WO2005101970A2 - Mecanisme de transmission - Google Patents

Mecanisme de transmission Download PDF

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Publication number
WO2005101970A2
WO2005101970A2 PCT/IL2005/000408 IL2005000408W WO2005101970A2 WO 2005101970 A2 WO2005101970 A2 WO 2005101970A2 IL 2005000408 W IL2005000408 W IL 2005000408W WO 2005101970 A2 WO2005101970 A2 WO 2005101970A2
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
transmission
teeth
transmission assembly
axis
Prior art date
Application number
PCT/IL2005/000408
Other languages
English (en)
Other versions
WO2005101970A3 (fr
Inventor
Josef Gurevich
Original Assignee
Josef Gurevich
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Josef Gurevich filed Critical Josef Gurevich
Publication of WO2005101970A2 publication Critical patent/WO2005101970A2/fr
Publication of WO2005101970A3 publication Critical patent/WO2005101970A3/fr

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Classifications

    • 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
    • F16H1/46—Systems consisting of a plurality of gear trains each with orbital gears, i.e. systems having three or more central gears

Definitions

  • the present invention relates to mechanical transmission. More particularly it relates to transmission mechanisms with large transmission ratios.
  • the present invention introduces a novel transmission mechanism that relates to the harmonic gearing mechanism, but lacks the flexible element, rendering the novel transmission much longer life and more advantages, some of which are elaborated herein.
  • harmonic transmission mechanisms generally comprise a flexible element that renders the mechanism delicate, vulnerable and shortlived. See, for example, US 4,479,403 (Marschner et al.) titled “HARMONIC-DRIVE ASSEMBLY”/ 1984, WO 98/08008 (Hirn et al.), titled “STEP-DOWN GEAR UNIT", 1998, EP 0514829, titled “HARMONIC DRIVE SYSTEMS", 1992, US 2003/0047025 (Ruttor), titled “HARMONIC DRIVE AND INTERNAL GEARED WHEEL FOR A DRIVE OF THIS TYPE, 2003, DE 19708310 (Dold), titled “STEP-DOWN HARMONIC GEAR HAS TWO ADJACENT AND AXIAL TOOTHED RINGS WITH DIFFERENT NUMBERS", 1997, US 6,220,115 (Hirn et al.), titled “STEP- DOWN GEAR UNIT", 2001. [0005
  • Another aim of the present invention is to create such a mechanism that could ensure the possibility of manufacturing tooth gearings with a large transmission ratio in one step.
  • a transmission assembly comprising:
  • a first wheel having a first axis that may be rotated about an axis of a first shaft, which is not coaxial with the first axis, the first wheel characterized by at least one characteristic from the group of characteristics consisting of module and radius;
  • a second wheel that is fixed relative to the first axis, interacting with the first wheel, so that when the first shaft is rotated, the axis of the first wheel is rotated about the axis of the first shaft and the first wheel acquires a first angular velocity
  • a third wheel fixedly and coaxially coupled to the first wheel, which has at least one characteristic from the group of characteristics consisting of module and radius, corresponding to said at least one characteristic;
  • a fourth wheel interacting with the third wheel, acquiring a second angular velocity, the fourth wheel coupled to a second shaft.
  • said at least one characteristic from the group of characteristics consisting of module and radius of the third wheel is different in value from said at least one characteristic of the first wheel.
  • the first wheel and the third wheel are toothed wheels.
  • the module of the first wheel and the module of the third wheel are different.
  • the modules of the first wheel and the second wheel are standard whereas the modules of the third wheel and the fourth wheel are non-standard.
  • the number of teeth on the first wheel and the number of teeth on the third wheel are different.
  • the tooth pitch on the first wheel and the tooth pitch on the third wheel are different.
  • the distance between the teeth on the first wheel and the distance between the teeth on the third wheel are different.
  • the teeth have an involute profile.
  • the teeth have a cycloidal profile.
  • the teeth are aligned in a spur alignment.
  • the teeth are aligned in a helical alignment.
  • the teeth are aligned in a herringbone alignment.
  • some of the toothed wheels have external toothing and some have internal toothing.
  • the first wheel and the third wheel have external tooting, whereas the second wheel and the forth wheel have internal toothing.
  • an additional wheel is used, coupled to an input shaft and interacting with the first wheel.
  • the additional wheel is removable.
  • the forth wheel is replaceable.
  • additional pairs of wheels substantially identical to the first and third wheels are used, for added strength and balance.
  • the radius of first wheel and the radius of the third wheel are different.
  • the first wheel and the third wheel are integral.
  • one or more additional wheels are provided for interacting with at least one of the wheels.
  • Fig. 1 illustrates the principle of the present invention, pertinent to the frictional transmission type.
  • Fig. 2 illustrates the principle of the present invention, pertinent to the toothed transmission type, using an example of a simple rack-and-pinion transmission.
  • Fig. 3 illustrates schematically how the speeds of different friction wheel diameters of supporting and rolling transmissions are distributed in friction gears.
  • Fig. 4 illustrates schematically the force interaction of links in toothed gears.
