 and the motor 68, and can also be transported and stored ready for operation. In the event of a gearbox failure, a gearbox 74 stored on site can therefore be easily installed, and the flanged motor 68 can still be used. Thus, no reconfiguration of the motor 68's control system with its complex commissioning process is required.

The face gear 72 is non-rotatably connected to a shaft 71. For this purpose, a centered circular recess with a keyway 73 is provided in the face gear. This keyway 73 is positively engaged with the shaft by means of a key (not shown). Shaft 71 is connected. Shaft 71 is supported in the first housing part 62 by means of two bearings (not shown). The axial end of shaft 71, facing away from the gearbox 74, can be connected to an application (not shown) in a rotationally fixed manner. In particular, shaft 71 is designed as a solid shaft. A sealing ring (not shown) seals the housing at shaft 71 to the outside. Thus, the interior of the gearbox 74 is protected from ingress of dust particles from the environment.

In further embodiments of the invention, a hollow shaft can be used instead of a solid shaft. Here, the shaft has a continuous keyway 73, which is designed as a longitudinal groove. A driven application can be directly connected to the gearbox 74 in a rotationally fixed manner by means of this longitudinal groove, in particular by means of a positive-locking connection.

The in 7 The geared motor shown has a motor 68 with a connection flange 67 that is smaller than the uniform diameter of the gearbox flange 23. In particular, the flange diameter of the motor 68 is only 90 mm compared to the uniform gearbox flange 23 with a diameter of 120 mm. The adapter flange 226 used is therefore designed as a reducing flange. For this purpose, the adapter flange 226 tapers radially in the axial direction towards the motor 68. A first axial section of the adapter flange 226 has a very slight taper of 0° to a maximum of 10°. In this first axial section of the adapter flange 226, a bore 220, in particular a blind bore with an internal thread, is arranged to receive connecting screws 26, by means of which the gearbox 74 is connected to the adapter. A second axial section of the adapter flange 226, directly adjoining the first axial section, has a steeper taper of 40° to 70°, which flattens towards the connection flange 67 of the motor 68. The axial length of the first axial section of the adapter flange 226 is approximately 40% to 60% of the axial length of the second axial section of the adapter flange 226.

22 shows the in 7 The adapter flange 226 is shown in an oblique view of a gearbox-side end face of the adapter flange 226. A bore 220 is arranged in a second wall section of the adapter flange 226. This second wall section is located on the end face of the adapter flange 226 facing the motor 68. In the 22 In the illustrated embodiment, the second wall section is arranged radially inside a first wall section of the adapter flange 22. The first wall section connects the motor 68 to the gearbox 74. In particular, the first wall section contacts both the motor 68 and the gearbox 74. A connecting screw 78 can be passed through a bore 230 in the second wall section and screwed into a threaded blind hole in the motor 68 to connect the adapter flange 226 to the motor 68.

The first wall section extends axially from the gearbox-side end of bore 220 to the motor-side end of bore 220. The second wall section extends axially from the gearbox-side end of bore 230 to the motor-side end of bore 230. Bores 220 and 230 extend axially through the adapter flange 22, 226, 246.

The first wall section of the adapter flange 226 extends radially from a cylindrical outer wall of the adapter flange 226, through the bores 220 and the recesses 221, to a step in the inner wall of the adapter flange 226. The bores 230 are arranged on the side of the step radially opposite the step.

The second wall section of the adapter flange 226 extends radially from the centered recess 222 in the adapter flange 226 via the bores 230 to the step in the inner wall of the adapter flange 226.

The inner wall of the adapter flange 226 therefore has a step. The section of the inner wall with the smallest diameter is cylindrical. The diameter of the inner wall increases in a stepped fashion in the axial direction towards the gearbox. In a further section of the inner wall with a larger diameter, the inner wall has recesses. The diameter of the inner bore in the area of the recess is increased within a radial angle range of the adapter flange 226.

The maximum inner diameter is the same across all recesses. The inner wall has a constant diameter in the circumferential direction between the recesses.

The second wall section thus projects into the first wall section in the area of the depressions. Therefore, the axial thickness in the area of the depressions is smaller than the axial thickness of the first wall section.

The adapter flange 22, 226, 246 is preferably manufactured by means of a casting process.

A hole pattern of the gearbox flange 23 has at least three axial bores, which are circular. The bores are arranged in a shaped manner in the end face of the gearbox flange 23. Preferably, four bores are arranged at regular intervals in the circumferential direction on the end face of the gearbox flange 23.

A hole pattern is understood to be a geometric arrangement of holes, especially bores, in a plane. Specifically, the maximum radial spacing of the hole pattern is the radial spacing of the hole in the pattern furthest from the rotor shaft axis.

