A large-ratio wet brake drive axle assembly

Abstract

The application discloses a large-speed-ratio wet brake driving axle assembly, which comprises a main speed reducer assembly and a wet brake assembly, the outer side of the main speed reducer assembly is provided with an axle housing, the main speed reducer assembly and the wet brake assembly are connected with each other through the axle housing, and the wet brake assembly comprises an axle body assembly, a baffle one, a baffle two, friction discs, a stop disc and a push disc.

Description

Technical Field

[0001] This invention relates to the field of drive axles, and more specifically to a high-ratio wet braking drive axle assembly. Background Technology

[0002] The operating conditions of construction machinery are relatively harsh. Currently, the domestic market for construction machinery axles is still dominated by dry-type brake drive axles. Furthermore, dry drive axles use external dry brakes, which makes them more susceptible to environmental factors such as humidity, freezing, and dust, resulting in unstable braking performance and a shorter service life. Wet brakes, on the other hand, are internal and largely unaffected by environmental factors, offering a longer service life and more reliable braking safety, and are widely used in existing construction machinery. Among these, the brake is a crucial safety component of the vehicle. Most conventional industrial vehicle drive axles in China use drum brakes or dry disc brake structures. These brakes generate high heat during braking, easily leading to deformation of the friction materials. They also require significant installation space. Additionally, dry brakes are easily affected by the operating environment; dust, rain, humidity, and high temperatures all negatively impact braking performance, resulting in low braking stability. Summary of the Invention

[0003] The purpose of this invention is to provide a high-ratio wet braking drive axle assembly that solves the technical problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] A high-ratio wet braking drive axle assembly includes a main reducer assembly and a wet braking assembly. An axle housing is provided on the outer side of the main reducer assembly. The main reducer assembly and the wet braking assembly are interconnected via the axle housing. The wet braking assembly includes:

[0006] Bridge assembly;

[0007] Baffle 1, wherein baffle 1 is fixed to one end of the bridge assembly;

[0008] Baffle 2, wherein the baffle 2 is disposed within the bridge body assembly;

[0009] The friction discs are evenly arranged between baffle one and baffle two, and a stop disc is provided between two adjacent friction discs. A stop disc is also provided between the friction discs near baffle two and baffle two.

[0010] Push the disc, and the disc is fixed at the end of the second baffle away from the first baffle. The outer wall of the disc is movably installed on the inner side of the bridge assembly.

[0011] A half-shaft assembly, one end of which is rotatably mounted to one end of the bridge assembly, the half-shaft assembly passing through the friction disc, the stop disc, the second baffle, and the push disc.

[0012] Preferably, the outer side of the baffle is provided with a plurality of bolts, and the baffle is fixedly installed to one end of the bridge assembly by means of the bolts.

[0013] A plurality of bolts are arranged in a circular array on one side of the baffle two, and the baffle two is fixedly installed to one side of the push plate by means of the bolts two;

[0014] Preferably, the inner side of the bridge assembly has a plurality of mounting holes arranged in a ring array, one end of each mounting hole is fixedly connected to a spring, and the end of the spring away from the mounting hole is fixed to the push plate;

[0015] The half-shaft assembly includes an external toothed end and a insert shaft, with one end of the external toothed end fixedly connected to one end of the insert shaft.

[0016] Preferably, the inner side of the friction disc is rotatably mounted to one end of the half-shaft assembly.

[0017] Preferably, the friction disc has an inner toothed surface on its inner side, and the end of the outer toothed surface is engaged with the inner toothed surface.

[0018] Preferably, a sealing ring 2 is provided between the pusher disc and the inner wall of the bridge assembly;

[0019] The baffle is fixedly fitted with a baffle shell, and a sealing ring is provided between the baffle shell and the bridge assembly, and a sealing ring is provided between the baffle shell and the push plate.

[0020] Preferably, both the first sealing ring and the second sealing ring are fixedly installed to the inner wall of the bridge assembly;

[0021] The sealing ring three is slidably connected to the inner wall of the bridge assembly.

