Wet brake hub reduction gear and mining dump truck
By incorporating a reduction module and a wet brake at the rear end of the power source mechanism into the wet brake of a mining dump truck, the problems of long braking response time and high torque are solved, resulting in faster braking response and higher braking efficiency, and extending the service life of the wet brake.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- LINGONG GROUP (JINAN) HEAVY MACHINERY CO LTD
- Filing Date
- 2025-06-13
- Publication Date
- 2026-04-21
AI Technical Summary
Existing wet braking structures in mining dump trucks have long braking response times and high braking torque, leading to wear of friction pads and failure of seals, thus affecting service life.
The wet brake is placed at the rear end of the power source mechanism, and a deceleration module is installed at this position. The braking force is reversed and passes through the deceleration module, which reduces the braking path, improves the response time, and increases the braking force by deceleration and torque increase, thereby reducing the torsional resistance.
It enables more timely braking intervention, reduces inertial coasting distance, improves driving safety, extends the service life of wet brakes, optimizes space layout, and improves vehicle lightweighting.
Smart Images
Figure CN224150156U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle transmission technology for dump trucks, and in particular to a wet brake wheel-side reducer and a mining dump truck. Background Technology
[0002] In 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, 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 environments with steep slopes and complex road conditions, with a single load capacity reaching hundreds of tons, and frequently undergoing acceleration, deceleration, and braking operations during operation. Under such high-intensity working conditions, the reliability and durability of the wheel-side reducer face enormous challenges.
[0003] Currently, most wheel-side reducers use a dry braking structure. Dry brakes achieve braking through dry friction between the brake pads and the brake disc. However, under the conditions of frequent braking and heavy-load driving in mining dump trucks, the lack of an effective heat dissipation medium in dry brakes makes it difficult to quickly dissipate the large amount of heat generated by the friction between the brake pads and the brake disc during continuous braking, leading to a sharp increase in the temperature of the braking system. This, in turn, results in a decrease in braking performance.
[0004] To address the drawbacks of dry braking, some wheel-side reducers employ wet braking structures. These wet brakes utilize the circulating flow of brake fluid to dissipate heat generated during braking, resulting in excellent heat dissipation and stable braking performance, effectively avoiding the heat fade problem of dry braking. However, traditional wet braking mechanisms are typically located at the far end of the wheel or the end of the drive shaft. Power must be transmitted through a long shaft or multiple gears to reach the braking end, leading to a longer braking response time. Furthermore, after multiple gear reductions and torque amplification, wet brakes must withstand significant torque during braking, which can easily cause abnormal wear of the friction pads and deformation and failure of the seals. Utility Model Content
[0005] This utility model addresses the problem that current wet braking structures are generally located at the far end of the wheel or the end of the drive shaft, which easily leads to long braking response time and wear of the friction pads due to large torque during braking, thus reducing service life. It proposes a wet braking wheel-side reducer and a mining dump truck.
[0006] To achieve the above objectives, the present invention adopts the following technical solution:
[0007] This utility model provides a wet-type brake wheel-side reducer, comprising a reducer body, the reducer body including a hub mechanism, a power source mechanism and a braking mechanism, the hub mechanism including a first output shaft and a reduction wheel hub component, the first output shaft having a first end and a second end opposite to each other, the first end being drivenly connected to the reduction wheel hub component; the output end of the power source mechanism being drivenly connected to the second end to at least output power to the first output shaft; the braking mechanism including a second output shaft, a reduction module and a wet brake, the second output shaft having a third end and a fourth end opposite to each other, the third end being drivenly connected to the second end, the reduction module including a first input end and a first output end, the first input end being drivenly connected to the fourth end, the reduction module being at least used to reduce the power transmitted by the second output shaft, and the wet brake cooperating with the first output end for braking.
[0008] Furthermore, the reduction module includes a first sun gear, a first planet carrier, and a first planet gear. The first output end includes a third output shaft. The first sun gear is connected to the fourth end to form a first input end. The first planet gear meshes with the first sun gear. The first planet gear is connected to the first planet carrier. The first planet carrier is fixedly connected to one end of the third output shaft. A wet brake is engaged with the third output shaft for braking.
[0009] Furthermore, there are multiple first planetary gears, which are evenly distributed around the circumference of the first sun gear.
[0010] Furthermore, the deceleration module includes a first housing, the first housing having a first receiving space, the first receiving space being used to receive at least a first sun gear, a first planet gear and a first planet carrier, the first housing having a first internal tooth formed on the side wall of the first receiving space along the circumferential direction, the first internal tooth meshing with the first planet gear.
