201111666 六、發明說明： 【發明所屬之技術領域】 [0001] 本發明涉及一種齒輪減速機構，尤其涉及一種擺線型減 速機構。 【先前技術】 [0002] 擺線型減速機構一般包括形成於外殼體之内齒輪，設於 外殼體内之具有偏心部之曲轴，以及套設於偏心部之設 有外齒之擺線齒輪。擺線齒輪與曲軸偏心部連動，並藉 由與内齒輪嚙合並同時公轉來將輸入旋轉減速得到輸出 〇 旋轉。上述擺線型減速機構傳動嚙合齒數較多，誤差平 均效應顯著，具有傳動比大、結構緊湊、承載能力大和 傳動效率高之優點，於精密機械、機器人、冶金、礦山 等工業領域得以較為廣泛之應用。 [0003] 然，為達到較高之嚙合重合度，獲得平穩之輸出，上述 擺線齒輪通常需於其外圓週面形成緊密設置之輪齒，當 需設置之輪齒數量較多而擺線型減速機構整體尺寸受到 Q 限制時，輪齒需呈細小形狀，輪齒於圓週方向彼此間之 間距亦減小，甚至於齒根部位會產生重疊，從而擺線齒 輪及其輪齒之製造難度加大。 【發明内容】 [0004] 鑒於以上内容，有必要提供一種嚙合重合度較高且便於 製造之擺線型減速機構。 [0005] —種擺線型減速機構，其包括一於内週面形成内齒部之 殼體，至少一容納於殼體内之擺線齒輪，擺線齒輪之外 週面形成與内齒部嚙合之外齒部，外齒部之齒數略微比 098131158 表單編號A0101 第5頁/共19頁 0982053451-0 201111666 内齒部之齒數少，至少一曲軸，每一曲軸設有至少一偏 心部，每一擺線齒輪可轉動地裝設於一偏心部上並隨曲 轴之轉動作偏心轉動。外齒部包括複數於軸向並排設置 之外齒盤’相鄰設置之外齒盤於圓週方向相互偏置，該 内齒部包括複數與外齒盤對應嚙合之内齒圈。 [0006] 上述擺線型減速機構之擺線齒輪包括複數於軸向並排設 置之外齒盤，且相鄰設置之外齒盤於圓週方向相互偏置 ’從而外齒部與内齒部相互嚙合時，當其中一外齒盤之 一輪齒從内齒部嚙出，而該外齒盤上杻鄰之輪齒尚未嚙 入時’另一外齒盤位於上述相鄰二輪齒間之輪齒可參與 嚙合’從而提嵩了重合度。另，軸向並排設置之外齒盤 之各輪齒於圓週方向之間距互不干涉，從而每一外歯盤 相鄰輪齒間之間距可增大，以利於該擺線齒輪輪齒之加 工° 【實施方式】 [0007] 下面將結合附圖及具體實施方式對本發明之擺線型滅速 機構作進一步之詳細說明。 [00〇8] 圖1所示為本發明實施方式之擺線型減速機構1〇〇，其可 作為機器人用減速器、建築機械等行駛或旋轉用滅速器 〇 [0009] 請同時參見圖2，擺線型減速機構1〇〇包括一殼體20、設 置於殼體20内之一托架組件30、二擺線齒輪4〇及三曲軸 組件50。 [0010] 殼體20大致呈圓筒狀，其内側之圓週面形成有内遗鄯21 098131158 表單編號A0101 第6頁/共19頁 0982053451-0 201111666 [0011]Ο [0012] ❹ [0013] 098131158 。内齒部21之輪齒可為銷齒輪或針齒輪，其包括第一内 齒圈212及對稱設置於第一内齒圈212二侧之二第二内齒 圈213、214。第一、第二内齒圈212、213、214於殼體 20之轴向並排設置。於圓週方向上，第一内齒圈212分別 與二第二内齒圈213、214相互偏置相同之預設角度。其 中，第一内齒圈212沿殼體20軸向之厚度大於第二内齒圈 214沿殼體20轴向之厚度。 殼體20還包括設置於其端部之支撐架（圖未示），該支 樓架用於連接驅動裝置（圖未示），例如電機，並設有 可轉動支#聪動裝置輸入轴之軸承元件。擺線型滅速機 構100之輸入軸（圖未示）與驅動裝置之輸出部件連接以 實現連動’該輸入轴之末端設有外主動齒輪（圖未示） '-i V, ίΐ. ρ ο 托架組件3 0設置於殼體2 0内側，並繞與殼體2 ο中心# 致之轴線旋轉。托架組件30包括本體31、三軸桿32、端 蓋板34、托架轴承23、25以及托架密封件35。本體31及 端蓋板34分別設置於殼體2ρ二‘對端。托架軸承23、25 設置於殼體20軸向，分別用於可轉動支撐本體31及端蓋 板3 4岔封件3 5设置於本體31週邊與殼體2 〇内側面間。 本體31呈圓盤狀，其上開設有三軸承孔312。三軸桿32由 本體31之表面向殼體20内平行延伸，並於圓週方向等間 隔設置。轴桿32之橫截面形狀為非圓形如大致呈梯形 或者三角形。端蓋板34呈圓盤狀，其上開設有與三軸承 孔312 一對應之三軸承孔324。軸桿32遠離本體31之〆 私”知蓋板3 4固疋連接。端蓋板3 4上還開設有與軸桿3 2 表單編號第7頁/共19頁 098205345卜〇 201111666 位置對應之安裝孔341，螺紋件343穿設該安裝孔341將 端蓋板34與軸桿32固定連接。安裴孔341及軸承孔324於 圓週方向間隔設置。 [0014] 請同時參閱圖3及圖4，殼體20之内側面、本體31及端蓋 板34間形成一收容腔26。擺線齒輪40及曲軸組件50設置 於收容腔26内。 [0015] 二擺線齒輪40沿殼體20之轴向並排設置，每一擺線齒輪 40之外圓週面形成有外齒部41，外齒部41可與殼體20之 内齒部21相互嚙合。外齒部41包括於擺線齒輪40軸向並 排設置之二外齒盤412、413。各外齒盤412、413形狀及 外徑相同，且外徑比殼體20之内徑稍小。每一外齒盤412 、413之齒數比殼體20之第一内齒圈212或第二内齒圈 214之數量稍少，例如少一或二。外齒盤412、41 3於圓 週方向相互偏置一預設角度0，該預設之角度與殼體20 之第一、第二内齒圈212、214相互偏置之角度相適配， 以使外齒部41與内齒部21滿足嚙合條件。擺線齒輪40還 開設有軸向貫穿之安裝孔422及軸孔423分別供軸桿32及 曲軸組件50穿設。安裝孔422及軸孔423於圓週方向間隔 設置。安裝孔422與軸孔423數量均為三，且安裝孔422 為與軸桿32截面形狀對應之非圓形孔，軸孔423為圓孔。 [0016] 本實施方式中，每一外齒盤412、413包括η個輪齒，每一 内齒圈212、213、214包括η + 1個輪齒。外齒盤412、 413間於週向預設之偏置角度0值為180/η度，即第一、 第二外齒盤412、41 3相鄰設置之二輪齒412a、41 3a之偏 置角度為半個輪齒所對應之圓心角，第一外齒盤212與第 098131158 表單編號A0101 第8頁/共19頁 0982053451-0 201111666 [0017] Ο [0018] 〇 [0019] 098131158 0982053451-0 二外齒盤213 ' 214上相鄰設置之二輪齒（圖未標）之偏 置角度為180/n+l度。 每一曲軸組件50包括一曲軸51、二曲轴軸承512、513及 一外從動齒輪514。曲輪轴承512設於曲轴51-端，並嵌 入開没於托架組件30之本體31上對應開設之軸承孔312中 ，曲軸轴承513設於曲粘1另-端，並狀入端蓋板34對 應開設之軸承孔324中，如此曲轴51可自由旋轉地被曲轴 軸承512、513支承。每—曲軸51由一外從動齒輪514帶 動’外從動齒輪514固定套接於曲轴51鄰近本體31並從轴 承孔312伸出之端部’麵輸人軸之外主動齒㈣合用於 實現第一級減速。 曲軸51上設有二沿其輛向配置之偏心部52a、5訃。偏心 部5 2 a、5 2 b形成相對於曲轴5丨之軸心分別以相同之偏心 量偏心之圓柱狀。每一偏心部52a、52b外圓週面設有轴 承53。本實施方式中’三曲轴組件5〇於圓週方向等間隔 設置。設置於曲軸51之外從動齒輪514圍繞輸入軸之外主 動齒輪之同時與該外主動齒輪嚙合。偏心部52a、52b於 曲轴旋轉方向上之相位差為18〇度。 三曲軸51對應穿設擺線齒輪40上設置之三轴孔423，從而 每一擺線齒輪40裝設於—偏心部52a、52b上並由環繞偏 心部52a、52b設置之轴承53轉動支撐。