Cycloidal gear speed reducer

Abstract

The invention discloses a cycloidal gear speed reducer, belongs to the technical field of speed reducers, and solves the problems that an existing speed reducer adopts a planet assembly and a main speed reduction assembly which are of a fixed structure, the meshing position and the contact state of the planet assembly and the main speed reduction assembly are fixed during speed reduction, and the planet assembly and the main speed reduction assembly cannot be dynamically adjusted according to load changes. The multi-stage speed reduction assembly comprises a first-stage speed reduction part and a second-stage speed reduction part, the first-stage speed reduction part comprises a first linkage part, a second linkage part, a speed reduction linkage shaft and a speed reduction adjusting part, and the speed reduction adjusting part is used for assisting the first linkage part and the second linkage part to adapt to load changes and reducing the thermal failure risk; according to the speed reducer, the first linkage part, the second linkage part, the speed reduction linkage shaft and the speed reduction adjusting part in the first-stage speed reduction part are cooperatively matched, the multi-stage speed reduction effect can be achieved through the first-stage speed reduction part and the second-stage speed reduction part, the position of the second linkage part can be adjusted based on the load type, then the speed reducer dynamically adapts to load changes, and the thermal failure risk can be reduced.

Description

Technical Field

[0001] This invention belongs to the field of speed reducer technology, specifically relating to a cycloidal wheel speed reducer. Background Technology

[0002] Cycloidal gear reducers, as a high-precision transmission device based on the cycloidal pin-tooth meshing principle, occupy an irreplaceable position in fields such as industrial robots, CNC machine tools, aerospace equipment, new energy power systems, and precision transmission equipment due to their unique advantages such as high transmission ratio, small size, large load capacity, and low vibration. Their core working principle is to convert the rotational motion of the input shaft into a low-speed, high-torque output from the output shaft through the continuous meshing of the cycloidal gear (a rotor with cycloidal teeth) and the pin gear (a fixed or planetary gear with evenly distributed pin teeth).

[0003] Traditional cycloidal gear reducers often use standard involute or circular arc profiles for their cycloidal teeth. While this can partially compensate for manufacturing errors, the stress concentration between the pin teeth and the cycloidal tooth surface during long-term high-load operation can easily lead to localized wear, which in turn causes problems such as increased tooth backlash and excessive transmission backlash.

[0004] Chinese patent CN119393488A discloses an RV reducer, including a housing assembly, an input assembly, and a reduction assembly. The housing assembly includes a front supporting shell, a rear supporting shell, positioning bolts, and a positioning shaft. The front supporting shell and the rear supporting shell are fixedly installed by the positioning bolts. Positioning holes are annularly formed inside the front and rear supporting shells, and the positioning shaft is rolled within these holes. The reduction assembly includes a reduction cover, a planetary assembly, and a main reduction assembly. The reduction cover is mounted inside the front supporting shell via bearings, and its center coincides with that of the front supporting shell. However, existing reducers use a fixed structure for the planetary assembly and the main reduction assembly. Their meshing position and contact state are fixed during deceleration, making dynamic adjustment impossible according to load changes. Consequently, under heavy loads or high speeds, frictional heat can easily lead to lubricant failure and component thermal deformation, resulting in wear or thermal failure, thus affecting transmission accuracy and stability. To address these problems, we propose a cycloidal gear reducer. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by providing a cycloidal gear reducer. This solves the problem that existing reducers use planetary assemblies and main reduction assemblies with fixed structures, whose meshing positions and contact states are fixed during deceleration and cannot be dynamically adjusted according to load changes. Consequently, under heavy loads or high speeds, frictional heat can easily lead to lubricant failure, component thermal deformation, and ultimately wear or thermal failure, thus affecting transmission accuracy and stability.

[0006] This invention is implemented as follows: a cycloidal wheel reducer, the cycloidal wheel reducer comprising: The reducer body includes a reducer housing, a rear sealing cover, and a front sealing cover. The reducer housing is provided with a primary reduction chamber and a secondary reduction chamber. The speed reduction power mechanism includes a high-speed input shaft, a low-speed output section, and a multi-stage speed reduction assembly. The multi-stage speed reduction assembly is connected to the high-speed input shaft and the low-speed output section respectively. The multi-stage speed reduction assembly is used to convert the high-speed rotation of the high-speed input shaft into the low-speed, high-torque motion of the low-speed output section. The multi-stage reduction assembly includes a primary reduction section and a secondary reduction section. The primary reduction section is disposed in the primary reduction chamber and is connected to the high-speed input shaft and the secondary reduction section respectively. The secondary reduction section is disposed in the secondary reduction chamber and is connected to the low-speed output shaft. The first-stage deceleration unit includes a first linkage unit, a second linkage unit, a deceleration linkage shaft, and a deceleration adjustment unit. The first linkage unit is connected to the high-speed input shaft. The first linkage unit and the second linkage unit work together to assist in decelerating the high-speed input shaft. The second linkage unit is connected to the second-stage deceleration unit through the deceleration linkage shaft, and the position of the second linkage unit is adjusted by the deceleration adjustment unit. The deceleration adjustment unit is used to assist the first linkage unit and the second linkage unit in adapting to load changes and to reduce the risk of thermal failure.

[0007] Preferably, the first linkage part includes: First gear; The second gear is rotatably sleeved on the outer wall of the high-speed input shaft, and the second gear is located on one side of the first gear. At least one set of third gears, wherein the third gears are disposed outside the first gears and mesh with the first gears for transmission; At least one set of fourth gears, the fourth gears being disposed on one side of the second gears and meshing with the second gears for transmission; The I-shaped base is fixedly sleeved on the outer wall of the high-speed input shaft, and a set of the third gear and the fourth gear are rotatably connected to both ends of the I-shaped base, and a second linkage part is fixedly connected to one side of the I-shaped base.

[0008] Vibration protection seat, which is fixedly installed inside the reducer housing; At least one set of anti-vibration protection rollers is installed inside the anti-vibration protection seat to provide vibration damping protection for the third gear and the fourth gear.

