WO2005005859A1 - Procede d'entrainement et appareil a coefficient de reduction eleve - Google Patents

Procede d'entrainement et appareil a coefficient de reduction eleve Download PDF

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Publication number
WO2005005859A1
WO2005005859A1 PCT/CN2004/000790 CN2004000790W WO2005005859A1 WO 2005005859 A1 WO2005005859 A1 WO 2005005859A1 CN 2004000790 W CN2004000790 W CN 2004000790W WO 2005005859 A1 WO2005005859 A1 WO 2005005859A1
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Prior art keywords
gear
conjoined
gears
speed
static
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PCT/CN2004/000790
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English (en)
French (fr)
Inventor
Jie Yu
Hong Yu
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Jie Yu
Hong Yu
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Publication of WO2005005859A1 publication Critical patent/WO2005005859A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H2001/2881—Toothed gearings for conveying rotary motion with gears having orbital motion comprising two axially spaced central gears, i.e. ring or sun gear, engaged by at least one common orbital gear wherein one of the central gears is forming the output

Definitions

  • the present invention relates to a mechanical transmission device, and more particularly to a large-speed-ratio transmission mechanism and a transmission method for converting the rotational speed of a prime mover such as a motor into various required speeds.
  • the existing transmission mechanisms mainly have the following disadvantages: 1. Due to structural limitations, the single-stage speed ratio cannot be too large, so that for speed ratios of 100 or higher, three or more steps are often used for speed change. In addition, the entire transmission mechanism is bulky and heavy, such as a cycloid reducer, which has a complicated structure and high production cost. Second, the transmission efficiency is not high. Taking the planetary gear reducer as an example, the revolution of the planetary gear is taken as an output item. The transmission efficiency is not high. Third, the output torque cannot be too high.
  • the existing harmonic gear reducer uses the tooth difference between the rigid ring gear and the flexible ring gear to reduce the speed.
  • the single-stage reduction ratio can exceed 100,
  • T because the flexible ring I & I is constantly shaped during the use of the sex ring, T: Only high technical requirements are imposed on the material and processing technology of the round circle, and the output torque cannot be exceeded due to the limitation of the strength of the flexible ring gear. high.
  • Due to the above disadvantages of the existing transmission mechanism when coupled with a low-speed motor, a multi-stage gear is generally used for transmission, and its external dimensions are similar to those of the motor, and there is no space for rolling bearings, so the efficiency is not high, which makes it difficult to make a high-power low-speed motor. Summary of the invention An object of the present invention is to provide a high-speed transmission mechanism and a transmission method capable of solving the shortcomings of the aforementioned single-speed transmission of the conventional transmission mechanism: low single-stage transmission, large structure, low transmission efficiency, and low torque.
  • a high-speed-ratio transmission mechanism is characterized by including a conjoined gear 4 and a static gear 6 and a moving gear 2 meshing with the gear, respectively.
  • the indexing circle radius and the modulus of the gears 41 and 42 at both ends of the conjoined gear 4 are not equal.
  • the high-speed-ratio transmission mechanism of the present invention has a conjoined gear that can be used for both outer planetary gear trains and inner planetary gear trains.
  • the two ends of such conjoined gears have gears with different indexing circle radii and modulus, According to the corresponding combination of the various structures of the outer planetary gear train and the inner planetary gear train, it is possible to realize easy speed change with a small number of processed parts, low cost, and single-stage speed ratio as desired.
  • the transmission mechanism of the present invention does not need to use flexible teeth, so the technical requirements for the material and processing technology of the ring gear are not high, and it is possible to obtain high output torque while saving costs.
  • the present invention is convenient to process and assemble, and this simple structure can obtain large transmission efficiency.
  • the difference between the graduation circle radii of the gears 41 and 42 at both ends of the conjoined gear 4 may be less than one. Because the difference between the graduation circle radii of the gears 41 and 42 at the two ends of the conjoined gear 4 of the present invention can be made sufficiently small as required, so that the number of teeth at the two ends can be a sufficiently small value less than 1, which breaks In the existing planetary gear train, the bottleneck of the difference between the number of teeth of the sun gear and the output gear is one.
  • the gear 41 at one end of the conjoined gear 4 makes pure rolling on the static gear 6
  • the gear 42 at the other end of the conjoined gear 4 revolves with the moving gear 1 while rotating, so that the rotational speed of the moving gear 2 is changed.
  • the static gear 6 is fixed in the housing 1, the static gear 6 and the moving gear 2 each have an internal gear, and the internal gear is respectively connected with the gears 41 at both ends of the conjoined gear 4 through the internal gear. And 42 mesh, and a rotatable conjoined gear support frame 3 supporting the conjoined gear 4 is also installed in the housing 1.
  • This is a typical structure when the large speed ratio of the present invention is applied to an internal planetary gear train. For details, please refer to "a specific embodiment”.
  • gears 4 there may be a plurality of conjoined gears 4, which are arranged symmetrically to the shaft between the static gear 6 and the moving gear 2.
  • two connected gears 4 are symmetrically disposed between the stationary gear 6 and the moving gear 2.
  • an equilateral triangle is formed by three conjoined gears, and is arranged symmetrically to the shaft between the stationary gear and the moving gear.
  • the reduction gear mechanism according to the present invention has a high degree of weight and can output a larger torque than other reduction gear mechanisms of the same size structure.
