JP2012163186A - Planetary gear speed converter - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a planetary gear speed converter large in speed ratio and reduced in loss.SOLUTION: A reduction gear 10 has a planetary gear mechanism including a sun gear 38, a planetary gear 26 supported by a planetary carrier 22 to rotate and revolve around the sun gear 38, and a ring gear 42 disposed coaxially with the sun gear 38 and meshing with the planetary gear 26. The sun gear 38 is connected to an input shaft 12, and the planetary carrier 22 is connected to an output shaft 14. The planetary gear 26 has an input side planetary gear 28 and an output side planetary gear 30. The input side planetary gear 28 configures an input side gear train together with the sun gear 38, and the output side planetary gear 30 configures an output side gear train together with the ring gear 42. The input shaft 12 rotates faster than the output shaft 14 depending on the change gear ratio of each gear train. The input side gear train is configured by magnetic gears, and the output side gear train is configured by mechanical gears.

Description

  The present invention relates to a speed converter using a planetary gear mechanism, a motor built-in wheel using the speed converter, and a vehicle drive device.

  There is known a speed converter that converts the rotational speed of the input shaft and transmits it to the output shaft. A device that decelerates the rotational speed of the input shaft and transmits it to the output shaft is called a speed reducer. On the contrary, a device that increases the speed and transmits it to the output shaft is called a speed increaser. As such a speed converter, one using a mechanism in which gears are combined is known. Widely used gears form teeth by arranging irregularities along the rotation direction of the rotating body, meshing the teeth of the gears that make a pair, and rotating between these gears by mechanical force introduce.

  On the other hand, in recent years, a transmission mechanism called a magnetic gear that transmits rotation using magnetic force has been proposed (see Patent Document 1 below). In the magnetic gear, permanent magnets are alternately arranged in the N-pole and S-pole along the rotation direction of the rotating body, and the rotation is transmitted by the interaction of the magnetic force between the paired rotating bodies. In the following description, a conventional gear is described as a mechanical gear, and a transmission mechanism that transmits rotation by magnetic force is described as a magnetic gear.

JP 2010-106940 A

  There is a need for a speed converter with a large speed conversion ratio. Such a speed converter has a portion that rotates at a high speed and a portion that rotates at a low speed. In mechanical gears, slip occurs between the contact surfaces of the teeth, lubrication is required, and heat is also generated due to friction. In particular, when the rotational speed is high, sufficient lubrication becomes difficult and loss due to heat generation increases. On the other hand, when transmitting a large torque in the magnetic gear, it is necessary to enlarge the permanent magnet or use a stronger magnet in order to increase the magnetic force, resulting in an increase in cost and an increase in the size of the apparatus.

  An object of this invention is to provide the speed converter which can implement | achieve a big speed conversion ratio.

  In the speed converter of the present invention, the gear train that rotates at high speed is constituted by a magnetic gear, and the gear train that rotates at low speed is constituted by a mechanical gear. Specifically, both the high speed side gear train connected to the first shaft, the low speed side gear train connected to the second shaft rotating at a lower speed than the first shaft, and both the high speed side gear train and the low speed side gear train And a planetary element connecting them, and configured as a planetary gear speed converter. The high speed side gear train is constituted by a magnetic gear, and the low speed side gear train is constituted by a mechanical gear.

  By configuring the high-speed gear train with a magnetic gear that is not in direct contact with the gear, wear and heat generation due to friction can be suppressed. Further, since the torque to be transmitted is small in the high speed side gear train, a small permanent magnet can be used. On the other hand, a large torque can be transmitted by configuring the low-speed gear train with mechanical gears. Further, since the rotational speed is low, friction loss and heat generation are acceptable.

  Further, as a specific embodiment, the high speed side gear train includes a sun element coupled to a first shaft and a high speed side planetary element rotatably supported by a carrier element, and the low speed side gear The row may include a low speed planetary element rotatably supported by the carrier element and a fixed ring element. A second shaft can be coupled to the carrier element. The high-speed planetary element and the low-speed planetary element constitute an integral planetary element and can be rotatably supported on the carrier element.

