A concept design method of wheel hub drive unit for mine dump truck

Abstract

The present application relates to a kind of mine dump truck wheel hub drive unit conceptual design method, to establish the technical system of the positive design of large tonnage mine dump truck wheel hub drive unit, including from the selection of structural form, the determination of transmission route, overall structure design and transmission system parameter optimization and component strength check and life calculation.Optimal scheme in feasible transmission route is explored according to accurate multi-working condition load spectrum, vehicle operation requirement, boundary condition of wheel hub drive, relevant component structure coupling requirement etc.;In the selected gear transmission route, according to the space arrangement of wheel hub drive, and the advantages and disadvantages of transmission form, determine to adopt transmission schematic diagram;According to the assembly condition of planetary row, adjacency condition, coincidence degree, concentricity condition and other constraint requirements, optimize the gear parameters with light mass and balanced load capacity under the premise of meeting the use strength.The complete design process of large tonnage mine dump truck wheel hub drive unit conceptual scheme is realized.

Description

Technical Field

[0001] This invention relates to a conceptual design method for a hub drive unit for mining dump trucks, belonging to the technical field of hub drive systems. Background Technology

[0002] High-torque hub drive systems are key components of large construction machinery such as mining dump trucks, and their quality directly determines the overall vehicle performance and reliability. The lack of load spectrum analysis and imperfect system integration design and optimization methods in China's high-torque hub drive systems have resulted in the country's complete reliance on imports for such systems, posing a significant bottleneck to the independent upgrading of these vehicles.

[0003] Existing technical solutions:

[0004] The invention patent "Gear Reducer Assembly, Gear Reducer, and Design Method of Gear Reducer" (patent number CN201510993906.2) discloses a gear reducer having a mechanism as an eccentric oscillating gear device. If designers create various gear reducers to meet diverse customer requirements, they need to perform design calculations for various components and create numerous drawings. This results in excessive design work. This gear reducer, primarily used in industrial robots, provides a technique to help reduce the work associated with gear reducer design.

[0005] The invention patent "A Method for Assembling a Speed ​​Reducer" (patent number CN202011581781.X) discloses a method for assembling a speed reducer. This method solves the problems encountered during speed reducer assembly, such as the relatively large size and volume of the speed reducer housing, making it difficult for traditional clamping tools to simultaneously clamp the speed reducer housing and end cap circumferentially. Furthermore, it is difficult to adjust the position of the speed reducer end cap in real time according to the relative orientation of the speed reducer housing to ensure a one-to-one correspondence between the end cap and the mounting holes on the speed reducer housing. It is also difficult to ensure synchronous rotation of the speed reducer housing and end cap to facilitate manual fixing of the mounting holes in the same direction. Finally, it is difficult to reduce the frictional force generated on the contact surface during the rotation of the speed reducer housing while supporting it.

[0006] The invention patent "A Method and Device for Selecting a Speed ​​Reducer" (patent number CN201910654213.9) discloses a method and device for selecting a speed reducer. The server determines the speed reducer selection process chosen by the user from several preset processes, receives first information input by the user according to the selected process, and determines one of the selected speed reducers or motors; it then receives second information input by the user according to the selected process, and, based on one of the already determined speed reducers or motors and the second information, determines the other matching speed reducer or motor; finally, it outputs the relevant information of the selected speed reducer and motor to the user's corresponding terminal for display. This selection method allows users to freely choose different processes to determine the required speed reducer based on the information they have, saving time and effort and improving the user experience.

[0007] Existing technologies only provide design methods, selection methods, and assembly methods for industrial robot reducers. No methods have been found for designing high-torque mining dump truck wheel hub reducers specifically for load spectra. Summary of the Invention

[0008] To overcome the shortcomings of the prior art, this invention provides a conceptual design method for a mining dump truck wheel hub drive unit, establishing a technical system for the forward design of a large-tonnage mining dump truck wheel hub drive unit, including the selection of structural form, determination of transmission route, overall structural design and optimization of transmission system parameters, and strength verification and life calculation of components.

