JP2007303484A - Transmission device - Google Patents

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JP2007303484A
JP2007303484A JP2006129363A JP2006129363A JP2007303484A JP 2007303484 A JP2007303484 A JP 2007303484A JP 2006129363 A JP2006129363 A JP 2006129363A JP 2006129363 A JP2006129363 A JP 2006129363A JP 2007303484 A JP2007303484 A JP 2007303484A
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gear
scissors
tooth
crank
drive gear
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JP4722761B2 (en
JP2007303484A5 (en
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Susumu Yanagiuchi
暹 柳内
Masatoshi Haruna
将敏 春名
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INASAKA GEAR Manufacturing CO Ltd
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INASAKA GEAR Manufacturing CO Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission device in which a tooth of a scissors gear does not strike, from the front in the rotational direction, a surface turning in the rotational direction of a tooth of a crank gear, even if the scissors gear causes torsional vibration in operation. <P>SOLUTION: The scissors gear 5 has the tooth thickness of applying a backlash quantity larger than amplitude of the torsional vibration of the scissors gear 5 generated by a variation in a rotating speed of a drive gear 1. The meshing ratio of the scissors gear 5 and the drive gear 1 is set to a value smaller than the meshing ratio of the drive gear 1 and a driven gear 2, and a groove bottom diameter is set in the same as the driven gear 2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、例えば、２輪車等において設けられた伝動装置であって、ドライブギアと、前記ドライブギアと噛合するドリブンギアと、前記ドライブギアと噛合する打音又は異音対策用のシザーズギアとを備え、前記ドリブンギアと前記シザーズギアとが相対回転可能に軸方向に重ね合わされると共に、互いに反対の回転方向に付勢された伝動装置に関する。なお、ここでいう打音又は異音とは通称「カタカタ」という歯面の衝突音のことである。   The present invention is, for example, a transmission provided in a two-wheeled vehicle or the like, and includes a drive gear, a driven gear that meshes with the drive gear, and a scissors gear that counteracts a beating sound or abnormal noise that meshes with the drive gear. The driven gear and the scissor gear are overlapped in the axial direction so as to be relatively rotatable, and are urged in the opposite rotational directions. Here, the hitting sound or abnormal sound is a tooth surface collision sound called “katakata”.

例えば、２輪車の第１次減速歯車列において、駆動歯車はクランク軸に取り付けられたクランクギアに相当し、被駆動歯車はクラッチ機構上に取り付けられたクラッチギアに相当しており、エンジンの低速回転時における回転速度の変動により、両歯車の歯と歯との衝突が起こり、歯打音が発生する。この打音を防止する機構として、駆動歯車・被駆動歯車間のバックラッシュを極力小さくするフリクションギアやシザーズギアを用いることが知られており、被駆動歯車にシザーズギアを組み合わせることでバックラッシュを除去する方式が一般的である。なお、シザーズギアに関しては、例えば、特許文献１や特許文献２に記載のものが公知である。   For example, in the primary reduction gear train of a two-wheeled vehicle, the drive gear corresponds to a crank gear attached to the crankshaft, and the driven gear corresponds to a clutch gear attached to the clutch mechanism. Due to fluctuations in the rotational speed during low-speed rotation, the teeth of both gears collide with each other, and a rattling sound is generated. It is known to use friction gears and scissors gears that minimize the backlash between the drive gear and the driven gear as a mechanism to prevent this hitting sound, and the backlash is eliminated by combining the scissors gear with the driven gear. The method is common. As for the scissors gear, for example, those described in Patent Document 1 and Patent Document 2 are known.