  • Fig. 5 illustrates an exploded view of a gear assembly, in accordance with a preferred embodiment of the present invention, with external gearing.
  • Fig. 6 illustrates an exploded view of a gear assembly, in accordance with another preferred embodiment of the present invention.
  • Fig. 7 illustrates a kinematic diagram for an alternate design of the said method application.
  • Fig. 8 illustrates a kinematic diagram for another alternate design of the said application.
  • Fig. 9 illustrates an exploded (and partially sectioned) view of a friction-type transmission assembly in accordance with another preferred embodiment of the present invention (based on the principle depicted in Fig. 1).
  • Fig. 10 illustrates an exploded (and partially sectioned) view of a gear assembly, in accordance with yet another preferred embodiment of the present invention.
  • FIG. 11 illustrates another preferred embodiment of the present invention, with a conic reducer.
  • Figure 42 illustrates an embodiment of the present invention with a conic reducer and with the increased transfer ratio.
  • Figure 13 illustrates a kinetic circuit of a reducer with the facility of multiple transfer ratios, using one reducer.
  • Figure 14 illustrates the same reducer as in Fig. 13, with additional main pinion, which increases the transfer ratios.
  • Figure 15 illustrates another preferred embodiment of a reducer with one satellite wheel.
  • Figure 16 illustrates a configuration of a wheel with zones of thoothing of different modules, which may be incorporated in a transmission assembly in accordance with some preferred embodiments of the present invention.
  • a transmission assembly consisting of a first (supporting) concentric gear train that comprises an input shaft, and a second (rolling) concentric gear train that comprises an output shaft, while orbital pinions of every gear are situated, accordingly, aligned and rigid, on the shafts mounted on the bearings of the carrier body and cover.
  • Either of the concentric gear train may be internal or external.
  • gearings may be either frictional or toothed.
  • some pinions involved in toothing have a gear pitch which differs from the standard pitch, which can be at the expense of the theoretical width of tooth space in one option, or at the expense of the theoretical tooth thickness in the other option, which allows the creation of a momentum shift of the corresponding transmission elements, whereas the friction wheels of the first and second concentric gear trains have corresponding diameters that differ in some value from friction toothing.
  • the gearings may be either spurlike, conical or of other shapes, whereas the gearings teeth profile may be involute, cycloidal or other shape, while the alignment direction of the teeth line generator may be either spur, helical, herringbone or other.
  • the achievable transmission ratio depends on the correlation between the values of the first and second concentric gear trains in the case of friction gearing, and on the pulse shift value in the case of a toothed gear, so that the smaller the difference between the wheel diameters in the first case, and the smaller the momentum shift in the second case, the higher the gained transmission ratio.
  • FIG. 1 illustrates the principle of the present invention, pertinent to the frictional transmission type.
  • a gear assembly in accordance with some preferred embodiments of the present invention comprises a first (supporting) joint comprising wheel 10 and rack 14 (the latter is fixed in position) and also a second (rolling around) joint comprising wheel 12 and corresponding rack 16, while friction wheel 10 and secondary friction wheel 12 are mounted rigidly on the same shaft correspondingly, and are capable of moving in parallel with the racks in either of the opposite directions.
  • the wheels 10 and 12 may shift in these directions without sliding and so, having the same angular velocity and different diameter values (the radius of wheel 10 is not equal to the radius of wheel 12), they are able to drive the movable rack 16. In the embodiment shown in this .figure the radius of wheel 10 is greater that the radius of wheel 12. Support 17 is provided allowing rack 16 to move over it.
  • FIG. 2 illustrates the principle of the present invention, pertinent to the toothed transmission type, using an example of a simple rack-and-pinion transmission.
  • a gear assembly in accordance with some preferred embodiments of the present invention comprises a first (supporting) joint comprising pinion 20 and toothed rack 24 (which is fixed in position), and also a second (rolling around) joint comprising secondary pinion 22 and toothed rack 26, while pinions 20 and 22 are mounted rigidly on the same shaft correspondingly, and are able to shift in parallel with the rack in either opposite directions.
  • Pinions 20 and 22 shift along the toothed racks without sliding and so, having the same angular velocity and different number of teeth (the number of teeth on toothed wheel 20 is not equal to the number of teeth on toothed wheel 22), they are capable of driving the movable rack 26.
  • Fig. 3 illustrates schematically how the speeds of different friction wheel diameters of supporting and rolling transmissions are distributed in friction gears.
  • the wheels are coupled coaxially at axis 19.
  • the wheel 10 (of Fig. 1) at point A has a momentary linear velocity equal to zero, while the wheel 12 at point B has a linear velocity that depends on the correlation of radius RA and RB of the corresponding wheel 10 and secondary wheel 12.
