WO2020238816A1 - Réducteur différentiel co-situé - Google Patents

Réducteur différentiel co-situé Download PDF

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Publication number
WO2020238816A1
WO2020238816A1 PCT/CN2020/091966 CN2020091966W WO2020238816A1 WO 2020238816 A1 WO2020238816 A1 WO 2020238816A1 CN 2020091966 W CN2020091966 W CN 2020091966W WO 2020238816 A1 WO2020238816 A1 WO 2020238816A1
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WO
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Prior art keywords
transmission
group
differential
wheel
gear train
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PCT/CN2020/091966
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English (en)
Chinese (zh)
Inventor
周承岗
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周承岗
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Publication of WO2020238816A1 publication Critical patent/WO2020238816A1/fr

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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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur 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
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details

Definitions

  • the invention relates to a speed reducer, in particular to a speed reducer related to more extreme technical features such as ultra-large reduction ratio and zero backlash.
  • the existing coaxial reducer technology types mainly include planetary, pinwheel cycloid, rotation vector RV and harmonics.
  • the transmission mode is gear transmission.
  • the reduction ratio of planetary reducer is determined by The diameter of the transmission assembly itself, the number of teeth and other geometric parameters are determined by the multiple relationship.
  • the entire transmission structure is also designed according to the multiple logic.
  • This basic speed change principle has made the planetary reducer, but it has also become an elusive factor hindering the further improvement of its performance.
  • the geometric parameters of the pinion gear of the transmission pair can easily reach the minimum limit.
  • the diameter and the number of teeth of the big gear or the number of transmission stages must be increased.
  • the structure becomes more complicated, and the volume, weight and manufacturing cost also increase. More importantly, the gradual increase in backlash makes the backlash larger. Therefore, it is not suitable for applications in robots and other fields that require small size and high precision. use.
  • Pinwheel cycloid reducer, rotation vector RV reducer and harmonic reducer have higher transmission accuracy, but adopt the principle of small tooth difference reduction.
  • the size of the transmission ratio is determined by the difference between the number of teeth and the number of teeth of the large gear. If the gear is too small or the number of teeth is too small, it is easy to cause interference. When a large transmission ratio is required, it will also face the situation that the large gear is not large enough and the number of teeth difference is not small enough. To avoid interference, the gear often needs to be modified, which makes manufacturing and Maintenance is inconvenient.
  • the structure of the planetary reducer is relatively complex and weak, which limits the load capacity. Different types of technology have their own advantages and disadvantages, and it is difficult for one type of reducer to meet stringent requirements in many aspects at the same time.
  • the purpose of the present invention is mainly to provide a reducer with a co-located differential gear train, which combines difference logic and multiple logic to design the transmission structure so that the difference between the reduction ratios of the two transmission wheel sets and the output of the reducer
  • the results are correlated, making it easier to obtain a wider output range and a larger reduction ratio, or a smaller volume or larger load capacity under the same reduction ratio.
  • a variety of methods to reduce the gear backlash are used to reduce the backlash, as well as other technical means to obtain a better comprehensive performance and a larger application range.
  • the transmission wheel of the present invention includes a co-position differential gear train; a basic structure of the co-position differential gear train has two co-position transmission wheel groups, and the two transmission wheels corresponding to each other are co-position groups, and the two transmission wheels of one group can Synchronous rotation, revolution, translation, or simultaneous rotation and revolution.
  • This co-position group is called a synchronous group.
  • the transmission wheels of the other group that are paired with it have coaxial or parallel shafts. One of them is fixed and installed as a stator, and the other is installed as a stator.
  • Rotor the same group is called a differential group; the synchronous group and the differential group are directly driven or driven by an intermediate wheel; the same-position differential gear train uses the synchronization group as the input element and the rotor as the output element for deceleration transmission.
  • the acceleration transmission is carried out; the type of transmission wheel is gear, sprocket, belt wheel, flexible wheel, friction wheel or magnetic wheel.
