Multi-power input planetary reducer

Abstract

The utility model relates to the technical field of speed reducers, in particular to a multi-power input planetary speed reducer. A multi-power input planetary reducer comprises a gear box, a base, a driving mechanism, a transfer mechanism, a braking mechanism, a reducing mechanism, an output cylinder and a gear ring. A gear box is arranged on one side of the base, and a transfer mechanism and a driving mechanism are sequentially arranged on the other side of the gear box; the driving mechanism comprises a plurality of power heads, the transfer mechanism comprises a plurality of clutches and an output gear shaft, a brake mechanism is arranged in the base, an output cylinder is arranged on the other side of the base, and a speed reducing mechanism is arranged in the output cylinder. According to the multi-power-input planetary reducer, the multiple motors are connected in parallel, power is flexibly distributed, through cooperative work of the multiple motors, the redundant motors can be turned off when the system is loaded partially, and the energy efficiency is improved.

Description

Technical Field

[0001] This application relates to the technical field of speed reducers, and more particularly to multi-power-input planetary speed reducers. Background Technology

[0002] In related technologies, in heavy machinery or high-precision equipment, a single motor or dual motors may not be able to meet the requirements for high power, high torque, or redundancy. For example, the upper limit of the power and torque output of a single motor or dual motor is often insufficient to meet the requirements of extreme load impact conditions in heavy machinery, ultra-precision motion control conditions in high-precision equipment, and high-risk environmental tolerance conditions. The inability to achieve coordinated operation of multiple motors results in significant energy waste and inefficiency. Therefore, existing single-motor or dual-motor planetary gearboxes in related technologies have a significant drawback in failing to meet the requirements for high power, high torque, or redundancy. Utility Model Content

[0003] To avoid the aforementioned drawbacks, a multi-power-input planetary gearbox is now provided.

[0004] A multi-power-input planetary reducer, comprising a gearbox, base, drive mechanism, transfer mechanism, braking mechanism, reduction mechanism, and output cylinder;

[0005] A gearbox is provided on one side of the base, and a transfer mechanism and a drive mechanism are sequentially provided on the other side of the gearbox;

[0006] The drive mechanism includes multiple power heads, and the transfer mechanism includes multiple clutches and an output gear shaft;

[0007] A single power head is fixedly mounted on a mounting flange seat via a single motor flange.

[0008] Each power head is connected to a corresponding clutch to control the opening or closing of the power head;

[0009] Each power head is equipped with an input gear shaft, and a single input gear shaft is connected to a single first bearing housing. Multiple first bearing housings are fixedly mounted on the mounting flange seat.

[0010] Each input gear meshes with the output gear on the output gear shaft, driving the output gear to rotate. The output gear shaft is fixedly mounted on the mounting flange seat via a cover plate.

[0011] A braking mechanism is provided inside the base, and an output cylinder is provided on the other side of the base, with a deceleration mechanism provided inside the output cylinder.

[0012] Furthermore, each input gear shaft has a first end face gear and a second end face gear on its two end faces respectively. The first end face gear and the second end face gear have different sizes. The left side of the input gear has a third end face gear that meshes with the first end face gear, and the right side of the input gear has a fourth end face gear that meshes with the second end face gear. The third end face gear and the fourth end face gear drive the gear shaft to rotate, which in turn drives the output gear to rotate.

[0013] Furthermore, the power head is configured to have three.

[0014] Furthermore, the braking mechanism includes: a baffle, a spring piston, a static friction plate, a dynamic friction plate, and a first spline sleeve.

[0015] Furthermore, the piston and the base are slidably connected, a baffle is provided on the left side of the piston to limit the piston's movement distance, a spring is provided between the piston and the baffle to drive the piston to move, the right side of the piston and the base form a cavity, the cavity is connected to an external oil pump through a first oil inlet, and multiple dynamic friction plates are provided on the right end of the piston, the first spline sleeve and multiple static friction plates are fixedly connected.

[0016] Furthermore, when no oil enters through the first oil inlet, the piston moves to the right under the action of the spring, the static friction plate and the dynamic friction plate are tightly fitted together, the dynamic friction plate cannot rotate, and the first spline sleeve that mates with the dynamic friction plate also cannot rotate.

