CN221090487U - Wheel reduction - Google Patents
Wheel reduction Download PDFInfo
- Publication number
- CN221090487U CN221090487U CN202321022207.XU CN202321022207U CN221090487U CN 221090487 U CN221090487 U CN 221090487U CN 202321022207 U CN202321022207 U CN 202321022207U CN 221090487 U CN221090487 U CN 221090487U
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- Prior art keywords
- shaft
- piece
- flange portion
- vertical shaft
- hub reduction
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- 230000009467 reduction Effects 0.000 title claims abstract description 22
- 230000007704 transition Effects 0.000 claims abstract description 29
- 230000005540 biological transmission Effects 0.000 claims abstract description 23
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 21
- 125000006850 spacer group Chemical group 0.000 claims description 9
- 230000007246 mechanism Effects 0.000 abstract description 4
- 238000012545 processing Methods 0.000 abstract description 3
- 238000013461 design Methods 0.000 description 2
- 238000005242 forging Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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- General Details Of Gearings (AREA)
- Gear Transmission (AREA)
Abstract
The utility model provides a wheel edge speed reducer, which comprises an edge reduction shell, a vertical shaft, an edge shaft and a secondary driven gear, wherein the edge reduction shell comprises an end cover arranged on the outer side of the wheel edge speed reducer, a driving shaft is used for transmitting power of a differential mechanism assembly to the wheel edge speed reducer, the vertical shaft is in transmission connection with the driving shaft, the edge shaft is arranged on the end cover through a first bearing, the secondary driven gear comprises a fixing piece connected with the edge shaft, a meshing piece in transmission connection with the vertical shaft and a transition piece for connecting the fixing piece and the meshing piece, the fixing piece, the transition piece and the meshing piece are detachably connected, the fixing piece and the transition piece are fixed through bolts, and the meshing piece and the transition piece are fixed through bolts. The two-stage driven gear adopts a three-stage structure, and is composed of the fixing piece, the transition piece and the meshing piece, so that the integral strength is improved, and the difficulty and cost of processing and forming are greatly reduced.
Description
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 front drive axle is a core part of a four-wheel drive type tractor transmission system, is positioned at the tail end of a power transmission system, has the functions of supporting a machine body, steering and walking, is used as an auxiliary driving device when the tractor works under the severe working conditions such as muddy, wet sliding and the like, can improve the trafficability of the tractor, and the wheel-side speed reducer is an indispensable important part of the front axle.
The main function of the wheel-side speed reducer is to transfer the rotation speed and torque transferred by the main speed reducer to the wheels after speed and torque reduction so as to enable the wheels to generate larger driving force under the reaction of ground adhesion force, and simultaneously reduce the stress of all parts in front of the wheel-side speed reducer so as to meet the matching requirement of the whole transmission system. For a long time, the traditional tractor has more general performance in terms of product reliability, high product failure rate and short first failure time, and the failure affecting the realization of the front axle function such as the breakage of a secondary driven gear in a wheel edge speed reducer is very easy to occur.
Accordingly, there is a need for a wheel-side reducer that overcomes the above-described drawbacks.
Disclosure of utility model
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 side reducing shell comprises an end cover arranged on the outer side of the wheel side speed reducer;
a drive shaft for transmitting power of the differential assembly to the wheel-side reducer;
The vertical shaft is in transmission connection with the driving shaft;
the side shaft is mounted on the end cover through a first bearing;
The secondary driven gear comprises a fixing piece connected with the side shaft, a meshing piece connected with the vertical shaft in a transmission mode and a transition piece connected with the fixing piece and the meshing piece, wherein the fixing piece, the transition piece and the meshing piece are detachably connected, the fixing piece is fixed with the transition piece through bolts, and the meshing piece is fixed with the transition piece through bolts.