[0009] This invention is achieved through the following technical solution: a conceptual design method for a mining dump truck wheel hub drive unit, characterized by comprising the following steps:

[0010] Step 1: Determine the boundary conditions based on vehicle speed requirements, tire specifications, and joint dimensions;

[0011] Step 2: Select the optimal transmission form based on the shaft radial dimensions, weight requirements, transmission ratio conditions, life requirements, and structural layout constraints;

[0012] Step 3: Determine a reasonable layout scheme for the main components of the hub drive unit;

[0013] Step 4: Optimize gear parameters, including module, number of teeth, tooth width, and shift coefficient, using a programmed method with the goal of minimizing weight and maximizing load-bearing capacity.

[0014] Step 5: Analyze the stress on each part based on the working conditions, establish a transmission system model, check the strength of the parts, and conduct a life analysis.

[0015] Step 1, determining the boundary conditions, includes selecting tire specifications based on vehicle requirements, axle load distribution, and spatial layout, including section width, aspect ratio, and rim diameter, wherein the front wheels are single tires and the rear wheels are dual tires.

[0016] One side of the hub drive unit is connected to the axle housing assembly via the outer side of the frame, and the motor is connected inside. The frame is relatively stationary. The other side is connected to the tire via the hub. The motor and drive unit are connected via a half-shaft to drive the hub to rotate, enabling the vehicle to drive normally. The size requirements of the hub drive unit, the connection dimensions of the motor and the selection of the motor are determined. Based on this, the output torque, speed ratio, quality requirements, transmission efficiency, and the design life and overhaul cycle of the entire reducer are determined.

[0017] Step 2, selecting the optimal transmission form, includes the following: transmission methods such as chain drive, belt drive, cam drive, gear drive, friction drive, cycloidal gear, and hydraulic drive. Among these methods, feasible transmission schemes need to be selected based on constraints. The main constraints are: axial dimension, radial dimension, weight requirements, transmission ratio, life requirements, and structural layout. Taking all factors into consideration, gear drive is selected as the optimal transmission form.

[0018] Step 3 determines a reasonable layout scheme for the main components of the hub drive unit. Since the mining truck has a heavy load, the rear axle adopts a two-tire side-by-side bearing form. According to the selected tire model, the axial distance between the two tires is divided into left, middle and right. The brake needs to be installed on the left side near the frame. The components in the middle position include the frame and the hub, so the planetary gear set can be arranged in the middle or on the right.

[0019] Step 4, for a two-stage NGW planetary transmission, involves selecting an approximate value for the transmission ratio based on a mechanical handbook, filtering the approximate range of the number of teeth on the sun gear, choosing a pressure angle of 25° for low-speed, heavy-load gear transmission (generally 20°), and preferentially selecting 3 and 4 planetary gears for the first and second stages based on a table in the mechanical handbook. The fgoalattain tool function in MATLAB is then used to optimize the basic gear parameters to meet the boundary conditions and strength requirements, with the goal of minimizing mass and maximizing load-bearing capacity.

[0020] The aforementioned method utilizes the `fgoalattain` utility function in MATLAB to develop a GUI program for optimization. This program uses a main program calling subroutines. Input boundary constraints include: transmission system structure, tool parameters, material type, and operating condition settings. Design variables include displacement coefficient, number of teeth, module, pressure angle, and tooth width. The optimization objectives are minimum weight and optimal load-bearing capacity. A two-stage optimization process is employed. The first optimization determines the number of teeth required to meet the transmission ratio, confirming the final transmission ratio. The second optimization determines the module, displacement coefficient, pressure angle, and tooth width—the basic gear parameters—that meet the overall vehicle requirements.

[0021] The fgoalattain utility function in MATLAB includes:

[0022] Main program: main

[0023] Interface program: generalface1~4, yhemptyparaminput,

[0024] Interface value transfer procedure: next, next1~4,

[0025] Constraint procedures: confun, paragear, qiangdu, qiangdu1~4,

[0026] Objective function program: objfun

[0027] Output program: dispresult1.

[0028] The constraint procedure is divided into geometric constraints and strength constraints;

[0029] Geometric constraints include: installation conditions, concentricity conditions, adjacency conditions, tooth tip thickness conditions, overlap ratio constraints, and undercut constraints;

[0030] Strength constraints include:

[0031] Contact strength: ,

[0032] Bending strength: ,

[0033] Bond strength: .

