Electromagnetic clutch type hydraulic retarder

Abstract

The utility model discloses an electromagnetic clutch type hydraulic retarder, and particularly relates to the technical field of hydraulic retarders, the electromagnetic clutch type hydraulic retarder comprises a retarder body and a control module, the control module is connected with an electromagnetic clutch, an electromagnetic air proportional valve, a water temperature sensor, an oil temperature sensor and a pressure sensor through wire harnesses, the oil temperature sensor is arranged on a bypass oil return pipeline, and the pressure sensor is arranged on the bypass oil return pipeline. The water temperature sensor is installed on a cooling water outlet pipeline of the heat exchanger, the pressure sensor and the electromagnetic air proportional valve are installed above the oil supplementing tank, the electromagnetic clutch is located between the driving gear and the transmission shaft, the driving gear and the transmission shaft are coaxially connected with the electromagnetic clutch, the transmission shaft is fixedly connected with the rotor, and the stator is fixed to the shell. According to the utility model, the combination or separation of the driving gear and the rotor is realized through the electromagnetic clutch, a floating ball valve, a forced lubrication structure and a stator-rotor disengagement structure are cancelled, and the electromagnetic clutch has the advantages of low no-load power loss, fast response, no oil injection phenomenon, simple structure, low failure rate, low cost, low weight and the like.

Description

Technical Field

[0001] This utility model relates to the field of hydraulic retarder technology, and more specifically, to an electromagnetic clutch-type hydraulic retarder. Background Technology

[0002] A hydraulic retarder is an auxiliary braking device that converts all the kinetic energy of a vehicle into heat energy through the agitation of the hydraulic fluid by the stator and rotor within its working chamber. This heat is then dissipated through the vehicle's cooling system, thus slowing the vehicle down. The hydraulic retarder is installed at the rear end of the transmission in heavy-duty commercial vehicles, connected to gears in the transmission's auxiliary gearbox or to the vehicle's output shaft. When the vehicle is moving, it drives the retarder's gears to rotate, causing the shaft and rotor within the retarder to also rotate.

[0003] In the past, common hydraulic retarders had no oil in the stator and rotor working chambers when not in operation, and the working chambers were connected to the atmosphere through float valves. When the vehicle was in motion, the rotating components inside the retarder rotated along with it, thus requiring an additional lubrication system to lubricate and cool the rotating shafts, bearings, and oil seals. Because the rotor in the retarder's working chamber rotates with the vehicle, a stator-rotor disengagement technology was added to reduce the retarder's no-load power loss. This technology separates the rotor from the stator when the retarder is not in operation, reducing... The reverse torque generated by the air medium reduces the power loss of the retarder when it is not in operation. When the retarder is in operation, the oil in the tank is forced into the working chamber formed by the stator and rotor by compressed air. When there is enough oil in the working chamber and the rotor is close to the stator to reach the optimal working distance, the retarder generates the corresponding braking torque. At this time, the air in the working chamber will be replaced by oil and the air will be discharged through the float valve. When there is enough oil, the float in the float valve will be pushed up to the oil seal position by the oil pressure. That is, the air is discharged and the oil is not discharged from the retarder.

[0004] However, existing hydraulic retarders still have the following drawbacks:

[0005] ① High power loss under no-load conditions: As the vehicle moves, the rotor inside the retarder rotates. There is air in the working chamber of the stator and rotor, and the lubrication device will maintain the minimum oil volume in the working chamber. At this time, both air and oil can be used as the working medium of the retarder. Although the gap increases when not in operation, a small torque will still be generated. Especially when the retarder is running at high speed, this power loss will become non-negligible and affect the economic efficiency of the vehicle.

[0006] ② Slow response time: The retarder works by controlling the supply of compressed air. The compressed air forces the oil in the tank into the stator and rotor working chambers, and the air in the stator and rotor working chambers is discharged. The working oil replaces the original volume of air until there is enough oil for the retarder to work. Only then can the retarder reach the corresponding braking torque. Therefore, the process of filling and venting the oil takes a certain amount of time.

