WO2014134822A1 - 悬浮轮减速器 - Google Patents

悬浮轮减速器 Download PDF

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Publication number
WO2014134822A1
WO2014134822A1 PCT/CN2013/072346 CN2013072346W WO2014134822A1 WO 2014134822 A1 WO2014134822 A1 WO 2014134822A1 CN 2013072346 W CN2013072346 W CN 2013072346W WO 2014134822 A1 WO2014134822 A1 WO 2014134822A1
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WO
WIPO (PCT)
Prior art keywords
gear
wheel
suspension wheel
suspension
planetary gear
Prior art date
Application number
PCT/CN2013/072346
Other languages
English (en)
French (fr)
Inventor
李建利
邓巍
孙姜燕
赵继瑛
Original Assignee
Li Jianli
Deng Wei
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 Li Jianli, Deng Wei filed Critical Li Jianli
Priority to KR1020147027199A priority Critical patent/KR101593588B1/ko
Priority to US14/397,887 priority patent/US9447846B2/en
Priority to JP2015503734A priority patent/JP5989891B2/ja
Priority to EP13877253.8A priority patent/EP2821670B1/en
Priority to CN201380074412.3A priority patent/CN105190096B/zh
Priority to PCT/CN2013/072346 priority patent/WO2014134822A1/zh
Priority to RU2014139915/11A priority patent/RU2574045C1/ru
Publication of WO2014134822A1 publication Critical patent/WO2014134822A1/zh
Priority to HK15106416.6A priority patent/HK1205781A1/zh
Priority to US15/200,215 priority patent/US20160312856A1/en

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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
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion

Definitions

  • the present invention relates to the field of reducers, and more particularly to a suspension wheel reducer based on a planetary gear train mechanism. Background technique
  • the reducer is a typical gear transmission.
  • its reliability, transmission ratio and size determine the reliability, transmission efficiency and overall size of the equipment using the reducer.
  • gearboxes, transmissions, etc. belong to the structural scope of the gearbox, and the gearbox is developing in the direction of high reliability and light weight, which is also the focus of new gear transmission research and development in recent years.
  • An object of the present invention is to solve the above problems in the prior art and to provide a suspension wheel reducer which is structurally sound, convenient to use, low in manufacturing cost, and advantageous in achieving mechatronics automatic control and high reliability.
  • a suspension wheel reducer includes a front planetary gear train, a rear planetary gear train and a suspension wheel, wherein the front planetary gear train is composed of a front sun gear, a front planetary gear and a front
  • the inner gear is composed of a rear sun gear, a rear planetary gear and a rear inner gear.
  • the front inner tooth and the rear inner tooth are formed on the inner circumference of the suspension wheel and are integrated with the suspension wheel.
  • the wheel cores of the wheel and the rear sun wheel are rigidly connected through the power input shaft, the front sun gear is connected to the front inner gear through the front planetary gear, and the rear sun gear is connected to the rear inner gear through the rear planetary gear, and the front planetary gear is fixed around The rotating shaft rotates, and the rear planetary wheel hub is connected to the power output shaft for power output.
  • a connecting tie for connecting the power take-off shaft is provided at the center of the rear planetary gear.
  • the suspension wheel herein has a front inner sill and a rear inner spur integrally formed on its inner peripheral surface, and the front inner sill and the rear inner spur are preferably rigid inner gingiva.
  • the suspension wheel can be suspended in the design position without any support by the front and rear internal spurs integrally formed with the suspension wheel, that is, in the front planetary gear and The outer planetary load of the rear planetary gear moves, so it is called the "suspension wheel".
  • the suspension wheel reducer provided by the present invention provides a novel gear transmission structure which is designed according to the dimensions of the front and rear planetary gear trains and the suspension wheel, which can realize any different reduction ratio.
  • the suspension wheel reducer has a single structure and high reliability. Overcoming the prior art, if a large reduction ratio is required, a multi-stage gear shifting mechanism is required, which reduces the overall size and reduces the cost.
  • the suspension wheel reducer of the present invention if the front sun gear and the rear sun gear, the front planetary gear and the rear planetary gear, and the three sets of gears of the front inner tooth and the rear inner tooth are each designed to have the same size , that is, the number of teeth and the modulus of the front sun gear and the rear sun gear are the same, the number of teeth and the modulus of the front and rear planetary gears are the same, and the number of teeth and the modulus of the front and rear inner teeth are the same.
  • the rotational speed of the PTO shaft connected to the connecting tie rod is zero, and the torque is also preferably the same as the pitch circle size of the front sun gear and the rear sun gear, and/or the front planetary gear and The pitch of the rear planetary gears is the same, and/or the pitch circle dimensions of the front and rear internal spurs are the same.
  • the pitch circle dimensions of the front sun gear and the rear sun gear are different, and/or the pitch circle dimensions of the front and rear planet wheels are different, and/or the pitch circle size of the front and rear inner gums Not the same.
  • the pitch circle dimensions of the front sun wheel and the rear sun wheel are different, and the ratio is: 1.0001 ⁇ 1000: 1 or 1 : 1.0001 ⁇ 1000.
  • the pitch diameters of the front and rear planet wheels are different, and the ratio is: 1.0001 ⁇ 1000: 1 or 1 : 1.0001 ⁇ 1000.
  • the pitch circle dimensions of the front and the inner gums are different, and the ratio is: 1.0001 ⁇
  • the pitch circle size of the front sun gear and the rear sun gear By setting the pitch circle size of the front sun gear and the rear sun gear, the pitch circle size of the front and rear planet wheels and the pitch circle size of the front and rear inner spurs can be adjusted according to the required reduction ratio.
  • the two sets of planetary gear trains have different running speeds, which can realize various changes of the speed of the power input shaft and the power output shaft, so that the speed reducers with different reduction ratios can be obtained.
  • the teeth of the front and rear planet wheels and the corresponding front and rear inner teeth are helical teeth, and the helical directions of the front and rear planetary gears and the corresponding front and rear inner teeth are opposite.