[0034] Step 5 analyzes the stress on each part based on the working conditions, establishes a transmission system model, verifies the strength of the parts, and performs a life analysis. The hub drive reducer consists of rotating parts and irregular parts. Rotating parts are created in Masta software, and finite element analysis is performed on the irregular parts and the housing. Test load spectra are added, and the safety factors of gears, splines, and bearings are obtained through analysis and calculation. In order to obtain more accurate stress analysis results, finite element analysis is performed on the planetary carrier, internal gear ring, and output gear ring.

[0035] The beneficial effects of this invention are as follows: This invention proposes a conceptual design method for the hub drive unit of a mining dump truck for testing load spectrum, including the selection of structural form, determination of transmission route, overall structural design and optimization of transmission system parameters, strength verification of components and life calculation. This method is systematic and complete, integrates multiple design methods, and is of great significance for improving the forward design capability of mining dump trucks. Attached Figure Description

[0036] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0037] Figure 1 This is a schematic diagram of the design process of the present invention;

[0038] Figure 2 This is a schematic diagram illustrating the hub installation requirements of the hub drive unit of the present invention;

[0039] Figure 3 This is a schematic diagram illustrating the installation requirements of the hub drive unit motor of the present invention;

[0040] Figure 4 This is a flowchart of the transmission system design of the present invention;

[0041] Figure 5 This is a flowchart of the gear parameter optimization program architecture design of the present invention;

[0042] Figure 6 This is a schematic diagram of the program input interface of the present invention;

[0043] Figure 7 This is the Masta model of the hub-driven reducer of the present invention;

[0044] Figure 8 This is a flowchart of the simulation analysis process of the present invention. Detailed Implementation

[0045] Figure 1 The conceptual design method for a mining dump truck wheel hub drive unit, as shown, is characterized by including the following steps:

[0046] Step 1: Determine the boundary conditions based on vehicle speed requirements, tire specifications, and joint dimensions;

[0047] Step 2: Select the optimal transmission form based on the shaft radial dimensions, weight requirements, transmission ratio conditions, life requirements, and structural layout constraints;

[0048] Step 3: Determine a reasonable layout scheme for the main components of the hub drive unit;

[0049] Step 4: Optimize gear parameters, including module, number of teeth, tooth width, and shift coefficient, using a programmed method with the goal of minimizing weight and maximizing load-bearing capacity.

[0050] Step 5: Analyze the stress on each part based on the working conditions, establish a transmission system model, check the strength of the parts, and conduct a life analysis.

[0051] Step 1, determining the boundary conditions, includes selecting tire specifications based on vehicle requirements, axle load distribution, and spatial layout, including section width, aspect ratio, and rim diameter, wherein the front wheels are single tires and the rear wheels are dual tires.

[0052] One side of the hub drive unit is connected to the axle housing assembly via the outer side of the frame, and the motor is connected inside. The frame is relatively stationary. The other side is connected to the tire via the wheel hub. The motor and drive unit are connected via a half-shaft to drive the wheel hub to rotate, enabling normal vehicle movement. The dimensions of the hub drive unit are as follows: Figure 2 and Figure 3 As shown, determine the connection dimensions and motor selection of the motor, and based on this, determine the output torque, speed ratio, quality requirements, transmission efficiency, and the design life and overhaul cycle of the entire reducer.

[0053] Step 2, selecting the optimal transmission form, includes the following: transmission methods such as chain drive, belt drive, cam drive, gear drive, friction drive, cycloidal gear, and hydraulic drive. Among these various implementation methods, feasible transmission schemes need to be selected based on constraints. The main constraints are: axial dimension, radial dimension, weight requirements, transmission ratio, life requirements, and structural layout. Taking all the above factors into consideration, gear drive is selected as the optimal transmission form.

[0054] Planetary drives are widely used due to their advantages of light weight, small size, large transmission ratio, high load capacity, and high transmission efficiency. These transmission mechanisms effectively utilize power splitting and coaxiality, as well as the rational use of internal meshing, giving them many unique advantages. A two-stage planetary gear set is used, depending on the vehicle's boundary conditions and the reducer's transmission ratio. Other types of reducers can be designed with appropriate transmission methods selected according to their needs.

[0055] Planetary gear mechanisms are mainly classified into three types: A. Sun gear input, planet carrier output; B. Sun gear input, ring gear output; C. Sun gear input, planet carrier and ring gear output. Based on the transmission ratio and spatial structure, an A+A structure can be adopted, which features small size, large transmission ratio, and ease of implementation. In the high-speed stage, the sun gear is the input, the ring gear is fixed, and the planet carrier outputs to the low-speed stage sun gear; in the low-speed stage, the sun gear is the input, the ring gear is fixed, and finally, the output is from the planet carrier.