  • Fig.3 it is obvious from Fig.3 that the smaller the difference between the radii of wheels 10 and 12, the smaller the motion velocity of rack 16 relative to the motionless rack 14.
  • Fig. 4 illustrates schematically the force interaction of links in toothed gears.
  • the forces Fa attributed to the fact that the pitch of gear 22 differs slightly from the pitch of rack 26, are applied, while during the rolling each of the teeth 23 of gear 22 presses on the corresponding tooth 27 of rack 26, because the origin of these forces is not caused by a forced rotation but by a forced rolling, and these forces are directed perpendicularly to the segment contours of both contact teeth profiles.
  • the force Fa is distributed between the moving force Fb and the force Fc, which acts from the center of the secondary pinion 22.
  • the forces Fb are added in favor of the movement, while the forces Fc become balanced.
  • the direction of the vector Fa may be positive or negative, depending on which pitch of the gear is greater and therefore the rack 26 movement may be in one direction or in the opposite direction. Accordingly, the number of the teeth, the module of the toothing, the distance between the teeth, the width between the teeth, may vary in order to obtain the desired transmission ratio and the relative direction of rotation.
  • the racks may be conditionally curved in one or another direction to form a wheel or toothed gear and, consequently, an concentric gear train is formed with internal or external toothing, depending on the direction in which the racks are curved, while maintaining the principle of the present invention.
  • Fig. 5 illustrates an exploded view of a gear assembly, in accordance with a preferred embodiment of the present invention, with external gearing.
  • the gearing design with external toothing comprises three orbital pinions assemblies comprising pimon 30 and pinion 32, which are fixedly coupled together coaxially and which may roll around fixed pinion 34 (fixed to output shaft 40) and along with " it form the first (support) input gear, and orbital pinions 32 which roll around the driven pinion 36 and along with it form the second (rolling) joint, while pinions 30 and pinions 32 are connected correspondingly to each other, motionlessly, and mounted on the corresponding shafts 31 (the latter being each pivotally connected through bores 43 to base 44 that is coupled to input shaft 42), resulting in an equal angular velocity.
  • pinions 32 that have a forced angular velocity at the expense of rolling around the motionless pinion 36, and have a gear pitch that differs from the pitch of the driven pinion 36, will press on the teeth of pinion 36, resulting with above mentioned forces Fa, and will create the requisite rotary motion of the output shaft 40.
  • the number of teeth on pinions 30 is different from the number of teeth on pinions 32.
  • Fig. 6 illustrates an exploded view of a gear assembly, in accordance with another preferred embodiment of the present invention.
  • the internal gearing option (Fig. 6) has a design that differs from the previous design (of Fig. 5) only in the internal arrangement of the fixed toothings rows (that replace the central pinions 34, 36 of Fig. 5).
  • the output shaft 62 is coupled to cap 60, which houses an internal toothing row 56.
  • a second toothing row 58 is provided, adjacent toothing row 56.
  • Row 58 is fixed to a fixed position 65 (see Fig. 7), with respect to toothing row 56 and output shaft 62.
  • the orbiting pinions are spaced apart (in order to avoid direct contact between them). Again, the number of teeth on pinions 30 is different from the number of teeth on pinions 32.
  • Fig. 7 a kinematic diagram of a transmission assembly, in accordance with a preferred embodiment of the present invention, is shown with the internal gearing arrangement as illustrated in Fig. 6.
  • the input and output shafts (42, 62) may be supported by support 63 (in fact the entire transmission assembly may be housed within a housing, of which position 65 and supports 63 are integral parts).
  • Fig. 8 shows a kinematic diagram of the same transmission assmebly but with an additional (main) pinion 70, interacting with planet pinions 30, which allows a multifold increase of the existing transmission ratio, while in the same mechanism it is possible to enable a removable coordinating shaft 8, which, when mounted on and coupled to flange 44b (it being a hollow neck extending from plate 44), overrides pinion 70, making the transmission assembly operate effectively identically to the assembly shown in Fig. 7.
  • flange 44b it being a hollow neck extending from plate 44
  • FIG. 9 illustrates an exploded (and partially sectioned) view of a friction-type transmission assembly in accordance with another preferred embodiment of the present invention (based on the principle depicted in Fig. 1).
  • a first gear train comprises orbital pinions 84 and corresponding 86 (of different radii) that interact with main pinion 70 which is rigidly coupled to input shaft 82, and housed inside housing cap 80a (allowing only input shaft 82 to protrude through bore 83a. within housing cap 80a an internal friction strip 88" is provided for interaction with the external surfaces of pinions 84.
  • a second gear train comprising a corresponding output shaft 96 that is coupled to cap 94 within which an internal friction strip 90 is provided, for interaction with the external surfaces of pinions 86.