A quotient d/R, formed from the radial distance R of the holes in the gearbox's hole pattern to the axis of rotation as the divisor and the inner diameter d of the bearing 65 as the dividend, varies for different gearbox sizes 74, 740, 741, 115, 1151, 1152, 1153. This quotient is less than 0.6 and even less than 0.4 for smaller gearbox sizes. Thus, smaller gearboxes have a significantly oversized gearbox flange 23.

The size of a gearbox describes its physical dimensions and/or its rated torque in Nm. A gearbox with a large size is therefore physically larger than a gearbox with a small size and/or has a higher rated torque.

The motor 68 has a motor housing with the connection flange 67. The axial bores 230 arranged in this connection flange 67 form a hole pattern of the motor.

This hole pattern is arranged on one end face of the connecting flange 67. Preferably, four holes are arranged at regular intervals in the circumferential direction on the end face of the connecting flange 67.

The adapter flange 22, 226, 246 has a gearbox-side hole pattern and a motor-side hole pattern. The gearbox-side hole pattern is at least partially identical to the hole pattern of the gearbox. The motor-side hole pattern is at least partially identical to the hole pattern of the motor. Preferably, the bores 220 of the gearbox-side hole pattern are essentially designed as threaded bores, in particular as threaded blind bores. The bores 230 of the motor-side hole pattern are designed as through bores, in particular without threads.

Preferably, the bores 220 of the gearbox-side hole pattern and the bores 230 of the motor-side hole pattern are arranged alternately in the adapter flange 22, 226, 246. A recess 221, 231, 241 is arranged circumferentially between each bore 220 of the gearbox-side hole pattern and the circumferentially adjacent bore 230 of the motor-side hole pattern. This recess 221 is preferably open at the gearbox-side end face of the adapter flange 22. Thus, the recess is not continuous.

At the in 22 In the adapter flange 226 shown, the radial distance of the bores 220 of the gearbox-side hole pattern, in particular the radial distance to the rotor shaft axis of the motor 68, is greater than the radial distance of the bores 230 of the motor-side hole pattern, in particular the radial distance to the rotor shaft axis of the motor 68.

The gearbox-side hole pattern is arranged in a gearbox-side ring section 223 of the adapter flange 226. The motor-side hole pattern is arranged in a motor-side ring section 224 of the adapter flange 226. The motor-side ring section 224 is therefore arranged radially inside the gearbox-side ring section 223.

The axial thickness of the motor-side ring section 224 is smaller than the axial thickness of the gearbox-side ring section 223; preferably, the thickness of the motor-side ring section 224 is less than 30% of the thickness of the gearbox-side ring section 223.

The ring section 223 on the gearbox side extends axially from the motor housing to the gearbox housing. The ring section 224 on the motor side contacts the motor housing and is spaced apart from the gearbox housing.

A centering ring section 225 is arranged radially between the motor-side ring section 224 and the transmission-side ring section 223. The centering ring section 225 has interruptions. In the circumferential and axial directions, the interruptions are at least partially covered by a screw head. The connecting screw 78, which has the screw head, is passed through a bore of the motor-side hole pattern.

The angular distance between the centers of two adjacent interruptions is equal to the angular distance between the bore centers of two bores in the motor-side hole pattern.

The axial thickness of the centering ring section 225 is greater than the axial thickness of the gearbox-side ring section 223. The centering ring section 225 projects from the adapter flange on the gearbox side. 226. Thus, the centering ring section 225 is suitable for aligning the adapter flange 226 with the gearbox flange 23.

The adapter flange 226 is connected to the motor 68 by means of the connecting screw 78. During assembly of the geared motor, the connecting screw 78 is screwed from the inside of the adapter flange 226 through the bore 230 in the motor-side ring section 224 of the adapter flange 226 into a threaded bore in the connection flange 67 of the motor 68. The coupling sleeve 3 is then placed onto the rotor shaft 20 and tightened using the setscrew 69. The coupling hub part 1 is connected to the coupling shaft section 77 of the gearbox 74 by means of a keyway connection. Finally, the gearbox 74 is connected to the adapter flange 226 by pushing the clutch hub part 1 into the clutch sleeve 3 and screwing a connecting screw 26 through a recess in the gearbox flange 23 into a bore 220, in particular a threaded blind bore in the adapter flange 226.

Alternatively, a motor 68 with through holes in the connection flange 67 can also be mounted. In this case, the connecting screw 26 is guided through the hole 230 in the motor-side ring section 224 of the adapter flange 226 and through the hole in the connection flange 67 of the motor and screwed in place with a nut.

