Wheel side reducer and electric transmission mine dump truck

Abstract

The utility model provides a kind of wheel edge speed reducer and electric drive mining dump truck, belong to dump truck vehicle transmission technical field.The technical scheme of wheel edge speed reducer is, including wheel hub mechanism, brake module and speed reduction module, wheel hub mechanism includes wheel hub body, speed reduction module includes the first speed reduction mechanism and second speed reduction mechanism being arranged in the axial both sides of wheel hub body, brake module includes wet brake, wet brake is connected with the cooperation of first output shaft, and wet brake is distributed between the first speed reduction mechanism and second speed reduction mechanism.The utility model places wet brake between the first speed reduction mechanism and second speed reduction mechanism by setting speed reduction module as split type structure, when braking vehicle, the torque borne by wet brake is greatly reduced, avoid the abnormal wear of brake pad, sealing element deformation failure and other problems caused by excessive torque, improve the service life of wet brake.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission technology for dump trucks, and in particular to a wheel-side reducer and an electric drive 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 a wet braking structure. This utilizes the circulating 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, existing wheel-side reducers typically concentrate the reduction mechanism on one side of the wheel hub, while the wet brake is mounted on the other. This layout causes torque from the motor and transmission system to be concentrated on the wet brake during braking. The reduction mechanism, acting as a torque amplification device, amplifies the motor's output torque several times or even tens of times during braking. This enormous torque exerted on the wet brake creates intense compressive and shear stress on internal components such as the friction pads, pistons, and seals, leading to abnormal wear of the friction pads, deformation and failure of the seals, and in severe cases, even cracking of the brake housing. This significantly hinders the improvement of the overall performance of the wheel-side reducer. Utility Model Content

[0005] This utility model addresses the problem in existing wheel-side reduction structures with wet brakes that the wet brakes are subjected to large torque during braking, which easily leads to abnormal wear of the friction pads and deformation and failure of the seals, thus restricting the overall performance of the wheel-side reducer. The present invention proposes a wheel-side reducer and an electric mining dump truck.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] This utility model provides a wheel-side reducer, including a wheel hub mechanism. The wheel hub mechanism includes a wheel hub body and a first output shaft, which is movably connected to the wheel hub body. The wheel-side reducer also includes:

[0008] The deceleration module includes a first deceleration mechanism and a second deceleration mechanism disposed on both sides of the axial direction of the hub body. Both the first deceleration mechanism and the second deceleration mechanism are used to decelerate the transmitted power. The first deceleration mechanism includes a first input end and a first output end. The first output shaft is drivenly connected to the first input end and the first output end is fixedly connected to the hub body. The second deceleration mechanism includes a second input end and a second output end. The second output end is drivenly connected to the first output shaft.

[0009] The power module's output end is connected to the second input end via a transmission connection;

[0010] The braking module includes a wet brake, which is connected to the first output shaft and is distributed between the first reduction mechanism and the second reduction mechanism.

[0011] Furthermore, the first reduction mechanism includes a first planetary reduction assembly, which includes a first planet carrier, a first planet gear, and a first sun gear. The first sun gear is driven to one end of the first output shaft to form a first input end. The first planet gear meshes with the first sun gear. The first planet carrier is driven to the first planet gear. The first planet carrier is fixedly connected to the hub body to form a first output end.

[0012] Furthermore, there are multiple first planetary gears, which are evenly distributed around the circumference of the first sun gear.

[0013] Furthermore, the first planetary carrier includes a first housing, one end of which is fixedly connected to the hub body, so that the first housing and the hub body form a receiving space capable of accommodating the first planetary gear and the first sun gear. The inner wall of the first housing is provided with a first connecting shaft, which is connected to the first planetary gear.

[0014] Furthermore, the second reduction mechanism includes a second planetary reduction assembly, which includes a second planetary carrier, a second planetary gear, and a second sun gear. The second sun gear is driven to the output end of the power module to form a second input end. The second planetary gear meshes with the second sun gear and is driven to the second planetary carrier. The second planetary carrier is driven to the end of the first output shaft opposite to the first sun gear to form a second output end.

[0015] Furthermore, there are multiple second planetary gears, which are evenly distributed around the circumference of the second sun gear. The second planetary gears are mounted on a second connecting shaft, which is connected to the second planetary gears.

[0016] Furthermore, the second planetary reduction assembly includes a second housing, the second housing having a second receiving cavity, the second planet carrier, the second planet gear, and the second sun gear all being disposed within the second receiving cavity, the second housing having internal teeth extending circumferentially on the side wall of the second receiving cavity, the second planet gear meshing with the internal teeth.

[0017] Furthermore, the second planetary reduction assembly includes at least a first-stage reduction component and a second-stage reduction component. The first-stage reduction component includes a third planet carrier, a third planet gear, and a third sun gear. The second-stage reduction component includes a fourth planet carrier, a fourth planet gear, and a fourth sun gear. The fourth sun gear is driven to the output end of the power module to form a second input end. The fourth planet gear meshes with the fourth sun gear. The fourth planet carrier is driven to the fourth planet gear and is also driven to the third sun gear. The third planet gear meshes with the third sun gear. The third planet carrier is driven to the third planet gear. The third planet carrier is driven to the end of the first output shaft opposite to the first sun gear to form a second output end.

[0018] Furthermore, the power module includes a motor mechanism and a second output shaft. The motor mechanism includes an asynchronous motor, and the output end of the asynchronous motor is connected to the second output shaft for transmission.

[0019] Furthermore, the power module includes a motor mechanism and a second output shaft. The motor mechanism includes multiple synchronous motors, and the output ends of the multiple synchronous motors are connected to the second output shaft via a third reduction gear assembly.

