Hub reduction gear and electric drive mining dump truck

Abstract

The invention provides a hub reduction gear and an electric drive mining dump truck, and belongs to the technical field of dump truck transmission. According to the technical scheme, the hub reduction gear comprises a hub mechanism, a brake module and a speed reduction module, the hub mechanism comprises a hub body, the speed reduction module comprises a first speed reduction mechanism and a second speed reduction mechanism which are arranged on the two axial sides of the hub body, the brake module comprises a wet brake, and the wet brake is connected with a first output shaft in a matched mode. And the wet brake is distributed between the first speed reducing mechanism and the second speed reducing mechanism. The speed reduction module is arranged to be of a split structure, the wet brake is placed between the first speed reduction mechanism and the second speed reduction mechanism, when a vehicle is braked, the torque borne by the wet brake is greatly reduced, the problems that due to the fact that the torque is too large, a brake pad is abraded abnormally, and a sealing piece deforms and loses efficacy are solved, and the service life of the vehicle is prolonged. And the service life of the wet brake is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmissions for dump trucks, and particularly to a wheel side reducer and an electric drive mining dump truck. Background Art

[0002] During the operation of heavy vehicles such as mining dump trucks, the wheel side reducer, as a core component of the power transmission and braking system, its performance plays a decisive role in the vehicle's power transmission efficiency, driving stability and safety. Mining dump trucks often need to undertake heavy load transportation tasks in mining areas with large slopes and complex road conditions. The single carrying capacity can reach the hundred-ton level, and the driving process frequently experiences acceleration, deceleration and braking operations. Under such high-intensity working conditions, the reliability and durability of the wheel side reducer face huge challenges.

[0003] Currently, most wheel side reducers adopt a dry braking structure. The dry brake realizes braking through the dry friction between the brake pads and the brake disc. However, under the working conditions of frequent braking and heavy load driving of mining dump trucks, due to the lack of an effective heat dissipation medium in the dry brake, during continuous braking, a large amount of heat generated by the friction between the brake pads and the brake disc is difficult to dissipate quickly, resulting in a sharp increase in the temperature of the braking system. This in turn leads to a decline in braking performance. To solve the drawbacks of dry braking, some wheel side reducers adopt a wet braking structure, which takes away the heat generated during braking through the circulating flow of the brake fluid, has excellent heat dissipation performance and stable braking effect, and effectively avoids the heat fade problem of dry braking. However, in existing wheel side reducers, the reduction mechanism is usually concentrated on the same side of the wheel hub, while the wet brake is installed on the other side of the wheel hub. This layout causes the torque from the motor and the transmission system to act on the wet brake concentratedly when the vehicle brakes. As a reduction and torque increasing device, the reduction mechanism will amplify the torque output by the motor by several times or even dozens of times at the moment of braking. The huge torque acting on the wet brake will generate strong extrusion and shear stresses on components such as the friction plates, pistons, and seals inside the brake, resulting in abnormal wear of the friction plates, deformation and failure of the seals, and even cracking of the brake housing in severe cases, seriously restricting the improvement of the overall performance of the wheel side reducer. Summary of the Invention

[0004] Aiming at the problem that in the existing wheel side reduction structure with a wet brake, the wet brake is subjected to a large torque during braking, which easily leads to abnormal wear of the friction plates, deformation and failure of the seals, and restricts the overall performance of the wheel side reducer, the present invention proposes a wheel side reducer and an electric mining dump truck.

[0005] To achieve the above object, the present invention adopts the following technical solutions: The present invention provides a wheel side speed reducer, which includes a hub mechanism. The hub mechanism includes a hub body and a first output shaft. The first output shaft is movably connected to the hub body. The wheel side speed reducer further includes: A speed reduction module, which includes a first speed reduction mechanism and a second speed reduction mechanism arranged on both axial sides of the hub body. Both the first speed reduction mechanism and the second speed reduction mechanism are at least used to reduce the transmitted power. The first speed reduction mechanism includes a first input end and a first output end. The first output shaft is drivingly connected to the first input end, and the first output end is fixedly connected to the hub body. The second speed reduction mechanism includes a second input end and a second output end. The second output end is drivingly connected to the first output shaft; A power module, whose output end is drivingly connected to the second input end; A braking module, which includes a wet brake. The wet brake is cooperatively connected to the first output shaft and is distributed between the first speed reduction mechanism and the second speed reduction mechanism.

[0006] Furthermore, the first speed reduction mechanism includes a first planetary speed reduction assembly. The first planetary speed reduction assembly includes a first planetary carrier, first planetary gears and a first sun gear. The first sun gear is drivingly connected to one end of the first output shaft to form a first input end. The first planetary gears are meshed with the first sun gear. The first planetary carrier is drivingly connected to the first planetary gears. The first planetary carrier is fixedly connected to the hub body to form a first output end.

[0007] Furthermore, there are multiple first planetary gears, and the multiple first planetary gears are evenly distributed along the circumferential direction of the first sun gear.

[0008] Furthermore, the first planetary carrier includes a first housing. One end of the first housing is fixedly connected to the hub body, so that the first housing and the hub body enclose an accommodation space capable of accommodating the first planetary gears and the first sun gear. A first connecting shaft is provided on the inner wall of the first housing, and the first connecting shaft is connected to the first planetary gears.

[0009] Furthermore, the second speed reduction mechanism includes a second planetary speed reduction assembly. The second planetary speed reduction assembly includes a second planetary carrier, second planetary gears and a second sun gear. The second sun gear is drivingly connected to the output end of the power module to form a second input end. The second planetary gears are meshed with the second sun gear. The second planetary gears are drivingly connected to the second planetary carrier. The second planetary carrier is drivingly connected to the end of the first output shaft opposite to the first sun gear to form a second output end.

[0010] Furthermore, there are multiple second planetary gears, and the multiple second planetary gears are evenly distributed along the circumferential direction of the second sun gear. The second planetary carrier is provided with a second connecting shaft, and the second connecting shaft is connected to the second planetary gears.

[0011] Further, the second planetary reduction assembly includes a second housing having a second accommodation cavity. The second planetary carrier, the second planetary gears, and the second sun gear are all disposed within the second accommodation cavity. The second housing forms internal teeth extending along its circumferential direction on the side wall of the second accommodation cavity, and the second planetary gears are meshed with the internal teeth.