図４は、従来のシザーズギアを用いた伝動装置の要部を示す正面図である。符号１はドライブギア（駆動歯車）としてのクランクギアであり、符号２はドリブンギア（被駆動歯車）としてのクラッチギアである。また、符号３は駆動歯車・被駆動歯車間のバックラッシュを除去するためのシザーズギアである。クラッチギア２とシザーズギア３とは図示しない軸方向に重なった状態で保持され、クラッチギア２は軸に対して回転不可に係合され、シザーズギア３は前記軸に回転可能に設けられている。クラッチギア２とシザーズギア３との対向面には、アンチラッシュ用のコイルバネ４が収容配置され、コイルバネ４の一端はクラッチギア２に当接され、コイルバネ４の他端はシザーズギア３に当接されている。コイルバネ４は、クラッチギア２とシザーズギア３の歯すじが合った位置から、シザーズギア３をギアの回転方向に付勢する。   FIG. 4 is a front view showing a main part of a transmission device using a conventional scissor gear. Reference numeral 1 denotes a crank gear as a drive gear (drive gear), and reference numeral 2 denotes a clutch gear as a driven gear (driven gear). Reference numeral 3 denotes a scissors gear for removing backlash between the driving gear and the driven gear. The clutch gear 2 and the scissors gear 3 are held in a state of overlapping in an axial direction (not shown), the clutch gear 2 is engaged with the shaft so as not to rotate, and the scissors gear 3 is rotatably provided on the shaft. An anti-rush coil spring 4 is accommodated in the opposing surface of the clutch gear 2 and the scissors gear 3, one end of the coil spring 4 is in contact with the clutch gear 2, and the other end of the coil spring 4 is in contact with the scissors gear 3. Yes. The coil spring 4 biases the scissors gear 3 in the rotational direction of the gear from the position where the teeth of the clutch gear 2 and the scissors gear 3 are aligned.

クランクギア１にクラッチギア２及びシザーズギア３が噛み合って回転伝達が行われている状態では、クランクギア１が矢印ａ方向に回転すると、その歯１ａがクラッチギア２の歯２ａにＰ面で当接してクラッチギア２を矢印ｂ方向に回転駆動する。クランクギア１の歯１ａの後に生じるバックラッシュは、コイルバネ４の付勢力により後続するシザーズギア３の歯３ａがクランクギア１の歯１ａに回転方向後方からｑ面で圧接することによって除去される。   In the state where the clutch gear 2 and the scissors gear 3 are engaged with the crank gear 1 and the rotation is transmitted, when the crank gear 1 rotates in the direction of the arrow a, the teeth 1a come into contact with the teeth 2a of the clutch gear 2 on the P surface. The clutch gear 2 is rotationally driven in the direction of arrow b. The backlash generated after the teeth 1a of the crank gear 1 is removed by pressing the succeeding teeth 3a of the scissors gear 3 against the teeth 1a of the crank gear 1 on the q plane from the rear in the rotational direction by the biasing force of the coil spring 4.

ところで、シザーズギアを用いた従来の伝動装置においては、動力伝達用主歯車対の（クランクギア１とクラッチギア２との）バックラッシュは小さく設定されており、シザーズギア３の歯厚もクラッチギア２の歯厚とあまり差をつけない構造が一般的であった。   By the way, in the conventional transmission device using the scissors gear, the backlash (with the crank gear 1 and the clutch gear 2) of the power transmission main gear pair is set small, and the tooth thickness of the scissors gear 3 is also the same as that of the clutch gear 2. A structure that does not differ much from the tooth thickness was common.

特許第３２７３７２０号公報Japanese Patent No. 3273720 特開２００５−１３３７７８号公報JP 2005-133778 A

図４において、円周方向バックラッシュについて、ＢＭは、クランクギア１及びクラッチギア２間のバックラッシュ量、ＢＳは、クランクギア１とシザーズギア３間のバックラッシュ量を表しており、ＢＳ＞ＢＭであるが、従来では、クランクギア１とシザーズギア３間のバックラッシュＢＳが小さいため、運転中のクランクギア１の回転速度の変化によって発生するシザーズギア３の捩り振動により、シザーズギア３がクランクギア１の歯１ａの回転方向に向いたｐ面に回転方向前方から当ることがある。即ち、クランクギア１とシザーズギア３間のバックラッシュＢＳの値がシザーズギア３の捩り振動の振幅より小さいとクランクギア１のｐ面に当ることになる。シザーズギア３がクランクギア１のｐ面に当ると、新たな打音が生じることになる。   In FIG. 4, regarding the circumferential backlash, BM represents the backlash amount between the crank gear 1 and the clutch gear 2, BS represents the backlash amount between the crank gear 1 and the scissors gear 3, and BS> BM However, conventionally, since the backlash BS between the crank gear 1 and the scissors gear 3 is small, the scissors gear 3 has a tooth of the crank gear 1 due to torsional vibration of the scissors gear 3 caused by a change in the rotational speed of the crank gear 1 during operation. It may hit the p-plane facing in the rotation direction of 1a from the front in the rotation direction. That is, when the value of the backlash BS between the crank gear 1 and the scissors gear 3 is smaller than the amplitude of the torsional vibration of the scissors gear 3, the p-plane of the crank gear 1 is hit. When the scissors gear 3 hits the p-plane of the crank gear 1, a new hitting sound is generated.