  • the invention also provides a large speed ratio shifting method for converting the rotation speed of the prime mover into a required speed, which includes the following steps,
  • Step si Using a method of multiplying the product of different modules or diameters with different numbers of teeth, a combined gear 4 having gears 41, 42 at both ends of which the indexing circle radius and the module are not equal is processed; step s2 : Process gears 6 and 2 having the same modulus as those of the gears 41 and 42 at the two ends of the conjoined gear 4 obtained in step si;
  • Step S3 Use the gears 6 and 2 obtained in step s2 as the stationary gear 6 and the moving gear 2, respectively, and mesh the stationary gear 6 and the moving gear 2 with the corresponding gears 4 of the associated gear 4 respectively.
  • the adopted large speed ratio shifting method of the present invention can easily achieve any required unipolar speed change with large unipolar speed ratio, high output torque and transmission efficiency in the outer planetary gear train and the inner planetary gear train.
  • the shifting method of the present invention further includes, in step S1, machining the conjoined gear 4 having a difference between the graduation circle radii of the gears 41 and 42 at both ends less than one.
  • the indexing circle radii of the gears 41 and 42 at both ends of the conjoined gear 4 are processed into various sizes. As long as the difference between the indexing circle radii is small enough, the number of teeth of the sun gear and the output gear in the existing planetary gear train can be broken. The difference is a bottleneck of 1.
  • the shifting method of the present invention further includes, in step s2, machining gears 6, 2 whose internal gears have the same modulus as the gears 41, 42 at both ends of the conjoined gear 4 obtained in step sl; step s4: The conjoined gear 4, the stationary gear 6 and the moving gear 2 obtained in the above steps are placed in the housing 1, and the stationary gear 6 is fixed in the housing 1;
  • Step s5 A rotatable conjoined gear support frame 3 is manufactured, placed in the housing 1 and supporting the conjoined gear 4.
  • the shifting method of the present invention further includes processing a plurality of conjoined gears 4 and setting them symmetrically with respect to the shaft between the static gear 6 and the moving gear 2.
  • the deceleration method of the present invention it is possible to make a high degree of gravity and output a larger torque than other deceleration mechanisms of the same size structure.
  • the present invention provides a high-speed-ratio transmission mechanism and a transmission method with fewer processed parts, low cost, and simple production process.
  • the invention changes the traditional method of gear shifting of the planetary gear train. By using the product of different modules or diameters at the two ends of the conjoined gear and the number of teeth, two gears with an arbitrary difference in the radius of the indexing circle can be obtained. .
  • the invention can effectively solve the problem that the single-stage speed change of the existing transmission mechanism is not large, and the multi-stage speed change is required to obtain the required speed.
  • the structure is complicated and bulky. It can also effectively solve the problem that the single-stage speed change requires sacrificing transmission. The contradiction of efficiency or output torque.
  • Figure 1A is a schematic structural diagram of a high-speed-ratio transmission mechanism of the present invention.
  • FIG. 1B is an enlarged structural diagram of the conjoined gear in FIG. 1A;
  • FIG. 2 is a structural diagram of a high-speed-ratio transmission mechanism of the present invention, and is also a sectional view taken along the line B-B of FIG. 2;
  • FIG. 3 is a sectional view taken along the line A-A of FIG. 2;
  • Fig. 4 is a sectional view taken along line C-C of Fig. 3;
  • Fig. 5 is a flowchart of a method for shifting a large speed ratio according to the present invention.
  • the power input is through the hole at the right end of the conjoined gear support frame 3 and the key slot 3d in the hole is connected with the motor shaft and the key on the motor shaft, so that the rotation of the motor drags the gear 41 at the right end of the conjoined gear 4, so that the gear 41 is at the Pure rolling is performed on the stationary gear 6.
  • the present invention includes the combined gear 4 of the gears 41 and 42 as a whole, that is, the center point 01 of the gear 41 and the center point 02 of the gear 42 coincide. Therefore, when the gear 41 rotates, the gear 42 rotates at an angular velocity equal to the angular velocity of the gear 41, and the linear velocity of the center point Ol of the gear 41 must be equal to the linear velocity 02 of the central point of the gear 42. Since the radius R of the gear 41 and the radius r of the gear 42 are different, the indexing circles of the gear 41 and the gear 42 have different linear velocities.
  • the linear speed of the center point 01 of the gear 42 is equal to the linear speed 02 of the center point of the gear 42. It is necessary to move the gear 2 to compensate a part of the linear speed, that is, the gear 42 will As the internal gear on the right end of the moving gear rolls, the gear 42 moves with the moving gear 2.
  • V R OV: R
  • the angular velocity of the moving gear is also the output speed of the speed change mechanism. ut , the linear velocity V Ra of the moving gear satisfies the formula (3):
  • the angular velocity of the moving gear 2 that is, the speed W of the relative movement of the gear 42 on the moving gear 2.
  • the magnitude of Ut mainly depends on the difference between the graduation circle radii of the gears 41 and 42 at the left and right ends of the conjoined gear 4. Because the left and right ends of the conjoined gear 4 are a combination of different modules or the product of the diameter and the number of teeth, a small difference in the radius of the graduation circle of the left and right ends of the conjoined gear 4 can be obtained. .
  • the difference between the indexing circle radii of the left and right gears of the conjoined gear 4 is a decisive factor for the large speed ratio of the large speed ratio transmission mechanism.
  • any speed of the required power output can be achieved through a first-speed shift.
  • the power output is completed through the hole at the left end of the moving gear 2 and the key groove 2b in the hole.