[0017] Furthermore, when oil enters through the first oil inlet, the hydraulic pressure overcomes the spring force, causing the piston to move to the left. The static friction plate and the dynamic friction plate disengage from each other, allowing the dynamic friction plate to rotate freely. The first spline sleeve that mates with the dynamic friction plate can also rotate freely.

[0018] Furthermore, the reduction mechanism includes a transmission gear, a first-stage sun gear, a first-stage reduction mechanism, a first-stage internal gear ring, a second-stage reduction mechanism, and a second-stage internal gear ring. The output gear drives the first spline sleeve to rotate, the first spline sleeve drives the first-stage sun gear to rotate, the first-stage sun gear drives the first-stage reduction mechanism to rotate, the first-stage reduction mechanism drives the second-stage reduction mechanism to rotate, the second-stage reduction mechanism drives the second-stage internal gear ring to rotate, and the second-stage internal gear ring drives the second bearing seat to rotate.

[0019] This application has at least one of the following beneficial effects:

[0020] 1. Multiple motors drive the output shaft to rotate via multiple input shafts. With the help of a clutch, any one, two, or three motors can provide power.

[0021] 2. The three motors use the same braking mechanism to switch between braking and operation, which is efficient, convenient, easy to operate, and cost-effective.

[0022] 3. Multiple motors operating in parallel allow for flexible power distribution. Through the coordinated operation of multiple motors, the system can shut down redundant motors under partial load, significantly improving energy efficiency. This application can meet the demands of extreme operating conditions and satisfy the multiple requirements of heavy machinery or high-precision equipment for ultra-high power torque, operational reliability, dynamic load adaptability and energy efficiency optimization, and flexible spatial layout. Attached Figure Description

[0023] Figure 1 This is a schematic diagram illustrating the working principle of Embodiment 1 of this application.

[0024] Figure 2 This is a schematic diagram illustrating the working principle of the input gear and output gear meshing structure in Embodiment 1 of this application.

[0025] Figure 3 This is a front cross-sectional view of Embodiment 1 of this application.

[0026] Figure 4 This is Embodiment 1 of this application. Figure 3 A magnified schematic diagram of the C region in the diagram.

[0027] Figure 5 This is a schematic diagram illustrating the working principle of the input gear and output gear mating structure in Embodiment 2 of this application.

[0028] Figure 6 This is a front cross-sectional view of the input gear shaft in Embodiment 2 of this application.

[0029] Reference numerals: 1. First power head; 2. Second power head; 3. Third power head; 4. Motor flange; 6. First bearing housing; 7. Mounting flange housing; 8. Output gear; 9. Cover plate; 10. Braking mechanism; 11. First clutch; 12. Second bearing housing; 13. First-stage sun gear; 14. Second-stage reduction mechanism; 15. Second-stage internal gear ring; 16. First-stage reduction mechanism; 17. First-stage internal gear ring; 21. Second clutch; 31. Third clutch; 101. Baffle; 102. Spring; 103. Piston; 104. First oil inlet; 105. Static friction plate; 106. Dynamic friction plate; 107. First... Spline sleeve; 111, First input gear; 201, Gearbox; 202, Base; 203, Output cylinder; 204, Transmission gear; 205, Output shaft; 211, Second input gear; 311, Third input gear; 110, First end face gear; 120, Second end face gear; 130, Third end face gear; 140, Fourth end face gear; 131, Second oil inlet; 142, Third oil inlet; 135, First rotating shaft; 145, Second rotating shaft; 97, Second spline sleeve; 98, Third spline sleeve; 99, Third rotating shaft; 150, Fifth transmission gear; 160, Sixth transmission gear. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0031] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0032] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0033] The following is in conjunction with the appendix Figure 1-6 This application will be described in further detail.

[0034] Example 1:

[0035] Reference Figure 1 , Figure 2 A multi-power input planetary reducer includes a gearbox 201, a base 202, a drive mechanism, a transfer mechanism, a braking mechanism 10, a reduction mechanism, and an output cylinder 203;

[0036] A gearbox 201 is provided on the left side of the base 202, and a transfer mechanism and a drive mechanism are sequentially provided on the left side of the gearbox 201.