本発明の目的は、運転中にシザーズギアが捩り振動を起しても、シザーズギアの歯がクランクギアの歯の回転方向に向いた面に回転方向前方から当ることがない伝動装置を提供することにある。   An object of the present invention is to provide a transmission device in which even if the scissor gear undergoes torsional vibration during operation, the teeth of the scissor gear do not hit the surface of the crank gear teeth facing the rotational direction from the front in the rotational direction. is there.

請求項１に係る伝達装置は、ドライブギアと、前記ドライブギアと噛合するドリブンギアと、前記ドライブギアと噛合するシザーズギアとを備え、前記ドリブンギアと前記シザーズギアとが相対回転可能に軸方向に重ね合わされると共に、互いに反対の回転方向に付勢されたものであって、上記課題を解決するために、前記シザーズギアは、前記ドライブギアの回転速度の変動によって発生する前記シザーズギアの捩り振動の振幅より大きなバックラッシュ量を与える歯厚を有し、かつ前記ドライブギアとの噛み合い率は、前記ドライブギアと前記ドリブンギアとの噛み合い率よりも小さい値であり、歯底径は前記ドリブンギアと同じであることを特徴とする。   The transmission device according to claim 1 includes a drive gear, a driven gear that meshes with the drive gear, and a scissors gear that meshes with the drive gear, and the driven gear and the scissors gear are overlapped in an axial direction so as to be relatively rotatable. In order to solve the above-described problem, the scissor gear is obtained from the amplitude of the torsional vibration of the scissor gear generated by the fluctuation of the rotational speed of the drive gear. It has a tooth thickness that gives a large backlash amount, and the meshing rate with the drive gear is smaller than the meshing rate between the drive gear and the driven gear, and the root diameter is the same as that of the driven gear. It is characterized by being.

請求項１に係る伝動装置によれば、シザーズギアがクランクギアの歯の回転方向に向いた面に当ることがなくなる。また、噛み合い率を小さくした低歯歯車（クラッチギア２に比べて）にすることで加工が容易になる。   According to the transmission of the first aspect, the scissor gear does not hit the surface of the crank gear facing the rotation direction of the teeth. Further, by using a low-tooth gear (compared to the clutch gear 2) having a low meshing rate, processing becomes easy.

以下、本発明の実施の形態を図面を参照して説明する。まず最初に、シザーズギアの捩り振動について説明する。図４において、シザーズギア３は慣性モーメントを有する部材であり、クランクギア１は速度変動をもって回転しているので、シザーズギア３は１つの捩り振動系と考えることができる。なお、シザーズギア３とクラッチギア２の間には皿バネ等による軸力が与えられており、捩り振動におけるダンピング効果も与えられている。
シザーズギアの慣性モーメントをＩとし、摩擦抵抗によるダンピング係数をρとし、アンチラッシュ用のコイルバネ４のばね定数をｋとすると、シザーズギアの捩り振動は、数１で表される。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, the torsional vibration of the scissor gear will be described. In FIG. 4, the scissors gear 3 is a member having a moment of inertia, and the crank gear 1 rotates with a speed variation, so that the scissors gear 3 can be considered as one torsional vibration system. An axial force by a disc spring or the like is applied between the scissors gear 3 and the clutch gear 2, and a damping effect in torsional vibration is also provided.
Assuming that the moment of inertia of the scissors gear is I, the damping coefficient due to frictional resistance is ρ, and the spring constant of the anti-rush coil spring 4 is k, the torsional vibration of the scissors gear is expressed by the following equation (1).