[0022] Preferably, an oil injection hole is provided at the center of the bridge assembly shaft, and the insert shaft is inserted into the oil injection hole.

[0023] Preferably, the main reducer assembly includes:

[0024] A drive gear, wherein one end of the drive gear is movably mounted to the inner side of a drive gear bearing;

[0025] The main reducer housing has one end of the main reducer housing fixedly installed on the inner side of one end of the drive gear, and the other end of the main reducer housing is fixedly connected to the drive gear bearing 2.

[0026] A bearing lock nut, one end of which is fixedly installed to the inner side of the main reducer housing;

[0027] A driven gear, one end of which is threadedly fixed to one end of the differential bearing adjusting nut.

[0028] Preferably, a bearing spacer is fixedly connected to one side of the drive gear bearing, and an adjusting shim is fixedly connected to one end of the bearing spacer.

[0029] The outer side of the bearing locking nut is movably installed with the inner side of the second drive gear bearing, and a flange is fixedly connected to one end of the second drive gear bearing.

[0030] Two bearing covers are symmetrically fixedly installed at both ends of the main reducer housing, and the driven gear is fixedly installed on the top of the main reducer housing through the bearing covers at both ends.

[0031] Compared with the prior art, the beneficial effects of the present invention are:

[0032] 1) The main reducer assembly adopts closed-loop finite element modeling and mimicry analysis to optimize NVH noise, so as to eliminate and reduce the noise generated by vibration and friction of transmission components such as gears and bearings, as well as resonance problems with the drive axle assembly and the whole vehicle; the reducer gear adopts helical bevel gears with equal tooth profile to maximize the strength of the main reducer pinion and improve the smoothness of gear transmission, ensure the maximum output torque of the reducer and reduce transmission noise. The tooth profile parameters are optimized through mimicry noise analysis to extend the period of the complete repetition point of gear meshing, avoid gear transmission vibration, and further reduce gear transmission noise.

[0033] 2. This invention optimizes the selection and layout of the main reducer bearings. Under the premise of ensuring the reliability of the reducer under stress, the bearing structure is optimized. The main reducer pinion bearing is changed from a tapered roller bearing to an angular contact ball bearing. Under the premise of ensuring the input speed and torque of the main reducer pinion, the bearing operating noise is reduced. Through noise mimicry analysis of the main reducer bearing model, the bearing layout and span are optimized to further improve the bearing support and reduce the bearing operating noise.

[0034] 3. The main reduction assembly has a compact structure and output torque higher than similar products. It can be installed on drive axle assemblies of small-volume tractors or forklifts. The product has a compact structure and is safe and reliable to use.

[0035] 4. The wet brake assembly employs closed-loop finite element modeling and mimicry analysis to optimize strength, thereby improving the strength of components such as pistons and spring pads and ensuring stress reliability. This wet brake assembly, while ensuring strength and sealing reliability, guarantees no damage throughout its entire lifespan, achieving maintenance-free operation and ensuring high reliability of the braking components. Based on the designed maintenance-free mileage and lifespan of the wet brake assembly, the axial clearance between the friction pads and the fixed pads is individually set to ensure the wet brake's lifespan setting.

[0036] 5. When the oil pressure is greater than the initial pressure of the pusher disc, the pusher disc moves axially backward, creating a gap between the stop disc and the friction disc. The half-shaft drives the friction disc to rotate, allowing normal driving. When the injected oil pressure is less than the initial pressure of the pusher disc, the pusher disc moves axially forward, causing the stop disc and the friction disc to engage and brake, forming a deceleration braking system. Sealing rings one, two, and three all adopt a specially designed low-friction multi-rectangular Glyd ring structure to reduce the friction between the oil seal and the sealing surface, thereby improving the sliding life of the oil seal.