[0012] Further, the second planetary reduction assembly includes at least a first-stage reduction member and a second-stage reduction member. The first-stage reduction member includes a third planetary carrier, third planetary gears, and a third sun gear. The second-stage reduction member includes a fourth planetary carrier, fourth planetary gears, and a fourth sun gear. The fourth sun gear is drivingly connected to the output end of the power module to form a second input end. The fourth planetary gears are meshed with the fourth sun gear. The fourth planetary carrier is drivingly connected to the fourth planetary gears and is also drivingly connected to the third sun gear. The third planetary gears are meshed with the third sun gear. The third planetary carrier is drivingly connected to the third planetary gears, and the third planetary carrier is drivingly connected to one end of the first output shaft relative to the first sun gear to form a second output end.

[0013] Further, the power module includes a motor mechanism and a second output shaft. The motor mechanism includes an asynchronous motor, and the output end of the asynchronous motor is drivingly connected to the second output shaft.

[0014] Further, the power module includes a motor mechanism and a second output shaft. The motor mechanism includes a plurality of synchronous motors, and the output ends of the plurality of synchronous motors are drivingly connected to the second output shaft through a third reduction assembly.

[0015] Further, the third reduction assembly includes a first reduction gear and a plurality of second reduction gears. The output ends of the plurality of synchronous motors are respectively drivingly connected to the plurality of second reduction gears in a one-to-one correspondence. The plurality of second reduction gears are meshed with the first reduction gear, and the first reduction gear is drivingly connected to one end of the second output shaft.

[0016] Further, the third reduction assembly includes a shift output shaft, a shifting member, and a third output shaft. The shift output shaft is drivingly connected to the output end of the synchronous motor. Two shift gears are movably connected to the shift output shaft. The shifting member is movably connected to the shift output shaft and can rotate synchronously with the shift output shaft. The shifting member is disposed between the two shift gears and can axially move along the shift output shaft to be drivingly connected to one of the two shift gears. Two transmission gears are provided on the third output shaft, and the two transmission gears are respectively meshed with the two shift gears in a one-to-one correspondence. One end of the third output shaft is drivingly connected to one end of the second output shaft.

[0017] The present invention also provides an electric drive mining dump truck, including a wheel side reducer according to any one of the above.

[0018] It can be seen from the above technical solutions that the advantages of the present invention are: By setting the deceleration module as a split structure, which is divided into a first deceleration mechanism and a second deceleration mechanism, and placing the wet brake between the first deceleration mechanism and the second deceleration mechanism, when the vehicle brakes, the second deceleration mechanism on the front side of the wet brake can effectively share the torque, greatly reducing the torque borne by the wet brake, reducing the extrusion and shear stress on components such as friction plates, pistons, and seals inside the wet brake, avoiding problems such as abnormal wear of brake pads and deformation and failure of seals caused by excessive torque, improving the service life of the wet brake, and ensuring the stability and reliability of the braking effect. Brief Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions of the present invention, the drawings required for description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0020] Figure 1 is a schematic diagram of the transmission structure of the wheel side reducer in Embodiment 1 of the present invention; Figure 2 is Figure 1 the enlarged view of A in Figure 3 is Figure 1 the enlarged view of B in Figure 4 is a schematic diagram of the transmission structure of the wheel side reducer in Embodiment 2 of the present invention; Figure 5 is a schematic diagram of the transmission structure of the wheel side reducer in Embodiment 3 of the present invention; Figure 6 is Figure 5 the enlarged view of D in Figure 7 is a schematic diagram of the transmission structure of the wheel side reducer in Embodiment 4 of the present invention; Figure 8 is Figure 7 the enlarged view of C in

[0021] Main Reference Numeral Description: 100, Wheel hub mechanism; 110, Wheel hub body; 120, First output shaft; 200, Power module; 210, Motor mechanism; 211, Asynchronous motor; 212, Synchronous motor; 213, Third reduction assembly; 2131, First reduction gear; 2132, Second reduction gear; 2133, Shift output shaft; 2134, Shifting member; 2135, Third output shaft; 2136, Shift gear; 2137, Transmission gear; 220, Second output shaft; 300, Reduction module; 310, First reduction mechanism; 311, First planetary reduction assembly; 3111, First input end; 3112, First output end; 3113, First planet carrier; 3114, First planet gear; 3115, First sun gear; 3116, First housing; 3117, Accommodating space; 3118, First connecting shaft; 320, Second reduction mechanism; 321, Second planetary reduction assembly; 3211, Second input end; 3212, Second output end; 3213, Second planet carrier; 3214, Second planet gear; 3215, Second sun gear; 3216, Second connecting shaft; 3217, Second housing; 3218, Second accommodating cavity; 3219, Internal teeth; 330, First-stage reduction member; 331, Third planet carrier; 332, Third planet gear; 333, Third sun gear; 340, Second-stage reduction member; 341, Fourth planet carrier; 342, Fourth planet gear; 343, Fourth sun gear; 400, Braking module; 410, Wet brake. Detailed implementation manners

[0022] To make the objectives, features, and advantages of the present invention more obvious and understandable, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the specific embodiments of the present invention. Obviously, the embodiments described below are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments in this patent, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of this patent.

[0023] Embodiment 1 Please refer to Figures 1 - 3, a wheel side reducer, comprising a hub mechanism 100, the hub mechanism 100 includes a hub body 110 and a first output shaft 120, the first output shaft 120 is movably connected to the hub body 110, the wheel side reducer further includes a reduction module 300, a power module 200 and a braking module 400, the reduction module 300 includes a first reduction mechanism 310 and a second reduction mechanism 320 disposed on both axial sides of the hub body 110, both the first reduction mechanism 310 and the second reduction mechanism 320 are at least used to reduce the transmitted power, the first reduction mechanism 310 includes a first input end 3111 and a first output end 3112, the first output shaft 120 is in transmission connection with the first input end 3111, the first output end 3112 is fixedly connected to the hub body 110, the second reduction mechanism 320 includes a second input end 3211 and a second output end 3212, the second output end 3212 is in transmission connection with the first output shaft 120; the output end of the power module 200 is in transmission connection with the second input end 3211; the braking module 400 includes a wet brake 410, the wet brake 410 is cooperatively connected with the first output shaft 120, and the wet brake 410 is distributed between the first reduction mechanism 310 and the second reduction mechanism 320.