  • the teeth of the front and rear planet wheels and the corresponding front and rear internal gums are chevron teeth.
  • the teeth of the front and rear planet wheels and the corresponding front and rear internal spurs are chevron teeth which also limits the axial movement of the suspension wheel.
  • a sliding bearing or a rolling bearing for preventing axial movement thereof is mounted on the suspension wheel.
  • the sliding bearing or the rolling bearing may be mounted on the outer circumference of the suspension wheel, or a part of the inner circumferential surface of the suspension wheel may extend radially toward the power input shaft, and the sliding bearing or the rolling bearing may be installed in the power transmission.
  • the input shaft is spaced between the radially extending portion of the suspension wheel to limit the axial movement of the suspension wheel.
  • the plain bearing or the rolling bearing can be mounted at any position on the suspension wheel that can function to limit the axial movement of the suspension wheel.
  • various conventional types of speed reducers are required to increase the reduction ratio on the basis of the original, and it is necessary to increase the number of gears and shafts of the reducer, and to change and increase the gear box and the like to form a two-stage or more.
  • the level of structure can achieve the goal of increasing the reduction ratio.
  • the suspension wheel reducer provided by the present invention can obtain a reduction gear of any reduction ratio by using a limited number of gears and shafts in the front planetary gear train and the rear planetary gear train, for example: 30:1 300: 1 3000:1 10000:1 ⁇ ⁇ .
  • the gears, shafts and the like used in the suspension wheel reducer are all mechanical structural components that have been produced and tested for nearly 100 years. Therefore, the suspension wheel reducer of the present invention has the performance and reliability of the whole machine.
  • Great improvements have been made in the production of modular modular, compact and lightweight machine construction, standardization of production processes and maintenance performance.
  • a suspension wheel zero-crossing multi-speed transmission including a front planetary gear train, a rear planetary gear train, and a suspension wheel, wherein the front planetary gear train is composed of a multi-stage gear shifting mechanism,
  • the planetary gear train is composed of a rear sun gear, a rear planetary gear and a rear inner gear.
  • the rear internal gear is formed on the inner circumferential surface of the suspension wheel and integrated with the suspension wheel.
  • the multi-stage gear shifting mechanism includes an input gear and multiple groups.
  • An output gear and a front internal gear the input gear is engaged with one of a plurality of sets of output gears, the input gear and the front internal gear are connected through the set of output gears, and the rear sun gear is transmitted through the rear planetary gear and the rear internal gear Connecting, the wheel center of the rear sun gear and the wheel center of the input gear are rigidly connected with the power input shaft, the rear planetary wheel hub is connected with the power output shaft for power output, and one set of output gears and inputs of the plurality of output gears
  • the reduction ratio of the gear is the same as the reduction ratio of the rear planetary gear and the rear sun gear.
  • a connecting tie for connecting the power take-off shaft is provided at the center of the rear planetary gear.
  • the multi-stage gear shifting mechanism is a 3 to 30-stage gear shifting mechanism.
  • the ratio of the reduction ratio of one of the output gears to the input gear of the plurality of sets of output gears to the reduction ratio of the rear and rear sun gears is 1.0001 ⁇ 1000: 1 or 1: 1.0001 ⁇ 1000.
  • the suspension wheel zero-crossing multi-speed transmission of the present invention it is possible to realize input regardless of the power input shaft
  • the number of the output shaft of the power output shaft is zero. This effect is achieved when the input gear is engaged with the output gears and the reduction gear ratio of the input gear is the same as that of the rear and rear sun gears. Can achieve.
  • the input gear engages the other set of output gears the different reduction ratios of the suspension wheel zero-crossing multi-speed transmission as a whole can be achieved, which also has similar advantages to the suspension wheel reducer of another embodiment of the invention, No longer detailed.
  • Fig. 1 is a schematic structural view of a suspension wheel reducer according to an embodiment of the present invention
  • Fig. 2 is a schematic structural view of a suspension wheel zero-crossing multi-speed transmission according to another embodiment of the present invention.
  • the suspension wheel reducer shown in FIG. 1 is based on the conventional planetary gear structure, and creates a ratio of "cycloidal pinwheel reducer" and "harmonic gear reducer".
  • the transmission principle of the "three-ring reducer" and other gearboxes is more advanced, including the front planetary gear train, the rear planetary gear train and the suspension wheel 1.
  • the front planetary gear train consists of the front sun gear 3, the front planetary gear 4 and
  • the front internal gear yoke 9 is composed of a rear sun gear 5, a rear planetary gear 6 and a rear internal spur 10, and the front inner shank 9 and the rear inner gingival 10 are formed on the inner circumferential surface of the suspension wheel 1 and
  • the suspension wheel 1 is integrally formed, and the wheel cores of the front sun gear 3 and the rear sun gear 5 are rigidly connected by the power input shaft 2, and the front sun gear 3 is connected to the front inner ring gear 9 through the front planetary gear 4, and after the rear sun gear 5 passes
  • the planetary gear 6 is drivingly coupled to the rear internal spur 10, and a connecting tie 7 for the power output shaft 8 is provided at the center of the rear planetary gear 6, and the front planetary gear 4 is rotated about the fixed rotating shaft 12.
  • the suspension wheel 1 is integrally formed with a front internal spur 9 and a rear internal spur 10 on its inner peripheral surface, and the front internal spur 12 and the rear internal spur 13 are preferably rigid internal gingiva.
  • the suspension wheel 1 can be suspended in the design position without any support by means of the front inner yoke 9 and the rear inner spur 10 integrally formed with the suspension wheel 1, that is, The outer peripheral load of the front planetary gear 4 and the rear planetary gear 6 is moved, so it is called a "suspended wheel".
  • the suspension wheel reducer provided by the present invention provides a novel gear transmission structure that is designed differently depending on the dimensions of the front and rear planetary gear trains and the suspension wheel, which can achieve any different speed reduction ratio.