  Furthermore, as another embodied aspect, the high-speed side gear train includes a sun element coupled to the first shaft, a high-speed planetary element rotatably supported by the carrier element, and a fixed high-speed side ring. And the low-speed gear train includes a low-speed planetary element rotatably supported by the carrier element and a low-speed ring element. A slow ring element can be coupled to the second shaft. The high-speed planetary element and the low-speed planetary element constitute an integral planetary element and can be rotatably supported on the carrier element.

  The planetary gear speed converter of the present invention can be used as a speed reducer to constitute a motor built-in wheel. The motor built-in wheel is configured to rotate the wheel by an electric motor (in-wheel motor) housed in the wheel of the vehicle to constitute a driving wheel of the vehicle.

  An electric motor and a planetary gear speed converter are housed in the wheel, the electric motor is coupled to the high speed side shaft of the planetary gear speed converter, and the wheel is coupled to the low speed side shaft. The configuration of the planetary gear speed converter has a high-speed gear train and a low-speed gear train, and these gear trains belong to both gear trains and have planetary elements that connect these gear trains. The high-speed side gear train is constituted by a magnetic gear, and the low-speed side gear train is constituted by a mechanical gear. Moreover, the structure of the planetary gear speed converter of the two embodiments described above can also be employed.

  By configuring the high speed side gear train with a magnetic gear, the electric motor can be made to rotate at high speed. Moreover, since the low-speed gear train is a mechanical gear, the allowable torque can be increased.

  The planetary gear speed converter of the present invention can be used as a speed reducer to constitute a vehicle drive device. An electric motor is used as a power source, and this is connected to the high speed side shaft of the planetary gear speed converter. On the other hand, the low speed side shaft of the planetary gear speed converter is connected to the drive wheel. This low speed side shaft can be connected to the left and right drive wheels via a differential.

  By configuring the high speed side gear train with a magnetic gear, the electric motor can be made to rotate at high speed. Moreover, since the low-speed gear train is a mechanical gear, the allowable torque can be increased.

  ADVANTAGE OF THE INVENTION According to this invention, the speed change device with a large gear ratio, a loss by friction, and a large allowable torque is provided.

It is a schematic sectional drawing containing the rotating shaft line of the speed converter which is embodiment which concerns on this invention. It is sectional drawing by the AA line shown in FIG. It is sectional drawing by the BB line shown in FIG. FIG. 2 is a skeleton diagram of the speed converter shown in FIG. 1. It is a skeleton figure of the speed converter which is other embodiments concerning the present invention. FIG. 6 is a schematic cross-sectional view perpendicular to the axis of the speed converter of FIG. 5. It is a figure which shows the other example of the input side ring gear. It is sectional drawing which shows schematic structure of the wheel with a built-in motor which is embodiment which concerns on the other aspect of this invention. It is a schematic block diagram of the vehicle drive device which is embodiment which concerns on the further another aspect of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view illustrating a schematic configuration of a speed converter 10 according to the present embodiment. 2 and 3 are cross-sectional views of the gear train along the lines AA and BB shown in FIG. FIG. 4 is a skeleton diagram schematically illustrating each element related to the rotation transmission of the speed converter 10.

  The speed converter 10 has two shafts 12 and 14 and transmits rotation between these shafts. A gear train, which will be described later, is interposed between the two shafts 12 and 14, and the shaft 12 rotates at a higher speed than the shaft 14 by the action of the gear train. When the shaft 12 is an input shaft and the shaft 14 is an output shaft, the speed converter 10 functions as a speed reducer. Conversely, when the shaft 14 is an input shaft and the shaft 12 is an output shaft, the speed converter 10 functions as a speed increaser. To do. In the following description, a case where the speed converter 10 is caused to function as a speed reducer will be described as an example. However, the speed converter can be made to function as a speed increaser by switching the input / output shaft as described above. 10 is not limited to use as a speed reducer.