[0024] In this embodiment, as Figure 1As shown, the hub mechanism 100 includes a hub body 110 and a first output shaft 120. The first output shaft 120 is movably connected to the hub body 110. The movably connected method is an existing connection structure. Specifically, a through hole extending in the axial direction is provided in the middle of the hub body 110. The first output shaft 120 passes through the through hole. A bearing is also provided in the through hole. The first output shaft 120 cooperates with the bearing so that the first output shaft 120 can rotate flexibly relative to the hub body 110, providing basic support for power transmission and vehicle driving. The deceleration module 300 includes a first deceleration mechanism 310 and a second deceleration mechanism 320, and the two deceleration mechanisms are respectively arranged on both sides of the hub body 110 along the axial direction, wherein the first deceleration mechanism 310 is arranged on the side of the hub away from the motor mechanism 210, and the second deceleration mechanism 320 is arranged on the side close to the motor mechanism 210. The first deceleration mechanism 310 includes a first input end 3111 and a first output end 3112. The first input end 3111 is transmission-connected to one end of the first output shaft 120, and the first output end 3112 is fixedly connected to the hub body 110. The first output shaft 120 can transmit power to the first deceleration mechanism 310 through the first input end 3111, and after deceleration by the first deceleration mechanism 310, it is transmitted to the hub body 110 through the first output end 3112. Correspondingly, the second reduction mechanism 320 includes a second input end 3211 and a second output end 3212, wherein the second input end 3211 is transmission-connected to the output end of the power module 200, the second output end 3212 is transmission-connected to one end of the first output shaft 120, and the other end of the first output shaft 120 is transmission-connected to the first input end 3111. The power module 200 transmits power to the second reduction mechanism 320 through the second input end 3211, and after preliminary deceleration by the second reduction mechanism 320, the power is transmitted to the first output shaft 120 through the second output end 3212. The brake module 400 includes a wet brake 410, which is cooperatively connected to the first output shaft 120 and is arranged between the first reduction mechanism 310 and the second reduction mechanism 320 along the axial direction of the first output shaft 120. The wet brake 410 dissipates heat through the circulation of brake fluid. The wet brake 410 is an existing structure, and its specific structure includes brake pads, pistons, seals and other components. The brake pads are immersed in brake fluid. When braking is required, the piston pushes the brake pads to contact the brake disc under the action of brake fluid pressure, generating friction, thereby achieving the braking function.

[0025] When the wheel side reducer works, the power module 200 starts, and the output power is transmitted to the reduction module 300. That is, the power is transmitted to the second reduction mechanism 320 through the second input end 3211. After the first reduction work of the second reduction mechanism 320, the speed is reduced. Then the decelerated power is transmitted to the first output shaft 120 through the second output end 3212. The first output shaft 120 transmits the power to the first reduction mechanism 310 through the first input end 3111, and the first reduction mechanism 310 further performs the second reduction work on the power, reducing the speed to the required speed. Then the power at this speed is transmitted to the wheel hub body 110 through the first output end 3112, thereby driving the vehicle to travel. When the vehicle needs to brake, the wet brake 410 of the brake module 400 starts to work and brakes the first output shaft 120. Since the wet brake 410 is located between the first reduction mechanism 310 and the second reduction mechanism 320, during the braking process, the second reduction mechanism 320 located on the front side of the power transmission direction of the wet brake 410 can share a part of the torque, greatly reducing the torque borne by the wet brake 410. When the vehicle brakes, the torque from the motor mechanism 210 and the transmission system will be transmitted to the second reduction mechanism 320 through the second output shaft 220. After the speed reduction and torque increase of the second reduction mechanism 320, a part of the torque is absorbed and dispersed by the second reduction mechanism 320 itself, and the remaining torque is transmitted to the first output shaft 120, significantly reducing the torque received by the wet brake 410 during braking and effectively reducing the torque borne by the wet brake 410 during the braking process.

[0026] In the above structure, by setting the reduction module 300 as a split structure, which is divided into the first reduction mechanism 310 and the second reduction mechanism 320, the first reduction mechanism 310 and the second reduction mechanism 320 are respectively arranged on both sides of the wheel hub body 110, and the wet brake 410 is placed between the first reduction mechanism 310 and the second reduction mechanism 320. When the vehicle brakes, the second reduction mechanism 320 on the front side of the braking position of the wet brake 410 along the power transmission direction can effectively share the torque, greatly reducing the torque borne by the wet brake 410, significantly reducing the extrusion and shear stress on components such as the internal friction plates, pistons, and seals of the wet brake 410, and avoiding problems such as abnormal wear of the brake pads and deformation and failure of the seals caused by excessive torque. Thus, the service life of the wet brake 410 is significantly improved, enabling the braking system to always maintain a stable working state under the condition of frequent braking of the mining dump truck, thereby ensuring the stability and reliability of the braking effect. In the specific structure of the first reduction mechanism 310, the first reduction mechanism 310 includes a first planetary reduction assembly 311. The first planetary reduction assembly 311 includes a first planet carrier 3113, first planet gears 3114, and a first sun gear 3115. One end of the first sun gear 3115 is drivingly connected to the first output shaft 120 to form a first input end 3111. The first planet gears 3114 mesh with the first sun gear 3115. The first planet carrier 3113 is drivingly connected to the first planet gears 3114. The first planet carrier 3113 is fixedly connected to the hub body 110 to form a first output end 3112. A plurality of first planet gears 3114 are provided, and the plurality of first planet gears 3114 are evenly distributed along the circumferential direction of the first sun gear 3115.

[0027] In this embodiment, as Figure 2 shown, the first planetary reduction assembly 311 is mainly composed of a first planet carrier 3113, first planet gears 3114, and a first sun gear 3115. Among them, one end of the first sun gear 3115 is drivingly connected to the first output shaft 120 by means of key connection or spline connection to form a first input end 3111, ensuring that the first sun gear 3115 can rotate synchronously with the rotation of the first output shaft 120 and introducing power into the first planetary reduction assembly 311. Among them, the first sun gear 3115 is coaxially arranged with the first output shaft 120. In addition, a plurality of first planet gears 3114 are usually provided, generally three or four, and they are evenly distributed along the circumferential direction of the first sun gear 3115. Each first planet gear 3114 has a tooth number and tooth profile matching the first sun gear 3115, so that it can mesh with the first sun gear 3115. The first planet gears 3114 are connected and installed on the first planet carrier 3113, so that the first planet gears 3114 can drive the first planet carrier 3113 to rotate synchronously. One end of the first planet carrier 3113 is fixedly connected to the hub body 110 by means of bolt connection, welding or other suitable fixing methods to form a first output end 3112, ensuring that the first planet carrier 3113 can transmit the movement of the first planet gears 3114 to the hub body 110, thereby driving the vehicle to travel.