[0056] Step 3 determines a reasonable layout scheme for the main components of the hub drive unit. Since the mining truck has a heavy load, the rear axle adopts a two-tire side-by-side bearing form. According to the selected tire model, the axial distance between the two tires is divided into left, middle and right. The brake needs to be installed on the left side near the frame. The components in the middle position include the frame and the hub, so the planetary gear set can be arranged in the middle or on the right.

[0057] Placing the planetary gear carrier in the center of the hub is mainly used in small-tonnage mining trucks. Its advantages include reduced axial dimensions; however, its disadvantages are: 1) a significant increase in radial dimensions, leading to increased costs for floating oil seals, bearings, etc.; 2) the need to utilize a frame as a planetary carrier in some cases, resulting in large deformation under stress and difficulties in frame fabrication. Therefore, this arrangement is not currently being considered.

[0058] While this arrangement scheme exists in three-stage planetary reducers, it also has the disadvantage of increasing radial dimensions and thus increasing costs. Three-stage planetary reducers occupy a large axial space. Placing part of the planetary gear set in the middle of the hub can effectively solve the axial dimension problem.

[0059] In hub drive systems, planetary gear sets are mainly arranged in the middle and left side in the axial direction because the left side is close to the frame and the brake needs to be installed. Placing the planetary gear set in the middle can reduce the axial length, but the increase in radial dimension leads to a sharp increase in the cost of components such as floating oil seals and bearings, and makes the frame more difficult to process. Therefore, the middle position is mainly used in small-tonnage vehicles. For large-tonnage mining trucks, the planetary gear set is mainly arranged on the right side.

[0060] Step 4, for a two-stage NGW planetary transmission, involves selecting an approximate transmission ratio based on a mechanical handbook, narrowing down the range of sun gear teeth, and choosing a pressure angle of 25° for low-speed, heavy-load gear transmissions (generally 20°). Referring to the mechanical handbook table, the preferred number of planetary gears for the first and second stages is 3 and 4, respectively. The transmission system design process is as follows: Figure 4 As shown, the fgoalattain utility function in MATLAB is used to optimize the basic parameters of the gear to meet the boundary conditions and strength requirements, with the goal of minimizing mass and maximizing load-bearing capacity. The gear parameter optimization program architecture is as follows. Figure 5 As shown.

[0061] The aforementioned method utilizes the `fgoalattain` utility function in MATLAB to develop a GUI program for optimization. This program uses a main program calling subroutines. Input boundary constraints include: transmission system structure, tool parameters, material type, and operating condition settings. Design variables include displacement coefficient, number of teeth, module, pressure angle, and tooth width. The optimization objectives are minimum weight and optimal load-bearing capacity. A two-stage optimization process is employed. The first optimization determines the number of teeth required to meet the transmission ratio, confirming the final transmission ratio. The second optimization determines the module, displacement coefficient, pressure angle, and tooth width, among other basic gear parameters, to meet the overall vehicle requirements.

[0062] The fgoalattain utility function in MATLAB includes:

[0063] Main program: main

[0064] Interface program: generalface1~4, yhemptyparaminput,

[0065] Interface value transfer procedure: next, next1~4,

[0066] Constraint procedures: confun, paragear, qiangdu, qiangdu1~4,

[0067] Objective function program: objfun

[0068] Output program: dispresult1.

[0069] The constraint procedure is divided into geometric constraints and strength constraints;

[0070] Geometric constraints include: installation conditions, concentricity conditions, adjacency conditions, tooth tip thickness conditions, overlap ratio constraints, and undercut constraints;

[0071] Degree constraints include:

[0072] Contact strength: ,

[0073] Bending strength: ,

[0074] Bond strength: .