  • the differential group is two coaxial outer rings or sun gears
  • the synchronous group is a compound planetary gear or a flat runner group
  • the central axis is the power shaft
  • the connection between the shafts is: there is a rotating arm or an eccentric wheel and the central shaft are fixedly connected, the compound planetary wheel is rotatably installed on the rotating arm or the flat runner group is rotatably connected with the eccentric wheel; or, the central shaft and the compound planetary wheel or The flat runners are connected by a front-stage reduction mechanism; or, the middle shaft is a hollow shaft, and the compound planetary gear is directly installed on the non-coaxial position of the middle shaft.
  • the co-position differential gear train of the present invention adopts the synchronization group group to eliminate the backlash for transmission.
  • the synchronization group unit is divided into two groups and only works in different directions. When one group is working, the other group is closer to the other than the group.
  • the working position in one direction the specific methods include but are not limited to "tooth dislocation method", “exceeding separation method” and "reverse circumferential force method”.
  • the co-located differential gear train of the present invention uses existing anti-backlash gears for zero backlash transmission, including but not limited to non-standard tooth profile gears, layered misaligned gears, axially misaligned herringbone gears, or pre-pressure in the meshing direction Installation method to eliminate backlash.
  • the two transmission wheels of the differential group of the present invention are located at different positions in the axial direction, and do not occupy the radial outer space of each other, or no other components occupy the radial outer space of the stator or rotor, so their transmission points are all It can be arranged farther away from the center in the overall structure, so that the backlash return angle is smaller.
  • the transmission wheel of the present invention is driven in the axial direction of the central shaft, the two in-position wheels of the synchronization group are combined into a stepped wheel, the differential group is nested in the radial direction, and the rotor directly uses the stator as a slewing support, or has a movement reduction A supporting device that acts or bears axial force.
  • the invention has an axial position adjusting device and its control device, which can be used to adjust the size of the backlash of the transmission wheel, or balance the axial force of the transmission wheel, or adjust the transmission friction force, which can be controlled manually or automatically.
  • the present invention has an integrated power device.
  • the input component of the co-located differential gear train is also the output component of the power device, or the stator of the co-located differential gear train is directly installed on the fixed component of the power device, or the co-located differential gear
  • the system and the power unit are telescopically distributed in the radial direction.
  • the co-position differential gear train of the present invention includes asymmetric gears, the tooth profile of which has a left-right asymmetrical shape, or the left and right tooth surfaces have different mechanism structures, roughness or physical properties.
  • gears of different modules are mixed in the same co-located differential gear train, so that the transmission wheel set and the entire co-located differential gear train have a richer selection of transmission ratios under the same magnitude.
  • the size of the reduction ratio of the co-located differential gear train is negatively related to the magnitude of the difference between the two control speeds of the differential group, and this difference can be infinitely close to zero from the positive and negative directions, so the co-located differential gear train
  • the reduction ratio can also tend to infinity or infinitely small. How big the reduction ratio can be does not determine how large the multiples of the geometric parameters between the components of a transmission wheel set can be, but determine how much the multiples of the geometric parameters of the two transmission wheel sets can be It is close, which weakens the restriction of the transmission wheel size on the reduction ratio. In the case of the same size, a wider output range and a larger reduction ratio can be obtained, or a smaller volume or a larger reduction ratio can be obtained under the same reduction ratio. Large load capacity.
  • 109 teeth and 91 teeth are the differential group; the synchronous group is used as the input element and the active revolution is transmitted to the differential group, 91 teeth are fixed, and 109 teeth are used as the output element; the synchronization group rotates 2.94 times in every revolution, and every 1 revolution, 91
  • the difference in angular displacement between teeth and 109 teeth is only 0.0012 cycles.
  • the total reduction ratio of the entire gear train is 283:1. A larger reduction ratio can be obtained when the number of teeth is small, and it is far from reaching the limit.