作為一較佳方案 ，設於偏心部52a、52b之二擺線齒輪4〇相鄰近一侧之二 外齒盤412具有相同之相位，即二擺線齒輪40大致以呈鏡 面對稱之方式設置，從而二外齒盤412同時與殼體20之第 一内齒圈212相嚙合’外齒盤413、414分別與第二内齒 表單編號A0101 第9頁/共19頁 201111666 圈213、21 4相嚙合，如此可簡化殼體20上内齒部21之結 構。 [0020] 以下說明本發明實施例之擺線型減速機構100之動作過程 〇 [0021] 驅動裝置驅動輸入軸旋轉，設於輸入軸之外主動齒輪帶 動設於曲軸51之外從動齒輪514旋轉，並實現第一級減速 。從動齒輪514之旋轉使得曲軸51 —起旋轉，從而設置於 曲軸51之偏心部52a、52b隨之旋轉。偏心部52a、52b之 旋轉進而帶動套設其上之擺線齒輪40作相對擺動。當殼 體20固定^即内齒部21固定設置時’擺線窗輪40之外齒 部41與内齒輪21嚙合同時作公轉並且擺動，其公轉運動 藉由端蓋板34或本體31輸出，以實現第二級減速。 [0022] 内齒部21與外齒部41嚙合時，因每一擺線齒輪40之二外 齒盤412、413於圓週方向相互偏置，當外齒盤412之一 輪齒從第一内齒圈212嚙出，且該外齒盤412上相鄰之輪 齒尚未嚙入時，外齒盤413於週向上設於上述二相鄰輪齒 間之輪齒可與第二内齒圈214相嚙合，從而提高了嚙合之 重合度，使得擺線齒輪40之運動更為平穩，可獲得更為 穩定之輸出。藉軸向並排設置之外齒盤412、413間之輪 齒於圓週方向之間距互不干涉，從而每一外齒盤412、 413相鄰輪齒間之間距可增大，從而易於擺線齒輪40各輪 齒之加工成形。另，當外齒部41齒數較少時，於圓週方 向偏置之各外齒盤412、41 3可顯著增加重合度，避免齒 數較少時重合度不高、輸出穩定性不佳之問題。 098131158 表單編號A0101 第10頁/共19頁 0982053451-0 201111666 [0023] [0024] Ο [0025] Ο [0026] [0027] [0028] 另’因曲轴51設置之偏心部52a、52b於曲軸51旋轉方向 上之相位差為180度，當一擺線齒輪之部分輪酱參與嚙 合時，另一擺線齒輪40於相位相差180度位置之輪齒亦參 與嚙合，從而二擺線齒輪4〇嚙合時之衝擊力及動平衡之 不平衡量被抵消，可進步&尚擺線型減速機構1〇〇傳動 之平穩性。 可以理解，亦可僅設置一曲軸51，其轴心與輸入軸軸心 一致，此時，擺線型減速機構100僅依靠擺線齒輪40之外 齒部41與殼體20之内齒部21之嚙合實現一級變速。本實 施例中，將殼體20固定設置，擺線齒輪40之公轉運動作 為輸出，當然，亦可將擺線齒輪40於公轉方向之運動固 定，而將殼體20作為輸出。擺線齒輪40之數量亦可為一 、三或三以上，與之相應’每一曲軸51上需設置相同數 量之偏心部。 综上所述，本發明確已符合發明專利之要件，遂依法提 出專利申請。惟，以上所述者僅為本發明之較佳實施方 式，自不能以此限制本案之申請專利範圍。舉凡熟悉本 案技藝之人士援依本發明之精神所作之等效修飾或變化 ’皆應涵蓋於以下申請專利範圍内。 【圖式簡單說明】 圖1係本發明實施方式之擺線型減速機構之立體組裝圖。 圖2係圖1所示擺線型減速機構之立體分解圖。 圖3係圖1所示之擺線型減速機構所採用之擺線齒輪之示 意圖。 098131158 表·單蝙號A0101 第11頁/共19頁 0982053451-0 201111666 [0029] 圖4係圖1所示之擺線型減速機構沿IV- IV方向之刳視圖 【主要元件符號說明】 [0030] 擺線型減速機構：100 [0031] 殼體：20 [0032] 托架組件：30 [0033] 擺線齒輪：40 [0034] 曲軸組件：5 0 [0035] 内齒部：21 [0036] 第一内齒圈：212 [0037] 第二内齒圈：213、214 [0038] 本體：31 [0039] 軸桿：32 [0040] 端蓋板：34 [0041] 托架軸承：23、25 [0042] 密封件：35 [0043] 軸承孔：312、324 [0044] 安裝孔：341、422 [0045] 螺紋件：343 [0046] 收容腔：26 [0047] 外齒部：41 098131158 表單編號A0101 第12頁/共19頁 0982053451-0 201111666 [0048] [0049] [0050] [0051] [0052] [0053] [0054] Ο [0055] 外齒盤：412、413、414 轴孔：423 輪齒：412a、413a 曲軸：51 曲軸軸承·· 512、513 從動齒輪：514 偏心部：52a、52b 軸承：53 Ο201111666 VI. Description of the Invention: [Technical Field] The present invention relates to a gear reduction mechanism, and more particularly to a cycloid type speed reduction mechanism. [Prior Art] [0002] A cycloid type speed reduction mechanism generally includes an internal gear formed in an outer casing, a crankshaft having an eccentric portion disposed in the outer casing, and a cycloidal gear provided with an external tooth disposed on the eccentric portion. The cycloid gear is interlocked with the eccentric portion of the crankshaft and is decelerated by the engagement with the internal gear and simultaneously revolved to obtain an output 〇 rotation. The above-mentioned cycloid type speed reduction mechanism has a large number of meshing teeth and a significant error average effect, and has the advantages of large transmission ratio, compact structure, large carrying capacity and high transmission efficiency, and is widely used in precision machinery, robotics, metallurgy, mining and other industrial fields. . [0003] However, in order to achieve a high degree of meshing coincidence and obtain a smooth output, the cycloidal gear generally needs to form closely arranged teeth on its outer circumferential surface, and the number of teeth to be set is large and the cycloidal type is decelerated. When the overall size of the