High-speed end parallel braking structure of driving and braking integrated liquid cooling speed reduction type hub motor

Abstract

The invention relates to a high-speed end parallel braking structure of a driving and braking integrated liquid cooling speed reduction type hub motor, which comprises a hub, a speed reducer, a hub motor with a power shaft and a braking unit arranged in parallel, the hub is connected with the speed reducer, and the hub motor is respectively connected with the speed reducer and the braking unit through the power shaft. The brake unit tightly presses the hub motor to achieve braking, and the brake unit is located at the high-speed end. The brake unit is arranged at the high-speed end of the hub motor, and the high-speed end is high in rotating speed and low in torque, so that the size of a brake component is reduced, and the compactness of the structure is improved. The power shafts of the brake motor and the hub motor are arranged in parallel, the power transmission direction does not need to be changed, power transmission is simple and reliable, the axial space is fully utilized, the axial length is not increased, and the compactness of the structure is improved.

Description

Technical Field

[0001] This invention relates to the field of braking technology, and in particular to a high-speed parallel braking structure for a drive-braking integrated liquid-cooled geared hub motor. Background Technology

[0002] In a hub motor-based driving unit, the hub motor, brake, and reducer are installed side by side, which makes it difficult to arrange the internal space of the wheel and causes poor heat dissipation when braking.

[0003] Chinese patent CN120481601A discloses an integrated drive and braking electric wheel system with multi-link braking, which integrates a wheel unit, a planetary gear reducer, a multi-link braking system, a hub motor, a wheel bracket, and an electromagnetic clutch. Combined with the multi-link transmission scheme used in the braking system, it achieves integrated drive and braking functions. Braking is achieved by the motor reversing to drive the multi-link transmission to contact the friction plates. While this patent achieves integrated drive and braking, thus reducing size, the motor switches from forward drive to reverse braking during braking, resulting in a long braking time and an inability to brake quickly.

[0004] Therefore, how to improve the compactness of the braking structure has become an urgent technical problem to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art and provide a high-speed parallel braking structure for a drive-braking integrated liquid-cooled reduction hub motor.

[0006] The objective of this invention can be achieved through the following technical solutions: According to one aspect of the present invention, a high-speed parallel braking structure for an integrated liquid-cooled geared hub motor is provided, comprising a hub, a reducer, a hub motor with a power shaft, and parallelly arranged braking units. The hub and the reducer are connected, and the hub motor is connected to the reducer and the braking unit respectively via the power shaft. The braking unit presses against the hub motor to achieve braking, and the braking unit is located at the high-speed end.

[0007] As a preferred technical solution, the braking unit includes a brake motor, a thrust bearing, and a friction disc. The friction disc and the thrust bearing are sequentially mounted on the power shaft, and the friction disc is close to the hub motor. The brake motor and the thrust bearing are connected, and the axis of the brake motor is parallel to the axis of the power shaft.

[0008] As a preferred technical solution, the braking unit further includes a ball screw and a nut. The nut is mounted on the ball screw and is movably connected to the thrust bearing. The ball screw rotates coaxially with the brake motor through a bevel gear pair.

[0009] As a preferred technical solution, there are two brake motors, which are horizontally arranged on both sides of the power shaft.

[0010] As a preferred technical solution, the hub motor further includes a water-cooled plate and a heat dissipation unit, wherein the water-cooled plate is in contact with the braking unit and the heat dissipation unit is installed in the water-cooled plate.

[0011] As a preferred technical solution, the heat dissipation unit includes multiple heat dissipation ring tubes of different diameters. The multiple heat dissipation ring tubes of different diameters are on the same plane and are all coaxial with the power shaft. The heat dissipation ring tubes are arranged radially along the power shaft in order of increasing diameter.

[0012] As a preferred technical solution, the heat dissipation unit further includes a connecting channel unit, and adjacent heat dissipation ring pipes are alternately connected through the connecting channel unit.

[0013] As a preferred technical solution, the connection channel unit includes a top connection channel and a bottom connection channel. Adjacent heat dissipation ring tubes are connected through the top connection channel or the bottom connection channel. The top connection channel and the bottom connection channel are coaxial. The top connection channel is located at the top of the adjacent heat dissipation ring tube, and the bottom connection channel is located at the bottom of the adjacent heat dissipation ring tube.