[0009] Preferably, the second linkage part includes: The fifth gear is located in the first-stage reduction chamber, and one side of the fifth gear is fixedly connected to the I-shaped base, while the other side of the fifth gear is fixedly connected to the reduction linkage shaft. At least one set of eccentric gears, the eccentric gears being disposed outside the fifth gear and meshing with the fifth gear, the eccentric gears having eccentric grooves inside; An eccentric groove positioning block is fitted into the eccentric groove of the eccentric gear, and an auxiliary fitting part is fixedly connected to one side of the eccentric groove positioning block. The auxiliary fitting part is connected to the deceleration adjustment part to ensure that the eccentric gear meshes with the fifth gear.

[0010] Preferably, the auxiliary bonding portion includes: An auxiliary positioning seat is slidably sleeved on the outside of an adjustable stop seat. A hollow groove is provided inside the auxiliary positioning seat. The side wall of the auxiliary positioning seat is detachably and fixedly connected to the eccentric groove positioning block. A bonding drive component is fixedly embedded in the hollow groove of the auxiliary positioning seat, and one end of the bonding drive component is fixedly connected to the adjustable stop seat. An internal threaded seat is fixedly installed inside the adjustable stop seat; An externally threaded rod is threadedly connected to an internally threaded seat, with one end of the externally threaded rod extending into the internally threaded seat.

[0011] Preferably, the deceleration adjustment unit includes: An adjusting drum is rotatably mounted on the reducer housing; A sixth gear is fixedly connected to one end of the adjusting drum, and the sixth gear is rotatably installed inside the reducer housing; A rotatable bidirectional gear ring is installed inside the reducer housing. One side of the rotatable bidirectional gear ring meshes with the sixth gear, and the other side meshes with the seventh gear. The seventh gear is located in the first-stage reduction chamber and is fixedly connected to the external threaded rod.

[0012] Preferably, the secondary deceleration unit includes: The first cam reduction gear is located in the secondary reduction chamber and is connected to the reduction linkage shaft. The second cam reduction gear works in conjunction with the first cam reduction gear and is connected to the low-speed output unit.

[0013] Preferably, the first cam reduction gear group includes: The first reduction cam is sleeved on the outside of the reduction linkage shaft; At least one set of deceleration swing seats, the deceleration swing seats are disposed on the outside of the first deceleration cam, and the deceleration swing seats are connected by a hinge chain; Driven linkage seat, the driven linkage seat is rotatably installed in the reducer housing, and at least one set of friction protrusions are arranged in the inner circumference of the driven linkage seat, the friction protrusions meshing with the reducer swing seat; A driven gear ring is fixedly connected to the driven linkage seat, and the driven gear ring is rotatably connected to the inner wall of the reducer housing; At least one set of eighth gears is rotatably installed in the reducer housing, and the eighth gear meshes with the driven gear ring for transmission. Multiple sets of turbulence deflectors are fixedly installed on one side of the eighth gear.

[0014] Preferably, the second cam reduction gear includes: The second reduction cam is sleeved on the outside of the reduction linkage shaft; A cycloidal deceleration disc is fitted onto the outside of the second deceleration cam; At least one set of cycloidal disc friction rollers, wherein the cycloidal disc friction rollers are fixedly installed on the outer wall of the deceleration cycloidal disc; At least one set of deceleration pendulum needles, wherein the deceleration pendulum needles mesh with the friction rollers of the pendulum disk for transmission, the deceleration pendulum needles are fixedly installed in the reducer housing, the interior of the deceleration pendulum needles is hollow, and the turbulence fan plate is rotatably arranged inside the deceleration pendulum needles; At least one set of low-speed transmission seats, which are fixedly installed inside the deceleration cycloidal disc and connected to the low-speed output section.

[0015] Preferably, the low-speed output section includes: At least one set of low-speed transmission rods, wherein the low-speed transmission rods are disposed within a low-speed transmission seat; The low-speed turntable fixedly connected to the low-speed transmission rod, and A low-speed output shaft is fixedly connected to a low-speed turntable, and the low-speed output shaft and the low-speed turntable are rotatably connected to the front sealing cover.

[0016] Compared with the prior art, the embodiments of this application have the following main advantages: The cycloidal gear reducer provided by this invention, through the coordinated operation of the first linkage part, the second linkage part, the reduction linkage shaft, and the reduction adjustment part in the first-stage reduction section, can not only achieve multi-stage reduction with the second-stage reduction section, but also adjust the position of the second linkage part according to the load type, thereby enabling the reducer to dynamically adapt to load changes, ensuring transmission accuracy and stability, and reducing the risk of thermal failure.

[0017] In this embodiment of the invention, a first linkage unit is provided, which consists of a first gear, a second gear, a third gear, a fourth gear, and a vibration damping roller. The first gear, the second gear, the third gear, the fourth gear, and the vibration damping roller work together to initially decelerate the high-speed input shaft. The two sets of third gears and fourth gears are arranged in a cross pattern, which makes the meshing points of the first gear and the third gear, and the meshing points of the second gear and the fourth gear, evenly distributed along the circumferential direction. This effectively balances the radial force, reduces the bending deformation of the high-speed input shaft, and reduces the impact noise during meshing.

[0018] In this embodiment of the invention, a second linkage unit is provided, which consists of a fifth gear, an eccentric gear, and an auxiliary engagement unit. The eccentric gear and the auxiliary engagement unit work together to reduce the speed of the fifth gear, and the auxiliary engagement unit ensures that the eccentric gear is engaged with the fifth gear, thereby facilitating the continuous deceleration of the fifth gear by the eccentric gear. At the same time, the auxiliary engagement unit can also prevent the fixed position of the eccentric gear and the fifth gear from causing lubricating oil failure and component thermal deformation due to frictional heat generation during heavy load or high-speed operation of the reducer, which could lead to wear or transmission failure. Furthermore, the relative position of the auxiliary positioning seat and the adjustable stop seat in the auxiliary engagement unit can be flexibly adjusted by the deceleration adjustment unit, which further meets the requirements of different loads for the centrifugal motion range of the eccentric gear. This allows the reducer to adapt to load changes in real time, maintain stable transmission backlash, and significantly improve the reliability and efficiency of the equipment under varying operating conditions.