Preferably, the fixing piece is sleeved on the side shaft and is connected with the side shaft through a spline, an outer gear ring is arranged on the outer surface of the side shaft, an inner gear ring meshed with the outer gear ring of the side shaft is arranged on the fixing piece, the fixing piece comprises a first flange part fixed with the transition piece and a first sleeved part which is positioned on one side, close to the vertical shaft, of the first flange part and is sleeved with the transition piece, and the first flange part is arranged along the outer surface of the fixing piece in a circumferential outwards protruding mode.
Preferably, the transition piece comprises a second flange part fixed with the first flange part, an extension part expanding outwards from the second flange part in the circumferential direction and a third flange part protruding outwards from the tail end of the extension part in the circumferential direction, and a second sleeving part for sleeving the meshing piece is arranged on one side, close to the vertical shaft, of the third flange part.
Preferably, the engagement member is annular, and the engagement member includes a fourth flange portion fixed to the third flange portion and a gear tooth portion located on a side of the fourth flange portion close to the vertical shaft.
Preferably, the vertical shaft is provided with a first bevel gear in driving connection with the driving shaft and a second bevel gear meshed with the meshing piece.
Preferably, the side reducing shell further comprises a tail end transmission shell, the end cover is fixed on the outer side of the tail end transmission shell, the secondary driven gear is located in a cavity formed by the end cover and the tail end transmission shell, and the vertical shaft is arranged in the tail end transmission shell.
Preferably, the end of the side shaft near the side of the vertical shaft is connected with the terminal transmission shell through a second bearing.
Preferably, an oil seal is arranged between the side shaft and the end cover.
Preferably, a spacer is arranged between the second bearing and the fixing piece, and the spacer is sleeved on the side shaft.
Preferably, the side shaft includes a disk-shaped connecting portion located outside the end cap and a shaft portion extending from a center of the connecting portion toward an inside of the end cap.
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 two-stage driven gear has the advantages of simple structure, ingenious design and low cost, adopts a three-stage structure, and forms the whole of the two-stage driven gear through the fixing piece, the transition piece and the meshing piece, so that the whole strength is improved, the difficulty and the cost of processing and forming are greatly reduced, and compared with the two-stage driven gear which is integrally formed, the two-stage driven gear is relatively high in stress and relatively weak in strength, the two-stage driven gear is fixed by being mutually overlapped through bolts, so that the whole strength is higher, the cost of a forging grinding tool is greatly reduced, and the disassembly and the maintenance are facilitated.
Drawings
The utility model is described in further detail below with reference to the attached drawings and detailed description:
FIG. 1 is a schematic 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 exploded view of the secondary driven gear of the present utility model;
Fig. 4 is an exploded view of the secondary driven gear of the present utility model.
Wherein, 100, a wheel edge speed reducer, 1, a front axle shell, 2, a differential assembly, 3, a side reduction shell, 31, a tail end transmission shell, 32, an end cover, 4, a driving shaft 41, drive bevel gear, 5, vertical shaft, 51, first bevel gear, 52, second bevel gear, 6, side shaft, 61, first bearing, 62, second bearing the gear comprises a first flange part, a second flange part, a third flange part, a fourth flange part, a gear tooth part, a spacer bush and an oil seal.
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 application, 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, a hub reduction gear 100 is provided on both sides of a front axle of a vehicle. The front axle comprises a front axle housing 1 and a differential mechanism assembly 2 which is positioned in the front axle housing 1 and is in transmission connection with two side wheel edge speed reducers 100. The hub reduction gear 100 includes a hub reduction housing 3, a drive shaft 4, a vertical shaft 5, a hub 6, and a secondary driven gear 7. The side reducing housing 3 includes an end transmission case 31 connected to the front axle housing 1, and an end cover 32 mounted on the outside of the end transmission case 31. The driving shaft 4 is arranged in the front axle shell 1, one end of the driving shaft is in transmission connection with the differential mechanism assembly 2, and the other end of the driving shaft is in transmission connection with the wheel-side reducer 100, so that the power of the differential mechanism assembly 2 can be transmitted to the wheel-side reducer 100.
Referring to fig. 2, the end of the driving shaft 4 near the hub reduction gear 100 is provided with a drive bevel gear 41, a vertical shaft 5 is obliquely arranged in the end transmission shell 31, and the vertical shaft 5 is provided with a first bevel gear 51 meshed with the drive bevel gear 41 and a second bevel gear 52 positioned below the first bevel gear 51 and meshed with the secondary driven gear 7.
The secondary driven gear 7 is positioned in a cavity formed by the end cover 32 and the tail end transmission shell 31 and is connected with the side shaft 6 through a spline. The secondary driven gear 7 is composed of a fixed member 71, a transition member 72, and a meshing member 73. The fixing piece 71, the transition piece 72 and the engagement piece 73 are all detachably connected, the fixing piece 71 and the transition piece 72 are fixed through bolts, and the engagement piece 73 and the transition piece 72 are fixed through bolts.
Referring to fig. 3 and 4, a fixing member 71 is sleeved on the side shaft 6 and is connected with the side shaft 6 through a spline, an outer gear ring (not shown in the drawing) is arranged on the outer surface of the side shaft 6, and an inner gear ring (not shown in the drawing) meshed with the outer gear ring of the side shaft 6 is arranged on the fixing member 71 so as to drive the side shaft 6 to rotate. The fixing member 71 includes a first flange portion 711 fixed to the transition member 72, a first fitting portion 712 provided on a side of the first flange portion 711 near the vertical shaft 5 and fitted to the transition member 72, and the first flange portion 711 is provided so as to protrude outward in the circumferential direction of the outer surface of the fixing member 71.
The transition piece 72 includes a second flange portion 721 fixed to the first flange portion 711, an extension portion 722 that expands circumferentially outward from the second flange portion 721, and a third flange portion 723 that protrudes circumferentially outward from the tip of the extension portion 722. The first flange 711 and the second flange 721 are circumferentially distributed with connecting holes (not shown) through which bolts pass. The extension 722 is flared and extends to the side of the engagement member 73, and has a horn shape as a whole. The third flange 723 has a second fitting portion 724 for fitting the engagement member 73 on the side close to the vertical shaft 5.
The engaging member 73 has a ring shape, and the engaging member 73 includes a fourth flange portion 731 fixed to the third flange portion 723, and a gear tooth portion 732 located on a side of the fourth flange portion 731 near the vertical shaft 5. The tooth 732 is engaged with the second bevel gear 52. The third flange 723 and the fourth flange 731 are circumferentially and correspondingly provided with connecting holes through which bolts pass.
The secondary driven gear 7 is divided into three-section design, and comprises a fixing part 71, a transition part 72 and a meshing part 73, wherein the fixing part 71, the transition part 72 and the meshing part 73 are detachably fixed together, compared with the original integrated secondary driven gear, the secondary driven gear is larger in stress, weaker in strength and fixed by mutually overlapping bolts, the integral strength is higher, the structure is firmer, the processing and manufacturing difficulties are greatly reduced, the cost of forging grinding tools is also greatly reduced, and meanwhile, the disassembly and the maintenance are also convenient, so that the production cost is greatly saved.
The side shaft 6 is supported in the end cap 32, i.e. the side shaft 6 is mounted on the end cap 32 by means of a first bearing 61. The end of the side shaft 6 near the side of the vertical shaft 5 is arranged on the tail end transmission shell 31 through a second bearing 62, a spacer bush 8 is arranged between the second bearing 62 and a fixing piece 71, the spacer bush 8 is sleeved on the side shaft 6, and the axial movement of the side shaft 6 is limited. An oil seal 9 is arranged between the side shaft 6 and the end cover 32. The side shaft 6 includes a disk-shaped connecting portion located outside the end cap 32 and a shaft portion extending inward of the end cap from the center of the connecting portion. The first bearing 61, the second bearing 62, the outer gear ring and the spacer 8 are all provided on the shaft portion of the side shaft 6, and the outer gear ring is located between the first bearing 61 and the spacer 8.