[0037] 6. The present invention adopts an integrated and modular assembly design, which facilitates installation on the drive axle assembly and allows for independent cooperation with other components on the drive axle, thereby avoiding problems such as over-definition or interference with the drive axle and ensuring the high reliability of this component assembly.

[0038] 7. In this invention, the brake friction pads operate in a sealed oil bath. The porous fiber surfaces on both sides of the friction pads ensure that a thin film of oil always separates the friction pads from the pressure pads, preventing direct contact between them and minimizing wear between the friction pads caused by friction. This type of wet brake assembly has stable performance, requires no frequent adjustments, and has a long service life, generally 3-5 times that of dry brakes. Its performance does not degrade even after three years of use.

[0039] 8. In this invention, the wet multi-disc brake is fully enclosed, with components such as the pressure pads, friction pads, end plates, and brake pistons all installed within the brake housing, protecting it from external moisture, dust, and impurities. Furthermore, the brake employs a brake hydraulic pump; when hydraulic oil enters the brake cylinder, the force exerted by the piston on the fixed and friction discs is uniformly distributed, and the hydraulic pressure has a linear relationship with the resulting braking force. Therefore, braking is rapid and smooth, with stable braking performance and high safety. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the structure of a high-ratio wet braking drive axle assembly in an embodiment of the present invention;

[0041] Figure 2 This is an exploded view of the main reducer assembly in an embodiment of the present invention;

[0042] Figure 3 This is a cross-sectional view of the main reducer assembly in an embodiment of the present invention;

[0043] Figure 4 This is an exploded view of the wet braking assembly in an embodiment of the present invention;

[0044] Figure 5 This is a cross-sectional view of the wet braking assembly in an embodiment of the present invention;

[0045] In the diagram, 1. Main reducer assembly, 101. Driven gear, 102. Differential bearing adjusting nut, 103. Drive gear, 104. Drive gear bearing one, 105. Main reducer housing, 106. Bearing locking nut, 107. Drive gear bearing two, 108. Bearing spacer, 109. Adjusting shim, 110. Bearing cover, 111. Flange; 2. Wet brake assembly, 201. Baffle one, 202. Baffle two, 203. Push disc, 204. Half shaft assembly, 205. Axle assembly, 206. Seal ring one, 207. Seal ring two, 208. Friction disc, 209. Stop disc, 210. Mounting hole, 211. Spring, 212. Bolt two, 213. Baffle, 214. Seal ring three, 215. Bolt one, 216. Oil injection hole; 3. Axle housing. Detailed Implementation

[0046] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0047] Example 1

[0048] like Figure 1 As shown, a high-ratio wet brake drive axle assembly includes a main reducer assembly 1 and a wet brake assembly 2. The main reducer assembly 1 is provided with an axle housing 3 on its outer side, and the main reducer assembly 1 and the wet brake assembly 2 are interconnected through the axle housing 3.

[0049] like Figure 2 , 3 As shown, the main reducer assembly 1 includes a driven gear 101, a differential bearing adjusting nut 102, a driving gear 103, a driving gear bearing 104, a main reducer housing 105, and a bearing locking nut 106. One end of the driving gear 103 is movably mounted on the outer side and the inner side of the driving gear bearing 104. One end of the main reducer housing 105 is fixedly mounted on the inner side and the driving gear 103. The other end of the main reducer housing 105 is fixedly connected to the inner side of the driving gear bearing 107. One end of the bearing locking nut 106 is fixedly mounted on the inner side of the main reducer housing 105. The selection and layout of the main reducer bearings are optimized. Under the premise of ensuring the reliability of the reducer under stress, the bearing structure is optimized. The main reducer pinion bearing is changed from a tapered roller bearing to an angular contact ball bearing. Under the premise of ensuring the input speed and torque of the main reducer pinion, the bearing operating noise is reduced.