  • the high-speed-ratio transmission mechanism of the present invention changes the traditional method of gear shifting. By using the product of different modules or diameters at the two ends of the conjoined gear and the number of teeth, it is possible to obtain any sufficient difference between two indexing circle radii ⁇ 1. A small value, so that the present invention can achieve a single-stage transmission ratio through a simple structure 1000, 10000 or even more.
  • a low-speed, high-torque motor can be made by directly coupling the motor shaft and the keys on the motor shaft with the hole in the right end of the conjoined gear support frame 3 and the key slot 3d in the hole, and directly connecting the housing 1 with the motor housing.
  • FIG. 2 is a structural diagram of the high-speed ratio transmission mechanism of the present invention, and is also a cross-sectional view taken along the line B-B of FIG. 2.
  • the shell 1 is a rectangular parallelepiped, and has three concentric holes along the direction of the center point line of the rectangular parallelepiped length.
  • the smallest hole of the housing 1 is provided with a groove for mounting the housing sealing ring la.
  • the radius of the hole on the right side of the smallest hole is equal to the outer diameter of the outer ring of the moving gear bearing 2a.
  • the radius of the largest hole in the casing 1 is equal to the radius of the outer cylinder of the stationary gear 6.
  • the right end face of the casing 1 is provided with a threaded hole connected with the stationary gear fixing ring 7.
  • the moving gear 2 is a stack of two large and small cylinders.
  • the outer diameter of the small cylinder on the moving gear 2 is equal to the inner diameter of the inner ring of the moving gear bearing 2a; the left end of the moving gear 2 has a hole with a keyway 2b.
  • the outer diameter of the large cylinder of the moving gear 2 is smaller than the radius of the largest hole of the casing 1.
  • the right end of the moving gear 2 is processed into an internal gear and meshes with the left gear of the conjoined gear 4.
  • the joint gear support frame 3 is formed by stacking three cylinders.
  • the radius of the cylinder at the left end of the conjoined gear support frame 3 is equal to the inner diameter of the inner ring of the left bearing 3a of the support frame.
  • the radius of the intermediate cylinder of the conjoined gear support 3 is smaller than the inner diameter of the internal gear on the right end of the moving gear 2 and the internal gear on the left end of the static gear 6.
  • the conjoined gear support frame 3 has two grooves which are line symmetrical with the two center points of the radial section of the intermediate cylinder.
  • Each groove in the middle cylinder of 3 forms two walls with the left and right ends of the cylinder in the middle of the conjoined gear support frame 3. Each of the two walls has two on the same center point line.
  • the shaft 5 can be installed in the left hole 3b and the right hole 3c, and the left hole 3b and the right hole 3c.
  • the center point lines of the left hole 3b and the right hole 3c are on the plane coincident with the BB cross section in FIG. The center point line of the cylinder axis.
  • the outer diameter of the right-hand cylinder of the conjoined gear support frame 3 is equal to the inner diameter of the inner ring of the right bearing 3e of the support frame.
  • the right end cylinder of the conjoined gear support frame 3 is provided with a hole for connecting with the motor, and the key groove 3d in the right end hole of the conjoined gear support frame 3 is connected by a key on the motor shaft.
  • the two gears of the conjoined gear 4 are respectively machined with two gears.
  • the gears at the two ends of the conjoined gear 4 are gears with different radii of the left and right indexing circles processed by using different modules or the product of the diameter and the number of teeth.
  • the modulus of the end gear on the conjoined gear 4 that meshes with the moving gear 2 is the same as the modulus of the moving gear 2; the modulus of the end gear with the stationary gear 6 is the same as the modulus of the stationary gear 6.
  • Bearing 4a can be installed in the left and right holes of the conjoined gear 4.
  • the shaft 5 is a cylinder having a radius equal to the inner diameter of the inner ring of the bearing 4a.
  • the static gear 6 is a cylindrical body with an outer circle radius equal to the maximum hole radius of the housing 1. At the left end of this cylinder, there is an internal gear meshing with the gear at the right end of the conjoined gear 4.
  • the radius of the hole at the rightmost end of the stationary gear 6 is equal to the outer diameter of the cylinder at the right end of the conjoined gear support 3.
  • the right end face of the stationary gear 6 is provided with a threaded hole connected with the stationary gear fixing ring 7.
  • the stationary gear fixing ring 7 is a ring-shaped part.
  • the stationary gear fixing ring 7 is machined with a stepped hole that can be connected with the threaded hole at the right end of the housing 1 and the stationary gear 6 through bolts 7a, respectively.
  • the high-speed-ratio transmission mechanism of the present invention is assembled as follows: four bearings 4a are respectively installed in the holes at both ends of the two conjoined gears 4; two conjoined gears 4 are placed on two of the conjoined gear support frame 3; In the two grooves, two shafts 5 are inserted through the two left holes 3b on the conjoined gear support frame 3. After the shaft 5 passes through the conjoined gear 4 and the two bearings 4a, it enters the right hole 3c. Each conjoined gear 4 is mounted on the conjoined gear support 3. The conjoined gear support 3 and the conjoined gear 4 are installed so that A conjoined gear 4 is freely rotatable on the conjoined gear support frame 3.
  • the support frame left bearing 3a and the support frame right bearing 3e are respectively installed; then, the hole on the movable gear 2 where the support frame left bearing 3a can be installed is installed to the left of the support frame
  • the gear at the left end of the conjoined gear 4 can normally mesh with the internal gear at the right end of the moving gear 2.