[0028] When the first output shaft 120 rotates, it drives the first sun gear 3115 that is in transmission connection with it to rotate together. As the driving gear, the rotation of the first sun gear 3115 drives multiple first planet gears 3114 meshing with it to rotate on their own axes. Since the first planet gears 3114 are evenly distributed circumferentially around the first sun gear 3115, while rotating on their own axes, they also revolve around the first sun gear 3115. The revolving motion of the first planet gears 3114 drives the first planet carrier 3113 to rotate together. Because the first planet carrier 3113 is fixedly connected to the hub body 110, the rotation of the first planet carrier 3113 is directly transmitted to the hub body 110, thus achieving the conversion of the high-speed rotation of the first output shaft 120 into the low-speed rotation of the hub body 110, achieving the purpose of reducing speed and increasing torque. Through the meshing with the first sun gear 3115 and its own planetary motion, the first planet gears 3114 achieve the transmission of power and the effect of reducing speed and increasing torque. The even distribution of multiple first planet gears 3114 makes the entire transmission process smoother, the force more evenly distributed, reduces the load borne by a single planet gear, and improves the reliability and service life of the planetary reduction assembly.

[0029] In the above structure, through the coordinated work of the first sun gear 3115, the first planet gears 3114 and the first planet carrier 3113, the first planetary reduction assembly 311 can achieve an efficient effect of reducing speed and increasing torque. The planetary reduction structure has a relatively high transmission ratio, which can convert the input high-speed low-torque into the output low-speed high-torque to meet the power requirements of the vehicle under different working conditions. The design of evenly distributing multiple first planet gears 3114 circumferentially around the first sun gear 3115 makes the transmission process smoother, and the load borne by a single first planet gear 3114 is relatively evenly distributed, avoiding the problems of increased wear and unstable transmission caused by excessive force on a single planet gear.

[0030] In addition, the first planet carrier 3113 includes a first housing 3116. One end of the first housing 3116 is fixedly connected to the hub body 110, so that the first housing 3116 and the hub body 110 enclose an accommodation space 3117 capable of accommodating the first planet gears 3114 and the first sun gear 3115. The inner wall of the first housing 3116 is provided with a first connecting shaft 3118, and the first connecting shaft 3118 is connected to the first planet gears 3114.

[0031] In this embodiment, as Figure 2As shown, the first planet carrier 3113 is primarily comprised of a first housing 3116. The interior of the first housing 3116 is hollow, with an opening at one end. The end of the first housing 3116 with the opening is tightly secured to the hub body 110 via bolts, welding, or other reliable fixing methods. After the first housing 3116 is securely connected to the hub body 110, a closed accommodation space 3117 is formed. This accommodation space 3117 accommodates the first planet gears 3114 and the first sun gear 3115. Multiple first connecting shafts 3118 are provided on the inner wall of the first housing 3116, each of which is connected one-to-one to the first planet gears 3114.

[0032] The first housing 3116 of the first planetary carrier 3113 is fixedly connected to the hub body 110, forming a stable integral structure. This structure effectively supports the first planetary gears 3114 and the first sun gear 3115, ensuring the stability of their relative positions and motion during operation. During vehicle operation, even when subjected to various complex external forces, the first planetary carrier 3113 ensures the normal operation of the planetary reduction assembly, thereby improving the reliability and durability of the entire wheel-side reducer. The relatively simple structural design of the first planetary carrier 3113 allows for easy disassembly and installation, reducing maintenance difficulty and costs.

[0033] In the specific structure of the second reduction mechanism 320, the second reduction mechanism 320 includes a second planetary reduction assembly 321, which includes a second planetary carrier 3213, second planetary gears 3214, and a second sun gear 3215. The second sun gear 3215 is drivingly connected to the output end of the power module 200 to form a second input end 3211. The second planetary gears 3214 are meshed with the second sun gear 3215, and the second planetary gears 3214 are drivingly connected to the second planetary carrier 3213. The second planetary carrier 3213 is drivingly connected to the end of the first output shaft 120 opposite the first sun gear 3115 to form a second output end 3212. A plurality of second planetary gears 3214 are provided, and the plurality of second planetary gears 3214 are evenly distributed along the circumference of the second sun gear 3215. The second planetary carrier 3213 is provided with a second connecting shaft 3216, which is connected to the second planetary gears 3214.

[0034] In this embodiment, if Figure 3As shown in the figure, the second planetary deceleration assembly 321 is mainly composed of a second planetary carrier 3213, second planetary gears 3214, and a second sun gear 3215. Among them, the second sun gear 3215 is drivingly connected to the power module 200, thereby forming a second input end 3211, enabling the second sun gear 3215 to rotate synchronously with the power module 200 and introducing power into the second planetary deceleration assembly 321. A plurality of second planetary gears 3214 are evenly distributed circumferentially along the second sun gear 3215, generally three or four in number. A plurality of second planetary gears 3214 are all meshed with the second sun gear 3215, and their number of teeth and tooth profiles are matched with those of the second sun gear 3215 to ensure a good meshing effect, enabling them to perform self-rotation and revolution under the drive of the second sun gear 3215. The second planetary gears 3214 are connected to the second planetary carrier 3213 through second connecting shafts 3216. One end of the second planetary carrier 3213 is drivingly connected to one end of the first output shaft 120 relative to the first sun gear 3115 through a coupling, spline, or other transmission mechanisms, thereby forming a second output end 3212. The second planetary carrier 3213 transmits the motion of the second planetary gears 3214 to the first output shaft 120.