[0050] A bearing spacer 108 is fixedly connected to one side of the drive gear bearing 104, and an adjusting shim 109 is fixedly connected to one end of the bearing spacer 108. The outer side of the bearing locking nut 106 is movably installed with the inner side of the drive gear bearing 107. Two bearing covers 110 are symmetrically fixedly installed at both ends of the main reducer housing 105. The bearing clearance and bearing preload are controlled by the bearing spacer 108 and adjusting shim 109 between the two bearings to ensure that the bearings meet the set installation requirements.

[0051] One end of the driven gear 101 is threadedly fixed to one end of the differential bearing adjusting nut 102. One end of the driving gear bearing 107 is fixedly connected to a flange 111. The driven gear 101 is fixedly installed on the top of the main reducer housing 105 through the bearing covers 110 at both ends. The driven gear 101 is installed inside the differential assembly and fixed to the main reducer housing 105 through the bearing covers 110. The size, position and clearance of the meshing surface of the driven gear 101 and the driving gear 103 are ensured by the bidirectional adjustment of the differential bearing adjusting nut 102, while ensuring the clearance and preload of the differential bearing.

[0052] The main reducer assembly 1 is used and operates as follows: The main reducer assembly 1 mainly includes a bearing cover 110, a differential assembly, a differential bearing adjusting nut 102, a drive gear 103, a drive gear bearing I 104, a bearing spacer 108, an adjusting shim 109, a main reducer housing 105, a drive gear bearing II 107, a bearing locking nut 106, and a flange 111, among other accessories. The drive gear 103 is fitted with drive gear bearing I 104, and the assembly is mounted on the main reducer housing 105. Bearing spacers 108 and adjusting shims 109 are sequentially installed on drive gear bearing I 104. The drive gear bearing 107 is installed on the reducer housing 105 and is fixed to the main reducer housing 105 by the bearing locking nut 106. The bearing clearance and bearing preload are controlled by the bearing spacer 108 and adjusting shim 109 between the two bearings to ensure that the bearings meet the set installation requirements. The driven gear 101 is installed in the differential assembly and is fixed to the main reducer housing 105 by the bearing cover 110. The size, position and clearance of the meshing surface spot of the driven gear 101 and the drive gear 103 are ensured by the bidirectional adjustment of the differential bearing adjusting nut 102, while ensuring the clearance and preload of the differential bearing.

[0053] The main reducer employs closed-loop finite element modeling and mimicry analysis from design to manufacturing to optimize NVH noise, eliminating and reducing noise generated by vibration and friction of transmission components such as gears and bearings, as well as resonance issues with the drive axle assembly and the entire vehicle. NVH noise analysis of the reducer gears reveals the use of helical bevel gears with equal tooth profiles to maximize the strength of the pinion gear and improve gear transmission smoothness, ensuring maximum output torque and reducing transmission noise. Mimicry noise analysis optimizes tooth profile parameters, extending the period of the complete repetition point of gear meshing, avoiding gear transmission vibration, and further reducing gear transmission noise.

[0054] The selection and layout of the main reducer bearings were optimized. While ensuring the reliability of the reducer under stress, the bearing structure was optimized, and the pinion bearing of the main reducer was changed from a tapered roller bearing to an angular contact ball bearing. This reduced bearing operating noise while maintaining the input speed and torque of the pinion. Noise mimicry analysis of the main reducer bearing model was conducted to optimize the bearing layout and span, further improving bearing support and reducing bearing operating noise. The drive axle main reducer assembly 1 was modeled using finite element analysis and NVH noise optimization analysis and improvements were performed to reduce drive axle assembly noise while ensuring drive axle performance requirements.

[0055] This main reduction gear assembly has a compact structure and output torque higher than comparable products. Tests show that the reducer noise is below 75dB(A) at an input speed of 3000 rpm, far lower than the 83dB(A) of comparable products. The output torque can reach 1700 N.m, higher than the maximum output torque of 1300 N.m of comparable products. It can be installed on drive axle assemblies of small-volume tractors or forklifts. The product has a compact structure and is safe and reliable to use.