  • the suspension wheel reducer has a single structure and high reliability. Overcoming the prior art, if a large reduction ratio is required, a multi-stage gear shifting mechanism is required, which reduces the overall size and reduces the cost.
  • the suspension wheel reducer according to the present invention has the same pitch circle size of the front sun gear and the rear sun gear, and/or the pitch circle size of the front and rear planetary gears, and/or the front and rear internal gums.
  • the pitch circle dimensions can be designed to be the same or different. The example shown in Fig. 1 is the case where the above pitch circle sizes are the same.
  • the ratio can be: 1.0001 ⁇
  • the ratio may be: 1.0001 ⁇ 1000: 1 or 1 : 1.0001 ⁇ 1000.
  • the ratio is 1.0001 ⁇ 1000: 1 or 1 : 1.0001 ⁇ 1000.
  • the pitch circle of the front and rear planetary wheels is set by setting the pitch circle size of the front sun gear and the rear sun gear Dimensions and the pitch circle dimensions of the front and rear internal spurs can be used to reduce the speed of the power input shaft and the power output shaft according to the required reduction ratio, so that the front and rear planetary gear trains operate at different speeds.
  • the change makes it possible to obtain a speed reducer with different reduction ratios.
  • front planetary wheels and/or rear planetary wheels there are three front planetary wheels and/or rear planetary wheels. However, there may be more than three, for example four. Considering the space in which the planetary wheels are arranged, the number of front planetary gears and/or rear planetary gears is generally not more than four, at least one. The number of front and rear planetary wheels may or may not be the same.
  • the front and rear planetary gears and the corresponding front and rear internal spur teeth are helical teeth, and the front and rear planetary gears and the corresponding front and rear internal spurs are helically twisted. To the contrary.
  • the helical teeth are engaged, an axial force is exerted on the shaft, and the axial forces exerted on the shaft by the respectively engaged oppositely rotating helical teeth are mutually constrained, thereby limiting the axial movement of the suspension wheel.
  • the front and rear planet wheels and the corresponding front and rear internal spur teeth are herringbone teeth.
  • Herringbone teeth also limit the axial movement of the suspension wheel for reasons similar to helical teeth.
  • the sliding bearing or the rolling bearing may be mounted on the outer circumference of the suspension wheel, or a part of the inner circumferential surface of the suspension wheel may extend radially toward the power input shaft, and the sliding bearing or the rolling bearing is installed in the radial direction of the power input shaft and the suspension wheel. Between the extensions to limit the axial movement of the suspension wheel.
  • the plain bearing or the rolling bearing can be mounted at any position on the suspension wheel that can function to limit the axial movement of the suspension wheel.
  • the suspension wheel reducer provided by the present invention can obtain an arbitrary reduction ratio by using a limited number of gears and shafts in the front planetary gear train and the rear planetary gear train.
  • Reducer for example: 30:1 300:1 3000:1 10000:1 ⁇ ⁇ .
  • the gears, shafts and the like used in the suspension wheel reducer are mechanical structural components that have been produced and tested for nearly 100 years. Therefore, the suspension wheel reducer of the present invention has performance and reliability in the whole machine.
  • the production standard modularization, the cylinder structure and weight reduction of the whole machine structure, the standardization of the production process and the maintenance performance have all been greatly improved.
  • the suspension wheel multi-stage zero-crossing transmission shown in FIG. 2 includes a front planetary gear train, a rear planetary gear train and a suspension wheel 1, and the front planetary gear train is composed of a multi-stage gear shifting mechanism 11
  • the structure of the multi-stage gear shifting mechanism 11 is the same as that of the prior art gear shifting mechanism.
  • the rear planetary gear train is composed of a rear sun gear 5, a rear planetary gear 6 and a rear internal spur 10, and the rear internal sprocket 10 is formed at
  • the inner circumferential surface of the suspension wheel 1 is integrally formed with the suspension wheel 1, and the multi-stage gear shifting mechanism 11 includes an input gear, a plurality of sets of output gears, and a front internal tooth (not shown), an input gear and a plurality of sets of output gears.
  • One of the sets is engaged, the input gear and the front internal tooth are connected through the set of output gears, and the rear sun gear 5 is connected to the rear inner ring 10 through the rear planetary gear 6, the wheel center of the rear sun gear 5 and the input gear
  • the wheel center is rigidly connected to the power input shaft 2, and a connecting tie rod 7 for connecting the power output shaft 8 is provided at the center of the rear planetary gear 6, and one of the plurality of output gears is output gear and the output gear
  • the multi-stage gear shifting mechanism is a 3 to 30-stage gear shifting mechanism.
  • the ratio of the deceleration ratio of one of the output gears to the input gear of the plurality of sets of output gears and the reduction ratio of the rear planet and the sun gear may be 1.0001 ⁇ 1000: 1 or 1 : 1.0001 ⁇ 1000.
  • the suspension wheel zero-crossing multi-speed transmission of the present invention it is possible to realize the output rotation number of the power output shaft is zero regardless of the input shaft number of the power input shaft, and the effect is that the input gear is engaged in the group of the input gears and the input gears.
  • the reduction ratio is achieved when the reduction gear ratio of the rear planetary gear and the sun gear is the same as the output gear.
  • different speed reduction ratios of the suspension wheel zero-crossing multi-speed transmission as a whole can be achieved, which also has similar advantages to the suspension wheel reducer of the first embodiment of the invention, More details will be described.
  • the suspension wheel zero-crossing multi-speed transmission shown in FIG. 2 replaces the front planetary gear train of the power input shaft 2 with the full-mechanical multi-stage gear shifting structure 11 based on the suspension wheel reducer shown in FIG.
  • the train wheel is constituted by a multi-stage gear shifting mechanism 11.
  • the speed of the power output shaft 8 is zero, when the input gear is engaged with other groups.
  • the gear is on, it can be The different speed reduction ratios of the current suspension wheel zero-crossing multi-speed transmission.
