A low-speed heavy-load drive axle main reducer device

Abstract

The application relates to the technical field of vehicle drive axle, in particular to a low-speed heavy-load drive axle main speed reducer device which comprises a first-stage speed reduction assembly I, a first-stage speed reduction assembly II, a transmission shaft, driving cylindrical gears I and II and face gears I and II of a differential assembly, wherein the first-stage speed reduction assembly I comprises first and second gear shafts, the first gear shaft is provided with a first cylindrical gear, the second gear shaft is provided with a second cylindrical gear and the driving cylindrical gear I, and the first and second cylindrical gears are engaged; the first-stage speed reduction assembly II comprises third and fourth gear shafts, the third gear shaft is provided with a third cylindrical gear, the fourth gear shaft is provided with a fourth cylindrical gear and the driving cylindrical gear II, and the third and fourth cylindrical gears are engaged; the transmission shaft is connected with the first and third gear shafts; the driving cylindrical gears I and II are respectively engaged with the face gears I and II of the differential assembly; half of input power is transmitted to a differential housing through the first-stage speed reduction assembly I and the face gear I, and the other half of the input power is transmitted to the differential housing through the transmission shaft, the first-stage speed reduction assembly II and the face gear II. The device can realize power split, has a more compact structure, high speed reduction ratio and generalization.

Description

Technical Field

[0001] This invention relates to the field of vehicle drive axle technology, and in particular to a low-speed heavy-load drive axle main reducer device. Background Technology

[0002] Heavy mining vehicles, such as underground support transport vehicles used in coal mines, generally operate at low speeds, necessitating a higher reduction ratio in the drive axle. Current drive axles typically employ a transmission scheme consisting of a main reducer and wheel-side reducers. The main reducer usually uses a single-stage transmission composed of a pair of spiral bevel gears or hypoid gears, resulting in a small transmission ratio. The wheel-side reducers typically use a two-stage planetary gear system to achieve a higher reduction ratio or a lower drive axle output speed.

[0003] With the increasing demands for performance, application, and function of heavy-duty engineering vehicles, the serialization of drive axle products has become a trend. The standardization of the drive axle's main reducer, and its compatibility with different wheel-side reducers, is one important approach to drive axle serialization. For example, one serialization method involves matching single-stage or two-stage wheel-side planetary gear trains according to different tonnage levels and speed ratio requirements, achieving different wheel spacing, loads, and drive axle output speeds. This necessitates a high reduction ratio in the main reducer assembly, a requirement that significantly expands and modifies the tonnage range of heavy-duty engineering vehicle drive axle products.

[0004] Currently, common methods for increasing the speed ratio of the main reducer include adding a pair of cylindrical gears or a single-stage planetary gear system to match a pair of bevel gears in a two-stage main reducer design. To ensure strength requirements and reliable torque transmission, a single-stage cylindrical gear or planetary gear system requires a large module to meet power transmission requirements, but a large module results in an excessively large size and structure. The machining and assembly of bevel gear pairs are relatively complex, requiring high-level equipment and personnel, which also increases product cost and development cycle.

[0005] It is evident that the existing drive axle main reducer structure presents a contradiction between the high reduction ratio requirement of the main reducer and the limited structural space requirement. The existing drive axle main reducer structure space and speed ratio range are insufficient to meet the wider range of serialization development needs of heavy engineering vehicle drive axles. Summary of the Invention

[0006] In view of the above-mentioned deficiencies of the prior art, the technical problem to be solved by the present invention is to provide a low-speed heavy-duty drive axle main reducer device with power splitting, more compact structure, high reduction ratio and universality.

[0007] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0008] This invention provides a low-speed heavy-duty drive axle main reducer device, comprising: a first-stage reduction assembly I, including a first gear shaft and a second gear shaft arranged in parallel, a first cylindrical gear mounted on the first gear shaft, a second cylindrical gear mounted on the second gear shaft, and a driving cylindrical gear I, wherein the first cylindrical gear and the second cylindrical gear mesh with each other; and a first-stage reduction assembly II, including a third gear shaft and a fourth gear shaft arranged in parallel, a third cylindrical gear mounted on the third gear shaft, a fourth cylindrical gear mounted on the fourth gear shaft, and a driving cylindrical gear II, wherein the third cylindrical gear and the second cylindrical gear mesh with each other. Four cylindrical gears mesh; a drive shaft with the first gear shaft and the third gear shaft connected at both ends respectively; a differential assembly including a differential housing and face gear I and face gear II disposed on the differential housing; the driving cylindrical gear I and face gear I mesh, and the driving cylindrical gear II and face gear II mesh; the first gear shaft receives input power, half of which is transmitted to the differential housing by the first-stage reduction assembly I and face gear I, and the other half of which is transmitted to the third gear shaft by the drive shaft and then to the differential housing by the first-stage reduction assembly II and face gear II.

