JP2000097295A - Inscribed type epicyclic reduction gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide efficient speed-reduction motion, a speed-reduction ratio of a wide range and a high precious and high rigid characteristic by continuously transmitting the speed-reduction motion generated when an inscribed type epicyclic gear train makes translation motion and rotation by mechanical motion following an eccentric body, to an output shaft. SOLUTION: Two epicyclic gears 3 revolves while being internally meshed with an inner gear 2a are accommodated in a reduction gear body 2. Two eccentric shafts are integrally formed on a crankshaft 5 at a phase difference of approximately 180 deg.. The epicyclic gears 3 are rotatably attached to these eccentric shafts respectively. An auxiliary crankshaft 4 having two eccentric shafts opposed at the same phase difference of approximately 180 deg. as the main crankshaft 5 is provided. One ends of the main crank-shaft 5 and the auxiliary crankshaft 4 are supported by a precession preventing plate 7 through bearings 12, 14 respectively. According to the above constitution, a speed-reduction motion derived from translation motion and a rotating motion caused by eccentric motion of the epicyclic gears 3 is transmitted to a flat output plate 9 through the auxiliary crankshaft 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal planetary gear reducer, and more particularly, to an interference amount and a backlash.
The inscribed planetary gear train adopting a triangular tooth profile that minimizes the amount continuously transmits the deceleration motion generated while performing translation and rotation motion by the mechanical motion following the eccentric body to the output shaft,
The present invention relates to an inscribed planetary gear reducer having a large range of reduction ratio, high precision and high rigidity characteristics.

[0002]

2. Description of the Related Art Conventionally, various speed reducers have been proposed which are applied to precision control devices such as servo motors to perform deceleration. Considering the conventionally proposed high-precision control reducer, a harmonic drive type reducer that performs deceleration using the elastic force of metal,
It is roughly classified into a ball speed reducer that uses steel balls in addition to a gear to perform speed reduction, a speed reducer that uses a pin roller, an RV speed reducer, a cycleloid speed reducer, and the like.

However, in the case of these reduction gears, the reduction gear train must consider a certain level of elasticity and fatigue strength, and wear due to relative movement with a steel ball or pin.
There is a limitation in the selection of the material that constitutes the deceleration train, and in the case of a harmonic drive type reducer that decelerates by using the elasticity of metal, the torsion spring constant must be considered in motion transmission and control. there were.

When the involute tooth profile widely used in the conventional reduction gear is used as a circumscribed type, it has many advantages in terms of efficiency, power transmission, and the like. It requires extra margin, which causes backlash.In addition, when used in inscribed type, besides backlash, expand the addendum circle of the internal gear as appropriate There is a problem that an undercut due to interference between them must be avoided.

In order to solve the above problems, a pin gear using a trochoidal curve has been proposed and widely used. In this case, although a position transmission error and interference between gears can be eliminated, the mathematical shape of the tooth profile can be reduced. Because it is difficult to define and process the gear, it is difficult to use a general gear manufacturing method using a general hob processing.Furthermore, the tooth profile is related to the diameter of the pin, and the gear module is used. There is a problem in that there is a limitation in adjusting the number of gears, and pins are required according to the number of gear teeth, so that the number of required parts increases drastically. Also,
In a power transmission structure, a speed reducer using a pin has problems such as heat generation, noise, and wear due to sliding friction on a contacting pin surface.

Therefore, in order to solve the above-mentioned problems, a deceleration performing method using a crankshaft has been proposed.
In this case, the crankshaft acts not only as power transmission but also as an input source of power that induces eccentric motion. When such crankshafts at both ends are used as the power input source, the effect of reducing the vibration of the speed reducer is obtained. was there.

[0007]

However, in the case of the speed reducer using the crankshaft, there is a disadvantage in assembling, and a space necessary for the gear movement of the first-stage speed reduction train must be ensured. There is a problem in that the shape for supporting both ends and sealing the oil is complicated, and a hole such as NC is used to form a through hole to prevent interference between moving objects having different relative momentums. Since automatic machining is required, it is almost impossible to form a relief hole by hand, and there is a problem that it is difficult to align the relief holes on the circumference at an equal angle.

Accordingly, the present invention, which has been devised in order to solve the above-mentioned various problems, employs a planetary gear having a tooth profile capable of minimizing the amount of interference and the amount of backlash when meshing, so that an efficient deceleration movement is achieved. It is possible to form a reduction gear train by using general-purpose materials and applying easy processing technology,
It is an object of the present invention to provide a high-precision and high-rigidity reduction gear that can be easily applied to a wide range of reduction ratios.

[0009]

In order to achieve the above-mentioned object, the present invention provides a hollow body having an inscribed gear formed along an inner peripheral surface thereof and a hollow body having a predetermined eccentricity in opposite directions. A crankshaft integrally formed with two eccentric shafts each having an external gear that is rotatably supported by the two eccentric shafts and meshes with an internal gear of the main body, respectively, is formed on its outer peripheral surface. Two planetary gears, a crank support plate inserted at the input side of the main body to support the crankshaft at both ends and rotatably supported, and an output plate inserted at the output side of the main body and rotatably supported And a reduction power transmitting means for transmitting the revolving force of each planetary gear revolving along the inner peripheral surface of the main body to the output plate.

Further, according to the present invention, a hollow body having an inscribed gear formed along an inner peripheral surface and two eccentric shafts each having a predetermined eccentric amount in opposite directions are integrally formed. A first crankshaft, two second crankshafts each integrally formed with two eccentric shafts each having the same eccentricity and eccentric direction as the first crankshaft, and two second crankshafts; Holes into which the eccentric shafts of the first crankshafts are inserted are formed at the center so that the two eccentric shafts are aligned with each other so as to face each other about one crankshaft.
A large number of small-diameter holes including two opposing holes into which the eccentric shafts of the crankshafts are inserted are formed on the circumference of a predetermined radius, and further, external gears meshing with the internal gears of the main body are provided on the outer peripheral surface thereof. Two formed planetary gears, a crank support plate rotatably supported on the input side of the main body to rotatably support both ends of the first crankshaft and the two second crankshafts, respectively, and An output plate inserted into the output side of the main body and rotatably supported, wherein the decelerating power of the revolving planetary gear is transmitted to the output plate by the output side ends of the two second crankshafts; Provide a planetary gear reducer.