mechanism is limited by Q, the teeth need to be in a small shape, the distance between the teeth in the circumferential direction is also reduced, and even the root portion may overlap, so that the manufacturing of the cycloid gear and its teeth is more difficult. . SUMMARY OF THE INVENTION [0004] In view of the above, it is necessary to provide a cycloid type speed reduction mechanism that has a high degree of meshing coincidence and is easy to manufacture. [0005] A cycloidal type speed reduction mechanism includes a housing that forms an internal tooth portion on an inner circumferential surface, at least one cycloidal gear housed in the housing, and an outer circumferential surface of the cycloid gear is formed to mesh with the internal tooth portion. Outside tooth, the number of teeth of the external tooth is slightly smaller than 098131158 Form No. A0101 Page 5 / Total 19 pages 0982053451-0 201111666 The internal tooth has a small number of teeth, at least one crankshaft, and each crankshaft is provided with at least one eccentric portion, each The cycloid gear is rotatably mounted on an eccentric portion and eccentrically rotates with the rotation of the crankshaft. The outer tooth portion includes a plurality of axially arranged side teeth, and the outer toothed discs are disposed adjacent to each other. The outer toothed portions are circumferentially offset from each other, and the inner tooth portion includes a plurality of inner ring gears correspondingly engaged with the outer toothed disc. [0006] The cycloidal gear of the cycloidal type speed reduction mechanism includes a plurality of outer toothed disks arranged side by side in the axial direction, and adjacently disposed outside the toothed disks are mutually offset in the circumferential direction so that the outer teeth and the inner teeth are in mesh with each other. When one of the external toothed disc teeth is engaged from the internal tooth portion, and the adjacent tooth on the external toothed disc is not yet engaged, the other external toothed disc is located between the adjacent two-toothed teeth. Engagement' thus improves the degree of coincidence. In addition, the axial teeth arranged side by side are not interfered with each other in the circumferential direction, so that the distance between adjacent teeth of each outer disk can be increased to facilitate the processing of the cycloidal gear teeth. [Embodiment] [0007] The cycloid type speed killing mechanism of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. 1 is a cycloid type speed reduction mechanism 1A according to an embodiment of the present invention, which can be used as a speed reducer for driving or rotating a speed reducer for a robot, a construction machine, etc. [0009] Please also refer to FIG. 2 The cycloid type speed reduction mechanism 1 includes a housing 20, a bracket assembly 30 disposed in the housing 20, a second cycloid gear 4A, and a three crankshaft assembly 50. [0010] The housing 20 is substantially cylindrical, and has a inner remains formed on the inner circumference of the inner surface. 