[0037] The drive mechanism includes three motor power heads: a first power head 1, a second power head 2, and a third power head 3. These three power heads can be configured as high-speed motors of the same model and displacement. Each power head is fixedly mounted on a mounting flange seat 7 via a single motor flange 4; all three power heads are fixedly mounted on the same mounting flange seat 7 via identical motor flanges 4. The first power head 1, second power head 2, and third power head 3 can operate individually or simultaneously. Multiple motors drive the output shaft to rotate via multiple input shafts, and a clutch allows any one, two, or three motors to provide power.

[0038] The transfer mechanism includes three clutches and an output gear shaft. The output gear shaft is equipped with an output gear 8. The three clutches are a first clutch 11, a second clutch 21, and a third clutch 31. These three clutches can be configured as three clutches of the same model. Each power head is connected to a corresponding clutch to control the opening or closing of the power head, thus controlling whether the corresponding power head is working or not. When the clutch is closed, the power head is running; when the clutch is disengaged, the power head is not activated. The first clutch 11 controls the switch of the first power head 1, the second clutch 21 controls the switch of the second power head 2, and the third clutch 31 controls the switch of the third power head 3.

[0039] Each power head is equipped with an input gear shaft. The first input gear shaft is equipped with a first input gear 111, the second input gear shaft is equipped with a second input gear 211, and the third input gear shaft is equipped with a third input gear 311. The first input gear 111, the second input gear 211, and the third input gear 311 can be configured as three input gears of the same size. The first power head 1 drives the first input gear 111 to rotate, the second power head 2 drives the second input gear 211 to rotate, and the third power head 3 drives the third input gear 311 to rotate. Each input gear shaft is connected to a single first bearing seat 6, and multiple first bearing seats 6 are fixedly mounted on the mounting flange seat 7. The first input gear shaft, the second input gear shaft, and the third input gear shaft are all fixedly mounted on the mounting flange seat 7.

[0040] The first input gear 111, the second input gear 211, and the third input gear 311 all cooperate with the output gear 8 to drive the output gear 8 to rotate. The output gear shaft is fixedly mounted on the mounting flange seat 7 through the cover plate 9.

[0041] Reference Figure 3 and Figure 4The mounting flange seat 7 is disposed inside the gearbox 201. A braking mechanism 10 is disposed inside the base 202, and an output cylinder 203 is disposed on the other side of the base 202. A deceleration mechanism is disposed inside the output cylinder 203, and multiple gear rings are provided on the inner wall of the output cylinder 203.

[0042] The braking mechanism 10 includes: a baffle 101, a spring 102, a piston 103, a static friction plate 105, a dynamic friction plate 106, and a first spline sleeve 107. The spring 102 controls the relative movement of the piston 103. The three motors use the same braking mechanism to achieve switching between braking and operation, which is efficient, convenient, easy to operate, and cost-effective. The piston 103 and the base 202 are slidably connected. A baffle 101 is provided on the left side of the piston 103 to limit the movement distance of the piston 103. A spring 102 is provided between the piston 103 and the baffle 101. The spring 102 drives the piston 103 to move to the right. The right side of the piston 103 and the base 202 form a cavity. The cavity is connected to an external oil pump through a first oil inlet 104. A plurality of dynamic friction plates 106 are provided on the right end of the piston 103. The static friction plates 105 and the dynamic friction plates 106 cooperate with each other. The first spline sleeve 107 is fixedly connected to the plurality of static friction plates 105. The first spline sleeve 107 is fixedly connected to the output shaft 205. The dynamic friction plates 106 and the first spline sleeve 107 cooperate with each other.

[0043] The first spline sleeve 107 is fixedly connected to the output shaft 205; the output gear shaft is fixedly connected to one end of the output shaft 205, and the output shaft 205 is rotatably connected to the gearbox 201; the transmission gear 204 is connected to the other end of the output shaft 205.

[0044] The reduction mechanism includes a primary sun gear 13, a primary reduction mechanism 16, a primary internal gear ring 17, a secondary reduction mechanism 14, and a secondary internal gear ring 15. Multiple primary planetary gears of the primary reduction mechanism 16 mesh with the primary internal gear ring 17 on the inner wall of the output cylinder 203; multiple secondary planetary gears of the secondary reduction mechanism 14 mesh with the secondary internal gear ring 15 on the inner wall of the output cylinder 203. The reduction mechanism is a common mechanical structure and will not be described in detail here.