  • the multi-stage zero-crossing transmission of the suspension wheel can be constructed by using conventional mechanical gears and the like, so that it has the function of transmitting a large torque and has high reliability, which is different from the conventional mechanical transmission, such as a car gearbox.
  • the feature is that it can directly enter the reverse gear from the forward gear through the zero gear while the machine is running.
  • the traditional car gearbox cannot achieve this function. It can only be hung from the forward gear to the reverse gear position after the car has not advanced and stopped.
  • the present invention can be derivatized into a "suspension wheel stepless zero-crossing transmission", which transmits less torque than There is a stage zero-crossing transmission, but the model has a wide range of speed regulation, and it is easy to realize automatic control of mechatronics.
  • the power input shaft 2 is used as the power output shaft.
  • the power output shaft 8 is used as a power input shaft, and the present invention can be used as a speed increaser again, and has the advantages of the speed ratio adjustment of the speed reducer shown in Figs. 1 and 2.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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  • Transmission Devices (AREA)
  • Arrangement Of Transmissions (AREA)
  • Gears, Cams (AREA)
  • Gear Transmission (AREA)

Abstract

一种悬浮轮减速器以及悬浮轮过零多级变速器，其均包括前行星轮系、后行星轮系和悬浮轮（1）。通过对前行星轮系、后行星轮系和悬浮轮所包括的齿轮的尺寸进行不同设计，其可以实现任意不同的减速比。该悬浮轮减速器以及悬浮轮过零多级变速器结构简单，可靠性高，克服了现有技术中如果要求实现大的减速比则需要多级齿轮变速传动机构的缺陷，减少了其整体尺寸，降低了成本。

Description

悬浮轮减速器 技术领域
本发明涉及减速器领域，特别地涉及一种基于行星轮系机构结构的悬浮 轮减速器。 背景技术
减速器是典型的齿轮传动装置， 作为机械传动常用的基础部件， 其传动 可靠性、 传动比及尺寸等决定了使用该减速器的装备的可靠性、 传动效率以 及整体尺寸。 对于齿轮领域而言， 减速器、 变速器等都属于齿轮箱的结构范 畴， 而齿轮箱向着高可靠性、 轻量化的方向发展， 也是近年来齿轮传动新技 术研发的重点。
目前， 国内外在齿轮箱技术的研究上有以下三个方向：
1、 开发轻质材料和改进热处理工艺。 如开发并采用优质合金钢， 调整 提高齿轮的调质工艺等， 最为典型的技术进步是硬齿面技术的诞生和调质技 术的持续发展。 但此项技术存在以下局限性： 即， 应用该技术会增加其材质 的成本， 对于传统齿轮箱制造而言， 只有在减少齿轮箱重量所获收益大于其 成本支出时， 才会产生效益。
2、 发展强度计算、 高可靠性分析等精细设计、 精密制造的方法。 鉴于 当今各种齿轮箱的设计和制造技术在国内外应用的相当普遍和成熟， 尤其是 近几十年来，各国工程技术人员对各种减速器和变速器的精心设计和多次产 品的更新换代， 使得传统的齿轮箱设计已趋于更为合理和完美， 从而目前即 使使用先进的计算机设计软件， 对齿轮箱进一步精细化改进的空间也太小， 对其现有结构的优化设计， 其效果也非常有限。