[0011] Furthermore, the power source mechanism includes an asynchronous motor and two first transmission gears. The output end of the asynchronous motor is fixedly connected to one of the first transmission gears, and the other first transmission gear is fixedly connected to the second end. The second end and the third end are connected by a first coupling.
[0012] Furthermore, the power source mechanism includes multiple synchronous motors and a first reduction gear assembly. The first reduction gear assembly includes a second input end and a second output end. The output ends of the multiple synchronous motors are drivenly connected to the second input end, and the second output end is drivenly connected to the second input end. The reduction gear assembly is used at least to reduce the power output by the synchronous motors.
[0013] Furthermore, the first reduction assembly includes a first reduction gear and a plurality of second reduction gears. The number of second reduction gears is the same as the number of synchronous motors. The plurality of second reduction gears are fixedly connected to the output ends of the plurality of synchronous motors to form a second input end. The first reduction gear is fixedly connected to the second end to form a second output end. The first reduction gear meshes with the second reduction gears. The second end and the third end are connected by a second coupling.
[0014] Furthermore, the reduction hub component includes a hub body and a second reduction assembly. The first output shaft is movably connected to the hub body. The second reduction assembly includes a third input end and a third output end. The third input end is drivenly connected to the first end, and the third output end is fixedly connected to the hub body. The second reduction assembly is used at least to reduce the power transmitted by the first output shaft.
[0015] Furthermore, the second reduction assembly includes at least a first-stage reduction component and a second-stage reduction component. The first-stage reduction component includes a second planetary carrier, a second planetary gear, and a second sun gear. The second-stage reduction component includes a third planetary carrier, a third planetary gear, and a third sun gear. The third sun gear is drivenly connected to the first end to form a third input end. The third planetary gear meshes with the third sun gear. The third planetary carrier is connected to the third planetary gear and is drivenly connected to the second sun gear. The second planetary gear meshes with the second sun gear. The second planetary carrier is connected to the second planetary gear. The second planetary carrier is fixedly connected to the hub body to form a third output end.
[0016] Furthermore, the second reduction assembly includes a second housing, one end of which is fixedly connected to the reduction hub, such that the second housing and the reduction hub form a second receiving space capable of accommodating at least the first-stage reduction component and the second-stage reduction component. The second housing forms a second internal tooth along the circumferential direction on the inner wall of the second receiving space, and the second planetary gear and the third planetary gear both mesh with the second internal tooth.
[0017] This utility model also provides a mining dump truck, including a wet brake wheel-side reducer as described in any of the above.
[0018] As can be seen from the above technical solutions, the advantages of this utility model are:
[0019] This invention extends the second output shaft in the reverse direction to the rear end of the power source mechanism, and a wet brake is installed at this position. This makes the wet brake close to the power source mechanism, reducing the braking path of the wet brake and improving the braking response time. Under conditions such as frequent start-stop and heavy-load downhill driving of mining dump trucks, it can achieve more timely braking intervention, reduce inertial sliding distance, and improve driving safety. In addition, a deceleration module is set at the front end of the wet brake, so that during braking, the braking force passes through the deceleration module in the reverse direction, thereby further reducing deceleration and increasing torque, increasing the braking force acting on the first output shaft, improving the braking effect, thereby reducing the anti-torque force of the wet brake during braking, and further improving the service life of the wet brake. Attached Figure Description
[0020] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0021] Figure 1 This is a schematic diagram of the transmission structure of the reducer body in Embodiment 1 of this utility model;
[0022] Figure 2 yes Figure 1 Enlarged view of point A in the middle;
[0023] Figure 3 yes Figure 1 Enlarged view of point B in the middle;
[0024] Figure 4 This is a schematic diagram of the transmission structure of the reducer body in Embodiment 2 of this utility model.
[0025] Explanation of key figure labels:
[0026] 100. Reducer body; 200. Hub mechanism; 210. First output shaft; 211. First end; 212. Second end; 220. Reducer hub component; 230. Hub body; 240. Second reduction assembly; 241. Third input end; 242. Third output end; 250. First stage reduction component; 251. Second sun gear; 252. Second planetary gear; 253. Second planetary carrier; 260. Second stage reduction component; 261. Third sun gear; 262. Third planetary gear; 263. Third planetary carrier; 270. Second housing; 271. Second receiving space; 272. Second internal gear; 300. Power source mechanism; 310. Asynchronous motor; 320. First link 330. Synchronous motor; 340. First reduction gear assembly; 341. Second input end; 342. Second output end; 343. First reduction gear; 344. Second reduction gear; 350. Second coupling; 360. First transmission gear; 400. Braking mechanism; 410. Second output shaft; 411. Third end; 412. Fourth end; 420. Reduction module; 421. First input end; 422. First output end; 4221. Third output shaft; 423. First sun gear; 424. First planetary carrier; 425. First planetary gear; 426. First housing; 4261. First receiving space; 4262. First internal gear; 430. Wet brake. Detailed Implementation
[0027] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.