Figure 2007303484
Figure 2007303484

数１の右辺は、エンジンの回転変動からくる強制力である。また、θ0は、組付け時の初期変位角である。Ｒはコイルバネ４の取付半径である。エンジン特性、エンジンの大きさ等により、Ｉ、ρ、ｋ等は異なるが、Ｉ、ρ、ｋの値により振動状態が決まり、捩り振動の振幅２Ａを求めることができる。図１は、シザーズギアの捩り振動を示す図である。振動の中心から上側の領域は、シザーズギア３の歯３ａがクランクギア１の歯１ａのｑ面（回転方向後方）から離れる領域であり、振動の中心から下側の領域は、シザーズギア３の歯３ａがクランクギア１の歯１ａのｑ面に当っている領域である。 The right side of Equation 1 is the forcing force resulting from engine rotation fluctuations. Θ 0 is an initial displacement angle at the time of assembly. R is the mounting radius of the coil spring 4. Although I, ρ, k, etc. differ depending on the engine characteristics, the size of the engine, etc., the vibration state is determined by the values of I, ρ, k, and the torsional vibration amplitude 2A can be obtained. FIG. 1 is a diagram illustrating torsional vibration of the scissor gear. The upper region from the center of vibration is a region where the teeth 3a of the scissors gear 3 are separated from the q surface (rear in the rotational direction) of the teeth 1a of the crank gear 1. The lower region from the center of vibration is the teeth 3a of the scissors gear 3. Is a region that is in contact with the q surface of the tooth 1a of the crank gear 1.

図２は、シザーズギアの歯厚を薄くした状態を示す図である。図２に示すように、クランクギアとシザーズギアとのバックラッシュ量ＢＳを、ＢＳ＞Ａとなるような歯厚の薄いシザーズギアとすることで、シザーズギアが捩り振動を起しても、シザーズギアの歯がクランクギアの歯の回転方向に向いたｐ面に回転方向前方から当るという問題を解決することができる。   FIG. 2 is a diagram illustrating a state in which the tooth thickness of the scissor gear is reduced. As shown in FIG. 2, by setting the backlash amount BS between the crank gear and the scissors gear to a scissors gear with a thin tooth thickness such that BS> A, even if the scissors gear causes torsional vibration, the teeth of the scissors gear It is possible to solve the problem of hitting the p-plane facing the rotation direction of the teeth of the crank gear from the front in the rotation direction.

なお、図２において、Ｔｓはシザーズギアの歯厚を表し、Ｔｏはクラッチギアの歯厚を示す。また、Ｒｒｓはシザーズギアの歯底径、Ｒｒｃはクラッチギアの歯底径を表している。クラッチギアの歯厚Ｔｏは、転位のない歯車において、かつバックラッシュ量ＢＭをクラッチギアだけで与える場合には、
Ｔｏ＝（πｍ／２）−ＢＭ＝［π×（モジュール）／２］−（バックラッシュ量）
で求められる。Ｔｓ＜Ｔｏ−ＢＳの円弧歯厚の歯車にすることにより、シザーズギア３がクランクギア１の歯１ａの回転方向に向いたｐ面に当ることがなくなる。本発明の実施例では、クランクギアとシザーズギアとのバックラッシュ量ＢＳを０．５ｍｍとした。 In FIG. 2, Ts represents the tooth thickness of the scissor gear, and To represents the tooth thickness of the clutch gear. Rrs represents the root diameter of the scissors gear, and Rrc represents the root diameter of the clutch gear. The tooth thickness To of the clutch gear is determined in the case of a gear without displacement and when the backlash amount BM is given only by the clutch gear.
To = (πm / 2) −BM = [π × (module) / 2] − (backlash amount)
Is required. By using a gear with an arc tooth thickness Ts <To-BS, the scissors gear 3 does not hit the p-plane facing the rotation direction of the teeth 1a of the crank gear 1. In the embodiment of the present invention, the backlash amount BS between the crank gear and the scissor gear is set to 0.5 mm.

２輪車用の第１次減速歯車の動力伝達用歯車対は、噛合騒音を低減するために高歯歯車が用いられている。シザーズギアの歯厚を上記のような歯厚の薄い（円弧歯厚Ｔｓ）歯車を加工する方法として、（−）転位を行わなければならないが、ＢＳの値が相当大きいので、歯底径をクラッチギアと同じとするためには、やや低歯にすることが望ましい。   A high-tooth gear is used for the power transmission gear pair of the primary reduction gear for a two-wheeled vehicle in order to reduce meshing noise. As a method of processing a gear with a thin tooth thickness (arc tooth thickness Ts) as described above, the scissors gear must be shifted (−), but since the BS value is considerably large, In order to make it the same as the gear, it is desirable to use a low tooth.