  • shaft 82 When shaft 82 is rotated, it rotates main pinion 70, which interacts with the outer surfaces" of orbital pinions 84 (rotating them in the opposite direction). Corresponding pinions 86, which are rigidly coupled to orbital pinions 84 then interact with internal friction strip 90, and thus rotate cap 94 and consequently output shaft 96.
  • the transmission ratio is determined by the diameter ratios of the orbital pinions.
  • Complementary housing cap 80b is provided Xo cover the second gear train.
  • Optional bores 81 are provided for securing the two housing caps together using nuts and bolts.
  • Separator 98 is optionally used to separate the axes of the orbital pinions.
  • Fig. 10 illustrates an exploded (and partially sectioned) view of a gear assembly, in accordance with yet another preferred embodiment of the present invention.
  • the two toothing rows 56 and 58 are independent with respect to one another, whereas orbital pinions 30 and pinions 32 are coupled fixedly and coaxially.
  • An additional (optional) main pinion 70 is provided, interacting with orbital pinions 30.
  • the additional main pinion 70 is coupled to shaft 42b. It is possible to engage to the transmission assembly via shaft 42 or via shaft 42b, depending on the desired transmission task required.
  • Separators 57 separate between the orbital pinion assemblies (in fact they are integrally connected to plate 43 in the form of a casing which also supports the hidden ends of the axes 53 (not shown in the figure for brevity and clarity).
  • FIG. 11 illustrates another preferred embodiment of the present invention, with a conic reducer.
  • Figure 12 illustrates an embodiment _ of the present invention with a conic reducer and with a complementary shaft 42b facilitating increased transfer ratio.
  • Figure 13 illustrates a kinetic circuit of a reducer with the facility of multiple transfer ratios, using one reducer.
  • a series of pinions (32a, 32b, 32c) and matching wheels (56a, 56b, 56c) are provided to increase the transfer ratio.
  • Figure 14 illustrates the same reducer as in Fig. 13, with additional detachable main pinion and shaft 42b, which increases the transfer ratios.
  • Figure 15 illustrates another preferred embodiment of a reducer with one satellite wheel. Here the transfer ratio.
  • Figure 16 illustrates a configuration of a wheel with zones of thoothing of different modules, which may be incorporated in a transmission assembly in accordance with some preferred embodiments of the present invention.
  • the transmission assembly of the present invention may be employed as a universal multi-transmission ratio device.
  • the fixed toothed pinion for example, in Fig. 5 if the fixed pinion is pinion 43, then pinions 30 interact with it and are all, therefore, of standard module
  • the interacting corresponding pinion used are of standard module
  • the remaining toothings are of non-standard module (the distance between the teeth is greater than the width of the teeth).
  • the distance between the teeth of the corresponding interacting pinions determines the relative direction of rotation of the input and output shafts.
  • the transmission ratio depends on the number of teeth on the pinions (and the internal toothings, where these are used in the design).
  • the diameters of coupled pinions (or internal toothing strips) in the embodiments described here of toothed transmission assemblies were the same, yet in some embodiments of the present invention it maybe possible to use coupled pinions of different diameters.
  • the profile of the teeth may vary (for example, evolvent, cycloid, and other profiles too).
  • the teeth may be aligned in parallel with the axis of rotation, be inclined, or arranged in a " chevron arrangement, or in other alignments.
  • the table below illustrates the versatility of transmission ratios that may be obtained, for example, by applying the transmission assembly of Fig. 6 or the one shown in Fig. 10.
  • Z indicates the number of teeth on each pinion (whose reference number is indicated next to "Z").
  • Ii indicates the transmission ratio obtained without additional main pinion 70, whereas indicates the transmission ratio obtained with additional main pimon 70.
  • the plus sign indicates rotation of both input and output shafts in the same direction, whereas the minus sign indicates rotation of the shafts in counterdirections.
  • the table below illustrates the versatility of transmission ratios that may be obtained, for example, by applying the transmission assembly of Fig. 9.
  • D indicates the diameter of each pinion (whose reference number is indicated next to "D").
  • Ij indicates the transmission ratio obtained without additional main pinion 70, whereas h indicates the transmission ratio obtained with additional main pinion 70.
  • the plus sign indicates rotation of both input and output shafts in the same direction, whereas the minus sign indicates rotation of the shafts in counterdirections.
  • the inputs and outputs of the gears may be reversed, depending on the transmission ratio. In other words, if the transmission ratio is small the input shaft and the output shaft may be exchanged.
  • the number of orbital pinions may vary. Although changing the number of orbital pinions will not change the transmission ratio, using more than one orbital pinion assembly will provide greater forces, and render the transmission assembly stronger and hence durable. Furthermore designing a transmission assembly with evenly distributed orbital pinions renders the device more balanced.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Friction Gearing (AREA)
  • Retarders (AREA)

Abstract

L'invention concerne un ensemble transmission, comprenant: une première roue pourvue d'un premier axe qui peut tourner autour d'un axe d'un premier arbre, non coaxial au premier axe, la première roue étant caractérisée par au moins une caractéristique choisie dans le groupe de caractéristiques comprenant le module et le rayon; une deuxième roue fixée par rapport au premier axe, interagissant avec la première roue de sorte que, lorsque que le premier arbre est en rotation, l'axe de la première roue tourne autour de l'axe du premier arbre et la première roue acquiert une première vitesse angulaire; une troisième roue accouplée de manière fixe et coaxiale à la première roue, présentant au moins une caractéristique choisie dans le groupe de caractéristiques comprenant le module et le rayon, correspondant au moins à ladite caractéristique; et une quatrième roue interagissant avec la troisième roue, acquérant une deuxième vitesse angulaire et étant couplée à un deuxième arbre.
PCT/IL2005/000408 2004-04-25 2005-04-19 Mecanisme de transmission WO2005101970A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IL161601 2004-04-25
IL16160104A IL161601A0 (en) 2004-04-25 2004-04-25 Transmission mechanism

Publications (2)

Publication Number Publication Date
WO2005101970A2 true WO2005101970A2 (fr) 2005-11-03
WO2005101970A3 WO2005101970A3 (fr) 2009-04-02

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102154787B1 (ko) * 2019-12-04 2020-09-10 주식회사 디알드라이브 이중 편심 구조의 감속기
KR20200122946A (ko) * 2019-04-20 2020-10-28 주식회사 삼양감속기 다단 대칭형 테이퍼 더블 헬리컬 기어로 구성되는 중공축 차동 유성기어 감속기

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4922790A (en) * 1988-01-27 1990-05-08 Abbott Harold F Dynamic phase adjuster
US5366423A (en) * 1990-11-14 1994-11-22 Seiko Epson Corporation Small-sized reduction gear with radial beam between axially extending columns of a carrier
US5493813A (en) * 1993-08-02 1996-02-27 Truth Hardware Corporation Selectively drivable window operator
US6117036A (en) * 1999-07-29 2000-09-12 New Venture Gear, Inc. Split helical planetary gear assembly

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2646270B2 (ja) * 1989-11-28 1997-08-27 日立粉末冶金株式会社 遊星歯車装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4922790A (en) * 1988-01-27 1990-05-08 Abbott Harold F Dynamic phase adjuster
US5366423A (en) * 1990-11-14 1994-11-22 Seiko Epson Corporation Small-sized reduction gear with radial beam between axially extending columns of a carrier
US5493813A (en) * 1993-08-02 1996-02-27 Truth Hardware Corporation Selectively drivable window operator
US6117036A (en) * 1999-07-29 2000-09-12 New Venture Gear, Inc. Split helical planetary gear assembly

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200122946A (ko) * 2019-04-20 2020-10-28 주식회사 삼양감속기 다단 대칭형 테이퍼 더블 헬리컬 기어로 구성되는 중공축 차동 유성기어 감속기
KR102192140B1 (ko) * 2019-04-20 2020-12-16 주식회사 삼양감속기 다단 대칭형 테이퍼 더블 헬리컬 기어로 구성되는 중공축 차동 유성기어 감속기
KR102154787B1 (ko) * 2019-12-04 2020-09-10 주식회사 디알드라이브 이중 편심 구조의 감속기
WO2021112466A1 (fr) * 2019-12-04 2021-06-10 주식회사 디알드라이브 Réducteur de vitesse à double structure excentrique

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IL161601A0 (en) 2004-09-27
WO2005101970A3 (fr) 2009-04-02

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