[0075] The software interface is divided into four types based on the type of input parameters, such as... Figure 6 As shown, the main parameters of input interface 1 are: transmission system structure, gear machining tools, planetary gear set size space constraints, and spoke parameter settings. Input interface 2 mainly sets material properties and gear precision parameters such as: yield strength, elastic modulus, contact fatigue strength, bending fatigue strength, tooth surface roughness, and tooth root roughness. Input interface 3 sets parameters such as load spectrum, lubrication method, operating condition coefficient, minimum safety factor, and optimization target type. Input interface 4 sets design variable parameters: number of teeth on the sun gear, number of teeth on the planetary gears, number of teeth on the internal gear ring, module, pressure angle, displacement coefficient, and tooth width. By inputting transmission system structure and operation-related parameters into the first three interfaces, the reference coefficients required for checking gear geometry and strength can be obtained. By inputting the range, upper limit, lower limit, and initial value of the basic gear parameters into interface 4, the basic gear parameters with the lowest mass and optimal load-bearing capacity can be obtained under the premise of satisfying geometric calculation, strength verification, and vehicle boundary conditions.

[0076] Step 5 involves analyzing the stress on each component based on the operating conditions, establishing a transmission system model, verifying component strength, and performing a life analysis. The hub drive reducer consists of rotating and irregularly shaped components. Rotating components, irregularly shaped components, and the housing are created in Masta software and imported using finite element methods (e.g., ...). Figure 7 As shown, Figure 7 The components are: 1. Frame; 2. Hub; 3. Secondary planetary carrier; 4. Internal gear ring; 5. Primary planetary carrier. A test load spectrum was added (the test method can refer to the load spectrum analysis method and system applicable to electric drive systems of mining dump trucks. Application No.: CN2021106198919). After analysis and calculation, the safety factors of gears, splines, and bearings were obtained. In order to obtain more accurate stress analysis results, finite element analysis was performed on the planetary carrier, internal gear ring, and output gear ring.

[0077] Importing the irregularly shaped shell model into Hypermesh, and considering both computational time and accuracy, after trial calculations, a mesh size of 2mm was deemed reasonable for the main study area, while a mesh size of 5mm was deemed more appropriate for areas far from stress, contact, and constraint zones. To improve mesh quality and facilitate calculation, some less important features, such as chamfers, sharp corners, threaded decorations, and various small holes, can be simplified during modeling. Material parameters are set, and the stress conditions of the irregularly shaped part can be obtained through Masta analysis. Finite element results are significantly affected by the mesh; the accuracy of the results needs to be judged in conjunction with actual conditions, requiring extensive knowledge and experience in mechanics. If the results do not change much before and after mesh refinement, the results are considered relatively realistic. However, when refining the mesh at sharp corners that are not circular, the stress will continuously increase, resulting in inaccurate results. To obtain accurate stress results, extrapolation can be used to calculate the stress at these points. This involves refining the mesh at a certain distance from the corner to obtain accurate stress results in the vicinity, and then interpolating based on the distance of these points from the corner to extrapolate the stress at that point.

[0078] The stress changes caused by mesh refinement may lead to singularities, which are generated by sharp corners or boundary constraints (including contacts) in the structure and are an inherent limitation of finite element theory. Strictly speaking, as long as there are sharp corners in the structure, stress singularities will inevitably occur. The difference between stress concentration and singularities is that stress concentration will always converge after mesh refinement, while stress singularities will always exhibit increasingly higher stresses regardless of how fine the mesh is. Whether stress concentration and singularities need attention depends on the specific circumstances.

[0079] Finite element analysis results are influenced by many factors, and slight differences in each person's analysis process can lead to inconsistent results. The mesh size and boundary conditions used in this analysis are only applicable to this model, but the analysis process is applicable to the static strength verification of any variable speed reducer. The entire simulation analysis process is as follows: Figure 8 As shown.

Claims

1. A conceptual design method for a mining dump truck wheel hub drive unit, characterized in that, Including the following steps: Step 1: Determine the boundary conditions based on vehicle speed requirements, tire specifications, and joint dimensions; Step 2: Select the optimal transmission form based on the shaft radial dimensions, weight requirements, transmission ratio conditions, life requirements, and structural layout constraints; Step 3: Determine a reasonable layout scheme for the main components of the hub drive unit. Due to the heavy load of the mining truck, the rear axle adopts a two-tire side-by-side bearing form. According to the selected tire model, the axial distance between the two tires will be divided into left, middle and right. The brake needs to be installed on the left side near the frame. The components in the middle position include the frame and the hub, so the planetary gear set can be arranged in the middle or on the right. Step 4: Optimize gear parameters, including module, number of teeth, tooth width, and displacement coefficient, with the goal of minimizing weight and maximizing load capacity. For a two-stage NGW planetary transmission, select the approximate value of the transmission ratio based on the mechanical handbook, and screen the approximate range of the number of teeth on the sun gear. For low-speed, heavy-load gear transmission, select a pressure angle of 25°. Refer to the mechanical handbook table to preferentially select 3 and 4 planetary gears for the first and second stages, respectively. Use the fgoalattain tool function in MATLAB to optimize the basic gear parameters that meet the boundary conditions and strength requirements with the goal of minimizing weight and maximizing load capacity. Step 5: Analyze the stress on each part based on the working conditions, establish a transmission system model, check the strength of the parts, and conduct a life analysis.