  • the hole of the right bearing 3e of the support frame can be installed on the outer ring of the right bearing 3e of the support gear 3 at the right end of the conjoined gear support frame 3.
  • the gear at the right end of the conjoined gear 4 can mesh with the internal gear at the left end of the static gear 6 normally.
  • the moving gear 2 and the stationary gear 6 become an integrated body including the conjoined gear support frame 3 and the conjoined gear 4.
  • a moving gear bearing 2a is installed on the small cylinder of the moving gear 2; a housing sealing ring la is installed in the groove of the hole at the left end of the housing 1.
  • the outer ring of the mobile gear bearing 2 a It is mounted in a hole in the housing 1 with a radius equal to the outer diameter of the outer ring of the moving gear bearing 2a.
  • the stationary gear 6 and the stationary gear 6 and the casing 1 are coupled and fixed together, thereby completing the installation of the high-speed transmission mechanism.
  • FIG. 5 it is a flowchart of a method for shifting a large speed ratio according to the present invention.
  • the large speed ratio shifting method of the present invention is used to convert the rotation speed of the prime mover into a required speed, and includes the following steps.
  • Step si Using a method of multiplying the product of different modules or diameters with different numbers of teeth, a conjoined gear 4 having gears 41, 42 at both ends of which has an index circle radius and a module that is not equal to 4;
  • Step s2 processing gears 6 and 2 having the same modulus as the gears 41 and 42 at both ends of the conjoined gear 4 obtained in step si;
  • Step S3 Use the gears 6 and 2 obtained in step s2 as the stationary gear 6 and the moving gear 2, respectively, and mesh the stationary gear 6 and the moving gear 2 respectively with the corresponding couplings having the same modulus.
  • the adopted large speed ratio shifting method of the present invention can easily achieve any required unipolar speed change with high unipolar speed ratio, high output torque and transmission efficiency in the outer planetary gear train and the inner planetary gear.
  • the combined gear according to the present invention is separately connected with a stationary gear and a moving gear.