Further, according to the present invention, a hollow body having an inscribed gear formed along an inner peripheral surface and two eccentric shafts each having a predetermined amount of eccentricity in opposite directions are integrally formed. A central hole into which the eccentric shaft of the crankshaft is inserted is formed at the center of the crankshaft, and a plurality of small-diameter holes are respectively formed so as to be equiangularly aligned on a circumference having a predetermined radius. External planetary gears meshing with the internal gears of the main body are two planetary gears formed on the outer peripheral surface thereof, and are inserted into the input side of the main body and rotatably supported to rotatably support both ends of the crankshaft. A crank support plate, and an output plate inserted and rotatably supported on the output side of the main body, are aligned by passing through a large number of small-diameter holes of the two planetary gears, respectively, on the inner peripheral surface of the main body. Orbital force of each planetary gear revolving along Providing an inscribed planetary gear speed reducer comprising a speed reduction power transmission means for transmitting to the output plate.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Various embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

Embodiment 1 FIG. 1 is an exploded view showing a structure of an embodiment of a speed reducer according to the present invention. Referring to FIG. 1, the present invention is roughly divided into an input unit, a reduction gear unit, and an output unit.

The input unit is provided with an Oldham coupling as transmission means for connecting a shaft of a power source such as a servomotor to a main crankshaft of a reduction gear unit to be described later. The rotational power is transmitted to the main crankshaft (5) of the reduction gear section. The above coupling is
Input coupling fixed to motor shaft as prime mover
(8), and a main crankshaft end coupling (8 ′) integrally formed at one end of the main crankshaft (5) of the reduction gear portion as a driven side that forms a pair with the input coupling.
(See FIGS. 8 and 17).

The reduction gear section is a gear section having a cylindrical shape and having an internal gear (2a) formed along the inner peripheral surface thereof, and a bearing.
(15) has a front extension that rotatably supports a flat output plate (9) described later, and a rear extension that rotatably supports a precession prevention plate (7) described later through a bearing (15 '). Main body (2) (see FIG. 2)
The two planetary gears (3) (see FIG. 4) which are housed inside (2) and revolve while being inscribed in the internal gear (2a) are integrally formed so as to face each other with a phase difference of 180 °. A main crankshaft (5) (see FIG. 8) having two eccentric shafts and rotatably mounting the planetary gears (3) on the respective eccentric shafts through bearings, and rotation of the main crankshaft (5). It has two eccentric shafts facing each other with a 180 ° phase difference with the same eccentricity as the main crankshaft (5) so that the relative movement of the planetary gear (3) interlocking with each other can be performed more stably. (See Fig. 6), planetary gears revolving inside the reducer body (2)
An auxiliary crankshaft (4) for transmitting the power of (3) to a flat output plate (9) described later, and a main crankshaft (5) equipped with the planetary gear and one end of the auxiliary crankshaft (4) are bearings. (12,
14) and a precession preventing plate (7) supported through.

The output unit has a flat output plate (9) inserted into the front extension of the reduction gear body (2) and rotatably supported through a bearing (15). It receives a deceleration movement through the shaft (4) and transmits power to the driven shaft.

The infinite speed reducer (IGB) according to the present invention configured as described above has a unique tooth profile and speed reduction train for smoothly following the translation and rotation movements of the inscribed planetary gears due to the eccentric movement. Power transmission structure of the crankshaft to continuously transmit the deceleration motion induced from the motor to the output shaft, and both ends constrained type to minimize the effects of precession or deformation, vibration, etc. of the internal moving body of the speed reducer It is characterized by having a structure.

FIG. 2A is a front view of the main body of the speed reducer shown in FIG. 1, and FIG. 2B is a sectional view taken along the line AA in FIG. 2A. FIG. 3 is an enlarged view partially showing the tooth profile of a gear formed on the inner surface of the speed reducer main body of FIG. As shown in the drawing, the reduction gear body (2) has a cylindrical shape having a space for receiving a planetary gear train therein, and an inner gear (2a) is formed on an inner peripheral surface thereof. Numerous screw holes (2b) for fixing a motor mounting portion described later are formed so as to penetrate at equal intervals in the circumferential direction.

The tooth profile of the internal gear (2a) in the present invention has a root angle of 60 ° (± 5 °) as shown in FIG.
It has a triangular tooth profile with an addendum angle of 57.1 ゜ (± 5 、), with a radius of 0.3 (± 0.1) mm between successive adjacent roots and a range of 120.
A rounding portion is formed at ゜ (± 5 °), and a rounding portion is formed at the addendum portion with a radius of 0.25 (± 0.1) mm and a range of 122.9 ° (± 5 °).

A front extension for receiving the flat output plate (9) and rotatably supporting it through a bearing (15) is integrally formed on the front side of the speed reducer body (2).
(2) A rear extension is integrally formed on the rear surface side for receiving the precession preventing plate (7) and rotatably supporting the same. Further, a sealing member (16) for preventing leakage of oil contained in the reduction gear body (2) is inserted into the front and rear extensions.

4 (a) and 4 (b) are a side view and a front view of the planetary gear shown in FIG. 1, and FIG. 5 shows the tooth profile of the gear formed on the outer peripheral surface of the planetary gear shown in FIG. It is the enlarged view which showed partially. As shown, the two planetary gears (3) have a main crankshaft mounting hole (3a) having a predetermined diameter formed in the center thereof and a large number of small diameters formed through the circumference of a predetermined radius at equal intervals. It has holes (3b, 3b '). Above main crankshaft mounting hole
Through (3a) each planetary gear (3) is
The eccentric shaft (5a, 5a ') of (5) is rotatably supported through a bearing (10).

In this embodiment, a total of eight small-diameter holes (3b, 3b ') are formed at 45 ° intervals in the circumferential direction, and two opposing small-diameter holes among the small-diameter holes are provided for the auxiliary crankshaft. Mounting holes (3b), through which the respective planetary gears (3) are inserted into the eccentric shafts (4a, 4a ') of the two auxiliary crankshafts (4) and rotated through the bearings (11). Supported as possible.

The remaining six small-diameter holes aligned axially symmetrically are relief holes (3b ') into which reinforcing pins (6) described later are inserted. Since the reinforcing pin (6) is disposed through the relief hole (3b ') of the two planetary gears (3) aligned with a predetermined eccentric amount, the diameter of the relief hole (3b') is strengthened. The two planetary gears (3) are large enough to be able to move relative to each other (translational movement facing each other by the amount of eccentricity) without being interfered by the pins (6).