[0007] ③ Oil spraying phenomenon from the float valve: The air intake and exhaust of the working chamber formed by the stator and rotor of the retarder are achieved through the float valve. If the float valve float is stuck or the oil seal cannot seal the float, all the oil inside the retarder will be sprayed out from the float valve position, resulting in no working medium in the retarder and the retarder cannot work normally. Another situation is that when the retarder is working, the air in the working chamber of the stator and rotor will be discharged. At the moment when the oil is full, when the float and oil seal just form a seal, a small amount of oil may be sprayed out. When the retarder is closed, the oil temperature is very high, the float valve opens, air enters the working chamber of the stator and rotor, and the oil returns to the oil tank. At this time, the high-temperature oil in atomized state will be discharged into the air through the float valve, causing oil loss and environmental pollution.

[0008] ④ Complex structure and high failure rate: A stator-rotor separation structure is required between the rotor and stator. When the retarder is working, the stator and rotor are pulled together to the optimal working distance. When the retarder is not working, the rotor will move away from the stator. This structure is a motion form. If the rotor gets stuck and fails to move close to the stator, the retarder cannot generate the required braking torque. If the rotor cannot separate from the stator, there will be a large no-load power loss when the retarder is not working, resulting in reduced vehicle economy. The float valve is the main channel for separating air and oil in the working chamber. If the float valve cannot form a seal, all the oil will be sprayed out through this point when the retarder is working. If the float valve is always sealed, a large amount of air will be mixed into the working medium when the retarder is working, resulting in low braking torque. Therefore, it will lead to a high failure rate.

[0009] ⑤ Higher cost and weight: The oil in the stator and rotor working chamber of the retarder is injected into the working chamber by compressed air from the oil tank. Therefore, the amount of oil in the oil tank should be more than the amount required in the working chamber to ensure that the oil circuit is filled with oil. Thus, the amount of oil added will increase. The complex structure will lead to more parts and require a larger housing to install these parts. Therefore, the amount of oil, the number of parts and the volume will lead to a higher weight of the assembly.

[0010] Therefore, an electromagnetic clutch-type hydraulic retarder is proposed. Utility Model Content

[0011] In order to overcome the above-mentioned defects of the prior art, the present invention provides an electromagnetic clutch hydraulic retarder to solve the problems mentioned in the background art.

[0012] To achieve the above objectives, this utility model provides the following technical solution: an electromagnetic clutch-type hydraulic retarder, comprising a retarder body and a control module. The retarder body includes a drive gear, an electromagnetic clutch, and a transmission shaft. The electromagnetic clutch is installed between the drive gear and the transmission shaft, enabling the force transmission between the drive gear and the transmission shaft to be connected or disengaged via the electromagnetic clutch. The electromagnetic clutch is electrically connected to the control module. The retarder body also includes a rotor and a stator disposed within the working chamber, and the transmission shaft is connected to the rotor.

[0013] Preferably, the retarder body further includes an electromagnetic air proportional valve, a water temperature sensor, an oil temperature sensor, and a pressure sensor; the oil temperature sensor is installed on the bypass return oil line, the water temperature sensor is installed on the cooling water outlet line of the heat exchanger, and the pressure sensor and the electromagnetic air proportional valve are installed above the oil replenishment tank; the electromagnetic air proportional valve, the water temperature sensor, the oil temperature sensor, and the pressure sensor are electrically connected to the control module.

[0014] Preferably, the control module is fixed on the hydraulic retarder housing, making the retarder body and the control module an integrated structure. The drive gear and transmission shaft are coaxially connected to the electromagnetic clutch. The working chamber is connected to the bypass return oil line, which is also connected to the heat exchanger. The working chamber is also provided with an oil outlet and an oil inlet. The oil outlet of the working chamber is connected to the oil inlet of the heat exchanger through an oil outlet line. A throttle valve is provided on the oil outlet line and connected to the bypass return oil line. The oil outlet of the heat exchanger is connected to the oil inlet of the working chamber through an oil inlet line, which is connected to the oil replenishment tank. The air port B of the electromagnetic air proportional valve is connected to the oil replenishment tank, the air port A of the electromagnetic air proportional valve is connected to the air source, and the air port C of the electromagnetic air proportional valve is connected to a silencer.

[0015] Preferably, the rotor, stator, drive shaft, electromagnetic clutch and drive gear are mounted on the same axis, the bladed surfaces of the rotor and stator are mounted facing each other, and there is an angle between the blades of the rotor and stator and the axial vertical plane.