[0019] In this embodiment of the invention, a first cam reduction group is provided. The first cam reduction group, through the coordinated cooperation of a first reduction cam, a reduction swing seat, a driven linkage seat, a friction protrusion, and an eighth gear, achieves secondary reduction of the reduction linkage shaft. At the same time, multiple sets of reduction swing seats and hinged chains form a ring-shaped peristaltic chain structure. The outer wall of the ring-shaped peristaltic chain is slidably connected to the inner wall of the reducer housing through guide rails or slide grooves, so that the ring-shaped peristaltic chain can drive the friction protrusion to move, thereby causing the friction protrusion to drive the driven linkage seat to peristalse. This satisfies the reduction requirement of the first reduction cam and enables the driven linkage seat to drive the driven gear ring and the eighth gear to rotate. In turn, the eighth gear drives the turbulence fan to rotate with the peristaltic force, thereby facilitating heat dissipation inside the reduction pendulum and avoiding the problem of oil film damage accelerating the damage of the reduction cycloidal disc and the reduction pendulum. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the cycloidal wheel reducer provided by the present invention.

[0021] Figure 2 This is a side view of the cycloidal wheel reducer provided by the present invention.

[0022] Figure 3 This is a front view of the cycloidal wheel reducer provided by the present invention.

[0023] Figure 4 yes Figure 3 A sectional view along line AA.

[0024] Figure 5 This is a schematic diagram of the structure of the multi-stage deceleration assembly provided by the present invention.

[0025] Figure 6 This is an isometric view of the multi-stage deceleration assembly provided by the present invention.

[0026] Figure 7 This is a side view of the multi-stage deceleration assembly provided by the present invention.

[0027] Figure 8 This is a schematic diagram of the structure of the first-stage deceleration unit provided by the present invention.

[0028] Figure 9 This is an isometric view of the first-stage deceleration unit provided by the present invention.

[0029] Figure 10 This is a side view of the first-stage deceleration unit provided by the present invention.

[0030] Figure 11 This is a schematic diagram of the structure of the second linkage part provided by the present invention.

[0031] Figure 12 This is a three-dimensional structural diagram of the second linkage part provided by the present invention.

[0032] Figure 13 This is a schematic diagram of the structure of the auxiliary bonding part provided by the present invention.

[0033] Figure 14 This is a front view of the auxiliary bonding part provided by the present invention.

[0034] Figure 15 This is a schematic diagram of the structure of the two-stage deceleration unit provided by the present invention.

[0035] Figure 16 This is a three-dimensional structural diagram of the two-stage deceleration unit provided by the present invention.

[0036] Figure 17 This is a front view of the two-stage deceleration unit provided by the present invention.

[0037] In the diagram: 1-Reducer body, 11-Reducer housing, 111-First-stage reduction chamber, 112-Second-stage reduction chamber, 12-Rear sealing cover, 13-Front sealing cover, 2-Reduction power mechanism, 21-High-speed input shaft, 22-Low-speed output section, 221-Low-speed turntable, 222-Low-speed output shaft, 223-Low-speed transmission rod, 3-First-stage reduction section, 31-First linkage section, 311-First gear, 312-Second gear, 313-Third gear, 314-Fourth gear, 315-Vibration damping protection seat, 316-Vibration damping protection roller, 317-I-shaped seat, 32-Second linkage section, 321-Fifth gear, 322-Eccentric gear, 323-Eccentric groove positioning block, 324-Auxiliary positioning seat, 325-Attachment Drive unit, 326-Adjustable stop seat, 327-External threaded rod, 328-Internal threaded seat, 33-Reduction adjustment part, 331-Adjusting drum, 332-Sixth gear, 333-Linked bidirectional gear ring, 334-Seventh gear, 34-Reduction linkage shaft, 4-Secondary reduction part, 41-First cam reduction group, 411-First reduction cam, 412-Reduction swing seat, 413-Hinged chain, 414-Driven linkage seat, 415-Friction protrusion, 416-Driven gear ring, 417-Eighth gear, 418-Breakout fan plate, 42-Second cam reduction group, 421-Second reduction cam, 422-Reduction cycloidal disc, 423-Swing disc friction roller, 424-Reduction cycloidal needle, 425-Low speed transmission seat. Detailed Implementation

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein in the specification of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and foregoing drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or foregoing drawings of this application are used to distinguish different objects, not to describe a particular order.

[0039] Existing reducers use fixed-structure planetary assemblies and main reduction assemblies, whose meshing positions and contact states are fixed during deceleration and cannot be dynamically adjusted according to load changes. This makes them prone to lubrication failure and component thermal deformation due to frictional heat during heavy-load or high-speed operation, leading to wear or thermal failure and affecting transmission accuracy and stability. To address these issues, we propose a cycloidal gear reducer. In short, the cycloidal gear reducer consists of a reducer body 1 and a reduction power mechanism 2. The reducer body 1 includes a reducer housing 11, a rear sealing cover 12, and a front sealing cover 13. The reducer housing 11 contains a primary reduction chamber 111 and a secondary reduction chamber 112. The reduction power mechanism 2 includes a high-speed input shaft 21, a low-speed output section 22, and a multi-stage reduction assembly. The multi-stage reduction assembly includes a primary reduction section 3 and a secondary reduction section 4. The primary reduction section 3 includes a first linkage section 31, a second linkage section 32, a reduction linkage shaft 34, and a reduction adjustment section 33. In this embodiment of the invention, during operation, the high-speed input shaft 21 receives power transmitted from the motor. Through the coordinated operation of the first-stage reduction unit 3 and the second-stage reduction unit 4, the high-speed rotation of the high-speed input shaft 21 is converted into low-speed, high-torque motion of the low-speed output unit 22, which then transmits the power to different types of loads. Simultaneously, the first linkage unit 31, the second linkage unit 32, the reduction linkage shaft 34, and the reduction adjustment unit 33 in the first-stage reduction unit 3 not only achieve multi-stage reduction with the second-stage reduction unit 4 but also adjust the position of the second linkage unit 32 based on the load type. This allows the reducer to dynamically adapt to load changes, ensuring transmission accuracy and stability, and reducing the risk of thermal failure. This overcomes the problem of existing reducers using fixed-structure planetary assemblies and main reduction assemblies, where the meshing position and contact state are fixed during deceleration and cannot be dynamically adjusted according to load changes. Consequently, under heavy loads or high-speed operation, frictional heat can easily lead to lubricant failure and component thermal deformation, resulting in wear or thermal failure, thus affecting transmission accuracy and stability.

