Multi-motor super-high-torque balanced output speed reducer

Abstract

A multi-motor super-high-torque balanced output speed reducer, comprising a first motor shaft (1), a second motor shaft (2), a third motor shaft (3), and a fourth motor shaft (4) which are respectively transmittingly connected to multiple motors. The multiple motors cooperate with a speed reducer to output super-high torque, and balance and stability of output are also ensured, thereby improving the performance and safety stability of a power shovel lifting driving system. By mounting adjustable motor transmission assemblies (11) on the outer side surfaces of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3), and the fourth motor shaft (4), the number and positions of transmission grooves can be adjusted on the basis of the actual number and positions of the motors, so that the applicability can be greatly improved. The use of the built-in layout adjustment design does not affect the external transmission and heat dissipation space, thereby achieving a compact structure and rational layout.

Description

A multi-motor ultra-large torque balanced output reducer Technical Field

[0001] The present invention relates to the technical field of electric shovel lifting drive systems, and in particular to a multi-motor ultra-large torque balanced output reducer. Background Art

[0002] The water conservancy and mining industries are crucial foundations of the national economy, providing transportation, electricity, coal, and various mineral raw materials. Hoist systems and ship lifts primarily provide transportation for dams and hydropower stations. Their heavy lifting capacity requires ultra-large speed reducers. Electric shovels, a key piece of heavy equipment in open-pit mining, are primarily used for stripping surface coverings and loading ore, relying primarily on speed reducers for shoveling power. Ultra-large hoists utilize speed reducers for vertical transport, while ultra-large scraper conveyors and belt conveyors rely primarily on speed reducers for horizontal transport.

[0003] The drive system currently used in electric shovels primarily consists of an electric motor, a reducer, and a drum unit. Ship lifts, electric shovels, hoists, and scraper conveyors combine heavy loads with their own weight, requiring a reducer with exceptionally high torque output capabilities. Currently, the most popular solutions employ a dual-motor parallel input structure with a two-stage fixed-axis gear transmission and a single-axis output reducer, or a single motor with a two-stage planetary gear reducer.

[0004] While dual motors coupled with parallel input followed by a two-stage reduction gearbox can fully utilize both motors to provide greater torque, the imbalance in their output when both motors are operating simultaneously will directly affect the reducer output, leading to unstable lifting force. A single motor coupled with a two-stage planetary gearbox is limited by the motor's torque output in applications requiring extremely high torque output, necessitating a larger motor when greater torque is required.

[0005] With the increase in annual open-pit mining output, the stable and reliable operation of electric shovels is becoming increasingly important, and the stability of the hoisting system is particularly important for the stable operation of electric shovels. The current technical solutions for electric shovel hoist drive reducers have certain limitations. They cannot adapt to the actual number of drive motors, resulting in an inability to adapt to changing production needs. During operation, they cannot automatically and quickly clean slag and lubricate the transmission tooth surfaces, resulting in relatively high maintenance costs.

[0006] Summary of the Invention

[0007] The technical problem to be solved by the present invention is that the current technical solutions for electric shovel lifting drive reducers have some limitations and cannot be adaptively adjusted according to the actual number of drive motors, resulting in an inability to adapt to changing production needs. During operation, the transmission tooth surface cannot be automatically and quickly cleaned of slag and lubricated, resulting in relatively high subsequent maintenance costs.

[0008] The technical solution adopted by the present invention to solve its technical problem is: a multi-motor ultra-large torque balanced output reducer, including a first motor shaft, a second motor shaft, a third motor shaft and a fourth motor shaft respectively connected to the plurality of motors, a longitudinal upper left transmission gear and a longitudinal lower left transmission gear respectively arranged between the first motor shaft and the second motor shaft from top to bottom, and a longitudinal upper right transmission gear and a longitudinal lower right transmission gear respectively arranged between the third motor shaft and the fourth motor shaft from top to bottom, the longitudinal upper left transmission gear and the longitudinal upper right transmission gear are connected by a first transverse transmission shaft, and the longitudinal lower left transmission gear and the longitudinal lower right transmission gear are connected by a second transverse transmission shaft, and adjustable motor transmission assemblies are assembled on the outer sides of the first motor shaft, the second motor shaft, the third motor shaft and the fourth motor shaft, and an electronically controlled torque adjustment assembly is axially installed on the right side walls of the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear and the longitudinal lower right transmission gear.

[0009] An internal mounting ring of an integral structure protruding inward is fixed at the middle position of the inner arc surface of the first motor shaft, the second motor shaft, the third motor shaft and the fourth motor shaft, and a longitudinal adjustment opening that cooperates with the adjustable motor transmission assembly is opened on the outer surface of the first motor shaft, the second motor shaft, the third motor shaft and the fourth motor shaft.

[0010] The adjustable motor transmission assembly includes a first lifting isolation ring that is movably sleeved on the upper end of the outer arc surface of the first motor shaft, the second motor shaft, the third motor shaft and the fourth motor shaft, a second lifting isolation ring that is movably sleeved on the lower end of the outer arc surface of the first motor shaft, the second motor shaft, the third motor shaft and the fourth motor shaft, a first electric control support rod fixed on the upper end of the internal mounting ring, a second electric control support rod fixed on the lower end of the internal mounting ring, a first internal control ring axially fixed on the bottom of the telescopic section of the first electric control support rod, and a second internal control ring axially fixed on the top of the telescopic section of the second electric control support rod.

[0011] A transverse transmission connecting rod is provided between the upper and lower ends of the first motor shaft and the electronically controlled torque adjustment component of the longitudinal upper left transmission gear and the longitudinal lower left transmission gear, between the upper and lower ends of the second motor shaft and the electronically controlled torque adjustment component of the longitudinal upper left transmission gear and the longitudinal lower left transmission gear, between the upper and lower ends of the third motor shaft and the electronically controlled torque adjustment component of the longitudinal upper right transmission gear and the longitudinal lower right transmission gear, and between the upper and lower ends of the fourth motor shaft and the electronically controlled torque adjustment component of the longitudinal upper right transmission gear and the longitudinal lower right transmission gear.

[0012] The electronically controlled torque adjustment assembly includes a first fixed base fixed on the right side of the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear and the longitudinal lower right transmission gear, a second fixed base, a first regulating strut fixedly mounted on the outer side of the first fixed base, a second regulating strut fixedly mounted on the second fixed base, and an engaging tooth head axially fixed on the outer telescopic sections of the first regulating strut and the second regulating strut.

[0013] The shaft core positions of the first motor shaft, the second motor shaft, the third motor shaft and the fourth motor shaft are all fixedly equipped with internal control shafts that are transmission-connected to the transverse transmission connecting rods through lateral brackets.

[0014] Circular transition holes matching the transverse transmission connecting rods are provided at the center positions of the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear and the longitudinal lower right transmission gear, and built-in guide vanes are axially sleeved on the outer side surfaces of the transverse transmission connecting rods.

[0015] The inner walls of the tooth grooves outside the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear and the longitudinal lower right transmission gear are provided with oblique guide holes connected to the inside of the circular transition through hole.

[0016] Annular spoilers are provided at the opening positions on both sides of the circular transition through hole.

[0017] The lower surface of the first inner control ring and the upper surface of the second inner control ring are both fixedly equipped with an annular transmission bevel gear frame, and the first inner control ring and the second inner control ring are fixed with a central guide cylinder through an inner bracket.

[0018] The beneficial effects of the present invention are:

[0019] (1) The multi-motor ultra-large torque balanced output reducer of the present invention utilizes multiple motors in conjunction with the reducer to output ultra-large torque while also ensuring balanced and stable output, thereby greatly improving the performance, safety, and stability of the electric shovel lifting drive system.

[0020] (2) By assembling adjustable motor transmission assemblies on the outer sides of the first motor shaft, the second motor shaft, the third motor shaft, and the fourth motor shaft, the number and position of the transmission slots can be adjusted according to the actual number and position of the motors, thereby greatly improving the applicability;

[0021] (3) The built-in layout adjustment design does not affect the external transmission and heat dissipation space, with a compact structure and reasonable layout;

[0022] (4) By axially installing an electronically controlled torque adjustment assembly on the right side wall of the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear, and the longitudinal lower right transmission gear, sun bevel gears of different specifications and sizes can be adapted as needed to adapt to different torques, and the torque can also be adjusted by opening and closing during use;

[0023] (5) Circular transition holes are provided at the center of the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear, and the longitudinal lower right transmission gear to match the transverse transmission connecting rod, thereby facilitating the layout of the transverse transmission connecting rod and further improving the internal space utilization;

[0024] (6) Built-in guide vanes are axially sleeved on the outer surface of the transverse transmission connecting rod. Through the centrifugal force generated during the rotation, the air or lubricating oil on the outside is introduced into the inclined guide hole, and then the tooth surfaces of the longitudinal upper left transmission gear, the longitudinal lower left transmission gear, the longitudinal upper right transmission gear and the longitudinal lower right transmission gear are self-maintained, cleaned and lubricated, thereby improving the stability and durability of the main transmission surface and quickly improving the heat dissipation performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present invention will be further described below with reference to the accompanying drawings and examples.

[0026] FIG1 is a schematic structural diagram of the present invention.

[0027] FIG2 is a front view of the present invention.

[0028] FIG3 is a partial schematic diagram of the position of the electronically controlled torque adjustment component in the present invention.

[0029] FIG4 is a schematic diagram of the internal structure of the longitudinally arranged lower right transmission gear of the present invention. DETAILED DESCRIPTION

[0030] The present invention will now be described in further detail with reference to the accompanying drawings, which are simplified schematic diagrams that illustrate the basic structure of the present invention in a schematic manner.

[0031] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integral connection; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0032] A multi-motor ultra-large torque balanced output reducer shown in Figures 1, 2, 3 and 4 includes a first motor shaft 1, a second motor shaft 2, a third motor shaft 3 and a fourth motor shaft 4, which are respectively connected to the four motors in a transmission manner. A longitudinal upper left transmission gear 5 and a longitudinal lower left transmission gear 6 for mutual transmission are respectively arranged between the first motor shaft 1 and the second motor shaft 2 from top to bottom. A longitudinal upper right transmission gear 7 and a longitudinal lower right transmission gear 8 for mutual transmission are respectively arranged between the third motor shaft 3 and the fourth motor shaft 4 from top to bottom. The transmission gear 5 and the longitudinal upper right transmission gear 7 are connected by a first transverse transmission shaft 9, and the longitudinal lower left transmission gear 6 and the longitudinal lower right transmission gear 8 are connected by a second transverse transmission shaft 10. The outer surfaces of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4 are equipped with an adjustable motor transmission assembly 11, and the right side walls of the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8 are all axially installed with an electronically controlled torque adjustment assembly 12.

[0033] The first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4 have the same structure, and the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8 have the same structure.

[0034] In order to cooperate with internal installation and control, an internal mounting ring 13 with an inwardly protruding integral structure is fixed in the middle of the inner arc-shaped surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4, and a longitudinal adjustment opening 14 that cooperates with the adjustable motor transmission assembly 11 is opened on the outer surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4.

[0035] In order to adjust the position and number of transmission motors, the adjustable motor transmission assembly 12 includes a first lifting isolation ring 15 that is movably sleeved on the upper end of the outer arc surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4, a second lifting isolation ring 16 that is movably sleeved on the lower end of the outer arc surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4, a first electric control support rod 17 fixed at the upper end of the internal mounting ring 13, a second electric control support rod 18 fixed at the lower end of the internal mounting ring 13, a first internal control ring 19 axially fixed at the bottom of the telescopic section of the first electric control support rod 17, and a second internal control ring 20 axially fixed at the top of the telescopic section of the second electric control support rod 18.

[0036] The first lifting isolation ring 15 and the second inner control ring 20 , as well as the second lifting isolation ring 16 and the first inner control ring 19 , are fixedly connected via a connecting bracket located inside the longitudinal adjustment opening 14 .