[0016] Preferably, the heat exchanger further includes a water medium pipeline and an oil medium pipeline. The oil outlet of the heat exchanger is the outlet of the oil medium pipeline, and the oil inlet of the heat exchanger is the inlet of the oil medium pipeline. The inlet of the water medium pipeline is connected to the cooling water inlet pipeline, and the outlet of the water medium pipeline is connected to the cooling water outlet pipeline. The water medium in the water medium pipeline and the oil medium in the oil medium pipeline flow in opposite directions.

[0017] Preferably, the assembly also includes a hollow bolt, a thrust bearing, and a needle roller bearing. The thrust bearing is disposed between the hollow bolt and the drive gear. The drive gear has a thrust bearing mounting groove at its center. One side of the thrust bearing is pressed into the mounting groove and meshes with the end face of the drive gear. The hollow bolt passes through the thrust bearing and is locked onto the drive shaft to fix the drive gear. The hollow bolt has a hollow center and communicates with the lubrication oil hole of the drive shaft. The needle roller bearing is installed radially between the drive shaft and the drive gear. The needle roller bearing is press-fitted into the needle roller bearing mounting hole provided on the drive gear. A retaining ring is used to fix the needle roller bearing to prevent axial movement. The drive shaft passes through the inner hole of the needle roller bearing.

[0018] The technical effects and advantages of this utility model are as follows:

[0019] This invention adds an electromagnetic clutch between the drive gear and the input shaft of the retarder rotor. This allows the drive gear at the front of the retarder to rotate while the vehicle is in motion, but the input shaft of the retarder does not rotate accordingly. When the retarder needs to work, the electromagnetic clutch engages the drive gear and the input shaft of the retarder to make the rotor rotate. It also eliminates the float valve device, forced lubrication structure, and stator-rotor separation structure of traditional retarders, ensuring a fixed optimal working clearance between the stator and rotor. Furthermore, the oil reservoir is transformed into a replenishment tank, reducing the space of the oil tank, reducing the need for oil injection, and also reducing the overall weight. As a result, it achieves the advantages of low no-load power loss, fast response time, no float valve oil injection phenomenon, simple structure, low failure rate, and low cost and weight. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structural components of this utility model.

[0021] Figure 2 This is a schematic diagram of the electromagnetic clutch control disengagement state of this utility model.

[0022] Figure 3 This is a schematic diagram of the electromagnetic clutch control engagement state of this utility model.

[0023] The attached diagram is labeled as follows: 1. Drive gear; 2. Electromagnetic clutch; 3. Rotor; 4. Stator; 5. Oil inlet pipe; 6. Control module; 7. Muffler; 8. Electromagnetic air proportional valve; 9. Oil injection port; 10. Pressure sensor; 11. Oil replenishment tank; 12. Cooling water inlet pipe; 13. Water temperature sensor; 14. Cooling water outlet pipe; 15. Drive shaft; 16. Oil temperature sensor; 17. Bypass return oil pipe; 18. Oil outlet pipe; 19. Throttle valve; 20. Hollow bolt; 21. Thrust bearing; 22. Needle roller bearing; 23. Hole retaining ring; 24. Heat exchanger; 25. Oil inlet; 26. Oil outlet. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] As attached Figure 1-3 The electromagnetic clutch-type hydraulic retarder shown includes a retarder body and a control module 6. The retarder body includes a drive gear 1, an electromagnetic clutch 2, and a transmission shaft 15. The electromagnetic clutch 2 is installed between the drive gear 1 and the transmission shaft 15. The electromagnetic clutch 2 is electrically connected to the control module 6. The retarder body also includes a rotor 3 and a stator 4 disposed in a working chamber (not shown in the figure). There is a fixed gap between the rotor 3 and the stator 4. The transmission shaft 15 is connected to the rotor 3. In this embodiment, the control module 6 can be fixed on the hydraulic retarder body, so that the control module 6 and the hydraulic retarder form an integrated structure.

[0026] The retarder body also includes an electromagnetic air proportional valve 8, a water temperature sensor 13, an oil temperature sensor 16, and a pressure sensor 10; the oil temperature sensor 16 is installed on the bypass return oil line 17, the water temperature sensor 13 is installed on the cooling water outlet line 14 of the heat exchanger 24, and the pressure sensor 10 and the electromagnetic air proportional valve 8 are installed above the oil replenishment tank 11; the electromagnetic air proportional valve 8, the water temperature sensor 13, the oil temperature sensor 16, and the pressure sensor 10 are electrically connected to the control module 6.