[0009] Preferably, it also includes a flange, which is connected to the input end of the first gear shaft via a flange spline and is axially limited by a flange lock nut.

[0010] Preferably, it also includes an axle housing assembly. The first-stage reduction assembly I further includes a first-stage reduction housing I, a first-stage reduction end cover I, a differential bearing housing I, and a differential bearing housing II. One end of the first-stage reduction housing I is connected to one end of the axle housing assembly, and the first-stage reduction end cover I is connected to the other end of the first-stage reduction housing I. The differential bearing housing I and the differential bearing housing II are both connected to the first-stage reduction housing I and are used to install the differential assembly.

[0011] Preferably, the first gear shaft is supported on the first-stage reduction end cover I by a first gear shaft first bearing and on the first-stage reduction housing I by a first gear shaft second bearing. The shaft end of the first gear shaft is sealed by a flange oil seal. The first gear shaft second bearing is axially limited by a first gear shaft bearing clamping nut. The first gear shaft bearing clamping nut is locked relative to the first gear shaft by a first gear shaft locking ring. The second gear shaft is supported on the first-stage reduction end cover I by a second gear shaft first bearing and on the first-stage reduction housing I by a second gear shaft second bearing. The output end of the second gear shaft is connected to the driving cylindrical gear I by a spline. The driving cylindrical gear I is axially limited by a second gear shaft clamping nut. The second gear shaft clamping nut is locked relative to the second gear shaft by a second gear shaft locking ring.

[0012] Preferably, an adjusting shim for the driving cylindrical gear I is provided between the inner ring of the second bearing of the second gear shaft and the driving cylindrical gear I, and the axial position of the driving cylindrical gear I is adjusted by changing the thickness of the adjusting shim.

[0013] Preferably, the first-stage reduction assembly II further includes a first-stage reduction housing II and a first-stage reduction end cover II, one end of the first-stage reduction housing II is connected to the other end of the axle housing assembly, and the first-stage reduction end cover II is connected to the other end of the first-stage reduction housing II.

[0014] Preferably, the third gear shaft is supported on the first-stage reduction end cover II by the first bearing of the third gear shaft and on the first-stage reduction housing II by the second bearing of the third gear shaft. The second bearing of the third gear shaft is axially limited by the bearing clamping nut of the third gear shaft, and the bearing clamping nut of the third gear shaft is locked relative to the third gear shaft by the locking ring of the third gear shaft. The fourth gear shaft is supported on the first-stage reduction end cover II by the first bearing of the fourth gear shaft and on the first-stage reduction housing II by the second bearing of the fourth gear shaft. The output end of the fourth gear shaft is connected to the driving cylindrical gear II by the spline of the driving cylindrical gear II. The driving cylindrical gear II is axially limited by the bearing clamping nut of the fourth gear shaft, and the bearing clamping nut of the fourth gear shaft is locked relative to the fourth gear shaft by the locking ring of the fourth gear shaft.

[0015] Preferably, an adjusting shim for the driving cylindrical gear II is provided between the inner ring of the second bearing of the fourth gear shaft and the driving cylindrical gear II, and the axial position of the driving cylindrical gear II is adjusted by changing the thickness of the adjusting shim.

[0016] Preferably, the differential housing includes differential housing I and differential housing II. Differential housing I is supported on differential bearing seat I by a first differential bearing, and differential housing II is supported on differential bearing seat II by a second differential bearing. Face gear I and face gear II are respectively connected to differential housing I and differential housing II, and differential housing I and differential housing II are connected to form an integrally rotating differential housing.

[0017] Preferably, a face gear I adjusting shim is provided between face gear I and differential housing I, and the axial position of face gear I is adjusted by changing the thickness of face gear I adjusting shim; a face gear II adjusting shim is provided between face gear II and differential housing II, and the axial position of face gear II is adjusted by changing the thickness of face gear II adjusting shim.