[0040] This invention provides a cycloidal wheel reducer, such as... Figures 1-4 As shown, the cycloidal wheel reducer includes: The reducer body 1 includes a reducer housing 11, a rear sealing cover 12, and a front sealing cover 13. The reducer housing 11 is provided with a primary reduction chamber 111 and a secondary reduction chamber 112. It should be noted that the rear sealing cover 12 and the front sealing cover 13 are respectively located on both sides of the reducer housing 11. The rear sealing cover 12 and the front sealing cover 13 can be assembled by riveting, snap-fitting or bolting. The reducer housing 11 adopts a titanium alloy, nickel alloy or magnesium alloy frame structure, which can be a hollow round seat or rectangular seat structure.

[0041] The speed reduction power mechanism 2 includes a high-speed input shaft 21, a low-speed output section 22, and a multi-stage speed reduction assembly. The multi-stage speed reduction assembly is connected to the high-speed input shaft 21 and the low-speed output section 22 respectively. The multi-stage speed reduction assembly is used to convert the high speed of the high-speed input shaft 21 into the low speed and high torque motion of the low-speed output section 22. In this embodiment of the invention, the high-speed input shaft 21 can be fixedly connected to a power source that provides high-speed rotation. The power source can be a motor or electric motor, specifically a servo motor, an asynchronous motor, or a stepper motor. One end of the high-speed input shaft 21 extends into the first-stage reduction chamber 111. The outer wall of the high-speed input shaft 21 is rotatably connected to the rear sealing cover 12 through rollers or bearings. The low-speed output part 22 can be connected to a machine tool spindle, an industrial robot joint axis, a conveyor belt roller axis, or a new energy drive shaft.

[0042] like Figures 5-7 As shown, the multi-stage reduction assembly includes a first-stage reduction section 3 and a second-stage reduction section 4. The first-stage reduction section 3 is disposed in the first-stage reduction chamber 111 and is connected to the high-speed input shaft 21 and the second-stage reduction section 4 respectively. The second-stage reduction section 4 is disposed in the second-stage reduction chamber 112 and is connected to the low-speed output shaft 222. Among them, such as Figures 8-10 As shown, the first-stage deceleration unit 3 includes a first linkage unit 31, a second linkage unit 32, a deceleration linkage shaft 34, and a deceleration adjustment unit 33. The first linkage unit 31 is connected to the high-speed input shaft 21. The first linkage unit 31 and the second linkage unit 32 cooperate to assist in decelerating the high-speed input shaft 21. The second linkage unit 32 is connected to the second-stage deceleration unit 4 through the deceleration linkage shaft 34, and the position of the second linkage unit 32 is adjusted by the deceleration adjustment unit 33. The deceleration adjustment unit 33 is used to assist the first linkage unit 31 and the second linkage unit 32 in adapting to load changes and reducing the risk of thermal failure.

[0043] The cycloidal gear reducer provided by the present invention, through the coordinated operation of the first linkage part 31, the second linkage part 32, the reduction linkage shaft 34, and the reduction adjustment part 33 in the first-stage reduction part 3, can not only achieve multi-stage reduction with the second-stage reduction part 4, but also adjust the position of the second linkage part 32 according to the load type, thereby enabling the reducer to dynamically adapt to load changes, ensuring transmission accuracy and stability, and reducing the risk of thermal failure.

[0044] In a further preferred embodiment of the present invention, such as Figures 5-7 As shown, the first linkage unit 31 includes: First gear 311; The second gear 312 is rotatably sleeved on the outer wall of the high-speed input shaft 21, and the second gear 312 is disposed on one side of the first gear 311. It should be noted that the first gear 311 and the second gear 312 are rotatably mounted on the outer wall of the high-speed input shaft 21 by rollers or bearings, and the specifications of the first gear 311 and the second gear 312 can be kept consistent.

[0045] At least one set of third gears 313, wherein the third gears 313 are disposed outside the first gears 311 and mesh with the first gears 311 for transmission. At least one set of fourth gears 314 are provided, which are disposed on one side of the second gear 312 and mesh with the second gear 312 for transmission. There are two sets of third gears 313 and four gears 314 respectively. The two sets of third gears 313 are arranged in a cross manner, and the two sets of fourth gears 314 are arranged in the same manner. The third gears 313 and fourth gears 314 are rotatably connected to the I-shaped base 317 through bearings or rollers. The I-shaped base 317 is fixedly sleeved on the outer wall of the high-speed input shaft 21, and a set of the third gear 313 and the fourth gear 314 are rotatably connected to both ends of the I-shaped base 317 respectively. A second linkage part 32 is fixedly connected to one side of the I-shaped base 317. The middle position of the I-shaped base 317 can be fixedly connected to the outer wall of the high-speed input shaft 21 by means of insertion or tenon joint.

[0046] The vibration protection seat 315 is fixedly installed inside the reducer housing 11. The vibration protection seat 315 can be a hollow round seat or a round frame. The vibration protection seat 315 is fixedly assembled by welding or snap-fit. At least one set of anti-vibration protection rollers 316 are installed inside the anti-vibration protection seat 315 for vibration damping and protection of the third gear 313 and the fourth gear 314.

[0047] In this embodiment, the vibration damping protection roller 316 can be a circular roller or an arc-shaped roller structure. In order to dampen and protect the third gear 313 and the fourth gear 314, it is made of an elastomer material, and oblique / straight friction strips can be provided on its outer wall, so as to dampen and protect the third gear 313 and the fourth gear 314 and assist in deceleration of the third gear 313 and the fourth gear 314.