[0027] The drive gear 1 and transmission shaft 15 are coaxially connected to the electromagnetic clutch 2. The working chamber is connected to the bypass return oil line 17. The working chamber is also provided with an oil outlet 26 and an oil inlet 25. The oil outlet 26 of the working chamber is connected to the oil inlet of the heat exchanger 24 through an oil outlet line 18. A throttle valve 19 is provided on the oil outlet line 18 and is connected to the bypass return oil line 17. The oil outlet of the heat exchanger 24 is connected to the oil inlet 25 of the working chamber through an oil inlet line 18. The oil inlet line 18 is connected to the oil replenishment tank 11. The oil replenishment tank 11 is connected to the working chamber through an oil inlet line 5 and an oil outlet line 18. The air port B of the electromagnetic air proportional valve 8 is connected to the oil replenishment tank 11, the air port A of the electromagnetic air proportional valve 8 is connected to the air source, and the air port C of the electromagnetic air proportional valve 8 is connected to a silencer 7.

[0028] More specifically, the rotor 3, stator 4, drive shaft 15, electromagnetic clutch 2 and drive gear 1 are mounted on the same axis. The surfaces of the rotor 3 and stator 4 with blades are mounted facing each other. The blades of the rotor 3 and stator 4 have an angle with the axial vertical plane, and the blades of the rotor 3 and stator 4 are distributed in the working cavity.

[0029] The heat exchanger 24 further includes a water medium pipeline and an oil medium pipeline. The oil outlet of the heat exchanger 24 is the outlet of the oil medium pipeline, and the oil inlet of the heat exchanger 24 is the inlet of the oil medium pipeline. The inlet of the water medium pipeline is connected to the cooling water inlet pipeline 12, and the outlet of the water medium pipeline is connected to the cooling water outlet pipeline 14. The water medium in the water medium pipeline and the oil medium in the oil medium pipeline flow in opposite directions.

[0030] Please refer to Figure 2 and Figure 3 The electromagnetic clutch hydraulic retarder of this utility model also includes a hollow bolt 20, a thrust bearing 21, and a needle roller bearing 22. The thrust bearing 21 is disposed between the hollow bolt 20 and the drive gear 1. The drive gear 1 has a thrust bearing 21 mounting groove at its center. One side of the thrust bearing 21 is pressed into the mounting groove and meshes with the end face of the drive gear 1. The hollow bolt 20 passes through the thrust bearing 21 and is locked onto the transmission shaft 15 to fix the drive gear 1. The hollow bolt 20 has a hollow structure at its center and communicates with the lubrication hole of the transmission shaft 15. The needle roller bearing 22 is installed radially between the transmission shaft 15 and the drive gear 1. The needle roller bearing 22 is press-fitted into the needle roller bearing 22 mounting hole provided in the drive gear 1. A retaining ring 23 is used to fix the needle roller bearing 22 to prevent axial movement. The transmission shaft 15 passes through the inner hole of the needle roller bearing 22.

[0031] In practice, the control module 6 sends the gear signal of the driver opening and closing the hydraulic retarder to the electromagnetic clutch 2. After analyzing and processing the signals fed back by the water temperature sensor 13, oil temperature sensor 16 and pressure sensor 10 of the current working state of the retarder, it sends them to the electromagnetic air proportional valve 8. This can ensure the optimal working state of the retarder and also ensure protection against abnormal operation.

[0032] Specifically, such as Figure 2 As shown, when the hydraulic retarder is not in operation, the working chamber is filled with oil, the drive gear 1 rotates freely with the vehicle transmission system, the electromagnetic clutch 2 is in the disengaged state and cannot drive the drive shaft 15 and the rotor 3 to rotate, so as to avoid the stator 4 and the rotor 3 stirring the working oil in the working chamber to form resistance and cause power loss when the hydraulic retarder is not in operation. At this time, the rotor 3 and the stator 4 maintain a fixed gap.

[0033] Under normal conditions, the electromagnetic air proportional valve 8 is not energized, and air ports A and B are disconnected, thus disconnecting the air source from the oil replenishment tank 11. There is no air pressure in the oil replenishment tank 11, and oil will not enter the oil inlet pipe 5 or the working chamber. At this time, the working chamber and all oil pipes are filled with oil, but since the rotor 3 is not working, the oil does not circulate. The water temperature sensor 13 monitors the temperature of the heat exchanger cooling water outlet pipe 14, the oil temperature sensor 16 monitors the oil temperature of the bypass return oil pipe 17, and the pressure sensor 10 monitors the air pressure in the oil replenishment tank 11. The data is fed back to the control module 6 in real time.