The adapter flange 22, 226, 246 is annular with a radially centered circular recess 222. It has radially arranged recesses 221, 231, 241, which are open on the gearbox side and closed on the motor side, as well as radially inwards and radially outwards. These recesses 221, 231, 241 are advantageous when manufacturing the adapter flange 22, 226, 246 by casting. The adapter flange 22, 226, 246 has sections with varying wall thicknesses, which solidify at different rates during casting and thus form cavities. Material defects tend to occur at cavities. Therefore, a uniform wall thickness by means of recesses 221, 231, 241 in the sections with greater wall thickness is advantageous.

8 Figure 680 shows a geared motor with a motor 680 having a larger connection flange 67, in particular its diameter being 105 mm. Thus, the connection flange 67 of the motor 68 is smaller than the geared flange 23 with 120 mm, but the connection flange 67 is larger than the one in Figure 68. 7 The connection flange 67 shown. As a result, the adapter flange 80 has a different shape in this embodiment: A first axial section adjacent to the gearbox flange 23, measuring a maximum of 20% of the axial length of the adapter flange, has a slight taper of 0° to 10°. Next to the first axial section, a second axial section is arranged, the length of which is approximately 60% to 90% of the axial length of the adapter flange 80. The taper of this second axial section is between 10° and 30°. A third axial section is arranged between the connection flange 67 of the motor 68 and the second section of the adapter flange 80, the length of which is a maximum of 20% of the axial length of the adapter flange 80. The third axial section again has a slight taper of 0° to 10°.

The in 9 The illustrated geared motor has a motor 681 with a connection flange 67 of the same size as the gearbox flange 23. The diameter of the connection flange 67 of the motor 681 and the gearbox flange 23 is therefore 120 mm each. In this embodiment, no reduction of the flange diameter by means of an adapter is required. Nevertheless, an adapter flange 22 is used, which provides the axial distance between the motor 681 and the gearbox 74 required for installing the coupling. Furthermore, recesses are arranged in this adapter flange 22 to receive centering pins 90 located on one end face of the motor 681. The motor 681 is connected to the adapter flange 22 by means of connecting screws 78.

23 shows the in 9 The adapter flange 22 is shown in an oblique view of the gearbox-side end face of the adapter flange 22. In this further embodiment of the adapter flange 22 according to the invention, it has a base ring section 232. A bore 230 is provided in the axial direction of the adapter flange 22 for receiving a connecting screw 78; in particular, the bore 230 is designed as a round bore. The bore 230 has two axial sections. The first axial section on the side of the adapter flange facing the gearbox has a diameter that is larger than the diameter of the head of the connecting screw 78, in particular 5% to 30% larger than the diameter of the head of the connecting screw 78. Thus, the connecting screw 78 can pass completely through the first axial section. A second axial section of the bore 230 is arranged on the motor side of the first axial section. The second axial section has a smaller diameter than the first axial section, so that the thread of the connecting screw 78 can pass through the second axial section. The diameter of the head of the connecting screw 78 is larger than the diameter of the second axial section. Section of the bore 230. In particular, the diameter of the second axial section is 20% to 30% smaller than the diameter of the head of the connecting screw 78.

A centering ring section 235 is arranged radially inside the base ring section 232. The axial thickness of the centering ring section 235 is greater than the axial thickness of the base ring section 232. The centering ring section 235 projects from the adapter flange 22 on the gearbox side. Thus, the centering ring section 235 is suitable for aligning the adapter flange 236 with the gearbox flange 23.

The further example of implementation according to 23 Figure 22 shows an adapter flange with a gearbox-side and a motor-side hole pattern, where the radial distance of the gearbox-side hole pattern to the axis of rotation is equal to the radial distance of the motor-side hole pattern to the axis of rotation. Thus, the 23 The adapter flange 22 shown is designed as a straight flange.

10 Figure 68 shows a geared motor with a motor 682 having a larger connection flange 67 than the gearbox flange 23. In particular, the diameter of the connection flange 67 of the motor 682 is 140 mm compared to a diameter of 120 mm on the gearbox flange 23. In this embodiment, a reduction of the flange diameter from the motor 67 to the gearbox 74 is therefore necessary by means of the adapter flange 81. For this purpose, the adapter flange 81 has three axial sections: The first axial section adjacent to the motor 67 has a very slight radial taper in the axial direction towards the gearbox 74 of 0° to 10°. The axial length of the first axial section is a maximum of 20% of the total axial length of the adapter flange. Next to the first axial section of the adapter flange 81, a second axial section is arranged, which has a taper of 10° to 30°. This second axial section extends over 60% to 90% of the axial length of the adapter flange 81. A third axial section of the adapter flange 81 is positioned between the gearbox 74 and the second axial section. This third axial section has a very slight taper in the axial direction towards the gearbox 74, ranging from 0° to 10°. The axial length of the third axial section is a maximum of 20% of the axial length of the adapter flange 81. Furthermore, recesses are provided in this adapter flange 81 for receiving centering bolts 90 located on the motor side. The motor 682 is connected to the adapter flange 81 by means of a connecting screw 78.