  • the reducer is difficult to achieve under the single-stage reduction structure; in conventional applications, the reduction ratio is generally less than 100, and the transmission wheel needs fewer teeth, which can maintain the same modulus and make the gear smaller. It can also be used The larger modulus makes the gear teeth bigger to improve the load capacity.
  • the co-location differential gear train has at least four transmission wheels of two transmission wheel sets involved in transmission. It seems that the number of transmission wheels is relatively large, but the transmission ratio range has been greatly expanded. It is also because of the large number of transmission wheels that affect There are more variables in the output result, and with the application of different modulus, the selectable output results are also more abundant, so the application range is wider.
  • the gear backlash that affects the backlash is only from the transmission wheel group with the larger backlash, and the backlash link of a transmission wheel group can only be One, when we set the transmission point at a position with a larger diameter on the basis of the shortest transmission chain or combine the zero-backlash transmission mode, coupled with the high rigidity of the gear transmission itself, the backlash can be controlled to a small Range, this is also an important feature that a good reducer should have.
  • the transmission wheels of the co-position differential gear train only need standard involute gears to achieve the aforementioned large reduction ratio, zero backlash and other performances.
  • the system has reliable transmission, strong impact resistance, balanced force, long service life, and low manufacturing cost.
  • the co-located differential gear train adopts a transmission structure with intersecting or staggered shafts, the backlash can be adjusted by the displacement between the meshing pairs in the axial or offset direction, and the differential group can be telescoped radially to save space.
  • the distribution radius of the synchronization group can be smaller than in the parallel axis structure, so the radial size and the movement inertia are smaller.
  • one of the left tooth surface and the right tooth surface is a working surface, and the other is a non-working surface.
  • the asymmetric tooth profile shape and different materials, processing methods or processing accuracy are used in a targeted manner. Making them have different mechanism structures, roughness or physical properties can make different tooth surfaces meet different requirements or save costs.
  • the integrated combination of the reduction transmission system and the power plant can make the overall structure more compact, which is beneficial to simplify the structure, reduce the volume and reduce the cost.
  • Figure 1 is an embodiment where the synchronization group is a planetary gear set
  • Figure 2 is an embodiment where the synchronization group is a sun wheel
  • Figure 3 is an embodiment where the synchronization group is a flat runner
  • Figure 4 is a two-stage deceleration embodiment of a flat runner
  • Figure 5 is a two-stage deceleration embodiment of the planetary gear
  • Figure 6 is a hollow shaft embodiment
  • Figure 7 is the first method of synchronizing group anti-backlash
  • Figure 8 is the second method of synchronization group anti-backlash
  • Figure 9 is the third method of synchronization group anti-backlash
  • Figure 10 is an embodiment of the radial telescopic bevel gear
  • Figure 11 is an embodiment of the integration of the reduction mechanism and the power unit.
  • the transmission wheel of the present invention includes a co-position differential gear train; a basic structure of the co-position differential gear train has two co-position transmission wheel groups, and the two transmission wheels corresponding to each other are co-position groups, and the two transmission wheels of one group can Synchronous rotation, revolution, translation, or simultaneous rotation and revolution.
  • This co-position group is called a synchronous group.
  • the transmission wheels of the other group that are paired with transmission have coaxial or parallel shafts. One of them is fixedly installed as a stator, and the other is installed as a stator.
  • Rotor the same group is called a differential group; the synchronous group and the differential group are directly driven or transmitted through an intermediate wheel; the same position differential gear train uses the synchronous group as the input element, and the rotor as the output element for deceleration transmission.
  • the acceleration transmission is carried out; the type of transmission wheel is gear, sprocket, belt wheel, flexible wheel, friction wheel or magnetic wheel.
  • the co-located transmission wheel group refers to such two transmission wheel groups-the transmission wheel of one transmission wheel group and the transmission wheel of the other transmission wheel group correspond to each other in terms of installation orientation or transmission relationship, and they are common or parallel to each other.
