CN219102011U - Two-stage wheel-side speed reducer for engineering vehicle drive axle - Google Patents
Two-stage wheel-side speed reducer for engineering vehicle drive axle Download PDFInfo
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- CN219102011U CN219102011U CN202222993396.7U CN202222993396U CN219102011U CN 219102011 U CN219102011 U CN 219102011U CN 202222993396 U CN202222993396 U CN 202222993396U CN 219102011 U CN219102011 U CN 219102011U
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The utility model relates to the field of wheel-side reducers, in particular to a secondary wheel-side reducer for a drive axle of an engineering vehicle. The hub comprises a hub reduction gear assembly, a hub supporting shaft and a half shaft; the wheel-side speed reducer assembly consists of a primary planetary gear train and a secondary planetary gear train, a common annular gear shared by the primary planetary gear train and the secondary planetary gear train is arranged in the wheel-side speed reducer assembly, and the common annular gear is fixed on a wheel-side supporting shaft through an annular gear supporting disc. According to the utility model, through the cooperation of the two-stage planetary gear trains of the hub reduction gear assembly, a higher transmission ratio can be realized on a smaller structure; by the cooperation of the common annular gears, the transmission speed ratio can be conveniently changed under the condition of unchanged maximum radial dimension by only changing the transmission gear ratio and the modulus of the planetary gear train on the premise of universal blank.
Description
Technical Field
The utility model relates to the field of wheel-side reducers, in particular to a secondary wheel-side reducer for a drive axle of an engineering vehicle.
Background
The wheel edge speed reducer is the last-stage speed reduction and torque increase device in the vehicle transmission system, and the adoption of the wheel edge speed reducer can reduce the load of components such as a speed changer, a transmission shaft, a main speed reducer, a differential mechanism, a half shaft and the like under the condition of the same total transmission ratio, so that the size of the components such as the main speed reducer is reduced, a driving axle obtains the advantages of larger ground clearance and the like, and the wheel edge speed reducer is widely applied to vehicles such as engineering vehicles, load trucks, large buses, off-road vehicles and the like.
The existing wheel-side speed reducer is mostly composed of a sun gear, a planet wheel, a gear ring and a planet wheel carrier, wherein the driving sun gear is generally connected with a half shaft, the driven planet wheel carrier is connected with the wheel, the gear ring is connected with a bridge shell, and the wheel-side speed reducer is adopted to improve the driving force of an automobile so as to meet or correct the matching of the force of the whole transmission system.
The engineering vehicle has the advantages that the hub reduction gear needs to obtain higher torque due to the use requirement, and the requirement can increase the size of the hub reduction gear, so that the size of the hub is influenced, and the size of the tire is further influenced; while the size of the tire affects the torque variation. Meanwhile, the reduction system is arranged in a relatively compact space, which needs to be considered in terms of convenience and operability of disassembly. In 2019, 07 and 19, china patent No. 108194515B discloses a hub bearing unit based on a two-stage speed reducing mechanism, which has the advantages of large transmission ratio, small axial size and compact structure. According to the utility model, the two-stage wheel-side speed reducer and the hub bearing are organically combined into a whole, so that the transmission ratio of the wheel-side speed reducer can be improved under a limited axial space, the driving force of an automobile is increased, the load of a transmission system is reduced, and the service life of the transmission system is effectively prolonged; however, the radial dimension of the two-stage planetary gear train is still larger, the axial arrangement is not very compact, the sealing structure of the two-stage planetary gear train is poor, and the whole structure is not beneficial to maintenance and disassembly. Based on the above problems, further improvements to the hub reduction gear are needed.
Disclosure of Invention
The utility model aims to solve the technical problems related to the background technology and provides a secondary wheel-side speed reducer for a drive axle of an engineering vehicle.
In order to achieve the above purpose, the utility model adopts the following technical scheme: a two-stage wheel-side speed reducer for an engineering vehicle drive axle comprises a wheel-side speed reducer assembly, a wheel hub, a wheel-side supporting shaft and a half shaft; the hub reduction gear assembly is fixed on a hub supporting shaft through two groups of bearings, the hub supporting shaft is in a hollow shaft type, and a half shaft passes through the hollow part of the hub supporting shaft and is connected with the hub reduction gear assembly to provide driving force; the hub is driven by the hub reduction gear assembly; the wheel-side speed reducer assembly consists of a primary planetary gear train and a secondary planetary gear train, a common annular gear shared by the primary planetary gear train and the secondary planetary gear train is arranged in the wheel-side speed reducer assembly, and the common annular gear is fixed on a wheel-side supporting shaft through an annular gear supporting disc.
The public ring gear is composed of a primary planetary gear meshing part and a secondary planetary gear meshing part, the primary planetary gear meshing part and the secondary planetary gear meshing part are arranged in a big-small head mode, the primary planetary gear meshing part is located at a small head end, and the secondary planetary gear meshing part is located at a big head end.
The tooth number of the first-stage planetary gear meshing part and the tooth number of the second-stage planetary gear meshing part are set to be 70-90 teeth; the number of teeth of the primary planetary gear meshing part and the number of teeth of the secondary planetary gear meshing part can be set to be the same or different according to actual requirements.
The primary planetary gear train consists of a primary sun gear, at least three primary planetary gears, primary planetary gear shafts which are in one-to-one correspondence with the primary planetary gears and a primary planetary gear carrier; the primary sun gear is connected with one end of a supporting shaft of the semi-axle penetrating wheel edge, and is externally meshed with the primary planet gears to drive the primary planet gears to rotate; the primary planetary gears are internally meshed with the common annular gear to keep stable; the power of the primary planetary gear is output through a primary planetary gear shaft; the output end of the primary planetary gear shaft is connected by the primary planetary gear carrier, and the driving force transmitted by the half shaft is transmitted to the secondary planetary gear train through the primary planetary gear carrier.
The secondary planetary gear train consists of a secondary sun gear pressing plate shaft, a secondary sun gear, at least three secondary planetary gears, secondary planetary gear shafts which are in one-to-one correspondence with the secondary planetary gears and a secondary planetary gear carrier; the secondary sun gear is sleeved on the secondary sun gear pressing plate shaft, and the secondary sun gear pressing plate shaft keeps synchronous rotation with the primary planet gear carrier; the secondary sun gear is driven by the primary planet carrier; the secondary sun gear is externally meshed with the secondary planet gears to drive the secondary planet gears to rotate; the secondary planetary gears are internally meshed with the common annular gear to keep stable; the power of the secondary planet gear is output through a secondary planet gear shaft; the output end of the secondary planet gear shaft is connected by a secondary planet gear carrier; the secondary planet carrier is mounted on the hub by bolting and transmits the driving force to the hub by the secondary planet carrier.
Preferably, the second-stage sun gear pressing plate shaft is in a T shape, and the second-stage sun gear pressing plate shaft and the half shaft are arranged in a breaking mode, so that the wheel edge speed reducer assembly can be conveniently detached; the small end of the T-shaped sun gear is provided with a thread, and the secondary sun gear is fixed on the secondary sun gear pressing plate shaft through a locking nut arranged on the thread after the secondary sun gear pressing plate shaft passes through the secondary sun gear.
Preferably, a secondary sun gear pressing plate is fixedly arranged on one side of the big end of the secondary sun gear pressing plate shaft; the axial section of the secondary sun gear pressing plate is consistent with the tooth profile of the secondary sun gear; when the secondary sun gear pressing plate shaft is installed, the secondary sun gear pressing plate is rotated to overlap with the outline of the secondary sun gear; after the two-stage sun gear is installed in place, rotating the two-stage sun gear by half a tooth position; at the moment, the secondary sun gear pressing plate clamps the secondary sun gear, so that the secondary sun gear and the primary planet gear carrier are kept from moving towards the half shaft direction in the axial direction.
Preferably, the two-stage sun gear is provided with two set screws at one side of the lock nut, and the relative angles of the set screws are as follows: (any multiple +0.5) x the angle between the two teeth of the secondary sun gear; namely: if the included angle of the two teeth is a, the relative angle of the arrangement of the positioning screw is (n+0.5) a. The secondary sun gear pressing plate can be easily guaranteed to be installed in place through the positioning screw.
Preferably, any one of the two positioning screws can be set as a positioning reference hole, so that the positioning of the secondary sun gear pressing plate in place is facilitated; the other one of the positioning screws can be set as a mounting reference hole, so that the tooth profiles of the secondary sun gear pressing plate and the secondary sun gear can be aligned when the shaft of the secondary sun gear pressing plate is conveniently mounted or dismounted.
Preferably, the outer surface of the T-shaped big end of the pressing plate shaft of the secondary sun gear is provided with a first groove, and a first ball which is in rolling friction with the half shaft is arranged at the first groove; the first ball can keep the rotation of the secondary sun gear pressing plate shaft reliable and reduce friction generated during rotation.
Preferably, a second groove is formed in one side of the T-shaped small head end of the second-stage sun gear pressing plate shaft; a second ball which is in rolling friction with the hub shell is arranged at the second groove; the second ball can facilitate the disassembly of the secondary sun gear, and simultaneously reduce friction generated during rotation.
The wheel hub is provided with a wheel rim checking end cover on the end face of one side far away from the half shaft, and the wheel rim checking end cover is arranged on the outer side of the secondary planet gear carrier through bolts; the condition inside the hub reduction gear assembly can be easily observed only by disassembling the hub inspection end cover. The wheel edge inspection end cover is provided with a sealing device, and the sealing device can keep lubricating oil in the wheel edge speed reducer assembly from overflowing.
Compared with the prior art, the utility model has the beneficial effects that: through the cooperation of the two-stage planetary gear trains of the wheel-side speed reducer assembly, a higher transmission ratio can be realized on a smaller structure; by the cooperation of the common annular gears, the transmission speed ratio can be conveniently changed under the condition of unchanged maximum radial dimension by only changing the transmission gear ratio and the modulus of the planetary gear train on the premise of universal blank.
Drawings
FIG. 1 is a schematic diagram of the overall structure of a secondary hub reduction gear for an engineering truck drive axle;
FIG. 2 is a schematic structural view of a two-stage sun gear platen shaft;
FIG. 3 is a schematic illustration of the clamping of the secondary sun gear platen in place;
FIG. 4 is an isometric view of a secondary sun gear set screw;
fig. 5 is a schematic structural view of the rim inspection end cap.
Detailed Description
In order that the utility model may be readily understood, a more complete description of the utility model will be rendered by reference to the appended drawings. Preferred embodiments of the present utility model are shown in the drawings. This utility model may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Examples: referring to fig. 1-5, a secondary wheel-side speed reducer for a drive axle of an engineering vehicle comprises a wheel-side speed reducer assembly 1, a wheel hub 2, a wheel-side supporting shaft 3 and a half shaft 4; the hub reduction gear assembly 1 is fixed on a hub supporting shaft 3 by two groups of bearings 5, the hub supporting shaft 3 is in a hollow shaft type, and a half shaft 4 passes through the hollow part of the hub supporting shaft 3 and is connected with the hub reduction gear assembly 1 to provide driving force; the hub 2 is driven by the hub reduction gear assembly 1; the wheel-side speed reducer assembly 1 consists of a primary planetary gear train 11 and a secondary planetary gear train 12, a common annular gear 13 shared by the primary planetary gear train 11 and the secondary planetary gear train 12 is arranged in the wheel-side speed reducer assembly 1, and the common annular gear 13 is fixed on the wheel-side supporting shaft 3 through an annular gear supporting disc 14.
Further, the common ring gear 13 is composed of a primary planetary gear meshing part 131 and a secondary planetary gear meshing part 132, which are arranged in a big-and-small head, wherein the primary planetary gear meshing part 131 is positioned at the small head end, and the secondary planetary gear meshing part 132 is positioned at the big head end.
Further, the primary planetary gear train 11 is composed of a primary sun gear 111, at least three primary planetary gears 112, primary planetary gear shafts 113 in one-to-one correspondence with the primary planetary gears 112, and a primary planetary gear carrier 114; the primary sun gear 111 is connected to one end of the half shaft 4 penetrating into the wheel rim supporting shaft 3, and the primary sun gear 111 is externally meshed with the primary planet gears 112 to drive the primary planet gears 112 to rotate; the primary planet gears 112 are internally meshed with the common annular gear 13 to be kept stable; the power of the primary planetary gear 112 is output via the primary planetary gear shaft 113; the output end of the primary planetary gear shaft 113 is connected by a primary planetary gear carrier 114, and the driving force transmitted from the half shaft 4 is transmitted to the secondary planetary gear train 12 through the primary planetary gear carrier 114.
Further, the secondary planetary gear train 12 is composed of a secondary sun gear pressing plate shaft 121, a secondary sun gear 122, at least three secondary planetary gears 123, secondary planetary gear shafts 124 corresponding to the secondary planetary gears 123 one by one, and a secondary planetary gear carrier 125; the secondary sun gear 122 is sleeved on the secondary sun gear pressing plate shaft 121, and keeps synchronous rotation with the primary planet gear carrier 114 through the secondary sun gear pressing plate shaft 121; the secondary sun gear 122 is driven by the primary planet carrier 114; the secondary sun gear 122 is externally meshed with the secondary planet gears 123 to drive the secondary planet gears 123 to rotate; the secondary planet gears 123 are internally meshed with the common annular gear 13 to keep stable; the power of the secondary planet gears 123 is output via the secondary planet gear shafts 124; the output ends of the secondary planet gear shafts 124 are connected by a secondary planet gear carrier 125; the secondary planet carrier 125 is mounted on the hub 2 by bolts, and driving force is transmitted to the hub 2 through the secondary planet carrier 125.
After the structure of the common annular gear 13 is adopted, on the premise of a universal blank, the reduction ratio of the whole speed reducer can be conveniently changed under the condition that the radial size of the wheel-side speed reducer assembly 1 is unchanged by only changing the gear ratio and the modulus of the primary planetary gear train 11 and the secondary planetary gear train 12.
Further, the number of teeth of the primary planetary gear meshing portion 131 and the number of teeth of the secondary planetary gear meshing portion 132 are set in a range of 70 to 90 teeth; the number of teeth of the primary planetary gear meshing part and the number of teeth of the secondary planetary gear meshing part can be set to be the same or different according to actual requirements.
Taking the following set of tooth numbers of the two-stage planetary gear train 12 as an example: the number of teeth of the secondary sun gear 122 is 26, the number of teeth of the secondary planet gears 123 is 23, and the number of teeth of the secondary planet gear meshing portion 132 is 74. At this time, the number of teeth of the primary sun gear 111 in the primary planetary gear train 11 may be selected to correspond to 24, 25, 26, 27, 29, 30, 32, 34 teeth, the number of teeth of the primary planet gear 112 may be selected to correspond to 29, 28, 27, 26, 24, 23, 21, 19 teeth, and the number of teeth of the primary planet gear meshing portion 113 may be selected to correspond to a plurality of combinations of 84, 83, 82, 81, 79, 78, 76, 74 teeth, etc.; the speed ratio of the wheel-side reducer assembly 1 can produce 12.22:1, 12.98:1, 13.85:1, 14.32:1, 15.38:1, 15.98:1, 16.62:1, and,
17.31:1, etc.
In the other set of the tooth number arrangement of the secondary planetary gear train 12, the number of teeth of the secondary sun gear 122 is 17 teeth, the number of teeth of the secondary planet gears 123 is 32 teeth, and the number of teeth of the secondary planet gear meshing portion 132 is 83 teeth. At this time, the number of teeth of the primary sun gear 111 in the primary planetary gear train 11 can be selected correspondingly
24. 25, 26, 27, 29, 30, 32, 34 teeth, the number of teeth of the primary planetary gear 112 can be selected to be 29, 28, 27, 26, 24, 23, 21, 19 teeth, and the number of teeth of the primary planetary gear meshing portion 113 can be selected to be 84, 83, 82, 81, 79, 78, 76, 74 teeth, and the like in various combinations; the speed ratio of the wheel-side reducer assembly 1 can be varied from 18.69:1, 19.85:1, 28.82:1, 21.91:1, 23.53:1, 24.43:1, 25.411, 26.47:1, etc. without changing the radial dimensions of the wheel-side reducer assembly 1.
Through the tooth number matching of the primary planetary gear train 11, the secondary planetary gear train 12 and the common annular gear 13, the maximum transmission speed ratio can exceed 60:1 theoretically, and 10:1-30:1 is selected in practical application.
Since there are multiple sets of variations in the number of tooth combinations, the utility model can produce multiple embodiments; because the overall structure is the same, only the number of teeth is changed, and therefore, the development of a plurality of embodiments is not performed.
Further, the secondary sun gear pressing plate shaft 121 is in a T shape, and the secondary sun gear pressing plate shaft 121 and the half shaft 4 are arranged in a breaking mode, so that the wheel-side speed reducer assembly 1 is convenient to detach; the small end of the T-shape is provided with threads 1210, and the secondary sun gear platen shaft 121 passes through the secondary sun gear 122, and then the secondary sun gear 122 is fixed on the secondary sun gear platen shaft 121 through the lock nut 126. When the hub 2 is required to be disassembled, the half shaft 4 can be disassembled from the outer side of the hub 2 after the secondary planetary gear train 12 is disassembled on the premise that the hub 2 is not disassembled, so that the disassembly workload of the hub reduction gear assembly 1 is reduced.
Further, a secondary sun gear pressing plate 127 is arranged on one side of the big end of the secondary sun gear pressing plate shaft 121, and the secondary sun gear pressing plate 127 is welded on the secondary sun gear pressing plate shaft 121; the axial section of the secondary sun gear pressing plate 127 is consistent with the tooth profile of the secondary sun gear 122; when the secondary sun gear platen shaft 121 is installed, the secondary sun gear platen 127 is first rotated to overlap the profile of the secondary sun gear 122; after being installed in place, the secondary sun gear 122 is rotated by half a tooth position; at this time, the secondary sun gear presser 127 catches the secondary sun gear 122, and keeps the secondary sun gear 122 and the primary planet carrier 114 from moving in the axial direction toward the half shaft.
The secondary sun gear pressing plate 127 is welded on the secondary sun gear pressing plate shaft 121 after being independently processed, so that the blank consumption of the secondary sun gear pressing plate shaft 121 in actual processing can be reduced, and better economy is realized.
Further, the secondary sun gear 122 is provided with two positioning screws 128 on one side of the lock nut 126, and the positioning screws 128 are arranged at the relative angles: (any multiple +0.5) x the angle between the teeth of the secondary sun gear 122; namely: the angle between the teeth is a and the relative angle at which the set screw 128 is disposed is (n + 0.5) a. The secondary sun gear pressure plate 127 can be easily secured in place by set screws 128.
Further, any one of the two positioning screws 128 can be set as a positioning reference hole, so that the positioning of the secondary sun gear pressing plate 127 is convenient; at this time, the other one of the set screws 128 may be set as a mounting reference hole to facilitate aligning the profiles of the secondary sun gear platen 127 and the secondary sun gear 122 when the secondary sun gear platen shaft 121 is mounted or dismounted.
Further, a first groove 1211 is formed on the outer surface of the big end of the second-stage sun gear pressing plate shaft 121, and a first ball 601 which is in rolling friction with the half shaft 4 is arranged at the first groove 1211; the first balls 601 can keep the rotation of the secondary sun gear platen shaft 121 reliable and reduce friction generated during the rotation.
Further, a second groove 1212 is provided on the small end side of the secondary sun gear platen shaft 121; a second ball 602 which is in rolling friction with the outer shell of the hub 2 is arranged at the second groove 1212; the second ball 602 facilitates removal of the secondary sun gear 122 while reducing friction generated during rotation.
Further, a wheel rim checking end cover 21 is arranged on the end face of one side of the hub 2 far away from the half shaft 4, and the wheel rim checking end cover 21 is arranged on the outer side of the secondary planet gear carrier 125 through bolts; when the wheel-side speed reducer assembly is abnormal, the condition inside the wheel-side speed reducer assembly 1 can be easily observed only by disassembling the wheel-side checking end cover 21.
Further, the wheel side checking end cover 21 is provided with a sealing device 211, and the sealing device 211 can keep lubricating oil in the wheel side speed reducer assembly 1 from overflowing; the service life of the hub reduction gear can be greatly prolonged due to good lubrication assurance.
Compared with the prior art, the utility model has the following beneficial effects: through the cooperation of the two-stage planetary gear trains of the wheel-side speed reducer assembly, a higher transmission ratio can be realized on a smaller structure; meanwhile, the two-stage speed reduction structure can meet the heavy load requirement of the engineering vehicle. By the cooperation of the common annular gears, the transmission gear ratio can be conveniently changed under the condition of unchanged maximum radial dimension by only changing the transmission gear ratio and the modulus of the planetary gear train on the premise of a universal blank; the structure of the wheel-side speed reducer is more compact, and the size of the wheel-side speed reducer is smaller under the same driving ratio working condition. The maximum transmission speed ratio of the secondary hub reduction gear for the engineering vehicle drive axle can exceed 60:1 theoretically.
The above examples only represent some embodiments of the utility model, which are described in more detail and are not to be construed as limiting the scope of the utility model. 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 utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.
Claims (10)
1. The utility model provides a two-stage wheel limit reduction for engineering truck transaxle, includes wheel limit reduction assembly, wheel hub, wheel limit supporting axle and semi-axis, and wheel limit reduction assembly is fixed on the wheel limit supporting axle by two sets of bearings, and the wheel limit supporting axle is hollow shaft type, and the semi-axis passes the hollow part of wheel limit supporting axle and is connected with wheel limit reduction assembly in order to provide driving force, and wheel hub is driven by wheel limit reduction assembly, and wheel limit reduction assembly comprises one-level planetary gear train and two-stage planetary gear train, its characterized in that: the wheel-side speed reducer assembly is internally provided with a common annular gear shared by the primary planetary gear train and the secondary planetary gear train, and the common annular gear is fixed on the wheel-side supporting shaft by an annular gear supporting disc.
2. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 1, wherein: the public annular gear consists of a primary planetary gear meshing part and a secondary planetary gear meshing part which are arranged in a big-small head way, wherein the primary planetary gear meshing part is positioned at a small head end, and the secondary planetary gear meshing part is positioned at a big head end; the number of teeth of the first-stage planetary gear meshing part and the number of teeth of the second-stage planetary gear meshing part are set to be 70-90 teeth.
3. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 2, wherein: the primary planetary gear train consists of a primary sun gear, at least three primary planetary gears, primary planetary gear shafts which are in one-to-one correspondence with the primary planetary gears, and a primary planetary gear carrier; the primary sun gear is connected to one end of the axle shaft penetrating into the wheel rim supporting shaft, the primary sun gear is externally meshed with the primary planet gears, the primary planet gears are internally meshed with the common annular gear, and the output ends of the primary planet gear shafts are connected through the primary planet gear carrier.
4. A secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 3, wherein: the secondary planetary gear train consists of a secondary sun gear pressing plate shaft, a secondary sun gear, at least three secondary planetary gears, secondary planetary gear shafts which are in one-to-one correspondence with the secondary planetary gears and a secondary planetary gear carrier; the secondary sun gear is sleeved on the secondary sun gear pressing plate shaft, and the secondary sun gear pressing plate shaft keeps synchronous rotation with the primary planet gear carrier; the secondary sun gear is externally meshed with the secondary planet gears; the secondary planetary gears are internally meshed with the common annular gear; the output end of the secondary planet gear shaft is connected by a secondary planet gear carrier; the second-stage planetary gear carrier is detachably arranged on the hub.
5. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 4, wherein: the secondary sun gear pressing plate shaft is in a T shape, and the secondary sun gear pressing plate shaft and the half shaft are arranged in a disjunction mode; the small end of the secondary sun gear pressing plate shaft is provided with threads, and the secondary sun gear is fixed on the secondary sun gear pressing plate shaft through a locking nut after the secondary sun gear pressing plate shaft penetrates through the secondary sun gear.
6. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 5, wherein: a secondary sun gear pressing plate is fixedly arranged on one side of the big end of the secondary sun gear pressing plate shaft; the axial section of the secondary sun gear pressing plate is consistent with the tooth profile of the secondary sun gear.
7. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 6, wherein: the two-stage sun gear is provided with two set screws at one side of the lock nut, and the relative angles of the set screws are as follows: (any multiple +0.5) x the angle between the two teeth of the secondary sun gear.
8. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 7, wherein: the outer surface of the big end of the second-stage sun gear pressing plate shaft is provided with a first groove, and a first ball which is in rolling friction with the half shaft is arranged at the first groove.
9. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to any one of claims 6 to 7, wherein: a second groove is formed in one side of the small end of the secondary sun gear pressing plate shaft; the second groove is provided with a second ball which is in rolling friction with the hub shell.
10. The secondary wheel-side reducer for a drive axle of an engineering vehicle according to claim 9, wherein: the wheel hub is provided with a wheel rim checking end cover on the end face of one side far away from the half shaft, and the wheel rim checking end cover is detachably arranged on the outer side of the secondary planet gear carrier; the wheel rim inspection end cover is provided with a sealing device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222993396.7U CN219102011U (en) | 2022-11-10 | 2022-11-10 | Two-stage wheel-side speed reducer for engineering vehicle drive axle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222993396.7U CN219102011U (en) | 2022-11-10 | 2022-11-10 | Two-stage wheel-side speed reducer for engineering vehicle drive axle |
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| Publication Number | Publication Date |
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| CN219102011U true CN219102011U (en) | 2023-05-30 |
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| CN202222993396.7U Active CN219102011U (en) | 2022-11-10 | 2022-11-10 | Two-stage wheel-side speed reducer for engineering vehicle drive axle |
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