The planetary gear (3) has a triangular tooth shape (3c) on its outer peripheral surface. In this embodiment, as shown in FIG. 5, the root angle is 63 ° (± 5 °). ) And the addendum angle is 60 ° (±
5 ゜), with a radius of 0.25 between successive adjacent tooth roots.
(± 0.1) mm, a rounding part with a range of 117 ° (± 5 °) is formed, and a radius of 0.3 (± 0.1) mm and a range of 120 ° (±
The tooth profile with the rounding section of 5 ゜) is adopted.

As described above, when the teeth are formed in a regular triangular shape, the definition of the shape is easier and the hob for processing is easier than the cycloid tooth or the involute tooth used in the conventional reduction gear. There is an effect that molding of the resin is facilitated. In particular, in the case of a deceleration motion induced by a deceleration train that simultaneously performs a translation motion and a rotation motion, there is an effect that the amount of interference or the amount of backlash can be easily adjusted by the reduction ratio.

In general, an infinite speed reducer induces a deceleration movement due to the difference in the number of teeth between the internal teeth and the external teeth. In the case of the same module, the difference in the number of teeth at the reduced speed ratio is larger than that at the high reduction ratio. Therefore, the radius of curvature of the pitch diameter of the internal gear at a high reduction ratio is smaller than the radius of curvature of the pitch diameter of the internal gear at a reduced speed ratio. It means that the angle between them becomes smaller. An advantage of the tooth profile according to the invention is that the requirements of precision reduction gears, in which a higher reduction ratio requires more sophisticated positional precision, can be met without special manipulation. Also, when the reduction ratio is relatively high, the noise and heat generation can be reduced due to the relatively large contact gear tolerance margin. In addition, since the tooth shape is an equilateral triangle and the pressure angle is 30 ° (± 5 °), there is an advantage that stress concentration near the tooth root generated in the conventional involute tooth shape or the like can be reduced.

FIG. 6 is a perspective view of the auxiliary crankshaft shown in FIG. 1, and FIGS. 7A and 7B are a front view and a side view of the auxiliary crankshaft shown in FIG. As shown in the figure, the auxiliary crankshaft (4) has two eccentric shafts (4a, 4a ') formed integrally on the axis, and the two eccentric shafts have the same eccentricity and a position of 180 °. They are facing each other with a difference. Also,
The respective eccentric shafts (4a, 4a ') are the respective planetary gears (3)
, And each planetary gear (3) is rotatably supported by an eccentric shaft (4a, 4b ') through a bearing (11).

FIG. 8 is a perspective view of the main crankshaft shown in FIG. 1, and FIGS. 9A and 9B are a front view and a side view of FIG. As shown, the main crankshaft (5) has two eccentric shafts (5a, 5a ') formed integrally on the axis, and the two eccentric shafts have the same eccentricity and a phase difference of 180 °. Are facing each other. As shown, an end coupling (8 ') for receiving transmission of power from a power source is integrally formed at the input end of the main crankshaft (5). The end coupling (8 ') is rotatably supported by a precession prevention plate (7) described later through a bearing (14), and each eccentric shaft (5a, 5a') is a main shaft of the planetary gear (3). Each planetary gear is inserted into the mounting hole (3a) of the crankshaft and
(3) is rotatably supported on each eccentric shaft (5a, 5a ') through a bearing (10).

FIG. 10 is an exploded view of the auxiliary crankshaft, the main crankshaft, and the planetary gears. As shown in the figure, two planetary gears (3) are provided with eccentric shafts (4a, 4a ') of two auxiliary crankshafts (4) and eccentric shafts (5a, 5a) of a main crankshaft (5).
a '). That is, the eccentric shafts (4a, 4a ') of the two auxiliary crankshafts (4) are inserted into two opposing small-diameter holes of the planetary gear (i.e., the mounting holes (3b) of the auxiliary crankshaft), and the bearings ( 11) (for example, roller bearing)
Rotatably supported through the main crankshaft at the same time
(5) Each eccentric shaft (5a, 5a ') is a center hole of the planetary gear (that is,
The bearing (1) is inserted into the mounting hole (3a) of the main crankshaft.
0) (for example, a roller bearing) so as to be rotatable. Both ends of the two auxiliary crankshafts (4) and the main crankshaft (5) are provided with bearings (12, 13) for limiting the axial movement of the planetary gear (3) (for example, miniature ball bearings or single row (single row) deep groove ball bearing) and are supported by the flat output plate 9 and the precession prevention plate 7 respectively.

The eccentricity of the two eccentric shafts (4a, 4a ') of the auxiliary crankshaft (4) and the eccentricity of the two eccentric shafts (5a, 5a') of the main crankshaft (5) are the same. With the rotation of the main crankshaft, the two planetary gears (3) revolve around the center axis of the main crankshaft with a phase difference of 180 ° while intersecting and translating by the above eccentric amount. .

That is, when the main crankshaft, to which the rotational force is transmitted by the input coupling (8, 8 '), rotates, the main crankshaft (5) is aligned on the eccentric shaft (5a, 5a') and Each planetary gear (3) meshed with the internal gear (2a) of (2) rolls along the inner peripheral surface of the main body (2) while performing relative movement by the amount of eccentricity of the eccentric shaft. At the same time, the auxiliary crankshafts (4) inserted through the mounting holes (3b) of the opposing auxiliary crankshafts in the respective planetary gears (3) balance the relative motions as a whole and maintain rigidity. The revolving speed of each planetary gear (3) performing a rolling motion while inscribed in the internal gear (2a) of the main body (2) at the position facing each other is determined by the number of teeth of the planetary gear and the number of teeth of the internal gear (2a). Is reduced by the ratio between At this time, the center of the two auxiliary crankshafts (4) inserted into the two mounting holes (3b) of the planetary gear (3) decelerates around the center of the main crankshaft (5) while maintaining the opposite position. Turns at the specified speed.

As described above, when a large number of crankshafts (three or four crankshafts) are applied to the configuration of the reduction gear train, the reduction gear is translated by an eccentric amount by two planetary gears (3). It is possible to configure a structure that allows revolving motion with respect to the central axis while performing the motion, and transmits only the revolving motion to the output shaft. When the auxiliary crankshaft (4) is arranged around the main crankshaft (5), the initial input deceleration train is unnecessary, so that the backlash can be reduced and the positioning accuracy can be increased. The phase of each crankshaft can be automatically adjusted by the relief holes (3b ') formed at equal intervals on the circumference of a predetermined radius of each planetary gear (3) aligned at the time of assembly, so that assembly is easy. become.

Further, the reduction gear train according to the present invention performs rotation and translation using mechanical movement by a crankshaft, instead of the conventional reduction drive of a planetary gear by a metal elastic body, a pin or a steel ball. Because it uses a unique tooth profile
In addition to steel materials, an aluminum alloy (duralumin), industrial plastic, or the like can constitute a reduction gear train.