21 098131158 Form No. A0101 Page 6 of 19 0982053451-0 201111666 [0011] Ο [0012] ❹ [0013] 098131158 . The teeth of the inner tooth portion 21 may be a pin gear or a pin gear, and include a first ring gear 212 and two second inner ring gears 213, 214 symmetrically disposed on two sides of the first ring gear 212. The first and second ring gears 212, 213, 214 are arranged side by side in the axial direction of the housing 20. In the circumferential direction, the first ring gear 212 and the two second ring gears 213, 214 are respectively offset by the same predetermined angle. The thickness of the first ring gear 212 along the axial direction of the housing 20 is greater than the thickness of the second ring gear 214 along the axial direction of the housing 20. The housing 20 further includes a support frame (not shown) disposed at an end thereof for connecting a driving device (not shown), such as a motor, and provided with a rotatable support member. Bearing components. The input shaft (not shown) of the cycloid type speed-extinguishing mechanism 100 is connected to the output member of the driving device to realize the linkage. The end of the input shaft is provided with an outer driving gear (not shown) '-i V, ΐ. ρ ο 托The frame assembly 30 is disposed inside the housing 20 and rotates about an axis of the housing 2 to the center. The carriage assembly 30 includes a body 31, a triaxial rod 32, an end cover 34, bracket bearings 23, 25, and a bracket seal 35. The body 31 and the end cover 34 are respectively disposed at the opposite ends of the housing 2p. The bracket bearings 23, 25 are disposed in the axial direction of the housing 20 for respectively rotatably supporting the body 31 and the end cover plate 34. The sealing member 35 is disposed between the periphery of the body 31 and the inner side of the housing 2. The body 31 has a disk shape and is provided with three bearing holes 312. The triaxial rod 32 extends in parallel from the surface of the body 31 into the casing 20 and is equally spaced in the circumferential direction. The cross-sectional shape of the shaft 32 is non-circular, such as generally trapezoidal or triangular. The end cover 34 has a disk shape, and has three bearing holes 324 corresponding to the three bearing holes 312. The shaft 32 is away from the body 31, and the cover plate 3 4 is fixedly connected. The end cover 3 4 is also provided with an installation corresponding to the shaft 3 2 form number page 7 / 19 pages 098205345 dip 201111666 position. The hole 341, the screw member 343 is inserted through the mounting hole 341 to fix the end cover 34 to the shaft 32. The ampoule 341 and the bearing hole 324 are spaced apart in the circumferential direction. [0014] Please refer to FIG. 3 and FIG. A receiving cavity 26 is formed between the inner side surface of the housing 20, the body 31 and the end cover 34. The cycloidal gear 40 and the crankshaft assembly 50 are disposed in the receiving cavity 26. [0015] The cycloidal gear 40 is along the axis of the housing 20. Arranged side by side, an outer tooth portion 41 is formed on the outer circumferential surface of each cycloidal gear 40, and the outer tooth portion 41 is engageable with the inner tooth portion 21 of the housing 20. The outer tooth portion 41 is included in the axial direction of the cycloidal gear 40. The outer spurs 412, 413 are arranged side by side. The external spurs 412, 413 have the same shape and outer diameter, and the outer diameter is slightly smaller than the inner diameter of