Drive axle integrated with novel straight tooth differential mechanism and provided with wheel edge helical tooth structure

Abstract

The utility model discloses a drive axle integrated with a novel straight tooth differential mechanism and provided with a wheel edge helical tooth structure, which comprises an axle housing, the differential mechanism and two groups of hub components, the differential mechanism is rotatably mounted in the axle housing, the two groups of hub components are respectively arranged at two ends of the axle housing, and the differential mechanism can respectively transmit power input into the axle housing to the two groups of hub components; the differential mechanism comprises a differential mechanism shell, a straight gear and a half shaft. The differential mechanism shell is rotationally installed in the axle housing, and the straight gear and the half shaft are rotationally installed on the axle housing. Annular inner teeth are arranged on the inner wall of the differential mechanism shell and meshed with the straight gear, and the straight gear is in meshed transmission with the half shaft. One half shaft is in transmission connection with the hub component on the left side, and the other half shaft is in transmission connection with the hub component on the right side. According to the structure, the spur gear is adopted in the differential mechanism for transmission, and the noise value in the whole vehicle running process can be effectively reduced.

Description

Technical Field

[0001] This utility model relates to the field of drive axles, and in particular to a drive axle that integrates a novel spur gear differential and has a wheel-side helical gear structure. Background Technology

[0002] With the development of the domestic forklift industry, the design and manufacturing of wet drive axles have gradually matured. As one of the main drive systems of a forklift, the drive axle generally consists of a main reducer structure and a wheel-side reduction structure. The main reducer structure is a mechanism within the drive axle that can change torque and speed. Its function is to increase the torque from the transmission or universal joint, while reducing the speed and changing the direction of torque transmission.

[0003] Prior art disclosed in CN210397532U is a drive axle and its input assembly, including a differential housing, a differential, a power input shaft, an input flange, and a brake flange mounted on the differential housing. A first bevel gear is integrally formed on the power input shaft. The differential includes a differential housing, a first planetary gear, a second half-shaft gear, and a first half-shaft gear. The differential housing is mounted on the differential housing and can rotate on it. A second bevel gear is fixed to the differential housing, and the second bevel gear meshes with the first bevel gear. The gear is rotatably disposed inside the differential housing. The first half-shaft gear and the second half-shaft gear are located on the left and right sides inside the differential housing, respectively, and both the first half-shaft gear and the second half-shaft gear mesh with the first planetary gear. The first half-shaft passes through the differential housing and is inserted and fixed to the first half-shaft gear. The second half-shaft passes through the differential housing and is inserted and fixed to the second half-shaft gear. The brake flange is connected to the power input shaft via a spline and fixed by fasteners. The input flange and the brake flange are connected via a spline drive, and the input flange can move axially on the brake flange.

[0004] In the existing technology, since the differential uses bevel gears for transmission, this places high manufacturing requirements on the gears used for transmission in the differential and high positioning requirements on the differential assembly; and the drive axle is noisy during cornering. Utility Model Content

[0005] To address the issue of excessive noise during cornering in existing drive axles, the present invention aims to provide a drive axle integrating a novel spur gear differential and featuring a wheel-side helical gear structure. This drive axle can effectively reduce noise during driving and cornering.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a drive axle integrating a novel spur gear differential with a helical gear structure on the wheel rim, comprising an axle housing, a differential, and two sets of hub components. The differential is rotatably mounted inside the axle housing, and the two sets of hub components are respectively located at both ends of the axle housing. The differential can transmit the power input to the axle housing to the two sets of hub components respectively. The differential includes a differential housing, a spur gear, and a half-shaft. The differential housing is rotatably mounted inside the axle housing, and the spur gear and half-shaft are both rotatably mounted on the axle housing. The inner wall of the differential housing is provided with an annular internal tooth, which meshes with the spur gear, and the spur gear meshes with the half-shaft for transmission. One half-shaft is driven by the hub component located on the left side, and the other half-shaft is driven by the hub component located on the right side.

[0007] Preferably, an input flange is rotatably mounted on the axle housing, and a spiral bevel gear is fixed to one end of the input flange. The spiral bevel gear is located inside the axle housing, and the spiral bevel gear is fixed to the differential housing. The spiral bevel gear and the spiral bevel gear mesh and drive each other.

[0008] Preferably, both spur gears mesh with the same annular internal gear.

[0009] Preferably, the spur gear is mounted on the first planetary shaft via a first full-length needle roller bearing, and the first planetary shaft is mounted on the differential housing.

[0010] Preferably, the differential housing includes a right housing and a left housing, the right housing has a first opening facing the left housing, the right end of the left housing extends into the first opening of the right housing, and the left housing and the right housing are fixedly connected; two half-shafts are rotatably mounted on the left housing and the right housing respectively, and the two ends of the first planetary shaft are mounted on the right housing and the left housing respectively.

[0011] Preferably, the hub component includes an output shaft and a planetary reduction structure. The half shaft is connected to one end of the drive shaft via a spline sleeve, and the other end of the drive shaft is connected to the output shaft via the planetary reduction structure.

[0012] Preferably, the planetary reduction structure includes a planetary gear, a second planetary shaft, and an internal gear ring. The internal gear ring is fixedly connected to the end of the axle housing, and the output shaft is rotatably engaged with the internal gear ring. The second planetary shaft is fixed on the output shaft, and the planetary gear is rotatably mounted on the second planetary shaft through a second full-roll needle roller bearing. The planetary gear is located between the internal gear ring and the drive shaft, and both the internal gear ring and the drive shaft mesh with the planetary gear.