  • the high-speed-ratio transmission mechanism and the transmission method of the present invention can be widely applied to a mechanical transmission device that converts a single speed of a prime mover into various required speeds. advantage.

Description

大速比变速机构及变速方法 技术领域
本发明涉及机械传动装置，特别涉及一种将电动机等原动机的转速转 化为各种需要的速度的大速比变速机构及变速方法。 背景技术
在各种传动装置中，都需要把电动机等原动机的高转速降为低速大扭 矩输出， 以操作各种机构。 但是现有的变速机构主要存在以下弊端： 一、 由于受到结构限制，单级速比不能太大，从而使得对于 100或更高的速比， 往往要用三级或更多级来进行变速， 进而使得整个变速机构体积庞大， 重 量极大， 如摆线减速器， 结构复杂且生产成本高; 二、 传输效率不高， 以 行星轮减速器为例，由于将行星轮的公转作为一个输出项，传动效率不高; 三、 输出扭矩不能过高， 如现有的谐波齿轮减速装置， 其利用刚性齿圈和 柔性齿圈间的齿差减速， 虽然可以做到单级减速比超过 100， 但由于要使 用 性 圈 在工作时， 柔性齿 I&I不断 形 因此， T:仅对^ I生 圆的材 料与加工工艺的技术要求高， 而且受柔性齿圈齿强度的限制， 输出扭矩也 不能过高。 由于现有变速机构存在上述弊端， 在与低速电机联接时， 一般 使用多级齿轮变速， 其外形尺寸与电机相仿甚至没有布置滚动轴承的空 间， 从而效率不高， 导致难以制成大功率低速电机。 发明内容 本发明的目的是提供一种能够解决上述现有变速机构的单级变速低、 结构庞大、 传输效率低、 扭矩小的弊端的大速率变速机构及变速方法。
为了达到本发明的目的， 本发明的技术方案是这样实现的： 一种大速 比变速机构， 其特征在于， 包括联体齿轮 4， 及与其分别啮合的静齿轮 6 与动齿轮 2，所述联体齿轮 4两端的齿轮 41、 42的分度圆半径与模数均不 相等。
本发明的大速比变速机构具有既可用于外行星轮系，亦可用于内行星 轮系的联体齿轮，这种联体齿轮两端具有分度圆半径与模数均不相等的齿 轮， 按照外行星轮系与内行星轮系的各种结构进行相应的组合， 即可实现 加工零件少、 成本低、 单级速比随心所欲的轻松变速。 并且本发明的变速 机构不需使用柔性齿， 从而对齿圈的材料与加工工艺的技术要求不高， 而 能够在节省成本的同时， 得到很高的输出扭矩。 此外， 本发明加工与装配 均很方便， 并且这种简单的结构能够获得大的传动效率。
其中， 所述联体齿轮 4两端的齿轮 41、 42的分度圆半径的差值可以 小于 1。由于本发明的所述联体齿轮 4两端的齿轮 41、 42的分度圆半径的 差值， 可以根据需要做足够小， 从而使得该两端的齿数可以为小于 1的足 够小的数值， 打破了现有的行星轮系中太阳齿轮与输出齿轮的齿数差为 1 的瓶颈。 进而当联体齿轮 4一端的齿轮 41在静齿轮 6上做纯滚动时， 联 体齿轮 4另一端的齿轮 42在自转的同时， 随同动齿轮 1一起公转， 使得 动齿轮 2的转速， 即变速机构的输出角速度主要取决于动齿轮分度圆半径 与联体齿轮两端的两个齿轮两个分度圆半径差的比，参见 "具体实施方式 " 中的公式 （8 ) 0Jout/0Jin ={( R-r)-L}/ ( Ra*R)。 由于联体齿轮 4两端的齿 轮 41、 42的分度圆半径的差值， g卩 R-r， 可以根据需要做足够小， 因此单 级速比很容易做到百分之一， 千分之一， 万分之一。
其中， 所述静齿轮 6固接在所述壳体 1内， 所述静齿轮 6与动齿轮 2 分别具有内齿轮，并通过所述的内齿轮分别与所述联体齿轮 4两端的齿轮 41、 42啮合，所述壳体 1内还安装有支撑所述联体齿轮 4的可转动的联体 齿轮支撑架 3。这是本发明的大速比应用于内行星轮系时的一种典型结构， 详见 "具体实施方式"。
其中， 所述联体齿轮 4可为多个， 对称于轴设置于所述的静齿轮 6与 所述动齿轮 2之间。 例如， 在下文中的 "具体实施方式"中， 由两个联体 齿轮 4对称设置于静齿轮 6与动齿轮 2之间。 又如， 由三个联体齿轮构成 正三角形， 并对称于轴设置于静齿轮与动齿轮之间。
按照本发明的减速机构的重和度高可以比相同尺寸结构的其它减速 机构输出更大的扭矩。
本发明还提供了一种大速比变速方法，用于将原动机的转速转化为需 要的速度， 包括以下步骤，
步骤 si : 利用不同的模数或径节与不同的齿数的乘积的方法， 加工出 在两端具有分度圆半径与模数均不相等的齿轮 41、 42的联体齿轮 4; 歩骤 s2: 加工出分别与步骤 si所得到的所述联体齿轮 4两端的齿轮 41、 42的模数相等的齿轮 6、 2；
步骤 S3 : 将步骤 s2所得的齿轮 6、 2分别作为静齿轮 6与动齿轮 2， 并将所述静齿轮 6与动齿轮 2分别啮合于与其模数相等的对应的所述联 体齿轮 4的两端的齿轮 41、 42。 采用的本发明的大速比变速方法，可在外行星轮系与内行星轮系轻松 实现任何需要的大的单极变速比、 高的输出扭矩以及传输效率的单极变 速。
本发明的变速方法还包括， 在步骤 sl中， 加工出两端齿轮 41、 42的 分度圆半径的差值小于 1的联体齿轮 4。 将联体齿轮 4两端的齿轮 41、 42 的分度圆半径加工为各种大小，只要使该分度圆半径的差值足够小就可以 打破现有行星轮系中太阳齿轮与输出齿轮的齿数差为 1的瓶颈。而使通过 本发明的变速方法，得到输出角速度主要取决于动齿轮分度圆半径与联体 齿轮两端的两个齿轮两个分度圆半径差的比 , 参见 "具体实施方式"中的 公式 (8) C ou n ={( R-r)*L}/ ( Ra*R), 从而可以按照实际需要， 轻松 地将单级速比做到百分之一， 千分之一， 万分之一。