[0020] Furthermore, the third reduction assembly includes a first reduction gear and multiple second reduction gears. The output ends of multiple synchronous motors are connected to the multiple second reduction gears in a one-to-one transmission manner. The multiple second reduction gears mesh with the first reduction gears, and the first reduction gear is connected to one end of the second output shaft in a transmission manner.

[0021] Furthermore, the third reduction assembly includes a shift output shaft, a shift member, and a third output shaft. The shift output shaft is drivenly connected to the output end of the synchronous motor. Two shift gears are movably connected to the shift output shaft. The shift member is movably connected to the shift output shaft and can rotate synchronously with the shift output shaft. The shift member is located between the two shift gears and can move axially along the shift output shaft to be drivenly connected to one of the two shift gears. The third output shaft is provided with two transmission gears, which mesh with the two shift gears one by one. One end of the third output shaft is drivenly connected to one end of the second output shaft.

[0022] This utility model also provides an electric drive mining dump truck, including a wheel-side reducer as described in any one of the above.

[0023] As can be seen from the above technical solutions, the advantages of this utility model are:

[0024] This invention features a split-type deceleration module, consisting of a first deceleration mechanism and a second deceleration mechanism. The wet brake is placed between these two mechanisms. During vehicle braking, the second deceleration mechanism, located in front of the wet brake, effectively distributes the torque, significantly reducing the torque borne by the wet brake. This reduces the compression and shear stress on the internal components of the wet brake, such as the friction pads, pistons, and seals, preventing abnormal wear of the brake pads and deformation and failure of the seals due to excessive torque. This improves the service life of the wet brake and ensures the stability and reliability of the braking effect. Attached Figure Description

[0025] 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.

[0026] Figure 1 This is a schematic diagram of the transmission structure of the wheel-side reducer in Embodiment 1 of this utility model;

[0027] Figure 2 yes Figure 1 Enlarged view of point A in the middle;

[0028] Figure 3 yes Figure 1 Enlarged view of point B in the middle;

[0029] Figure 4 This is a schematic diagram of the transmission structure of the wheel-side reducer in Embodiment 2 of this utility model;

[0030] Figure 5 This is a schematic diagram of the transmission structure of the wheel-side reducer in Embodiment 3 of this utility model;

[0031] Figure 6 yes Figure 5 Enlarged view at point D;

[0032] Figure 7 This is a schematic diagram of the transmission structure of the wheel-side reducer in Embodiment 4 of this utility model;

[0033] Figure 8 yes Figure 7 A magnified view of point C in the middle.

[0034] Explanation of key figure labels:

[0035] 100. Hub mechanism; 110. Hub body; 120. First output shaft; 200. Power module; 210. Motor mechanism; 211. Asynchronous motor; 212. Synchronous motor; 213. Third reduction assembly; 2131. First reduction gear; 2132. Second reduction gear; 2133. Shift output shaft; 2134. Shifting component; 2135. Third output shaft; 2136. Shift gear; 2137. Transmission gear; 220. Second output shaft; 300. Reduction module; 310. First reduction mechanism; 311. First planetary reduction assembly; 3111. First input end; 3112. First output end; 3113. First planetary carrier; 3114. First planetary gear; 3115. First sun gear; 3 116. First housing; 3117. Accommodating space; 3118. First connecting shaft; 320. Second reduction mechanism; 321. Second planetary reduction assembly; 3211. Second input end; 3212. Second output end; 3213. Second planetary carrier; 3214. Second planetary gear; 3215. Second sun gear; 3216. Second connecting shaft; 3217. Second housing; 3218. Second accommodating cavity; 3219. Internal gear; 330. First stage reduction component; 331. Third planetary carrier; 332. Third planetary gear; 333. Third sun gear; 340. Second stage reduction component; 341. Fourth planetary carrier; 342. Fourth planetary gear; 343. Fourth sun gear; 400. Braking module; 410. Wet brake. Detailed Implementation

[0036] 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.

[0037] Example 1

[0038] Please see Figures 1-3A wheel-side reducer includes a hub mechanism 100, which includes a hub body 110 and a first output shaft 120. The first output shaft 120 is movably connected to the hub body 110. The wheel-side reducer also includes a reduction module 300, a power module 200, and a braking module 400. The reduction module 300 includes a first reduction mechanism 310 and a second reduction mechanism 320 disposed on both axial sides of the hub body 110. Both the first reduction mechanism 310 and the second reduction mechanism 320 are used to at least reduce the transmitted power. The first reduction mechanism 310 includes a first input end 3111 and a first output end. 3112, the first output shaft 120 is drivenly connected to the first input end 3111, the first output end 3112 is fixedly connected to the hub body 110, the second reduction mechanism 320 includes a second input end 3211 and a second output end 3212, the second output end 3212 is drivenly connected to the first output shaft 120; the output end of the power module 200 is drivenly connected to the second input end 3211; the braking module 400 includes a wet brake 410, the wet brake 410 is connected to the first output shaft 120, and the wet brake 410 is distributed between the first reduction mechanism 310 and the second reduction mechanism 320.