the housing 20. The number of teeth of each outer spur 412, 413 is larger than that of the housing. The number of the first inner ring gear 212 or the second inner ring gear 214 is slightly less than, for example, one or two. The outer toothed discs 412, 41 3 are offset from each other in the circumferential direction. The preset angle 0 is adapted to the angle at which the first and second ring gears 212, 214 of the housing 20 are offset from each other such that the outer tooth portion 41 and the inner tooth portion 21 satisfy the meshing condition. The cycloidal gear 40 is also provided with an axially extending mounting hole 422 and a shaft hole 423 for the shaft 32 and the crankshaft assembly 50. The mounting hole 422 and the shaft hole 423 are spaced apart in the circumferential direction. The mounting hole 422 and the shaft hole 423 are provided. The number of the mounting holes 422 is a non-circular hole corresponding to the cross-sectional shape of the shaft 32, and the shaft hole 423 is a circular hole. [0016] In the present embodiment, each of the external toothed disks 412, 413 includes n wheels. Each of the ring gears 212, 213, and 214 includes η + 1 teeth. The offset angle 0 between the external spurs 412 and 413 in the circumferential direction is 180/η degrees, that is, the first and second teeth. The offset angles of the two teeth 412a, 41 3a disposed adjacent to the outer toothed discs 412, 41 3 are the central angles corresponding to the half teeth, the first outer toothed disc 212 and the 098131158 form number A0101, page 8 of 19 Page 0982053451-0 201111666 [0017] 〇[0019] 098131158 0982053451-0 Two external gears 213 ' 214 adjacent to the two teeth (not shown) The offset angle is 180/n+l. Each crankshaft assembly 50 includes a crankshaft 51, two crankshaft bearings 512, 513 and an outer driven gear 514. The cranker bearing 512 is disposed at the 51-end of the crankshaft and is embedded in the crankshaft. In the corresponding bearing hole 312 of the main body 31 of the bracket assembly 30, the crank bearing 513 is disposed at the other end of the curved adhesive, and is inserted into the corresponding bearing hole 324 of the end cover 34, so that the crankshaft 51 can rotate freely. Supported by crankshaft bearings 512, 513. Each crankshaft 51 is driven by an outer driven gear 514. The outer driven gear 514 is fixedly sleeved on the end portion of the crankshaft 51 adjacent to the body 31 and extending from the bearing hole 312. The first level deceleration. The crankshaft 51 is provided with two eccentric portions 52a, 5a disposed along the direction of the vehicle. The eccentric portions 5 2 a and 5 2 b are formed in a cylindrical shape which is eccentric with respect to the axial center of the crankshaft 5 以 with the same eccentricity. A bearing 53 is provided on the outer circumferential surface of each of the eccentric portions 52a, 52b. In the present embodiment, the 'three crankshaft assemblies 5' are disposed at equal intervals in the circumferential direction. The driven gear 514 is disposed outside the crankshaft 51 to mesh with the outer driving gear while surrounding the main gear of the input shaft. The phase difference between the eccentric portions 52a and 52b in the rotational direction of the crankshaft is 18 degrees. The three