本发明的变速方法还包括， 在步骤 s2 中， 加工出内齿轮分别与步骤 sl所得到的所述联体齿轮 4两端的齿轮 41、 42的模数相等的齿轮 6、 2； 步骤 s4: 将上述步骤所得到的联体齿轮 4、 静齿轮 6与动齿轮 2置于 壳体 1内， 以及将所述静齿轮 6固接在所述壳体 1内；
步骤 s5 : 加工出可转动的联体齿轮支撑架 3， 并置于所述壳体 1内和 支撑所述联体齿轮 4。
t述方法为将本发明的变速方法用于内行星轮系的一般技术方案，具 体请参见 "具体实施方式"。
本发明的变速方法还包括， 加工出多个联体齿轮 4， 并将其对称于轴 设置于所述的静齿轮 6与所述动齿轮 2之间。 根据本发明的减速方法， 可 使重和度高可以比相同尺寸结构的其它减速机构输出更大的扭矩。 综上所述， 本发明提供了一种加工零件少、 成本低、 生产工艺简单的 大速比变速机构及变速方法。本发明改变了传统的行星轮系的齿轮变速的 方法， 利用联体齿轮两端不同的模数或径节与不同齿数的乘积， 可得到两 个分度圆半径差为任意小的数值的齿轮。 通过本发明， 能够有效地解决现 有的变速机构单级变速不大，需要多级变速才能得到需要的速度的结构复 杂、 体积庞大的问题， 还能够有效地解决单级变速大就需牺牲传动效率或 输出扭矩的矛盾。
附图说明
图 1A为本发明大速比变速机构的结构原理示意图;
图 1B为图 1A中的联体齿轮的放大后的结构示意图；
图 2为本发明大速比变速机构的结构图，同时也是图 2的 B-B剖视图； 图 3为图 2的 A-A剖视图；
图 4为图 3的 C-C剖视图；
图 5本发明的大速比变速方法的流程图。
其中， 附图标记说明如下
1 壳体 la 壳体密封圈
2 动齿轮
Fa 动齿轮半径 23 动齿轮轴承 2b 键槽
3 联体齿轮支承架 L 联体齿轮支承架的半径
3 a 支承架左轴承 3b 左孔
3c 右孔 3d 键槽支承架 3e 右轴承
4 联体齿轮
41 联体齿轮的右端齿轮 R 联体齿轮的右端齿轮的半径
42 联体齿轮的左端齿轮 r 联体齿轮的左端齿轮的半径
4a 轴承 5 轴
6 静齿轮 6a 静齿轮密封圈 7 静齿轮固定圈 7a 螺栓 具体实施方式
下面结合附图对本发明作详细说明：
请参照图 1A、 图 IB及图 2， 描述了本发明的大速比变速机构的变速 原理。 动力输入是通过联体齿轮支承架 3右端的孔， 及孔中的键槽 3d与 电机轴及电机轴上键的联接， 使电机的转动拖动联体齿轮 4 右端的齿轮 41， 从而齿轮 41在静齿轮 6上作纯滚动。
如图 1B所示， 本发明包括齿轮 41、 42的联体齿轮 4为一个整体， 即 齿轮 41的中心点 01与齿轮 42的中心点 02重合。因此当齿轮 41转动时， 齿轮 42以与齿轮 41的角速度相等的角速度转动， 并且， 齿轮 41的中心 点 Ol的线速度必然要与齿轮 42的中心点的线速度 02相等。由于齿轮 41 的半径 R与齿轮 42的半径 r不等， 齿轮 41与齿轮 42的分度圆上有不同 的线速度。 因此， 当齿轮 41在静齿轮 6上做纯滚动， 齿轮 42的中心点 01 的线速度要想等于齿轮 42的中心点的线速度 02， 势必需要动齿轮 2 补偿一部分线速度， 即齿轮 42会在动齿轮右端的内齿轮上滚动的同时， 随着动齿轮 2对齿轮 42的一起运动。
以下通过公式， 进一步阐明本发明的大速比变速机构的工作原理。 当 电机以角速度为 ωώ的转速拖动联体齿轮 4右端的齿轮 41以 ω 的转速在 静齿轮 6上作纯滚动时， 半径为 R的齿轮 41的中心点 01的线速度满足 公式 ( 1 )：
( 1 ) VR=OV:R
半径为 r的齿轮 42的中心点 02的线速度则满足公式 (2)： (2) Vr=C x*r+VRa= VR-WX*
令动齿轮上的角速度， 也是变速机构的输出速度为 。ut,则动齿轮的 线速度 VRa满足公式 （3):
(3) VRa= out*Ra
因此， 可以推出公式 （5) 与 （6):
( 5 ) c out*Ra
Figure imgf000009_0001
R-r)
(6) 0Ut/ x=(R-r)/Ra
又由于电机的转速 oin与联体齿轮支承架的半径 L、 齿轮 41 的转速 ωλ满足公式（7): Win*L=60x*R,从而可推出输入转速 ωίη与输出转速 0。ut 满足公式 (8)：
(8) C0mt/0)in ={( R-r)*L}/ ( Ra*R)
由上可知， 动齿轮 2的角速度， 即齿轮 42在动齿轮 2上作的相对运 动的速度 W。ut的大小， 主要取决于联体齿轮 4左右两端齿轮 41、 42的分 度圆半径的差。 因联体齿轮 4左、 右两端是通过对不同的模数或径节与不 同齿数乘积的组合， 所以可得到联体齿轮 4左、 右两端齿轮的分度圆半径 差很小的数值。 联体齿轮 4左、 右两端齿轮的分度圆半径差是大速比变速 机构速比大、 小决定性因素。 用这种方法只要可以作到联体齿轮 4左、 右 两端齿轮的分度圆半径差足够小， 经一级变速便可达到所需的动力输出的 任何转速。动力的输出是通过动齿轮 2左端的孔及孔中的键槽 2b完成的。
本发明的大速比变速机构改变了传统的齿轮变速的方法，利用联体齿 轮两端不同的模数或径节与不同齿数的乘积，可得到两个分度圆半径差 <1 的任意足够小的数值， 从而本发明可以通过简单的结构， 实现单级传动比 1000、 10000甚至更大。
直接将电机轴及电机轴上的键与联体齿轮支承架 3右端的孔及孔中的 键槽 3d联接， 并将壳体 1直接与电机壳联接， 则可制成低速大扭矩电机。