[0045] The working principle of this embodiment:

[0046] When the first oil inlet 104 is not receiving oil, the piston 103 moves to the right under the action of the spring 102. At this time, the static friction plate 105 and the dynamic friction plate 106 are tightly fitted, which means that the dynamic friction plate 106 cannot rotate. Thus, the first spline sleeve 107 that cooperates with the dynamic friction plate 106 also cannot rotate, and the equipment is in a braking state.

[0047] When oil enters through the first oil inlet 104, and the pressure reaches a certain value, the hydraulic pressure overcomes the force of the spring 102, causing the piston 103 to move to the left. At this time, the static friction plate 105 and the dynamic friction plate 106 disengage, meaning that the dynamic friction plate 106 can rotate freely. Thus, the first spline sleeve 107, which mates with the dynamic friction plate 106, can also rotate freely. Simultaneously, the three power heads are activated, driving their respective input gear shafts to rotate. The input gear drives the output gear 8 to rotate, the output gear 8 drives the first spline sleeve 107 to rotate, the first spline sleeve 107 drives the first-stage sun gear 13 to rotate, the first-stage sun gear 13 drives the first-stage reduction mechanism 16 to rotate, the first-stage reduction mechanism 16 drives the second-stage reduction mechanism 14 to rotate, the second-stage internal gear ring 15 rotates, and the second-stage internal gear ring 15 drives the second bearing seat 12 to rotate.

[0048] Example 2:

[0049] Reference Figure 5 and Figure 6 The difference between this embodiment and Embodiment 1 is that, taking the first input gear shaft as an example, in Embodiment 1, the first input gear 111 on the outer peripheral wall of the first input gear shaft meshes with the output gear 8 on the outer peripheral wall of the output gear shaft. In this embodiment, the outer peripheral wall of the first input gear 111 is no longer provided with gears. The two end faces of the first input gear 111 are respectively provided with a first end face gear 110 and a second end face gear 120. A third end face gear 130 is provided on the left side of the first input gear 111, meshing with the first end face gear 110. A fourth end face gear 140 is provided on the right side of the first input gear 111, meshing with the second end face gear 120. This drives the first rotating shaft 135 where the third end face gear 130 is located and the second rotating shaft 145 where the fourth end face gear 140 is located to rotate. The third end face gear 130 and the fourth end face gear 140 have the same diameter. The third end face gear 130 and the fourth end face gear 140 coaxially drive a fifth transmission gear 150 and a sixth transmission gear 160, respectively. The fifth transmission gear 150 and the sixth transmission gear 160 have different diameters. Both the fifth transmission gear 150 and the sixth transmission gear 160 mesh with the output gear 8, thereby driving the output gear 8 to rotate. Since the third end face gear 130 and the fourth end face gear 140 have the same diameter, and the fifth transmission gear 150 and the sixth transmission gear 160 have different diameters, when the first input gear 111 meshes with the third end face gear 130 or the fourth end face gear 140, it can drive the output gear 8 to rotate through the fifth transmission gear 150 and the sixth transmission gear 160 with different transmission speeds, respectively.

[0050] The third rotating shaft 99, where the first input gear 111 is located, has a second spline sleeve 97 at its left end and a third spline sleeve 98 at its right end. The second oil inlet 131 is connected to an external oil pump and also to the second spline sleeve 97. The third oil inlet 142 is also connected to an external oil pump and also to the third spline sleeve 98. When the oil pressure at the second oil inlet 131 is greater than that at the third oil inlet 142, the first input gear 111 moves to the right, and the second end face gear 120 meshes with the fourth end face gear 140. The first input gear 111 drives the fourth end face gear 140 to rotate, which in turn drives the sixth transmission gear 160 to rotate, and consequently drives the output gear 8. When the oil pressure at the second oil inlet 131 is less than that at the third oil inlet 142, the first input gear 111 moves to the left, and the first end face gear 110 meshes with the third end face gear 130. The first input gear 111 drives the third end face gear 130 to rotate, which in turn drives the sixth transmission gear 160 to rotate, and consequently drives the output gear 8.

[0051] In summary, parallel operation of multiple motors allows for flexible power distribution. Through the coordinated operation of multiple motors, the system can shut down redundant motors under partial load, significantly improving energy efficiency. This application can meet the demands of extreme operating conditions and satisfy the multiple requirements of heavy machinery or high-precision equipment for ultra-high power torque, operational reliability, dynamic load adaptability and energy efficiency optimization, and flexible spatial layout.

