CN116592119A - Wheel reduction and transaxle - Google Patents

Abstract

The application relates to a hub reduction gear and a vehicle, wherein the hub reduction gear comprises an input shaft, a reduction unit, an output unit, a gear shifting unit and a driving unit; the speed reducing unit is connected with the input shaft; the output unit is connected between the input shaft and the speed reduction unit; the gear shifting unit is sleeved on the input shaft and can move along the axial direction of the input shaft; the driving unit comprises a pneumatic piece and a reset piece and is used for driving the gear shifting unit to move along the axial direction of the output shaft. The driving unit provides power for the gear shifting unit, the axial position of the gear shifting unit is changed through the driving unit to realize gear shifting operation, the driving unit adopts a pneumatic mode to operate, gear shifting can be realized through the increase or the unloading of the air pressure in the control cavity, complicated operation of manually pulling and separating is omitted, and the convenience of a gear shifting process is improved. The mechanical structure of the pneumatic part is smaller, the structure is simple, the size is small, and the manufacturing cost of the speed reducer is reduced.

Description

Wheel reduction and transaxle

Technical Field

The application relates to the technical field of engineering machinery, in particular to a hub reduction gear and a drive axle.

Background

With the development of the times, the automobile has increasingly obvious effect, and the automobile becomes an indispensable living tool for people. The automobile drive axle is an assembly which covers the most various mechanical parts, components and sub-assemblies among various assemblies of an automobile. The drive axle is located at the end of the drive train and is the mechanism that can vary the rotational speed and torque from the transmission and transmit them to the drive wheels. The drive axle consists of a main speed reducer, a differential mechanism, a wheel transmission device, a drive axle housing and the like, and the rotation speed is reduced and the torque is increased through the transmission of a gear of the main speed reducer; the transmission direction of the torque is changed through bevel gear transmission; the inner wheel and the outer wheel rotate at different rotation speeds through the differential mechanism, so that the steering requirements of the automobile are met; through axle housing and wheel, realize bearing and power transmission effect.

In the related art, a wheel-side speed reducer is applied to a transmission structure of a heavy-duty vehicle, a large-scale vehicle and an off-road vehicle, and the purpose of the wheel-side speed reducer is to enable the vehicle to obtain a larger transmission ratio and a larger ground clearance. Among them, a shifter is generally used to shift gears of a speed reducer, adjust or change power transmitted from an engine to a drive shaft by changing a gear ratio of an internal gear of the speed reducer, and adapt to different driving requirements by shifting gears. According to the change of the running condition of the vehicle, a driver can change the opening and closing of the gear shifter with different proportions by operating the gear shifter, and the vehicle can achieve the running purposes of acceleration, deceleration or reversing.

However, the above-mentioned shifter has problems of complicated structure, large size, and the like, which cause the control or operation of the shifter to become complicated, while also increasing the manufacturing cost. Therefore, how to simplify the gear shifting structure and to improve the convenience of the gear shifting process is a urgent problem to be solved by those skilled in the art.

Disclosure of Invention

Based on this, it is necessary to provide a hub reduction gear and a transaxle for solving the problems of how to simplify the gear shift structure in the hub reduction gear and to improve the convenience of the gear shift process.

A first aspect of the present application provides a hub reduction gear comprising an input shaft, a reduction unit, an output unit, a shift unit and a drive unit; the speed reducing unit is connected with the input shaft; the output unit is connected between the input shaft and the speed reduction unit; the gear shifting unit is sleeved on the input shaft and can move along the axial direction of the input shaft; the driving unit comprises a pneumatic piece and a resetting piece, a cavity is arranged between the input shaft and the gear shifting unit, the pneumatic piece is connected with the input shaft and is configured to provide air pressure for the cavity or unload the air pressure of the cavity, and the resetting piece is connected between the output unit and the gear shifting unit; when the pneumatic piece increases the air pressure of the chamber, the air pressure can drive the gear shifting unit to be connected with the output unit; when the pneumatic member unloads the air pressure of the chamber, the reset member can release energy so that the shift unit is connected with the reduction unit.