FIGS. 11A and 11B are a front view and a side view of the precession preventing plate shown in FIG. 1, and FIGS. 12A and 12B are FIGS.
FIG. 2 is a sectional view taken along line BB and line CC in FIG. As shown, the end coupling (8 ') of the main crankshaft (5) is rotatably mounted on the precession preventing plate (7) through a bearing (14) (for example, a solid needle roller bearing). The main crankshaft support through hole (7a) is formed for
In addition, one end of two auxiliary crankshafts (4) is bearing
(12) (e.g., miniature ball bearings) two auxiliary crankshafts that are opposed to each other around a support through hole (7a) of the main crankshaft on a circumference of a predetermined radius to be rotatably mounted through A support groove (7b) is formed. On the circumference of the predetermined radius, a number of pin mounting grooves (7c) for fixing one end of a reinforcing pin (6) described later are formed symmetrically about the axis. Here, the support groove (7b) of the auxiliary crankshaft and the pin mounting groove (7c) are arranged at equal intervals in the circumferential direction on a circumference having the same radius. In the present embodiment, the support grooves (7b) and the six pin mounting grooves (7c) of the two auxiliary crankshafts are formed symmetrically about the axis and on the circumference of the same radius, and are adjacent to each other on the circumference. Each groove is aligned at 45 ° intervals.

In this embodiment, two planetary gears
A strengthening pin (6) is provided to secure the overall balance of the relative eccentric motion of (3) and maintain the rigidity of the speed reducer.

FIGS. 13 (a) and 13 (b) are a cross-sectional view and a vertical cross-sectional view of the reinforcing pin shown in FIG. As shown in the figure, the reinforcing pin (6) has a cylindrical shape, and one end thereof is inserted and fixed in the pin mounting groove (7c) of the precession preventing plate.

In this embodiment, a screw portion is formed on the inner peripheral surface of the fixed end of the reinforcing pin (6), so that the pin mounting groove (7c) is formed.
The reinforcement pin 6 having one end inserted therein is fastened to the precession preventing plate 7 by a suitable fastening means (for example, a screw or a bolt) as shown in FIG.

When the crankshaft-planetary gear assembly in FIG. 10 is assembled to the precession prevention plate, the six reinforcing pins 6 mounted on the precession prevention plate 7 are as shown in FIG. The two planetary gears (3) aligned with a predetermined amount of eccentricity by the main crankshaft (5) and the auxiliary crankshaft (4) are arranged to pass through the respective relief holes (3b '). As described above, if the reinforcing pin (6) is installed so as to pass through the relief hole of each of the planetary gears, the phase of each crankshaft is automatically adjusted during the assembly process, which facilitates assembly. In addition, there is an effect that the torsional rigidity of the speed reducer is improved. The crankshaft-planetary gear assembly assembled to the precession preventing plate (7) is inserted and installed in the speed reducer body (2) of FIG.

FIG. 14 is a perspective view of the planetary gear assembly incorporated in the precession preventing plate, as seen from the output side, in a state where the assembly is inserted into the reduction gear body. As shown in the figure, each planetary gear (3) is inscribed with the internal gear (2a) of the reduction gear body (2) at a predetermined mesh length, and each planetary gear (3) has a phase difference of 180 °. Each of the planetary gears (3) is engaged with the internal gear (2a) at a position facing the internal gear (2a).

Therefore, when the main crankshaft (5) rotates, the respective planetary gears (3) mesh with the internal gears at the positions facing each other and rotate while rotating.
It rolls along the inner peripheral surface of (2). The planetary gear (3) that makes a rolling motion revolves inside the reducer body (2) at a reduced speed, and the centers of the two auxiliary crankshafts (4) are around the main crankshaft. To turn. As a result, each auxiliary crankshaft (4) performs a translational motion while turning at the same speed. At this time, the turning speed is determined by the gear ratio between the planetary gear (3) and the internal gear (2a).

FIGS. 15 (a) and (b) are a front view and a side view of the flat output plate shown in FIG. 1, and FIGS. 16 (a), (b) and (c) show DD in FIG. It is a sectional view taken along line EE, and line FF. The flat output plate (9) is, as shown in FIG.
The large-diameter portion and the small-diameter portion are continuously formed integrally, and are rotatably supported by being inserted into the front extension portion of the reduction gear body through a bearing (15) (for example, a single-row deep groove ball bearing), An oil sealing member (16) is inserted between the large-diameter portion and the output plate support bearing (15) to prevent leakage of the oil filled in the reduction gear.

As shown in FIGS. 15 and 16, on the outer surface of the flat output plate (9), a groove (9c) having a predetermined diameter is formed on a circumference having a predetermined radius to be connected to the driven shaft (25). Many are formed at equal intervals, and a screw is formed on the inner periphery of the groove. Further, an end bearing (13) of the main crankshaft (e.g., a single-row deep groove bearing) is inserted into the center of the inner surface of the flat output plate (9), and the main crankshaft rotatably supports the main crankshaft. A support groove (9a) is formed, and the support groove of the main crankshaft is formed.
A support groove (9b) for the auxiliary crankshaft in which the end bearing (12) of the auxiliary crankshaft (e.g., a miniature ball bearing) is inserted and supported is formed at a position facing each other with respect to (9a). ing. Therefore, if the flat output plate (9) is assembled to the speed reducer body (2),
Main crankshaft (5) and auxiliary crankshaft (4) are flat output plates
Both ends are rotatably supported by (9) and the precession preventing plate (7). As mentioned above, the main crankshaft
Since two auxiliary crankshafts (4) that pivot around (5) are inserted and supported in the auxiliary crankshaft support grooves (9b) of the flat output plate (9) through the end bearings (12),
The two auxiliary crankshafts (4), which translate and rotate, rotate the flat output plate (9) at a reduced rotation ratio.

The flat output plate (9) and the precession prevention plate (7) enable the main crankshaft (5) and the auxiliary crankshaft (4) to be supported at both ends, thereby improving the rigidity of the speed reducer. Done,
During high speed rotation, precession, vibration,
Abnormal wear and discontinuous power transmission can be minimized.