  The speed reducer 10 has an input shaft 12 and an output shaft 14 having a common axis L. A gear train is interposed between the input shaft 12 and the output shaft, and the speed reducer 10 has a housing 16 that accommodates the gear train. The input shaft 12 is supported by the housing 16 via a bearing, in particular, a ball bearing 18 so as to be rotatable about its axis. The output shaft 14 is also supported by the housing 16 via a bearing, particularly a ball bearing 20 so as to be rotatable about its axis. A planetary carrier 22 is coupled to the output shaft 14, and these rotate integrally around the axis of the output shaft 14. The planetary carrier 22 is rotatably supported on the input shaft 12 via a bearing, particularly a ball bearing 24. The planetary carrier 22 supports the planetary gear 26 so as to be rotatable about an axis M which is separated from the axis L by a predetermined distance and parallel to the axis L. The part supported by the input shaft 12 and the part supported by the output shaft 14 of the planetary carrier 22 are separated, but are connected by a planetary gear 26 and rotate together.

  The planetary gear 26 revolves around the common axis L of the input / output shaft as the planetary carrier 22 rotates, and can rotate around the axis M of the planetary gear 26 itself. Four planetary gears are arranged around the axis L. The planetary gear 26 has two gear elements having different diameters on one shaft. In the reduction gear 10, the diameter of the gear element on the input shaft 12 side is large, and the diameter of the gear element on the output shaft 14 side is small. The speed reducer 10 is configured as a planetary gear mechanism as will be described later, and in particular, the planetary gear 26 includes two gear elements having different diameters, thereby forming a so-called Ravigneaux type planetary gear mechanism. The gear element on the input shaft 12 side of the planetary gear 26 is an input side planetary gear 28 made of a magnetic gear, and the gear element on the output shaft 14 side is an output side planetary gear 30 made of a mechanical gear.

  As shown in FIG. 2, the input-side planetary gear 28 has a cylindrical or disk shape as a whole, and a plurality of permanent magnets 32 are arranged around its circumference so that the polarities are alternated along the circumferential direction. ing. In the figure, the permanent magnet 32 is represented by a white one whose outer peripheral surface is magnetized to the S pole, and a permanent magnet 32 which is represented by a double diagonal line has the outer peripheral surface magnetized to the N pole. It is what. Inside the permanent magnet 32, there is provided a planetary yoke 34 formed by laminating an annular thin plate-shaped magnetic steel plate in the direction of the axis M. The permanent magnets 36 are also arranged on the input shaft 12 so that the polarities alternate along the circumferential direction, and a sun gear 38 that is a magnetic gear is formed. As for the permanent magnet 36 of the sun gear 38, the white portion in FIG. 2 is magnetized on the outer peripheral surface to the S pole, and the one represented by the double diagonal line is magnetized to the N pole. The permanent magnets 32 and 36 of the input side planetary gear 28 and the sun gear 38 are arranged at an equal pitch. The input-side planetary gear 28 and the sun gear 38 are opposed to each other with a slight gap, and an attractive force due to a magnetic force acts between the permanent magnets 32 and 36 disposed in each.

  A housing yoke 40 is provided inside the housing 16 so as to surround the four input-side planetary gears 28. The housing yoke 40 is formed by laminating annular thin plate-shaped magnetic steel plates in the direction of the common axis L. The magnetic flux extending from one permanent magnet 32 passes through the housing yoke 40, passes through the other permanent magnet 32, and returns to the original permanent magnet through the planetary yoke 34. As described above, the planetary yoke 34 and the housing yoke 40 form a magnetic circuit related to the permanent magnet 32.

  The output-side planetary gear 30 is configured by a mechanical gear as described above. A ring gear 42, which is a mechanical gear, is arranged inside the housing 16 so as to surround the four output-side planetary gears 30 as a whole. Each output-side planetary gear 30 and the ring gear 42 mesh with each other.