3、 创新齿轮传动形式及传动原理， 表现为传动结构的变化。 与前两个 研究方向比较， 该技术进步更为彻底和先进。 在此方面， 任何一项经过实践 充分检验的技术进步， 都将会为齿轮传动的升级换代提供根本的技术支撑。 例如： 根据近几十年在行星轮结构基础上进行的创新才出现的 "摆线针轮减 速器"、 "谐波齿轮减速器"、 "三环减速器" 等几种高减速比的新型齿轮箱， 相比传统圓柱齿轮减速箱具有体积小、 结构紧凑、 重量轻等优点， 所以获得 广泛应用。 对于传统的齿轮减速器， 要实现较高的减速比， 一般是设计多级齿轮组 相互配合， 才能达到理想的速比， 这样就会导致高速比减速箱的结构复杂、 体积大、 重量大、 成本高等诸多问题。 有些减速比较大的特种减速器， 采用 了创新的齿轮传动原理， 使得其体积减小、 重量减轻， 如前述的 "谐波齿轮 减速器"等结构。但是在此类齿轮结构元件中引入了一个特别的柔性内齿圏， 该柔性内齿圏不同于传统的、经过近百年的实践验证其可靠性的机械元件那 样具有高可靠性。 其带来的副作用是： 该特种柔性内齿圏结构使得生产工艺 复杂化， 致使生产成本有所增加， 而可靠性能和维修性能却反而下降了。 发明内容
本发明的目的在于解决上述的现有技术存在的问题， 提供一种结构合 理、 使用方便、 制造成本低、 有利于实现机电一体化自动化控制且可靠性高 的悬浮轮减速器。
本发明提供的悬浮轮减速器的技术方案如下： 一种悬浮轮减速器， 包括 前行星轮系、 后行星轮系和悬浮轮， 其中， 前行星轮系由前太阳轮， 前行星 轮和前内齿圏组成， 后行星轮系由后太阳轮， 后行星轮和后内齿圏组成， 前 内齿圏和后内齿圏成形在悬浮轮内周面且与悬浮轮是一体的， 前太阳轮和后 太阳轮的轮心通过动力输入轴刚性连接， 前太阳轮通过前行星轮与前内齿圏 传动连接， 后太阳轮通过后行星轮与后内齿圏传动连接， 前行星轮围绕固定 转轴转动， 后行星轮轮心连接用于动力输出的动力输出轴。
优选地， 在后行星轮的轮心处设置有用于连接动力输出轴的连接系杆。 在此的悬浮轮， 在其内周面一体成型有前内齿圏和后内齿圏， 前内齿圏 和后内齿圏优选地是刚性内齿圏。 根据本发明的悬浮轮减速器的结构设计， 通过与悬浮轮一体成型的前内齿圏和后内齿圏， 悬浮轮可以不借助于任何支 承就会悬浮在设计位置， 即在前行星轮和后行星轮的外周负载运动， 所以称 其为 "悬浮轮"。
本发明提供的悬浮轮减速器提供了一种新颖的齿轮传动结构， 根据对 前、 后行星轮系以及悬浮轮的尺寸进行不同设计， 其可以实现任意不同的减 速比。 该悬浮轮减速器结构筒单， 可靠性高， 克服了现有技术中如果要求实 现大的减速比， 需要多级齿轮变速传动机构， 减少了其整体尺寸， 降低了成 本。 根据本发明的悬浮轮减速器， 如果将前太阳轮和后太阳轮、 前行星轮和 后行星轮以及前内齿圏和后内齿圏的这三组齿轮， 每组都设计成一样的大 小， 即前太阳轮和后太阳轮的齿数、模数一致，前行星轮和后行星轮的齿数、 模数一致以及前内齿圏和后内齿圏的齿数、 模数一致， 则可以实现无论动力 输入轴输入多少转速， 与连接系杆连接的动力输出轴的转速为零， 扭矩也为 优选地，前太阳轮和后太阳轮的节圓尺寸相同，和 /或前行星轮和后行星 轮的节圓尺寸相同， 和 /或前内齿圏和后内齿圏的节圓尺寸相同。
优选地，前太阳轮和后太阳轮的节圓尺寸不相同，和 /或前行星轮和后行 星轮的节圓尺寸不相同， 和 /或前内齿圏和后内齿圏的节圓尺寸不相同。
优选地， 前太阳轮和后太阳轮的节圓尺寸不相同， 其比值为： 1.0001 ~ 1000： 1或 1 ： 1.0001 ~ 1000。
优选地， 前行星轮和后行星轮的节圓尺寸不相同， 其比值为： 1.0001 ~ 1000： 1或 1 ： 1.0001 ~ 1000。
优选地， 前内齿圏和后内齿圏的节圓尺寸不相同， 其比值为： 1.0001 ~
1000： 1或 1 ： 1.0001 ~ 1000。
通过设置前太阳轮和后太阳轮的节圓尺寸，前行星轮和后行星轮的节圓 尺寸以及前内齿圏和后内齿圏的节圓尺寸， 可以根据所需要的减速比， 使得 前后两组行星轮系运转速度不同， 这样可以实现动力输入轴和动力输出轴转 速的多种变化， 从而可以得到不同减速比的减速器。
优选地， 前行星轮和 /或后行星轮为 3个。
优选地， 前、 后行星轮以及对应的前、 后内齿圏的齿为斜齿， 且前、 后 行星轮以及对应的前、 后内齿圏的斜齿的旋向相反。
前、 后行星轮以及对应的前、 后内齿圏的斜齿的旋向相反， 使得可以限 制悬浮轮的轴向运动。
优选地， 前、 向后行星轮以及对应的前、 后内齿圏的齿为人字形齿。 前、 向后行星轮以及对应的前、 后内齿圏的齿为人字形齿也使得可以限 制悬浮轮的轴向运动。
优选地， 在悬浮轮上安装有用于防止其轴向移动的滑动轴承或滚动轴 承。 滑动轴承或滚动轴承可以安装在悬浮轮的外周上， 也可以将悬浮轮内周 面的一部分沿径向向着动力输入轴延伸， 滑动轴承或滚动轴承安装在动力输 入轴与悬浮轮的径向延伸部分之间以限制悬浮轮的轴向运动。 当然， 滑动轴 承或滚动轴承可以安装在悬浮轮上能够实现限制悬浮轮的轴向移动的功能 的任意位置上均可。
在此使用滑动轴承， 限制了悬浮轮的轴向移动。