[0048] In this embodiment of the invention, a first linkage part 31 is provided, which is composed of a first gear 311, a second gear 312, a third gear 313, a fourth gear 314, and a vibration damping protection roller 316. The first gear 311, the second gear 312, the third gear 313, the fourth gear 314, and the vibration damping protection roller 316 work together to initially decelerate the high-speed input shaft 21. The two sets of third gears 313 and fourth gears 314 are arranged in a cross pattern, which makes the meshing points of the first gear 311 and the third gear 313, and the meshing points of the second gear 312 and the fourth gear 314 evenly distributed along the circumferential direction. This can effectively balance the radial force, reduce the bending deformation of the high-speed input shaft 21, and reduce the impact noise during meshing.

[0049] In a further preferred embodiment of the present invention, such as Figures 11-12 As shown, the second linkage unit 32 includes: The fifth gear 321 is disposed in the first-stage reduction chamber 111, and one side of the fifth gear 321 is fixedly connected to the I-shaped base 317, and the other side of the fifth gear 321 is fixedly connected to the reduction linkage shaft 34. The fifth gear 321 is fixedly connected to the side wall of the I-shaped base 317 by riveting or bolting, and can also be fixedly connected to the end of the reduction linkage shaft 34 by insertion or tenoning. At least one set of eccentric gears 322, the eccentric gears 322 are disposed on the outside of the fifth gear 321, and the eccentric gears 322 and the fifth gear 321 mesh and transmit power. The eccentric gears 322 are provided with eccentric grooves. The eccentric gears 322 are circumferentially disposed on the outside of the fifth gear 321. The number of eccentric gears 322 can be 3-6 sets. An eccentric groove positioning block 323 is fitted into the eccentric groove of the eccentric gear 322, and an auxiliary fitting part is fixedly connected to one side of the eccentric groove positioning block 323. The auxiliary fitting part is connected to the deceleration adjustment part 33 to ensure that the eccentric gear 322 meshes with the fifth gear 321. The eccentric positioning block can be hinged or rotatably connected to the eccentric groove.

[0050] In this embodiment of the invention, a second linkage part 32 is provided, which consists of a fifth gear 321, an eccentric gear 322, and an auxiliary engagement part. The eccentric gear 322 and the auxiliary engagement part work together to reduce the speed of the fifth gear 321. The auxiliary engagement part ensures that the eccentric gear 322 is engaged with the fifth gear 321, thereby facilitating the continuous deceleration of the fifth gear 321 by the eccentric gear 322. At the same time, the auxiliary engagement part can also prevent the fixed position of the eccentric gear 322 and the fifth gear 321 from causing lubricating oil failure and component thermal deformation due to frictional heat generation during heavy load or high speed operation of the reducer, which could lead to wear or transmission failure. The relative position of the auxiliary positioning seat 324 and the adjustable stop seat 326 in the auxiliary engagement part can be flexibly adjusted by the deceleration adjustment part 33, which further meets the requirements of different loads for the centrifugal motion range of the eccentric gear 322. This allows the reducer to adapt to load changes in real time, maintain stable transmission backlash, and significantly improve the reliability and efficiency of the equipment under varying operating conditions.

[0051] In this embodiment, as Figures 13-14 As shown, the auxiliary bonding part includes: An auxiliary positioning seat 324 is slidably sleeved on the outside of an adjustable stop seat 326. A hollow groove is provided inside the auxiliary positioning seat 324. The side wall of the auxiliary positioning seat 324 is detachably and fixedly connected to the eccentric groove positioning block 323. The auxiliary positioning seat 324 can also be slidably connected to the inner wall of the reducer housing 11. The auxiliary positioning seat 324 can be a rectangular seat or a "T" shaped seat structure. The auxiliary positioning seat 324 and the eccentric groove positioning block 323 are connected by threads or snap-fit. The adjustable stop seat 326 can be a rectangular seat or a "T" shaped seat structure. A bonding drive component 325 is fixedly embedded in the hollow groove of the auxiliary positioning seat 324. One end of the bonding drive component 325 is fixedly connected to the adjustable stop seat 326. The bonding drive component 325 can be a return spring, a hydraulic telescopic rod, or a spring telescopic rod. An internal threaded seat 328 is fixedly installed inside the adjustable stop seat 326. The internal threaded seat 328 can be fixedly installed inside the adjustable stop seat 326 by welding or riveting. An external threaded rod 327 is threadedly connected to an internal threaded seat 328, with one end of the external threaded rod 327 extending into the internal threaded seat 328.

[0052] In this embodiment of the invention, the auxiliary fitting part is composed of an auxiliary positioning seat 324, an adjustable stop seat 326, and a fitting drive component 325. The auxiliary positioning seat 324, the adjustable stop seat 326, and the fitting drive component 325 work together to ensure that the eccentric gear 322 is dynamically adjusted to mesh with the fifth gear 321 by the centrifugal force of the fifth gear 321 while decelerating. The fitting drive component 325 can decelerate the fifth gear 321 while ensuring the meshing position is adjusted, thereby ensuring the deceleration effect and avoiding the problem of thermal failure.

[0053] In a further preferred embodiment of the present invention, such as Figures 13-14 As shown, the deceleration adjustment unit 33 includes: Adjusting drum 331, which is rotatably mounted on reducer housing 11; A sixth gear 332 is fixedly connected to one end of the adjusting drum 331. The sixth gear 332 is rotatably installed inside the reducer housing 11. The outer wall of the adjusting drum 331 can be provided with multiple sets of anti-slip grooves. At the same time, a locking pin can also be provided to lock the position of the adjusting drum 331. The adjusting drum 331 is fixedly connected to the sixth gear 332 by welding or snap-fitting. The sixth gear 332 is rotatably connected to the reducer housing 11 through a sealed bearing. The linkage bidirectional gear ring 333 is rotatably installed in the reducer housing 11. One side of the linkage bidirectional gear ring 333 meshes with the sixth gear 332, and the other side meshes with the seventh gear 334. The seventh gear 334 is located in the first-stage reduction chamber 111 and is fixedly connected to the external threaded rod 327.