crankshafts 51 are correspondingly provided with the three-axis holes 423 provided in the cycloidal gear 40, so that each cycloidal gear 40 is mounted on the eccentric portions 52a, 52b and rotatably supported by bearings 53 provided around the eccentric portions 52a, 52b. As a preferred embodiment, the two outer spurs 412 disposed on the side adjacent to the yoke gears 4 偏 of the eccentric portions 52a and 52b have the same phase, that is, the trochoidal gears 40 are disposed substantially in a mirror-symmetric manner. Therefore, the two outer toothed discs 412 are simultaneously meshed with the first inner ring gear 212 of the housing 20. The outer toothed discs 413, 414 are respectively associated with the second internal tooth form number A0101, page 9 / 19 pages 201111666, 213, 21 4 Engagement simplifies the structure of the internal toothing 21 on the housing 20. [0020] The following describes the operation process of the cycloid type speed reduction mechanism 100 according to the embodiment of the present invention. [0021] The driving device drives the input shaft to rotate, and the driving gear is disposed outside the input shaft to drive the driven gear 514 to rotate outside the crankshaft 51. And achieve the first stage of deceleration. The rotation of the driven gear 514 causes the crankshaft 51 to rotate together, so that the eccentric portions 52a, 52b provided on the crankshaft 51 rotate accordingly. The rotation of the eccentric portions 52a, 52b drives the cycloid gear 40 disposed thereon to swing relative to each other. When the housing 20 is fixed, that is, when the internal tooth portion 21 is fixedly disposed, the external tooth portion 41 of the cycloidal window wheel 40 meshes with the internal gear 21 while revolving and swinging, and the revolving motion is outputted by the end cover 34 or the body 31. To achieve the second stage of deceleration. [0022] When the inner tooth portion 21 is engaged with the outer tooth portion 41, since the outer outer tooth plates 412, 413 of each cycloidal gear 40 are mutually offset in the circumferential direction, when one of the outer toothed disks 412 is rotated from the first inner tooth When the ring 212 is engaged and the adjacent teeth on the external toothed disc 412 are not yet engaged, the teeth of the outer toothed disc 413 disposed circumferentially between the two adjacent teeth can be aligned with the second inner ring gear 214. Engagement, thereby increasing the degree of coincidence of the engagement, so that the movement of the cycloid gear 40 is smoother and a more stable output can be obtained. The teeth between the external toothed discs 412, 413 are arranged side by side in the circumferential direction without mutual interference, so that the distance between adjacent teeth of each of the external toothed discs 412, 413 can be increased, thereby facilitating the cycloidal gear 40 machining of each tooth. Further, when the number of teeth of the outer tooth portion 41 is small, the outer toothed discs 412, 41 3 which are offset in the circumferential direction can significantly increase the degree of coincidence, avoiding the problem of low coincidence and poor output stability when the number of teeth is small. 