根据本发明的悬浮轮减速器，其前行星轮系和后行星轮系运转速度越相 近， 该悬浮轮减速器的减速比就越大， 扭矩也越大； 而前行星轮系和后行星 轮系运转速度相差越大，该悬浮轮减速器的减速比就越小，扭矩也相应减小。 现有技术中， 各种传统类型的减速器要在原来的基础上提高减速比， 必须通 过多增加减速器的齿轮、 轴的数量以及改变和增大齿轮箱等部件， 形成双级 或更多级的结构才能实现增大减速比的目标。 而本发明所提供的悬浮轮减速 器利用前行星轮系和后行星轮系中有限数目的齿轮和轴， 就可得出任意减速 比的减速器， 比如： 30:1 300: 1 3000:1 10000:1 ··· ···。 并且， 该悬浮轮减速器中所使用的齿轮、轴等部件都是经过近百年生产和实践考验 的机械结构元件， 因此， 本发明所述的悬浮轮减速器无论在整机性能、 可靠 性、 生产标准模块化、 整机结构的筒练和轻量化、 生产工艺的标准化及维修 保养性能等方面， 都获得了极大的改进。
根据本发明的另一个实施例， 提供一种悬浮轮过零多级变速器， 包括前 行星轮系、 后行星轮系和悬浮轮， 其中， 前行星轮系由一个多级齿轮变速机 构构成， 后行星轮系由后太阳轮， 后行星轮和后内齿圏组成， 后内齿圏成形 在悬浮轮内周面且与悬浮轮是一体的， 该多级齿轮变速机构包括一个输入齿 轮、 多组输出齿轮以及前内齿圏， 输入齿轮与多组输出齿轮中的其中一组接 合， 输入齿轮与前内齿圏通过该组输出齿轮传动连接， 后太阳轮通过后行星 轮与后内齿圏传动连接，后太阳轮的轮心以及输入齿轮的轮心与动力输入轴 刚性连接， 后行星轮轮心连接用于动力输出的动力输出轴， 所述多组输出齿 轮的其中一组输出齿轮与输入齿轮的减速比与后行星轮与后太阳轮的减速 比相同。
优选地， 在后行星轮的轮心处设置有用于连接动力输出轴的连接系杆。 优选地， 多级齿轮变速机构为 3 ~ 30级齿轮变速机构。
优选地，所述多组输出齿轮的其中一组输出齿轮与输入齿轮的减速比与 后行星轮与后太阳轮的减速比比值为 1.0001 ~ 1000： 1或 1： 1.0001 ~ 1000。
根据本发明的悬浮轮过零多级变速器，可以实现无论动力输入轴输入转 数如何， 动力输出轴的输出转数为零， 这种效果在输入齿轮接合多组输出齿 轮中那组与输入齿轮的减速比与后行星轮与后太阳轮的减速比相同的输出 齿轮时即可实现。 当输入齿轮接合其它组输出齿轮时， 即可实现悬浮轮过零 多级变速器整体的不同的减速比， 其也具有与本发明另一种实施例的悬浮轮 减速器的类似的优点， 在此不再详细叙述。 附图说明
本发明的其它优点和特征将从接下来的仅以非限制性示例的目的给出 的并表示在附图中的本发明的特定实施例的说明变得更加清楚明显，在附图 中：
图 1是根据本发明一个实施例的悬浮轮减速器的结构示意图； 图 2 是根据本发明另一个实施例的悬浮轮过零多级变速器的结构示意 图。
附图标记说明
1 悬浮轮
2 动力输入轴
3 前太阳轮
4 前行星轮
5 后太阳轮
6 后行星轮
7 连接系杆
8 动力输出轴
9 前内齿圏
10 后内齿圏
11 多级齿轮变速机构
12 固定转轴 具体实施方式
下面参照图 1至图 2进一步详细说明本发明的悬浮轮减速器的特征。 为 了清楚筒洁的目的， 在不同实施例中相同和相似的部件使用相同的附图标 记。 根据本发明的一个实施例，如图 1所示的悬浮轮减速器是在传统行星轮 结构的基础上， 创造了一种比 "摆线针轮减速器"、 "谐波齿轮减速器"、 "三 环减速器" 等齿轮箱的传动原理更为先进的减速结构， 其包括前行星轮系、 后行星轮系和悬浮轮 1 ,前行星轮系由前太阳轮 3 ,前行星轮 4和前内齿圏 9 组成， 后行星轮系由后太阳轮 5, 后行星轮 6和后内齿圏 10组成， 前内齿圏 9和后内齿圏 10成形在悬浮轮 1内周面且与悬浮轮 1一体成型， 前太阳轮 3 和后太阳轮 5的轮心通过动力输入轴 2刚性连接，前太阳轮 3通过前行星轮 4与前内齿圏 9传动连接，后太阳轮 5通过后行星轮 6与后内齿圏 10传动连 接， 在后行星轮 6的轮心处设置有用于动力输出轴 8的连接系杆 7, 前行星 轮 4围绕固定转轴 12转动。
在此的悬浮轮 1 , 在其内周面一体成型有前内齿圏 9和后内齿圏 10, 前 内齿圏 12和后内齿圏 13优选地是刚性内齿圏。根据本发明的悬浮轮减速器 的结构设计，通过与悬浮轮 1一体成型的前内齿圏 9和后内齿圏 10, 悬浮轮 1可以不借助于任何支承就会悬浮在设计位置， 即在前行星轮 4和后行星轮 6的外周负载运动， 所以称其为 "悬浮轮"。
本发明提供的悬浮轮减速器提供了一种新颖的齿轮传动结构， 根据对 前、 后行星轮系以及悬浮轮的尺寸进行不同设计， 其可以实现任意不同的减 速比。 该悬浮轮减速器结构筒单， 可靠性高， 克服了现有技术中如果要求实 现大的减速比， 需要多级齿轮变速传动机构， 减少了其整体尺寸， 降低了成 本。
根据本发明的悬浮轮减速器， 其前太阳轮和后太阳轮的节圓尺寸相同， 和 /或前行星轮和后行星轮的节圓尺寸， 和 /或前内齿圏和后内齿圏的节圓尺 寸可以设计为相同也可以设计为不相同。 图 1中示出的例子为以上节圓尺寸 均相同的情况。
当前太阳轮和后太阳轮的节圓尺寸不相同时， 其比值可以为： 1.0001 ~
1000： 1或 1 ： 1.0001 ~ 1000。
当前行星轮和后行星轮的节圓尺寸不相同时， 其比值可以为： 1.0001 ~ 1000： 1或 1 ： 1.0001 ~ 1000。
当前内齿圏和后内齿圏的节圓尺寸不相同时，其比值为： 1.0001 ~ 1000： 1或 1 ： 1.0001 ~ 1000。
通过设置前太阳轮和后太阳轮的节圓尺寸，前行星轮和后行星轮的节圓 尺寸以及前内齿圏和后内齿圏的节圓尺寸， 可以在根据所需要的减速比， 使 得前后两组行星轮系运转速度不同，这样可以实现动力输入轴和动力输出轴 转速的多种变化， 从而可以得到不同减速比的减速器。