In one embodiment, the input shaft is provided with a passage, and the pneumatic member communicates with the chamber via the passage.

In one embodiment, the driving unit further comprises a first sealing member, the first sealing member comprises a main body part and a sealing part connected with the main body part, the main body part is provided with a ring groove and a through hole, the pneumatic member is communicated with the ring groove by means of the through hole, the ring groove is communicated with the channel, the sealing part extends along the radial direction of the main body, and the sealing part is connected with the outer peripheral surface of the input shaft.

In one embodiment, the gear shifting unit is provided with a first annular groove, a second sealing element is embedded in the first annular groove, the input shaft is provided with a second annular groove, a third sealing element is embedded in the second annular groove, and the second sealing element and the third sealing element are used for sealing the cavity.

In one embodiment, the inner peripheral surface of the gear shifting unit is provided with a spline hole, the outer peripheral surface of the input shaft is provided with a spline shaft, and the spline shaft is matched with the spline hole.

In one embodiment, the output unit comprises a housing, the housing is connected between the speed reduction unit and the input shaft, and when the gear shifting unit is connected with the speed reduction unit, the rotational speeds of the housing and the input shaft are different; when the gas shift unit is connected with the shell, the rotating speed of the shell is the same as that of the input shaft.

In one embodiment, the output unit comprises a housing, a rotation element being arranged between the housing and the input shaft, the housing being rotatably connected to the input shaft by means of the rotation element.

In one embodiment, the speed reduction unit comprises a wave generator, a flexible gear and a rigid gear, the wave generator is connected between the input shaft and the flexible gear, the flexible gear is connected with the shell, the rigid gear is connected with the input shaft, the outer circumferential surface of the flexible gear is provided with first teeth, the inner circumferential surface of the rigid gear is provided with second teeth, the second teeth are configured to be meshed with the first teeth, and the input shaft can drive the wave generator to rotate, so that the flexible gear can rotate relative to the rigid gear.

In one embodiment, the wave generator comprises a transmission part, a transmission wheel and a transmission wheel shaft, wherein the transmission part is sleeved on the input shaft, the transmission wheel is connected with the transmission part by means of the transmission wheel shaft, and the flexible wheel is sleeved on the transmission wheel.

A second aspect of the application provides a drive axle comprising a hub reduction gear in any of the above embodiments.

Above-mentioned wheel reduction, drive unit provides power for the unit of shifting, changes the axial position of the unit of shifting through the drive unit, realizes the operation of shifting: when the driving unit drives the gear shifting unit to be connected with the speed reducing unit, the power of the input shaft is transmitted to the outside after being subjected to speed reduction and torque increase through the speed reducing unit, so that the speed reducing function of the speed reducer is realized; when the driving unit drives the gear shifting unit to be separated from the speed reducing unit, the power of the input shaft is directly transmitted to the outside through the gear shifting unit, so that the speed increasing function is realized. The driving unit operates in a pneumatic mode, and the gear shifting can be realized by controlling the pneumatic part to implement or unload the air pressure in the cavity, so that the complicated operation of manually pulling the clutch in the past is omitted, and the convenience of the gear shifting process is improved. The mechanical structure of the pneumatic part is smaller, the structure is simple, the size is small, and the manufacturing cost of the speed reducer is reduced. The pneumatic part is arranged on the input shaft and communicated with the cavity through the input shaft, so that the structure is compact and the space occupation is small.

Drawings

Fig. 1 is a cross-sectional view of a hub reduction gear according to an embodiment of the present application.

Fig. 2 is an exploded view of a hub reduction gear according to an embodiment of the present application.

FIG. 3 is a cross-sectional view of a pneumatic element according to an embodiment of the present application.

Fig. 4 is a cross-sectional view of an input shaft according to an embodiment of the application.

FIG. 5 is a cross-sectional view of a first seal in an embodiment of the application.

Fig. 6 is an enlarged view of a of fig. 1 according to the present application.