  When the input shaft 12 rotates, the rotation is transmitted by the magnetic coupling between the sun gear 38 and the input-side planetary gear 30, and the planetary gear 26 rotates. When the planetary gear 26 rotates, the output-side planetary gear 30 meshes with the ring gear 42 fixed to the housing 16, so that the planetary gear 26 revolves and thereby the planetary carrier 22 rotates. Since the planetary carrier 22 is coupled to the output shaft 14, the output shaft 14 also rotates. In this way, rotation is transmitted from the input shaft 12 to the output shaft 14.

  As described above, the speed reducer 10 includes the sun gear 38, the planetary gear 26 that rotates and revolves around the sun gear 38 supported by the planetary carrier 22, and the ring gear 42 that is arranged coaxially with the sun gear 38 and meshes with the planetary gear 26. A planetary gear mechanism. The sun gear 38 is coupled to the input shaft 12, and the planetary carrier 22 is coupled to the output shaft 14. The planetary gear 26 has two gear elements, that is, an input side planetary gear 28 and an output side planetary gear 30. The input side planetary gear 28 and the sun gear 38 constitute an input side gear train, and the output side planetary gear 30 and the ring gear 42 constitute an output side gear train. The input side gear train is composed of magnetic gears, and the output side gear train is composed of mechanical gears. The input shaft 12 rotates at a higher speed than the output shaft 14 depending on the gear ratio of each gear train. Therefore, the input-side gear train is a high-speed gear train, and the output-side gear train is a low-speed gear train.

The reduction ratio of the speed reducer 10 is as follows. The number of teeth of each gear (the number of permanent magnets in the case of a magnetic gear) Z and the rotational speed n are set as follows.
Sun gear 38 (Zs1, ns1)
Input side planetary gear 28 (Zp1, np1)
Output side planetary gear 30 (Zp2, np2)
Planetary carrier 22 (nc)
Ring gear 42 (Zr2, nr2)

The basic transmission equation is as follows.
Zs1 × ns1 = Zs1 × nc−Zp1 × np1
Zr2 * nr2 = Zr2 * nc-Zp2 * np2
np1 = np2, nr2 = 0
Accordingly, the speed ratio of the sun gear 38, the planetary gear 26, the ring gear 42, and the planetary carrier 22 is as shown in the following table.

The radius ratio of the sun gear 38, the input side planetary gear 28, the output side planetary gear 30 and the ring gear 42 is
1: 2.4: 0.48: 3.88
Thus, when the number of teeth Z of each gear is determined, the reduction ratio of the speed reducer 10 is 20.4.

  FIG. 5 is a skeleton diagram showing a configuration of a speed converter or speed reducer 50 according to another embodiment, and FIG. 6 is an axial orthogonal cross-sectional view of a gear train on the input side. A more detailed structure of the speed reducer 50 can be easily understood by those skilled in the art by referring to FIG. 1, and a cross-sectional view including the rotation axis of the speed reducer 50 is omitted.