通常，使用的前行星轮和 /或后行星轮为 3个。但是也可以多于 3个， 例 如为 4个，考虑到行星轮排布的空间，一般前行星轮和 /或后行星轮的数目不 超过 4个，至少为 1个。前行星轮与后行星轮的数目可以相同也可以不相同。
为了限制悬浮轮的轴向运动， 前、 向后行星轮以及对应的前、 后内齿圏 的齿为斜齿， 且前、 后行星轮以及对应的前、 后内齿圏的斜齿的旋向相反。 斜齿在啮合时， 会在轴上施加轴向力， 分别啮合的旋向相反的斜齿施加在轴 上的轴向力相互制约， 因此限制了悬浮轮的轴向运动。
为了限制悬浮轮的轴向运动， 前、 后行星轮以及对应的前、 后内齿圏的 齿为人字形齿。 基于与斜齿类似的原因， 人字形齿也限制了悬浮轮的轴向运 动。
也可以在悬浮轮上安装有用于防止其轴向移动的滑动轴承或滚动轴承 限制悬浮轮的轴向运动。 具体地， 滑动轴承或滚动轴承可以安装在悬浮轮的 外周上， 也可以将悬浮轮内周面的一部分沿径向向着动力输入轴延伸， 滑动 轴承或滚动轴承安装在动力输入轴与悬浮轮的径向延伸部分之间以限制悬 浮轮的轴向运动。 当然， 滑动轴承或滚动轴承可以安装在悬浮轮上能够实现 限制悬浮轮的轴向移动的功能的任意位置上均可。
根据图 1所示的悬浮轮减速器， 当前太阳轮 3和后太阳轮 5、 前行星轮
4和后行星轮 6以及前内齿圏 9和后内齿圏 10的大小都相同时，则无论悬浮 轮减速器的动力输入轴 2的转速如何， 动力输出轴 8的转速都为零。 只要改 变前、 后行星轮系中任何一组齿轮 (前、 后太阳轮、 前、 后行星轮、 前、 后 内齿圏）的尺寸大小， 使得前行星轮和后行星轮系的运转速度不同， 就可以 设计出不同减速比的减速器。 前行星轮系和后行星轮系运转速度越相近， 该 悬浮轮减速器的减速比就越大， 扭矩也越大； 而前行星轮系和后行星轮系运 转速度相差越大， 该悬浮轮减速器的减速比就越小， 扭矩也相应减小。 现有 技术中， 各种传统类型的减速器要在原来的基础上提高减速比， 必须通过多 增加减速器的齿轮、 轴的数量以及改变和增大齿轮箱等部件， 形成双级或更 多级的结构才能实现增大减速比的目标。 而本发明所提供的悬浮轮减速器利 用前行星轮系和后行星轮系中有限数目的齿轮和轴， 就可得出任意减速比的 减速器， 比如： 30:1 300:1 3000:1 10000:1 ··· ···。 并且， 该 悬浮轮减速器中所使用的齿轮、轴等部件都是经过近百年生产和实践考验的 机械结构元件， 因此，本发明所述的悬浮轮减速器无论在整机性能、可靠性、 生产标准模块化、 整机结构的筒练和轻量化、 生产工艺的标准化及维修保养 性能等方面， 都获得了极大的改进。
根据本发明的另一个实施例， 如图 2所示的悬浮轮多级过零变速器， 包 括前行星轮系、 后行星轮系和悬浮轮 1 , 前行星轮系由一个多级齿轮变速机 构 11构成，该多级齿轮变速机构 11的结构与现有技术的齿轮变速机构相同， 后行星轮系由后太阳轮 5, 后行星轮 6和后内齿圏 10组成， 后内齿圏 10成 形在悬浮轮 1 内周面且与悬浮轮 1是一体成型的， 该多级齿轮变速机构 11 包括一个输入齿轮、 多组输出齿轮以及前内齿圏 （未示出）， 输入齿轮与多 组输出齿轮中的其中一组接合，输入齿轮与前内齿圏通过该组输出齿轮传动 连接， 后太阳轮 5通过后行星轮 6与后内齿圏 10传动连接， 后太阳轮 5的 轮心以及输入齿轮的轮心与动力输入轴 2刚性连接，在后行星轮 6的轮心处 设置有用于连接动力输出轴 8的连接系杆 7, 所述多组输出齿轮的其中一组 输出齿轮与输入齿轮的减速比与后行星轮与太阳轮的减速比相同。
在该实施例中， 多级齿轮变速机构为 3 ~ 30级齿轮变速机构。
在该实施例中，所述多组输出齿轮的其中一组输出齿轮与输入齿轮的减 速比与后行星轮与太阳轮的减速比比值可以为 1.0001 ~ 1000： 1 或 1 ： 1.0001 ~ 1000。
根据本发明的悬浮轮过零多级变速器，可以实现无论动力输入轴输入转 数如何， 动力输出轴的输出转数为零， 这种效果在输入齿轮接合多组输出齿 轮中那组与输入齿轮的减速比与后行星轮与太阳轮的减速比相同的输出齿 轮时即可实现。 当输入齿轮接合其它组输出齿轮时， 即可实现悬浮轮过零多 级变速器整体的不同的减速比， 其也具有与本发明第一实施例的悬浮轮减速 器的类似的优点， 在此不再详细叙述。
图 2所示的悬浮轮过零多级变速器在图 1所示悬浮轮减速器的基础上， 将动力输入轴 2的前行星轮系更换为全机械的多级齿轮变速结构 11 ,即前行 星轮系由一个多级齿轮变速机构 11构成。 当输入齿轮接合多组输出齿轮中 那组与输入齿轮的减速比与后行星轮与太阳轮的减速比相同的输出齿轮时 即可实现动力输出轴 8转速为零， 当输入齿轮接合其它组的齿轮时， 即可实 现悬浮轮过零多级变速器的不同的减速比。
该悬浮轮多级过零变速器由于可以全部用传统的机械齿轮等元件构成， 所以有着可传递较大扭矩的性能且具有较高的可靠性， 其不同于传统的机械 变速器， 如汽车变速箱的特点是， 其可以在机械正在运行时从前进档通过零 档直接进入后退档。 而传统的汽车变速箱不能实现这个功能， 只能在汽车不 前进并停稳后， 才能从前进档挂到倒挡位置。
进一步地， 如果将这种多级齿轮变速机构 11设计为机械或液压等控制 的无级变速机构， 本发明就可衍生成为一种 "悬浮轮无级过零变速器"， 其 传递的扭矩虽然小于有级过零变速器， 但该机型调速范围广， 易实现机电一 体化的自动控制等。