FIG. 17 is a perspective view of the input coupling shown in FIG. 1, and FIGS. 18A and 18B are a side view and a front view of the input coupling shown in FIG. As shown in the figure, the input coupling (8) is a driving-side coupling of the Oldham coupling, and a motor shaft is inserted into a hollow portion inside the input coupling (8). By tightening the screw, the input coupling (8) is fixed to the shaft, and the power transmission is performed by a driven coupling (i.e., an integral coupling formed at the end of the main crankshaft).
This is achieved by engaging the input coupling (8) with the end coupling (8 '). Since the Oldham coupling is used as the transmission means, the motor can be easily mounted on the speed reducer, and the power can be smoothly transmitted even if the axes are not exactly aligned.

FIG. 19 shows an example in which a motor is mounted on the speed reducer according to the present invention. As shown in the figure, the motor (21) is fixed to the motor mounting portion (22), and the motor mounting portion (22) is a fastening member such as a bolt and the like.
Fixed to Here, the part where the motor shaft penetrates and is installed in the motor mounting part (22) is sealed with an oil seal member (23), and the sealing between the motor mounting part (22) and the reduction gear body (2) is input. This is performed by the O-ring seal member (24) on the side. Therefore, the input coupling (8) fixed to the motor shaft end meshes with the driven coupling of the speed reducer (i.e., the end coupling (8 ') of the main crankshaft) to transmit power to the speed reducer, The output decelerated by the speed reducer is transmitted to the driven shaft (25) through the flat output plate (9). At this time, the through hole formed at the center of the flat output plate (9) is sealed by the output side oil seal member (26) interposed between the driven shaft (25) and the flat output plate (9). Will be performed.

The inventor of the present invention has developed products having various usage capacities through various experiments based on the configuration and the operating principle described above. Its performance and specifications are shown in Table 1 below.

[0047]

[Table 1]

Here, the minimum starting torque means a static torque required to start the high-speed shaft in a no-load state.
Backdriving Torque refers to the static torque required to activate the low speed shaft with no load.

The reduction ratios that can be implemented for each of the above products are shown in Table 2 below.

[0050]

[Table 2]

As is evident from Table 2, the speed reducer according to the present invention has a speed reduction ratio of 10 to 200, which can be applied in a very wide range of speed reduction ratio as compared with the performance of the conventional speed reducer. means.

Embodiment 2 Hereinafter, the structure of another embodiment of the present invention will be described with reference to the accompanying drawings.

The present embodiment is characterized in that the following aspects are further taken into consideration in addition to the features of the first embodiment in order to more reliably respond to the object of the present invention. . -Minimization of vibration and noise generated during operation of the reduction gear.

Achieving improved impact resistance, high efficiency, and high output while maintaining downsizing of the speed reducer.

・ Easy to manufacture, handle and mount with a simpler configuration.

Achieving improved torsional rigidity of the reduction gear.

Reduction of initial load power and achievement of smoothness in initial operation.

This embodiment, which further considers the above aspects,
This is achieved by improving the configuration of the reduction gear unit in the first embodiment, and the other configuration except for the reduction gear unit is similar to the configuration of the first embodiment. Therefore,
In the following description and drawings of the present embodiment, the same reference numerals as those in the first embodiment denote the same components as those in the first embodiment, and the configuration, operation, and effects of the present embodiment will be described in the second embodiment. The differences from 1 will be mainly described.

FIG. 20 is an exploded view showing the structure of the speed reducer according to the present embodiment. The speed reducer according to the present embodiment is also roughly divided into an input unit, a reduction gear unit, and an output unit, as in the above embodiment. The input unit includes an input-side coupling (8) for fixing the motor shaft (see FIG. 17) and an end coupling (8 ') of a crankshaft integrally provided at one end of a crankshaft (5) of a reduction gear unit described later. ) (See FIG. 22).
The rotational force of the motor is transmitted to the crankshaft (5) through (8, 8 ').

The reduction gear portion has a cylindrical shape similarly to the first embodiment, and has an internal gear (2a) along its inner peripheral surface.
The reduction gear main body (2) (see FIG. 2) formed with the gears is housed in the reduction gear main body, and revolves while being in contact with its internal gear (2a). ) Eccentric shaft
(5a, 5a ') are each formed with a mounting hole (3a) for the crankshaft into which a power transmission pin (3
(0) penetrates, and two planetary gears (3) (see FIG. 20) in which a large number of relief holes (3b) are formed at equal intervals; A crankshaft (5) (see FIG. 21) integrally formed with two eccentric shafts (5a, 5a ') so as to interlock with each other so as to perform relative movement with an eccentric amount, and revolve in the reduction gear body (2) Power transmission pins (30) for transmitting the reduced orbital motion of the rotating planetary gear (3) to the output side
(See FIG. 24) and one end of the crankshaft (5)
Precession prevention plate (7) (see FIG. 25) for rotatably supporting through (4).

The output part is a planetary gear by a power transmission pin (30).
It has a flat output plate (9) that transmits power to the driven shaft (25) by receiving the revolving force of (3), and the precession preventing plate (7) and the flat output plate through bearings (15, 15 '). (9) and between the crankshaft (5)
Are rotatably supported at both ends.

FIG. 21 is a perspective view of the crankshaft of the reduction gear section shown in FIG. 20, and FIGS. 22 (a) and 22 (b) are a front view and a side view of the crankshaft shown in FIG. As shown, the crankshaft (5) in the present embodiment projects radially outward by a predetermined length along the outer peripheral surface of the crankshaft (5) between the eccentric shafts (5a, 5a ') on both sides. The separated plate (40) is integrally formed. Therefore, the eccentric shaft (5
a, 5a ') each planetary gear rotatably mounted on each
(3) is mounted so as to abut against the front and rear surfaces of the separation plate (40), respectively, and is aligned so that a predetermined space is formed between the two planetary gears (3). In this way, since the one side surface of the planetary gear (3) and the inner surface of the center hole are simultaneously supported, the two planetary gears (3) maintain a good alignment during the assembly of the reduction gear, and the reduction gear Easier to assemble,
During high-speed operation, it is possible to effectively prevent minute fluctuations of the planetary gear (3) in the axial direction and maintain a good meshing ratio with the internal gear (2a ') of the reduction gear body (2). Therefore, vibration and noise can be further reduced as compared with the first embodiment. Further, at the time of the initial drive, an additional effect of reducing an increase in the initial load due to the viscosity of the oil filled in the reduction gear can be obtained.

FIGS. 23 (a) and 23 (b) are a front view and a longitudinal sectional view of the precession preventing plate of the reduction gear section shown in FIG. As shown, the precession preventing plate (7) of the present embodiment is provided with a crankshaft supporting through hole for rotatably supporting the end coupling (8 ') of the crankshaft (5) through the bearing (14). Hole (7
a) is formed at the center thereof, and one end of a power transmission pin (30) described later is rotatably supported on a circumference of a predetermined radius on the inner surface of the precession preventing plate (7) through a bearing (12). For this reason, a large number of pin support grooves (7b) are formed at equal intervals. Further, a bolt insertion hole (7c) penetrating to the outer surface of the precession prevention plate (7) is formed continuously with the pin support groove (7b) to insert a support bolt (31) described later. Embodiment 1
In the case of, the auxiliary crankshaft supporting groove and the mounting groove for the reinforcing pin, each having a different size, are formed separately (see FIGS. 11 and 1).
2), in the case of the present embodiment, since the pin support groove (7b) having the same shape and the bolt insertion hole (7c) continuous with the pin support groove (7b) are formed, the manufacture of the precession prevention plate (7) is as described above. Embodiment 1
It is easier and the number of manufacturing steps is reduced, so that the manufacturing cost of the reduction gear can be reduced.

FIG. 24 is an exploded perspective view of the power transmission pins and the support bolts of the reduction gear section shown in FIG. As shown, the power transmission pin (30) has a cylindrical shape, one end of which is inserted into the pin support groove (7b) of the precession prevention plate (7) and the bearing
(12) is rotatably supported, and the other end is inserted into the pin support groove (9b) of the flat output plate (9) and the bearing (1
It is rotatably supported by 2).

At this time, the two planetary gears (3) are arranged so as to penetrate through the escape holes (3b) respectively formed in the two planetary gears (3).
The diameter of (3b) is set to such an extent that the relative movement of the planetary gears (3) that move relative to each other with a predetermined amount of eccentricity does not interfere with the power transmission pin (30). The power transmission pins (30) arranged through the respective relief holes (3b) formed in the two planetary gears (3) are inserted through the respective bolt insertion holes (7c) of the precession prevention plate (7). Both ends of the pin (30) are accurately and reliably supported between the precession prevention plate (7) and the flat output plate (9) by the fastening force of the support bolt (31) penetrating the inside of the pin (30).

Power transmission pin (30) in the present embodiment
Replaces the functions of the auxiliary crankshaft and the reinforcing pin of the first embodiment. That is, the power of the revolving planetary gears is transmitted to the output side, and at the same time, the relative motion of the two planetary gears is balanced as a whole, and the function of maintaining the torsional rigidity of the speed reducer is achieved.

In the present embodiment, the power transmission pins (3
0) can be arranged by the number of relief holes (3b) formed in the planetary gear (3), or a smaller number of pins can be arranged so as to be conformally aligned. The number of power transmission pins (30) applied to the present embodiment affects the rigidity maintenance, high efficiency and high output of the speed reducer. In the case of the first embodiment, the main crankshaft and the auxiliary crankshaft having the same phase difference and the same eccentricity are arranged on the same line (FIG. 10).
), When the tip of each eccentric axis is at 0 ° or 180 ° phase, a dead point exists. This is not a problem when the reducer is in operation for a long time.However, if the reducer starts operating at the above-mentioned dead center during the initial operation (or if the operation is restarted after the operation is stopped), the initial drive will not start. A problem may occur in which the load increases due to the lack of smoothness. On the other hand, in the case of the present embodiment, since a large number of power transmission pins (30) arranged in a conformal manner are employed, backlash is reduced, the precision of position determination is improved, and the above problem can be solved. As a result, higher efficiency can be achieved.

In the first embodiment, the output side is rotated at a reduced speed by the two auxiliary crankshafts rotating around the main crankshaft (5). In the present embodiment, the planetary gears are used. (3) The output side is rotated by a large number of power transmission pins (30) arranged for each relief hole (3b), so that the torsional rigidity of the reducer is further increased, and high output or improved withstand Impact performance can be achieved, and assembly work becomes easier. In addition, the auxiliary crankshaft in the first embodiment must be precisely machined, so that it is not easy to manufacture and costs much. In the case of the present embodiment, the auxiliary crankshaft can be easily manufactured and driven. Easy power transmission pins (3
Since 0) is employed, there is a very advantageous advantage in terms of productivity and economy as compared with the first embodiment.

FIGS. 25 (a) and 25 (b) are a front view and a cross-sectional view of the flat output plate of the reduction gear section shown in FIG. The flat output plate (9) in the present embodiment has a structure in which a large-diameter portion and a small-diameter portion are continuously and integrally formed as in the first embodiment, and has a structure in which a reduction gear main body is formed through a bearing (15). It is inserted into the front extension and is rotatably supported. On the outer surface of the flat output plate (9), a large number of external thread grooves (9c) having a predetermined diameter are formed at equal intervals on a circumference of a predetermined radius, and connected to the driven shaft (25) using appropriate fastening means. Have been. Also,
As shown in FIG. 25, a crankshaft end bearing (13) (for example, a single-row deep groove bearing) is inserted into the center of the inner surface of the flat output plate (9) to rotate the crankshaft (5). A plurality of pin mounting grooves for rotatably supporting one end of the power transmission pin (30) through a bearing (12) on the circumference of the predetermined radius are formed. (9b) is formed. In addition, the insertion bolt (31)
Pin mounting grooves (9
A continuous internal thread groove (9d) is formed on the inner surface of b).

FIG. 26 is a partially cutaway sectional view of the speed reducer shown in FIG. 20 in a completed assembled state. As shown in FIG. 26, in the speed reducer according to the present embodiment, in the assembled state, both ends of the crankshaft (5) and the power transmission pin (30) are flat output inside the speed reducer body (2). A support that is rotatably supported by the plate (9) and the precession prevention plate (7), is inserted through each bolt insertion hole (7c) of the precession prevention plate (7), and penetrates the inside of the pin (30). Since the bolt (31) is fastened to the internal thread groove (9d) of the flat output plate (9), the support at both ends is ensured accurately and reliably.

As described above, a large number of power transmission pins (30) pivoting with respect to the crankshaft (5) are inserted into the pin mounting grooves (9b) of the flat output plate (9) through the bearings (12) and supported. As the crankshaft (5) rotates, the planetary gear (3) revolves at a reduced speed along the inner peripheral surface of the speed reducer body (2).
0) turns around the crankshaft (5), along which the flat output plate (9) rotates at a reduced rotation ratio.

In this embodiment, both ends of the crankshaft (5) and the power transmission pin (30) are provided between the flat output plate (9) and the precession prevention plate (7) by support bolts (31). ) Is rotatably fixed by the fastening, so that the rigidity of the speed reducer is improved as compared with the first embodiment, and higher impact resistance and higher output can be achieved. Further, at the time of high-speed rotation, precession, vibration, and abnormal wear of the moving body inside the reduction gear can be minimized.

Although the features of the present embodiment distinguished from the first embodiment have been described above, the configuration, operation, and effects of the other embodiments are similar or the same as those of the first embodiment, so that The description is omitted.

Next, the relationship between the rotation direction and the speed ratio i between the input portion, the output portion and the speed reducer body of the speed reducer according to the present invention will be described using the speed reduction ratio R of the flat output plate with respect to the rotation of the input coupling. To consider.

First, when the reduction gear body is fixed, the speed ratio of the flat output plate to the rotation of the input coupling is i =
−1 / R, and the rotation direction of the output shaft at this time is opposite to the rotation direction of the input coupling. Conversely, the speed ratio of the input coupling to the rotation of the flat output plate is i = -R, and the rotation direction of the input coupling at this time is opposite to the rotation direction of the flat output plate.

Next, when the flat output plate is fixed, the speed ratio of the reduction gear body to the rotation of the input coupling is i = 1.
/ (R + 1), and the rotation direction of the reduction gear body at this time becomes the same as the rotation direction of the input coupling. Conversely, the speed ratio of the input coupling to the rotation of the reduction gear main body is i = R + 1, and the rotation directions of the reduction gear main body and the input coupling at this time are the same.

Next, when the input coupling is fixed,
The speed ratio of the flat output plate to the rotation of the reducer body is i =-(R
+1) / R, and the direction of rotation of the flat output plate is opposite to that of the reducer body. Conversely, the speed ratio of the speed reducer body to the rotation of the flat output plate is i = -R / (R + 1), and the rotational direction of the speed reducer body is the same as that of the flat output plate.

As described above, the speed reducer according to the present invention is:
Considering the input unit, the output unit, and the rotation direction of the reduction gear main body, it can be usefully applied to wider applications.

The present invention described above is not limited by the above-described embodiments and the accompanying drawings, and various substitutions, modifications and changes can be made without departing from the technical idea of the present invention. Will be apparent to those of ordinary skill in the art to which this invention pertains.

[0080]

According to the present invention configured as described above, the following effects can be obtained which are distinguished from the prior art speed reducer. That is:-Since general-purpose materials can be used, the range of selection in material selection is improved, and productivity and economic efficiency can be improved.

Since the same range of reduction ratios can be obtained in a wide range, a standardized design is possible, and a reduction gear that is compact, lightweight, unitized, and easy to handle can be realized.

The torsional rigidity is maximized to improve the rigidity and precision, thereby achieving high efficiency and high output of the speed reducer.

A reduction gear that minimizes vibration and noise can be realized.

The precession, abnormal wear, and discontinuous power transmission of the moving body inside the speed reducer at the time of high-speed input can be minimized to realize a reliable speed reducer.

Since the structure is simple, the required number of parts is small, and a reduction gear which is easy to manufacture, mount and handle can be realized.

[Brief description of the drawings]

FIG. 1 is an exploded view showing a configuration of an embodiment of a speed reducer according to the present invention.

FIG. 2 (a) is a front view of the speed reducer main body shown in FIG. FIG. 2B is a cross-sectional view taken along the line AA in FIG.

FIG. 3 is an enlarged view partially showing a tooth profile of a gear formed on an inner surface of the speed reducer main body shown in FIG. 2;

FIG. 4 (a) is a side view of the planetary gear shown in FIG. FIG. 4B is a front view of the planetary gear shown in FIG.

FIG. FIG. 5 is an enlarged view partially showing a tooth profile of a gear formed on an outer peripheral surface of the planetary gear shown in FIG. 4.

FIG. 6 is a perspective view of the auxiliary crankshaft shown in FIG. 1;

FIG. 7A is a front view of the auxiliary crankshaft shown in FIG. FIG. 7B is a side view of the auxiliary crankshaft shown in FIG.

FIG. 8 is a perspective view of the main crankshaft shown in FIG. 1;

FIG. 9 (a) is a front view of the main crankshaft shown in FIG. FIG. 9B is a side view of the main crankshaft shown in FIG.

FIG. 10 is an exploded view of an auxiliary crankshaft, a main crankshaft, and a planetary gear.

11 (a) is a front view of the precession preventing plate shown in FIG. 1. FIG. FIG. 11B is a side view of the precession preventing plate shown in FIG.

FIG. 12A is a sectional view taken along line BB in FIG. FIG. 12B is a cross-sectional view taken along the line CC in FIG.

FIG. 13A is a cross-sectional view of the reinforcing pin shown in FIG. FIG. 13B is a longitudinal sectional view of the reinforcing pin shown in FIG.

FIG. 14 is a perspective view showing a state where an assembly of planetary gears incorporated in the precession preventing plate is inserted into the speed reducer main body as viewed from an output side.

FIG. 15 (a) is a front view of the flat output plate shown in FIG. FIG. 15B is a side view of the flat output plate shown in FIG.

FIG. 16A is a sectional view taken along line DD in FIG. FIG. 16B is a sectional view taken along line EE in FIG. FIG. 16C is a sectional view taken along line FF in FIG.

FIG. 17 is a perspective view of the input coupling shown in FIG. 1;

FIG. 18A is a side view of the input coupling shown in FIG. FIG. 18B is a front view of the input coupling shown in FIG.

FIG. 19 is a schematic diagram showing a state where a motor is mounted on the speed reducer according to the present invention.

FIG. 20 is an exploded view showing another embodiment of the speed reducer according to the present invention.

FIG. 21 is a perspective view of a crankshaft of a reduction gear unit shown in FIG. 20;

FIG. 22 (a) is a front view of the crankshaft shown in FIG. 21. FIG. 22 (b) is a side view of the crankshaft shown in FIG.

FIG. 23 (a) is a front view of a precession preventing plate of the reduction gear unit shown in FIG. 20; FIG. 23 (b) is a longitudinal sectional view of the precession preventing plate of the reduction gear section shown in FIG.

FIG. 24 is an exploded perspective view of a power transmission pin and a support bolt of the reduction gear unit shown in FIG. 20;

FIG. 25 (a) is a front view of a flat output plate of the reduction gear unit shown in FIG. 20; FIG. 25B is a cross-sectional view of the flat output plate of the reduction gear section shown in FIG.

26 is a partially cut-away sectional view of the speed reducer shown in FIG. 20 in a completed assembled state.