[0028] Example 1
[0029] Please see Figures 1-3A wet-type brake wheel-side reducer includes a reducer body 100, which includes a hub mechanism 200, a power source mechanism 300, and a braking mechanism 400. The hub mechanism 200 includes a first output shaft 210 and a reduction hub component 220. The first output shaft 210 has a first end 211 and a second end 212 opposite to each other. The first end 211 is drive-connected to the reduction hub component 220. The output end of the power source mechanism 300 is drive-connected to the second end 212 to at least output power to the first output shaft 210. Mechanism 400 includes a second output shaft 410, a reduction module 420, and a wet brake 430. The second output shaft 410 has a third end 411 and a fourth end 412 opposite to each other. The third end 411 is driven to the second end 412. The reduction module 420 includes a first input end 421 and a first output end 422. The first input end 421 is driven to the fourth end 412. The reduction module 420 is used at least to reduce the power transmitted by the second output shaft 410. The wet brake 430 is connected to the first output end 422 for braking.
[0030] In this embodiment, as Figure 1 As shown, the first output shaft 210 is a stepped hollow shaft structure, with a first end 211 and a second end 212 formed at its two ends along its axial direction. The first end 211 is connected to the reduction gear hub 220, which is a hub structure with a reduction function. The second end 212 of the first output shaft 210 is connected to the output end of the power source mechanism 300, which can be a motor structure. This allows the power source mechanism 300 to transmit power to the first output shaft 210, which then transmits this power to the reduction gear hub 220 and, through reduction, to the hub structure. The second output shaft 410 is also a stepped hollow shaft structure, with a third end 411 and a fourth end 412 formed at its two ends along its axial direction. The third end 411 is connected to the second end 212 of the first output shaft 210, and the second output shaft 410... 10 extends along the direction of the relative reduction wheel hub 220. The fourth end 412 of the second output shaft 410 is connected to the first input end 421 of the reduction module 420. The first output end 422 of the reduction module 420 is connected to the wet brake 430, so that the power source mechanism 300 is located between the wet brake 430 and the reduction wheel hub 220. After the power source mechanism 300 transmits power to the first output shaft 210, the first output shaft 210 is connected to the third end 411 through the second end 212, thereby transmitting the power output by the power source mechanism 300 to the second output shaft 410. The second output shaft 410 transmits the power to the reduction module 420 through the first input end 421. After being reduced by the reduction module 420, the power is transmitted to the first output end 422. The wet brake 430 is connected to the first output end 422, and brakes the first output end 422 during braking.
[0031] The wet brake 430 can adopt an existing structure, including a brake cylinder, a piston, a friction pad assembly, and a spring assembly. The brake cylinder is fixed to the outside of the power source mechanism 300 by bolts, and the piston can slide axially within the brake cylinder. The friction pad assembly consists of alternating moving friction pads and stationary friction pads. The moving friction pads are connected to the first output end 422 via an internal spline, and the stationary friction pads are connected to the brake cylinder via an external spline.
[0032] In practical operation, the power transmission path is as follows: During the driving phase, the power source mechanism 300 outputs power to the first output shaft 210, and the first output shaft 210 then transmits the power through the first end 211 to the reduction wheel hub 220, thereby driving the wheel to rotate; During the braking phase, the power source mechanism 300 outputs power to the first output shaft 210, and the first output shaft 210 then transmits the power through the second end 212 to the second output shaft 410, and the second output shaft 410 then transmits the power through the fourth end 412 and the first input end 421 to the reduction module 420. After being reduced by the reduction module 420, the power is transmitted to the outside through the first output end 422, and the wet brake 430 is connected to the first output end 422 for braking.
[0033] When the vehicle needs to decelerate, the control system issues a braking command. The hydraulic system supplies oil to the piston chamber of the wet brake 430, pushing the friction pad assembly to press together. The braking torque is transmitted to the deceleration module 420 through the third output shaft 4221. After being decelerated and amplified, it acts on the second output shaft 410, thereby causing the first output shaft 210 to decelerate, and finally achieving wheel braking.