2. The conceptual design method for a mining dump truck wheel hub drive unit according to claim 1, characterized in that: Step 1, determining the boundary conditions, includes selecting tire specifications based on vehicle requirements, axle load distribution, and spatial layout, including section width, aspect ratio, and rim diameter, wherein the front wheels are single tires and the rear wheels are dual tires. One side of the hub drive unit is connected to the axle housing assembly via the outer side of the frame, and the motor is connected inside. The frame is relatively stationary. The other side is connected to the tire via the hub. The motor and drive unit are connected via a half-shaft to drive the hub to rotate, enabling the vehicle to drive normally. The size requirements of the hub drive unit, the connection dimensions of the motor and the selection of the motor are determined. Based on this, the output torque, speed ratio, quality requirements, transmission efficiency, and the design life and overhaul cycle of the entire reducer are determined.

3. The conceptual design method for a mining dump truck wheel hub drive unit according to claim 1, characterized in that: Step 2, selecting the optimal transmission form, includes the following: transmission methods include chain drive, belt drive, cam drive, gear drive, friction drive, cycloidal gear, and hydraulic drive. Among these various implementation methods, feasible transmission schemes need to be selected based on constraints. The main constraints are: axial dimension, radial dimension, weight requirements, transmission ratio, life requirements, and structural layout. Taking all the above factors into consideration, gear drive is selected as the optimal transmission form.

4. The conceptual design method for a mining dump truck wheel hub drive unit according to claim 1, characterized in that: The aforementioned use of the fgoalattain tool function in MATLAB to write a GUI interface program in the optimization program, adopting the form of a main program calling a subroutine, and inputting boundary constraints including: transmission system structure, tool parameter conditions; material type, working condition settings; The design variables are input variables, including the displacement coefficient, number of teeth, module, pressure angle, and tooth width. The optimization objectives are to minimize weight and maximize load-bearing capacity. The solution is obtained through two optimization steps. In the first optimization design, the number of teeth that meets the transmission ratio requirements is obtained, and the final transmission ratio is confirmed. In the second optimization, the basic gear parameters such as module, displacement coefficient, pressure angle, and tooth width that meet the requirements of the whole vehicle are obtained.

5. The conceptual design method for a mining dump truck wheel hub drive unit according to claim 1, characterized in that: The fgoalattain utility function in MATLAB includes: Main program: main Interface program: generalface1~4, yhemptyparaminput, Interface value transfer procedure: next, next1~4, Constraint procedures: confun, paragear, qiangdu, qiangdu1~4, Objective function program: objfun Output program: dispresult1.

6. The conceptual design method for a mining dump truck wheel hub drive unit according to claim 5, characterized in that: The constraint procedure is divided into geometric constraints and strength constraints; Geometric constraints include: installation conditions, concentricity conditions, adjacency conditions, tooth tip thickness conditions, overlap ratio constraints, and undercut constraints; Strength constraints include: Contact strength: , Bending strength: , Bond strength: .

7. The conceptual design method for a mining dump truck wheel hub drive unit according to claim 1, characterized in that: Step 5 analyzes the stress on each part based on the working conditions, establishes a transmission system model, verifies the strength of the parts, and performs a life analysis. The hub drive reducer consists of rotating parts and irregular parts. Rotating parts are created in Masta software, and finite element analysis is performed on the irregular parts and the housing. Test load spectra are added, and the safety factors of gears, splines, and bearings are obtained through analysis and calculation. In order to obtain more accurate stress analysis results, finite element analysis is performed on the planetary carrier, internal gear ring, and output gear ring.

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