[Explanation of symbols]

 1: Reduction gear 2: Reduction gear body 2a: Internal gear 2b: Screw hole 3: Planetary gear 3a: Main crankshaft mounting hole 3b: Auxiliary crankshaft mounting hole 4: Auxiliary crankshaft 4a, 4a ', 5a, 5a': Eccentric shaft 5: Main crankshaft 6: Reinforcement pin 7: Precession prevention plate 7a: Main crankshaft support through hole 7b: Auxiliary crankshaft support groove 7c: Pin mounting groove 8, 8 ': Coupling 9: Flat output plate 10, 11, 12: Bearing 21: Motor 22: Motor mounting part 23: Oil seal member 24: Input side O-ring seal member 25: Driven shaft 26: Output side oil seal member 30: Power transmission pin 31: Support bolt 40: Separation plate

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[Procedure amendment]

[Submission date] December 22, 1999 (1999.12.
22)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claim 1

[Correction method] Change

[Correction contents]

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] Claim 6

[Correction method] Change

[Correction contents]

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] Claim 10

[Correction method] Change

[Correction contents]

Claims (13)

[Claims] A hollow body having an internal gear formed along an inner peripheral surface thereof; a crankshaft integrally formed with two eccentric shafts each having a predetermined eccentric amount in opposite directions; Two planetary gears each rotatably supported by the two eccentric shafts and respectively meshing with the internal gears of the main body are formed on the outer peripheral surface thereof; and the two planetary gears for supporting the crankshaft at both ends. A crank support plate inserted into the input side of the main body and rotatably supported; an output plate inserted into the output side of the main body and rotatably supported; and each planet revolving along the inner peripheral surface of the main body. An inscribed planetary gear reducer, comprising: a reduction power transmission means for transmitting the revolving force of the gear to the output plate. 2. A shaft coupling means for connecting one end of the crankshaft to a shaft end of a power source.
3. The inscribed planetary gear reducer according to 1.). 3. The internal planetary gear reducer according to claim 2, wherein said shaft coupling means includes an Oldham coupling. 4. The inscribed gear has a dedendum angle.
Is 60 ° (± 5 °) and the addendum angle is 57.1 ° (± 5
外), the circumscribed gear has a root angle of 63 ° (± 5 °) and an addendum angle of 60 ° (± 5 °).
The inscribed planetary gear reducer according to claim 1, wherein the gear has a triangular tooth shape. 5. The tooth profile of the inscribed gear is rounded with a radius of 0.3 (± 0.1) mm and a range of 120 ° (± 5 °) between adjacent roots and a radius of 0.25 (± 0.1) at the addendum. mm, range 122.9 ゜ (± 5
゜), the radius of 0.25 (± 0.1) mm between the adjacent tooth roots of the circumscribed gear and the range of 117 ゜ (± 5 ゜)
The inscribed planetary gear reducer according to claim 1 or 4, wherein the tooth tip is rounded at a radius of 0.3 (± 0.1) mm and a range of 120 ° (± 5 °). 6. A first crankshaft in which a hollow body having an inscribed gear formed along an inner peripheral surface and two eccentric shafts each having a predetermined amount of eccentricity in opposite directions are integrally formed. And two second crankshafts each integrally formed with two eccentric shafts having the same eccentricity and eccentric direction as the first crankshaft, respectively, and the two second crankshafts correspond to the first crankshaft. The first is positioned so that they are aligned with each other as centers.
A plurality of small-diameter holes including a plurality of small-diameter holes including two opposing holes into which the eccentric shafts of the crankshafts are respectively inserted are formed at the center, and two eccentric shafts of the two second crankshafts respectively inserted therein. Two planetary gears formed on the outer peripheral surface thereof, and external gears meshing with the internal gears of the main body, respectively; rotating both end portions of the first crankshaft and the two second crankshafts; A crank support plate rotatably supported on the input side of the main body for rotatably supporting, and an output plate inserted and rotatably supported on the output side of the main body, to reduce a revolving planetary gear. An inscribed planetary gear reducer in which power is transmitted to the output plate by output ends of the two second crankshafts. 7. A plurality of cylindrical planetary gears arranged through the small holes of the two planetary gears, one end of which is fixed to the crank support plate to maintain the balance and rigidity of the relative motion of the two planetary gears. 7. The internal planetary gear reducer according to claim 6, further comprising a reinforcing pin. 8. The apparatus according to claim 6, further comprising a shaft coupling means for transmitting rotational power from a power source to an input end of said first crankshaft, wherein said shaft coupling means includes an Oldham coupling. An inscribed planetary gear reducer as described. 9. The inscribed gear has a triangular tooth shape with a root angle of 60 ° (± 5 °) and an addendum angle of 57.1 ° (± 5 °). 63 ° (± 5 °) and addendum angle 60 ° (±
7. The inscribed planetary gear reducer according to claim 6, which has a triangular tooth profile of 5 ゜). 10. A hollow body having an inscribed gear formed along an inner peripheral surface thereof, a crankshaft integrally formed with two eccentric shafts each having a predetermined eccentricity in opposite directions, A central hole into which the eccentric shaft of the crankshaft is inserted is formed at a center portion, and a plurality of small-diameter holes are respectively formed so as to be equiangularly aligned on a circumference having a predetermined radius. Two planetary gears, each of which has an external gear meshing with a gear formed on an outer peripheral surface thereof, and a crank support inserted into an input side of the main body and rotatably supported to rotatably support both ends of the crankshaft. A plate, and an output plate inserted into the output side of the main body and rotatably supported, aligned through a plurality of small diameter holes of the two planetary gears, respectively, and revolved along the inner peripheral surface of the main body. Output the revolving force of each planet gear Inscribed planetary gear speed reducer comprising a speed reduction power transmission means for transmitting to. 11. The deceleration power transmission means has a tubular shape, and both ends thereof are rotatably supported by the crank support plate and the output plate. 11. The inscribed planetary gear reducer according to claim 10, further comprising fastening means for fastening the plate and the output plate. 12. The internal planetary gear reduction of claim 10, including shaft coupling means for transmitting power from a power source to one end of the crankshaft, wherein the shaft coupling means includes an Oldham coupling. Machine. 13. The inscribed gear has a root angle of 60 ° (± 5 °).
Is a triangular tooth profile with an addendum angle of 57.1 ゜ (± 5 ゜), and the circumscribed gear has a root angle of 63 ゜ (± 5 ゜) and an addendum angle of 60 ゜ (± 5 ゜).
The inscribed planetary gear reducer according to claim 10, which has a triangular tooth shape that is 5 ゜).