[0039] In this embodiment, as Figure 1As shown, the hub mechanism 100 includes a hub body 110 and a first output shaft 120. The first output shaft 120 is movably connected to the hub body 110. This movable connection is a conventional connection structure. Specifically, the hub body 110 has an axially extending through hole in the middle, through which the first output shaft 120 passes. A bearing is also provided in the through hole. The first output shaft 120 cooperates with the bearing, allowing the first output shaft 120 to rotate flexibly relative to the hub body 110, providing basic support for power transmission and vehicle movement. The deceleration module 300 includes a first deceleration mechanism 310 and a second deceleration mechanism 320, which are respectively disposed on both sides of the hub body 110 along the axial direction. The first deceleration mechanism 310 is disposed on the side of the hub away from the motor mechanism 210, and the second deceleration mechanism 320 is disposed on the side closer to the motor mechanism 210. The first deceleration mechanism 310 includes a first input end 3111 and a first output end 3112. The first input end 3111 is connected to one end of the first output shaft 120, and the first output end 3112 is fixedly connected to the hub body 110. The first output shaft 120 can transmit power to the first deceleration mechanism 310 through the first input end 3111, and after being decelerated by the first deceleration mechanism 310, it is transmitted to the hub body 110 through the first output end 3112. Correspondingly, the second deceleration mechanism 320 includes a second input end 3211 and a second output end 3212. The second input end 3211 is connected to the output end of the power module 200, and the second output end 3212 is connected to one end of the first output shaft 120. The other end of the first output shaft 120 is connected to the first input end 3211. The power module 200 transmits power to the second deceleration mechanism 320 through the second input end 3211. After the power is initially decelerated by the second deceleration mechanism 320, it is transmitted to the first output shaft 120 through the second output end 3212. The braking module 400 includes a wet brake 410, which is connected to the first output shaft 120. The wet brake 410 is arranged axially between the first reduction mechanism 310 and the second reduction mechanism 320 along the first output shaft 120. The wet brake 410 dissipates heat through the circulation of brake fluid. The wet brake 410 is an existing structure, which includes components such as brake pads, pistons, and seals. The brake pads are immersed in brake fluid. When braking is required, the piston pushes the brake pads to contact the brake disc under the pressure of the brake fluid, generating friction and thus achieving the braking function.

[0040] When the wheel-side reducer is working, the power module 200 starts and transmits the output power to the reduction module 300. The power is then transmitted to the second reduction mechanism 320 through the second input end 3211. After the first reduction operation of the second reduction mechanism 320, the speed is reduced. The reduced power is then transmitted to the first output shaft 120 through the second output end 3212. The first output shaft 120 then transmits the power to the first reduction mechanism 310 through the first input end 3111. The first reduction mechanism 310 further reduces the power a second time, reducing the speed to the required speed. The power at this speed is then transmitted to the wheel hub body 110 through the first output end 3112, thereby driving the vehicle. When the vehicle needs to brake, the wet brake 410 of the braking module 400 starts to work, braking the first output shaft 120. Since the wet brake 410 is located between the first reduction mechanism 310 and the second reduction mechanism 320, during the braking process, the second reduction mechanism 320, located in front of the wet brake 410 in the power transmission direction, can share part of the torque, thus greatly reducing the torque borne by the wet brake 410. When the vehicle brakes, the torque from the motor mechanism 210 and the transmission system is transmitted to the second reduction mechanism 320 through the second output shaft 220. After the reduction and torque amplification by the second reduction mechanism 320, part of the torque is absorbed and dispersed by the second reduction mechanism 320 itself, and the remaining torque is transmitted to the first output shaft 120, thus greatly reducing the torque received by the wet brake 410 during braking, effectively reducing the torque borne by the wet brake 410 during the braking process.

[0041] In the above structure, by setting the deceleration module 300 as a split structure, it is divided into a first deceleration mechanism 310 and a second deceleration mechanism 320. The first deceleration mechanism 310 and the second deceleration mechanism 320 are respectively set on both sides of the wheel hub body 110, and the wet brake 410 is placed between the first deceleration mechanism 310 and the second deceleration mechanism 320. When the vehicle brakes, the second deceleration mechanism 320 on the front side of the braking position of the wet brake 410 along the power transmission direction can effectively share the torque, so that the torque borne by the wet brake 410 is greatly reduced. This greatly reduces the compression and shear stress on the internal friction pads, pistons, seals and other components of the wet brake 410, and avoids problems such as abnormal wear of brake pads and deformation and failure of seals caused by excessive torque. This significantly improves the service life of the wet brake 410, so that the braking system can always maintain a stable working state under the frequent braking conditions of mining dump trucks, thereby ensuring the stability and reliability of the braking effect.

[0042] In the specific structure of the first reduction mechanism 310, the first reduction mechanism 310 includes a first planetary reduction assembly 311. The first planetary reduction assembly 311 includes a first planet carrier 3113, first planetary gears 3114, and a first sun gear 3115. The first sun gear 3115 is drivenly connected to one end of the first output shaft 120 to form a first input end 3111. The first planetary gears 3114 mesh with the first sun gear 3115. The first planet carrier 3113 is drivenly connected to the first planetary gears 3114. The first planet carrier 3113 is fixedly connected to the hub body 110 to form a first output end 3112. Multiple first planetary gears 3114 are provided, and the multiple first planetary gears 3114 are evenly distributed along the circumference of the first sun gear 3115.

[0043] In this embodiment, as Figure 2 As shown, the first planetary reduction assembly 311 mainly consists of a first planet carrier 3113, first planetary gears 3114, and a first sun gear 3115. The first sun gear 3115 is connected to one end of the first output shaft 120 via a key or spline connection to form a first input end 3111. This ensures that the first sun gear 3115 rotates synchronously with the first output shaft 120, introducing power into the first planetary reduction assembly 311. The first sun gear 3115 is coaxially arranged with the first output shaft 120. Furthermore, there are typically multiple first planetary gears 3114, generally three or four, evenly distributed along the circumference of the first sun gear 3115. Each first planetary gear 3114 has a number of teeth and tooth profile that match the first sun gear 3115, enabling it to mesh with the first sun gear 3115. The first planetary gear 3114 is connected and mounted on the first planetary carrier 3113, so that the first planetary gear 3114 can drive the first planetary carrier 3113 to rotate synchronously. One end of the first planetary carrier 3113 is fixedly connected to the hub body 110 by bolts, welding or other suitable fixing methods, thereby forming the first output end 3112, ensuring that the first planetary carrier 3113 can transmit the motion of the first planetary gear 3114 to the hub body 110, thereby driving the vehicle to move.