  A sun gear 54 which is a magnetic gear is provided on the input shaft 52. The sun gear 54 has a cylindrical or disk shape, and a plurality of permanent magnets 56 are arranged on its outer periphery along the circumferential direction so that the polarities are alternated. A planetary carrier 58 is supported so as to be rotatable about the axis of the input shaft 52. Further, four planetary gears 60 are rotatably supported on the planetary carrier 58. The planetary gear 60 has an input-side planetary gear 62 that is a magnetic gear, and an output-side planetary gear 64 that is a mechanical gear. The input side and output side planetary gears 62 and 64 rotate and rotate together. The input-side planetary gear 62 has a cylindrical or disk shape, and a plurality of permanent magnets 66 are arranged on the outer periphery of the input-side planetary gear 62 so that the polarities are alternately arranged, and is configured as a magnetic gear. Inside the permanent magnet 66, a planetary yoke 68 in which annular plate-shaped magnetic steel plates are laminated in the axial direction is provided. Each input-side planetary gear 62 faces the sun gear 54 with a slight gap and is magnetically coupled thereto. An input side ring gear 70 of a magnetic gear is fixedly arranged so as to surround the four input side planetary gears 62. As shown in FIG. 6, the input side ring gear 70 has an annular shape surrounding the four input side planetary gears 62, and permanent magnets 72 are arranged on the inner peripheral surface thereof in the circumferential direction. On the outside of the arranged permanent magnets, a ring yoke 74 in which annular plate-shaped magnetic steel plates are laminated in the axial direction is provided. The input-side planetary gear 62 and the input-side ring gear 70 face each other with a slight gap and are magnetically coupled. An output side ring gear 76 that is a mechanical gear is disposed so as to surround the periphery of the four output side planetary gears 64. Each output-side planetary gear 64 and the output-side ring gear 76 mesh with each other, and the output-side ring gear 76 is coupled to an output shaft 78.

  The permanent magnet 56 on the sun gear 54, the permanent magnet 66 on the input-side planetary gear 62, and the permanent magnet 72 on the input-side ring gear 70 are arranged so that the polarities are alternately arranged in the circumferential direction as described above. In FIG. 6, the ones represented by white are those in which the outer peripheral surface is magnetized to the S pole, and the ones represented by double diagonal lines are those in which the outer peripheral surface is magnetized to the N pole. . Further, the planetary yoke 68 and the ring yoke 74 form a magnetic circuit related to the permanent magnets 66 and 72.

  As described above, the speed reducer 50 is supported by the sun gear 54 and the planetary carrier 58, rotates around the sun gear 54 and revolves around the planetary gear 60, and is arranged coaxially with the sun gear 54 and magnetically coupled to the planetary gear 60. It has a planetary gear mechanism that includes a ring gear 70 and an output side ring gear 76 that is another ring gear that meshes with the planetary gear 60. The sun gear 54 is coupled to the input shaft 52, and the output side ring gear 76 is coupled to the output shaft 78. The planetary gear 60 has two gear elements, that is, an input-side planetary gear 62 and an output-side planetary gear 64. The input side planetary gear 62 constitutes an input side gear train together with the sun gear 54 and the input side ring gear 70, and the output side planetary gear 64 constitutes an output side gear train together with the output side ring gear 76. The input side gear train is composed of magnetic gears, and the output side gear train is composed of mechanical gears. Depending on the gear ratio of each gear train, the input shaft 52 rotates at a higher speed than the output shaft 78. Therefore, the input-side gear train is a high-speed gear train, and the output-side gear train is a low-speed gear train.

The reduction ratio of the reduction gear 50 is as follows. The number of teeth of each gear (the number of permanent magnets in the case of a magnetic gear) Z and the rotational speed n are set as follows.
Sun gear 54 (Zs1, ns1)
Input side planetary gear 62 (Zp1, np1)
Output side planetary gear 64 (Zp2, np2)
Planetary carrier 58 (nc)
Input side ring gear 70 (Zr1, nr1)
Output side ring gear 76 (Zr2, nr2)

The basic transmission equation is as follows.
Zs1 × ns1 = Zs1 × nc−Zp1 × np1
Zr1 * nr1 = Zr1 * nc-Zp1 * np1
Zr2 * nr2 = Zr2 * nc-Zp2 * np2
np1 = np2, nr1 = 0
Accordingly, the speed ratio of the sun gear 54, the planetary gear 60, the input side ring gear 70, the planetary carrier 58, and the output side ring gear 76 is as shown in the following table.

The radius ratio of the sun gear 54, the input side planetary gear 62, the input side ring gear 70, the output side planetary gear 64, and the output side ring gear 76 is
1: 2.5: 6: 1.3: 4.8
Thus, when the number of teeth Z of each gear is determined, the reduction ratio of the reduction gear 50 is 20.