[0054] In this embodiment, the outer wall and rear side wall of the linkage bidirectional gear ring 333 can be fixedly welded and installed with multiple sets of teeth, so that the linkage bidirectional gear ring 333 can meet the requirements of meshing with the sixth gear 332 and the seventh gear 334 respectively.

[0055] In this embodiment of the invention, when the first-stage reduction unit 3 is working, the rotation of the high-speed input shaft 21 drives the I-shaped base 317 to rotate synchronously. The rotation of the I-shaped base 317 drives the third gear 313 and the fourth gear 314 to rotate. Meanwhile, the first gear 311, the second gear 312, and the anti-vibration protection roller 316 react on the third gear 313 and the fourth gear 314, thereby ensuring the stable rotation of the third gear 313 and the fourth gear 314 while reducing the speed of the third gear 313, the fourth gear 314, and the high-speed input shaft 21. At the same time, the rotation of the I-shaped base 317 drives the fifth gear 321 to rotate. While the fifth gear 321 drives the eccentric gear 322 to rotate, the resetting action of the engagement drive component 325 ensures that the eccentric gear 322 meshes with the fifth gear 321. The adjustment cylinder 331 can be dynamically adjusted to change the meshing point between the fifth gear 321 and the eccentric gear 322, avoiding local overheating and thermal failure or oil film damage caused by a single meshing point. Simultaneously, the adjustment cylinder 331 can be manually rotated according to load requirements, causing the sixth gear 332 to rotate. The sixth gear 332 then drives the linkage bidirectional gear ring 333 and the seventh gear 334 to rotate, which in turn causes the seventh gear 334 to drive the external threaded rod 327 to rotate. This, in turn, causes the external threaded rod 327 to move the adjustable stop seat 326, enabling flexible adjustment of the gap between the adjustable stop seat 326 and the auxiliary positioning seat 324. This, in turn, allows for adjustment of the contact force between the eccentric gear 322 and the fifth gear 321, meeting the load requirements of the reducer under different operating conditions.

[0056] In a further preferred embodiment of the present invention, such as Figures 15-17 As shown, the secondary deceleration unit 4 includes: The first cam reduction gear 41 is disposed in the secondary reduction chamber 112 and is connected to the reduction linkage shaft 34. The second cam reduction gear 42 works in conjunction with the first cam reduction gear 41, and the second cam reduction gear 42 is connected to the low-speed output unit 22.

[0057] In this embodiment, the first cam reduction gear 41 includes: The first reduction cam 411 is sleeved on the outside of the reduction linkage shaft 34. The first reduction cam 411 and the reduction linkage shaft 34 can be fixedly connected by snap-fit ​​or plug-in. At least one set of deceleration swing seats 412 are provided on the outside of the first deceleration cam 411, and the deceleration swing seats 412 are connected by a hinge chain 413. The deceleration swing seats 412 can be arc-shaped or rectangular. Both the deceleration swing seats 412 and the hinge chain 413 are made of wear-resistant material. The two ends of the deceleration swing seats 412 can be circular or roller-shaped.

[0058] Driven linkage seat 414 is rotatably installed in the reducer housing 11, and at least one set of friction protrusions 415 are arranged in the inner circumference of the driven linkage seat 414. The friction protrusions 415 mesh with the reducer swing seat 412 for transmission. The friction protrusions 415 are fixedly installed in the driven linkage seat 414 by riveting or welding. It should be noted that the deceleration swing seats 412 are all circumferentially located on the outside of the first deceleration cam 411. The deceleration swing seats 412 and the hinge chain 413 are rotatably connected by bearings. At the same time, multiple sets of the deceleration swing seats 412 and the hinge chain 413 form a ring-shaped peristaltic chain structure. The outer wall of the ring-shaped peristaltic chain is slidably connected to the inner wall of the reducer housing 11 through guide rails or slide grooves. This allows the ring-shaped peristaltic chain to drive the friction protrusions 415 to move, which in turn causes the friction protrusions 415 to drive the driven linkage seat 414 to peristalse. This satisfies the deceleration requirement of the first deceleration cam 411 and allows the driven linkage seat 414 to drive the driven gear ring 416 and the eighth gear 417 to rotate. This allows the eighth gear 417 to drive the turbulence fan 418 to rotate by peristaltic force, which is beneficial for heat dissipation inside the deceleration pendulum 424 and avoids the problem of oil film damage accelerating the damage of the deceleration cycloidal disc 422 and the deceleration pendulum 424.

[0059] A driven gear ring 416 is fixedly connected to the driven linkage seat 414, and the driven gear ring 416 is rotatably connected to the inner wall of the reducer housing 11. At least one set of eighth gears 417 are rotatably mounted inside the reducer housing 11, and the eighth gears 417 mesh with the driven gear ring 416 for transmission. Multiple sets of turbulence deflectors 418 are fixedly mounted on one side of the eighth gears 417. The eighth gears 417 are rotatably connected to the inner wall of the reducer housing 11 through bearings, and the turbulence deflectors 418 can be rectangular plates, spiral plates or fan-shaped plates.

[0060] In this embodiment of the invention, a first cam reduction gear group 41 is provided. The first cam reduction gear group 41, through the coordinated cooperation of a first reduction cam 411, a reduction swing seat 412, a driven linkage seat 414, a friction protrusion 415, and an eighth gear 417, achieves secondary reduction of the reduction linkage shaft 34. At the same time, multiple sets of reduction swing seats 412 and the hinge chain 413 form a ring-shaped peristaltic chain structure. The outer wall of the ring-shaped peristaltic chain is slidably connected to the inner wall of the reducer housing 11 through a guide rail or a slide groove, thereby enabling the ring-shaped peristaltic chain to move forward. The strip can drive the friction protrusion 415 to move, thereby causing the friction protrusion 415 to drive the driven linkage seat 414 to creep, which satisfies the requirement of decelerating the first deceleration cam 411. At the same time, it can cause the driven linkage seat 414 to drive the driven gear ring 416 and the eighth gear 417 to rotate, thereby causing the eighth gear 417 to drive the turbulence fan 418 to rotate by creep force, which is conducive to heat dissipation inside the deceleration pendulum 424, thereby avoiding the problem of oil film damage accelerating the damage of the deceleration cycloidal disk 422 and the deceleration pendulum 424.