[0014] As a preferred technical solution, the heat dissipation unit further includes a water inlet and a water outlet, with the water inlet located at the bottom of the outermost heat dissipation ring tube and the water outlet located at the top or bottom of the innermost heat dissipation ring tube.

[0015] As a preferred technical solution, the reducer includes a reducer sun gear, reducer planet gears, reducer planet carrier, and reducer ring gear. The reducer sun gear is connected to the power shaft, the reducer planet gears mesh with the reducer sun gear and the reducer ring gear respectively, and the reducer planet carrier and reducer planet gears are connected and serve as power output.

[0016] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention places the braking unit at the high-speed end of the hub motor. The high-speed end has high rotational speed and low torque, thereby reducing the size of the braking components and improving the compactness of the structure.

[0017] 2. This invention sets the power shafts of the brake motor and the hub motor parallel, eliminating the need to change the power transmission direction. This makes power transmission simple and reliable, fully utilizes axial space, does not increase axial length, and improves the compactness of the structure.

[0018] 3. This invention employs two brake motors, which are horizontally arranged on both sides of the power shaft. This not only achieves balanced application of braking force during braking but also provides braking redundancy, so that if one brake motor fails, the other brake motor can still provide braking force.

[0019] 4. This invention features multiple heat dissipation rings of different diameters to absorb heat from the friction disc during braking, ensuring a good braking effect. Cooling water flows from the outermost heat dissipation ring to the innermost heat dissipation ring. The innermost heat dissipation ring is close to the drive shaft, which also generates heat when rotating. The innermost heat dissipation ring serves as the end of the water channel, facilitating the rapid outflow of high-temperature cooling water and preventing heat from flowing backward.

[0020] 5. The present invention is provided with a top connection channel and a bottom connection channel, which connect adjacent heat dissipation ring pipes alternately in sequence, so that the cooling water is in a "rising and falling" repeated circulation process, so that the cooling water is fully in contact in the heat dissipation pipe and improves the heat dissipation effect. Attached Figure Description

[0021] Figure 1 This is a cross-sectional view from the first perspective of the present invention; Figure 2 This is a cross-sectional view from a second perspective of the present invention; Figure 3 This is a schematic diagram of the heat dissipation ring pipe installation of the present invention; 101. Hub bearing; 102. Hub bearing nut; 103. Hub outer end cap; 104. Wheel bolt; 105. Wheel rim; 201. Motor housing; 202. Stator; 203. Rotor; 204. Reinforcing rib; 300. Drive shaft; 301. Rotor support; 401. Reducer gear ring; 402. Reducer planetary gear; 403. Reducer planetary carrier; 404. Reducer sun gear; 500. Friction disc; 501. Water cooling disc; 601. Steering knuckle housing; 602. Ball screw; 603. Brake motor; 604. Thrust bearing; 700. Bolt; 701. First rotary oil seal; 702. Second rotary oil seal; 703. First bearing; 704. First oil seal; 705. Second bearing; 706. Second oil seal; 81. Cooling ring pipe; 82. Top connecting channel; 83. Bottom connecting channel. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] Example 1 like Figure 1 and Figure 2As shown, a high-speed parallel braking structure for an integrated liquid-cooled geared hub motor includes a hub 100, a reducer 400, a hub motor 200 with a power shaft 300, and parallel-arranged braking units 600. The hub 100 and the reducer 400 are connected. The hub motor 200 is connected to the reducer 400 and the braking unit 600 respectively via the power shaft 300. The braking unit 600 presses against the hub motor 200 to achieve braking. The braking unit 600 is located at the high-speed end.

[0024] The braking unit 600 includes a brake motor 603, a thrust bearing 604, and a friction disc 500. The friction disc 500 and the thrust bearing 604 are sequentially mounted on the power shaft 300, and the friction disc 500 is close to the hub motor 200. The brake motor 603 and the thrust bearing 604 are connected, and the axis of the brake motor 603 is parallel to the axis of the power shaft 300.