The input shaft 10, the first shaft section 11, the first fluid passage 111, the second fluid passage 112, the third fluid passage 113, the first spline shaft 114, the first ring groove 115, the second ring groove 116, the second shaft section 12, the second spline shaft 121, the third spline shaft 122, the plug 13, the snap ring 14, the reduction unit 20, the wave generator 21, the transmission member 211, the first circular hole 2111, the second circular hole 2112, the transmission wheel 212, the transmission shaft 213, the flexspline 22, the first tooth 221, the first mounting hole 222, the third circular hole 223, the rigid wheel 23, the second tooth 231, the first needle bearing 24, the fixing member 25, the anti-bending ring 26, the output unit 30, the first housing 31, the first mounting portion 311, the first mounting hole 3111, the second mounting portion 312, the second mounting hole 3121, the connecting portion 313, the second housing 32, the center hole 321, the third mounting hole 322, the thrust bearing 33, the first connecting member 34, the hub 35, the shift unit 40, the shift member 41, the chamber 42, the second seal member 43, the third seal member 44, the drive shaft unit 50, the reset member 511, the reset member 53, the spindle housing 53, the lock-up housing 31, the second ring groove 53, the second bearing 53, the main body 53, the threaded shaft housing 53, the reset member 53, the nut 53, the lock-up housing 53, the main body 53, the threaded housing 53, the nut housing 53, the fixing the threaded coupling portion 53, the support portion 53, and the hollow housing 53.

Detailed Description

In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if any, these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are used herein with respect to the orientation or positional relationship shown in the drawings, these terms refer to the orientation or positional relationship for convenience of description and simplicity of description only, and do not indicate or imply that the apparatus or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Referring to fig. 1, an embodiment of the present application provides a hub reduction gear including an input shaft 10, a reduction unit 20, an output unit 30, a shift unit 40, and a driving unit 50. The input shaft 10 is used as the power input of the whole wheel-side speed reducer; the speed reduction unit 20 is connected between the input shaft 10 and the output unit 30, and is used for transmitting the power of the input shaft 10 to the output unit 30 after speed reduction; the gear shifting unit 40 is sleeved on the input shaft 10, and the gear shifting unit 40 can move along the axial direction of the input shaft 10; the driving unit 50 is sleeved on the input shaft, and is used for driving the gear shifting unit 40 to move along the axial direction of the input shaft, so as to realize the gear shifting operation of the gear shifting unit 40.

As shown in fig. 1 and 2, the reduction unit 20 includes a wave generator 21, a flexspline 22, and a rigid spline 23. The wave generator 21 is connected to the input shaft 10 for rotation with the input shaft 10; the flexspline 22 is connected to the wave generator 21, the rigid spline 23 is connected to the input shaft 10, the rigid spline 23 is provided on the outer periphery of the flexspline 22, the outer periphery of the flexspline 22 is provided with first teeth 221, the inner periphery of the rigid spline 23 is provided with second teeth 231, the second teeth 231 can mesh with the first teeth 221, and the flexspline 22 is connected to the output unit 30 for transmitting power of the input shaft 10 to the output unit 30.

The wave generator 21 comprises a transmission 211, a transmission wheel 212 and a transmission wheel shaft 213. The transmission member 211 is connected with the input shaft 10, the transmission wheel 212 is connected with the transmission member 211 by means of a transmission wheel shaft 213, and the flexible wheel 22 is sleeved on the periphery of the transmission wheel 212. Specifically, a first round hole 2111 is formed in the transmission member 211, and the transmission wheel shaft 213 is arranged through the first round hole 2111 and fixedly connected with the transmission member 211; a first needle bearing 24 is arranged between the driving wheel 212 and the driving wheel shaft 213, and the driving wheel 212 is rotatably connected with the driving wheel shaft 213 through the first needle bearing 24.

A fixing member 25 is provided between the transmission member 211 and the transmission wheel shaft 213. Specifically, the transmission member 211 is provided with a second circular hole 2112, and the fixing member 25 is arranged through the second circular hole 2112 and connected with the transmission wheel shaft 213. The fixing member 25 in the present application may be a common connecting member such as a bolt, a screw, a rivet, a pin, etc., and in the embodiment disclosed in the present application, the fixing member 25 is a cylindrical pin.

