CN116658577A - Hub reduction gear, rear axle assembly and vehicle - Google Patents

Abstract

The application relates to a hub reduction gear, a rear axle assembly and a vehicle, wherein the hub reduction gear comprises: the body comprises a shell with a containing cavity and a connecting piece arranged on the shell; the central shaft is rotatably inserted into the shell; the central wheel comprises a first bevel gear and a second bevel gear with opposite rotation directions; a plurality of drive gear shafts; a plurality of first transmission gears and a plurality of second transmission gears which are in one-to-one correspondence with the transmission gear shafts, wherein each first transmission gear is rotatably sleeved on a first section of the corresponding transmission gear shaft and meshed with the first bevel gear; each second transmission gear is rotatably sleeved on the second section of the corresponding transmission gear shaft and meshed with the second bevel gear. The wheel reduction gear is fixedly connected to the shell through the connecting piece, so that the shell and the connecting piece are not connected through the fastening piece, the assembly of the wheel reduction gear is simplified, and meanwhile, the whole weight of the wheel reduction gear is reduced, so that the lightweight design of a vehicle is facilitated.

Description

Hub reduction gear, rear axle assembly and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a hub reduction gear, a rear axle assembly and a vehicle.

Background

The rear axle assembly is one of the important components of the vehicle for transmitting power, and the hub reduction gear is one of the important components of the rear axle assembly. The wheel reduction comprises a shell and a planetary gear train, wherein the planetary gear train comprises a connecting piece, a planet wheel, a central wheel and other component structures, and when the wheel reduction is assembled, various structures are required to be connected through a plurality of fasteners, so that the wheel reduction is complex to assemble, the whole weight of the wheel reduction is large, and the lightweight design of a vehicle is not facilitated.

Disclosure of Invention

Based on this, it is necessary to provide a hub reduction gear, a rear axle assembly and a vehicle, so as to simplify the assembly of the hub reduction gear, and simultaneously reduce the overall weight of the hub reduction gear, thereby facilitating the realization of a lightweight design of the vehicle.

According to an aspect of the present application, there is provided a hub reduction gear comprising:

the body comprises a shell with a containing cavity and a connecting piece arranged on the shell, and the connecting piece is positioned in the containing cavity;

the central shaft is rotatably inserted into the shell, and part of the central shaft is positioned in the accommodating cavity;

the central wheel comprises a first bevel gear and a second bevel gear with opposite rotation directions, and the first bevel gear and the second bevel gear are sequentially and rotatably sleeved on the central shaft;

the transmission gear shafts are arranged at intervals in the circumferential direction around the center wheel, each transmission gear shaft comprises a first section and a second section which are connected, one end, deviating from the second section, of each first section is arranged on the shell, and one end, deviating from the first section, of each second section is arranged on the connecting piece;

the first transmission gears are in one-to-one correspondence with the transmission gear shafts; each first transmission gear is rotatably sleeved on the corresponding first section of the transmission gear shaft and meshed with the first helical gear; and

the second transmission gears are in one-to-one correspondence with the transmission gear shafts; each second transmission gear is rotatably sleeved on the second section of the corresponding transmission gear shaft and meshed with the second bevel gear;

the center wheel, all the transmission gear shafts, all the first transmission gears and all the second transmission gears are all located in the containing cavity.

The wheel reduction comprises a body, a central shaft, a central wheel, a plurality of transmission gear shafts, a plurality of first transmission gears and a plurality of second transmission gears, wherein the connecting piece is fixedly connected to the shell, so that the shell and the connecting piece are not required to be connected through a fastener, the assembly of the wheel reduction is simplified, and meanwhile, the overall weight of the wheel reduction is reduced, so that the lightweight design of a vehicle is facilitated.

In one embodiment, the connector comprises:

a main body connected to the second section of the drive gear shaft; and

and a connection part connected between the main body and the housing.

In one embodiment, the transmission gear shaft, the first transmission gear and the second transmission gear are each provided with four.

In one embodiment, the hub reduction gear further includes a first mount disposed about the transfer gear shaft;

the first mounting piece comprises a third section and a fourth section which are connected, a first through hole is formed in the third section along the central axis direction of the central wheel, third gear teeth are formed in the inner wall of the first through hole, and the third gear teeth are meshed with all the first transmission gears; the fourth section is provided with a second through hole communicated with the first through hole along the central axis direction of the central wheel, the inner wall of the second through hole is provided with fourth gear teeth, and the fourth gear teeth are meshed with all the second transmission gears;

wherein the third gear teeth and the fourth gear teeth are bevel gear teeth with opposite rotation directions; all the first transmission gears are connected between the first bevel gear and the third section, and all the second transmission gears are connected between the second bevel gear and the fourth section.