[0056] Example 2

[0057] like Figure 4 and Figure 5As shown, the wet brake assembly 2 includes a first baffle 201, a second baffle 202, a push disc 203, a half-shaft assembly 204, a bridge assembly 205, a first sealing ring 206, and a second sealing ring 207. Multiple bolts 215 are arranged in a circular array on the outer side of the first baffle 201. The first baffle is fixedly installed to one end of the bridge assembly 205 via the bolts 215. Multiple friction discs 208 are evenly arranged between the first baffle 201 and the second baffle 202. A stop disc 209 is engaged between every two adjacent friction discs 208. A stop disc 209 is also provided between the friction disc 208 near the second baffle 202 and the second baffle 202. When the gap between the friction disc 208 and the stop disc 209 decreases, the friction disc 208 obtains braking force, thereby braking the half-shaft inserted on its inner side. The inner side of the bridge assembly 205 has multiple mounting holes 210 arranged in a ring. A spring 211 is fixedly connected to one end of each mounting hole 210. A plurality of bolts 212 are arranged in a ring on one side of the baffle 202. The baffle 202 is fixedly installed to one side of the pusher disc 203 by the bolts 212. A baffle shell 213 is fixedly fitted over the baffle 202. The baffle 202 and the pusher disc 203 are installed together in the bridge assembly 205 by the bolts 212, so that the bridge assembly 205 and the baffle 202 form a sealed space. The pusher disc 203 moves axially in this sealed space and obtains the required initial pressure through the preload of the spring 211. The baffle 201 is fixed to the bridge assembly 205 by the fastening bolts 215, so that the baffle 201 and the baffle 202 form a sealed space. This sealed space can expand and shrink as the pusher disc 2037 moves axially.

[0058] A sealing ring 206 is provided between the retainer 213 and the bridge assembly 205; a sealing ring 214 is provided between the retainer 213 and the pusher disc 203; and a sealing ring 207 is provided between the pusher disc 203 and the inner wall of the bridge assembly 205. The sealing ring 214 is slidably connected to the inner cavity of the bridge assembly 205, and moves synchronously with the pusher disc 203, which slides axially within the inner cavity of the bridge assembly 205. All three sealing rings—206, 207, and 214—use a specially designed low-friction multi-channel rectangular Glyd ring structure to reduce friction between the oil seal and the sealing surface, thereby improving the sliding life of the oil seal.

[0059] In the wet brake assembly 2, the half-shaft assembly 204 includes an external toothed end and a insert shaft. The friction disc 208 has an internal toothed surface on its inner side, and the external toothed end engages with the internal toothed surface, limiting the movement between the half-shaft assembly 204 and the friction disc 208. The braking friction disc 208 can reduce the speed of the half-shaft assembly 204. One end of the external toothed end is fixedly connected to one end of the insert shaft. An oil injection hole 216 is provided at the shaft center of the axle assembly 205, and the insert shaft is inserted into the oil injection hole 216. The axle assembly 205 has an oil injection hole 216 between baffle 1 201 and baffle 202. When the oil pressure is greater than the initial pressure of the push disc 203, the push disc 203 moves axially backward, creating a gap between the stop disc 209 and the friction disc 208. The half-shaft assembly 204 drives the friction disc 208 to rotate, allowing normal driving. When the injected oil pressure is less than the initial pressure of the pusher disc 203, the pusher disc 203 moves forward axially, causing the stop disc 209 to engage with the friction disc 208, thus forming a deceleration brake.

[0060] Example 3

[0061] like Figure 4 and Figure 5 As shown, in the wet brake assembly 2, the friction disc 208 is provided with an internal spline that mates with the half-shaft assembly 204. The baffle 202 and the push disc 203 are both installed inside the axle assembly 205. The outer side of the push disc 203 is fixedly connected to the inner wall of the sealing ring 207. One end of the half-shaft assembly 204 is rotatably installed with one end of the axle assembly 205. The outer side of the baffle 201 is provided with a ring array of multiple bolts 215. The baffle 201 is fixedly installed with one end of the axle assembly 205 by the bolts 215. The outer sides of the friction disc 208 and the stop disc 209 are both in contact with the inner side of the axle assembly 205. The inner side of the friction disc 208 is rotatably installed with one end of the half-shaft assembly 204. The outer wall of the push disc 203 is movably installed with the inner side of the axle assembly 205.