The in 14 The geared motor shown has a gearbox 115 with spur gear teeth. The gearbox has a first housing part 116, which is essentially cuboid and whose top surface is open for installing internal components of the gearbox 115. A second housing part 113, which is designed as a cover, closes the open top surface of the first housing part. For this purpose, a screw 112 is screwed through a recess in the second housing part 113 into a threaded blind hole in the first housing part 116. A seal (not shown) is arranged between the first housing part 116 and the second housing part 113.

A support foot 104 is arranged on the underside of the gearbox 115, in particular wherein the support foot 104 has bores for receiving screws for fastening the gearbox 115 to the floor.

On the motor side, a gearbox flange 23 is arranged on the gearbox 115. This gearbox flange 23 has at least one recess through which a connecting screw 26 can be passed and screwed into a bore 220, in particular a threaded blind hole, in the adapter flange 226 to connect the gearbox 115 to the adapter flange 226.

On the side of the gearbox 115 opposite the gearbox flange 23, a shaft 109 is arranged, which is designed as a solid shaft and has a keyway. The shaft 109 can be connected to a keyway in a hollow shaft of an application (not shown) by means of a key 110.

In a further embodiment according to the invention, the application has a solid shaft which can be connected to the shaft 109 of the gearbox 115 by means of a further adapter not shown.

The shaft 109 is supported in the first housing part 116 by means of a first bearing 106 and a second bearing 102. The first bearing 106 is located on the application side of the first housing part 116. The first bearing 106 and the shaft 109 are sealed to the outside on the application side by means of a sealing ring 108. A snap ring 107 is positioned between the sealing ring 108 and the bearing 106 to secure the shaft 109 in the first housing part 116.

The second bearing 102 is located at the motor-side end of the shaft 109 inside the first housing part 116. A spacer ring 111 and a gear 103 are arranged on the shaft 109 between the first and second bearings 106 and 102. wherein the spacer ring 111 is arranged next to the first bearing 106 and the wheel 103 is arranged between the second bearing 102 and the spacer ring 111.

The gear 103 meshes with a pinion gear (not shown) which is arranged on a second shaft (not shown) and is supported by two bearings (not shown) inside the housing 116 of the gearbox 115. The second shaft also has a gear 101, which meshes with a pinion gear on a driving shaft 114. The pinion gear is integrally formed with the driving shaft 114; in particular, the pinion gear is milled into the driving shaft 114.

In further embodiments according to the invention, as in 18 As shown, the pinion gear is designed as a pinion gear part 180. Thus, the shaft 114 with the pinion gear part 180 is designed in two pieces, wherein the pinion gear part 180 is positively connected to the driving shaft 114 by means of a key 181.

The driving shaft 114 is supported in the first housing part 116 by means of two bearings 100 and 65. Bearing 65 is arranged axially between bearing 100 and the coupling shaft section 77. Bearing 65 is secured by a snap ring 70. A sealing ring 66 is arranged axially between bearing 100 and bearing 65, sealing the interior of the first housing part 116 towards the rotor shaft 20.

The driving shaft 114 leads on the motor side into a clutch shaft section 77, which is connected to the clutch hub part 1 as described above.

The gearbox 115 is therefore designed as a two-stage spur gear gearbox.

In further embodiments according to the invention, as in 19 As shown, on the application side, a flange 190 is connected to the first housing part 116 of the gearbox 1151 by means of a screw 192. For this purpose, a recess (not shown), in particular a round bore, is arranged in the flange 190, through which the screw 192 can be passed into a threaded blind hole (not shown) in the first housing part 116.

An application can be connected to the geared motor by means of the flange 190. For this purpose, at least one recess (not shown) is arranged in the flange 190, through which a screw 191 can be passed.