[0034] In the above structure, the second output shaft 410 extends in the reverse direction to the rear end of the power source mechanism 300, and a wet brake 430 is set at this position, so that the wet brake 430 is close to the power source mechanism 300, reducing the braking path of the wet brake 430, thereby improving the braking response time. Under conditions such as frequent start-stop and heavy-load downhill driving of mining dump trucks, more timely braking intervention can be achieved, reducing inertial sliding distance and improving driving safety. In addition, a deceleration module 420 is set at the front end of the wet brake 430, so that during braking, the braking force passes through the deceleration module 420 in the reverse direction, thereby further decelerating and increasing torque, increasing the braking force acting on the first output shaft 210, improving the braking effect, thereby reducing the anti-torque force of the wet brake 430 during braking, and further improving the service life of the wet brake 430. In addition, a conventional maintenance interface is usually set at the rear end of the power source mechanism 300, and the brake mechanism 400 is set at the rear end of the power source mechanism 300 for easy disassembly and maintenance. Meanwhile, by placing the braking mechanism 400 at the rear end of the power source mechanism 300, the axial length in the traditional structure can be reduced, the wheel-side space layout can be further optimized, and the vehicle's lightweight level can be improved.
[0035] In the specific structure of the reduction module 420, the reduction module 420 includes a first sun gear 423, a first planet carrier 424, and first planet gears 425. The first output end 422 includes a third output shaft 4221. The first sun gear 423 is drivenly connected to the fourth end 412 to form a first input end 421. The first planet gears 425 mesh with the first sun gear 423 and are connected to the first planet carrier 424. The first planet carrier 424 is fixedly connected to one end of the third output shaft 4221. The wet brake 430 is engaged with the third output shaft 4221 for braking. Multiple first planet gears 425 are provided, and the multiple first planet gears 425 are evenly distributed along the circumference of the first sun gear 423.
[0036] In this embodiment, as Figure 1 , Figure 3 As shown, the reduction module 420 mainly consists of a first planetary carrier 424, a first planetary gear 425, and a first sun gear 423. The first sun gear 423 is connected to the fourth end 412 of the second output shaft 410 by a key or spline connection to form a first input end 421. This ensures that the first sun gear 423 can rotate synchronously with the rotation of the second output shaft 410, introducing power into the reduction module 420. The first sun gear 423 is coaxially arranged with the second output shaft 410. In addition, there are usually multiple first planetary gears 425, generally three or four, which are evenly distributed around the circumference of the first sun gear 423. The first planetary gears 425 have a number of teeth and tooth profile that match the first sun gear 423, so that they can mesh with the first sun gear 423. The first planetary gears 425 are connected and mounted on the first planet carrier 424, so that the first planetary gears 425 can drive the first planet carrier 424 to rotate synchronously. One end of the first planet carrier 424 is fixedly connected to one end of the third output shaft 4221 by bolts, welding or other suitable fixing methods. The wet brake 430 is connected to the third output shaft 4221.
[0037] When the first output shaft 210 rotates, it drives the second output shaft 410, which is connected to it, to rotate, which in turn drives the first sun gear 423 to rotate. The first sun gear 423 acts as the driving gear, and its rotation drives the multiple first planetary gears 425 meshing with it to rotate. Since the first planetary gears 425 are evenly distributed around the first sun gear 423, they also revolve around the first sun gear 423 while rotating on their own axes. The revolve motion of the first planetary gears 425 drives the first planetary carrier 424 to rotate. The first planetary carrier 424 is fixedly connected to the third output shaft 4221, thereby driving the third output shaft 4221 to rotate.
[0038] In the above structure, the reduction module 420, through the coordinated operation of the first sun gear 423, the first planetary gears 425, and the first planetary carrier 424, can achieve a highly efficient reduction and torque increase effect. The planetary reduction structure has a high transmission ratio, which can convert the input high-speed low torque into the output low-speed high torque. During braking, it can increase the braking force and apply it to the first output shaft 210, thereby improving braking efficiency. The design of multiple first planetary gears 425 being evenly distributed around the first sun gear 423 makes the transmission process smoother. The load borne by each first planetary gear 425 is relatively uniform, avoiding the problem of accelerated wear and transmission instability caused by excessive force on a single planetary gear.
[0039] In addition, the deceleration module 420 includes a first housing 426, the first housing 426 having a first receiving space 4261, the first receiving space 4261 being used to receive at least a first sun gear 423, a first planet gear 425 and a first planet carrier 424, the first housing 426 having a first internal tooth 4262 circumferentially formed on the side wall of the first receiving space 4261, the first internal tooth 4262 meshing with the first planet gear 425.
[0040] In this embodiment, as Figure 3 As shown, the first housing 426 has a hollow structure inside, which is a first receiving space 4261 for accommodating the first planet carrier 424, the first planet gears 425, and the first sun gear 423. On the side wall of the first receiving space 4261, there are first internal teeth 4262 extending circumferentially. The first internal teeth 4262 mesh with the first planet gears 425. During the revolution of the first planet gears 425, they will mesh with the first internal teeth 4262 on the first housing 426, so that the first planet gears 425 will also generate a rotational motion in the opposite direction of revolution. The motion of multiple first planet gears 425 acts together on the first planet carrier 424, causing the first planet carrier 424 to rotate around the axis of the first sun gear 423.
[0041] In the above structure, the first planetary carrier 424, the first planetary gear 425, and the first sun gear 423 are all housed within the first receiving space 4261 of the first housing 426. The first internal teeth 4262 on the sidewall of the first housing 426 mesh with the first planetary gear 425. This compact design effectively saves space, better adapts to layout requirements, and also helps reduce the overall size and weight of the wheel-side reducer. The enclosed first receiving space 4261 formed by the first housing 426 provides a relatively independent working environment for the internal first planetary carrier 424, first planetary gear 425, and first sun gear 423, facilitating good lubrication and sealing. The enclosed structure also helps prevent external impurities from entering, improving the operational stability and reliability of the components.
[0042] In the specific structure of the power source mechanism 300, the power source mechanism 300 includes a plurality of synchronous motors 330 and a first reduction assembly 340. The first reduction assembly 340 includes a second input end 341 and a second output end 342. The output ends of the plurality of synchronous motors 330 are driven to the second input end 341, and the second output end 342 is driven to the second end 212. The reduction assembly is at least used to reduce the power output by the synchronous motors 330.
[0043] In this embodiment, as Figure 1 As shown, the power source includes multiple synchronous motors 330, for example, four synchronous motors 330 are provided. The four synchronous motors 330 are evenly distributed in the circumferential direction. The output shaft axis of the motor is parallel to the axis of the first output shaft 210. The output shaft of each synchronous motor 330 is connected to the second input end 341 of the first reduction assembly 340, thereby transmitting power to the first reduction assembly 340. The second output end 342 of the first reduction assembly 340 is connected to the second end 212 of the first output shaft 210. The first reduction assembly 340 transmits the power transmitted by the synchronous motors 330 after preliminary reduction to the first output shaft 210, and then transmits it to the reduction hub 220 through the first output shaft 210 to drive the hub to rotate.
[0044] In the above structure, by setting up multiple synchronous motors 330 for control, the output torque can be automatically adjusted according to road conditions. In addition, when a single synchronous motor 330 fails, the remaining synchronous motors 330 can still provide power to ensure that the vehicle returns to the repair area at a safe speed, thereby improving the reliability of the motor system.
[0045] Specifically, the first reduction assembly 340 includes a first reduction gear 343 and a plurality of second reduction gears 344. The number of second reduction gears 344 is the same as the number of synchronous motors 330. The plurality of second reduction gears 344 are fixedly connected to the output ends of the plurality of synchronous motors 330 to form a second input end 341. The first reduction gear 343 is fixedly connected to the second end 212 to form a second output end 342. The first reduction gear 343 and the second reduction gears 344 mesh with each other. The second end 212 and the third end 411 are connected by a second coupling 350.
[0046] In this embodiment, as Figure 1As shown, the first reduction assembly 340 includes a first reduction gear 343 and multiple second reduction gears 344. The first reduction gear 343 is a large-diameter gear with a central shaft hole. It is connected to the second end 212 of the first output shaft 210 via a key connection, interference fit, or other means to form a second input end 341. The number of second reduction gears 344 is the same as the number of synchronous motors 330. The diameter of each second reduction gear 344 is smaller than that of the first reduction gear 343, and it also has a central shaft hole. It is connected via a coupling, spline, or other means to transmit power. The moving structure is connected to the output end of the corresponding synchronous motor 330. Multiple second reduction gears 344 are evenly distributed along the circumference of the first reduction gear 343 and mesh with the first reduction gear 343. In addition, the second end 212 of the first output shaft 210 and the third end 411 of the second output shaft 410 can be fixedly connected through the second coupling 350. The second output shaft 410 is coaxial with the first output shaft 210 and can pass through the gaps between the multiple synchronous motors 330, thereby effectively avoiding interference with the synchronous motors 330.
[0047] In the above structure, by setting multiple synchronous motors 330 to work in concert, greater power, higher torque, and higher speed can be output to meet the power requirements of heavy vehicles such as mining dump trucks under complex working conditions such as heavy loads and climbing slopes. Through the meshing transmission of multiple second reduction gears 344 and first reduction gears 343, the torque is further amplified, enabling the wheel-side reducer to drive the vehicle efficiently, thereby improving the vehicle's power performance and working efficiency.