また、シザーズギアのアンチクラッシュ用のコイルバネ４によるアンチラッシュトルクは、それ程大きくない。即ち、ｑ面と接する歯面荷重はそれ程大きくなく、ｑ面とシザーズギアの噛合騒音のレベルは低いので、噛み合い率をクラッチギアより小さくしても許容できる。また、歯厚を薄くするので、歯丈を低くすることで歯元強度の低下も抑えることができる。   Further, the anti-rush torque due to the anti-crash coil spring 4 of the scissors gear is not so large. That is, the load on the tooth surface in contact with the q-plane is not so large, and the level of meshing noise between the q-plane and the scissors gear is low, so that it is acceptable even if the meshing rate is smaller than that of the clutch gear. Further, since the tooth thickness is reduced, the reduction of the tooth root strength can be suppressed by reducing the tooth height.

図３は、本発明の実施形態に係る伝達装置におけるクランクギア（ドライブギア）とクラッチギア（ドリブンギア）及びシザーズギアの噛合部を示す正面図である。伝達装置の基本的な構成は図４に示した従来の伝達装置と同様であるので、同一要素には同一の符号を付して説明を省略する。図３に示す実施例は、
クランクギア１とクラッチギア２の噛合率は２．４３
歯丈係数（歯末の丈係数）＝１．３５
（歯元の丈係数）＝１．７０
転位係数（±０）に対して
クランクギア１とクラッチギア２のバックラッシュ量＝０．１２ｍｍ
クランクギア１とシザーズギア５とのバックラッシュ量ＢＳ＝０．５ｍｍ
クランクギア１とシザーズギア５の噛合率は１．６８
歯丈係数（歯末の丈係数）＝１．０
（歯元の丈係数）＝１．０
転位係数（−）０．４８
にすることで、クラッチギア２とシザーズギア５の歯底径を合すことができる。また、シザーズギアの歯丈を小さくすることができるので、加工しやすい形状となる。また、歯厚ＴＳを薄くしているが、（−）転位をしているので歯底隅Ｒを大きくできる。上の例では、隅Ｒ＝０．７ｍｍくらいにすることができ、歯元強さの低下を抑えることができる。 FIG. 3 is a front view showing meshing portions of a crank gear (drive gear), a clutch gear (driven gear), and a scissor gear in the transmission device according to the embodiment of the present invention. Since the basic configuration of the transmission device is the same as that of the conventional transmission device shown in FIG. 4, the same components are denoted by the same reference numerals and description thereof is omitted. The embodiment shown in FIG.
The meshing rate of the crank gear 1 and the clutch gear 2 is 2.43
Tooth height factor (end tooth height factor) = 1.35
(Length factor of tooth base) = 1.70
Backlash amount of crank gear 1 and clutch gear 2 with respect to shift coefficient (± 0) = 0.12 mm
Backlash amount BS = 0.5mm between crank gear 1 and scissor gear 5
The meshing ratio of crank gear 1 and scissor gear 5 is 1.68.
Tooth height coefficient (length coefficient of tooth end) = 1.0
(Length factor of tooth base) = 1.0
Dislocation coefficient (-) 0.48
By doing so, the root diameters of the clutch gear 2 and the scissors gear 5 can be matched. Moreover, since the tooth height of the scissors gear can be reduced, the shape is easy to process. Further, although the tooth thickness TS is reduced, the root corner R can be increased because of the (−) dislocation. In the above example, the corner R can be set to about 0.7 mm, and a reduction in tooth root strength can be suppressed.

上記の歯形形状とすることで、シザーズギアがクランクギアの歯の回転方向に向いた面に当ることがなくなる。また、噛み合い率を小さくした低歯歯車（クラッチギア２に比べて）にすることで加工が容易になるという効果も期待できる。   By setting it as said tooth profile shape, a scissor gear does not contact | win the surface which faced the rotation direction of the tooth | gear of the crank gear. In addition, an effect of facilitating processing can be expected by using a low-tooth gear (compared to the clutch gear 2) having a low meshing rate.