In further embodiments according to the invention, as in 18 The figure shows a geared motor with a motor 683 having an even larger connection flange 67 than the one in 10 The illustrated connection flange 67 is connected to the gearbox 115. Specifically, the diameter of the connection flange 67 of the motor 683 is 160 mm, compared to a diameter of 120 mm on the gearbox flange 23. In this embodiment, a greater reduction in the flange diameter from the motor 683 to the gearbox 115 is therefore required by means of the adapter flange 246. For this purpose, the adapter flange 246 has three axial sections: The first axial section adjacent to the motor 683 has a very slight radial taper in the axial direction towards the gearbox 115 of 0° to 10°, and the axial length of the first axial section is a maximum of 20% of the total axial length of the adapter flange 246. Next to the first axial section of the adapter flange 246, a second axial section is arranged, which has a taper of 20° to 40°. This second axial section extends over 60% to 90% of the axial length of the adapter flange 246. A third axial section of the adapter flange 246 is positioned between the gearbox 115 and the second axial section. This third axial section has a very slight taper in the axial direction towards the gearbox 74, ranging from 0° to 10°. The axial length of the third axial section is a maximum of 20% of the axial length of the adapter flange 246. Furthermore, recesses are provided in this adapter flange 246 for receiving centering bolts 90 located on the motor side. The motor 683 is connected to the adapter flange 246 by means of a connecting screw 78.

24 shows the in 18 The adapter flange shown is depicted in an oblique view of the gearbox-side end face of the adapter flange 246. In this further embodiment of the adapter flange 246 according to the invention, the second wall section 244 is formed from several subsections. In particular, the subsections are spaced apart from each other in the circumferential direction.

In particular, the sections of the second wall segment 244 are designed as at least one radial recess 240 radially outside the first wall segment 243 of the adapter flange 246. This recess is designed as an essentially tetrahedral recess in the outer wall of the first wall segment 243 of the adapter flange. One face of the tetrahedron is arranged parallel to the motor-side end face of the adapter flange 246. This face has the second bore 230 for the passage of a connecting screw 78, which which can be screwed into a threaded blind hole in the motor 683 for fastening the adapter flange 246 to the motor 683.

The further example of implementation according to 24 Figure 246 shows an adapter flange with a gearbox-side and a motor-side hole pattern, wherein the radial distance of the gearbox-side hole pattern to the axis of rotation is smaller than the radial distance of the motor-side hole pattern to the axis of rotation.

A centering ring section 245 is arranged radially inside the first wall section 243. The axial thickness of the centering ring section 245 is greater than the axial thickness of the first wall section 243. The centering ring section 245 projects from the adapter flange 246 on the gearbox side. Thus, the centering ring section 245 is suitable for aligning the adapter flange 246 with the gearbox flange 23.

The axial thickness of the second wall section 244 is less than 30% of the axial thickness of the first wall section 243. The second wall section 244 is formed from several subsections, preferably from four subsections. In particular, these subsections are not directly connected. A bore 230 of the motor-side hole pattern is arranged in each of these subsections. Each subsection is configured as a trapezoidal recess in the outer wall of the first wall section 243.

Reference symbol list

1

Clutch hub part

2

Key, formed in one piece on the clutch hub part 1

3

Coupling sleeve

4

Keyway

5

Connection section

6

gear section

20

Rotor shaft

21

wave stage

22

Adapter flange

23

Gearbox flange

24

retaining ring

25

Centering hole

26

Connecting screw

27

open space

30

Recording section

40

cavity

60

Storage

61

Centering hole

62

Housing part

63

pinion shaft

64

gear section

65

Storage

66

sealing ring

67

Connection flange

68

Motor

69

grub screw

70

snap ring

71

Wave

72

Planrad

73

Keyway

74

transmission

75

Housing part

76

gear section

77

Clutch shaft section

78

Connecting screw

80

Adapter flange

81

Adapter flange

90

Centering bolt

100

Storage

101

wheel

102

Storage

103

wheel

104

base

105

Cantilever

106

Storage

107

snap ring

108

sealing ring

109

Wave

110

Keyway

111

Spacer tube

112

screw

113

Housing part

114

Wave

115

transmission

116

Housing part

180

pinion gear part

181

Keyway

190

flange

191

screw

192

screw

220

Drilling

221

Exclusion

222

Exclusion

223

Ring section

224

Ring section

225

Centering ring section

226

Adapter flange

230

Drilling

231

Exclusion

232

Base ring section

235

Centering ring section

240

radial recess

241

Exclusion

243

Wall section

244

Wall section

245

Centering ring section

246

Adapter flange

680

Motor

681

Motor

682

Motor

683

Motor

740

transmission

741

transmission

1151

transmission

1152

transmission

1153

transmission

Claims (16)