[0018] Compared with the prior art, the present invention has significant progress:

[0019] The low-speed heavy-duty drive axle main reducer device of the present invention employs a two-stage, two-path power splitting method using cylindrical gear pairs and face gear transmission. Each branch transmits only half of the total power, thereby reducing the structural size of each gear stage. Simultaneously, it leverages the advantages of face gear transmission's large transmission ratio, achieving a universal low-speed heavy-duty drive axle main reducer design with a high reduction ratio. This low-speed heavy-duty drive axle main reducer device can meet the serialization development needs of drive axles for mining heavy-duty engineering vehicles, and can also be applied to low-speed heavy-duty drive axle main reducer transmission devices in other fields. Attached Figure Description

[0020] Figure 1 This is a simplified structural diagram of the low-speed heavy-load drive axle main reducer device according to an embodiment of the present invention.

[0021] Figure 2 yes Figure 1 Sectional view along the AA direction.

[0022] Figure 3 This is a schematic diagram of a low-speed heavy-load drive axle main reducer device according to an embodiment of the present invention.

[0023] Figure 4 yes Figure 3 Sectional view along the BB direction.

[0024] The reference numerals in the attached figures are explained as follows:

[0025] 1. Flange; 2. Main reducer front assembly; 3. Differential assembly; 4. Axle housing assembly; 5. Half shaft I; 6. Half shaft II; 10. Drive shaft; 11. First stage reduction assembly I; 21. First stage reduction assembly II; 101. First stage reduction housing I; 102. First stage reduction end cover I; 103. Differential bearing housing I; 104. Differential bearing housing II; 105. Bearing housing connecting screw; 110. First cylindrical gear; 111. First gear shaft; 112. First gear shaft first bearing; 113. First gear shaft second bearing; 114. First gear shaft bearing clamping nut; 115. First gear shaft lock ring; 116. First gear... 120. Second cylindrical gear; 121. Second gear shaft; 122. First bearing of second gear shaft; 123. Second bearing of second gear shaft; 124. Second gear shaft clamping nut; 125. Second gear shaft lock ring; 130. Driving cylindrical gear I; 131. Driving cylindrical gear I adjusting shim; 132. Spline of driving cylindrical gear I; 201. First stage reduction housing II; 202. First stage reduction end cover II; 210. Third cylindrical gear; 211. Third gear shaft; 212. First bearing of third gear shaft; 213. Second bearing of third gear shaft; 214. Third gear shaft bearing clamping nut; 215. Third gear... 216. Wheel axle lock ring; 220. Third gear shaft spline; 221. Fourth gear shaft; 222. First bearing of fourth gear shaft; 223. Second bearing of fourth gear shaft; 224. Fourth gear shaft clamping nut; 225. Fourth gear shaft lock ring; 230. Driving spur gear II; 231. Driving spur gear II adjusting shim; 232. Driving spur gear II spline; 301. Differential housing I; 302. Differential housing II; 303. Cross shaft; 304. Planetary gear; 305. Half shaft gear; 306. Planetary gear support pad; 307. Half shaft gear support pad; 308. Differential housing connector 310. Face Gear I; 311. Face Gear I Adjusting Shim; 312. Face Gear I Connecting Screw; 320. Face Gear II; 321. Face Gear II Adjusting Shim; 322. Face Gear II Connecting Screw; 330. Differential First Bearing; 331. Differential First Bearing Compression Nut; 332. Differential First Bearing Compression Nut Locking Plate; 340. Differential Second Bearing; 341. Differential Second Bearing Compression Nut; 342. Differential Second Bearing Compression Nut Locking Plate; 401. Flange Connecting Spline; 402. Flange Locking Nut; 403. Flange Oil Seal; 501. Half Shaft I Spline; 601. Half Shaft II Spline. Detailed Implementation

[0026] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. These embodiments are for illustrative purposes only and are not intended to limit the scope of the invention.

[0027] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0029] Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0030] like Figures 1 to 4 The image shows an embodiment of the low-speed heavy-load drive axle main reducer device provided by the present invention.

[0031] like Figure 1 and Figure 2 As shown, the low-speed heavy-duty drive axle main reducer device in this embodiment includes a first-stage reduction assembly I11, a first-stage reduction assembly II21, a drive shaft 10, and a differential assembly 3.