098131158 Form No. A0101 Page 10/19 Page 0982053451-0 201111666 [0023] [0024] [0026] [0028] [0028] [Equipped with the eccentric portion 52a, 52b of the crankshaft 51 on the crankshaft 51 The phase difference in the direction of rotation is 180 degrees. When a part of the wheel gear of a cycloidal gear is engaged, the other cycloidal gear 40 is also engaged in the gears with a phase difference of 180 degrees, so that the second cycloidal gear 4 meshes. The unbalance of the impact force and the dynamic balance is offset, and the smoothness of the transmission of the 1 〇〇 transmission of the linear cycloidal speed reduction mechanism can be improved. It can be understood that only a crankshaft 51 may be provided, the axis of which is coincident with the axis of the input shaft. At this time, the cycloid type speed reduction mechanism 100 only depends on the outer tooth portion 41 of the cycloidal gear 40 and the inner tooth portion 21 of the casing 20. Engagement achieves a first-order shift. In the present embodiment, the housing 20 is fixedly disposed, and the male transfer operation of the cycloidal gear 40 is an output. Of course, the movement of the cycloidal gear 40 in the revolution direction can be fixed, and the housing 20 can be used as an output. The number of cycloidal gears 40 may also be one, three or more, corresponding to each of the crankshafts 51 being provided with the same number of eccentric portions. In summary, the present invention has indeed met the requirements of the invention patent, and the patent application is filed according to law. However, the above description is only a preferred embodiment of the present invention, and it is not possible to limit the scope of the patent application of the present invention. Equivalent modifications or variations made by persons skilled in the art in light of the present invention are intended to be included within the scope of the following claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective assembled view of a cycloid type speed reduction mechanism according to an embodiment of the present invention. 2 is an exploded perspective view of the cycloid type speed reduction mechanism shown in FIG. 1. Fig. 3 is a view showing the cycloidal gear used in the cycloid type speed reduction mechanism shown in Fig. 1. 098131158 Table·Single bat number A0101 Page 11/19 page 0982053451-0 201111666 [0029] FIG. 4 is a side view of the cycloid type speed reduction mechanism shown in FIG. 1 along the IV-IV direction [Main component symbol description] [0030] Cycloid type speed reduction mechanism: 100 [0031] Housing: 20 [0032] Bracket assembly: 30 [0033] Cycloidal gear: 40 [0034] Crankshaft assembly: 5 0 [0035] Internal toothing: 21 [0036] First Inner ring gear: 212 [0037] Second ring gear: 213, 214 [0038] Body: 31 [0039] Shaft: 32 [0040] End cover: 34 [0041] Bracket bearing: 23, 25 [0042 Seal: 35 [0043] Bearing bore: 312, 324 [0044] Mounting holes: 341, 422 [0045] Screw: 343 [0046] Containment cavity: 26 [0047] External tooth: 41 098131158 Form number A0101 12 pages/total 19 pages 0982053451-0 201111666 [0049] [0054] [0054] 外 [0055] outer spurs: 412, 413, 414 shaft holes: 423 teeth : 412a, 413a Crankshaft: 51 Crankshaft bearing · · 512, 513 Driven gear: 514 Eccentric: 52a, 52b Bearing: 53 Ο
098131158 表單編號A0101 第13頁/共19頁 0982053451-0098131158 Form No. A0101 Page 13 of 19 0982053451-0