[0035] When the second planetary deceleration assembly 321 works, power is input from the power module 200, driving the second sun gear 3215 to rotate. The second sun gear 3215 serves as the driving gear, and its rotation drives a plurality of second planetary gears 3214 meshed with it to perform self-rotation. Since the second planetary gears 3214 are evenly distributed circumferentially along the second sun gear 3215, they will also revolve around the second sun gear 3215 while rotating. The revolution of the second planetary gears 3214 drives the second planetary carrier 3213 to rotate together. The rotation of the second planetary carrier 3213 transmits the power to the first output shaft 120, thereby realizing the transmission of the power of the second output shaft 220 to the first output shaft 120 and completing the process of deceleration and torque increase.

[0036] In the above structure, the second planetary deceleration assembly 321 can achieve an efficient deceleration and torque increase effect through the coordinated work of the second sun gear 3215, the second planetary gears 3214, and the second planetary carrier 3213. The planetary deceleration structure has a high transmission ratio and can convert the input high-speed low-torque into the output low-speed high-torque to meet the power requirements of the vehicle under different working conditions. The even circumferential distribution of a plurality of second planetary gears 3214 along the second sun gear 3215 makes the transmission process more stable.

[0037] Specifically, the second planetary reduction assembly 321 includes a second housing 3217, the second housing 3217 is provided with a second accommodating chamber 3218, the second planetary carrier 3213, the second planetary gear 3214 and the second sun gear 3215 are all arranged in the second accommodating chamber 3218, and the second housing 3217 is formed on the side wall of the second accommodating chamber 3218 and is provided with internal teeth 3219 extending along its own circumference, and the second planetary gear 3214 is meshed with the internal teeth 3219.

[0038] In this embodiment, if Figure 3 As shown, the interior of the second housing 3217 is a hollow structure, which is a second accommodating chamber 3218 for accommodating the second planetary carrier 3213, the second planetary gear 3214 and the second sun gear 3215. On the side wall of the second accommodating chamber 3218, there are internal teeth 3219 extending along its own circumference, and these internal teeth 3219 are engaged with the second planetary gear 3214. The second planetary carrier 3213 is located in the second accommodating chamber 3218, and the second sun gear 3215 is located at the center of the second accommodating chamber 3218. It is connected to one end of the second output shaft 220, and multiple second planetary gears 3214 are evenly distributed around the second sun gear 3215.

[0039] As the second planetary gears 3214 orbit, they mesh with the internal teeth 3219 on the second housing 3217. This meshing relationship causes the second planetary gears 3214 to simultaneously rotate in the opposite direction of their orbital motion. This complex motion of the multiple second planetary gears 3214 acts on the second planetary carrier 3213, driving it to rotate around the axis of the second sun gear 3215.

[0040] In the above structure, the second planetary carrier 3213, the second planetary gear 3214, and the second sun gear 3215 are all disposed within the second accommodating chamber 3218 within the second housing 3217, and the internal teeth 3219 on the side wall of the second housing 3217 are engaged with the second planetary gear 3214. This compact structural design effectively saves space, can better adapt to layout requirements, and also helps to reduce the volume and weight of the entire wheel-side reducer. The enclosed second accommodating chamber 3218 formed by the second housing 3217 provides a relatively independent working environment for the second planetary carrier 3213, the second planetary gear 3214, and the second sun gear 3215 within, which is conducive to achieving good lubrication and sealing. At the same time, the enclosed structure also helps prevent the entry of external impurities, thereby improving the working stability and reliability of the component.

[0041] In the specific structure of the power module 200 , the power module 200 includes a motor mechanism 210 and a second output shaft 220 . The motor mechanism 210 includes an asynchronous motor 211 . The output end of the asynchronous motor 211 is transmission-connected to the second output shaft 220 .

[0042] In this embodiment, as Figure 1 shown, the output end of the motor mechanism 210 is drivingly connected to one end of the second output shaft 220. Among them, the electric mechanism can drive the second output shaft 220 to rotate along the axis of the second output shaft 220 to output power, and the second output shaft 220 is coaxially arranged with the first output shaft 120. The motor mechanism 210 includes an asynchronous motor 211, and the output end of the asynchronous motor 211 is drivingly connected to one end of the second output shaft 220, so as to drive the second output shaft 220 to rotate and output power from the second output shaft 220. The structure of the asynchronous motor 211 is relatively simple, the manufacturing process is relatively simple, the production cost is relatively low, which is beneficial to reducing the overall manufacturing cost of the wheel side reducer, improving the price competitiveness of the product in the market, reliable in operation, convenient to maintain, with a low failure rate and high reliability during normal operation. The asynchronous motor 211 has a wide power range, and a suitable power asynchronous motor 211 can be selected as the power source of the wheel side reducer according to the different power requirements of heavy vehicles such as mining dump trucks. Whether it is a small mining dump truck or a large ultra-heavy mining dump truck, a matching asynchronous motor 211 can be found, which makes the asynchronous motor 211 have strong versatility and adaptability in the application of the wheel side reducer.

[0043] Embodiment 2 Please refer to Figure 4 , a wheel side reducer. In this embodiment 2, other structures are the same as those in Embodiment 1. The inconsistent structures are as follows: The power module 200 includes a motor mechanism 210 and a second output shaft 220. The motor mechanism 210 includes a plurality of synchronous motors 212, and the output ends of the plurality of synchronous motors 212 are drivingly connected to the second output shaft 220 through a third reduction assembly 213. Specifically, the third reduction assembly 213 includes a first reduction gear 2131 and a plurality of second reduction gears 2132. The output ends of the plurality of synchronous motors 212 are drivingly connected to the plurality of second reduction gears 2132 in one-to-one correspondence. The plurality of second reduction gears 2132 are engaged with the first reduction gear 2131, and the first reduction gear 2131 is drivingly connected to one end of the second output shaft 220.

[0044] In this embodiment, the motor mechanism 210 includes a plurality of synchronous motors 212, which are used as a power source instead of the asynchronous motor 211. The plurality of synchronous motors 212 can be arranged in an array and installed at a specific position of the wheel-side reducer to provide a power source for the entire system. The third reduction assembly 213 includes a first reduction gear 2131 and a plurality of second reduction gears 2132. The first reduction gear 2131 is a large-diameter gear with an axial hole in its center. It is connected to one end of the second output shaft 220 by a key connection, interference fit, etc. The number of second reduction gears 2132 is consistent with the number of synchronous motors 212. The diameter of each second reduction gear 2132 is smaller than that of the first reduction gear 2131. The center of the second reduction gear 2132 is also provided with an axial hole. It is connected to the output end of the corresponding synchronous motor 212 by a transmission structure such as a coupling and a spline. The plurality of second reduction gears 2132 are evenly distributed along the circumference of the first reduction gear 2131 and mesh with the first reduction gear 2131.