进一步地，如果将图 1和图 2中所示的两种结构类型的悬浮轮减速器中 的动力输入轴 2和动力输出轴 8的功能对调使用， 即， 将动力输入轴 2作为 动力输出轴， 动力输出轴 8作为动力输入轴， 本发明就又可以用作增速器， 同样具有图 1和图 2所示的减速器所具有的有关速比调节的各项优点。
对于本领域的一般技术人员， 依据本发明实施例的思想， 在具体实施方 式及应用范围上的改变不应认为偏离了本发明保护的范围，任何在权利要求 保护范围内的变形均落入本发明的保护范围， 综上所述， 本说明书内容不应 理解为对本发明的限制。

Claims

权利要求书
1、 一种悬浮轮减速器， 其特征在于： 包括前行星轮系、 后行星轮系和 悬浮轮（1 ), 其中， 前行星轮系由前太阳轮（3), 前行星轮（4)和前内齿 圏（9)组成， 后行星轮系由后太阳轮（5), 后行星轮（6)和后内齿圏（10) 组成， 所述前内齿圏 （9)和所述后内齿圏 （10)成形在所述悬浮轮（1) 内 周面且与所述悬浮轮（ 1 )是一体的，所述前太阳轮（ 3 )和所述后太阳轮（ 5 ) 的轮心通过动力输入轴（2) 刚性连接， 所述前太阳轮（5)通过所述前行星 轮（4) 与所述前内齿圏 （9)传动连接， 所述后太阳轮（5)通过所述后行 星轮（6)与所述后内齿圏 （10)传动连接， 所述前行星轮（4) 围绕固定转 轴（ 12 )转动，所述后行星轮（ 6 )轮心连接用于动力输出的动力输出轴（ 8 )。
2、 根据权利要求 1所述的悬浮轮减速器， 其特征在于： 所述前太阳轮 (3)和所述后太阳轮（5) 的节圓尺寸相同， 和 /或所述前行星轮（4)和所 述后行星轮（6)的节圓尺寸相同， 和 /或所述前内齿圏（9)和所述后内齿圏 (10) 的节圓尺寸相同。
3、 根据权利要求 1所述的悬浮轮减速器， 其特征在于： 所述前太阳轮 (3)和所述后太阳轮（5) 的节圓尺寸不相同， 和 /或所述前行星轮（4)和 所述后行星轮（6)的节圓尺寸不相同， 和 /或所述前内齿圏（9)和所述后内 齿圏 （10) 的节圓尺寸不相同。
4、 根据权利要求 3所述的悬浮轮减速器， 其特征在于： 所述前太阳轮
(3)和所述后太阳轮（5)的节圓尺寸不相同， 其比值为： 1.0001 ~ 1000： 1 或 1： 1.0001 ~ 1000。
5、 根据权利要求 3所述的悬浮轮减速器， 其特征在于： 所述前行星轮
(4)和所述后行星轮（6)的节圓尺寸不相同， 其比值为： 1.0001 ~ 1000： 1 或 1： 1.0001 ~ 1000。
6、 根据权利要求 3所述的悬浮轮减速器， 其特征在于： 所述前内齿圏 (9)和所述后内齿圏（ 10)的节圓尺寸不相同， 其比值为： 1.0001 ~ 1000：
1或 1： 1.0001 ~ 1000。
7、 根据权利要求 1至 6中任一项所述的悬浮轮减速器， 其特征在于： 所述前、 向后行星轮（4、 6) 以及对应的所述前、 后内齿圏 （9、 10) 的齿 为斜齿， 且所述前、 后行星轮（4、 6) 以及对应的所述前、 后内齿圏 （9、 10) 的斜齿的旋向相反。
8、 根据权利要求 1至 6中任一项所述的悬浮轮减速器， 其特征在于： 所述前、 向后行星轮（4、 6) 以及对应的所述前、 后内齿圏 （9、 10) 的齿 为人字形齿。
9、 根据权利要求 1至 6中任一项所述的悬浮轮减速器， 其特征在于： 在所述悬浮轮（1)上安装有用于防止其轴向移动的滑动轴承或滚动轴承。
10、 一种悬浮轮过零多级变速器， 其特征在于： 包括前行星轮系、 后行 星轮系和悬浮轮（1), 其中， 前行星轮系由一个多级齿轮变速机构 （11)构 成， 后行星轮系由后太阳轮（5), 后行星轮（6)和后内齿圏 （10)组成， 所述后内齿圏 （10)成形在所述悬浮轮（1) 内周面且与所述悬浮轮（1)是 一体的， 所述多级齿轮变速机构（11) 包括一个输入齿轮、 多组输出齿轮以 及前内齿圏， 所述输入齿轮与所述多组输出齿轮中的其中一组接合， 所述输 入齿轮与所述前内齿圏通过该组输出齿轮传动连接， 所述后太阳轮（5)通 过所述后行星轮（6)与所述后内齿圏 （10)传动连接， 所述后太阳轮（5) 的轮心以及所述输入齿轮的轮心与动力输入轴 （2) 刚性连接， 所述后行星 轮（6)轮心连接用于动力输出的动力输出轴 （8), 所述多组输出齿轮的其 中一组输出齿轮与所述输入齿轮的减速比与所述后行星轮（6) 与所述后太 阳轮（5) 的减速比相同。
11、 根据权利要求 10所述的悬浮轮过零多级变速器， 其特征在于： 在 所述后行星轮（ 6 )的轮心处设置有用于连接所述动力输出轴（ 8 )的连接系 杆（ 7 )。
12、根据权利要求 10或 11所述的悬浮轮过零多级变速器，其特征在于： 所述多级齿轮变速机构 （ 11 ) 为 3 ~ 30级齿轮变速机构。
13、根据权利要求 10或 11所述的悬浮轮过零多级变速器，其特征在于： 所述多组输出齿轮的其中一组输出齿轮与所述输入齿轮的减速比与所述后 行星轮（6) 与所述后太阳轮（5) 的减速比比值为 1.0001 ~ 1000： 1或 1： 1.0001 ~ 1000。
PCT/CN2013/072346 2013-03-08 2013-03-08 悬浮轮减速器 WO2014134822A1 (zh)

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