[0025] The braking unit 600 also includes a ball screw 602 and a nut. The nut is mounted on the ball screw 602 and is movably connected to the thrust bearing 604. The ball screw 602 rotates coaxially with the brake motor 603 through a bevel gear pair.

[0026] There are two brake motors 603, which are horizontally arranged on both sides of the power shaft 304.

[0027] The hub motor 200 also includes a water-cooled plate 501 and a heat dissipation unit. The water-cooled plate 501 is in contact with the braking unit 600, and the heat dissipation unit is installed in the water-cooled plate 501.

[0028] The reducer 400 includes a reducer sun gear 404, a reducer planet gear 402, a reducer planet carrier 403, and a reducer ring gear 401. The reducer sun gear 404 is connected to the power shaft 300. The reducer planet gear 402 meshes with the reducer sun gear 404 and the reducer ring gear 401 respectively. The reducer planet carrier 403 is connected to the reducer planet gear 402 and serves as the power output.

[0029] In this embodiment, the hub 100 is a rim 105 having spokes and an outer periphery connecting the spokes. The rim 105 is adapted to mount a tire and is fixed to the hub bearing 101 by wheel bolts 104.

[0030] Hub bearing 101: One end of hub bearing 101 is connected to the spoke in hub 100, and the other end is connected to the drive shaft 300 of hub motor 100 and fixed to the planetary gear 402 of the reducer. Hub bearing 101 is fixed to drive shaft 300 by hub bearing nut 102. Hub outer end cover 103 is the outermost part of hub 100.

[0031] The hub motor 200 includes: The motor housing 201 is used to install the stator 202 and the rotor 203; the rotor bracket 301 is sleeved on the power shaft 300 and can support the rotor 203 to rotate around the power shaft 300; the stator 202 is fixed on the motor housing 201 and sleeved on the outside of the rotor 203; the rotor 203 is fixed on the rotor bracket 301.

[0032] The reducer 400 includes: The reducer sun gear 404 is located radially outside the hub bearing 101 (outer ring of hub bearing 101) and fixed to the rotor support 301; the reducer planet gear 402 meshes radially outside the reducer sun gear 404; the reducer planet carrier 403 is connected to the axle of the reducer planet gear 403 and is used to support the reducer planet gear 402, and the end face of the reducer planet carrier 403 is connected to the hub bearing 101; the reducer gear ring 401 is fixed on the motor housing 201 and meshes with the reducer planet gear 402.

[0033] The output end of the reducer 400 (reducer planetary carrier 403) is connected to the hub bearing 101. The reducer planetary gear 402 is fixedly connected to the end face of the hub bearing 101 via the reducer planetary carrier 403. The reducer gear ring 401 is connected to the motor housing 201 by bolts. The reducer sun gear 404 is part of the annular flange on the rotor support 301.

[0034] Braking unit 600 includes: A water-cooled plate 501 is a detachable part of the motor housing 201 and is fitted onto the rotor support 301. A friction plate 500 is mounted on the power shaft 300, and its radial outer side is connected to the rotor support 301 via a spline. A thrust bearing 604 is mounted on the power shaft 300 and positioned close to the friction plate 500. A ball screw 602 is a force transmission mechanism and is also equipped with a nut for transmission. A brake motor 603 is a braking mechanism, and the output shafts of the ball screw 602 and the brake motor 603 rotate coaxially. The thrust bearing 604 is located between the friction plate 500 and the ball screw 602. The thrust bearing 604 bears the bearing load generated by the ball screw 602 and supports the high-speed rotating friction plate 500.

[0035] In this embodiment, the braking unit 600 is located at the high-speed end, which has the characteristics of high speed and low torque. This reduces the radial dimension of the friction disc 604 and the required size of the braking unit 600, thereby achieving a high degree of integration of the drive and braking functions of the hub motor 200.

[0036] Two brake motors 603 are configured, with their axes at the same height and symmetrically arranged on both sides of the hub motor 3's axis. Simultaneously, the axes of the two brake motors 501 are parallel to the axis of the hub motor 3, forming a parallel braking structure. The ball screw 602 can rotate coaxially with the brake motors 603, driving the nut to push the thrust bearing 604. This results in a simple power transmission route and low power loss. The parallel arrangement eliminates the need to change the power transmission direction, ensuring simple and reliable power transmission. It also fully utilizes axial space without increasing axial length, thus improving the structural compactness.

[0037] The workflow of this invention is as follows: Under normal operating conditions, the rotor 203 of the hub motor 200 drives the power shaft 300 to rotate, which in turn drives the reducer sun gear 404 connected to the power shaft 300 to rotate. The reducer sun gear 404 then drives the reducer planet gear 402 and the reducer planet carrier 403 to rotate in sequence. The reducer planet carrier 403 serves as the reducer output shaft, driving the wheel to rotate.

[0038] In the braking working state, the output shaft of the brake motor 603 is reduced in speed and increased in torque through the gear set, and then drives the ball screw 602 to move. The ball screw 602 causes the nut to move, and the nut is connected to the thrust bearing, thereby driving the thrust bearing 604 and the friction disc 500 in sequence, so that the friction disc 500 is pressed against the motor housing 201, thereby reducing the speed of the power shaft 300.

[0039] The gear set is used to reduce the speed of the brake motor 603, thereby increasing the torque. By setting the brake unit 600 at the high-speed end, the braking torque is greater than the rotational torque of the power shaft 300 at that point, so that the friction disc 500 can contact the motor housing 201.

[0040] The rotational motion is converted into translational motion by the ball screw 602, and the high-speed rotating friction disc 500 is pressed onto the water-cooled disc 501 by the thrust bearing 604, thereby realizing the braking of the hub motor. The brake motor 603 is fixed to the steering knuckle housing 601 by bolts and is arranged parallel to the transverse axis of the hub motor, thus leaving space for the arrangement of the steering knuckle.

[0041] The brake motor 603 is connected to the housing containing the ball screw 602 by bolts, and the water cooling plate 501 (inner end cover) is fixed to the motor housing 201 by bolts.

[0042] The hub motor 200 also includes an inner end cover and an outer end cover, which are respectively installed at both ends of the motor housing 201; the outer end cover is close to the reducer 400 and the brake motor 603. The water-cooling plate 501 is part of the inner end cover of the motor housing 201, and the inner end cover is connected to both the motor housing 201 and the steering knuckle assembly; the outer end cover is connected to the stator housing 201, separating the inner space of the hub motor 200 from the reducer assembly.

[0043] Wherein: the water cooling plate 501 (inner end cover) and the outer end cover are both connected to the power shaft 300 through motor bearings. The motor bearings are all sleeved on the annular flanges at both ends of the rotor support 301. The motor bearings are the first bearing 703 and the second bearing 705. The inner rings of the first bearing 703 and the second bearing 705 are sleeved on the power shaft 300. The outer ring of the first bearing 703 abuts against the water cooling plate 501 (inner end cover), and the outer ring of the second bearing 705 abuts against the outer end cover.

[0044] The friction disc 500 is located in the inner space of the rotor support 301 of the hub motor 200 (i.e., close to the inner end cover or water cooling disc 501) and is torsionally connected to the power shaft 300 via a spline.

[0045] A first oil seal 704 is provided between the rotor support 301 and the water cooling plate 501. The first oil seal 704 is located on the side of the first bearing 703 away from the hub bearing 101. A second oil seal 706 is provided between the rotor support 301 and the outer end face of the hub motor 200. The second oil seal 706 is located on the side of the second bearing 705 away from the hub bearing 101.

[0046] A first rotary oil seal 701 and a second rotary oil seal 702 are provided between the hub bearing 101 and the motor housing 201. The first rotary oil seal 701 and the second rotary oil seal 702 are sleeved on the annular flange of the hub bearing 101.

[0047] The present invention also includes a steering knuckle assembly, which includes a steering knuckle housing 601 and a ball pin base; the steering knuckle housing 601 is fixed to the motor housing 201 by bolts, and the ball pin base is located at the top and bottom of the steering knuckle housing 601 respectively.

[0048] like Figure 3 As shown, the heat dissipation unit includes multiple heat dissipation ring tubes 81 of different diameters. The multiple heat dissipation ring tubes 81 of different diameters are on the same plane and are all coaxial with the power shaft 300. The heat dissipation ring tubes 81 are arranged radially along the power shaft 300 with the diameter of the heat dissipation ring tubes 81 increasing from small to large.

[0049] The heat dissipation unit also includes a connecting channel unit, and adjacent heat dissipation ring pipes 81 are alternately connected through the connecting channel unit.

[0050] The connection channel unit includes a top connection channel 82 and a bottom connection channel 83, and adjacent heat dissipation ring pipes 81 are connected through the top connection channel 82 or the bottom connection channel 83.

[0051] The top connecting channel 82 and the bottom connecting channel 83 are coaxial. The top connecting channel 82 is located at the top of the adjacent heat dissipation ring tube 81, and the bottom connecting channel 83 is located at the bottom of the adjacent heat dissipation ring tube 81.

[0052] The heat dissipation unit also includes a water inlet and a water outlet. The water inlet is located at the bottom of the outermost heat dissipation ring tube 81, and the water outlet is located at the top or bottom of the innermost heat dissipation ring tube 81.

[0053] In this embodiment, the friction disc 500 and the motor housing 201 are in surface contact. The high-speed rotating friction disc 500 and the motor housing 201 will generate a heating surface, which needs to be dissipated in time, otherwise it will affect the braking effect and thus affect driving safety.

[0054] For the heat-generating surface, multiple heat dissipation ring pipes 81 of different diameters are arranged coaxially around the power shaft 300, with the diameter increasing from small to large and from the inside out. Adjacent heat dissipation ring pipes 81 are spaced at the same distance. A top connecting channel 82 and a bottom connecting channel 83 are provided to alternately connect the heat dissipation ring pipes 81. Correspondingly, cooling water flows through the heat dissipation ring pipes 81 to remove heat. Inlet and outlet water ports are provided, and an external water pump is installed on each port, connected to the inlet and outlet water ports respectively, for the flow of cooling water. Because the drive shaft 300 generates heat during normal operation, and the heat distribution on the water-cooled plate 501 gradually decreases from the center outwards, with the highest temperature in the heat dissipation ring pipe 81 closest to the drive shaft 300; therefore, to balance heat dissipation and braking performance, the outlet is located on the innermost heat dissipation ring pipe 81, and the inlet is located on the outermost heat dissipation ring pipe 81. The cooling water temperature at the inlet is lower, and the temperature at the outlet is higher. The cooling water flows from low temperature to high temperature, facilitating the flow of high-temperature cooling water and ensuring that the friction plate 500 maintains a suitable braking temperature. If the inlet and outlet are reversed, the normally rotating drive shaft 300 will heat the cooling water at the inlet, causing the high-temperature water to flow to the low-temperature water, which will cause the overall temperature of the friction plate 500 to rise steadily, thus affecting the braking performance.

[0055] Two types of connecting channels are designed: adjacent heat dissipation ring tubes 81 are connected by a top connecting channel 82 or a bottom connecting channel 83. The top connecting channel 82 is located at the top of the adjacent heat dissipation ring tube 81, and the bottom connecting channel 83 is located at the bottom of the adjacent heat dissipation ring tube 81. The top connecting channel 82 and the bottom connecting channel 83 are coaxial and perpendicular to the ground.

[0056] For example, three cooling ring pipes 81 are set up. The innermost cooling ring pipe 81 is designated as the first cooling ring pipe, the middle cooling ring pipe 81 as the second cooling ring pipe, and the outermost cooling ring pipe 81 as the third cooling ring pipe. The water inlet is set on the third cooling ring pipe, and the water outlet is set on the first cooling ring pipe. The water inlet is always set at the bottom of the cooling ring pipe 81, so that the cooling water can fill the third cooling ring pipe from bottom to top. Then, the top of the third cooling ring pipe and the second ring pipe (the highest point) are connected by a top connecting channel 82, and the cooling water fills the second cooling ring pipe from top to bottom. Finally, the bottom of the second cooling ring pipe and the first cooling ring pipe (the lowest point) are connected by a bottom connecting channel 83, at which point the cooling water fills the first cooling ring pipe from bottom to top and finally flows out from the water outlet. If the innermost heat dissipation ring tube 81 has a top connection channel 83, then the water outlet is set at the bottom of the heat dissipation ring tube 81; if the innermost heat dissipation ring tube 81 has a bottom connection channel 83, then the water outlet is set at the top of the heat dissipation ring tube 81.

[0057] The meandering cooling ring pipe 81 allows cooling water to flow fully across the friction disc 500, increasing the heat dissipation area and moving the cooling water from low to high temperatures. This creates a continuous "rising and falling" circulation process for the cooling water, ensuring full contact within the cooling pipes and improving heat dissipation efficiency.

[0058] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A parallel braking structure at the high-speed end of a drive-braking integrated liquid-cooled geared hub motor, characterized in that, The device includes a hub (100), a reducer (400), a hub motor (200) with a power shaft (300), and a parallel-arranged braking unit (600). The hub (100) and the reducer (400) are connected. The hub motor (200) is connected to the reducer (400) and the braking unit (600) respectively via the power shaft (300). The braking unit (600) presses against the hub motor (200) to achieve braking. The braking unit (600) is located at the high-speed end.

2. The high-speed parallel braking structure of the integrated liquid-cooled reduction hub motor according to claim 1, characterized in that, The braking unit (600) includes a brake motor (603), a thrust bearing (604), and a friction disc (500). The friction disc (500) and the thrust bearing (604) are sequentially mounted on the power shaft (300), and the friction disc (500) is close to the hub motor (200). The brake motor (603) and the thrust bearing (604) are connected, and the axis of the brake motor (603) is parallel to the axis of the power shaft (300).

3. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 2, characterized in that, The braking unit (600) also includes a ball screw (602) and a nut. The nut is mounted on the ball screw (602) and is movably connected to the thrust bearing (604). The ball screw (602) rotates coaxially with the brake motor (603) through a bevel gear pair.

4. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 2, characterized in that, There are two brake motors (603), which are horizontally arranged on both sides of the power shaft (304).

5. The high-speed parallel braking structure of the integrated liquid-cooled geared hub motor according to claim 1, characterized in that, The hub motor (200) also includes a water-cooled plate (501) and a heat dissipation unit. The water-cooled plate (501) is in contact with the braking unit (600), and the heat dissipation unit is installed in the water-cooled plate (501).

6. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 5, characterized in that, The heat dissipation unit includes multiple heat dissipation ring tubes (81) of different diameters. The multiple heat dissipation ring tubes (81) of different diameters are on the same plane and are all coaxial with the power shaft (300). The heat dissipation ring tubes (81) are arranged radially along the power shaft (300) in order of increasing diameter.

7. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 6, characterized in that, The heat dissipation unit also includes a connecting channel unit, and adjacent heat dissipation rings (81) are alternately connected through the connecting channel unit.

8. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 7, characterized in that, The connection channel unit includes a top connection channel (82) and a bottom connection channel (83). Adjacent heat dissipation ring tubes (81) are connected through the top connection channel (82) or the bottom connection channel (83). The top connection channel (82) and the bottom connection channel (83) are coaxial. The top connection channel (82) is located at the top of the adjacent heat dissipation ring tube (81), and the bottom connection channel (83) is located at the bottom of the adjacent heat dissipation ring tube (81).

9. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 6, characterized in that, The heat dissipation unit also includes an inlet and an outlet. The inlet is located at the bottom of the outermost heat dissipation ring tube (81), and the outlet is located at the top or bottom of the innermost heat dissipation ring tube (81).

10. The high-speed parallel braking structure of an integrated liquid-cooled geared hub motor according to claim 1, characterized in that, The reducer (400) includes a reducer sun gear (404), a reducer planet gear (402), a reducer planet carrier (403), and a reducer ring gear (401). The reducer sun gear (404) is connected to the power shaft (300). The reducer planet gear (402) meshes with the reducer sun gear (404) and the reducer ring gear (401) respectively. The reducer planet carrier (403) is connected to the reducer planet gear (402) and serves as the power output.

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