Adapter system comprising a gearbox (74), a motor (68) and an adapter, in particular for connecting the gearbox (74) to the motor (68), wherein the adapter is arranged between the gearbox housing and the motor housing, wherein the adapter is designed as a one-piece ring part, wherein the adapter has a base ring section (232) and a centering ring section (225, 235), wherein the base ring section (232) has a gearbox-side hole pattern and a motor-side hole pattern, wherein each hole pattern consists of a respective arrangement of bores (220, 230), characterized in that a recess (221, 231, 241) is arranged in the adapter in the circumferential direction between each bore (220) of the gearbox-side hole pattern and each bore (230) of the motor-side hole pattern nearest to this bore (220), wherein the respective recess (221, 231, 241) is designed in a non-circular shape, in particular wherein at least one bore (220) of the gearbox-side bore pattern is arranged in the circumferential direction between each two bores (230) of the motor-side bore pattern, or wherein at least one bore (230) of the motor-side bore pattern is arranged in the circumferential direction between each two bores (220) of the gearbox-side bore pattern, in particular wherein the bores (220) of the gearbox-side bore pattern and the bores (230) of the motor-side bore pattern are arranged alternately in the adapter in the circumferential direction, wherein the bore center, i.e. the central axis, of a respective bore (220) of the gearbox-side bore pattern is arranged at the same radial distance as the bore center of the motor-side bore pattern. Adapter system according to Claim 1 , characterized in that the respective, in particular each, recess (221, 231, 241) is open on the gear side, in particular wherein the respective recess (221, 231, 241) is not continuous in the axial direction, in particular wherein the respective recess (221, 231) widens in the circumferential direction with increasing radial distance, in particular wherein the respective recess (221, 231) is designed as a truncated pyramid with a trapezoidal base, in particular wherein the normal of the base is oriented in the axial direction, and/or that the respective recess (221, 231, 241) extends further in the circumferential direction of the base ring section (232) than in the radial direction, in particular wherein the respective recess (221, 231, 241) widens in the circumferential direction with increasing radial distance, in particular wherein the respective recess (221, 231, 241) is designed as a truncated pyramid with a trapezoidal base, in particular wherein the normal of the base is aligned in the axial direction. Adapter system according to at least one of the preceding claims, characterized in that the largest outer diameter of the centering ring section (225, 235) is smaller than the largest outer diameter of the base ring section (232), in particular wherein the inner diameter of the centering ring section (225, 235) is less than or equal to the inner diameter of the base ring section (232), and/or that the bore (220, 230) is a circular bore, wherein the axis of rotational symmetry of the circular bore is parallel to the rotor shaft axis. Adapter system according to at least one of the preceding claims, characterized in that the centering ring section (225) has at least one interruption, wherein the interruption is at least partially covered in the circumferential direction and in the axial direction by that area which is covered in the circumferential direction and in the axial direction by a screw passed through a bore (230), in particular a bore of the motor-side hole pattern (230), in particular by the screw head of the screw, in particular wherein the angular distance between the centers of two nearest interruptions is equal to the angular distance between the bore centers of two bores (230) of the motor-side hole pattern. Adapter system according to at least one of the preceding claims, characterized in that the base ring section (232) has a motor-side ring section (224) and a gearbox-side ring section (223), wherein the gearbox-side hole pattern is arranged in the gearbox-side ring section (223) and the motor-side hole pattern is arranged in the motor-side ring section (224), wherein the motor-side ring section (224) is arranged radially within the gearbox-side ring section (223), in particular wherein the centering ring section (225) is arranged radially between the motor-side ring section (224) and the gearbox-side ring section (223). Adapter system according to at least one of the preceding claims, characterized in that the gear-side ring section (223) has a radial recess, in particular a bulge, in the circumferential area of the interruption in the centering ring section (225), in particular wherein the largest inner diameter of the gear-side ring section (223) in the circumferential area of the interruption is larger than the largest outer diameter of the centering ring. Adapter system according to at least one of the preceding claims, characterized in that each hole pattern comprises bores (220, 230), wherein the bores (220, 230) are arranged on a circle, in particular the center of which lies - in the axis of a coupling sleeve (3) radially at least partially surrounded by the adapter, - in the axis of a rotor shaft (20) of the motor (68) and/or - in the axis of a driving shaft of the gearbox (74), wherein the bores (220, 230) are arranged in the adapter, gearbox housing and/or the motor housing, in particular wherein the bores (220, 230) are spaced apart from each other in the circumferential direction, in particular regularly spaced apart from each other, in particular wherein the bores (220) of the gearbox-side hole pattern and the bores (230) of the