Before the wave generator 21 and the flexible gear 22 are not assembled, the flexible gear 22 and the inner hole thereof are circular; after the wave generator 21 is mounted in the inner hole of the flexspline 22, since the length of the wave generator 21 is greater than the inner hole diameter of the flexspline 22, the flexspline 22 is elastically deformed to be elliptical, and in the long axis direction, the flexspline 22 contacts the fixed rigid spline 23 so that the first teeth 221 are engaged with the second teeth 231, and in the short axis direction, the flexspline 22 is separated from the fixed rigid spline 23 so that the first teeth 221 are separated from the second teeth 231. In the process of rotating the flexible gear 22, the deformation of the flexible gear 22 is continuously changed, so that the meshing state of the flexible gear 22 and the rigid gear 23 is also continuously changed, and the first teeth 221 and the second teeth 231 are repeatedly in the cycle of meshing, meshing out, disengaging and re-meshing, and torque and motion transmission is realized by continuously carrying out elastic deformation on the flexible gear 22. The wave generator 21 rotates so that each first tooth 221 of the flexible gear 22 is meshed with the second tooth 231 of the rigid gear 23 in turn, when the same first tooth 221 is meshed with the second tooth 231 of the rigid gear 23 to be meshed with the tooth on the rigid gear 23 again, the flexible gear 22 just rotates for one circle, and at the moment, the wave generator 21 rotates for a plurality of circles, and the ratio of the rotation circle number of the wave generator 21 to the rotation circle number of the flexible gear 22 is the reduction ratio of the gear edge speed reducer. As described above, since the wave generator 21 rotates many times when the flexspline 22 rotates one turn, the reduction ratio of the number of rotations of the wave generator 21 to the number of rotations of the flexspline 22, that is, the hub reduction gear, is large, and the transmission ratio of the hub reduction gear may be between 25 and 300.

According to the hub reduction gear (the gear shifting unit 40 is at the first position at this time), the rotation speed output by the input shaft 10 is reduced through the cooperation among the wave generator 21, the flexible gear 22 and the rigid gear 23 and is transmitted to the output unit 30, so that the reduction ratio can be greatly improved, and the requirements of the vehicle on a heavy gradient and a heavy load condition corresponding to the large reduction ratio can be met.

The reduction unit 20 further includes a buckling restrained ring 26. The bending resistance ring 26 is sleeved on the outer peripheral surface of the driving wheel 212 and is attached to the inner peripheral surface of the flexible wheel 22. Specifically, the bending resistance ring 26 uses a material resistant to abrasion and pressure. The bending-resistant ring 26 made of wear-resistant and pressure-resistant materials is arranged between the driving wheel 212 and the flexible wheel 22, so that the influence of friction of the driving wheel 212 on the flexible wheel 22 can be reduced, the flexible wheel 22 is protected, and the service life of the wheel-side reducer is prolonged. In the embodiment disclosed in the application, two driving wheels 212 are provided, and the bending resistance rings 26 are sleeved on the outer peripheral surfaces of the two bending resistance rings 26.

The tooth pitch of the flexspline 22 and the rigid spline 23 is the same, but the number of teeth is not the same. The number of first teeth 221 of flexspline 22 is smaller than the number of second teeth 231 of rigid spline 23. According to actual working conditions, the reduction ratio of the hub reduction gear can be changed by changing the number of teeth of the first teeth 221 and the second teeth 231, so that the reduction ratio of the reduction gear can be changed according to different working conditions. The reduction ratio between the input shaft 10 and the output unit 30 of the wheel-side reducer provided by the application is at least 25. In the present embodiment, the number of the first teeth 221 of the flexible gear 22 is 54, the number of the second teeth 231 of the rigid gear 23 is 56, and the reduction ratio is 54/(56-54) =27, which can greatly improve the reduction ratio compared with the conventional hub reduction gear adopting the planetary gear train. The difference in the number of teeth between the second tooth 231 and the first tooth 221 is referred to as the wave number and represents the number of cycles that the wave generator 21 is deformed at a point on the flexspline 22 during the transmission. In this embodiment, the wave number is 56-54=2, and the flexible gear 22 is driven by two waves, which has smaller stress, simpler structure and easy obtaining of large transmission ratio.

In other embodiments, on the premise of dual wave transmission, the number of teeth of the first tooth 221 may be 50, the number of teeth of the second tooth 231 may be 52, and the reduction ratio may be 50/(52-50) =25. Similarly, the number of the first teeth 221 may be 120, the number of the second teeth 231 may be 122, and the reduction ratio may be 120/(122-120) =60.

The output unit 30 includes a first housing 31. The first housing 31 includes a first mounting portion 311, a second mounting portion 312, a connecting portion 313, and a receiving portion. The connection portion 313 is connected between the first mounting portion 311 and the second mounting portion 312, a receiving portion is formed between the first mounting portion 311 and the second mounting portion 312, the first mounting portion 311 is connected with the flexspline 22, and the transmission unit 20 is disposed in an inner space of the receiving portion. Specifically, the first mounting portion 311 is provided with a first mounting hole 3111, and the flexspline 22 is provided with a first mounting hole 222 that mates with the first mounting hole 3111, and the first housing 31 and the flexspline 22 are connected together by mating the first mounting hole 3111 and the first mounting hole 222 with a bolt. The first mounting portion 311 is further provided with a male spigot, and is matched with the third round hole 223 of the flexible gear 22, and the middle portion of the first mounting portion 311 is connected with the input shaft 10 through the thrust bearing 33. The transmission unit 20 is installed in the accommodating space of the accommodating part to avoid the influence of the external environment on the operation of the transmission unit 20.

The second housing 32 is connected to the second mounting portion 312. Specifically, the second mounting portion 312 is provided with a second mounting hole 3121, the second housing 32 is provided with a central hole 321 and a third mounting hole 322 corresponding to the second mounting hole 3121, the first housing 31 is disposed through the central hole 321, and the first housing 31 and the second housing 32 are connected together by cooperating with the second mounting hole 3121 and the third mounting hole 322 through bolts.

A hub 35 is provided between the first housing 31 and the input shaft 10. Specifically, the hub 35 is provided with a first connection member 34 that mates with the second and third mounting holes 3121, 322, and the second and third mounting holes 3121, 322 mate with the first connection member 34 to connect the first and second housings 31, 32 with the hub 35 assembly. The flexible gear 22, the first shell 31, the second shell 32 and the hub 35 are fixedly connected, the input shaft 10 drives the transmission part 211 to synchronously rotate, the transmission part 211 rotates to enable the flexible gear 22 to rotate, and accordingly the first shell 31 and the hub 35 can be driven to synchronously rotate, and the rotation speed and torque transmitted by the input shaft 10 are transmitted to the hub 35 after being reduced in speed and increased in torsion.

The gear shifting unit 40 is provided with a first position and a second position, when the gear shifting unit 40 is positioned at the first position, the gear shifting unit 40 is connected with the transmission unit 20, so that the rotation speeds of the output unit 30 and the input shaft 10 are different, and the power of the input shaft 10 is decelerated through the transmission unit 20, so that the requirement of a vehicle on a large reduction ratio under the working conditions of a large gradient and a heavy load is met; when the gear shifting unit 40 is located at the second position, the gear shifting unit 40 is connected with the output unit 30, so that the rotation speeds of the output unit 30 and the input shaft 10 are the same, the requirement of the vehicle on a higher vehicle speed when the vehicle is in no-load is met, and the transmission efficiency is improved.

The shift unit 40 includes a shift member 41. The gear shifting member 41 is sleeved on the input shaft 10, and the gear shifting member 41 can move between a first position and a second position along the axial direction of the input shaft 10. The gear shifting piece 41 is provided with the third tooth near the terminal surface of ripples driving piece 211, the driving piece 211 is provided with the fourth tooth near the terminal surface of gear shifting piece 41, in the first position, the third tooth can cooperate with the fourth tooth, in order to transmit the power of input shaft 10 to driving piece 211, reduce speed and will pass power transmission to first casing 31 and wheel hub 35 through flexbile gear 22 and rigid gear 23 to the power of input shaft 10 transmission, first casing 31 and wheel hub 35 compare in the rotational speed of output shaft and reduce by a wide margin this moment, can satisfy the vehicle under heavy grade, heavy load operating mode to the demand of big reduction ratio. The gear shifting piece 41 is provided with the fifth tooth near the terminal surface of first casing 31, and the inner wall that first casing 31 is close to gear shifting piece 41 is provided with the sixth tooth, and in the second position, the fifth tooth can cooperate with the sixth tooth, can break away from flexspline 22, just the speed reduction of wheel 23 to input shaft 10 this moment, and the power of input shaft 10 is directly transmitted for first casing 31 and wheel hub 35, can satisfy the demand of vehicle to higher speed of a motor vehicle when no load in order to transmit the power of input shaft 10 to output unit 30.

As shown in connection with fig. 1, 3-6, the drive unit 50 includes a pneumatic member 51, a reset member 52, and a first seal member 53. The input shaft 10 is provided with a passage, and a chamber 42 is provided between the input shaft 10 and the shift member 41. The journal 511 of the pneumatic member 51 is connected with the axle housing 63, the pneumatic member 51 is connected with the input shaft 10 through the first seal member 53, the first seal member 53 is connected with the chamber 42 by means of a passage, the pneumatic member 51 is capable of supplying air pressure into the chamber 42 or discharging air pressure in the chamber 42, when the pneumatic member 51 supplies air pressure into the chamber 42, the chamber 42 serves as a piston chamber of the shift member 41, the volume of the chamber 42 increases while pushing the shift member 41 to the second position such that the fifth tooth of the shift member 41 is engaged with the sixth tooth of the inner wall of the housing. The return member 52 is connected between the first housing 31 and the shift member 41, and when the pneumatic member 51 unloads the pneumatic pressure within the chamber 42, the return member 52 can urge the shift member 41 to the first position such that the third tooth of the shift member 41 mates with the fourth tooth of the transmission member 211.

The input shaft 10 includes a first shaft section 11 and a second shaft section 12. The channel is open inside the first shaft section 11, and the end of the channel remote from the second shaft section 12 is provided with a plug 13 for sealing the end of the channel. The passages include a first flow passage 111, a second flow passage 112 and a third flow passage 113, the first flow passage 111 communicates with the seal 43 and the second flow passage 112, the third flow passage communicates with the second flow passage 112 and the chamber 42, the gas output from the pneumatic member 51 flows from the first flow passage 111, the second flow passage 112 and the third flow passage 113 to the chamber 42 through the seal 43, and the shift member 41 is moved from the first position to the second position by the high pressure gas.

The first shaft section 11 is provided with a first spline shaft 114 and a first annular groove 115, and the first spline shaft 114 is connected with a spline hole of the gear shifting piece 41 so as to realize the connection of the gear shifting piece 41 and the input shaft 10; the first ring groove 115 is internally embedded with a snap ring 14 for axially limiting the axle housing 63.

A second seal 43 and a third seal 44 are arranged between the first shaft section 11 and the shift element 41. The first shaft section 11 is provided with a second annular groove 116, the second sealing element 43 is embedded in the second annular groove 116, the gear shifting element 41 is provided with a third annular groove, the third sealing element 44 is embedded in the third annular groove, and the second sealing element 43 and the third sealing element 44 are respectively located on two sides of the cavity 42. When the pneumatic member 51 charges the chamber 42 with high-pressure gas, the pressure and the volume of the chamber 42 are increased, and the shift member 41 can move along the axial direction of the input shaft 10, and the second seal member 43 and the third seal member 44 are used for ensuring the tightness when the volume of the chamber 42 changes during the movement of the shift member 41.

The sixth circular hole of the first shaft section 11 is matched with the fifth shaft diameter of the second shaft section 12 and is connected by girth welding. The second shaft section 12 is provided with a second spline shaft and a third spline shaft, and the second spline shaft is connected with an inter-wheel differential lock and is used for locking a differential mechanism so as to realize hard connection of hubs 35 on two sides; the third spline shaft is connected with an inter-wheel differential mechanism to realize the differential speed between the hubs 35 on two sides.

The pneumatic member 51 may be an air tank, an air pump, or the like. Specifically, the pneumatic member 51 uses a compressed air source as power to transmit high-pressure air to the chamber 42 through the channel, the chamber 42 serves as a piston cavity of the gear shifting member 41, the air pushes the gear shifting member 41 to move and press the reset member 52 along with the input of the air pressure, so that the gear shifting member 41 moves to the second position, at this time, the speed reduction unit 20 is disconnected, and the power of the input shaft 10 is directly transmitted to the first housing 31 to increase the rotation speed of the hub 35.

The return member 52 is a spring. The reset element 52 is connected to the first position of the gear shifting element 41 by the release spring force of the reset element 52 when the high-pressure gas is disconnected, and the gear shifting element 41 connects the input shaft 10 and the speed reducing unit 20 together, and the speed reducing unit 20 synchronously rotates along with the input shaft 10, so as to realize the speed reducing function of the hub 35.

The first seal 53 includes a main body 531 and a seal portion 532. The main body 431 is provided with a fourth annular groove 5311 and a through hole 5312, and the pneumatic piece 51 is communicated with the fourth annular groove 5311 through the through hole 5312; specifically, the first seal 53 is an oil seal, the main body 531 is connected to the axle housing 63, the through hole 5312 is a screw hole, the air-moving member 51 is provided with a screw neck 512, and the air-moving member 51 is connected to the through hole 5312 through the screw neck 512. The fourth ring groove 5311 is connected to the passage, the seal portion 532 extends in the radial direction of the main body 531, and the seal portion 532 is connected to the outer peripheral surface of the input shaft 10; more specifically, the sealing portions 532 are sealing lips, and the sealing portions 532 are provided in two on both sides of the fourth annular groove 5311, so that the high-pressure gas of the air piece 51 can be sealed in the fourth annular groove 5311, thereby allowing the gas to flow from the fourth annular groove 5311 to the passage through which the gas is introduced into the chamber 42.

The high-pressure gas output by the pneumatic element 51 is sealed through the first sealing element 53, so that the gas is prevented from leaking out and is transmitted to the channel, and the stability of gas transmission is ensured; the pneumatic element 51 is arranged on the input shaft 10 through the first sealing element 53, so that the installation is simple and convenient, and the space occupation is small; the channel is arranged on the input shaft 10, and a gas transmission pipeline is not required to be additionally arranged, and is communicated with the cavity 42 through the channel in the input shaft 10, so that the structure is compact.

In some embodiments, the hub reduction gear is further provided with a fixing unit 60. The fixing unit 60 includes a rigid wheel bracket 61, a lock nut 62, an axle housing 63, a locking piece 64, and a second connector 65. The rigid wheel support 61 and the lock nut 62 are sleeved on the axle housing 63. Specifically, the spline hole provided by the rigid wheel support 61 is connected with the spline shaft provided by the axle housing 63, and the threaded hole provided by the lock nut 62 is connected with the threaded neck of the axle housing 63. The lock nut 62 is attached to one side of the rigid wheel support 61 and used for axially limiting the rigid wheel support 61. The axle housing 63 is fixedly sleeved on the outer periphery of the input shaft 10, and the axle housing 63 is connected with the input shaft 10 through a second needle bearing 66. The outer and inner bearings of the hub 35 are connected to the axle housing 63, and the axle housing 63 serves as a support. A gasket 67 is arranged between the end face of the axle housing 63 and the transmission member 211 and is used for axially limiting the axle housing 63 and the transmission member 211. The locking plate 64 is connected with the rigid wheel support 61 through a second connecting piece 65, the locking plate 64 is attached to the side face of the rigid wheel support 61, the locking plate 64 comprises convex teeth, the locking nut 62 is provided with an annular groove, and the convex teeth are connected with the annular groove in a matched mode and used for limiting the locking nut 62 in the circumferential direction.

The rigid wheel support 61 is fixedly connected with the rigid wheel 23. In the disclosed embodiment, the fourth circular hole of the rigid wheel 23 is matched with the third shaft diameter of the rigid wheel support 61 and is connected by using a circular weld. When the input shaft 10 rotates, neither the rigid wheel 23 nor the rigid wheel carrier 61 rotates.

The locking plate 64 is provided with a second mounting hole, and the second connecting piece 65 is arranged through the second mounting hole to realize the connection between the locking plate 64 and the rigid wheel support 61.

The first connector 34 and the second connector 65 in the embodiment of the present application may be common connectors such as bolts, screws, rivets, pins, etc.

Based on the same inventive concept, an embodiment of the present application further provides a driving axle, which includes the wheel-side reducer in any of the above embodiments.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.

Claims (10)

1. A wheel-side speed reducer, comprising:

an input shaft;

the speed reducing unit is connected with the input shaft;

an output unit connected between the input shaft and the speed reduction unit; the gear shifting unit is sleeved on the input shaft and can move along the axial direction of the input shaft; a kind of electronic device with high-pressure air-conditioning system

The driving unit comprises a pneumatic piece and a resetting piece, a cavity is arranged between the input shaft and the gear shifting unit, the pneumatic piece is connected with the input shaft, the pneumatic piece is configured to supply air pressure to the cavity or unload the air pressure of the cavity, and the resetting piece is connected between the output unit and the gear shifting unit;

when the pneumatic piece increases the air pressure of the chamber, the air pressure can drive the gear shifting unit to be connected with the output unit; when the pneumatic member unloads the air pressure of the chamber, the reset member can release energy so that the gear shifting unit is connected with the speed reducing unit.

2. The hub reduction gear according to claim 1, wherein a channel is provided on the input shaft, by means of which channel the pneumatic element communicates with the chamber.

3. The hub reduction gear according to claim 2, wherein the drive unit further comprises a first seal member including a main body portion provided with a ring groove and a through hole, and a seal portion connected to the main body portion, the pneumatic member being communicated with the ring groove via the through hole, the ring groove being communicated with the passage, the seal portion extending in a radial direction of the main body, the seal portion being connected to an outer peripheral surface of the input shaft.

4. The hub reduction gear according to claim 1, wherein a first ring groove is provided on the gear shifting unit, a second sealing member is embedded in the first ring groove, a second ring groove is provided on the input shaft, a third sealing member is embedded in the second ring groove, and the second sealing member and the third sealing member are used for sealing the chamber.

5. The hub reduction gear according to claim 1, wherein an inner peripheral surface of the shift unit is provided with a spline hole, and an outer peripheral surface of the input shaft is provided with a spline shaft, the spline shaft being fitted with the spline hole.

6. The hub reduction gear according to claim 1, wherein the output unit includes a housing connected between the reduction unit and the input shaft, and when the shift unit is connected to the reduction unit, rotational speeds of the housing and the input shaft are different; when the gear shifting unit is connected with the shell, the rotating speed of the shell is the same as that of the input shaft.

7. The hub reduction gear according to claim 6, wherein a rotating member is provided between the housing and the input shaft, the housing being rotatably connected to the input shaft by means of the rotating member.

8. The hub reduction gear according to claim 6, wherein the reduction unit includes a wave generator, a flexspline, and a rigid spline, the wave generator is connected between the input shaft and the flexspline, the flexspline is connected with the housing, the rigid spline is connected with the input shaft, an outer peripheral surface of the flexspline is provided with first teeth, an inner peripheral surface of the rigid spline is provided with second teeth, the second teeth are configured to be capable of meshing with the first teeth, and the input shaft is capable of driving the wave generator to rotate so that the flexspline is capable of rotating with respect to the rigid spline.

9. The hub reduction gear according to claim 8, wherein the wave generator comprises a transmission member, a transmission wheel and a transmission wheel shaft, the transmission member is sleeved on the input shaft, the transmission wheel is connected with the transmission member by means of the transmission wheel shaft, and the flexible wheel is sleeved on the transmission wheel.

10. A drive axle comprising a hub reduction gear according to any one of claims 1 to 9.