CN221090488U - Wheel reduction - Google Patents
Wheel reduction Download PDFInfo
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- CN221090488U CN221090488U CN202321023011.2U CN202321023011U CN221090488U CN 221090488 U CN221090488 U CN 221090488U CN 202321023011 U CN202321023011 U CN 202321023011U CN 221090488 U CN221090488 U CN 221090488U
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- shaft
- bearing
- driven gear
- secondary driven
- support portion
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- 230000009467 reduction Effects 0.000 title claims abstract description 23
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 24
- 230000005540 biological transmission Effects 0.000 claims abstract description 22
- 230000009471 action Effects 0.000 claims abstract description 6
- 230000007704 transition Effects 0.000 claims description 7
- 230000007246 mechanism Effects 0.000 abstract description 3
- 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
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
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Abstract
The utility model provides a wheel-side speed reducer, comprising: the side reducing shell comprises a tail end transmission shell and an end cover fixed on the outer side of the tail end transmission shell, the driving shaft is used for transmitting power of the differential mechanism assembly to the wheel-side speed reducer, the vertical shaft is in transmission connection with the driving shaft, the side shaft is installed on the end cover through a first bearing, the secondary driven gear is in spline connection with the side shaft, a positioning bearing is arranged between the secondary driven gear and the end cover, and the secondary driven gear is supported by the inner surface of the end cover through the positioning bearing and is fixed in the wheel-side speed reducer under the combined action of spline connection. The secondary driven gear is supported by the positioning bearing and the inner surface of the end cover, and is fixed in the hub reduction gear under the combined action of spline connection, and the spline positioning and the positioning bearing positioning enable the rotation of the secondary driven gear to be more stable, the stress to be more uniform and the meshing impression of the secondary driven gear and the second bevel gear to be better adjusted.
Description
Technical Field
The utility model relates to the technical field of front axles of vehicles, 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 inclination, dislocation and fracture of the secondary driven gear in the 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 located at both side ends of a front axle, comprising:
The side reducing shell comprises a tail end transmission shell and an end cover fixed on the outer side of the tail end transmission shell;
a drive shaft for transmitting power of the differential assembly to the wheel-side reducer;
The vertical shaft is arranged in the tail end transmission shell and 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 is connected with the side shaft through a spline, a positioning bearing is arranged between the secondary driven gear and the end cover, and the secondary driven gear is supported by the positioning bearing and the inner surface of the end cover and is fixed in the wheel-side speed reducer under the combined action of the spline connection.
Preferably, the secondary driven gear comprises a fixing part connected with the side shaft, a meshing part in transmission connection with the vertical shaft and a transition part connecting the fixing part and the meshing part, and the transition part is provided with a first supporting part for supporting the positioning bearing.
Preferably, the end cover comprises a second supporting part for supporting the positioning bearing, the second supporting part is arranged corresponding to the first supporting part, and the second supporting part is positioned at the radial periphery of the first supporting part and is coaxially arranged with the first supporting part.
Preferably, the first support portion includes an annular outer support surface extending horizontally in an axial direction, the second support portion includes an annular inner support surface extending horizontally in an axial direction, and the positioning bearing is located between the inner support surface and the outer support surface.
Preferably, the engaging portion is located at a side of the first supporting portion away from the first bearing, and the engaging portion includes a limiting surface perpendicular to the outer supporting surface and a tapered tooth surface located at a surface opposite to the limiting surface.
Preferably, the end cover further includes a mounting portion for mounting the first bearing and a cover plate portion extending from the mounting portion to the second supporting portion, the cover plate portion being flared from the mounting portion to the second supporting portion.
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 part.
Preferably, the secondary driven gear is located in a cavity formed by the end cover and the end transmission shell.
Preferably, a first oil seal and a second oil seal are arranged between the side shaft and the end cover, and the end part of the side shaft, which is close to one side of the vertical shaft, is connected with the tail end transmission shell through a second bearing.
Preferably, a limiting ring is arranged between the second bearing and the fixing part, and the limiting ring is sleeved on the side shaft.
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, is supported by the positioning bearing and the inner surface of the end cover, is fixed in the hub reduction gear under the combined action of spline connection, and is positioned by the spline positioning and the positioning bearing, so that the two-stage driven gear rotates more stably and is stressed more uniformly, meshing marks with the second bevel gear are better regulated, inclination is not easy to occur, and damage to the gear is avoided.
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 structure 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 a partial cross-sectional view of the wheel-side reducer of the present utility model;
FIG. 4 is a partial exploded view of the wheel-side reducer of the present utility model;
fig. 5 is a partial exploded view of the wheel-side reducer of the present utility model.
Wherein, 100 side reduction gear, 1 front axle housing, 2 differential assembly, 3 side reduction housing, 31 end drive housing, 32 end cap, 321 second support, 3211 inner support, 322 mounting, 323 cover plate, 4 drive 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, 7 secondary driven gear, 71 stationary part, 72 transition, 721 first support, 7211 outer support, 73 engagement, 731 stop face, 732 conical tooth face, 8 locating bearing, 91 stop collar, 92 first oil seal, 93 second 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 wheel-side reducer 100 is disposed at two ends of a front axle, wherein the front axle comprises a front axle housing 1 and a differential assembly 2 disposed in the front axle housing 1 and drivingly connected with the wheel-side 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 reduction housing 3 includes a final drive housing 31 and an end cap 32, the final drive housing 31 being fixed to the front axle housing 1, and the end cap 32 being fixed to the outside of the final drive housing 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 side shaft 6 is mounted on the end cap 32 and the end drive housing 31 by a first bearing 61 and a second bearing 62, respectively.
Referring to fig. 4 and 5, the secondary driven gear 7 is located in a cavity formed by the end cover 32 and the end transmission shell 31 and is connected with the side shaft 6 through a spline, and a positioning bearing 8 is arranged between the secondary driven gear 7 and the end cover 32. The secondary driven gear 7 includes a fixed portion 71 connected to the side shaft 6, an engagement portion 73 engaged with the second bevel gear 52, and a transition portion 72 connecting the fixed portion 71 and the engagement portion 73.
Referring to fig. 3, a fixing portion 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 portion 71, so that the side shaft 6 is driven to rotate. The transition portion 72 extends vertically outward from the circumference of the fixing portion and then bends and extends toward the side where the vertical shaft 6 is located to form a first supporting portion 721, and the first supporting portion 721 is used for supporting the positioning bearing 8. The first support portion 721 includes an annular outer support surface 7211 extending horizontally in the axial direction, i.e., a cylindrical surface.
The engaging portion 73 is located on a side of the first support portion 721 away from the first bearing 61, and the engaging portion 73 includes a stopper surface 731 provided perpendicularly to the outer support surface 7211 and a tapered tooth surface 732 located on an opposite side of the stopper surface 731. The stop surface 731 is for limiting the mounting and axial play of the positioning bearing 8, and the bevel gear surface 732 is for engaging the second bevel gear 52.
The end cover 32 includes a second support portion 321 for supporting the positioning bearing 8, the second support portion 321 being disposed corresponding to the first support portion 721, the second support portion 321 being located at a radial periphery of the first support portion 721 and being disposed coaxially with the first support portion 721. The second supporting portion 321 includes an annular inner supporting surface 3211 extending horizontally along an axial direction, i.e., a cylindrical surface, and the positioning bearing 8 is located between the inner supporting surface 3211 and the outer supporting surface 7211. The end cap 32 further includes an attachment portion 322 for attaching the first bearing 61 and a cover plate portion 323 extending from the attachment portion 322 to the second support portion 321, and the cover plate portion 323 extends from the attachment portion 322 to the second support portion 321 in a horn shape.
In other embodiments, the outer support surface 7211 and the inner support surface 3211 are not limited to cylindrical surfaces extending horizontally in the axial direction, but may be conical surfaces extending obliquely.
The secondary driven gear 7 is supported by the inner surface of the positioning bearing 8 and the end cover 32 and is fixed in the hub reduction gear 100 under the combined action of spline connection, and the spline positioning and the positioning bearing 8 are positioned, so that the secondary driven gear 7 rotates more stably and is stressed more uniformly, the coaxiality of the secondary driven gear 7 and the side shaft 6 is ensured, the inclination is not easy to occur, and the damage to the gear is avoided. The above positioning makes it easier to adjust the meshing impression of the secondary driven gear 7 and the second bevel gear 52 to the ideal state than the positioning connection by means of splines alone.