motor-side hole pattern are arranged alternately in the adapter in the circumferential direction. Adapter system according to at least one of the preceding claims, characterized in that the adapter system has a coupling, wherein the area axially covered by the adapter and the area axially covered by the coupling partially overlap, wherein the coupling is radially spaced from the adapter, in particular wherein the coupling has the coupling sleeve (3) and a coupling hub part (1), wherein the coupling sleeve (3) is connected to the coupling hub part (1) in a rotationally fixed manner, in particular by means of a positive locking, in particular by means of a curved toothing, in particular wherein the coupling sleeve (3) is connected to the rotor shaft (20) of the motor (681) in a rotationally fixed manner, in particular by means of a positive locking, in particular wherein the coupling hub part (1) is connected to the driving shaft of the transmission (74) in a rotationally fixed manner, in particular wherein the coupling sleeve (3) receives the coupling hub part (1), in particular in an axially directed recess of the coupling sleeve (3), and/or wherein the coupling sleeve (3) receives the coupling hub part (1). axially at least partially overlapped and/or wherein the coupling sleeve (3) radially overlaps the coupling hub part (1), in particular wherein the connection area between the coupling sleeve (3) and the coupling hub part (1) is axially spaced from the axially overlapped area of the adapter, in particular wherein the maximum outer radius of the coupling sleeve (3) extends towards the motor (681). jüngt, in particular taking into account the radial extension of the free space 27 between the coupling sleeve (3) and the adapter to the motor (681). Adapter system according to at least one of the preceding claims, characterized in that the bores (220) of the gearbox-side hole pattern are designed in an axial direction in a first wall section (243) of the adapter and the bores (230) of the motor-side hole pattern are designed in an axial direction in a second wall section (244) of the adapter, and/or that the axial area covered by the second wall section (244) at least partially covers the axial area covered by the first wall section (243). Adapter system according to at least one of the preceding claims, characterized in that the gearbox-side hole pattern has a larger maximum radial distance than the motor-side hole pattern, wherein the second wall section (244) is arranged at a smaller radial distance than the first wall section (243), in particular wherein the maximum radial distance of the second wall section (244) is smaller than the maximum radial distance of the first wall section (243). Adapter system according to at least one of the preceding claims, characterized in that the adapter is connected to the motor housing by means of connecting screws (78) which have a screw head, wherein the smallest radial distance of the first wall section (243) lies in the radial distance area covered by the screw head, in particular wherein the inner wall of the first wall section (243) has radial recesses, in particular recesses extending in the radial direction, which cover an angular segment in the circumferential direction and are spaced apart from each other, i.e. have a larger angular distance from each other than the magnitude of the angular segment. Adapter system according to at least one of the preceding claims, characterized in that the maximum radial spacing of the gearbox-side hole pattern is smaller than the maximum radial spacing of the motor-side hole pattern, wherein the first wall section (243) is arranged radially further inward than the second wall section (244), in particular wherein the second wall section (244) is formed from several subsections, in particular wherein the subsections are spaced apart from each other in the circumferential direction, in particular wherein the subsections cover an area in the axial and radial directions that is also covered by the first wall section (243), in particular wherein the outer wall of the first wall section (243) has at least one trapezoidal radial recess, in particular such that the perpendicular projection of the radial recess into a plane whose normal is directed in the axial direction is a trapezoid, in particular wherein the first wall section (243) has at least one recess (241), wherein the recess (241) is with increasing radial distance, it narrows in the circumferential direction. Geared motor comprising - a gearbox housing, - a motor housing, - a drive shaft which is supported in the gearbox housing by means of a motor-side bearing (65), and - an adapter with a gearbox-side hole pattern, in particular wherein the adapter is arranged between the gearbox housing and the motor housing, where a quotient d / R is less than 0.6, in particular less than 0.4, where d is the inner diameter of the motor-side bearing (65), where R is the maximum radial distance of the gearbox-side hole pattern to the rotor shaft axis, where the adapter is manufactured in one piece, where the adapter can be positioned between the gearbox housing and the motor housing, where the adapter has a base ring section (232) and a centering ring section (225, 235), where the base ring section (232) has the gearbox-side hole pattern and a motor-side hole pattern, where the The bore center, i.e. the central axis, of each bore (220) of the gearbox-side hole pattern is arranged at the same radial distance as the bore center of the motor-side hole pattern. Geared motor series, the variants of which can be manufactured and/or are manufactured from a modular system, wherein the modular system comprises - at least one adapter with a gearbox-side hole pattern, - at least one motor (68) with a