  • At least one of the revolution axis or rotation axis of each group is in the same transmission orientation, for example, both of them are sun gears, planet wheels or outer rings, or their transmission objects are sun gears, planet wheels or outer rings ;
  • the mutually corresponding transmission wheels are the same wheels.
  • the corresponding ways of the same wheels can be the driving wheel and the driving wheel and the driven wheel and the driven wheel. It can also be the driving wheel and the driven wheel. If there is an intermediate wheel In the transmission wheel set, the intermediate wheels also correspond to each other. The difference from the usual situation is that the intermediate wheel is in the middle of the transmission chain, but it does not have to only play a role in changing direction. It can also be used as a driving wheel in the transmission role. Driven wheel or pivot wheel.
  • co-position transmission wheel set of the present invention there is a group of co-position wheels that move synchronously, also called synchronous wheels.
  • Their combination is a synchronous group, which revolves and rotates at the same or opposite angular speeds, or revolves and rotates at the same time, combined Specific forms include, but are not limited to, stepped wheels and coaxial wheels.
  • the other two co-located wheels move asynchronously and are called differential wheels. One of them can rotate and is called a rotor, and the other is fixedly installed as a reference system, called a stator.
  • Their combination is a differential group.
  • the center shaft 6 and the base 12 are rotatably connected by a sleeve 13
  • the rotating arm 5 is fixedly connected with the center shaft 6 and is rotatably connected with the shaft 4 through a bearing 3
  • the planetary gear 2 and the planetary gear 10 are fixedly connected by the shaft 4 to be synchronized.
  • the group can rotate and revolve synchronously. There are more than two such synchronous groups uniformly distributed in the circumferential direction; the outer ring 9 is fixedly installed on the base 12, and the outer ring 1 is supported by a bearing 8 fixed on the end surface of the outer ring 9 for rotation.
  • the outer ring 1 and the outer ring 9 use the central shaft 6 as the common axis to form a differential group, which is respectively transmitted with the planetary gear 2 and the planetary gear 10 to form two co-located transmission wheel sets.
  • This is a co-position differential gear train with a basic structure.
  • the speed of the outer ring 1 and the outer ring 9 is positively related to the difference in the transmission ratio of the two co-located transmission wheel sets, and the transmission of the entire co-located differential gear train
  • the size of the ratio is negatively related to the speed of the outer ring 1 and the outer ring 9.
  • the outer ring 1 is used as the output element for deceleration transmission, or the outer ring 1 is used as the input element for acceleration transmission.
  • Different transmission ratios can be obtained by changing the difference between the transmission ratios of the two transmission wheel sets.
  • a sun gear movably connected with the central shaft 6 can be provided to balance the radial forces received by the planetary gear 2 and the planetary gear 9.
  • the types that can be used for the transmission wheels of the co-position differential gear train include but are not limited to gears, sprockets, belt wheels, flexsplines, friction wheels, magnetic wheels, and other closed-rotating flexible parts. Their functions in the structure include but not Limited to inner ring, outer ring, sun gear, planetary wheel, roller, flat runner and rotating vector RV wheel.
  • the transmission wheel is a gear
  • its type includes but not limited to cylindrical spur gear, cylindrical helical gear, bevel gear, bevel gear or face gear
  • its tooth profile type includes but not limited to involute, arc, cycloid or parabola
  • Different transmission wheel sets prefer to use the same modulus, and different moduli can also be used in order to obtain a more suitable transmission ratio.
  • the synchronous wheel and the differential wheel are directly driven, and an intermediate wheel may also be provided for transmission.
  • the sun wheel 20 and the sun wheel 21 are fixedly connected with the central shaft 22 to form a synchronization group.
  • the intermediate wheel set formed by the fixed connection of the intermediate wheel 17 and the intermediate wheel 18 transmits the outer ring 15 and the outer ring 16 of the differential group.
  • the difference from the usual situation is that the intermediate wheel does not have to only play a role in changing direction.
  • the transmission role can also be used as a driving wheel or a driven wheel, and in function, it can also be used as a synchronization group to become the input wheel or output wheel of the co-located differential gear train.
  • Figure 3 is an embodiment where the synchronization group is a flat runner-the flat runner 26 and the flat runner 32 are rotatably connected by a plurality of small cranks 27, and are rotatably connected with the central shaft 29 through the sleeve 28 and the eccentric 30, thereby forming
  • the synchronizing group which can be eccentrically rotated, is respectively driven with the outer ring 25 and the outer ring 31 of the differential group.
  • the co-position differential gear train can also be equipped with a speed change device to form a two-stage speed change structure, as shown in the embodiment of Figure 4, the outer ring 35 and the outer ring 39 are differential groups, and the flat runner 36 and the flat runner 41 are synchronized groups, and The small crank 37 rotatably connected with the wheel 36 and the flat runner 41 is connected to the central shaft 38 through the reduction wheels 40 and 42.
  • the outer ring 43 and the outer ring 49 are differential sets, and the planetary gear 44 and the planetary gear 50
  • the synchronization group is formed and connected to the central shaft 47 through the reduction wheel groups 45 and 48.
  • the co-located differential gear train can adopt a composite structure, with multiple transmission wheel sets, synchronization sets, differential sets, stators or rotors, which can be selected by switching the output gears Different work combinations.
  • the differential group is two coaxial outer rings or sun gears.
  • the synchronization group is a compound planetary gear or a flat runner group.
  • the central shaft is used as the power shaft.
  • the connection method is as follows: a rotating arm or an eccentric wheel is fixedly connected to the central shaft, a compound planetary wheel is rotatably mounted on the rotating arm or a flat runner group is rotatably connected to the eccentric wheel, as shown in the embodiment of Figure 1 and Figure 3; or ,
  • the middle shaft and the compound planetary gear or the flat runner are connected by a front-stage reduction mechanism, as shown in the embodiment of Figure 4 and Figure 5; or, the middle shaft is a hollow shaft
  • the compound planetary gear is directly installed on the non-central position of the central shaft, as shown in Figure 6, the synchronization group is a compound planetary gear composed of planetary gear 52 and planetary gear 55, directly rotating and installed on
  • the co-located differential gear train adopts the synchronous group group anti-backlash method to drive-the outer ring 57 and outer ring 58 depicted by the dashed line are the differential group, the outer ring 57 is the stator, and the outer ring 58 is the rotor. They are centered at point O.
  • the planetary gear 59 and planetary gear 60 depicted by the solid line form a composite planetary gear as a synchronous group; the planetary gear 59 transmits to the outer ring 57, and the planetary wheel 60 transmits to the outer ring 58.
  • the relationship between the size of the transmission ratio is such that the rotation direction of the outer ring 58 is opposite to the revolution direction of the compound planetary gear. At the same time, the working surfaces of the outer ring 57 and the outer ring 58 face oppositely.
  • the two transmission wheels of the same compound planetary gear unit The working surface is also opposite; there are more than two compound planetary gear units divided into two groups, in order to balance the force, the number of compound planetary gear units in each group should be an even number, and they are evenly distributed in the same group or mixed uniformly in the circumferential direction; different The relative angles of the two transmission wheels of the compound planetary gear unit of the group are different, so that the planetary gear 59 of one group only works in the clockwise direction, the planetary gear 60 only works in the counterclockwise direction, and the planetary gear 59 of the other group only works in the counterclockwise direction. Working in a counterclockwise direction, the planetary gear 60 only works in a clockwise direction.
  • the other group When one group is working, the other group is in a working position closer to the other direction than the group, and keeps out of contact with the working tooth surface of the differential group. Or there is no pressure contact, or, the non-working tooth surface of the differential group can be in contact with no load or has a small backlash that does not affect the normal transmission, so that the ordinary gear can achieve zero backlash transmission.
  • the method is " Gear tooth dislocation method". Zero backlash in transmission does not mean that there is absolutely no backlash, but when the transmission can be carried out normally, the backlash is close to the minimum backlash under ideal conditions.