[0061] In a further preferred embodiment of the present invention, such as Figures 15-17 As shown, the second cam reduction gear 42 includes: The second reduction cam 421 is sleeved on the outside of the reduction linkage shaft 34; A deceleration cycloidal disk 422 is sleeved on the outside of the second deceleration cam 421. The deceleration cycloidal disk 422 is hollow inside and has a cam drive groove, and the second deceleration cam 421 is embedded in the cam drive groove. At least one set of cycloidal disc friction rollers 423 are fixedly installed on the outer wall of the deceleration cycloidal disc 422, and the cycloidal disc friction rollers 423 are evenly arranged on the outer wall of the deceleration cycloidal disc 422 in a circumferential direction. At least one set of deceleration pendulum 424, the deceleration pendulum 424 meshes with the pendulum friction roller 423 for transmission, the deceleration pendulum 424 is fixedly installed in the reducer housing 11, the deceleration pendulum 424 is hollow inside, and the turbulence fan plate 418 is rotatably arranged in the deceleration pendulum 424. At least one set of low-speed transmission seats 425 are fixedly installed inside the deceleration cycloidal disk 422 and connected to the low-speed output part 22. The low-speed transmission seats 425 are circumferentially arranged inside the deceleration cycloidal disk 422 and are used to drive the low-speed output part 22.

[0062] In this embodiment of the invention, a second cam reduction group 42 is provided. The second cam reduction group 42 can cooperate with the first cam reduction group 41 to further reduce the torque of the reduction linkage shaft 34. When the reduction pendulum 424 in the second cam reduction group 42 contacts the reduction cycloidal disk 422, it can also be driven by the eighth gear 417 to rotate the turbulence fan 418 through the creep force, which accelerates heat dissipation, significantly reducing the risk of internal thermal failure of the reducer, and avoiding problems such as decreased lubrication performance, decreased meshing accuracy, and aging of seals and materials.

[0063] When the secondary reduction unit 4 is working, the rotation of the reduction linkage shaft 34 can drive the first reduction cam 411 and the second reduction cam 421 to rotate. The rotation of the first reduction cam 411 can drive the reduction swing disk and the hinge chain 413 to swing, which in turn causes the reduction swing disk to drive the friction protrusion 415 and the driven linkage seat 414 to rotate. While reducing the speed of the reduction linkage shaft 34, it can also drive the driven gear ring 416 and the eighth gear 417 to rotate, which in turn causes the eighth gear 417 to drive the turbulence fan 418 to rotate, thereby facilitating the heat dissipation inside the reduction pendulum needle 424. The rotation of the second reduction cam 421 can drive the reduction cycloidal disk 422 to rotate. The cycloidal friction roller meshes with the reduction pendulum needle 424 to further reduce the speed of the reduction linkage shaft 34. The rotation of the reduction cycloidal disk 422 can drive the low-speed transmission rod 223 and the low-speed output shaft 222 to rotate, thereby achieving a power output that reduces speed and increases torque.

[0064] In this embodiment, the low-speed output unit 22 includes: At least one set of low-speed transmission rods 223 are provided in the low-speed transmission seat 425. The number of low-speed transmission rods 223 can be 4-8 sets, and the low-speed transmission rods 223 and the low-speed transmission seat 425 can be movably connected. A low-speed turntable 221 is fixedly connected to the low-speed transmission rod 223. The low-speed turntable 221 is fixedly connected to multiple sets of the low-speed transmission rods 223 by riveting or snap-fitting. The low-speed output shaft 222 is fixedly connected to the low-speed turntable 221, and the low-speed output shaft 222 and the low-speed turntable 221 are rotatably connected to the front sealing cover 13 respectively.

[0065] In this embodiment, the low-speed output shaft 222 and the low-speed turntable 221 are rotatably connected to the front sealing cover 13 via sealed bearings.

[0066] In summary, the present invention provides a cycloidal gear reducer. The cycloidal gear reducer provided by the present invention, through the coordinated operation of the first linkage part 31, the second linkage part 32, the reduction linkage shaft 34, and the reduction adjustment part 33 in the first-stage reduction part 3, can not only achieve multi-stage reduction with the second-stage reduction part 4, but also adjust the position of the second linkage part 32 according to the load type, thereby enabling the reducer to dynamically adapt to load changes, ensuring transmission accuracy and stability, and reducing the risk of thermal failure.

[0067] It should be noted that, for the sake of simplicity, the foregoing embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to the present invention. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0068] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit the scope of protection of the invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on these embodiments, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art can still combine, add, delete, or otherwise adjust the features of the various embodiments of the present invention according to the circumstances without conflict or creative effort, thereby obtaining different technical solutions that do not fundamentally depart from the concept of the present invention. These technical solutions also fall within the scope of protection of the present invention.

Claims

1. A cycloidal wheel speed reducer characterized by, The cycloid gear reducer comprises: A reducer body comprising a reducer shell, a rear sealing cover, a front sealing cover, a primary reduction cavity and a secondary reduction cavity arranged in the reducer shell; A reduction power mechanism comprising a high-speed input shaft, a low-speed output portion and a multi-stage reduction assembly, the multi-stage reduction assembly being connected with the high-speed input shaft and the low-speed output portion respectively, and the multi-stage reduction assembly being used for converting high-speed rotation of the high-speed input shaft into low-speed rotation and high-torque motion of the low-speed output portion; The multi-stage reduction assembly comprises a primary reduction portion and a secondary reduction portion, the primary reduction portion is arranged in the primary reduction cavity, the primary reduction portion is connected with the high-speed input shaft and the secondary reduction portion respectively, the secondary reduction portion is arranged in the secondary reduction cavity, and the secondary reduction portion is connected with the low-speed output shaft; The primary reduction portion comprises a first linkage portion, a second linkage portion, a reduction linkage shaft and a reduction adjusting portion, the first linkage portion is connected with the high-speed input shaft, the first linkage portion and the second linkage portion are cooperatively used for assisting in reducing the high-speed input shaft, the second linkage portion is connected with the secondary reduction portion through the reduction linkage shaft, and the position of the second linkage portion is adjusted through the reduction adjusting portion, the reduction adjusting portion is used for assisting the first linkage portion and the second linkage portion to adapt to load changes and reduce the risk of thermal failure.