[0044] When the first output shaft 120 rotates, it drives the first sun gear 3115, which is connected to it, to rotate as well. The first sun gear 3115, as the driving gear, drives the multiple first planetary gears 3114 meshing with it to rotate. Since the first planetary gears 3114 are evenly distributed around the first sun gear 3115, they revolve around the first sun gear 3115 while rotating on their own axes. This revolving motion of the first planetary gears 3114 drives the first planetary carrier 3113 to rotate as well. Because the first planetary carrier 3113 is fixedly connected to the hub body 110, the rotation of the first planetary carrier 3113 is directly transmitted to the hub body 110, thus converting the high-speed rotation of the first output shaft 120 into the low-speed rotation of the hub body 110, achieving the purpose of deceleration and torque increase. The first planetary gear 3114 achieves power transmission and speed reduction / torque increase through meshing with the first sun gear 3115 and its own planetary motion. The even distribution of multiple first planetary gears 3114 makes the entire transmission process smoother and the force more even, reducing the load on a single planetary gear and improving the reliability and service life of the planetary reduction assembly.

[0045] In the above structure, the first planetary reduction assembly 311, through the coordinated operation of the first sun gear 3115, the first planetary gears 3114, and the first planetary carrier 3113, 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, meeting the power requirements of the vehicle under different operating conditions. The design of multiple first planetary gears 3114 being evenly distributed around the first sun gear 3115 makes the transmission process smoother, and the load borne by each first planetary gear 3114 is relatively uniform, avoiding the problem of accelerated wear and transmission instability caused by excessive force on a single planetary gear.

[0046] In addition, the first planetary carrier 3113 includes a first housing 3116, one end of which is fixedly connected to the hub body 110, so that the first housing 3116 and the hub body 110 form a receiving space 3117 that can accommodate the first planetary gear 3114 and the first sun gear 3115. The inner wall of the first housing 3116 is provided with a first connecting shaft 3118, which is connected to the first planetary gear 3114.

[0047] In this embodiment, as Figure 2As shown, the first planetary carrier 3113 is mainly composed of a first housing 3116. The interior of the first housing 3116 is hollow, and one end of the first housing 3116 has an opening. The open end of the first housing 3116 is tightly fixed to the hub body 110 by bolts, welding, or other reliable fixing methods. After the first housing 3116 and the hub body 110 are fixedly connected, they form a closed receiving space 3117, which can accommodate the first planetary gear 3114 and the first sun gear 3115. On the inner wall of the first housing 3116, there are multiple first connecting shafts 3118, which are connected to the first planetary gears 3114 one by one.

[0048] The first housing 3116 of the first planetary carrier 3113 is fixedly connected to the hub body 110, forming a stable integral structure. This structure effectively supports the first planetary gear 3114 and the first sun gear 3115, ensuring the stability of their relative position and motion during operation. Even under various complex external forces during vehicle operation, the first planetary carrier 3113 ensures the normal operation of the planetary reduction assembly, improving the reliability and durability of the entire wheel-side reducer. The structural design of the first planetary carrier 3113 is relatively simple, facilitating disassembly and installation, and reducing maintenance difficulty and cost.

[0049] In the specific structure of the second reduction mechanism 320, the second reduction mechanism 320 includes a second planetary reduction assembly 321, which includes a second planetary carrier 3213, second planetary gears 3214, and a second sun gear 3215. The second sun gear 3215 is drivenly connected to the output end of the power module 200 to form a second input end 3211. The second planetary gears 3214 mesh with the second sun gear 3215 and are drivenly connected to the second planetary carrier 3213. The second planetary carrier 3213 is drivenly connected to one end of the first output shaft 120 opposite to the first sun gear 3215 to form a second output end 3212. Multiple second planetary gears 3214 are provided and are evenly distributed along the circumference of the second sun gear 3215. The second planetary carrier 3213 is provided with a second connecting shaft 3216, which is connected to the second planetary gears 3214.

[0050] In this embodiment, as Figure 3As shown, the second planetary reduction assembly 321 mainly consists of a second planetary carrier 3213, second planetary gears 3214, and a second sun gear 3215. The second sun gear 3215 is connected to the power module 200 to form a second input end 3211, so that the second sun gear 3215 can rotate synchronously with the power module 200, introducing power into the second planetary reduction assembly 321. Multiple second planetary gears 3214 are evenly distributed along the circumference of the second sun gear 3215, and the number is generally three or four. Multiple second planetary gears 3214 mesh with the second sun gear 3215, and their number of teeth and tooth profile match those of the second sun gear 3215 to ensure good meshing effect, enabling them to rotate and revolve under the drive of the second sun gear 3215. The second planetary gears 3214 are connected to the second planetary carrier 3213 through the second connecting shaft 3216. One end of the second planetary carrier 3213 is connected to the first output shaft 120 opposite to the end of the first sun gear 3115 through a coupling, spline or other transmission mechanism to form the second output end 3212. The second planetary carrier 3213 transmits the motion of the second planetary gears 3214 to the first output shaft 120.

[0051] When the second planetary reduction assembly 321 is working, power is input from the power module 200, driving the second sun gear 3215 to rotate. The second sun gear 3215 acts as the driving gear, and its rotation drives the multiple second planet gears 3214 meshing with it to rotate. Since the second planet gears 3214 are evenly distributed around the second sun gear 3215, they also revolve around the second sun gear 3215 while rotating on their own axis. The revolve motion of the second planet gears 3214 will drive the second planet carrier 3213 to rotate together. The rotation of the second planet carrier 3213 will transmit power to the first output shaft 120, thereby realizing the transmission of power from the second output shaft 220 to the first output shaft 120, completing the process of speed reduction and torque increase.

[0052] In the above structure, the second planetary reduction assembly 321 can achieve efficient speed reduction and torque increase through the coordinated work of the second sun gear 3215, the second planet gears 3214 and the second planet carrier 3213. 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 to meet the power requirements of the vehicle under different working conditions. The multiple second planet gears 3214 are evenly distributed around the second sun gear 3215, making the transmission process more stable.

[0053] Specifically, the second planetary reduction assembly 321 includes a second housing 3217, the second housing 3217 is provided with a second receiving cavity 3218, the second planet carrier 3213, the second planet gear 3214 and the second sun gear 3215 are all disposed in the second receiving cavity 3218, the second housing 3217 is formed with internal teeth 3219 extending circumferentially on the side wall of the second receiving cavity 3218, and the second planet gear 3214 meshes with the internal teeth 3219.

[0054] In this embodiment, as Figure 3 As shown, the second housing 3217 has a hollow structure inside, which is a second receiving cavity 3218 for accommodating the second planetary carrier 3213, the second planetary gears 3214, and the second sun gear 3215. On the side wall of the second receiving cavity 3218, there are internal teeth 3219 extending circumferentially. These internal teeth 3219 mesh with the second planetary gears 3214. The second planetary carrier 3213 is located inside the second receiving cavity 3218, and the second sun gear 3215 is located at the center of the second receiving cavity 3218. It is connected to one end of the second output shaft 220. Multiple second planetary gears 3214 are evenly distributed around the second sun gear 3215.

[0055] During the revolution of the second planetary gears 3214, they mesh with the internal teeth 3219 on the second housing 3217. This meshing relationship causes the second planetary gears 3214 to generate a rotational motion in the opposite direction of their revolution. This complex motion of multiple second planetary gears 3214 acts together on the second planetary carrier 3213, causing the second planetary carrier 3213 to rotate around the axis of the second sun gear 3215.

[0056] In the above structure, the second planetary carrier 3213, the second planetary gear 3214, and the second sun gear 3215 are all housed within the second receiving cavity 3218 of the second housing 3217. The second planetary gear 3214 meshes with the internal teeth 3219 on the sidewall of the second housing 3217. 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 second receiving cavity 3218 formed by the second housing 3217 provides a relatively independent working environment for the internal second planetary carrier 3213, second planetary gear 3214, and second sun gear 3215, facilitating good lubrication and sealing. The enclosed structure also helps prevent external impurities from entering, improving the operational stability and reliability of the components.

[0057] In the specific structure of the power module 200, the power module 200 includes a motor mechanism 210 and a second output shaft 220. The motor mechanism 210 includes an asynchronous motor 211, and the output end of the asynchronous motor 211 is connected to the second output shaft 220 for transmission.

[0058] In this embodiment, as Figure 1 As shown, the output end of the motor mechanism 210 is connected to one end of the second output shaft 220. The electric mechanism can drive the second output shaft 220 to rotate along its axis to output power. The second output shaft 220 is coaxial with the first output shaft 120. The motor mechanism 210 includes an asynchronous motor 211, the output end of which is connected to one end of the second output shaft 220, thereby driving the second output shaft 220 to rotate and output power from it. The asynchronous motor 211 has a relatively simple structure, a relatively simple manufacturing process, and a low production cost, which helps reduce the overall manufacturing cost of the wheel-side reducer, improves the product's price competitiveness in the market, ensures reliable operation, is easy to maintain, and has a low failure rate and high reliability during normal operation. The asynchronous motor 211 has a wide power range, and the appropriate power asynchronous motor 211 can be selected as the power source of the wheel-side reducer according to the different power requirements of heavy vehicles such as mining dump trucks. Whether it is a small mining dump truck or a large and super heavy mining dump truck, an asynchronous motor 211 can be found to match it. This makes the asynchronous motor 211 highly versatile and adaptable in the application of wheel-side reducers.

[0059] Example 2

[0060] Please see Figure 4 In this embodiment 2, the structure of the wheel-side reducer is the same as that in embodiment 1, except that the power module 200 includes a motor mechanism 210 and a second output shaft 220. The motor mechanism 210 includes multiple synchronous motors 212, and the output ends of the multiple synchronous motors 212 are connected to the second output shaft 220 via a third reduction assembly 213. Specifically, the third reduction assembly 213 includes a first reduction gear 2131 and multiple second reduction gears 2132. The output ends of the multiple synchronous motors 212 are connected to the multiple second reduction gears 2132 in a one-to-one transmission connection. The multiple second reduction gears 2132 mesh with the first reduction gears 2131, and the first reduction gears 2131 are connected to one end of the second output shaft 220.

[0061] In this embodiment, the motor mechanism 210 includes multiple synchronous motors 212, which replace the asynchronous motors 211 as the power source. The multiple synchronous motors 212 can be arranged in an array and installed at specific positions on the wheel-side reducer to provide power to the entire system. The third reduction assembly 213 includes a first reduction gear 2131 and multiple second reduction gears 2132. The first reduction gear 2131 is a large-diameter gear with a central shaft hole, and is connected to one end of the second output shaft 220 via a key connection, interference fit, or other means. The number of second reduction gears 2132 is the same as the number of synchronous motors 212. Each second reduction gear 2132 has a smaller diameter than the first reduction gear 2131 and also has a central shaft hole. It is connected to the output end of the corresponding synchronous motor 212 via a coupling, spline, or other transmission structure. The multiple second reduction gears 2132 are evenly distributed circumferentially along the first reduction gear 2131 and mesh with it.