[0037] The first electrically controlled support rod 17 and the second electrically controlled support rod 18 are both existing technologies. The first electrically controlled support rod 17 and the second electrically controlled support rod 18 are staggered and fixed at both ends of the internal mounting ring 13 and arranged in a circular array to improve the lifting stability of the first lifting isolation ring 15 and the second lifting isolation ring 16.

[0038] The first electric control support rod 17 drives the second lifting isolation ring 16 to move up and down by controlling the first internal control ring 19 to move up and down. The second electric control support rod 18 drives the first lifting isolation ring 15 to move up and down by controlling the second internal control ring 20 to move up and down. The first lifting isolation ring 15 and the second lifting isolation ring 16 change the number and position of the conveyor belt grooves on the outer arc surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4 by moving up and down. For example, when the first lifting isolation ring 15 is downward and the second lifting isolation ring 16 is upward, three conveyor belt grooves are formed on the outer arc surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4. At this time, three motors can be connected to a single motor shaft; when the first lifting isolation ring 15 is moved downward and the second lifting isolation ring 16 is moved upward to the middle position, two transmission belt grooves will be formed on the outer arc surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4, and now two motors can be connected to a single motor shaft; when the first lifting isolation ring 15 is moved upward and the second lifting isolation ring 16 is moved downward to the outer edge position, a transmission belt groove will be formed on the outer arc surface of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4, and now one motor can be connected to a single motor shaft.

[0039] In order to cooperate with the transmission, a transverse transmission connecting rod 21 is provided between the upper and lower ends of the first motor shaft 1 and the electronically controlled torque adjustment component of the longitudinal upper left transmission gear 5 and the longitudinal lower left transmission gear 6, between the upper and lower ends of the second motor shaft 2 and the electronically controlled torque adjustment component of the longitudinal upper left transmission gear 5 and the longitudinal lower left transmission gear 6, between the upper and lower ends of the third motor shaft 3 and the electronically controlled torque adjustment component of the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8, and between the upper and lower ends of the fourth motor shaft 4 and the electronically controlled torque adjustment component of the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8.

[0040] In order to cooperate with the meshing transmission, the electronically controlled torque adjustment assembly 12 includes a first fixed base 121 fixed on the right side of the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8, a second fixed base 122, a first regulating strut 123 fixedly mounted on the outer side of the first fixed base 121, a second regulating strut 124 fixedly mounted on the second fixed base 122, and a meshing tooth head 125 axially fixed on the outer telescopic section of the first regulating strut 123 and the second regulating strut 124.

[0041] The first regulating strut 123 and the second regulating strut 124 are both existing technologies. By controlling the lifting and lowering of the meshing tooth head 125, they engage with the adjacent ends of the transverse transmission link 21 for transmission. The rotation of the transverse transmission link 21 synchronously drives the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8 to rotate. When the first regulating strut 123 and the second regulating strut 124 control the meshing tooth head 125 to separate from the transverse transmission link 21, the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8 are separated from the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4, thereby losing the power source. By increasing the number of meshing of the meshing tooth head 125 with the transverse transmission link 21, the torque is increased; the transmission torque and speed can also be changed by changing the transmission gear specifications at both ends of the transverse transmission link 21.

[0042] In order to cooperate with the internal transmission control, the shaft core positions of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3 and the fourth motor shaft 4 are fixedly assembled with an internal control shaft 22 connected to the transverse transmission link 21 through a lateral bracket.

[0043] Both ends of the transverse transmission connecting rod 21 and the internal control shaft 22 have sun bevel gears.

[0044] In order to cooperate with the transverse transmission, a circular transition through hole 23 that cooperates with the transverse transmission connecting rod 21 is opened at the center position of the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8, and a built-in guide vane 24 is axially sleeved on the outer surface of the transverse transmission connecting rod 21.

[0045] In order to guide the inner wall of the tooth groove, an inclined guide hole 25 connected to the inside of the circular transition through hole 23 is opened on the inner wall of the tooth groove outside the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8.

[0046] When the built-in guide vane 24 rotates, the fluid located on both sides of the longitudinal upper left transmission gear 5, the longitudinal lower left transmission gear 6, the longitudinal upper right transmission gear 7 and the longitudinal lower right transmission gear 8, which can be lubricating oil or air, will be drawn into the circular transition through hole 23, and then introduced into the inclined guide hole 25 through the circular transition through hole 23, and then introduced into the opposite tooth surface through the inclined guide hole 25. In this way, the oblique guide method can be used to discharge impurities or heat on the opposite tooth surface. If it is lubricating oil, its surface can also be lubricated. At the same time, the meshing tooth surface can be cleaned and lubricated when the meshing transmission is engaged.

[0047] In order to cooperate with the lateral flow guidance, annular spoilers 26 are provided at the opening positions on both sides of the circular transition through hole 23 .

[0048] By reducing the openings of the circular transition through hole 23 on both sides of the built-in guide vane 24 , it is convenient for the built-in guide vane 24 to extract fluid from the openings on both sides of the circular transition through hole 23 when rotating.

[0049] In order to improve the transmission mode, the lower surface of the first inner control ring 19 and the upper surface of the second inner control ring 20 are fixedly equipped with an annular transmission bevel gear frame 27, and the first inner control ring 19 and the second inner control ring 20 are fixed with a central guide cylinder 28 through the inner bracket.

[0050] When the first electric control support rod 17 controls the first inner control ring 19 downward, and the second electric control support rod 18 controls the second inner control ring 20 upward, when the first inner control ring 19 drops to the bottom, the annular transmission bevel gear frame 27 fixed on the lower surface of the first inner control ring 19 extends from the lower end openings of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3, and the fourth motor shaft 4; when the second inner control ring 20 is lifted to the highest position, the annular transmission bevel gear frame 27 fixed on the upper surface of the second inner control ring 20 extends from the upper end openings of the first motor shaft 1, the second motor shaft 2, the third motor shaft 3, and the fourth motor shaft 4. At this time, the first motor shaft 1, the second motor shaft 2, the third motor shaft 3, and the fourth motor shaft 4 can be connected to the motor transmission through the gear shaft, thereby improving the transmission mode.

[0051] With the above-described preferred embodiments of the present invention as a guide, and with reference to the above description, relevant personnel are fully capable of making various changes and modifications without departing from the technical scope of this invention. The technical scope of this invention is not limited to the contents of the specification and must be determined according to the scope of the claims.

Claims

1. A multi-motor ultra-large torque balanced output reducer, comprising a first motor shaft (1), a second motor shaft (2), a third motor shaft (3) and a fourth motor shaft (4) which are respectively connected to the plurality of motors in a transmission manner, wherein: A longitudinally arranged upper left transmission gear (5) and a longitudinally arranged lower left transmission gear (6) that are in transmission connection with each other are respectively arranged from top to bottom between the first motor shaft (1) and the second motor shaft (2). A longitudinally arranged upper right transmission gear (7) and a longitudinally arranged lower right transmission gear (8) that are in transmission connection with each other are respectively arranged from top to bottom between the third motor shaft (3) and the fourth motor shaft (4). The longitudinally arranged upper left transmission gear (5) and the longitudinally arranged upper right transmission gear (7) are in transmission connection through a first horizontally arranged transmission shaft (9). The longitudinally arranged lower left transmission gear (6) and the longitudinally arranged lower right transmission gear (8) are in transmission connection through a second horizontally arranged transmission shaft (10). An adjustable motor transmission assembly (11) is assembled on the outer side surfaces of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3), and the fourth motor shaft (4). Electrically controlled torque adjustment assemblies (12) are axially installed on the right side walls of the longitudinally arranged upper left transmission gear (5), the longitudinally arranged lower left transmission gear (6), the longitudinally arranged upper right transmission gear (7), and the longitudinally arranged lower right transmission gear (8).

2. The multi-motor super-large torque balanced output speed reducer according to claim 1, wherein: An internally convex integral internal installation ring (13) is fixed at the middle position of the inner arc surface of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3), and the fourth motor shaft (4). Longitudinally arranged adjustment openings (14) that cooperate with the adjustable motor transmission assembly (11) are provided on the outer side surfaces of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3), and the fourth motor shaft (4).

3. The multi-motor super-large torque balanced output speed reducer according to claim 2, characterized in that: The adjustable motor transmission assembly (11) includes a first lifting isolation ring (15) movably sleeved on the upper ends of the outer arc surfaces of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3), and the fourth motor shaft (4), a second lifting isolation ring (16) movably sleeved on the lower ends of the outer arc surfaces of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3), and the fourth motor shaft (4), a first electrically controlled strut (17) fixed to the upper end of the internal installation ring (13), a second electrically controlled strut (18) fixedly installed at the lower end of the internal installation ring (13), a first internal control ring (19) axially fixed to the bottom of the telescopic section of the first electrically controlled strut (17), and a second internal control ring (20) axially fixed to the top of the telescopic section of the second electrically controlled strut (18).

4. A multi-motor super-large torque balanced output speed reducer according to claim 2, characterized in that: Transversely arranged transmission connecting rods (21) are provided between the upper and lower ends of the first motor shaft (1) and the electrically controlled torque adjustment assemblies of the longitudinally arranged upper left transmission gear (5) and the longitudinally arranged lower left transmission gear (6), between the upper and lower ends of the second motor shaft (2) and the electrically controlled torque adjustment assemblies of the longitudinally arranged upper left transmission gear (5) and the longitudinally arranged lower left transmission gear (6), between the upper and lower ends of the third motor shaft (3) and the electrically controlled torque adjustment assemblies of the longitudinally arranged upper right transmission gear (7) and the longitudinally arranged lower right transmission gear (8), and between the upper and lower ends of the fourth motor shaft (4) and the electrically controlled torque adjustment assemblies of the longitudinally arranged upper right transmission gear (7) and the longitudinally arranged lower right transmission gear (8).

5. The multi-motor super-large torque balanced output speed reducer according to claim 2, characterized in that: The electronically controlled torque adjustment component (12) comprises a first fixed base (121) fixed on the right side of the longitudinally arranged upper left transmission gear (5), the longitudinally arranged lower left transmission gear (6), the longitudinally arranged upper right transmission gear (7) and the longitudinally arranged lower right transmission gear (8), a second fixed base (122), a first regulating strut (123) fixedly mounted on the outer side of the first fixed base (121), a second regulating strut (124) fixedly mounted on the second fixed base (122), and a meshing tooth head (125) axially fixed on the outer telescopic sections of the first regulating strut (123) and the second regulating strut (124).

6. The multi-motor super-large torque balanced output speed reducer according to claim 4, characterized in that: The shaft core positions of the first motor shaft (1), the second motor shaft (2), the third motor shaft (3) and the fourth motor shaft (4) are all fixedly mounted with an internal control shaft (22) which is transmission-connected to a transverse transmission connecting rod (21) via a lateral bracket.

7. A multi-motor ultra-large torque balanced output speed reducer according to claim 4, characterized in that: A circular transition through hole (23) matching with a transverse transmission connecting rod (21) is provided at the center of the longitudinal upper left transmission gear (5), the longitudinal lower left transmission gear (6), the longitudinal upper right transmission gear (7) and the longitudinal lower right transmission gear (8), and a built-in guide vane (24) is axially sleeved on the outer side surface of the transverse transmission connecting rod (21).

8. The multi-motor super-large torque balanced output speed reducer according to claim 7, characterized in that: The inner walls of the tooth grooves outside the longitudinally disposed upper left transmission gear (5), the longitudinally disposed lower left transmission gear (6), the longitudinally disposed upper right transmission gear (7) and the longitudinally disposed lower right transmission gear (8) are provided with oblique guide holes (25) which are connected to the inside of the circular transition through hole (23).

9. A multi-motor ultra-large torque balanced output speed reducer according to claim 7, characterized in that: Annular spoilers (26) are provided at the opening positions on both sides of the circular transition through hole (23).

10. The multi-motor super-large torque balanced output speed reducer according to claim 3, characterized in that: The lower surface of the first inner control ring (19) and the upper surface of the second inner control ring (20) are both fixedly mounted with an annular transmission bevel gear frame (27), and the first inner control ring (19) and the second inner control ring (20) are fixed with a central guide cylinder (28) via an inner bracket.

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