[0034] like Figure 3 As shown, when the hydraulic retarder is in operation, the driver sends a command through the control module 6 to the electromagnetic clutch 2 to engage with the drive shaft 15. The drive gear 1 drives the drive shaft 15 to rotate through the electromagnetic clutch 2, and the drive shaft 15 drives the rotor 3 to rotate. Since the working chamber and oil pipeline are filled with oil, the rotor 3 is immediately resisted by the working oil and a braking effect is generated when it rotates. Compared with the traditional hydraulic retarder, which requires air to be injected into the oil tank through the electromagnetic air proportional valve and then the air to force the oil into the working chamber, the response is more rapid.

[0035] In this technical solution, when the hydraulic retarder is working, the control module 6 sends a command to the electromagnetic air proportional valve 8, which is energized. The air source supplies air to the oil replenishment tank 11 through the air port A, so that the oil replenishment tank 11 maintains a fixed air pressure, thereby forming a stable oil volume in the oil pipeline. Furthermore, the air pressure in the oil replenishment tank 11 can be increased or decreased according to the braking requirements to increase or decrease the oil volume in the oil pipeline and thus change the braking performance of the hydraulic retarder.

[0036] After working in the working chamber, the high-temperature oil flows from the oil outlet 26 through the oil outlet pipe 18 into the heat exchanger 24. The oil and water media flow in opposite directions, and the oil temperature is reduced through heat exchange. The cooled oil returns to the oil tank 11 through the oil inlet pipe 5, forming a closed loop. The oil temperature sensor 16 monitors the return oil temperature, the pressure sensor 10 monitors the air pressure in the oil tank 11 to ensure a continuous and stable oil supply, and the water temperature sensor 13 monitors the coolant temperature and feeds it back to the vehicle cooling system to adjust the fan speed.

[0037] When braking ends, the control module 6 controls the electromagnetic clutch 2 to disengage the force transmission between the drive gear 1 and the transmission shaft 15, and the rotor 3 stops rotating.

[0038] like Figure 2 and Figure 3 As shown, the hollow bolt 20 is used to fix the drive gear 1 and tighten it on the transmission shaft 15 to prevent the drive gear 1 from falling off. When the hydraulic retarder is not working, the drive gear 1 meshes with the gear in the gearbox. When the vehicle is moving, the drive gear 1 of the hydraulic retarder will rotate. At this time, the electromagnetic clutch will disconnect the force transmission between the drive gear 1 and the transmission shaft 15. The hollow bolt 20 has a hollow structure inside, which allows lubricating oil to enter the middle position of the bearing and the oil seal to lubricate and cool the oil seal and the bearing.

[0039] The needle roller bearing 22 is installed radially between the drive shaft 15 and the drive gear 1. The needle roller bearing 22 works in conjunction with the thrust bearing 21 to ensure stable operation of the drive gear 1. The axial force applied by the hollow bolt 20 is transmitted through the thrust bearing 21 to prevent the drive gear 1 from axially dislodging. The thrust bearing 21 and the needle roller bearing 22 solve the friction problem when the drive gear 1 rotates relative to the hollow bolt 20 and the drive shaft 15, allowing the drive gear 1 to rotate freely. When the electromagnetic clutch 2 is engaged, the drive gear 1 and the drive shaft 15 are tightly connected inside the electromagnetic clutch 2 via a spline or gear connection. At this time, the drive gear 1 rotates following the gearbox gears, and power is transmitted to the drive shaft 15 via the electromagnetic clutch 2, thereby driving the rotor 3. Furthermore, the through hole in the hollow bolt 20 connects with the lubrication oil hole in the drive shaft 15 to form a lubrication oil passage.

[0040] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An electromagnetic clutch-type hydraulic retarder, comprising a retarder body and a control module (6), characterized in that, The retarder body includes a drive gear (1), an electromagnetic clutch (2), and a transmission shaft (15). The electromagnetic clutch (2) is installed between the drive gear (1) and the transmission shaft (15). The electromagnetic clutch (2) enables the force transmission between the drive gear (1) and the transmission shaft (15) to be connected or disconnected. The electromagnetic clutch (2) is electrically connected to the control module (6). The retarder body also includes a rotor (3) and a stator (4) disposed in the working chamber. The transmission shaft (15) is connected to the rotor (3).