motor housing and a rotor shaft (20) mounted therein, - at least one first and second gearbox (74, 740) each with a driving shaft which is supported in a respective gearbox housing by means of a motor-side bearing (65) and comprises at least one coupling for connecting the rotor shaft (20) of the motor (68) and the driving shaft of the gearbox (74, 740), in particular wherein the adapter is arranged between the motor (68) and the gearbox (74, 740), wherein the gearbox housing has a hole pattern corresponding to the gearbox-side hole pattern of the adapter, so that a screw connection can be made, wherein the first and second gearboxes (74, 740) differ in the inner diameter of the motor-side bearing (65) of the driving shaft of the gearbox (74, 740), characterized in that the gearbox-side hole pattern of one or the adapter is the same for at least the two gearboxes (74, 740), in particular the first and second gearboxes (74, 740), wherein the coupling has a coupling sleeve (3), wherein the coupling sleeve (3) is at least partially enclosed by the adapter in a housing-forming manner, in particular wherein the maximum outer diameter of the coupling sleeve (3) is larger than the minimum inner diameter of the adapter, wherein the adapter has a base ring section (232) and a centering ring section (225, 235), wherein the base ring section (232) has the gearbox-side hole pattern and a motor-side hole pattern, wherein the bore center, i.e. the central axis, of a respective bore (220) of the gearbox-side hole pattern is arranged at the same radial distance as the bore center of the motor-side hole pattern. Geared motor series according to Claim 14 , characterized in that the kit comprises several adapters having different motor-side hole patterns, so that different motors (68, 680, 681, 682, 683) can be connected, wherein the gearbox-side hole pattern of the adapters is the same, and/or that the two gearboxes (74, 740) differ in the respective quotient d / R, where d is the inner diameter of the respective motor-side bearing (65), where R is the maximum radial distance of the respective gearbox-side hole pattern to the rotor shaft axis, in particular where the quotient d / R is less than 0.6, in particular where the quotient d / R is less than 0.4, and/or that the area axially covered by the adapter and the area axially covered by the coupling partially overlap, wherein the coupling is radially spaced from the adapter, in particular where the coupling comprises the coupling sleeve (3) and a coupling hub part (1), wherein the coupling sleeve (3) is connected to the coupling hub part (1) in a rotationally fixed manner, in particular by means of a curved toothing, in particular wherein the coupling sleeve (3) is connected to the rotor shaft (20) of the motor (681) in a rotationally fixed manner, in particular by means of a positive locking mechanism, in particular wherein the coupling hub part (1) is connected to the driving shaft of the transmission (74) in a rotationally fixed manner, in particular wherein the coupling sleeve (3) receives the coupling hub part (1), in particular in an axially directed recess of the coupling sleeve (3), and/or wherein the coupling sleeve (3) axially at least partially covers the coupling hub part (1), and/or wherein the coupling sleeve (3) radially covers the coupling hub part (1), in particular wherein the connection area between the coupling sleeve (3) and the coupling hub part (1) is axially spaced from the axially covered area of the adapter, in particular wherein the maximum outer radius of the coupling sleeve (3) is directed towards the motor (681) tapered, in particular taking into account the radial extension of the free space 27 between the coupling sleeve (3) and the adapter to the motor (681). Manufacturing method for a geared motor from a modular gearbox, in particular according to at least one of the preceding claims, wherein the modular gearbox comprises as parts: - at least one adapter with a gearbox-side hole pattern, - at least one motor (68) with a motor housing and a rotor shaft (20) mounted therein, - at least one first and second gearbox (74, 740) each with a driving shaft which is mounted in a respective gearbox housing by means of a motor-side bearing (65), and - at least one coupling for connecting the rotor shaft (20) of the motor (68) and the driving shaft of the gearbox (74, 740), characterized in that optionally a first or second geared motor variant is manufactured from the parts of the modular gearbox, wherein the first variant consists of the first gearbox (74) of the modular gearbox, the motor (68) of the modular gearbox, the adapter of the modular gearbox, and the coupling of the modular gearbox. The second variant is formed from the second gearbox (740) of the gearbox kit, the motor (68) of the gearbox kit, the adapter of the gearbox kit, and the coupling of the gearbox kit, wherein the adapter used in the first variant and the adapter used in the second variant are the same, in particular identical, wherein the inner diameter of the motor-side bearing (65) of the first gearbox (74) differs from the inner diameter of the motor-side bearing (65) of the second gearbox (740), in particular wherein the gearbox-side hole pattern used for connection of one or the adapter is the same for at least the two gearboxes (74, 740), in particular the first and second gearboxes (74, 740), wherein the adapter has a base ring section (232) and a centering ring section (225, 235), wherein the base ring section (232) has the gearbox-side hole pattern and a motor-side hole pattern, wherein the bore center, i.e., the central axis, of a respective bore (220) of the gearbox-side hole pattern is arranged at the same radial distance as the bore center of the motor-side hole pattern.