  In the reduction gears 10 and 50 described above, the magnetic gear has a permanent magnet disposed in each of the gears facing each other, and transmits rotation by a magnetic force acting between the permanent magnets. On the other hand, it is also possible to transmit the rotation of one gear of the gear pair by alternately arranging large reluctance portions and small reluctance portions in the circumferential direction. FIG. 7 is a diagram illustrating a configuration example in which the input-side ring gear 70 of the reduction gear 50 is replaced with an input-side ring gear 80 in which portions having different reluctances are alternately arranged in the circumferential direction. The input side ring gear 80 realizes a configuration in which portions having different reluctances are arranged in the circumferential direction by forming irregularities arranged in the circumferential direction on the inner circumference. The convex part (saliency pole) 82 becomes a large part of reluctance, and this and the permanent magnet interact. The input-side ring gear 80 in which the salient poles 82 are arranged on the inner periphery can be produced by laminating an annular plate-shaped magnetic steel plate with irregularities formed in the circumferential direction on the inner periphery. The same sun gear and planetary gear as shown in FIG. 6 can be used. At this time, the number of salient poles 82 of the input side ring gear 80 is equal to the number of permanent magnets 72 of the input side ring gear 70. The same.

  FIG. 8 is a cross-sectional view showing a schematic configuration of the motor built-in wheel 90. The wheel portion 92 of the motor built-in wheel includes a rim 94 and a disk 96. An electric motor (hereinafter simply referred to as a motor) 98 and a speed reducer 100 are incorporated inside the wheel portion 92. The configuration of the speed reducer 100 can be, for example, the configuration of the speed reducers 10 and 50 described above, and the speed reducer 100 having the same configuration as the speed reducer 10 is shown in FIG. The motor 98 and the speed reducer 100 are housed in a common housing 102, and the input shaft 104 of the speed reducer 100 is integrated with the shaft 106 of the motor 98. A rotor 108 provided with a permanent magnet is coupled to the motor shaft 106, and a stator 110 is disposed around the rotor 108. The stator 110 is fixed to the housing 102. A hub 114 is provided on the output shaft 112 of the speed reducer 100, and a wheel disk 96 is coupled thereto.

  The reduction gear 100 can obtain a large reduction ratio by adopting the configuration of the reduction gears 10 and 50 described above. For this reason, the motor 98 can be rotated at a high speed and downsized. At this time, the input shaft 104 of the speed reducer also rotates at a high speed, and each gear belonging to the input side gear train rotates at a high speed. When the gear train on the input side is composed of mechanical gears, wear and heat are generated due to friction between tooth surfaces of meshing teeth. Lubrication is necessary to suppress wear and heat generation, but the lubricant is not sufficiently supplied to the tooth surface due to high speed rotation. For these reasons, when a mechanical gear is used, the high rotation of the motor is limited. The magnetic gears are non-contact with each other, and even if they come into contact with each other, there is no slippage on the contact surface or there is a minute amount. Therefore, there is no problem caused by the friction seen in the mechanical gears. By adopting a magnetic gear in the speed reducer 100, the motor 98 can be made to have a higher rotation and a smaller size.

  Further, since the opposing gears are magnetically coupled to each other in the magnetic gear, the coupling is broken when a force exceeding the coupling force is applied. That is, the gear slips. However, a large reduction ratio is employed to increase the rotation of the motor 98, the torque transmitted by the high-speed gear train is small, and even a magnetic gear is less likely to slip. On the other hand, since gears can slide, mechanical damage can be prevented when an excessive torque exceeding an allowable value is input.

  On the other hand, the gear train on the output side of the reduction gear 100 is composed of mechanical gears. Since the gear train on the output side has a low rotation and a large transmission torque, a mechanical gear that does not cause a shift between the gears is employed. Due to the low rotational speed, the problem of friction is not significant.