请继续参照图 2， 其为本发明大速比变速机构的结构图， 同时也是图 2的 B-B剖视图。 如图 2所示， 壳体 1是一个长方体， 沿长方体长度的中 心点线方向有三个同心孔。 壳体 1 最小的孔上， 有可安装壳体密封圈 la 的槽， 最小孔右侧孔的半径， 与动齿轮轴承 2a外环的外径相等。 壳体 1 上最大孔的半径， 与静齿轮 6的外圆柱半径相等。 壳体 1右端面上有与静 齿轮固定圈 7联接的螺纹孔。 动齿轮 2是由大、 小两圆柱叠加而成。 动齿 轮 2上小圆柱外径， 与动齿轮轴承 2a内环的内径相等； 动齿轮 2左端有 一个带键槽 2b的孔。 动齿轮 2的大圆柱外径小于壳体 1最大孔的半径。 动齿轮 2右端加工成内齿轮， 并与联体齿轮 4左侧齿轮相啮合。 动齿轮 2 中间有一个可安装支承架左轴承 3a的孔。 联体齿轮支承架 3由三个圆柱 体叠加而成。 联体齿轮支承架 3左端圆柱体的半径， 与支承架左轴承 3a 内环的内径相等。
如图 2、 图 3、 图 4所示， 联体齿轮支承架 3中间圆柱体的半径小于 动齿轮 2右端内齿轮及静齿轮 6左端内齿轮的内径。联体齿轮支承架 3上 , 有两个与中间圆柱体径向截面的两中心点线对称的凹槽。联体齿轮支承架
3中间的圆柱体上的每一个凹槽， 与联体齿轮支承架 3中间的圆柱体左、 右两端面形成两道墙，这两道墙上各有两个在同一条中心点线上的左孔 3b 和右孔 3c, 左孔 3b和右孔 3c中可安装轴 5。 左孔 3b和右孔 3c的中心点 线在图 2的与 B-B截面重合的平面上，并平行于联体齿轮支承架 3中间圆 柱体轴向的中心点线。
请再返回图 2， 联体齿轮支承架 3右端圆柱体的外径， 等于支承架右 轴承 3e内环的内径。联体齿轮支承架 3右端圆柱体上有与电机联接的孔， 并通过电机轴上的键联接联体齿轮支承架 3右端孔内的键槽 3d。联体齿轮 4两端分别加工了两个齿轮。 联体齿轮 4这两端的齿轮是， 利用不同的模 数或径节与不同齿数的乘积的方法加工出的、 左、 右两端分度圆半径不等 的齿轮。 联体齿轮 4上与动齿轮 2啮合端齿轮的模数， 与动齿轮 2的模数 相等； 与静齿轮 6啮合端齿轮的模数， 与静齿轮 6的模数相等。 联体齿轮 4左、 右两端孔中， 均可安装轴承 4a。 轴 5是一个半径等于轴承 4a内环 内径的圆柱体。 静齿轮 6是外圆半径与壳体 1最大孔半径相等的圆柱体， 在这一圆柱体左端有与联体齿轮 4右端齿轮啮合的内齿轮。静齿轮 6上内 齿轮的右侧有可安装支承架右轴承 3e的孔； 静齿轮 6最右端的孔上， 加 工有可安装静齿轮密封圈 6a的槽。 静齿轮 6最右端的孔的半径， 等于联 体齿轮支承架 3右端圆柱体的外径。 静齿轮 6的右端面上， 有与静齿轮固 定圈 7联接的螺紋孔。 静齿轮固定圈 7是一个环形零件； 在静齿轮固定圈 7上加工有能通过螺栓 7a分别与壳体 1和静齿轮 6右端螺紋孔联接的台阶 孔。
本发明的大速比变速机构是这样装配的： 将四个轴承 4a分别装到两 个联体齿轮 4两端的孔中； 将两个联体齿轮 4， 放到联体齿轮支承架 3的 两个凹槽中，通过联体齿轮支承架 3上的两个左孔 3b插入两个轴 5，在轴 5穿过联体齿轮 4上， 两个轴承 4a的孔后， 进入右孔 3c， 两个联体齿轮 4 被安装到联体齿轮支承架 3上。 联体齿轮支承架 3、 联体齿轮 4被安装成 一个联体齿轮 4可在联体齿轮支承架 3上自由转动的整体。在联体齿轮支 承架 3的左端圆柱与右端圆柱上， 分别安装支承架左轴承 3a、支承架右轴 承 3e; 再将动齿轮 2上可安装支承架左轴承 3a的孔， 安装到支承架左轴 承 3a外环上， 联体齿轮 4左端的齿轮， 可以与动齿轮 2右端的内齿轮正 常啮合； 将静齿轮密封圈 6a安装到静齿轮 6最右端孔的槽中， 再将静齿 轮 6上可安装支承架右轴承 3e的孔， 安装到联体齿轮支承架 3右端的支 承架右轴承 3e的外环上； 联体齿轮 4右端的齿轮可以与静齿轮 6左端的 内齿轮正常啮合。 安装后， 动齿轮 2、 静齿轮 6， 成为包含联体齿轮支承 架 3、 联体齿轮 4的一个整体。 在动齿轮 2的小圆柱上， 安装动齿轮轴承 2a; 在壳体 1左端孔的槽内安装壳体密封圈 la。 将动齿轮 2、 静齿轮 6及 动齿轮 2、 静齿轮 6所包含的联体齿轮支承架 3、 联体齿轮 4、 插到壳体 1 最大的孔中的同时， 动齿轮轴承 2a的外环被装到壳体 1上， 半径与动齿 轮轴承 2a外环的外径相等的孔中。 通过螺栓 7a, 用静齿轮固定圈 7、 将 静齿轮 6、壳体 1联接并固定在一起， 即完成了对大速比变速机构的安装。
如图 5所示， 为本发明的大速比变速方法的流程图。本发明的大速比 变速方法， 用于将原动机的转速转化为需要的速度， 包括以下步骤，
步骤 si : 利用不同的模数或径节与不同的齿数的乘积的方法， 加工出 在两端具有分度圆半径与模数均不相等的齿轮 41， 42的联体齿轮 4;
步骤 s2: 加工出分别与步骤 si所得到的所述联体齿轮 4两端的齿轮 41， 42的模数相等的齿轮 6、 2;
步骤 S3 : 将步骤 s2所得的齿轮 6、 2分别作为静齿轮 6与动齿轮 2， 并将所述静齿轮 6与动齿轮 2分别啮合于与其模数相等的对应的所述联 体齿轮 4的两端的齿轮 41， 42。
采用的本发明的大速比变速方法，可在外行星轮系与内行星轮轻松实 现任何需要的大的单极变速比、 高的输出扭矩以及传输效率的单极变速。
综上所述，通过本发明联体齿轮分别与一个静止齿轮和一个运动齿轮
(动力输出齿轮)啮合， 动力输入端通过联体齿轮支承架， 驱动联体齿轮 时， 动力输入端的转数与运动齿轮转数比， 主要取决于动力输出齿轮分度 圆半径与联体齿轮两端的两个齿轮两个分度圆半径差的比。 由于， 联体齿 轮上两端的两个分度圆半径差可以根据需要做到 <1 的各种数值， 从而可 以得到高效、 大速比、 可输出大功率的大速比变速机构。