[0062] The baffle 202 and the push plate 203 are fixedly installed together by bolt 212. Multiple springs 211 are evenly fixedly installed on the push plate 203. Each spring 211 is fixedly installed in the inner cavity of the bridge assembly 205. After the springs 211 are installed on the bridge assembly 205, the push plate 203 is installed on the springs 211. By installing bolt 212, baffle 202 and push plate 203 together on the bridge assembly 205, the bridge assembly 205 and baffle 202 form a closed space. The push plate 203 moves axially in this closed space and obtains the required initial pressure through the preload of the springs 211.

[0063] In this embodiment, the wet brake assembly uses closed-loop finite element modeling and mimicry analysis to optimize strength, thereby improving the strength of components such as the piston, spring 211, and push pad and ensuring stress reliability. Under the premise of ensuring strength and sealing reliability, it ensures no damage throughout the entire life cycle, achieving maintenance-free and upkeep-free operation, and ensuring high reliability of the braking components. Based on the design maintenance-free mileage and life cycle of the wet brake assembly, the axial clearance between the friction pad and the fixed pad is set separately to ensure the full life cycle setting of the wet brake.

[0064] The operating method and working principle of this device are as follows: This wet brake mainly consists of a baffle 201, a friction disc 208, a stop disc 209, a baffle 202, a push disc 203, a spring 211, a half-shaft assembly 204, and a bridge assembly 205. The baffle 202 and push disc 203 are installed together in the bridge assembly 205 using bolts 212, forming a sealed space between the bridge assembly 205 and the baffle 202. The push disc 203 moves axially within this sealed space and obtains the required initial pressure through the preload of the spring 211. The half-shaft assembly 204 is installed inside the bridge assembly 205. The bridge assembly 205 has a pre-drilled stop groove that mates with the stop disc 209. The friction disc 208 has an internal spline that mates with the half-shaft assembly 204. The stop disc 209 and the friction disc 208 are stacked and installed on the bridge assembly 205 and the half-shaft assembly 204, and then tightened. Bolt 215 fixes baffle 201 to the axle assembly 205, forming a sealed space between baffle 201 and baffle 202. This sealed space can expand and shrink as the pusher disc 203 moves axially. The axle assembly 205 has an oil injection hole 216 between baffle 201 and baffle 202. When the oil pressure is greater than the initial pressure of the pusher disc 203, the pusher disc 203 moves axially backward, creating a gap between the stop disc 209 and the friction disc 208. The half shaft drives the friction disc 208 to rotate, allowing normal driving. When the injected oil pressure is less than the initial pressure of the pusher disc 203, the pusher disc 203 moves axially forward, causing the stop disc 209 to engage with the friction disc 208, forming a deceleration braking system. The sealing rings 206, 207, and 214 all adopt a specially designed low-friction multi-row rectangular Glyd ring structure to reduce the friction between the oil seal and the sealing surface, thereby improving the sliding life of the oil seal.

[0065] This device adopts an integrated and modular assembly design, which facilitates installation on the drive axle assembly and allows for independent cooperation with other components on the drive axle. This avoids problems such as over-definition or interference with the drive axle, ensuring the high reliability of this component assembly. The wet brake assembly has a compact structure and braking force far exceeding that of similar products. It can be installed on drive axle assemblies of small-volume tractors or forklifts, ensuring safety and reliability.

[0066] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the structure of the present invention or exceed the scope defined in the claims, all of which should fall within the protection scope of the present invention.