In one embodiment, the hub reduction gear further comprises a second mount;

the second mounting piece is arranged in the accommodating cavity; the outer peripheral surface of one end of the second mounting piece is provided with fifth gear teeth meshed with the fourth gear teeth, and the fifth gear teeth are bevel gear teeth.

In one embodiment, the hub reduction gear further comprises a limiting piece and a locking piece which are both arranged on the second mounting piece;

the circumferential edge of the limiting piece is provided with a plurality of limiting parts, the locking piece is provided with locking parts matched with the limiting parts, and the locking parts are used for limiting the rotation of the limiting piece.

In one embodiment, the outer circumferential surface of the central shaft is provided with first straight gear teeth; the center wheel is provided with a third through hole along the central axis direction of the center wheel, the inner wall of the third through hole is provided with second straight gear teeth, and the first straight gear teeth and the second straight gear teeth are meshed with each other.

In one embodiment, the hub reduction gear further comprises an end cover, wherein the end cover is arranged on the shell and is positioned on one side of the shell, which is away from the central shaft along the central shaft direction of the central wheel.

According to another aspect of the present application, there is provided a rear axle assembly comprising the hub reduction gear of any of the above embodiments.

According to yet another aspect of the present application, there is provided a vehicle including the rear axle assembly of any one of the above embodiments.

Drawings

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

Fig. 2 is a schematic partial cross-sectional view of the hub reduction gear of fig. 1 in accordance with the present application.

Fig. 3 is a schematic cross-sectional view of the body of fig. 1 in accordance with the present application.

Fig. 4 is a schematic view of the needle bearing of fig. 1 according to the present application.

FIG. 5 is a schematic cross-sectional view of a rear axle assembly according to an embodiment of the application.

Reference numerals illustrate:

1. a rear axle assembly; 10. a wheel-side speed reducer; 11. a body; 111. a housing; 111a, a main housing; 111b, an installation part; 112. a connecting piece; 1121. a main body; 1122. a connection part; 11a, a receiving cavity; 11b, fourth through holes; 12. a central shaft; 121. a first straight gear tooth; 13. a center wheel; 131. a first helical gear; 132. a second helical gear; 13a, second straight gear teeth; 14. a clasp; 15. a transmission gear shaft; 16. a first transmission gear; 17. a second transmission gear; 18. a first mounting member; 18a, third gear teeth; 18b, fourth gear teeth; 19. a second mounting member; 191. a fifth gear tooth; 21. a limiting piece; 211. a limit part; 22. a locking member; 221. a locking part; 23. an end cap; 24. a baffle; 26a, needle bearing body; 26b, spacer rings; 27. a fastener; 28a, a first gasket; 28b, a second gasket; 40. tapered roller bearings; 50. a hub; 60. a bridge housing; 70. a tire bolt; 80. and a brake drum.

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.

In the related art, the hub reduction gear at least comprises a shell and a planetary gear train, wherein the planetary gear train comprises a connecting piece, a planetary gear, a central gear and other component structures. In order to make the connection reliable, many fasteners are required to connect each structure, for example, a plurality of fasteners are generally required to be arranged at intervals along the circumferential direction of the center wheel to connect the shell and the connecting piece, which results in complex assembly of the hub reduction gear, longer assembly time, and larger overall weight of the hub reduction gear, which is unfavorable for lightweight design of the vehicle.

Accordingly, the present application provides a hub reduction gear, a rear axle assembly and a vehicle to solve at least one of the above-mentioned problems in the related art.

FIG. 1 shows an exploded view of a hub reduction gear in an embodiment of the present application; FIG. 2 is a schematic partial cross-sectional view of the wheel-side reducer of FIG. 1 of the present application; fig. 3 shows a schematic cross-sectional view of the body of fig. 1 according to the application.

Referring to fig. 1 to 3, the present application provides a hub reduction gear 10, and the hub reduction gear 10 includes a body 11, a central shaft 12, a central wheel 13, a plurality of transmission gear shafts 15, a plurality of first transmission gears 16, and a plurality of second transmission gears 17. Specifically, the body 11 includes a housing 111 having a receiving cavity 11a and a connecting member 112 provided on the housing 111, and the connecting member 112 is located in the receiving cavity 11 a. The central shaft 12 is inserted into the housing 111, and a portion of the central shaft 12 is located in the accommodating cavity 11 a. The central wheel 13 comprises a first helical gear 131 and a second helical gear 132 with opposite rotation directions, and the first helical gear 131 and the second helical gear 132 are sequentially and rotatably sleeved on one end of the central shaft 12 inserted into the shell 111. All the transmission gear shafts 15 are arranged at intervals around the circumferential direction of the center wheel 13, the transmission gear shafts 15 comprise a first section and a second section which are connected, one end of the first section, which is away from the second section, is arranged on the shell 111, and one end of the second section, which is away from the first section, is arranged on the connecting piece 112. Wherein, all the first transmission gears 16 are in one-to-one correspondence with the transmission gear shafts 15, and each first transmission gear 16 is rotatably sleeved on the first section of the corresponding transmission gear shaft 15 and meshed with the first helical gear 131; all the second transmission gears 17 are in one-to-one correspondence with the transmission gear shafts 15, and each second transmission gear 17 is rotatably sleeved on the second section of the corresponding transmission gear shaft 15 and meshed with the second bevel gear 132. And, the center wheel 13, all the transmission gear shafts 15, all the first transmission gears 16, and all the second transmission gears 17 are located in the accommodation chamber 11 a. Alternatively, the connector 112 is fixedly connected with the housing 111.

The hub reduction gear 10 at least comprises a body 11, a central shaft 12, a central wheel 13, a plurality of transmission gear shafts 15, a plurality of first transmission gears 16 and a plurality of second transmission gears 17, and the connecting piece 112 is fixedly connected to the shell 111, so that the use of the fastening piece 27 is reduced, the assembly of the hub reduction gear 10 is simplified, the assembly time is saved, and the whole weight of the hub reduction gear 10 can be reduced, so that the light weight design of a vehicle is realized. In addition, since the connecting member 112 and the housing 111 are fixedly connected, the manner of the fixed connection is also advantageous in improving the connection stability of the connecting member 112 and the housing 111, and in addition, the supporting rigidity of the connecting member 112 can be improved, compared with the connection by the fastening member 27 such as a bolt.

It will be appreciated that since the first section of each of the transfer gear shafts 15 is provided with one first transfer gear 16, and the second section of each of the transfer gear shafts 15 is provided with one second transfer gear 17, the number of transfer gear shafts 15, first transfer gears 16 and second transfer gears 17 is the same.

With continued reference to fig. 1 and 3, in some embodiments, the body 11 is entirely of a solid of revolution. The body 11 includes a housing 111 and a connection member 112, and the accommodating chamber 11a accommodates the connection member 112, the center wheel 13, all of the transfer gear shafts 15, all of the first transfer gears 16, and all of the second transfer gears 17. Specifically, in some embodiments, the housing 111 includes a main housing 111a and a mounting portion 111b, the main housing 111a is provided with the accommodating chamber 11a, the mounting portion 111b is connected to one end of the main housing 111a in the axial direction of the center wheel 13, and the mounting portion 111b is used to connect the hub 50 and the brake drum 80 of the rear axle assembly 1 of the vehicle (see fig. 5 below in combination). The main case 111a, the mounting portion 111b, and the central axis 12 of the connector 112 are arranged to overlap each other.

In this way, the connection 112, the center wheel 13, the transfer gear shaft 15, the first transfer gear 16 and the second transfer gear 17 of the hub reduction gear 10 are disposed in the accommodation chamber 11a of the main casing 111a through the main casing 111a, so that the structure accommodated in the accommodation chamber 11a is protected by the main casing 111a; by providing the connection member 112, the main body 1121 and the main casing 111a are connected; the mounting portion 111b is provided to connect the main body 1121 with the hub 50 and the brake drum 80 of the rear axle assembly 1.

With continued reference to fig. 3, in some embodiments, the connector 112 includes a body 1121 and a connector 1122. The main body 1121 is connected to the second section of the transfer gear shaft 15, and the connecting portion 1122 is connected between the main body 1121 and the housing 111. That is, one end of the second section of the transfer gear shaft 15 in the central axis direction of the center wheel 13 is connected to the main body 1121, one end of the connecting portion 1122 in the central axis direction of the center wheel 13 is fixedly connected to one side surface of the main body 1121, and the other end is fixedly connected to one side surface of the housing 111. Alternatively, the body 11 may be an integrally formed structure. Specifically, in one embodiment, the main housing 111a is provided with a plurality of first mounting holes along the circumferential direction of the central wheel 13 at intervals, the main body 1121 is provided with a plurality of second mounting holes corresponding to the first mounting holes one by one along the circumferential direction of the central wheel 13, and each transmission gear shaft 15 is penetrated through one of the first mounting holes and one of the second mounting holes correspondingly arranged. The plurality of connection portions 1122 are provided, and all the connection portions 1122 are connected between the main body 1121 and the main casing 111a at intervals in the circumferential direction of the center wheel 13, and the first mounting holes and the second mounting holes are provided at intervals in the circumferential direction of the center wheel 13 with the connection portions 1122. It is understood that the number of first mounting holes, second mounting holes, transfer gear shafts 15, and connection portions 1122 is the same.

In this way, by providing the first mounting hole and the second mounting hole in one-to-one correspondence, so as to mount the transmission gear shafts 15, and each transmission gear shaft 15 is disposed in the gap between the adjacent two connection portions 1122, it is advantageous to restrict the positions of the transmission gear shafts 15 and the first and second transmission gears 16 and 17, and improve the situation in which the transmission gear shafts 15, the first transmission gears 16, or the second transmission gears 17 are offset in the course of transmitting power.

With continued reference to fig. 3, in some embodiments, the sides of the connection 1122 are configured as curved surfaces that fit the contours of the first and second drive gears 16, 17, and the gap between adjacent two connection 1122 is greater than the outer diameter dimension of the corresponding first and second drive gears 16, 17. In this way, by configuring the side surface of the connection portion 1122 to be a curved surface, the first transmission gear 16 and the second transmission gear 17 are better restrained, and the installation of the first transmission gear 16 and the second transmission gear 17 is facilitated.

With continued reference to fig. 1, in some embodiments, the number of drive gear shafts 15, first drive gears 16, second drive gears 17, first mounting holes, second mounting holes, and connection portions 1122 is four. In the present application, since the connecting member 112 is fixedly connected to the housing 111, and the side surfaces of the connecting portions 1122 are configured as curved surfaces that are adapted to the outer contours of the first transmission gear 16 and the second transmission gear 17, that is, the first transmission gear 16 and the second transmission gear 17 cannot be moved to the gap between the adjacent two connecting portions 1122 in the direction of the central axis of the center wheel 13 due to being blocked by the main body 1121 and the main housing 111a when mounted, but can be inserted into the fourth hole 11b provided in the main housing 111a first and then moved to the gap between the adjacent two connecting portions 1122 in the radial direction of the center wheel 13, and are aligned with the central axes 12 of the first mounting hole and the second mounting hole. In other words, since the housing 111 and the connecting member 112 are fixedly connected, the first transmission gear 16 and the second transmission gear 17 can only extend into the fourth through hole 11b and then move to the corresponding mounting positions, which results in the clearance between the adjacent two connecting portions 1122 being larger than the outer diameter dimensions of the corresponding first transmission gear 16 and second transmission gear 17, the number of corresponding related structures is also four compared with the structure in which the connecting member 112 and the housing 111 are detachably connected or the structure in which the connecting portions 1122 and the main body 1121 are detachably connected, and in the case that other structures remain identical, only four first transmission gears 16 and second transmission gears 17 can be provided in this embodiment of the present application.

With continued reference to fig. 1 and 2, the central shaft 12 is configured as a columnar structure and is inserted into the body 11. Specifically, in some embodiments, the outer peripheral surface of the central shaft 12 is provided with first straight gear teeth 121, the central wheel 13 is provided with a third through hole along the central axis direction of the central wheel 13, the inner wall of the third through hole is provided with second straight gear teeth 13a, and the first straight gear teeth 121 and the second straight gear teeth 13a are meshed with each other. Wherein, the first helical gear 131 and the second helical gear 132 are respectively provided with a third through hole, that is, the inner walls of the third through holes corresponding to the first helical gear 131 and the second helical gear 132 are respectively provided with a second straight gear tooth 13a. In the present application, the portion of the central shaft 12 provided with the first straight gear teeth 121 is a spline shaft, the portion of the third through hole provided with the second straight gear teeth 13a is a spline hole, and the spline shaft is adapted to the spline hole.

In this way, by providing the first spur gear teeth 121 on the outer peripheral surface of the central shaft 12 and providing the second spur gear teeth 13a engaged with the first spur gear teeth 121 on the inner wall of the first through hole of the central wheel 13, the central shaft 12 can transmit power to the central wheel 13 during power transmission, thereby enabling the central wheel 13 to be driven to rotate.

With continued reference to fig. 1 and 2, in some embodiments, the wheel-side reducer 10 further includes a flap 24 and a fastener 27. The baffle 24 is attached to a surface of the first bevel gear 131 facing away from the second bevel gear 132, and the baffle 24 is connected to the central shaft 12 by the fastener 27. Wherein the outside diameter of the baffle 24 is larger than the aperture of the third through hole.

Therefore, by arranging the baffle plates 24, the outer diameter of the baffle plates 24 is larger than the aperture of the third through hole, so that the axial limit of the central shaft 12 is realized, and the condition that the central shaft 12 moves along the central axis direction of the central wheel 13 in the transmission process is improved.

With continued reference to fig. 1 and 2, in some embodiments, the wheel-side reducer 10 further includes a plurality of snap rings 14. The main housing 111a is provided with a plurality of ring grooves, and each snap ring 14 is correspondingly arranged in one of the ring grooves. Wherein each snap ring 14 is provided in contact with one side surface of the transmission gear shaft 15 in the central axis direction of the center wheel 13 (the central axis direction of the center wheel 13 is shown as X-axis in fig. 1). It will be appreciated that the number of snap rings 14 and transfer gear shafts 15 is the same. Thus, the snap ring 14 is arranged to realize axial limit of the transmission gear shaft 15.

With continued reference to fig. 1 and 2, in some embodiments, the hub reduction gear 10 further includes a plurality of first shims 28a disposed on the main housing 111a, and a first shim 28a is disposed between a side surface of the main housing 111a along the central axis direction of the center wheel 13 and a side surface of each first transmission gear 16 facing away from the second transmission gear 17. The hub reduction gear 10 further includes a plurality of second gaskets 28b disposed on the connecting member 112, and one second gasket 28b is correspondingly disposed between a side surface of the main body 1121 along the central axis direction of the central wheel 13 and a side surface of each second transmission gear 17 facing away from the first transmission gear 16. Alternatively, a mounting groove for mounting the first gasket 28a may be provided at a corresponding position of the main housing 111a, and a mounting groove for mounting the second gasket 28b may be provided at a corresponding position of the main body 1121. It will be appreciated that the number of first shims 28a is the same as the number of first transfer gears 16 and the number of second shims 28b is the same as the number of second transfer gears 17.

In this way, the first spacer 28a and the second spacer 28b are provided to realize axial limitation of the first transmission gear 16 and the second transmission gear 17.

With continued reference to fig. 1 and 2, in some embodiments, the transfer gear shaft 15 is configured as a stepped shaft, i.e., the transfer gear shaft 15 includes two portions connected in sequence, wherein a diameter of one portion where the first transfer gear 16 is mounted is larger than a diameter of the other portion. In this way, a step surface can be formed at the junction of the two parts of the transmission gear shaft 15, and the axial movement of the transmission gear shaft 15 can be limited by the step surface, so that the axial limitation of the transmission gear shaft 15 is realized.

Fig. 4 shows a schematic view of the needle bearing of fig. 1 according to the present application.

Referring to fig. 4 in combination with fig. 1 and 2, the hub reduction gear 10 further includes a plurality of needle bearings disposed around the transfer gear shaft 15, and the first transfer gear 16 and the second transfer gear 17 are rotatably disposed on the transfer gear shaft 15 by means of the needle bearings. Specifically, in one embodiment, each needle bearing includes two sets of needle bearing bodies 26a and two cage rings 26b, and one set of needle bearing bodies 26a, two cage rings 26b, and the other set of needle bearing bodies 26a are disposed in sequence along the central axis of the center wheel 13. Wherein each set of needle bearing bodies 26a includes a plurality of sub needle bearings disposed around the transfer gear shaft 15.

With continued reference to fig. 1 and 2, in some embodiments, the hub reduction gear 10 further includes a first mounting member 18 disposed about the transfer gear shaft 15, the first mounting member 18 having a first through hole along a central axis of the center wheel 13. The first mounting member 18 includes a third section and a fourth section connected to each other, the third section being provided with a first through hole in the direction of the central axis of the center wheel 13, the inner wall of the first through hole being provided with third teeth 18a, the third teeth 18a being engaged with all of the first transmission gears 16. The fourth section is provided with a second through hole communicated with the first through hole along the central axis direction of the central wheel 13, the inner wall of the second through hole is provided with fourth gear teeth 18b, and the fourth gear teeth 18b are meshed with all the second transmission gears 17. Wherein the third gear teeth 18a and the fourth gear teeth 18b are bevel gear teeth with opposite rotation directions; all the first transfer gears 16 are connected between the first bevel gear 131 and the third segment, and all the second transfer gears 17 are connected between the second bevel gear 132 and the fourth segment.

With continued reference to fig. 1 and 2, in some embodiments, the wheel-side reducer 10 further includes a second mount 19. The second mounting member 19 is disposed in the accommodating chamber 11a, and a fifth gear tooth 191 engaged with the fourth gear tooth 18b is disposed on an outer circumferential surface of one end of the second mounting member 19, and the fifth gear tooth 191 is a bevel gear tooth.

With continued reference to fig. 1 and 2, in some embodiments, the wheel-side reducer 10 further includes a limiter 21 and a lock 22, both disposed on the second mounting member 19. Specifically, one end of the second mounting member 19 in the center axis direction of the center wheel 13 is provided with a groove for mounting the stopper 21, the circumferential edge of the stopper 21 is provided with a plurality of stopper portions 211, the locking member 22 is provided with locking portions 221 which are engaged with the stopper portions 211, the locking portions 221 are used for restricting rotation of the stopper 21, and the locking member 22 is connected with the second mounting member 19 by the fastener 27.

With continued reference to fig. 1 and 2, in some embodiments, the wheel-side reducer 10 further includes an end cap 23. The end cap 23 is provided on the housing 111, and is located on a side of the housing 111 facing away from the center shaft 12 in the center axis direction of the center wheel 13.

FIG. 5 illustrates a schematic cross-sectional view of a rear axle assembly in accordance with an embodiment of the application.

Based on the same inventive concept, referring to fig. 5, the present application also provides a rear axle assembly 1, including the hub reduction gear 10 in any of the above embodiments.

With continued reference to fig. 1 and 5, in some embodiments, the rear axle assembly 1 further includes a hub 50, an axle housing 60, a brake drum 80, tapered roller bearings 40, and tire bolts 70. One end of the axle housing 60 is provided with a thread diameter, the limiting piece 21 is provided with a threaded hole matched with the thread diameter, and the limiting piece 21 is connected with the thread diameter of the axle housing 60 by means of the threaded hole. In this way, the stopper 21 is provided to be connected to the axle housing 60, thereby realizing the stopper 21.

The second mounting member 19 is provided with a splined hole, the axle housing 60 is provided with a spline shaft cooperating with the splined hole, and the axle housing 60 is connected with the splined hole of the second mounting member 19 by means of the spline shaft. The tapered roller bearing 40 is sleeved outside the axle housing 60 and is located on the side of the second mounting member 19 facing away from the end cover 23 along the central axis direction of the center wheel 13, and the side surface of the second mounting member 19 facing away from the end cover 23 is attached to the side surface of the tapered roller bearing 40 facing toward the end cover 23. In this way, the second mounting member 19 is located between the stopper 21 and the tapered roller bearing 40, and the stopper of the second mounting member 19 is achieved due to the connection of the axle housing 60 and the second mounting member 19.

The hub 50 is provided outside the axle housing 60 via the tapered roller bearing 40. The brake drum 80 is provided to the housing 111 and is located outside the hub 50. The mounting portion 111b of the housing 111 is connected to the hub 50 and the brake drum 80 via the tire bolts 70, and the mounting portion 111b is located between the hub 50 and the brake drum 80 in the center axis direction of the center wheel 13. Because of the numerous component structures of the rear axle assembly 1, only the partial structures relevant to the technical proposal of the application are briefly described here.

It is understood that the number of tapered roller bearings 40 may be set as desired. For more reliable connection, a plurality of tire bolts 70 may be provided at intervals in the circumferential direction of the mounting portion 111b, and the specific number of the tire bolts 70 is not limited thereto, and may be provided as needed.

In the present application, the power transmission sequence is as follows: the power is input to the central shaft 12, and then sequentially transmitted from the central shaft 12 to the central wheel 13, the first and second transmission gears 16 and 17, the transmission gear shaft 15, the housing 111, and the hub 50. The first mounting member 18, the second mounting member 19, the axle housing 60 and the limiting member 21 of the present application do not move relative to each other after assembly, and do not transmit power, and the first mounting member 18 is also stationary. Wherein the power here refers to torque.

In the present application, the structures may be connected by the fastener 27, or may be connected by other connection structures, and the fastener 27 may be the same or different in the present application, which is not limited herein.

Based on the same inventive concept, the present application also provides a vehicle including the rear axle assembly 1 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:

the body comprises a shell with a containing cavity and a connecting piece arranged on the shell, and the connecting piece is positioned in the containing cavity;

the central shaft is rotatably inserted into the shell, and part of the central shaft is positioned in the accommodating cavity;

the central wheel comprises a first bevel gear and a second bevel gear with opposite rotation directions, and the first bevel gear and the second bevel gear are sequentially and rotatably sleeved on the central shaft;

the transmission gear shafts are arranged at intervals in the circumferential direction around the center wheel, each transmission gear shaft comprises a first section and a second section which are connected, one end, deviating from the second section, of each first section is arranged on the shell, and one end, deviating from the first section, of each second section is arranged on the connecting piece;

the first transmission gears are in one-to-one correspondence with the transmission gear shafts; each first transmission gear is rotatably sleeved on the corresponding first section of the transmission gear shaft and meshed with the first helical gear; and

the second transmission gears are in one-to-one correspondence with the transmission gear shafts; each second transmission gear is rotatably sleeved on the second section of the corresponding transmission gear shaft and meshed with the second bevel gear;

the center wheel, all the transmission gear shafts, all the first transmission gears and all the second transmission gears are all located in the containing cavity.

2. The hub reduction gear of claim 1, wherein the connection comprises:

a main body connected to the second section of the drive gear shaft; and

and a connection part connected between the main body and the housing.

3. The hub reduction gear according to claim 1, wherein four each of the transfer gear shaft, the first transfer gear and the second transfer gear are provided.

4. A wheel-side reducer according to any one of claims 1-3, further comprising a first mount disposed about the transfer gear shaft;

the first mounting piece comprises a third section and a fourth section which are connected, a first through hole is formed in the third section along the central axis direction of the central wheel, third gear teeth are formed in the inner wall of the first through hole, and the third gear teeth are meshed with all the first transmission gears; the fourth section is provided with a second through hole communicated with the first through hole along the central axis direction of the central wheel, the inner wall of the second through hole is provided with fourth gear teeth, and the fourth gear teeth are meshed with all the second transmission gears;

wherein the third gear teeth and the fourth gear teeth are bevel gear teeth with opposite rotation directions; all the first transmission gears are connected between the first bevel gear and the third section, and all the second transmission gears are connected between the second bevel gear and the fourth section.

5. The wheel-side reducer of claim 4, further comprising a second mount;

the second mounting piece is arranged in the accommodating cavity; the outer peripheral surface of one end of the second mounting piece is provided with fifth gear teeth meshed with the fourth gear teeth, and the fifth gear teeth are bevel gear teeth.

6. The wheel-side reducer of claim 5, further comprising a stop member and a lock member both disposed on the second mounting member;

the circumferential edge of the limiting piece is provided with a plurality of limiting parts, the locking piece is provided with locking parts matched with the limiting parts, and the locking parts are used for limiting the rotation of the limiting piece.

7. A hub reduction gear according to any one of claims 1-3, wherein the outer peripheral surface of the central shaft is provided with first spur gear teeth; the center wheel is provided with a third through hole along the central axis direction of the center wheel, the inner wall of the third through hole is provided with second straight gear teeth, and the first straight gear teeth and the second straight gear teeth are meshed with each other.

8. A wheel-side reducer according to any of claims 1-3, further comprising an end cap provided to the housing on a side of the housing facing away from the central shaft in the direction of the central axis of the central wheel.

9. A rear axle assembly comprising a hub reduction gear as claimed in any one of claims 1 to 8.

10. A vehicle comprising the rear axle assembly of claim 9.