[0032] The primary reduction assembly I11 includes a first gear shaft 111, a second gear shaft 121, a first cylindrical gear 110, a second cylindrical gear 120, and a driving cylindrical gear I130. The first gear shaft 111 and the second gear shaft 121 are arranged in parallel. The first cylindrical gear 110 is mounted on the first gear shaft 111, and the second cylindrical gear 120 and the driving cylindrical gear I130 are both mounted on the second gear shaft 121. The first cylindrical gear 110 and the second cylindrical gear 120 mesh with each other to transmit power.

[0033] The first-stage reduction assembly II21 includes a third gear shaft 211, a fourth gear shaft 221, a third cylindrical gear 210, a fourth cylindrical gear 220, and a driving cylindrical gear II230. The third gear shaft 211 and the fourth gear shaft 221 are arranged in parallel. The third cylindrical gear 210 is mounted on the third gear shaft 211, and the fourth cylindrical gear 220 and the driving cylindrical gear II230 are both mounted on the fourth gear shaft 221. The third cylindrical gear 210 and the fourth cylindrical gear 220 mesh with each other to transmit power.

[0034] The two ends of the drive shaft 10 are connected to the first gear shaft 111 and the third gear shaft 211, respectively, so that the first-stage reduction assembly I11 is connected to the first-stage reduction assembly II21 through the drive shaft 10. The spline at one end of the drive shaft 10 forms a spline pair with the first gear shaft spline 116 on the first gear shaft 111, and the spline at the other end of the drive shaft 10 forms a spline pair with the third gear shaft spline 216 on the third gear shaft 211, thereby forming a power transmission path from the first gear shaft 111 to the third gear shaft 211.

[0035] The differential assembly 3 includes a differential housing and face gears I310 and II320 disposed on the differential housing. The driving spur gear I130 and face gear I310 mesh to transmit power. The driving spur gear II230 and face gear II320 mesh to transmit power. The first-stage reduction assembly I11 and the differential assembly 3 are assembled to form the main reduction front end assembly 2. Preferably, the differential housing includes differential housing I301 and differential housing II302, with face gears I310 and II320 respectively connected to differential housing I301 and differential housing II302, forming an integrally rotating differential housing.

[0036] The first gear shaft 111 of the first-stage reduction assembly I11 receives input power. Preferably, the low-speed heavy-duty drive axle main reducer device of this embodiment further includes a flange 1. The flange 1 is connected to the input end of the first gear shaft 111 via a flange spline 401 and is axially limited by a flange locking nut 402. The input power is transmitted to the first gear shaft 111 by the flange 1. Half of the input power is transmitted to the differential housing by the first-stage reduction assembly I11 and the face gear I310, and the other half of the input power is transmitted to the third gear shaft 211 by the drive shaft 10 and then to the differential housing by the first-stage reduction assembly II21 and the face gear II320. That is, the low-speed heavy-duty drive axle main reducer device in this embodiment has a two-stage, two-path power transmission path. The first path power transmission direction is flange 1, first gear shaft 111, first cylindrical gear 110, second cylindrical gear 120, drive cylindrical gear I130, face gear I310, and differential housing. The first cylindrical gear 110 and second cylindrical gear 120 form the first stage of transmission, and the drive cylindrical gear I130 and face gear I310 form the second stage of transmission. The second path power transmission direction is flange 1, first gear shaft 111, drive shaft 10, third gear shaft 211, third cylindrical gear 210, fourth cylindrical gear 220, drive cylindrical gear II230, face gear II320, and differential housing. The third cylindrical gear 210 and fourth cylindrical gear 220 form the first stage of transmission, and the drive cylindrical gear II230 and face gear II320 form the second stage of transmission. The two power sources converge on the differential housing and then flow through the differential assembly 3 to half shafts I5 and II6, driving the wheel-side devices on both sides while retaining the differential function.

[0037] The low-speed heavy-duty drive axle main reducer device of this embodiment employs a two-stage, two-path power splitting system using cylindrical gear pairs and face gear transmissions. Each branch transmits only half of the total power, thereby reducing the structural size of each gear stage. Simultaneously, it leverages the large transmission ratio advantage of face gears, achieving a universal low-speed heavy-duty drive axle main reducer design with a high reduction ratio. This low-speed heavy-duty drive axle main reducer device can meet the serialization development needs of drive axles for mining heavy-duty engineering vehicles, and can also be applied to low-speed heavy-duty drive axle main reducer transmission devices in other fields.