The power is transmitted to the driving shaft 4 by the differential assembly 2, and then is output to the side shaft 6 through the driving bevel gear 41, the first bevel gear 51, the vertical shaft 5, the second bevel gear 52 and the secondary driven gear 7 in sequence. The power is first decelerated by the drive bevel gear 41 and the first bevel gear 51, then secondarily decelerated by the second bevel gear 52 and the second driven gear 7, and then transmitted to the side shaft 6 for output.
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 (10)
1. A wheel-side speed reducer, comprising:
The side reducing shell comprises an end cover arranged on the outer side of the wheel side speed reducer;
a drive shaft for transmitting power of the differential assembly to the wheel-side reducer;
The vertical shaft is in transmission connection with the driving shaft;
the side shaft is mounted on the end cover through a first bearing;
The secondary driven gear comprises a fixing piece connected with the side shaft, a meshing piece connected with the vertical shaft in a transmission mode and a transition piece connected with the fixing piece and the meshing piece, wherein the fixing piece, the transition piece and the meshing piece are detachably connected, the fixing piece is fixed with the transition piece through bolts, and the meshing piece is fixed with the transition piece through bolts.
2. The hub reduction gear according to claim 1, wherein the fixing member is sleeved on the side shaft and is connected with the side shaft through a spline, an outer gear ring is arranged on the outer surface of the side shaft, an inner gear ring meshed with the outer gear ring of the side shaft is arranged on the fixing member, the fixing member comprises a first flange portion fixed with the transition member and a first sleeving portion which is positioned on one side, close to the vertical shaft, of the first flange portion and is sleeved with the transition member, and the first flange portion is arranged in a protruding mode outwards along the circumferential direction of the outer surface of the fixing member.
3. The hub reduction gear according to claim 2, wherein the transition piece includes a second flange portion fixed to the first flange portion, an extension portion that expands circumferentially outward from the second flange portion, and a third flange portion that protrudes circumferentially outward from a distal end of the extension portion, the third flange portion being provided with a second fitting portion for fitting the engagement member on a side near the vertical shaft.
4. A hub reduction gear according to claim 3, wherein said engagement member is annular and said engagement member includes a fourth flange portion secured to said third flange portion and a gear tooth portion on a side of said fourth flange portion adjacent said vertical shaft.
5. The hub reduction gear as defined in claim 4, wherein said vertical shaft is provided with a first bevel gear drivingly connected to a drive shaft and a second bevel gear engaged with said engagement member.
6. The hub reduction gear of claim 5, wherein said hub reduction housing further comprises a final drive housing, said end cap being secured to an outer side of said final drive housing, said secondary driven gear being located within a chamber defined by said end cap and said final drive housing, said vertical shaft being disposed within said final drive housing.
7. The hub reduction gear of claim 6, wherein an end of said side axle adjacent said vertical shaft is coupled to said end drive housing by a second bearing.
8. The hub reduction gear of claim 7, wherein an oil seal is provided between said side axle and said end cap.
9. The hub reduction gear of claim 8, wherein a spacer is disposed between said second bearing and said mounting, said spacer being disposed over said side axle.
10. The hub reduction gear of claim 9, wherein said side axle includes a disk-shaped connecting portion located outside of the end cap and a shaft portion extending inward of the end cap from a center of the connecting portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321022207.XU CN221090487U (en) | 2023-04-28 | 2023-04-28 | Wheel reduction |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321022207.XU CN221090487U (en) | 2023-04-28 | 2023-04-28 | Wheel reduction |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221090487U true CN221090487U (en) | 2024-06-07 |
Family
ID=91303835
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321022207.XU Active CN221090487U (en) | 2023-04-28 | 2023-04-28 | Wheel reduction |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221090487U (en) |
-
2023
- 2023-04-28 CN CN202321022207.XU patent/CN221090487U/en active Active
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |