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

Abstract

The invention relates to a high-speed orthogonal braking structure of a driving and braking integrated liquid cooling speed reduction type hub motor, which comprises a hub, a flange, a speed reducer, a hub motor with a power shaft and an orthogonal braking unit, and is characterized in that the hub is connected with the speed reducer through the flange, 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 orthogonally arranged, the power transmission direction of the brake motor is changed, the radial space is fully utilized, and the situation that the size of the brake unit is increased due to the fact that the axial length is increased is avoided.

Description

Technical Field

[0001] This invention relates to the field of braking technology, and in particular to a high-speed orthogonal 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 orthogonal 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 orthogonal braking structure for an integrated liquid-cooled geared hub motor is provided, comprising a hub, a flange, a reducer, a hub motor with a drive shaft, and orthogonally arranged braking units. The hub is connected to the reducer via the flange, and the hub motor is connected to the reducer and the braking unit via the drive 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 transition shaft, a brake motor, a thrust bearing, and a friction disc. The friction disc is mounted on the power shaft and close to the hub motor. The power shaft and the transition shaft are coaxially connected via the thrust bearing. The brake motor is connected to the thrust bearing, and the axis of the brake motor is orthogonal to the axis of the power shaft.

[0008] As a preferred technical solution, the braking unit further includes a ball screw, a nut, and a bevel gear pair. The nut is mounted on the ball screw and is movably connected to the thrust bearing. The ball screw is connected to the brake motor through the 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 an inner end cover and a heat dissipation unit, the inner end cover being in contact with the braking unit, and the heat dissipation unit being installed in the inner end cover.

[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. The present invention sets the power shafts of the brake motor and the hub motor orthogonally, thereby changing the power transmission direction of the brake motor, making full use of the radial space, and avoiding the increase in the volume of the brake unit by extending the axial length.

[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 is equipped with heat dissipation rings of various diameters to absorb the heat of 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, which facilitates the rapid removal of heat and avoids reverse heat flow.

[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; 1-Hub; 2-Flange; 3-Hub motor; 301-Hub motor housing; 302-Hub motor stator; 303-Hub motor rotor; 304-Hub motor drive shaft; 4-Planetary gear reducer; 401-Reducer sun gear; 402-Reducer planetary gears; 403-Reducer planetary carrier; 404-Reducer gear ring; 5-Brake unit; 501-Brake motor; 502-Thrust bearing; 503-Friction disc; 504-Ball screw; 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 Figures 1-3As shown, a high-speed orthogonal braking structure for an integrated liquid-cooled geared hub motor is characterized by comprising a hub 1, a flange 2, a reducer 4, a hub motor 3 with a power shaft 304, and an orthogonally arranged braking unit 5. The hub 1 is connected to the reducer 4 via the flange 2, and the hub motor 3 is connected to the reducer 4 and the braking unit 5 via the power shaft 304. The braking unit 5 presses against the hub motor 3 to achieve braking, and the braking unit 5 is located at the high-speed end.

[0024] The braking unit 5 includes a transition shaft, a brake motor 501, a thrust bearing 502, and a friction disc 503. The friction disc 503 is mounted on the power shaft 304 and close to the hub motor 3. The power shaft 304 and the transition shaft are coaxially connected through the thrust bearing 502. The brake motor 501 is connected to the thrust bearing 502. The axis of the brake motor 501 is orthogonal to the axis of the power shaft 304.

[0025] The braking unit 5 also includes a ball screw 504, a nut and a bevel gear pair. The nut is mounted on the ball screw 504 and is movably connected to the thrust bearing 502. The ball screw 504 is connected to the brake motor 501 through the bevel gear pair.

[0026] There are two brake motors 501, which are horizontally arranged on both sides of the power shaft 304.

[0027] The hub motor 3 also includes an inner end cover and a heat dissipation unit. The inner end cover is in contact with the braking unit 5, and the heat dissipation unit is installed in the inner end cover.

[0028] The reducer 4 includes a reducer sun gear 401, a reducer planet gear 402, a reducer planet carrier 403, and a reducer ring gear 404. The reducer sun gear 401 is connected to the power shaft 304. The reducer planet gear 402 meshes with the reducer sun gear 401 and the reducer ring gear 404 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 1 is a rim with spokes and an outer periphery connecting the spokes, and the rim is used to mount the tire; the flange 2 is connected to the output end of the reducer via a spline, and the flange 2 is connected to the hub 1 via bolts.

[0030] The hub motor 3 includes: The motor housing 301 has an inner end cover on the side of the vehicle body; the stator 302 is fixed on the motor housing 301 and sleeved on the outside of the rotor 303; the rotor 303 is fixed on the rotor support and together with the rotor support drives the power shaft 304 to rotate; the power shaft 304 is connected to the reducer sun gear 401 and the friction disc 503 on both sides respectively.

[0031] The hub motor 3 also includes an inner end cover and an outer end cover. The inner end cover is connected to the side of the motor housing 301 near the vehicle body. The inner end cover is provided with a water cooling plate, which can provide cooling for the hub motor 3 and the friction disc 503. The outer ring of the inner end cover is connected to the steering knuckle assembly 6. The outer end cover is connected to the side of the motor housing 301 near the wheel rim.

[0032] There are two motor bearings. The inner ring of one motor bearing abuts against the power shaft 304, and its outer ring abuts against the outer end cover. The other motor bearing is a hub bearing, with its inner ring abutting against the power shaft 304 and its outer ring abutting against the inner end cover.

[0033] Reducer 4 is a single-stage planetary gear reducer, including: The reducer includes a sun gear 401, which is mounted on the drive shaft 304; a planetary gear 402, which meshes with the sun gear 401 radially outward; a planetary carrier 403, which is connected to the reducer end cover on one side via a bearing, and serves as the output end, connected to the wheel via a flange 2; and a gear ring 404, which is fixed to the reducer housing and meshes with the planetary gear 402.

[0034] The output shaft of hub 1 is a reducer planetary carrier 403. The reducer planetary carrier 403 is connected to hub 1 through flange 2. The reducer planetary gear 402 is mounted on the reducer planetary carrier 403.

[0035] The reducer 4 is mounted on the power shaft 304 of the hub motor 3 and is located at the end of the hub motor 3 near the rim. The input end of the reducer 4 (reducer sun gear 401) is connected to the power shaft 304 of the hub motor 3, and the output end of the reducer 4 (reducer planetary carrier 403) is connected to the flange 2 and the hub 1.

[0036] The end cover of the reducer 4 is connected to the hub motor housing 301 by bolts. The end cover of the reducer 4 and the motor housing 301 are provided with a lubricating oil inlet and an outlet.

[0037] Braking unit 5 includes: Brake motor 501 is bolted to the housing of hub motor 3 near the vehicle body; thrust bearing 502 is used to connect the power shaft 304 and the transition shaft, and the thrust bearing 502 transmits power to the nut; friction disc 503 is connected to the power shaft 304 on the vehicle body side outside the motor housing 301 via a spline.

[0038] Steering knuckle assembly 6, which includes upper and lower ball joints for connecting the suspension and is connected to the motor housing.

[0039] The ball screw 504 is the force transmission mechanism and is also equipped with a nut for transmission; the brake motor 501 is the braking mechanism, and the output shafts of the ball screw 504 and the brake motor 501 rotate coaxially. The thrust bearing 502 is located between the friction disc 503 and the ball screw 504. The thrust bearing 502 bears the bearing load generated by the ball screw 504 and supports the high-speed rotating friction disc 503.

[0040] In this embodiment, the braking unit 5 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 503 and the required size of the braking unit 5, thereby achieving a high degree of integration of the drive and braking functions of the hub motor 3.

[0041] Two brake motors 501 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 orthogonal to the axis of the hub motor 3, forming an orthogonal braking structure. The direction of power transmission from the brake motors 501 is changed via a bevel gear pair. This orthogonal arrangement alters the power transmission direction of the brake motors 501, fully utilizing radial space and avoiding the need to extend the axial length, thus increasing the brake unit's volume.

[0042] The workflow of this invention is as follows: Under normal operating conditions, the rotor 302 of the hub motor 3 drives the power shaft 304 to rotate, which in turn drives the reducer sun gear 401 connected to the power shaft 304 to rotate. The reducer sun gear 401 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.

[0043] In the braking operation state, the output shaft of the brake motor 501 is reduced in speed and increased in torque through the gear set, and then drives the ball screw 504 to move. The ball screw 504 causes the nut to move, and the nut is connected to the thrust bearing 502, thereby driving the thrust bearing 502 and the friction disc 503 in sequence, so that the friction disc 503 is pressed against the motor housing 301, thereby reducing the speed of the power shaft 304.

[0044] The gear set is used to reduce the speed of the brake motor 501, thereby increasing the torque. By setting the brake unit 5 at the high-speed end, the braking torque is greater than the rotational torque of the power shaft 304 at that point, so that the friction disc 503 can contact the motor housing 301.

[0045] The rotational motion is converted into translational motion by the ball screw 504, and the high-speed rotating friction disc 503 is pressed onto the water-cooled disc by the thrust bearing 502, thereby realizing the braking of the hub motor 3. The brake motor 501 is fixed to the brake assembly housing by bolts and is arranged parallel to the transverse axis of the hub motor, thus leaving space for the arrangement of the steering knuckle.

[0046] The brake motor 501 is connected to the housing containing the ball screw 504 by bolts, and the water cooling plate (inner end cover) is fixed to the motor housing 301 by bolts.

[0047] A first oil seal is provided between the outer end cover of the hub motor 3 and the drive shaft 304. The first oil seal is located on the side of the motor bearing and close to the wheel rim. A second oil seal is provided between the inner end cover of the hub motor 3 and the drive shaft 3. The second oil seal is located on the side of the motor hub bearing close to the wheel rim. A third oil seal is provided between the planetary carrier 403 of the reducer and the reducer housing. The third oil seal is sleeved on the bearing of the reducer 4 on the side close to the wheel hub.