[0045] In the above structure, by setting up multiple synchronous motors 212 to work together, it is possible to output greater power, higher torque and speed, and meet the demand for powerful power of heavy vehicles such as mining dump trucks under complex working conditions such as heavy loads and climbing. Through the meshing transmission of multiple second reduction gears 2132 and the first reduction gear 2131, the torque is further amplified, so that the wheel-side reducer can efficiently drive the vehicle and improve the vehicle's power performance and work efficiency. In addition, when one or part of the synchronous motors 212 fails, the other normally working synchronous motors 212 can still ensure the basic operation of the wheel-side reducer, maintain the minimum working capacity of the vehicle, avoid the vehicle from being completely paralyzed due to the failure of a single motor, improve the reliability of the wheel-side reducer and the safety of vehicle operation, and reduce the downtime and maintenance costs caused by equipment failure. According to the actual working conditions, some synchronous motors 212 can be selectively turned on or off to achieve flexible adjustment of power output. For example, when the vehicle is unloaded or lightly loaded, the number of synchronous motors 212 operating is reduced, reducing energy consumption and improving fuel economy. When the vehicle is heavily loaded or climbing a slope, all synchronous motors 212 are activated to output maximum power. This flexible power adjustment method enables the wheel-side reducer to better adapt to different operating scenarios and optimize vehicle operating performance.

[0046] Example 3 See also Figures 5 - 6, a wheel side speed reducer. In Embodiment 3, other structures are the same as those in Embodiment 2, and the different structures are as follows: The third reduction assembly 213 includes a shift output shaft 2133, a shifting member 2134, and a third output shaft 2135. The shift output shaft 2133 is drivingly connected to the output end of the synchronous motor 212. Two shift gears 2136 are movably connected to the shift output shaft 2133. The shifting member 2134 is movably connected to the shift output shaft 2133 and can rotate synchronously with the shift output shaft 2133. The shifting member 2134 is disposed between the two shift gears 2136 and can axially move along the shift output shaft 2133 to be drivingly connected to one of the two shift gears 2136. Two transmission gears 2137 are provided on the third output shaft 2135, and the two transmission gears 2137 are respectively meshed with the two shift gears 2136 one by one. One end of the third output shaft 2135 is drivingly connected to one end of the second output shaft 220.

[0047] In this embodiment, the third reduction assembly 213 is configured as a shiftable structure. The shift output shaft 2133 is a stepped cylindrical shaft, its input end drivingly connected to the output shaft of the synchronous motor 212 via a coupling or spline. Spline teeth are axially arranged in the middle section of the shaft, providing a sliding connection with the shift member 2134 and transmitting torque. The shaft also has two annular grooves, one on either side of the spline teeth, for mounting retaining rings to prevent the shift member 2134 from dislodging during axial sliding. Two shift gears 2136 are loosely mounted on the shift output shaft 2133 via bearings and are rotatable relative to the shaft. Each shift gear 2136 has 3219 internal teeth on its inner end face, whose profile matches the external teeth of the shift member 2134 to achieve power transmission. The two shift gears 2136 have different numbers of teeth to correspond to different transmission ratios, thereby meeting the vehicle's power requirements under different operating conditions. The shift member 2134 is a sleeve structure with external teeth. Its inner wall is provided with internal splines that match the spline teeth of the shift output shaft 2133. This allows the shift member 2134 to slide axially on the shift output shaft 2133 while maintaining synchronous rotation with the shaft. Both end surfaces of the shift member 2134 are provided with external teeth that respectively mesh with the internal teeth 3219 of the two shift gears 2136. Furthermore, the outer circumference of the shift member 2134 is provided with an annular groove for mounting a shift fork, which drives the shift member 2134 to achieve axial movement. The third output shaft 2135 is arranged parallel to the shift output shaft 2133, and one end of the third output shaft 2135 is connected to one end of the second output shaft 220 through a coupling or a spline. Two transmission gears 2137 are fixedly mounted on the shaft body, and the two transmission gears 2137 are respectively engaged with the two shift gears 2136. The gear ratio of the transmission gear 2137 and the shift gear 2136 determines the transmission ratio of the third reduction assembly 213. By switching different shift gears 2136 to engage with the shift member 2134, switching of different transmission ratios can be achieved.

[0048] In actual work, the power output by the synchronous motor 212 is transmitted to the shift output shaft 2133 through a coupling, causing it to rotate synchronously with the synchronous motor 212. When it is necessary to switch the transmission ratio, the shift member 2134 is driven to slide axially along the shift output shaft 2133. When the shift member 2134 meshes with the internal teeth 3219 of a shift gear 2136, the power of the shift output shaft 2133 is transmitted to the shift gear 2136 through the shift member 2134. The shift gear 2136 transmits the power to the transmission gear 2137 meshing with it, thereby driving the third output shaft 2135 to rotate. The third output shaft 2135 then transmits the power to the second output shaft 220, finally realizing the power output of the wheel side reducer. When it is necessary to switch to another transmission ratio, the shift member 2134 is driven to move in the reverse direction, causing it to disengage from the currently meshing shift gear 2136 and mesh with the internal teeth 3219 of another shift gear 2136, completing the switching of the transmission ratio.

[0049] In the above structure, by setting two shift gears 2136 with different numbers of teeth and corresponding transmission gears 2137, the third reduction assembly 213 realizes at least two different transmission ratios, and the appropriate gear can be selected according to the actual working conditions of the vehicle (such as starting, climbing, high-speed driving, etc.), improving the power adaptability and fuel economy of the vehicle. During the shifting process, through the meshing and switching between the shift member 2134 and the shift gear 2136, continuous power transmission can be achieved, avoiding the power interruption phenomenon in the traditional shifting process, making the acceleration of the vehicle smoother, and improving the driving comfort and operation safety.

[0050] Embodiment 4 Please refer to Figures 7 - 8 , a wheel side reducer. In this Embodiment 4, other structures are the same as those in Embodiment 1 or Embodiment 2 or Embodiment 3. The inconsistent structures are as follows: The second planetary reduction assembly 321 at least includes a first-stage reduction member 330 and a second-stage reduction member 340. The first-stage reduction member 330 includes a third planetary carrier 331, third planetary gears 332, and a third sun gear 333. The second-stage reduction member 340 includes a fourth planetary carrier 341, fourth planetary gears 342, and a fourth sun gear 343. The fourth sun gear 343 is in transmission connection with the second output shaft 220 to form a second input end 3211. The fourth planetary gear 342 meshes with the fourth sun gear 343. The fourth planetary carrier 341 is in transmission connection with the fourth planetary gear 342, and the fourth planetary carrier 341 is in transmission connection with the third sun gear 333. The third planetary gear 332 meshes with the third sun gear 333. The third planetary carrier 331 is in transmission connection with the third planetary gear 332. The third planetary carrier 331 is in transmission connection with one end of the first output shaft 120 relative to the first sun gear 3115 to form a second output end 3212.

[0051] In this embodiment, the second planetary reduction assembly 321 adopts a two-stage planetary reduction structure design and is composed of a first-stage reduction member 330 and a second-stage reduction member 340. Among them, the fourth sun gear 343 is fixedly connected to the second output shaft 220 by spline connection, coupling drive or other reliable means to form a second input end 3211. Usually, multiple fourth planet gears 342, such as 3 to 4, are circumferentially and evenly distributed along the fourth sun gear 343. Multiple fourth planet gears 342 are all meshed with the fourth sun gear 343 and are installed on the pins of the fourth planet carrier 341 through bearings, and can rotate around their own axes and revolve around the fourth sun gear 343. The fourth planet carrier 341 provides support and a transmission carrier for the fourth planet gears 342, and corresponding pins are provided thereon for installing the fourth planet gears 342. One end of the fourth planet carrier 341 is provided with a shaft and is rigidly connected to the third sun gear 333 by means of splines, key grooves, etc. to transmit the motion of the fourth planet gears 342 to the third sun gear 333. The third sun gear 333 receives the power transmitted by the second-stage reduction member 340. Similarly, multiple third planet gears 332 are circumferentially and evenly distributed along the third sun gear 333 and are meshed with the third sun gear 333. The third planet gears 332 are installed on the pins of the third planet carrier 331 through bearings and can rotate and revolve. One end of the third planet carrier 331 is provided with a shaft and is connected to one end of the first output shaft 120 relative to the first sun gear 3115 by means of splines, couplings, etc. to form a second output end 3212 and transmit the decelerated power to subsequent components. In addition, the entire second planetary reduction assembly 321 can be encapsulated in an independent housing to provide a lubrication and heat dissipation environment for each component. At the same time, mounting holes are reserved on the housing for fixed connection with other modules of the wheel side reducer.

[0052] When the wheel side reducer works, the power is input from the second output shaft 220 to the second planetary reduction assembly 321. Second-stage reduction process: The second output shaft 220 drives the connected fourth sun gear 343 to rotate. The fourth sun gear 343, as the driving gear, drives multiple fourth planet gears 342 meshed with it. Driven by the fourth sun gear 343, the fourth planet gears 342 rotate around their own axes on the one hand and revolve around the fourth sun gear 343 on the other hand. The revolving motions of multiple fourth planet gears 342 act on the fourth planet carrier 341 together, causing the fourth planet carrier 341 to rotate. The fourth planet carrier 341 transmits the power that has been initially decelerated and torque-increased to the third sun gear 333 to complete the second-stage reduction process.

[0053] The first-stage deceleration process: After receiving the power from the fourth planet carrier 341, the third sun gear 333 starts to rotate, and then drives the meshing third planet gear 332. Under the action of the third sun gear 333, the third planet gear 332 also performs self-rotation and revolution motions. The revolution motions of multiple third planet gears 332 drive the third planet carrier 331 to rotate, and the third planet carrier 331 is connected to the first output shaft 120. Finally, the power after two-stage deceleration and torque increase is transmitted to the first output shaft 120, realizing the conversion of the high-speed and low-torque power of the second output shaft 220 into the low-speed and high-torque power of the first output shaft 120, meeting the power requirements for vehicle driving. In the above structure, a two-stage planetary deceleration structure is adopted, which can achieve a larger transmission ratio. Through the sequential action of the two-stage deceleration components, the high-speed rotating power input by the motor can be significantly reduced in speed and increased in torque, providing a powerful driving force for heavy vehicles such as mining dump trucks, meeting the stringent requirements for high-torque output during heavy-load climbing and complex road conditions of the vehicle, significantly improving the power performance and passing ability of the vehicle. The two-stage planetary deceleration structure can flexibly change the transmission ratio by adjusting the tooth number ratio of the sun gear and the planet gear in each stage of the deceleration components to adapt to the power requirements of the vehicle under different working conditions, improving the comprehensive performance and applicability of the vehicle.

[0054] Embodiment 5 The present invention also provides an electric drive mining dump truck, including a wheel side reducer.

[0055] In the transmission system of the electric drive mining dump truck, each wheel is equipped with a set of independent wheel side reducers. For the power module 200 of the wheel side reducer, its motor mechanism 210 can be selected as an asynchronous motor 211 or a combination of multiple synchronous motors 212 as required. The deceleration module 300 includes a first deceleration mechanism 310 and a second deceleration mechanism 320, which are respectively located on both axial sides of the hub body 110. The wet brake 410 of the brake module 400 is arranged between the first deceleration mechanism 310 and the second deceleration mechanism 320 and cooperates with the first output shaft 120. This layout can effectively disperse the braking torque. The second output shaft 220 of the wheel side reducer receives the power of the power module 200, and after deceleration and torque increase by the deceleration module 300, it is transmitted to the wheel hub by the first output shaft 120 to drive the vehicle to travel. The drive shaft and the coupling ensure smooth power transmission.

[0056] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A wheel side speed reducer, comprising a hub mechanism (100), the hub mechanism (100) including a hub body (110) and a first output shaft (120), the first output shaft (120) being movably connected to the hub body (110), characterized in that, The wheel reducer also includes: A deceleration module (300), the deceleration module (300) comprising a first deceleration mechanism (310) and a second deceleration mechanism (320) arranged on both axial sides of the hub body (110), the first deceleration mechanism (310) and the second deceleration mechanism (320) both being used at least to decelerate the transmitted power, the first deceleration mechanism (310) comprising a first input end (3111) and a first output end (3112), the first output shaft (120) being transmission-connected to the first input end (3111), the first output end (3112) being fixedly connected to the hub body (110), the second deceleration mechanism (320) comprising a second input end (3211) and a second output end (3212), the second output end (3212) being transmission-connected to the first output shaft (120); A power module (200), wherein the output end of the power module (200) is in transmission connection with the second input end (3211); A braking module (400), the braking module (400) comprising a wet brake (410), the wet brake (410) being cooperatively connected to the first output shaft (120), and the wet brake (410) being distributed between the first reduction mechanism (310) and the second reduction mechanism (320).

2. The wheel side speed reducer according to claim 1, wherein The first reduction mechanism (310) includes a first planetary reduction assembly (311), the first planetary reduction assembly (311) includes a first planet carrier (3113), a first planetary gear (3114) and a first sun gear (3115), the first sun gear (3115) is drivingly connected to one end of the first output shaft (120) to form the first input end (3111), the first planetary gear (3114) is meshed with the first sun gear (3115), the first planet carrier (3113) is drivingly connected to the first planetary gear (3114), and the first planet carrier (3113) is fixedly connected to the hub body (110) to form the first output end (3112); And / or, a plurality of the first planetary gears (3114) are provided, and the plurality of the first planetary gears (3114) are evenly distributed along the circumference of the first sun gear (3115); And / or, the first planet carrier (3113) includes a first shell (3116), one end of the first shell (3116) is fixedly connected to the hub body (110), so that the first shell (3116) and the hub body (110) form an accommodating space (3117) capable of accommodating the first planetary gear (3114) and the first sun gear (3115), and a first connecting shaft (3118) is provided on the inner wall of the first shell (3116), and the first connecting shaft (3118) is connected to the first planetary gear (3114).

3. The wheel side speed reducer according to claim 2, wherein, The second reduction mechanism (320) includes a second planetary reduction assembly (321). The second planetary reduction assembly (321) includes a second planet carrier (3213), second planet gears (3214), and a second sun gear (3215). The second sun gear (3215) is drivingly connected to the output end of the power module (200) to form the second input end (3211). The second planet gears (3214) are meshed with the second sun gear (3215). The second planet gears (3214) are drivingly connected to the second planet carrier (3213). The second planet carrier (3213) is drivingly connected to one end of the first output shaft (120) relative to the first sun gear (3115) to form the second output end (3212). And / or, a plurality of the second planet gears (3214) are provided, and the plurality of second planet gears (3214) are evenly distributed along the circumferential direction of the second sun gear (3215). The second planet carrier (3213) is provided with a second connecting shaft (3216), and the second connecting shaft (3216) is connected to the second planet gears (3214).

4. The wheel side speed reducer according to claim 3, characterized in that, The second planetary reduction assembly (321) includes a second housing (3217). The second housing (3217) is provided with a second accommodation cavity (3218). The second planet carrier (3213), the second planet gears (3214), and the second sun gear (3215) are all disposed in the second accommodation cavity (3218). The second housing (3217) is formed with internal teeth (3219) extending along its circumferential direction on the side wall of the second accommodation cavity (3218), and the second planet gears (3214) are meshed with the internal teeth (3219).

5. The wheel side speed reducer according to claim 2, characterized in that, The second planetary reduction assembly (321) includes at least a first-stage reduction member (330) and a second-stage reduction member (340). The first-stage reduction member (330) includes a third planet carrier (331), third planet gears (332), and a third sun gear (333). The second-stage reduction member (340) includes a fourth planet carrier (341), fourth planet gears (342), and a fourth sun gear (343). The fourth sun gear (343) is drivingly connected to the output end of the power module (200) to form the second input end (3211). The fourth planet gears (342) are meshed with the fourth sun gear (343). The fourth planet carrier (341) is drivingly connected to the fourth planet gears (342), and the fourth planet carrier (341) is drivingly connected to the third sun gear (333). The third planet gears (332) are meshed with the third sun gear (333). The third planet carrier (331) is drivingly connected to the third planet gears (332). The third planet carrier (331) is drivingly connected to one end of the first output shaft (120) relative to the first sun gear (3115) to form the second output end (3212).

6. The wheel side speed reducer according to claim 1, wherein The power module (200) includes a motor mechanism (210) and a second output shaft (220). The motor mechanism (210) includes an asynchronous motor (211), and the output end of the asynchronous motor (211) is in transmission connection with the second output shaft (220).

7. The wheel side speed reducer according to claim 1, characterized in that The power module (200) includes a motor mechanism (210) and a second output shaft (220). The motor mechanism (210) includes a plurality of synchronous motors (212), and the output ends of the plurality of synchronous motors (212) are in transmission connection with the second output shaft (220) through a third reduction component (213).

8. The wheel side speed reducer according to claim 7, characterized in that, The third reduction component (213) includes a first reduction gear (2131) and a plurality of second reduction gears (2132). The output ends of the plurality of synchronous motors (212) are in one-to-one transmission connection with the plurality of second reduction gears (2132). The plurality of second reduction gears (2132) are meshed with the first reduction gear (2131), and the first reduction gear (2131) is in transmission connection with one end of the second output shaft (220).

9. The wheel side speed reducer according to claim 7, characterized in that, The third reduction component (213) includes a shift output shaft (2133), a shifting member (2134), and a third output shaft (2135). The shift output shaft (2133) is in transmission connection with the output end of the synchronous motor (212). Two shift gears (2136) are movably connected to the shift output shaft (2133). The shifting member (2134) is movably connected to the shift output shaft (2133), and the shifting member (2134) can rotate synchronously with the shift output shaft (2133). The shifting member (2134) is arranged between the two shift gears (2136), and the shifting member (2134) can axially move along the shift output shaft (2133) to be in transmission connection with one of the two shift gears (2136). Two transmission gears (2137) are provided on the third output shaft (2135), and the two transmission gears (2137) are respectively meshed with the two shift gears (2136) one by one. One end of the third output shaft (2135) is in transmission connection with one end of the second output shaft (220).

10. An electric drive mining dump truck, characterized in that, It includes a wheel side reducer according to any one of claims 1-9.

Images