Claims

1. A high-ratio wet brake drive axle assembly, comprising a main reducer assembly and a wet brake assembly, wherein an axle housing is provided on the outer side of the main reducer assembly, and the main reducer assembly and the wet brake assembly are interconnected through the axle housing, characterized in that, The wet braking assembly includes: Bridge assembly; Baffle 1, wherein baffle 1 is fixed to one end of the bridge assembly; Baffle 2, wherein the baffle 2 is disposed within the bridge body assembly; The friction discs are evenly arranged between baffle one and baffle two, and a stop disc is provided between two adjacent friction discs. A stop disc is also provided between the friction discs near baffle two and baffle two. The pusher plate is fixed at the end of the second baffle away from the first baffle, and the outer wall of the pusher plate is movably installed on the inner side of the bridge assembly. A half-shaft assembly, one end of which is rotatably mounted to one end of the bridge assembly, the half-shaft assembly passing through a friction disc, a stop disc, a second baffle, and a push disc, the inner side of which is rotatably mounted to one end of the half-shaft assembly; The main reducer assembly includes: A drive gear, wherein one end of the drive gear is movably mounted to the inner side of a drive gear bearing; The main reducer housing has one end of the main reducer housing fixedly installed on the inner side of one end of the drive gear, and the other end of the main reducer housing is fixedly connected to the drive gear bearing 2. A bearing lock nut, one end of which is fixedly installed to the inner side of the main reducer housing; A driven gear, one end of which is threadedly fixed to one end of the differential bearing adjusting nut; The inner side of the bridge assembly has a ring array of multiple mounting holes. One end of each mounting hole is fixedly connected to a spring, and the end of the spring away from the mounting hole is fixed to the push plate. The half-shaft assembly includes an external toothed end and a insert shaft, with one end of the external toothed end fixedly connected to one end of the insert shaft; The friction disc has an inner toothed surface on its inner side, and the end of the outer toothed surface is engaged with the inner toothed surface. An oil injection hole is provided at the axle of the bridge assembly and between baffle one and baffle two, and the insert shaft is inserted into the oil injection hole; When the oil pressure is greater than the initial pressure of the pusher disc, the pusher disc moves axially backward, creating a gap between the stop disc and the friction disc. The half-shaft assembly drives the friction disc to rotate, allowing normal driving. When the injected oil pressure is less than the initial pressure of the pusher disc, the pusher disc moves axially forward, causing the stop disc and the friction disc to engage and brake, resulting in deceleration braking.

2. The high-ratio wet braking drive axle assembly according to claim 1, characterized in that: The outer side of the baffle is provided with a ring array of bolts, and the baffle is fixedly installed to one end of the bridge assembly by means of the bolts. The second baffle is provided with a ring array of bolts on one side, and the second baffle is fixedly installed to one side of the push plate by the bolts.

3. The high-ratio wet braking drive axle assembly according to claim 1, characterized in that: A sealing ring 2 is provided between the pusher disc and the inner wall of the bridge assembly; The baffle is fixedly fitted with a baffle shell, and a sealing ring is provided between the baffle shell and the bridge assembly, and a sealing ring is provided between the baffle shell and the push plate.

4. The high-ratio wet braking drive axle assembly according to claim 3, characterized in that: Both the sealing ring one and the sealing ring two are fixedly installed to the inner wall of the bridge assembly; The sealing ring three is slidably connected to the inner wall of the bridge assembly.

5. The high-ratio wet braking drive axle assembly according to claim 1, characterized in that: A bearing spacer is fixedly connected to one side of the drive gear bearing, and an adjusting shim is fixedly connected to one end of the bearing spacer. The outer side of the bearing locking nut is movably installed with the inner side of the second drive gear bearing, and a flange is fixedly connected to one end of the second drive gear bearing. Two bearing covers are symmetrically fixedly installed at both ends of the main reducer housing, and the driven gear is fixedly installed on the top of the main reducer housing through the bearing covers at both ends.

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