Referring to fig. 2, the side shaft 6 is supported within the end cap 32, i.e., the side shaft 6 is mounted on the end cap 32 by 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 the second bearing 62, a limiting ring 91 is arranged between the second bearing 62 and the fixed part 71, and the limiting ring 91 is sleeved on the side shaft 6 to limit the axial movement of the side shaft 6. A first oil seal 92 and a second oil seal 93 are provided between the side shaft 6 and the end cap 32.
The side shaft 6 includes a disk-shaped connecting portion (not shown) located outside the end cap 32, and a shaft portion (not shown) extending from the center of the connecting portion toward the inside of the end cap 32. The first oil seal 92 is located between the shaft portion and the mounting portion 322, the second oil seal 93 is located between the connecting portion and the mounting portion 322, and the sealing performance is greatly improved due to the design of the double oil seals, so that the possibility of oil leakage is reduced. The first bearing 61, the second bearing 62, the outer gear ring, and the retainer ring 91 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 retainer ring 91.
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 reducer located at both side ends of a front axle, comprising:
The side reducing shell comprises a tail end transmission shell and an end cover fixed on the outer side of the tail end transmission shell;
a drive shaft for transmitting power of the differential assembly to the wheel-side reducer;
The vertical shaft is arranged in the tail end transmission shell and 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 is connected with the side shaft through a spline, a positioning bearing is arranged between the secondary driven gear and the end cover, and the secondary driven gear is supported by the positioning bearing and the inner surface of the end cover and is fixed in the wheel-side speed reducer under the combined action of the spline connection.
2. The hub reduction gear according to claim 1, wherein the secondary driven gear includes a fixed portion connected to the side shaft, an engagement portion drivingly connected to the vertical shaft, and a transition portion connecting the fixed portion and the engagement portion, the transition portion being provided with a first support portion for supporting a positioning bearing.
3. The hub reduction gear according to claim 2, wherein the end cover includes a second support portion for supporting the positioning bearing, the second support portion being provided in correspondence with the first support portion, the second support portion being located at a radial periphery of the first support portion and being provided coaxially with the first support portion.
4. A hub reduction gear according to claim 3, wherein said first support portion includes an axially horizontally extending annular outer support surface and said second support portion includes an axially horizontally extending annular inner support surface, said positioning bearing being located between the inner and outer support surfaces.
5. The hub reduction gear as defined in claim 4, wherein said engagement portion is located on a side of said first support portion remote from said first bearing, said engagement portion including a stop surface disposed perpendicularly to said outer support surface and a tapered tooth surface located on an opposite side of said stop surface.
6. The hub reduction gear of claim 5, wherein said end cap further comprises a mounting portion for mounting the first bearing and a cover plate portion extending from the mounting portion to the second support portion, said cover plate portion diverging in a horn shape from the mounting portion to the second support portion.
7. The hub reduction gear of claim 6, wherein said vertical shaft is provided with a first bevel gear drivingly connected to the drive shaft and a second bevel gear engaged with said engagement portion.
8. The hub reduction gear of claim 7, wherein said secondary driven gear is located within a chamber defined by said end cap and end drive housing.
9. The hub reduction gear of claim 8, wherein a first oil seal and a second oil seal are provided between said side shaft and said end cap, and an end of said side shaft adjacent to said vertical shaft is connected to said final drive housing by a second bearing.
10. The hub reduction gear according to claim 9, wherein a stop collar is provided between said second bearing and said fixed portion, said stop collar being provided on said side axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321023011.2U CN221090488U (en) | 2023-04-28 | 2023-04-28 | Wheel reduction |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321023011.2U CN221090488U (en) | 2023-04-28 | 2023-04-28 | Wheel reduction |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221090488U true CN221090488U (en) | 2024-06-07 |
Family
ID=91308840
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321023011.2U Active CN221090488U (en) | 2023-04-28 | 2023-04-28 | Wheel reduction |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221090488U (en) |
-
2023
- 2023-04-28 CN CN202321023011.2U patent/CN221090488U/en active Active
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| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |