CN220185715U

CN220185715U - Wheel reduction

Info

Publication number: CN220185715U
Application number: CN202321690725.9U
Authority: CN
Inventors: 张铭; 王敏峰; 张宇; 张学春
Original assignee: Changzhou Changfa Agriculture Equipment Engineering Technology Research Co ltd; Jiangsu Changfa Agricultural Equipment Co Ltd
Current assignee: Changzhou Changfa Agriculture Equipment Engineering Technology Research Co ltd; Jiangsu Changfa Agricultural Equipment Co Ltd
Priority date: 2023-06-29
Filing date: 2023-06-29
Publication date: 2023-12-15
Anticipated expiration: 2033-06-29

Abstract

The utility model provides a wheel-side speed reducer, comprising: the steering knuckle comprises a steering knuckle shell, a first transmission shaft, a hub and an outer cover shell, wherein a mounting hole is horizontally formed in the middle of the steering knuckle shell, the first transmission shaft is arranged in the steering knuckle shell, the first transmission shaft penetrates through the mounting hole of the steering knuckle shell, the hub is sleeved on the steering knuckle shell and is rotationally connected with the steering knuckle shell, the outer cover shell is arranged on one side, away from the steering knuckle shell, of the hub, a first bearing is arranged between the first transmission shaft and the steering knuckle shell, one side, close to the outer cover shell, of the first bearing is fixed on the first transmission shaft through a first clamping spring, and one side, away from the outer cover shell, of the first bearing is fixed in the steering knuckle shell through a second clamping spring. According to the utility model, the first transmission shaft is connected with the steering knuckle shell through the first bearing, so that the coaxiality of assembly is improved, the first bearing is fixed through the first step part and the first clamp spring, and the second step part and the second clamp spring, the axial freedom degree is completely limited, the channeling amount is avoided, and the reliability of the whole mechanism is improved.

Description

Wheel reduction

Technical Field

The utility model relates to the technical field of tractors, in particular to a wheel-side speed reducer.

Background

In the prior art, the drive axle is located at the end of the powertrain and is mainly composed of a main reducer, a differential, a half axle, a drive axle housing and the like. The main function of the device is that the engine torque transmitted by the universal transmission device is transmitted to the driving wheel through the main speed reducer, the differential mechanism, the half shaft and the like, so as to realize speed reduction and torque increase; meanwhile, the transmission direction of torque is changed through a bevel gear pair of the main speed reducer, the differential of wheels at two sides is realized through a differential mechanism, and the functions of bearing and transmitting torque are realized through a driving axle shell and wheels. When a larger main transmission ratio and a larger ground clearance are required, the gear mechanisms of the second-stage speed reducer in the two-stage main speed reducer are generally made into two identical sets, and are respectively arranged near driving wheels at two sides, so that the two-stage main speed reducer is called a wheel-side speed reducer. The main function of the hub reducer is to transfer the rotation speed and torque transferred by the main reducer to the wheels after the speed and torque are reduced and increased, so that the wheels generate larger driving force under the reaction of the ground adhesion force, and meanwhile, the stress of all parts in front of the hub reducer is reduced, and the matching requirement of the whole transmission system is further met.

The planetary speed reducing mechanism is arranged in the hub speed reducer, and the tail end transmission shaft of the universal transmission shaft assembly is a sun gear of the planetary speed reducing mechanism. At present, the domestic universal transmission shaft is limited to move axially leftwards through the limiting block, the combination of the retainer ring, the spacer ring and the baffle ring limits the axial movement rightwards of the terminal transmission shaft, and the terminal transmission shaft is connected with the shell through the bushing and sealed through the oil seal. The limiting structure is complex in structure, high in cost, low in coaxiality of the assembly relation of the shaft and the shell, easy to wear in the later bushing, and easy to leak oil in the oil seal.

Accordingly, there is a need for a wheel-side reducer that overcomes the above-described drawbacks.