  • Synchronous group anti-backlash can also be achieved through the "overrunning separation method" shown in Figure 8- Figure 8 adds an overrunning clutch 85, a magnetic ring 86 and a planet carrier 87 on the basis of Figure 5; by selecting two drive wheels
  • the relationship between the transmission ratio of the group is such that the rotation direction of the outer ring 43 is the same as the revolution direction of the compound planetary gear.
  • the working surfaces of the outer ring 43 and the outer ring 49 face the same.
  • the working surface of the transmission wheel faces the same; the rotating shaft of each compound planetary wheel is rotatably connected with the planet carrier 87, and is equipped with an overrunning clutch 85.
  • the magnetic ring 87 is fixed on 47.
  • the outer ring of the overrunning clutch 85 can be connected with
  • the magnetic ring 86 is a magnetic ring that is driven by magnetic force; there are multiple composite planetary gear units divided into two groups A and B, each group of two or more is suitable, the installation direction of the overrunning clutch 85 of the two groups is opposite; the transmission wheel 48
  • the transmission ratio of the transmission wheel 45 is greater than the transmission ratio of the overrunning clutch 85 to the magnetic ring 86.
  • the compound planetary gear unit connected to it leaves the working position at a speed faster than the working speed, and finally reaches the working position in the other direction and maintains the ready state.
  • its The magnetic force between the outer ring of the upper overrunning clutch 85 and the magnetic ring 86 is much smaller than the rigid resistance between the transmission wheel sets and slips against each other.
  • the gear 89 retracts toward the center under the action of the reed 90. Tightly, the compound planetary gear units 88 of different groups are respectively applied with reverse circumferential force to be in working positions in different directions.
  • the specific method for achieving packet clearance is not limited to the above-listed.
  • the co-located differential gear train can also use existing anti-backlash gears for zero backlash transmission, including but not limited to non-standard tooth profile gears, layered misaligned gears, and axial misaligned herringbone. gear.
  • the teeth of non-standard profile gears can be transmitted with zero backlash after being specially modified and ground;
  • the layered misaligned gears are cylindrical spur gears, cylindrical helical gears or bevel gears, which are divided into two in the axial direction and staggered in the circumferential direction.
  • a thin-angled thin-film gear, the bevel gear can also be layered in the radial direction.
  • the layered misaligned gear is matched with the non-layered gear to reduce the backlash on the entire tooth width;
  • the axial misaligned herringbone gear refers to two The two herringbone helical gears that can be correctly meshed are mutually displaced in the axial direction, so that one of the two segments of the herringbone tooth is withdrawn from the working position, so that the backlash on the entire tooth width is reduced.
  • the installation method of applying pre-pressure in the meshing direction can also be used, and there is no backlash during installation, which is especially suitable for the meshing pair of cycloid and pin wheel.
  • the outer ring 1 and the outer ring 9 of the differential group are at different positions in the axial direction, and do not occupy each other's radial outer space.
  • the connection position between them and the bearing 8 is also in the end face direction, and there is no housing or Other components occupy the radial outer space of the outer ring 1 or the outer ring 9, so their transmission points can be arranged far away from the center in the overall structure, so that the backlash return angle is small.
  • the transmission wheel is a bevel gear, a face gear or a helical gear that drives in the axial direction, or a friction wheel or a magnetic wheel.
  • the differential group is composed of an outer ring 67 and an inner ring 69, one of which is a stator.
  • the other is the rotor; the synchronization group is composed of the transmission wheel 61 and the transmission wheel 63 fixedly connected; the rotating shaft 62 is rotatably connected with the connecting block 64 fixed on the central shaft 65, the central shaft 65 is rotatably connected with the inner ring 69; the outer ring 67 and A sleeve 68 is interposed between the inner ring 69, and the side as the rotor can also directly use the side as the stator as a slewing support, or the sleeve 68 is a composite structure and can also serve as an axial support.