[0048] In addition, the reduction hub component 220 includes a hub body 230 and a second reduction assembly 240. The first output shaft 210 is movably connected to the hub body 230. The second reduction assembly 240 includes a third input end 241 and a third output end 242. The third input end 241 is drivenly connected to the first end 211, and the third output end 242 is fixedly connected to the hub body 230. The second reduction assembly 240 is at least used to reduce the power transmitted by the first output shaft 210. More specifically, the second reduction assembly 240 includes at least a first-stage reduction component 250 and a second-stage reduction component 260. The first-stage reduction component 250 includes a second planetary carrier 253, a second planetary gear 252, and a second sun gear 251. The second-stage reduction component 260 includes a third planetary carrier 263, a third planetary gear 262, and a third sun gear 261. The third sun gear 261 is drivenly connected to the first end 211 to form a third input end 241. The third planetary gear 262 meshes with the third sun gear 261. The third planetary carrier 263 is connected to the third planetary gear 262 and is drivenly connected to the second sun gear 251. The second planetary gear 252 meshes with the second sun gear 251. The second planetary carrier 253 is connected to the second planetary gear 252. The second planetary carrier 253 is fixedly connected to the hub body 230 to form a third output end 242.
[0049] In this embodiment, as Figure 1 , Figure 2 As shown, the second reduction assembly 240 adopts a two-stage planetary reduction structure design, which is composed of a first-stage reduction component 250 and a second-stage reduction component 260. Among them, the third sun gear 261 in the second-stage reduction component 260 is fixedly connected to the first output shaft 210 through a spline connection, coupling drive or other reliable means to form a third input end 241. In addition, there are usually multiple third planet gears 262, such as 3-4, which are evenly distributed along the circumference of the third sun gear 261. Multiple third planetary gears 262 mesh with the third sun gear 261 and are mounted on the pins of the third planetary carrier 263 via bearings. They can rotate around their own axis and revolve around the third sun gear 261. One end of the third planetary carrier 263 has a shaft, which is connected to the second sun gear 251 in the first-stage reducer 250 via splines, keyways, etc., to transmit the motion of the third planetary gears 262 to the second sun gear 251. The second sun gear 251 receives the power transmitted by the second-stage reducer 260. Multiple second planetary gears 252 are also provided, evenly distributed around the circumference of the second sun gear 251, and mesh with the second sun gear 251. The second planetary gears 252 are mounted on the pins of the second planetary carrier 253 via bearings and can rotate and revolve. One end of the second planetary carrier 253 is fixedly connected to the hub body 230 to form the third output end 242, thereby transmitting the reduced power to the hub body 230 to drive the hub body 230 to rotate.
[0050] When in operation, power is input from the first output shaft 210 to the third sun gear 261 connected thereto. The third sun gear 261 acts as the driving gear, driving the multiple third planet gears 262 meshing with it to rotate. Driven by the third sun gear 261, the third planet gears 262 rotate on their own axis and revolve around the third sun gear 261. The revolving motion of the multiple third planet gears 262 acts together on the third planet carrier 263, causing the third planet carrier 263 to rotate. The third planet carrier 263 transmits the decelerated and torque-increased power to the second sun gear 251, completing the first deceleration process. Subsequently, the second sun gear 251 receives power from the third planetary carrier 263 and begins to rotate, thereby driving the second planetary gear 252 meshing with it. Under the action of the second sun gear 251, the second planetary gear 252 also performs rotation and revolution. The revolution of multiple second planetary gears 252 drives the second planetary carrier 253 to rotate. The second planetary carrier 253 is fixedly connected to the hub body 230, and finally transmits the power after two stages of reduction and torque amplification to the hub body 230 to meet the power requirements of vehicle driving.
[0051] The above structure employs a two-stage planetary reduction gear, which enables a larger transmission ratio. Through the sequential action of the two-stage reduction components, the high-speed rotational power input from the motor can be significantly reduced in speed and increased in torque, providing powerful driving force for heavy vehicles such as mining dump trucks. This meets the stringent requirements of vehicles for high torque output under heavy load climbing and complex road conditions, significantly improving the vehicle's power performance and passability. The two-stage planetary reduction gear structure can flexibly change the transmission ratio by adjusting the gear ratio of the sun gear and planet gears in each stage of the reduction gear, in order to adapt to the vehicle's power requirements under different working conditions and improve the vehicle's overall performance and applicability.
[0052] In addition, the second reduction assembly 240 includes a second housing 270, one end of which is fixedly connected to the reduction hub, such that the second housing 270 and the reduction hub form a second receiving space 271 that can accommodate at least the first-stage reduction component 250 and the second-stage reduction component 260. The second housing 270 forms a second internal tooth 272 along the circumferential direction on the inner wall of the second receiving space 271, and the second planetary gear 252 and the third planetary gear 262 both mesh with the second internal tooth 272.
[0053] In this embodiment, as Figure 2 As shown, the second housing 270 has an overall cylindrical structure with a hollow interior. One end face of the second housing 270 has an opening that communicates with the hollow interior structure. During installation, the end with the opening is fixedly connected to the end face of the hub body 230 with bolts, so that the hub body 230 closes its opening. The second housing 270 and the hub body 230 form a second receiving space 271. The first-stage reduction component 250 and the second-stage reduction component 260 are installed in the second receiving space 271. A second internal tooth 272 is provided on the inner wall of the second housing 270 forming the second receiving space 271. The second internal tooth 272 extends circumferentially along the inner wall of the second housing 270. The second planetary gear 252 and the third planetary gear 262 both mesh with the second internal tooth 272.
[0054] The compact design saves space and better adapts to layout requirements. The two-stage planetary gear reduction is integrated into the same housing, providing a relatively independent working environment for the first-stage reducer 250 and the second-stage reducer 260. This facilitates good lubrication and sealing, while the enclosed structure also helps prevent external impurities from entering, improving the operational stability and reliability of the components.
[0055] Example 2
[0056] Please see Figure 4A wet brake wheel-side reducer, in this embodiment 2, the other structures are the same as those in embodiment 1, the difference is as follows: the power source mechanism 300 includes an asynchronous motor 310 and two first transmission gears 360, the output end of the asynchronous motor 310 is fixedly connected to one of the first transmission gears 360, the other first transmission gear 360 is fixedly connected to the second end 212, and the second end 212 and the third end 411 are connected by a first coupling 320.
[0057] In this embodiment, as Figure 4 The power source mechanism 300 includes an asynchronous motor 310. The output shaft of the asynchronous motor 310 is connected to a first transmission gear 360 via a key to form a driving gear. The second end 212 of the first output shaft 210 is connected to another first transmission gear 360 via a key. The first transmission gear 360 connected to the first output shaft 210 meshes with the other first transmission gear 360 connected to the motor output shaft. Thus, the asynchronous motor 310 transmits power to the first output shaft 210 through the two meshing first transmission gears 360. The output shaft of the asynchronous motor 310 is parallel to the first output shaft 210 and is located above the first output shaft 210. The second end 212 of the first output shaft 210 is connected to the third end 411 of the second output shaft 410 via a first coupling 320, so that the second output shaft 410 is coaxial with the first output shaft 210, thereby effectively avoiding interference between the second output shaft 410 and the asynchronous motor 310.
[0058] The asynchronous motor 310 has a relatively simple structure and manufacturing process, resulting in lower production costs. This helps reduce the overall manufacturing cost of wheel-side reducers, improving the product's price competitiveness in the market. It is reliable in operation, easy to maintain, and exhibits a low failure rate and high reliability during normal operation. The asynchronous motor 310 has a wide power range, allowing for the selection of an appropriate power source for the wheel-side reducer based on the different power requirements of heavy vehicles such as mining dump trucks. Whether it's a small mining dump truck or a large, ultra-heavy-duty mining dump truck, a matching asynchronous motor 310 can be found, making it highly versatile and adaptable in wheel-side reducer applications.
[0059] Example 3
[0060] This utility model also provides a mining dump truck, including a wet brake wheel-side reducer as described in any of the above.
[0061] In this embodiment, each wheel of the mining dump truck's transmission system is equipped with an independent wet brake wheel-side reducer. The power source mechanism 300 of the wet brake wheel-side reducer can be selected from an asynchronous motor 310 or a combination of multiple synchronous motors 330 as needed. The wet brake 430 is located at the rear end of the power source mechanism 300. The first output shaft 210 of the wheel-side reducer receives the power from the power source mechanism 300, and after reduction and torque amplification, it is transmitted to the reduction wheel hub 220 through the first output shaft 210 to drive the vehicle and ensure smooth power transmission.
[0062] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A wet-type brake hub reduction gear comprising a reduction gear main body (100), characterized by, The reducer body (100) includes: A hub mechanism (200) includes a first output shaft (210) and a reduction hub component (220). The first output shaft (210) has a first end (211) and a second end (212) opposite to each other. The first end (211) is connected to the reduction hub component (220) in a transmission manner. A power source mechanism (300) has its output end connected to a second end (212) for at least outputting power to the first output shaft (210); The braking mechanism (400) includes a second output shaft (410), a reduction module (420), and a wet brake (430). The second output shaft (410) has a third end (411) and a fourth end (412) opposite to each other. The third end (411) is driven to the second end (212). The reduction module (420) includes a first input end (421) and a first output end (422). The first input end (421) is driven to the fourth end (412). The reduction module (420) is at least used to reduce the power transmitted by the second output shaft (410). The wet brake (430) is connected to the first output end (422) for braking.