2. The electromagnetic clutch-type hydraulic retarder according to claim 1, characterized in that, The retarder body also includes an electromagnetic air proportional valve (8), a water temperature sensor (13), an oil temperature sensor (16), and a pressure sensor (10); the oil temperature sensor (16) is installed on the bypass return oil line (17), the water temperature sensor (13) is installed on the cooling water outlet line (14) of the heat exchanger (24), and the pressure sensor (10) and the electromagnetic air proportional valve (8) are installed above the oil replenishment tank (11); the electromagnetic air proportional valve (8), the water temperature sensor (13), the oil temperature sensor (16), and the pressure sensor (10) are electrically connected to the control module (6).

3. The electromagnetic clutch-type hydraulic retarder according to claim 2, characterized in that, The control module is fixed on the hydraulic retarder housing, making the retarder body and the control module an integral structure. The drive gear (1) and the transmission shaft (15) are coaxially connected to the electromagnetic clutch (2). The working chamber is connected to the bypass return oil line (17), which is connected to the heat exchanger (24). The working chamber is also provided with an oil outlet (26) and an oil inlet (25). The oil outlet (26) of the working chamber and the oil inlet of the heat exchanger (24) are connected by an oil outlet line (15). 8) Connected to each other, the oil outlet pipeline (18) is equipped with a throttle valve (19) and connected to the bypass return oil pipeline (17), the oil outlet of the heat exchanger (24) is connected to the oil inlet (25) of the working chamber through the oil inlet pipeline (5), the oil inlet pipeline (5) is connected to the oil replenishment tank (11), the air port B of the electromagnetic air proportional valve (8) is connected to the oil replenishment tank (11), the air port A of the electromagnetic air proportional valve (8) is connected to the air source, and the air port C of the electromagnetic air proportional valve (8) is connected to a silencer (7).

4. The electromagnetic clutch-type hydraulic retarder according to claim 3, characterized in that, The rotor (3), the stator (4), the transmission shaft (15), the electromagnetic clutch (2), and the drive gear (1) are mounted on the same axis. The electromagnetic clutch is mounted in the housing mounting groove. One side of the electromagnetic clutch is fixedly connected to the drive gear, and the other side is fixedly connected to the transmission shaft. The rotor (3) and the surface with blades on the stator (4) are mounted facing each other. The blades of the rotor (3) and the stator (4) have an angle with the axial vertical plane. The rotor (3) is fixedly connected to the transmission shaft (15) and maintains a fixed gap with the stator (4).

5. The electromagnetic clutch-type hydraulic retarder according to claim 3, characterized in that, The heat exchanger (24) further includes a water medium pipeline and an oil medium pipeline. The oil outlet of the heat exchanger (24) is the outlet of the oil medium pipeline, and the oil inlet of the heat exchanger (24) is the inlet of the oil medium pipeline. The inlet of the water medium pipeline is connected to the cooling water inlet pipeline (12), and the outlet of the water medium pipeline is connected to the cooling water outlet pipeline (14). The water medium in the water medium pipeline and the oil medium in the oil medium pipeline flow in opposite directions.

6. An electromagnetic clutch-type hydraulic retarder according to any one of claims 1-5, characterized in that, Includes a hollow bolt (20), a thrust bearing (21), and a needle roller bearing (22). The thrust bearing (21) is disposed between the hollow bolt (20) and the drive gear (1). The drive gear (1) has a thrust bearing (21) mounting groove at its center. One side of the thrust bearing (21) is pressed into the mounting groove and meshes with the end face of the drive gear (1). The hollow bolt (20) passes through the thrust bearing (21) and is locked onto the transmission shaft (15) to fix the drive gear. 1) The hollow bolt (20) has a hollow structure in the center and is connected to the lubricating oil hole of the transmission shaft (15). The needle roller bearing (22) is installed between the transmission shaft (15) and the drive gear (1) in the radial direction. The needle roller bearing (22) is press-fitted into the mounting hole of the needle roller bearing (22) provided in the drive gear (1). The needle roller bearing (22) is fixed by a retaining ring (23) to prevent axial movement. The transmission shaft (15) passes through the inner hole of the needle roller bearing (22).

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