  In this way, by using a magnetic gear for the high-speed gear train and a mechanical gear for the low-speed gear train, it is possible to realize a speed converter with a larger reduction ratio while supplementing each other's disadvantages. Thereby, in a motor built-in wheel, a motor can be reduced in size. Downsizing of in-wheel motor brings many advantages. Suspension parts and brake parts are arranged in the wheel, but the motor can be miniaturized to provide a larger space for arranging these parts. In addition, the unsprung weight is reduced, and an improvement in ride comfort can be expected.

  Although FIG. 7 shows a vehicle drive device in which the hub 114, the speed reducer 100, and the motor 98 are integrated and housed in the wheel 92, the motor alone or the speed reducer and the motor are arranged on the vehicle body side. It is also possible to adopt. When the motor is arranged alone on the vehicle body side, the motor shaft 106 and the input shaft 104 of the speed reducer can be separated and connected by a universal joint or a constant velocity joint and a drive shaft. When the speed reducer and the motor are arranged on the vehicle body side, the output shaft 112 of the speed reducer and the hub 114 can be separated, and these can be connected to a universal joint or the like by a drive shaft.

  The above is a vehicle drive device having one motor for one wheel, but a plurality of wheels can be driven by one motor. FIG. 9 is a diagram showing a schematic configuration of a vehicle drive device 120 that drives two wheels with one motor. The motor 122 and the speed reducer 124 are integrated, and the output of the speed reducer 124 is connected to the left and right drive wheels 128 via a final speed reducer 126 including a differential device. The integrated motor 122 and speed reducer 124 can have the same configuration as the motor 98 and speed reducer 100 shown in FIG. The speed reducer 124 can have the same configuration as the speed reducers 10 and 50 described above, and the input side gear train is a magnetic gear and the output side gear is a mechanical gear. With this configuration, it is possible to adopt a large reduction ratio, and high rotation and miniaturization of the motor are achieved.

  10, 50, 100, 124 Speed converter (reduction gear), 12, 52 input shaft, 14, 78 output shaft, 22, 58 planetary carrier, 26, 60 planetary gear, 28, 62 input side planetary gear, 30, 64 Output side planetary gear, 38, 54 sun gear, 42 ring gear, 70 input side ring gear, 76 output side ring gear.

Claims (5)

A high-speed gear train connected to the first shaft;
A low-speed side gear train connected to a second shaft rotating at a lower speed than the first shaft;
Planetary elements that belong to both the high-speed gear train and the low-speed gear train and connect them,
A planetary gear speed converter comprising:
The high speed side gear train is composed of magnetic gears, and the low speed side gear train is composed of mechanical gears.
Planetary gear speed converter. The planetary gear speed converter according to claim 1,
The high speed side gear train includes a sun element coupled to the first shaft, and a high speed side planetary element belonging to the planetary element and rotatably supported by the carrier element,
The low-speed side gear train belongs to the planetary element, and includes a low-speed planetary element rotatably supported integrally with the high-speed planetary element and a ring element fixed to the carrier element,
The carrier element is coupled to a second shaft;
Planetary gear speed converter. The planetary gear speed converter according to claim 1,
The high speed side gear train includes a sun element coupled to a first shaft, a high speed side planetary element belonging to the planetary element and rotatably supported by the carrier element, and a fixed high speed side ring element,
The low-speed side gear train belongs to the planetary element, and includes a low-speed planetary element that is rotatably supported integrally with the high-speed planetary element on the carrier element, and a low-speed ring element.
The low speed ring element is coupled to a second shaft;
Planetary gear speed converter. A planetary gear speed converter according to any one of claims 1 to 3,
A motor coupled to the first shaft of the planetary gear speed converter;
A wheel that encases the planetary gear speed converter and the motor and is coupled to a second shaft of the planetary gear speed converter;
Motor built-in wheel having. A planetary gear speed converter according to any one of claims 1 to 3,
A motor connected to the first shaft of the planetary gear speed converter;
A drive wheel connected to the second shaft of the planetary gear speed converter;
And a vehicle drive device for driving the vehicle by transmitting the output of the motor to the drive wheels.

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