  • This radial telescopic structure can save axial space, and can also be opposite to the axial sides of the synchronization group for other design purposes.
  • the screw sleeve 66 when the screw sleeve 66 rotates in different directions, it can move in the axial direction along the external thread section of the central shaft 65, which can be used to adjust the gear backlash, or balance the axial force of the transmission wheel, or adjust the transmission friction .
  • the screw sleeve 66 is also connected with a locking device, a manual control device or an automatic control device.
  • the screw sleeve 66 is not limited to the threaded structure.
  • the technical types that can be used for the screw sleeve 66 itself and the supporting control device include but are not limited to levers, cables, eccentric wheels, wedges and other mechanical devices and hydraulic , Air, sound, light, magnetism, electricity, heat or a combination of the foregoing various types.
  • the co-located differential gear train can be integrated with the electric motor, engine or other types of power devices.
  • the input component of the co-located differential gear train is also the output component of the power device, or the stator of the co-located differential gear train It is directly installed on the fixed part of the power plant, or the co-located differential gear train and the power plant are telescopically distributed in the radial direction.
  • the differential group is composed of an outer ring 70 and an outer ring 78
  • the synchronous group is composed of planetary gears 72 and planetary gears 80 fixedly connected by a rotating shaft 73.
  • the rotating shaft 73 is fixed to the outer rotor 76 of the motor through a bearing 71.
  • the upper rotating arm 75 is rotatably connected, and the motor stator 77 and the outer ring 78 of the differential group are both fixed on the base 81.
  • the same gear tooth of some transmission wheels only bears the load in one direction, and the pressure bearing surface needs to have a higher Hardness and better heat resistance, anti-wear and anti-friction properties.
  • the non-pressure bearing surface needs to have higher compressive strength and toughness.
  • asymmetric tooth profiles can be used The shape, for example, the working surface is a standard parameter, while the non-working surface is thickened in the circumferential direction, oil grooves are set, or different surface materials or treatment methods are used, so that they have different mechanism structures, roughness or physical properties.
  • Gears of different modules are mixed in the same co-located differential gear train, and different transmission wheel sets use different moduli, so that the transmission wheel set and the entire co-located differential gear train have more abundant dimensions under the same magnitude Transmission ratio selection.

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Abstract

L'invention concerne un réducteur différentiel co-situé, comprenant un élément d'entrée, un élément de sortie et un engrenage de transmission. L'engrenage de transmission comprend un train d'engrenages différentiels co-situé, le train d'engrenages différentiels co-situé est pourvu de deux groupes d'engrenages de transmission co-situés, et chaque paire d'engrenages de transmission de l'un ou l'autre des deux groupes sont en correspondance par paire en tant que groupe co-situé ; deux engrenages de transmission d'un groupe co-situé peuvent tourner, effectuer des révolutions, effectuer des rotations à plat en synchronie, ou tourner et effectuer des révolutions simultanément, ce groupe co-situé est appelé groupe synchrone, les engrenages de transmission de l'autre groupe qui est en transmission appariée avec le groupe synchrone ont un arbre commun ou des arbres parallèles, et l'un des engrenages de transmission est monté fixe en tant que stator, et l'autre de ces derniers est monté rotatif en tant que rotor, et ce groupe co-situé est appelé groupe différentiel ; le groupe synchrone et le groupe différentiel sont en transmission directe ou sont en transmission au moyen d'un engrenage intermédiaire ; le train d'engrenages différentiels co-situé utilise le groupe synchrone comme élément d'entrée et utilise le rotor comme élément de sortie pour la transmission de réduction, et peut également effectuer une transmission d'accélération en marche arrière.
PCT/CN2020/091966 2019-05-28 2020-05-24 Réducteur différentiel co-situé WO2020238816A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201910450981.2 2019-05-28
CN201910450981 2019-05-28
CN202010038434.6A CN112013094A (zh) 2019-05-28 2020-01-14 同位差动减速器
CN202010038434.6 2020-01-14

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