2. The wet brake-in-wheel reducer according to claim 1, wherein The reduction module (420) includes a first sun gear (423), a first planet carrier (424), and a first planet gear (425). The first output end (422) includes a third output shaft (4221). The first sun gear (423) is connected to the fourth end (412) to form the first input end (421). The first planet gear (425) meshes with the first sun gear (423). The first planet gear (425) is connected to the first planet carrier (424). The first planet carrier (424) is fixedly connected to one end of the third output shaft (4221). The wet brake (430) is connected to the third output shaft (4221) for braking. And / or, the first planetary gear (425) is provided with a plurality of first planetary gears (425) and the plurality of first planetary gears (425) are evenly distributed along the circumference of the first sun gear (423).
3. The wet brake-in-wheel reducer according to claim 2, characterized in that, The deceleration module (420) includes a first housing (426), the first housing (426) having a first receiving space (4261), the first receiving space (4261) being used to at least receive the first sun gear (423), the first planet gear (425) and the first planet carrier (424), the first housing (426) having a first internal tooth (4262) formed on the side wall of the first receiving space (4261) along the circumferential direction, the first internal tooth (4262) meshing with the first planet gear (425).
4. The wet brake-in-wheel reducer according to claim 1, wherein The power source mechanism (300) includes an asynchronous motor (310) and two first transmission gears (360). The output end of the asynchronous motor (310) is fixedly connected to one of the first transmission gears (360), and the other first transmission gear (360) is fixedly connected to the second end (212). The second end (212) and the third end (411) are connected by a first coupling (320).
5. The wet brake-in-wheel reducer according to claim 1, wherein The power source mechanism (300) includes a plurality of synchronous motors (330) and a first reduction assembly (340). The first reduction assembly (340) includes a second input end (341) and a second output end (342). The output ends of the plurality of synchronous motors (330) are driven to the second input end (341), and the second output end (342) is driven to the second end (212). The reduction assembly is used at least to reduce the power output by the synchronous motors (330).
6. The wet brake-in-wheel reducer according to claim 5, wherein The first reduction assembly (340) includes a first reduction gear (343) and a plurality of second reduction gears (344). The number of second reduction gears (344) is the same as the number of synchronous motors (330). The plurality of second reduction gears (344) are fixedly connected to the output ends of the plurality of synchronous motors (330) to form a second input end (341). The first reduction gear (343) is fixedly connected to the second end (212) to form a second output end (342). The first reduction gear (343) meshes with the second reduction gears (344). The second end (212) is connected to the third end (411) through a second coupling (350).
7. The wet brake-in-the-hub reduction gear of claim 1 wherein, The reduction hub component (220) includes a hub body (230) and a second reduction assembly (240). The first output shaft (210) is movably connected to the hub body (230). The second reduction assembly (240) includes a third input end (241) and a third output end (242). The third input end (241) is drivenly connected to the first end (211), and the third output end (242) is fixedly connected to the hub body (230). The second reduction assembly (240) is at least used to reduce the power transmitted by the first output shaft (210).
8. The wet brake-in-wheel reducer according to claim 7, characterized in that, The second reduction assembly (240) includes at least a first-stage reduction element (250) and a second-stage reduction element (260). The first-stage reduction element (250) includes a second planet carrier (253), a second planet gear (252), and a second sun gear (251). The second-stage reduction element (260) includes a third planet carrier (263), a third planet gear (262), and a third sun gear (261). The third sun gear (261) is connected to the first end (211) to form the third input end (241). Planetary gear (262) meshes with the third sun gear (261), the third planetary carrier (263) is connected to the third planetary gear (262), and the third planetary carrier (263) is drivenly connected to the second sun gear (251). The second planetary gear (252) meshes with the second sun gear (251), the second planetary carrier (253) is connected to the second planetary gear (252), and the second planetary carrier (253) is fixedly connected to the hub body (230) to form the third output end (242).
9. The wet brake-in-wheel reducer according to claim 8, wherein The second reduction assembly (240) includes a second housing (270), one end of which is fixedly connected to the reduction hub, such that the second housing (270) and the reduction hub form a second receiving space (271) capable of accommodating at least the first stage reduction component (250) and the second stage reduction component (260). The second housing (270) has a second internal tooth (272) formed on the inner wall of the second receiving space (271) along the circumferential direction. The second planetary gear (252) and the third planetary gear (262) both mesh with the second internal tooth (272).
10. A mining dump truck characterized in that, Includes a wet brake wheel-side reducer as described in any one of claims 1-9.