Disclosure of Invention

The utility model aims to provide a wheel-side speed reducer.

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

the steering knuckle comprises a steering knuckle shell, wherein a mounting hole is horizontally formed in the middle of the steering knuckle shell;

the first transmission shaft is arranged in the steering knuckle shell and penetrates through the mounting hole of the steering knuckle shell;

the wheel hub is sleeved on the knuckle shell and is rotationally connected with the knuckle shell;

the outer cover shell is arranged on one side, away from the knuckle shell, of the hub;

the steering knuckle comprises a steering knuckle shell, and is characterized in that a first bearing is arranged between the first transmission shaft and the steering knuckle shell, one side, close to the outer cover, of the first bearing is fixed on the first transmission shaft through a first clamping spring, and one side, far away from the outer cover, of the first bearing is fixed in the steering knuckle shell through a second clamping spring.

Preferably, two ends of the mounting hole are respectively communicated with the inside of the outer cover shell and the inside of the steering knuckle shell, one end of the first transmission shaft extends into the outer cover shell and is connected with the transmission assembly, and one end of the first transmission shaft extends into the steering knuckle shell and is used for connecting a driving piece.

Preferably, the first transmission shaft comprises a first step part and a first annular groove for installing a first clamp spring, and the first bearing is sleeved on the first transmission shaft and is fixed between the first clamp spring and the first step part.

Preferably, the knuckle housing comprises a second step part arranged in the mounting hole and a second annular groove for mounting a second clamp spring, and the first bearing is fixed between the second step part and the second clamp spring.

Preferably, the knuckle housing further includes a tapered portion gradually shrinking from the stepped portion toward a side where the outer housing is located.

Preferably, an oil seal is arranged between the steering knuckle shell and the first transmission shaft, and the oil seal is positioned on one side of the first bearing away from the outer housing.

Preferably, the outer cover shell is sleeved outside one end of the first transmission shaft and is fixed with the hub.

Preferably, the transmission assembly comprises a gear ring assembly and a plurality of planetary gears, wherein the gear ring assembly is sleeved outside one end of the first transmission shaft and is fixed with the end part of the steering knuckle shell, and the planetary gears are uniformly distributed between the gear ring assembly and the first transmission shaft at intervals along the circumferential direction of the first transmission shaft and are rotationally connected with the outer cover shell through a fixed shaft.

Preferably, one end of the fixed shaft is fixed with the outer shell, the other end of the fixed shaft is rotationally connected with the corresponding planetary gear, and one end of the first transmission shaft is in a gear shape and meshed with the planetary gear.

Preferably, one end of the first transmission shaft far away from the outer housing is connected with the third transmission shaft through a universal joint.

Compared with the prior art, the hub reduction gear provided by the utility model has the following beneficial effects:

due to the adoption of the technical scheme, the steering knuckle has the advantages of simple structure, ingenious design and low cost, the first transmission shaft is connected with the steering knuckle shell through the first bearing, the coaxiality of assembly is improved, the first bearing is fixed on the first transmission shaft through the first step part and the first clamp spring on the first transmission shaft, the first transmission shaft is fixed on the steering knuckle shell through the second step part and the second clamp spring, the axial freedom degree of the first transmission shaft is completely limited and fixed, the movement quantity is avoided, and the reliability of the integral mechanism is improved.

Drawings

The utility model is described in further detail below with reference to the attached drawings and detailed description:

FIG. 1 is a cross-sectional view of a front axle of the present utility model;

FIG. 2 is a cross-sectional view of the wheel-side reducer of the present utility model;

fig. 3 is an enlarged view at C of fig. 2.

The steering mechanism comprises a wheel edge speed reducer, a differential mechanism assembly, a steering knuckle shell, a mounting hole, a second step portion, a second annular groove, a conical portion, a first transmission shaft, a first step portion, a first annular groove, a hub, a first bearing, a second bearing, a third bearing, a fixed shaft, a third transmission shaft, a transmission assembly, a gear ring assembly, a planet gear, a first clamp spring and a second clamp spring, wherein the gear edge speed reducer comprises a wheel edge speed reducer, a differential mechanism assembly, a steering knuckle shell, a mounting hole, a steering knuckle, a step portion, a second annular groove, a conical portion, a first transmission shaft, a first step portion, a first annular groove, a hub, a first clamp spring and a second clamp spring, and the outer cover, the first bearing, the second clamp spring and the third clamp spring.

Detailed Description

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

For the sake of simplicity of the drawing, the parts relevant to the present utility model are shown only schematically in the figures, which do not represent the actual structure thereof as a product. Additionally, in order to simplify the drawing for ease of understanding, components having the same structure or function in some of the drawings are shown schematically with only one of them, or only one of them is labeled. Herein, "a" means not only "only this one" but also "more than one" case.

It should be further understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.

In this context, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, unless explicitly stated or limited otherwise; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In addition, in the description of the present utility model, the terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the following description will explain the specific embodiments of the present utility model with reference to the accompanying drawings. It is evident that the drawings in the following description are only examples of the utility model, from which other drawings and other embodiments can be obtained by a person skilled in the art without inventive effort.

Referring to fig. 1 and 2, the present embodiment discloses a hub reduction gear a including a knuckle housing 1, a first drive shaft 2, a hub 3, and an outer casing 4. The knuckle housing 1 is connected to the transaxle housing by a kingpin (not shown). The middle part of the knuckle housing 1 is horizontally provided with a mounting hole 11 through which the first transmission shaft 2 passes. The first transmission shaft 2 is disposed in the knuckle housing 1 and penetrates into the mounting hole 11 of the knuckle housing 1.

The hub 3 is sleeved on the knuckle housing 1 and is rotatably connected with the knuckle housing 1 through a second bearing 52 and a third bearing 53. The outer housing 4 is provided on a side of the hub 3 remote from the knuckle housing 1 and is fixed to the hub 3. The hub 3 and the outer shell 4 are fixed to form a containing cavity. One end of the first transmission shaft 2, which is far away from the outer housing 4, is connected with a third transmission shaft 7 through a universal joint, and the third transmission shaft 7 is connected with a differential mechanism assembly B.

Both ends of the mounting hole 11 communicate with the inside of the outer housing 4 and the inside of the knuckle housing 1, respectively. One end of the first transmission shaft 2 extends into the outer casing 4 and is connected with the transmission assembly 8, namely, the outer casing 4 is sleeved outside one end of the first transmission shaft 2, and one end of the first transmission shaft 2 extends into the steering knuckle shell 1 and is used for connecting a driving piece.

Referring to fig. 3, a first bearing 51 is provided between the first propeller shaft 2 and the knuckle housing 1, and the first propeller shaft 2 is supported in the mounting hole 11 by the first bearing 51. The side of the first bearing 51, which is close to the outer housing 4, is fixed to the first transmission shaft 2 by a first snap spring 91, and the side of the first bearing 51, which is far from the outer housing 4, is fixed in the knuckle housing 1 by a second snap spring 92. The first drive shaft 2 includes a first stepped portion 21 and a first ring groove 22 for mounting the first snap spring 91. The first bearing 51 is sleeved on the first transmission shaft 2 and is fixed between the first clamp spring 91 and the first step portion 21.

The knuckle housing 1 includes a second step portion 12 provided in the mounting hole 11 and a second ring groove 13 for mounting a second snap spring 92. The first bearing 51 is fixed between the second stepped portion 12 and the second snap spring 92. The knuckle housing 1 further includes a tapered portion 14, the tapered portion 14 gradually shrinking from the second step portion 12 toward the side where the outer housing 4 is located, the tapered portion 14 being for avoiding the first rotating shaft 2. An oil seal (not shown) is arranged between the knuckle housing 1 and the first transmission shaft 2, and the oil seal is positioned on one side of the first bearing 51 away from the outer housing 4.

Referring to fig. 2, the transmission assembly 8 includes a ring gear assembly 81 and a plurality of planet gears 82. The ring gear assembly 81 is sleeved outside one end of the first transmission shaft 2 and fixed with the end of the knuckle housing 1. The planetary gears 82 are uniformly spaced between the ring gear assembly 81 and the first transmission shaft 2 in the circumferential direction of the first transmission shaft 2, and are rotatably connected with the outer casing 4 through the fixed shaft 6. One end of the fixed shaft 6 is fixed with the outer housing 4, and the other end of the fixed shaft 6 is rotatably connected with the corresponding planetary gear 82. One end of the first transmission shaft 2 is gear-shaped and meshes with the planetary gear 82. The first rotation shaft 2 rotates to drive the plurality of planetary gears 82 to synchronously rotate.

The first transmission shaft 2 and the knuckle shell 1 are supported and connected by adopting the first bearing 51, the assembly coaxiality is improved, the first bearing 51 is fixed on the first transmission shaft 2 through the first step part 21 and the first clamp spring 91 on the first transmission shaft 2, the first transmission shaft 2 is fixed on the knuckle shell 1 through the second step part 12 and the second clamp spring 92, the axial freedom degree of the first transmission shaft 2 is completely limited and fixed, the movement quantity is avoided, and the reliability of the integral mechanism is improved.

It will be apparent to those skilled in the art that various modifications and variations can be made to the above-described exemplary embodiments of the present utility model without departing from the spirit and scope of the utility model. Therefore, it is intended that the present utility model cover the modifications and variations of this utility model provided they come within the scope of the appended claims and their equivalents.

Claims

1. A wheel-side speed reducer, comprising:

2. The wheel-side reducer of claim 1, wherein the two ends of the mounting hole are respectively communicated with the interior of the outer housing and the interior of the knuckle housing, and one end of the first transmission shaft extends into the outer housing and is connected with the transmission assembly, and one end of the first transmission shaft extends into the knuckle housing for connection with the driving member.

3. The hub reduction gear as defined in claim 2, wherein the first drive shaft includes a first step portion and a first ring groove for mounting a first snap spring, and the first bearing is sleeved on the first drive shaft and is fixed between the first snap spring and the first step portion.

4. A wheel-side reducer according to claim 3, wherein the knuckle housing includes a second stepped portion provided in the mounting hole and a second ring groove for mounting a second snap spring, and the first bearing is fixed between the second stepped portion and the second snap spring.

5. The wheel-side reducer of claim 4, wherein the knuckle housing further comprises a tapered portion that tapers from the stepped portion toward the side of the outer shroud.

6. The wheel-side reducer of claim 5, wherein an oil seal is disposed between the knuckle housing and the first drive shaft, the oil seal being located on a side of the first bearing remote from the outer housing.

7. The hub reduction gear of claim 6, wherein said outer shell is disposed over an end of said first drive shaft and secured to said hub.

8. The hub reduction gear according to claim 7, wherein the transmission assembly includes a ring gear assembly which is fitted over one end of the first transmission shaft and fixed to an end portion of the knuckle housing, and a plurality of planetary gears which are uniformly spaced between the ring gear assembly and the first transmission shaft in a circumferential direction of the first transmission shaft and are rotatably connected to the outer housing through a fixed shaft.

9. The hub reduction gear according to claim 8, wherein one end of the fixed shaft is fixed to the outer casing, the other end of the fixed shaft is rotatably connected to the corresponding planetary gear, and one end of the first transmission shaft is gear-shaped and meshed with the planetary gear.

10. The hub reduction of claim 1, wherein an end of said first drive shaft remote from said outer housing is coupled to said third drive shaft by a universal joint.