[0052] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A multi-power input planetary speed reducer characterized by, It includes a gearbox (201), a base (202), a drive mechanism, a transfer mechanism, a braking mechanism (10), a reduction mechanism, and an output cylinder (203); A gearbox (201) is provided on one side of the base (202), and a transfer mechanism and a drive mechanism are provided in sequence on the other side of the gearbox (201); The drive mechanism includes multiple power heads, and the transfer mechanism includes multiple clutches and an output gear shaft; A single power head is fixedly mounted on a mounting flange seat (7) via a single motor flange (4); Each power head is connected to a corresponding clutch to control the opening or closing of the power head; Each power head is equipped with an input gear shaft, and a single input gear shaft is connected to a single first bearing housing (6). Multiple first bearing housings (6) are fixedly mounted on the mounting flange seat (7). Each input gear meshes with the output gear (8) on the output gear shaft, driving the output gear (8) to rotate. The output gear shaft is fixedly mounted on the mounting flange seat (7) via a cover plate (9). A braking mechanism (10) is provided inside the base (202), and an output cylinder (203) is provided on the other side of the base (202). A deceleration mechanism is provided inside the output cylinder (203).

2. The multiple power input planetary speed reducer of claim 1, wherein, Each input gear shaft has a first end face gear (110) and a second end face gear (120) on its two end faces respectively. The first end face gear (110) and the second end face gear (120) have different sizes. The left side of the input gear has a third end face gear (130) that meshes with the first end face gear (110), and the right side of the input gear has a fourth end face gear (140) that meshes with the second end face gear (120). The third end face gear (130) and the fourth end face gear (140) drive the gear shaft to rotate, which in turn drives the output gear (8) to rotate.

3. The multiple power input planetary speed reducer of claim 1 wherein, The power head is configured to have three.

4. The multi-power-input planetary reducer according to claim 1, characterized in that, The braking mechanism (10) includes: a baffle (101), a spring (102), a piston (103), a static friction plate (105), a dynamic friction plate (106), and a first spline sleeve (107).

5. The multiple power input planetary speed reducer of claim 4, wherein, The piston (103) and the base (202) are slidably connected. A baffle (101) is provided on the left side of the piston (103) to limit the movement distance of the piston (103). A spring (102) is provided between the piston (103) and the baffle (101) to drive the piston (103) to move. The right side of the piston (103) and the base (202) form a cavity. The cavity is connected to an external oil pump through a first oil inlet (104). A plurality of dynamic friction plates (106) are provided on the right end of the piston (103). The first spline sleeve (107) and a plurality of static friction plates (105) are fixedly connected.

6. The multiple power input planetary speed reducer of claim 5, wherein, When the first oil inlet (104) does not receive oil, the piston (103) moves to the right under the action of the spring (102), the static friction plate (105) and the dynamic friction plate (106) are tightly fitted together, the dynamic friction plate (106) cannot rotate, and the first spline sleeve (107) that cooperates with the dynamic friction plate (106) also cannot rotate.

7. The multiple power input planetary speed reducer of claim 5 wherein, When oil enters through the first oil inlet (104), the hydraulic pressure overcomes the spring force of the spring (102), causing the piston (103) to move to the left. The static friction plate (105) and the dynamic friction plate (106) disengage from each other, and the dynamic friction plate (106) can rotate freely. The first spline sleeve (107) that cooperates with the dynamic friction plate (106) can also rotate freely.

8. The multiple power input planetary speed reducer of claim 6 or 7, wherein, The reduction mechanism includes a transmission gear (204), a first-stage sun gear (13), a first-stage reduction mechanism (16), a first-stage internal gear ring (17), a second-stage reduction mechanism (14), and a second-stage internal gear ring (15); the output gear (8) drives the first spline sleeve (107) to rotate, the first spline sleeve (107) drives the first-stage sun gear (13) to rotate, the first-stage sun gear (13) drives the first-stage reduction mechanism (16) to rotate, the first-stage reduction mechanism (16) drives the second-stage reduction mechanism (14) to rotate, the second-stage reduction mechanism (14) drives the second-stage internal gear ring (15) to rotate, and the second-stage internal gear ring (15) drives the second bearing seat (12) to rotate.

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