以上所述仅为本发明的用于减速的实施例，运用相等的原理亦可以实 现需要的各种增速。 同时， 上述实施例仅供说明本发明之用， 而并非是对 本发明的限制， 有关技术领域的普通技术人员， 在不脱离本发明的精神和 范围的情况下， 还可以做出各种等同变化与修饰， 然而， 所有这些等同的 技术方案也应属于本发明的保护范畴之内， 即本发明的专利保护范围由权 利要求书来限定。
工业实用性
本发明的大速比变速机构及变速方法可以广泛地应用于将原动机的 单一的速度转化为各种需要的速度的机械传动装置， 兼具单级变速大、 传 动效率高、 输出扭矩大的优点。

Claims

权利要求
1. 一种大速比变速机构， 其特征在于， 还包括联体齿轮 （4)， 及与 其分别啮合的静齿轮（6) 与动齿轮 （2)， 所述联体齿轮（4)两端的齿轮
(41， 42) 的分度圆半径与模数均不相等。
2. 如权利要求 1所述的大速比变速机构， 其特征在于， 所述联体齿 轮 (4) 两端的齿轮 (41， 42) 的分度圆半径的差值可以小于 1。
3. 如权利要求 2所述的大速比变速机构， 其特征在于， 所述静齿轮 ( 6) 固接在壳体 ( 1 ) 内， 所述静齿轮 ( 6) 与动齿轮 (2) 分别具有内齿 轮， 并通过所述的内齿轮分别与所述联体齿轮 (4)两端的齿轮 (41， 42 ) 啮合， 所述壳体 (1)内还安装有支撑所述联体齿轮 （4) 的可转动的联体齿 轮支撑架 （3)。
4. 如权利要求 3所述的大速比变速机构， 其特征在于， 所述联体齿 轮 （4) 为多个， 对称于轴设置在所述的静齿轮 （6) 与所述动齿轮 （2) 之间。
5. 如权利要求 3所述的大速比变速机构， 其特征在于， 所述联体齿 轮 （4) 为 1个， 设置于所述的静齿轮 6 ) 与所述动齿轮 ) 之间。
6， 一种大速比变速方法， 用于将原动机的转速转化为需要的速度 包括以下步骤，
步骤 si : 利用不同的模数或径节与不同的齿数的乘积的方法， 加工出 在两端具有分度圆半径与模数均不相等的齿轮 (41， 42)的联体齿轮 (4)； 步骤 s2: 加工出分别与步骤 si所得到的所述联体齿轮（4)两端的齿 轮 （41， 42) 的模数相等的齿轮 （6， 2)；
步骤 s3: 将步骤 s2所得的齿轮（6， 2)分别作为静齿轮 (6) 与动齿 轮 （2)， 并将所述静齿轮 (6) 与动齿轮 (2) 分别啮合于与其模数相等 的对应的所述联体齿轮 （4) 的两端的齿轮 （41， 42)。
7. 如权利要求 6所述的大速比变速方法， 还包括， 在步骤 si中， 加 工出两端齿轮 (41， 42) 的分度圆半径的差值小于 1的联体齿轮 (4)。
8. 如权利要求 7所述的大速比变速方法， 还包括， 在步骤 s2中， 加 工出内齿轮分别与步骤 si所得到的所述联体齿轮 (4) 两端的齿轮 (41， 42) 的模数相等的齿轮 （6， 2)；
步骤 s4: 将上述步骤所得到的联体齿轮 (4)、 静齿轮 (6) 与动齿轮 (2)置于壳体 (1) 内， 以及将所述静齿轮 (6) 固接在所述壳体 (1) 内; 步骤 s5: 加工出可转动的联体齿轮支撑架 (3), 并置于所述壳体 (1) 内和支撑所述联体齿轮 （4)。
9. 如权利要求 8所述的大速比变速方法， 还包括， 加工出多个联体 齿轮 (4)， 并将其对称于轴设置于所述的静齿轮 (6) 与所述动齿轮 （2) 之间。
10. 如权利要求 8所述的大速比变速机构， 其特征在于， 所述联体齿 轮 4) 为 1个， 设置于所述的静齿轮 （6) 与所述动齿轮 （2) 之间。
PCT/CN2004/000790 2003-07-10 2004-07-12 Procede d'entrainement et appareil a coefficient de reduction eleve WO2005005859A1 (fr)

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CN103148168A (zh) * 2013-02-21 2013-06-12 黄希国 一种新型齿差减速器
CN103133627A (zh) * 2013-02-25 2013-06-05 田达 一种传动带旋摆轮减速器

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WO1985000859A1 (en) * 1983-08-16 1985-02-28 Matsushita Electric Industrial Co., Ltd. Decelarator
EP0559626A1 (en) * 1992-03-04 1993-09-08 Vanni Gallocchio Planetary reduction unit
CN2223384Y (zh) * 1995-05-30 1996-03-27 谢俊慈 一种双联齿差行星减速器
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* Cited by examiner, † Cited by third party
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DE102006046949A1 (de) * 2006-10-04 2008-04-10 Magna Powertrain Ag & Co Kg Aktuator

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