[0062] In the above structure, by setting multiple synchronous motors 212 to work in concert, greater power, higher torque, and higher speed can be output to meet the powerful power requirements of heavy vehicles such as mining dump trucks under complex working conditions such as heavy loads and climbing. Through the meshing transmission of multiple second reduction gears 2132 with the first reduction gear 2131, the torque is further amplified, enabling the wheel-side reducer to efficiently drive the vehicle, improving the vehicle's power performance and working efficiency. Furthermore, when one or more synchronous motors 212 fail, the other normally functioning synchronous motors 212 can still ensure the basic operation of the wheel-side reducer, maintaining the vehicle's minimum working capacity and preventing the vehicle from being completely paralyzed due to a single motor failure. This improves the reliability of the wheel-side reducer and the safety of vehicle operation, reducing downtime and maintenance costs caused by equipment failure. Depending on actual working conditions, some synchronous motors 212 can be selectively activated or deactivated, achieving flexible adjustment of power output. For example, when the vehicle is unloaded or lightly loaded, the number of synchronous motors 212 operating is reduced, energy consumption is lowered, and fuel economy is improved; when heavily loaded or climbing, all synchronous motors 212 are activated to output maximum power. This flexible power adjustment method allows the wheel-side reducer to better adapt to different working scenarios and optimize vehicle operating performance.

[0063] Example 3

[0064] Please see Figures 5-6A wheel-side reducer, in this embodiment 3, is otherwise identical to the structure in embodiment 2, except for the following: the third reduction assembly 213 includes a shift output shaft 2133, a shift member 2134, and a third output shaft 2135. The shift output shaft 2133 is driven by the output end of the synchronous motor 212. Two shift gears 2136 are movably connected to the shift output shaft 2133. The shift member 2134 is movably connected to the shift output shaft 2133 and can engage with... The shift output shaft 2133 rotates synchronously, and the shift component 2134 is disposed between the two shift gears 2136. The shift component 2134 can move along the axial direction of the shift output shaft 2133 and is connected to one of the two shift gears 2136 in a transmission connection. The third output shaft 2135 is provided with two transmission gears 2137, which mesh with the two shift gears 2136 one by one. One end of the third output shaft 2135 is connected to one end of the second output shaft 220 in a transmission connection.

[0065] In this embodiment, the third reduction assembly 213 is configured as a shiftable structure. The shift output shaft 2133 is a stepped cylindrical shaft, whose input end is connected to the output shaft of the synchronous motor 212 via a coupling or spline. A spline tooth is axially arranged in the middle section of the shaft for sliding connection with the shift member 2134 and for transmitting torque. Two annular grooves are also provided on the shaft, located on both sides of the spline tooth, for installing retaining rings to prevent the shift member 2134 from disengaging during axial sliding. Two shift gears 2136 are loosely fitted onto the shift output shaft 2133 via bearings and can rotate relative to the shaft. Each shift gear 2136 has 3219 internal teeth on its inner end face, the tooth profile of which matches the external teeth of the shift member 2134 for power transmission. The two shift gears 2136 have different numbers of teeth to correspond to different transmission ratios, meeting the vehicle's power requirements under different operating conditions. The shift component 2134 is a sleeve structure with external teeth. Its inner wall is provided with internal splines that match the splines of the shift output shaft 2133, allowing the shift component 2134 to slide axially on the shift output shaft 2133 while maintaining synchronous rotation with the shaft. Both ends of the shift component 2134 are provided with external teeth, which can mesh with the internal teeth 3219 turns of the two shift gears 2136 respectively. In addition, the outer circumferential surface of the shift component 2134 is also provided with an annular groove for mounting a shift fork, and the axial movement of the shift component 2134 is achieved by driving the shift fork. The third output shaft 2135 is arranged parallel to the shift output shaft 2133. One end of the shaft is connected to one end of the second output shaft 220 via a coupling or spline. Two transmission gears 2137 are fixedly installed on the shaft. The two transmission gears 2137 mesh with the two shift gears 2136 respectively. The gear ratio between the transmission gears 2137 and the shift gears 2136 determines the transmission ratio of the third reduction assembly 213. By switching different shift gears 2136 to mesh with the shift component 2134, different transmission ratios can be switched.

[0066] In practical operation, the power output by the synchronous motor 212 is transmitted to the shift output shaft 2133 via a coupling, causing it to rotate synchronously with the synchronous motor 212. When a gear ratio change is required, the drive shift member 2134 slides axially along the shift output shaft 2133. When the shift member 2134 meshes with the internal gear 3219 of a shift gear 2136, the power of the shift output shaft 2133 is transmitted to the shift gear 2136 via the shift member 2134. The shift gear 2136 then transmits the power to the transmission gear 2137 meshing with it, thereby driving the third output shaft 2135 to rotate. The third output shaft 2135 then transmits the power to the second output shaft 220, ultimately realizing the power output of the wheel-side reducer. When it is necessary to switch to another gear ratio, the drive shift member 2134 moves in the opposite direction, disengaging from the currently engaged shift gear 2136 and engaging with the internal teeth 3219 of another shift gear 2136, thus completing the gear ratio switch.

[0067] In the above structure, by setting two shift gears 2136 with different numbers of teeth and corresponding transmission gears 2137, the third reduction assembly 213 achieves at least two different transmission ratios. This allows for the selection of an appropriate gear based on the vehicle's actual operating conditions (such as starting, climbing, and high-speed driving), improving the vehicle's power adaptability and fuel economy. During gear shifting, the engagement and switching between the shift component 2134 and the shift gears 2136 ensures continuous power transmission, avoiding the power interruption that occurs during traditional gear shifting. This results in smoother vehicle acceleration and improved driving comfort and operational safety.

[0068] Example 4

[0069] Please see Figures 7-8 A wheel-side reducer, in this embodiment 4, the other structures are the same as those in embodiment 1, 2, or 3, except for the following: the second planetary reduction assembly 321 includes at least a first-stage reducer 330 and a second-stage reducer 340. The first-stage reducer 330 includes a third planet carrier 331, a third planetary gear 332, and a third sun gear 333. The second-stage reducer 340 includes a fourth planet carrier 341, a fourth planetary gear 342, and a fourth sun gear 343. The fourth sun gear 343 is connected to the second output shaft 2. The transmission connection 20 forms a second input terminal 3211. The fourth planetary gear 342 meshes with the fourth sun gear 343. The fourth planetary carrier 341 is transmissionally connected to the fourth planetary gear 342 and to the third sun gear 333. The third planetary gear 332 meshes with the third sun gear 333. The third planetary carrier 331 is transmissionally connected to the third planetary gear 332. The third planetary carrier 331 is transmissionally connected to one end of the first output shaft 120 opposite to the first sun gear 3115 to form a second output terminal 3212.

[0070] In this embodiment, the second planetary reduction assembly 321 adopts a two-stage planetary reduction structure design, composed of a first-stage reducer 330 and a second-stage reducer 340. The fourth sun gear 343 is fixedly connected to the second output shaft 220 via a spline connection, coupling drive, or other reliable means, forming the second input end 3211. Multiple fourth planetary gears 342 are typically provided, such as 3-4, evenly distributed around the circumference of the fourth sun gear 343. All the fourth planetary gears 342 mesh with the fourth sun gear 343 and are simultaneously mounted on the pins of the fourth planetary carrier 341 via bearings. They can rotate around their own axis and revolve around the fourth sun gear 343. The fourth planetary carrier 341 provides support and a transmission carrier for the fourth planetary gears 342, and a corresponding number of pins are provided on it for mounting the fourth planetary gears 342. One end of the fourth planetary carrier 341 has a shaft, which is rigidly connected to the third sun gear 333 via splines, keyways, or other means, transmitting the motion of the fourth planetary gears 342 to the third sun gear 333. The third sun gear 333 receives the power transmitted from the second-stage reduction component 340. Multiple third planetary gears 332 are also provided, evenly distributed around the circumference of the third sun gear 333, and mesh with it. The third planetary gears 332 are mounted on the shaft pins of the third planetary carrier 331 via bearings, allowing for rotation and revolution. One end of the third planetary carrier 331 has a shaft, which is connected to the end of the first output shaft 120 opposite the first sun gear 3115 via splines, couplings, etc., forming the second output end 3212, transmitting the reduced power to subsequent components. Furthermore, the entire second planetary reduction assembly 321 can be encapsulated in a separate housing, providing lubrication and heat dissipation for each component. The housing also has pre-drilled mounting holes for fixed connection with other modules of the wheel-side reducer.

[0071] When the wheel-side reducer is working, power is input from the second output shaft 220 to the second planetary reduction assembly 321. Second-stage reduction process: The second output shaft 220 drives the connected fourth sun gear 343 to rotate. The fourth sun gear 343, as the driving gear, drives multiple meshing fourth planet gears 342. Driven by the fourth sun gear 343, the fourth planet gears 342 rotate on their own axes and revolve around the fourth sun gear 343. The revolving motion of the multiple fourth planet gears 342 acts on the fourth planet carrier 341, causing the fourth planet carrier 341 to rotate. The fourth planet carrier 341 then transmits the power, after initial reduction and torque amplification, to the third sun gear 333, completing the second-stage reduction process.

[0072] First-stage deceleration process: After receiving power from the fourth planetary carrier 341, the third sun gear 333 begins to rotate, thereby driving the third planetary gear 332 meshing with it. Under the action of the third sun gear 333, the third planetary gear 332 also rotates and revolves. The revolving motion of multiple third planetary gears 332 drives the third planetary carrier 331 to rotate. The third planetary carrier 331 is connected to the first output shaft 120, and finally transmits the power after two-stage deceleration and torque amplification to the first output shaft 120, realizing the conversion of the high-speed, low-torque power of the second output shaft 220 into the low-speed, high-torque power of the first output shaft 120, meeting the power requirements of vehicle driving.

[0073] 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.

[0074] Example 5

[0075] This utility model also provides an electric drive mining dump truck, including a wheel-side reducer.

[0076] In the transmission system of this electric-drive mining dump truck, each wheel is equipped with an independent wheel-side reducer. The power module 200 of the wheel-side reducer has a motor mechanism 210 that can be selected from either an asynchronous motor 211 or a combination of multiple synchronous motors 212 as needed. The reduction module 300 includes a first reduction mechanism 310 and a second reduction mechanism 320, located on opposite axial sides of the wheel hub body 110. The wet brake 410 of the braking module 400 is positioned between the first and second reduction mechanisms 310 and cooperates with the first output shaft 120; this arrangement effectively distributes braking torque. The second output shaft 220 of the wheel-side reducer receives power from the power module 200, which is then reduced and amplified by the reduction module 300 before being transmitted to the wheel hub by the first output shaft 120, driving the vehicle. The drive shaft and coupling ensure smooth power transmission.

[0077] 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 wheel-side reducer, comprising a hub mechanism (100), the hub mechanism (100) including a hub body (110) and a first output shaft (120), the first output shaft (120) being movably connected to the hub body (110), characterized in that, The wheel-side reducer also includes: A deceleration module (300) includes a first deceleration mechanism (310) and a second deceleration mechanism (320) disposed on both axial sides of the hub body (110). The first deceleration mechanism (310) and the second deceleration mechanism (320) are both used to decelerate the transmitted power. The first deceleration mechanism (310) includes a first input end (3111) and a first output end (3112). The first output shaft (120) is drivenly connected to the first input end (3111), and the first output end (3112) is fixedly connected to the hub body (110). The second deceleration mechanism (320) includes a second input end (3211) and a second output end (3212). The second output end (3212) is drivenly connected to the first output shaft (120). A power module (200) is provided, wherein the output end of the power module (200) is connected to the second input end (3211) in a transmission manner; The braking module (400) includes a wet brake (410), which is connected to the first output shaft (120) and is distributed between the first deceleration mechanism (310) and the second deceleration mechanism (320).