[0038] In this embodiment, to ensure uniform distribution of the total input power to the two paths, the gears on both power flow paths have the same tooth profile parameters, such as the number of teeth, module, and pressure angle, thereby ensuring that the transmission ratios of each stage are the same and achieving equal load distribution between the two power paths. Specifically, in a preferred embodiment, such as Figure 3 and Figure 4As shown, the following gears have the same tooth profile parameters: first cylindrical gear 110 and third cylindrical gear 210, second cylindrical gear 120 and fourth cylindrical gear 220, driving cylindrical gear I130 and driving cylindrical gear II230, and face gear I310 and face gear II320. Meanwhile, to achieve synchronous load sharing, the structural design must ensure functional implementation and assembly feasibility. For example, first cylindrical gear 110 and third cylindrical gear 210, face gear I310 and face gear II320 need to have consistent angular positions, which can be achieved through the relative positions of the gear shaft teeth and spline teeth, and the relative positions of the connecting screws and the teeth. Specifically, in a preferred embodiment, the teeth of the first cylindrical gear 110 are aligned with the teeth of the first gear shaft spline 116, and the teeth of the third cylindrical gear 210 are aligned with the teeth of the first gear shaft spline 216. The two alignment points are marked with the same phase, and the first cylindrical gear 110 and the third cylindrical gear 210 are assembled in the same phase through the spline marking on the transmission shaft 10; the teeth of the face gear I 310 are aligned with the connecting screw hole of face gear I, and the teeth of face gear II 320 are aligned with the connecting screw hole of face gear II. The connecting screw holes of face gear I on differential housing I 301 and the connecting screw holes of face gear II on differential housing II 302 have the same angular position; the same same phase implementation also includes the second cylindrical gear 120 and the driving cylindrical gear I 130, and the fourth cylindrical gear 220 and the driving cylindrical gear II 230.

[0039] like Figure 3 and Figure 4As shown, preferably, the low-speed heavy-duty drive axle main reducer device of this embodiment further includes an axle housing assembly 4, and the first-stage reduction assembly I11 further includes a first-stage reduction housing I101, a first-stage reduction end cover I102, a differential bearing seat I103, and a differential bearing seat II104. One end of the first-stage reduction housing I101 is connected to one end of the axle housing assembly 4, specifically, the first-stage reduction assembly I11 is bolted to one end of the axle housing assembly 4 via a mounting edge on one end of the first-stage reduction housing I101. The first-stage reduction end cover I102 is connected to the other end of the first-stage reduction housing I101, specifically, the first-stage reduction end cover I102 is bolted to the first-stage reduction housing I101. The differential bearing seat I103 and the differential bearing seat II104 are both connected to the first-stage reduction housing I101, specifically, the differential bearing seat I103 and the differential bearing seat II104 are connected to the first-stage reduction housing I101 via bearing seat connecting screws 105. Differential bearing housing I103 and differential bearing housing II104 are used to mount differential assembly 3. Specifically, differential housing I301 of differential assembly 3 is supported on differential bearing housing I103 by differential first bearing 330. Differential first bearing 330 is axially limited by differential first bearing clamping nut 331. Differential first bearing clamping nut 331 is locked relative to differential bearing housing I103 by differential first bearing clamping nut locking plate 332. Differential housing II302 is supported on differential bearing housing II104 by differential second bearing 340. Differential second bearing 340 is axially limited by differential second bearing clamping nut 341. Differential second bearing clamping nut 341 is locked relative to differential bearing housing II104 by differential second bearing clamping nut locking plate 342.

[0040] Preferably, the first gear shaft 111 is supported on the first-stage reduction end cover I102 by the first gear shaft first bearing 112 and on the first-stage reduction housing I101 by the first gear shaft second bearing 113. The first cylindrical gear 110 is located between the first gear shaft first bearing 112 and the first gear shaft second bearing 113, and the first cylindrical gear 110 and the first gear shaft 111 are preferably integrally formed. The flange 1 is located on the side of the first gear shaft first bearing 112 away from the first gear shaft second bearing 113, and the shaft end of the first gear shaft 111 is sealed by the flange oil seal 403, which is located between the first gear shaft first bearing 112 and the flange 1. The first gear shaft second bearing 113 is axially limited by the first gear shaft bearing clamping nut 114, which is locked relative to the first gear shaft 111 by the first gear shaft locking ring 115. The end of the first gear shaft 111 near the first gear shaft second bearing 113 is connected to the drive shaft 10.

[0041] Preferably, the second gear shaft 121 is supported on the first-stage reduction end cover I102 via the second gear shaft first bearing 122 and on the first-stage reduction housing I101 via the second gear shaft second bearing 123. The second cylindrical gear 120 is located between the second gear shaft first bearing 122 and the second gear shaft second bearing 123, and the second cylindrical gear 120 and the second gear shaft 121 are preferably integrally formed. The driving cylindrical gear I130 is located on the side of the second gear shaft second bearing 123 away from the second gear shaft first bearing 122, and is also located at the output end of the second gear shaft 121. The output end of the second gear shaft 121 is connected to the driving cylindrical gear I130 via the driving cylindrical gear I spline 132, and the driving cylindrical gear I130 is axially limited by the second gear shaft clamping nut 124, which is locked relative to the second gear shaft 121 by the second gear shaft locking ring 125.

[0042] Preferably, an adjusting shim 131 for the driving cylindrical gear I130 is provided between the inner ring of the second bearing 123 of the second gear shaft and the driving cylindrical gear I130. The axial position of the driving cylindrical gear I130 is adjusted by changing the thickness of the adjusting shim 131. The change in the thickness of the adjusting shim 131 is achieved by selecting adjusting shims of different thicknesses.

[0043] like Figure 3 and Figure 4 As shown, in this embodiment, preferably, the first-stage reduction assembly II21 further includes a first-stage reduction housing II201 and a first-stage reduction end cover II202. One end of the first-stage reduction housing II201 is connected to the other end of the axle housing assembly 4, specifically, the first-stage reduction assembly II21 is bolted to the other end of the axle housing assembly 4 via a mounting edge on one end of the first-stage reduction housing II201. The first-stage reduction end cover II202 is connected to the other end of the first-stage reduction housing II201, specifically, the first-stage reduction end cover II202 is bolted to the first-stage reduction housing II201.

[0044] Preferably, the third gear shaft 211 is supported on the first-stage reduction end cover II202 via the third gear shaft first bearing 212 and on the first-stage reduction housing II201 via the third gear shaft second bearing 213. The third cylindrical gear 210 is located between the third gear shaft first bearing 212 and the third gear shaft second bearing 213, and the third cylindrical gear 210 and the third gear shaft 211 are preferably integrally formed. The third gear shaft second bearing 213 is axially limited by the third gear shaft bearing clamping nut 214, and the third gear shaft bearing clamping nut 214 is locked relative to the third gear shaft 211 by the third gear shaft locking ring 215. The end of the third gear shaft 211 near the third gear shaft second bearing 213 is connected to the drive shaft 10.

[0045] Preferably, the fourth gear shaft 221 is supported on the first-stage reduction end cover II 202 via the first bearing 222 and on the first-stage reduction housing II 201 via the second bearing 223. The fourth cylindrical gear 220 is located between the first bearing 222 and the second bearing 223, and the fourth cylindrical gear 220 and the fourth gear shaft 221 are preferably integrally formed. The driving cylindrical gear II 230 is located on the side of the second bearing 223 away from the first bearing 222, which is also located at the output end of the fourth gear shaft 221. The output end of the fourth gear shaft 221 is connected to the driving cylindrical gear II 230 via the spline 232 of the driving cylindrical gear II. The driving cylindrical gear II 230 is axially limited by the fourth gear shaft clamping nut 224, which is locked relative to the fourth gear shaft 221 by the fourth gear shaft locking ring 225.

[0046] Preferably, an adjusting shim 231 for the driving cylindrical gear II 230 is provided between the inner ring of the second bearing 223 of the fourth gear shaft and the driving cylindrical gear II 230. The axial position of the driving cylindrical gear II 230 is adjusted by changing the thickness of the adjusting shim 231. The change in the thickness of the adjusting shim 231 is achieved by selecting adjusting shims of different thicknesses.

[0047] like Figure 4 As shown, in this embodiment, preferably, in the differential assembly 3, face gear I 310 is connected to the differential housing I 301 via face gear I connecting screw 312. A face gear I adjusting shim 311 is provided between face gear I 310 and the differential housing I 301. The axial position of face gear I 310 is adjusted by varying the thickness of the face gear I adjusting shim 311, which is achieved by selecting adjusting shims of different thicknesses. Face gear II 320 is connected to the differential housing II 302 via face gear II connecting screw 322. A face gear II adjusting shim 321 is provided between face gear II 320 and the differential housing II 302. The axial position of face gear II 320 is adjusted by varying the thickness of the face gear II adjusting shim 321, which is achieved by selecting adjusting shims of different thicknesses. By adjusting the axial positions of face gear I 310 and face gear II 320, suitable meshing marks and backlash requirements can be ensured. Preferably, differential housing I301 and differential housing II302 are connected by differential housing connecting screws 308 to form an integrally rotating differential housing.

[0048] like Figure 3 and Figure 4As shown, in this embodiment, preferably, the differential assembly 3 further includes a cross shaft 303, planetary gears 304, half-shaft gears 305, planetary gear support pads 306 and half-shaft gear support pads 307. The cross shaft 303 is fixedly connected to the differential housing within the differential housing. The planetary gears 304 are mounted on the cross shaft 303, and planetary gear support pads 306 are provided between the planetary gears 304 and the cross shaft 303. The half-shaft gears 305 mesh with the planetary gears 304, and half-shaft gear support pads 307 are provided between the half-shaft gears 305 and the differential housing. Half-shaft I5 is connected to one half-shaft gear 305 via half-shaft I spline 501, and half-shaft II6 is connected to the other half-shaft gear 305 via half-shaft II spline 601. After the two power sources converge on the differential housing, they flow through the cross shaft 303, planetary gear 304 and half shaft gear 305 to half shaft I5 and half shaft II6, driving the wheel-side devices on both sides and retaining the differential function.

[0049] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A low-speed heavy-load drive axle main reducer device, characterized in that, include: The first-stage reduction assembly I (11) includes a first gear shaft (111) and a second gear shaft (121) arranged in parallel, a first cylindrical gear (110) disposed on the first gear shaft (111), a second cylindrical gear (120) disposed on the second gear shaft (121), and a driving cylindrical gear I (130), wherein the first cylindrical gear (110) and the second cylindrical gear (120) mesh with each other; The first-stage reduction assembly II (21) includes a third gear shaft (211) and a fourth gear shaft (221) arranged in parallel, a third cylindrical gear (210) disposed on the third gear shaft (211), a fourth cylindrical gear (220) disposed on the fourth gear shaft (221), and a driving cylindrical gear II (230), wherein the third cylindrical gear (210) and the fourth cylindrical gear (220) mesh with each other; The transmission shaft (10) is connected at both ends to the first gear shaft (111) and the third gear shaft (211). The differential assembly (3) includes a differential housing and face gear I (310) and face gear II (320) disposed on the differential housing. The driving cylindrical gear I (130) meshes with the face gear I (310), and the driving cylindrical gear II (230) meshes with the face gear II (320); The first gear shaft (111) receives input power, half of which is transmitted to the differential housing by the first-stage reduction assembly I (11) and the face gear I (310), and the other half of which is transmitted to the third gear shaft (211) by the drive shaft (10) and to the differential housing by the first-stage reduction assembly II (21) and the face gear II (320).

2. The low-speed heavy-load drive axle main reducer device according to claim 1, characterized in that, It also includes a flange (1), which is connected to the input end of the first gear shaft (111) via a flange connection spline (401) and is axially limited by a flange locking nut (402).

3. The low-speed heavy-load drive axle main reducer device according to claim 1, characterized in that, It also includes an axle housing assembly (4). The first-stage reduction assembly I (11) further includes a first-stage reduction housing I (101), a first-stage reduction end cover I (102), a differential bearing seat I (103), and a differential bearing seat II (104). One end of the first-stage reduction housing I (101) is connected to one end of the axle housing assembly (4), and the first-stage reduction end cover I (102) is connected to the other end of the first-stage reduction housing I (101). The differential bearing seat I (103) and the differential bearing seat II (104) are both connected to the first-stage reduction housing I (101) and are used to install the differential assembly (3).

4. The low-speed heavy-load drive axle main reducer device according to claim 3, characterized in that, The first gear shaft (111) is supported on the first stage reduction end cover I (102) by the first gear shaft first bearing (112) and on the first stage reduction housing I (101) by the first gear shaft second bearing (113). The shaft end of the first gear shaft (111) is sealed by the flange oil seal (403). The first gear shaft second bearing (113) is axially limited by the first gear shaft bearing clamping nut (114). The first gear shaft bearing clamping nut (114) is locked relative to the first gear shaft (111) by the first gear shaft locking ring (115). The second gear shaft (121) is supported on the first-stage reduction end cover I (102) by the first bearing (122) of the second gear shaft and on the first-stage reduction housing I (101) by the second bearing (123) of the second gear shaft. The output end of the second gear shaft (121) is connected to the driving cylindrical gear I (130) by the spline (132) of the driving cylindrical gear I. The driving cylindrical gear I (130) is axially limited by the second gear shaft clamping nut (124). The second gear shaft clamping nut (124) is locked relative to the second gear shaft (121) by the second gear shaft locking ring (125).

5. The low-speed heavy-load drive axle main reducer device according to claim 4, characterized in that, An adjusting shim (131) for the active cylindrical gear I (130) is provided between the inner ring of the second bearing (123) of the second gear shaft and the active cylindrical gear I. The axial position of the active cylindrical gear I (130) is adjusted by the change in the thickness of the adjusting shim (131).

6. The low-speed heavy-load drive axle main reducer device according to claim 3, characterized in that, The first-stage reduction assembly II (21) further includes a first-stage reduction housing II (201) and a first-stage reduction end cover II (202). One end of the first-stage reduction housing II (201) is connected to the other end of the axle housing assembly (4), and the first-stage reduction end cover II (202) is connected to the other end of the first-stage reduction housing II (201).

7. The low-speed heavy-load drive axle main reducer device according to claim 6, characterized in that, The third gear shaft (211) is supported on the first-stage reduction end cover II (202) by the first bearing (212) of the third gear shaft and on the first-stage reduction housing II (201) by the second bearing (213) of the third gear shaft. The second bearing (213) of the third gear shaft is axially limited by the bearing clamping nut (214) of the third gear shaft. The bearing clamping nut (214) of the third gear shaft is locked relative to the third gear shaft (211) by the locking ring (215) of the third gear shaft. The fourth gear shaft (221) is supported on the first-stage reduction end cover II (202) by the first bearing (222) of the fourth gear shaft and on the first-stage reduction housing II (201) by the second bearing (223) of the fourth gear shaft. The output end of the fourth gear shaft (221) is connected to the driving cylindrical gear II (230) through the spline (232) of the driving cylindrical gear II. The driving cylindrical gear II (230) is axially limited by the fourth gear shaft clamping nut (224). The fourth gear shaft clamping nut (224) is locked relative to the fourth gear shaft (221) by the fourth gear shaft locking ring (225).

8. The low-speed heavy-load drive axle main reducer device according to claim 7, characterized in that, An adjusting shim (231) for the active cylindrical gear II (230) is provided between the inner ring of the second bearing (223) of the fourth gear shaft and the active cylindrical gear II. The axial position of the active cylindrical gear II (230) is adjusted by changing the thickness of the adjusting shim (231).

9. The low-speed heavy-load drive axle main reducer device according to claim 3, characterized in that, The differential housing includes differential housing I (301) and differential housing II (302). Differential housing I (301) is supported on differential bearing seat I (103) by differential first bearing (330). Differential housing II (302) is supported on differential bearing seat II (104) by differential second bearing (340). Face gear I (310) and face gear II (320) are respectively connected to differential housing I (301) and differential housing II (302). Differential housing I (301) and differential housing II (302) are connected to form an integrally rotating differential housing.

10. The low-speed heavy-load drive axle main reducer device according to claim 9, characterized in that, A face gear I adjusting shim (311) is provided between the face gear I (310) and the differential housing I (301), and the axial position of the face gear I (310) is adjusted by the change in the thickness of the face gear I adjusting shim (311); a face gear II adjusting shim (321) is provided between the face gear II (320) and the differential housing II (302), and the axial position of the face gear II (320) is adjusted by the change in the thickness of the face gear II adjusting shim (321).

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