[0048] The torque output by the brake motor 501 is reduced and increased through a gear set. The bevel gear pair includes a driving bevel gear and a driven bevel gear. The driving bevel gear is connected to the output shaft of the brake motor 501, and the driven bevel gear is connected to the ball screw 504.

[0049] It also includes a brake assembly housing, a brake motor 501 fixed on the brake assembly housing, a shaft (transition shaft) containing a thrust bearing 502 fixed on the brake assembly housing, the thrust bearing 502 bearing the bearing load generated by the ball screw 504, and the brake assembly housing connected to the hub motor housing 301 by bolts.

[0050] 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 304. The heat dissipation ring tubes 81 are arranged radially along the power shaft 304 with the diameter of the heat dissipation ring tubes 81 increasing from small to large.

[0051] like Figure 3 As shown, 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.

[0052] 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.

[0053] 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.

[0054] In this embodiment, the heat dissipation unit is installed in the water-cooling plate, which is installed in the inner end cover. When the friction disc 503 contacts the motor housing 301, it is a surface contact. The high-speed rotating friction disc 503 and the motor housing 301 will generate a heat-generating surface, which needs to be dissipated in time, otherwise it will affect the braking effect and thus affect driving safety.

[0055] For the heat-generating surface, multiple heat dissipation ring pipes 81 of different diameters are arranged coaxially around the power shaft 304, 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 inlets are provided, and an external water pump is installed on each, connected to the inlet and outlet water inlet respectively, for the flow of cooling water. Because the drive shaft 304 generates heat during normal operation, and the heat distribution on the water-cooled plate gradually decreases from the center outwards, with the highest temperature in the heat dissipation ring pipe 81 closest to the drive shaft 304; 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 disc 503 maintains a suitable braking temperature. If the inlet and outlet are reversed, the normally rotating drive shaft 304 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 disc 503 to rise steadily, thus affecting the braking performance.

[0056] 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.

[0057] 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 located 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 is connected by a top connecting channel, 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 is connected by a bottom connecting channel, 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 82, then the water outlet is located 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 located at the top of the heat dissipation ring tube 81.

[0058] The meandering cooling ring pipe 81 allows cooling water to flow fully across the friction disc 503, 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.

[0059] 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 high-speed end orthogonal braking structure for an integrated liquid-cooled geared hub motor, characterized in that, The device includes a hub (1), a flange (2), a reducer (4), a hub motor (3) with a power shaft (304), and an orthogonally arranged braking unit (5). The hub (1) is connected to the reducer (4) through the flange (2). The hub motor (3) is connected to the reducer (4) and the braking unit (5) through the power shaft (304). The braking unit (5) presses against the hub motor (3) to achieve braking. The braking unit (5) is located at the high-speed end.

2. The high-speed end orthogonal braking structure of an integrated liquid-cooled geared hub motor according to claim 1, characterized in that, The braking unit (5) includes a transition shaft, a brake motor (501), a thrust bearing (502), and a friction disc (503). The friction disc (503) is mounted on the power shaft (304) and close to the hub motor (3). The power shaft (304) and the transition shaft are coaxially connected by the thrust bearing (502). The brake motor (501) is connected to the thrust bearing (502). The axis of the brake motor (501) is orthogonal to the axis of the power shaft (304).

3. The high-speed end orthogonal braking structure of an integrated liquid-cooled geared hub motor according to claim 2, characterized in that, The braking unit (5) also includes a ball screw (504), a nut and a bevel gear pair. The nut is mounted on the ball screw (504) and is movably connected to the thrust bearing (502). The ball screw (504) is connected to the brake motor (501) through the bevel gear pair.

4. The high-speed end orthogonal braking structure of an integrated liquid-cooled geared hub motor according to claim 2, characterized in that, There are two brake motors (501), which are horizontally arranged on both sides of the power shaft (304).

5. The high-speed end orthogonal braking structure of an integrated liquid-cooled geared hub motor according to claim 1, characterized in that, The hub motor (3) also includes an inner end cover and a heat dissipation unit. The inner end cover is in contact with the braking unit (5), and the heat dissipation unit is installed in the inner end cover.

6. The high-speed end orthogonal 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 (304). The heat dissipation ring tubes (81) are arranged radially along the power shaft (304) in order of increasing diameter.

7. The high-speed end orthogonal 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 end orthogonal 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 end orthogonal 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 end orthogonal braking structure of an integrated liquid-cooled geared hub motor according to claim 1, characterized in that, The reducer (4) includes a reducer sun gear (401), a reducer planet gear (402), a reducer planet carrier (403), and a reducer ring gear (404). The reducer sun gear (401) is connected to the power shaft (304). The reducer planet gear (402) meshes with the reducer sun gear (401) and the reducer ring gear (404) respectively. The reducer planet carrier (403) is connected to the reducer planet gear (402) and serves as the power output.

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