2. The cycloidal wheel speed reducer of claim 1, wherein: The first linkage portion comprises: A first gear; A second gear, the first gear and the second gear being rotatably arranged on the outer wall of the high-speed input shaft, and the second gear being arranged on one side of the first gear; At least one set of third gears, the third gears being arranged on the outer side of the first gear and being in mesh transmission with the first gear; At least one set of fourth gears, the fourth gears being arranged on one side of the second gear and being in mesh transmission with the second gear; A work-type seat, the work-type seat being fixedly arranged on the outer wall of the high-speed input shaft, and the work-type seat having a set of the third gears and the fourth gears rotatably connected to the two ends of the work-type seat respectively, and the work-type seat having the second linkage portion fixedly connected to one side of the work-type seat.

3. The cycloidal wheel speed reducer of claim 2, wherein: The first linkage portion further comprises: An anti-vibration protection seat, the anti-vibration protection seat being fixedly arranged in the reducer shell; At least one set of anti-vibration protection rollers, the anti-vibration protection rollers being arranged in the anti-vibration protection seat and being used for reducing vibration protection of the third gears and the fourth gears.

4. The cycloidal wheel speed reducer of claim 2, wherein: The second linkage portion comprises: A fifth gear, the fifth gear being arranged in the primary reduction cavity, one side of the fifth gear being fixedly connected with the work-type seat, and the other side of the fifth gear being fixedly connected with the reduction linkage shaft; At least one set of eccentric gears, the eccentric gears being arranged on the outer side of the fifth gear and being in mesh transmission with the fifth gear, and the eccentric gears having eccentric grooves arranged therein; An eccentric groove positioning block, the eccentric groove positioning block being embedded in the eccentric groove of the eccentric gear, and one side of the eccentric groove positioning block having an auxiliary abutting portion fixedly connected thereto, the auxiliary abutting portion being connected with the reduction adjusting portion and being used for ensuring that the eccentric gear is in mesh with the fifth gear.

5. The cycloidal wheel speed reducer of claim 4, wherein: The auxiliary abutting portion comprises: An auxiliary positioning seat, the auxiliary positioning seat being slidably arranged on the outer side of the adjustable stop seat, the auxiliary positioning seat having a hollow groove arranged therein, and the side wall of the auxiliary positioning seat being detachably fixedly connected with the eccentric groove positioning block; An abutting driving member fixedly embedded in the hollow groove of the auxiliary positioning seat, one end of the abutting driving member being fixedly connected with the adjustable stop seat. A female threaded seat is fixedly installed in the adjustable stop seat; An external threaded rod is threadedly connected between the female threaded seat and the external threaded rod, and one end of the external threaded rod extends into the female threaded seat.

6. The cycloidal wheel speed reducer of claim 5, wherein: The speed reduction adjusting part comprises: An adjusting rotating drum is rotatably installed on the speed reducer shell; A sixth gear is fixedly connected to one end of the adjusting rotating drum, and the sixth gear is rotatably installed in the speed reducer shell; A linkage bidirectional gear ring is rotatably installed in the speed reducer shell, one side of the linkage bidirectional gear ring is engaged with the sixth gear, and the other side is engaged with a seventh gear; The seventh gear is arranged in the primary speed reduction cavity, and the seventh gear is fixedly connected with the external threaded rod.

7. The cycloidal wheel speed reducer of any one of claims 4-6, wherein: The secondary speed reduction part comprises: A first cam speed reduction group is arranged in the secondary speed reduction cavity, and the first cam speed reduction group is connected with the speed reduction linkage shaft; A second cam speed reduction group cooperates with the first cam speed reduction group, and the second cam speed reduction group is connected with the low-speed output part.

8. The cycloidal wheel speed reducer of claim 7, wherein: The first cam speed reduction group comprises: A first speed reduction cam is sleeved on the outside of the speed reduction linkage shaft; At least one set of speed reduction swing seats is arranged on the outside of the first speed reduction cam, and the speed reduction swing seats are connected by a hinged chain; A driven linkage seat is rotatably installed in the speed reducer shell, and at least one set of friction protrusions is circumferentially arranged in the driven linkage seat, the friction protrusions are engaged and transmitted between the speed reduction swing seats; A driven gear ring is fixedly connected to the driven linkage seat, and the driven gear ring is rotatably connected with the inner wall of the speed reducer shell; At least one set of eighth gears are rotatably installed in the speed reducer shell, and the eighth gears are engaged and transmitted between the driven gear ring, one side of the eighth gears is fixedly installed with a plurality of turbulence airfoils.

9. The cycloidal wheel speed reducer of claim 8, wherein: The second cam speed reduction group comprises: A second speed reduction cam is sleeved on the outside of the speed reduction linkage shaft; A speed reduction cycloid disc is sleeved on the outside of the second speed reduction cam; At least one set of swing disc friction rollers are fixedly installed on the outer wall of the speed reduction cycloid disc; At least one set of speed reduction swing pins are engaged and transmitted with the swing disc friction rollers, the speed reduction swing pins are fixedly installed in the speed reducer shell, the speed reduction swing pins are hollow inside, and the turbulence airfoils are rotatably arranged in the speed reduction swing pins; At least one set of low-speed transmission seats are fixedly installed in the speed reduction cycloid disc, and the low-speed transmission seats are connected with the low-speed output part.

10. The cycloidal wheel speed reducer of claim 9, wherein: The low-speed output part comprises: At least one set of low-speed transmission rods are arranged in the low-speed transmission seats; A low-speed rotating disc is fixedly connected with the low-speed transmission rods, and A low-speed output shaft is fixedly connected with the low-speed rotating disc, and the low-speed output shaft and the low-speed rotating disc are rotatably connected with the front sealing cover.

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