2. The wheel-side reducer according to claim 1, characterized in that, The first reduction mechanism (310) includes a first planetary reduction assembly (311), which includes a first planetary carrier (3113), a first planetary gear (3114), and a first sun gear (3115). The first sun gear (3115) is driven to one end of the first output shaft (120) to form the first input end (3111). The first planetary gear (3114) meshes with the first sun gear (3115). The first planetary carrier (3113) is driven to the first planetary gear (3114). The first planetary carrier (3113) is fixedly connected to the hub body (110) to form the first output end (3112). And / or, the first planetary gear (3114) is provided in multiples, and the multiple first planetary gears (3114) are evenly distributed along the circumference of the first sun gear (3115); And / or, the first planetary carrier (3113) includes a first housing (3116), one end of which is fixedly connected to the hub body (110) so that the first housing (3116) and the hub body (110) form a receiving space (3117) capable of accommodating the first planetary gear (3114) and the first sun gear (3115). The inner wall of the first housing (3116) is provided with a first connecting shaft (3118), which is connected to the first planetary gear (3114).

3. The wheel-side reducer according to claim 2, characterized in that, The second reduction mechanism (320) includes a second planetary reduction assembly (321), which includes a second planetary carrier (3213), a second planetary gear (3214), and a second sun gear (3215). The second sun gear (3215) is driven to the output end of the power module (200) to form the second input end (3211). The second planetary gear (3214) meshes with the second sun gear (3215). The second planetary gear (3214) is driven to the second planetary carrier (3213). The second planetary carrier (3213) is driven to the end of the first output shaft (120) opposite to the first sun gear (3115) to form the second output end (3212). And / or, the second planetary gear (3214) is provided in multiples, and the multiple second planetary gears (3214) are evenly distributed along the circumference of the second sun gear (3215), and the second planetary carrier (3213) is provided with a second connecting shaft (3216), which is connected to the second planetary gear (3214).

4. The wheel-side reducer according to claim 3, characterized in that, The second planetary reduction assembly (321) includes a second housing (3217), the second housing (3217) having a second receiving cavity (3218), the second planet carrier (3213), the second planetary gear (3214) and the second sun gear (3215) being disposed in the second receiving cavity (3218), the second housing (3217) having internal teeth (3219) extending circumferentially on the side wall of the second receiving cavity (3218), the second planetary gear (3214) meshing with the internal teeth (3219).

5. The wheel-side reducer according to claim 3, characterized in that, The second planetary reduction assembly (321) includes at least a first-stage reduction element (330) and a second-stage reduction element (340). The first-stage reduction element (330) includes a third planet carrier (331), a third planetary gear (332), and a third sun gear (333). The second-stage reduction element (340) includes a fourth planet carrier (341), a fourth planetary gear (342), and a fourth sun gear (343). The fourth sun gear (343) is connected to the output end of the power module (200) to form the second input end (3211). The fourth planetary gear (342) is connected to... The fourth sun gear (343) is engaged, the fourth planet carrier (341) is drivenly connected to the fourth planet gear (342), and the fourth planet carrier (341) is drivenly connected to the third sun gear (333). The third planet gear (332) is engaged with the third sun gear (333), the third planet carrier (331) is drivenly connected to the third planet gear (332), and the third planet carrier (331) is drivenly connected to one end of the first output shaft (120) opposite to the first sun gear (3115) to form the second output end (3212).

6. The wheel-side reducer according to claim 1, characterized in that, The power module (200) includes a motor mechanism (210) and a second output shaft (220). The motor mechanism (210) includes an asynchronous motor (211), and the output end of the asynchronous motor (211) is connected to the second output shaft (220) for transmission.

7. The wheel-side reducer according to claim 1, characterized in that, The power module (200) includes a motor mechanism (210) and a second output shaft (220). The motor mechanism (210) includes multiple synchronous motors (212). The output ends of the multiple synchronous motors (212) are connected to the second output shaft (220) via a third reduction assembly (213).

8. The wheel-side reducer according to claim 7, characterized in that, The third reduction assembly (213) includes a first reduction gear (2131) and a plurality of second reduction gears (2132). The output ends of the plurality of synchronous motors (212) are connected to the plurality of second reduction gears (2132) in a one-to-one transmission connection. The plurality of second reduction gears (2132) mesh with the first reduction gear (2131). The first reduction gear (2131) is connected to one end of the second output shaft (220).

9. A wheel-side reducer according to claim 7, characterized in that, The third reduction assembly (213) includes a shift output shaft (2133), a shift member (2134), and a third output shaft (2135). The shift output shaft (2133) is driven by the output end of the synchronous motor (212). Two shift gears (2136) are movably connected to the shift output shaft (2133). The shift member (2134) is movably connected to the shift output shaft (2133) and can rotate synchronously with the shift output shaft (2133). 134) is disposed between the two shift gears (2136) and the shift member (2134) is axially movable along the shift output shaft (2133) and is connected to one of the two shift gears (2136) in a transmission connection. The third output shaft (2135) is provided with two transmission gears (2137), and the two transmission gears (2137) respectively mesh with the two shift gears (2136). One end of the third output shaft (2135) is connected to one end of the second output shaft (220) in a transmission connection.

10. An electric-drive mining dump truck, characterized in that, Includes a wheel-side reducer as described in any one of claims 1-9.

Images