シザーズギアの捩り振動を示す図である。It is a figure which shows the torsional vibration of a scissors gear. シザーズギアの歯厚を薄くした状態を示す図である。It is a figure which shows the state which made the tooth thickness of the scissors gear thin. 本発明の実施形態に係る伝達装置におけるクランクギア（ドライブギア）とクラッチギア（ドリブンギア）及びシザーズギアの噛合部を示す正面図である。It is a front view which shows the meshing part of the crank gear (drive gear), clutch gear (driven gear), and scissors gear in the transmission apparatus which concerns on embodiment of this invention. 従来のシザーズギアを用いた伝動装置の要部を示す正面図である。It is a front view which shows the principal part of the transmission device using the conventional scissor gear.

符号の説明Explanation of symbols

１ クランクギア（ドライブギア）
２ クラッチギア（ドリブンギア）
３ シザーズギア（従来）
４ コイルバネ
５ シザーズギア（本発明） 1 Crank gear (drive gear)
2 Clutch gear (driven gear)
3 Scissor gear (conventional)
4 Coil spring 5 Scissor gear (present invention)

Claims (1)

ドライブギアと、前記ドライブギアと噛合するドリブンギアと、前記ドライブギアと噛合するシザーズギアとを備え、前記ドリブンギアと前記シザーズギアとが相対回転可能に軸方向に重ね合わされると共に、互いに反対の回転方向に付勢された伝動装置において、前記シザーズギアは、前記ドライブギアの回転速度の変動によって発生する前記シザーズギアの捩り振動の振幅より大きなバックラッシュ量を与える歯厚を有し、かつ前記ドライブギアとの噛み合い率は、前記ドライブギアと前記ドリブンギアとの噛み合い率よりも小さい値であり、歯底径は前記ドリブンギアと同じであることを特徴とする伝動装置。
A drive gear, a driven gear that meshes with the drive gear, and a scissors gear that meshes with the drive gear, wherein the driven gear and the scissors gear are overlapped in an axial direction so as to be relatively rotatable, and opposite in rotation directions The scissors gear has a tooth thickness that gives a backlash amount larger than the amplitude of the torsional vibration of the scissors gear generated by fluctuations in the rotational speed of the drive gear, and the drive gear. The transmission device is characterized in that the meshing rate is smaller than the meshing rate of the drive gear and the driven gear, and the root diameter is the same as that of the driven gear.
JP2006129363A 2006-05-08 2006-05-08 Transmission Active JP4722761B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014107350A (en) * 2012-11-26 2014-06-09 Samsung Techwin Co Ltd Component holding head for surface mounting machine
CN111828558A (en) * 2020-08-10 2020-10-27 重庆大学 Adjustable-gap small-tooth-difference speed reducer

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0989082A (en) * 1995-09-25 1997-03-31 Daihatsu Motor Co Ltd Scissors gear mechanism
JP2001187956A (en) * 1999-12-28 2001-07-10 Yamaha Motor Co Ltd Backlash regulating mechanism for gear of engine
JP2001336610A (en) * 2000-05-26 2001-12-07 Nissan Motor Co Ltd Gear device
JP2004232825A (en) * 2003-01-31 2004-08-19 Toyota Industries Corp Scissors gear
JP2005133778A (en) * 2003-10-29 2005-05-26 Isuzu Motors Ltd Scissors gear

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0989082A (en) * 1995-09-25 1997-03-31 Daihatsu Motor Co Ltd Scissors gear mechanism
JP2001187956A (en) * 1999-12-28 2001-07-10 Yamaha Motor Co Ltd Backlash regulating mechanism for gear of engine
JP2001336610A (en) * 2000-05-26 2001-12-07 Nissan Motor Co Ltd Gear device
JP2004232825A (en) * 2003-01-31 2004-08-19 Toyota Industries Corp Scissors gear
JP2005133778A (en) * 2003-10-29 2005-05-26 Isuzu Motors Ltd Scissors gear

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014107350A (en) * 2012-11-26 2014-06-09 Samsung Techwin Co Ltd Component holding head for surface mounting machine
KR101783988B1 (en) * 2012-11-26 2017-10-10 한화테크윈 주식회사 A head of a surface mounter for supporting electronic device
CN111828558A (en) * 2020-08-10 2020-10-27 重庆大学 Adjustable-gap small-tooth-difference speed reducer
CN111828558B (en) * 2020-08-10 2022-09-20 重庆大学 Adjustable-gap small-tooth-difference speed reducer

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