[0013] Preferably, the planetary gears are helical gears.

[0014] Preferably, a braking mechanism for implementing braking is provided between the drive shaft and the axle housing.

[0015] Preferably, the braking mechanism includes an inner friction plate, an outer friction plate, a piston, and an end plate. The inner friction plate, outer friction plate, piston, and end plate are all sleeved on the drive shaft. The piston is slidably fitted with the axle housing, and the end plate is fixed on the axle housing. The inner friction plate and outer friction plate are disposed between the piston and the end plate. Multiple inner friction plates and multiple outer friction plates are alternately arranged. The inner wall of the inner friction plate is splinedly connected to the drive shaft, and the outer periphery of the outer friction plate is splinedly connected to the axle housing. The inner friction plate and outer friction plate are engaged or disengaged by driving the piston.

[0016] The beneficial effects of the technical solution of this utility model are as follows: the differential uses spur gears for transmission, which can effectively reduce the noise level of the vehicle when turning, while improving the accuracy of the differential gears, while meeting the requirements of gear strength, and also improving the noise level during normal driving. Attached Figure Description

[0017] Figure 1 A schematic diagram of a drive axle integrating a new type of spur gear differential and featuring a wheel-side helical gear structure;

[0018] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0019] Figure 3 for Figure 1 Enlarged view of section B in the middle.

[0020] Figure label:

[0021] 1. Input flange; 2. Pinion gear; 3. Large pinion gear; 4. Differential; 401. Left housing; 402. Spacer ring; 403. Spur gear; 404. First gasket; 405. First planetary shaft; 406. First full complement needle roller bearing; 407. Retaining ring for bore; 408. Right housing; 409. Deep groove ball bearing; 410. Half shaft; 411. Drive gear; 412. Annular internal gear; 413. Retaining ring for shaft; 5. Spline sleeve; 6. Drive shaft; 7. Hub assembly; 701. Output shaft; 702. 703. Hub bolt; 704. Oil seal spacer; 705. Oil seal; 706. Cylindrical bearing; 707. Internal gear ring; 708. Tapered roller bearing; 709. Steel ball; 710. Second planetary shaft; 711. Screw; 712. Baffle; 713. Nut; 714. Second washer; 715. Third washer; 716. Planetary gear; 717. Second full complement needle roller bearing; 8. Piston; 9. Internal friction plate; 10. External friction plate; 11. End plate; 100. Bridge housing. Detailed Implementation

[0022] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0023] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and 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 this utility model.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.

[0025] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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 utility model according to the specific circumstances.

[0026] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature. Example

[0027] like Figures 1 to 3 The drive axle shown is an integrated new type of spur gear differential with a wheel-side helical gear structure, including an axle housing 100, a differential 4 and two sets of wheel hub components 7. The differential 4 is rotatably mounted in the axle housing 100, and the two sets of wheel hub components 7 are respectively located at both ends of the axle housing 100. The differential 4 can transmit the power input to the axle housing 100 to the two sets of wheel hub components 7 respectively.

[0028] The differential 4 includes a differential housing, a spur gear 403, and a half-shaft 410; the differential housing is rotatably mounted inside the axle housing 100, and the spur gear 403 and the half-shaft 410 are both rotatably mounted on the axle housing 100; the inner wall of the differential housing is provided with an annular internal tooth 412, which meshes with the spur gear 403, and the spur gear 403 and the half-shaft 410 mesh for transmission;

[0029] One half-shaft 410 is connected to the wheel hub component 7 located on the left side, and the other half-shaft 410 is connected to the wheel hub component 7 located on the right side.

[0030] With this configuration, the differential uses spur gears for transmission. While ensuring gear strength, it improves the precision of the differential gears and effectively reduces the noise level of the vehicle when cornering, while also improving the noise level during normal driving.

[0031] In this embodiment, an input flange 1 is rotatably mounted on the axle housing 100. A spiral bevel gear 2 is fixed at one end of the input flange 1. The spiral bevel gear 2 is located inside the axle housing 100. A spiral bevel gear 3 is fixed on the differential housing. The spiral bevel gear 2 and the spiral bevel gear 3 mesh and drive each other.

[0032] In this embodiment, as Figure 2 As shown, both spur gears 403 mesh with the same annular internal gear 412. This arrangement allows for a more compact structure in the differential 4.

[0033] In this embodiment, as Figure 2 As shown, the spur gear 403 is mounted on the first planetary shaft 405 via the first full-length needle roller bearing 406, and the first planetary shaft 405 is mounted on the differential housing.

[0034] More preferably, the differential housing includes a right housing 408 and a left housing 401. The right housing 408 is provided with a first opening facing the left housing 401. The right end of the left housing 401 extends into the first opening of the right housing 408. The left housing 401 and the right housing 408 are fixedly connected. Two half-shafts 410 are rotatably mounted on the left housing 401 and the right housing 408, respectively. The two ends of the first planetary shaft 405 are respectively mounted on the right housing 408 and the left housing 401.

[0035] More preferably, a spacer ring 402 is fitted onto the first planetary shaft 405, and the spacer ring 402 is located on the left or right side of the first planetary shaft 405. By adjusting the position and length of the spacer ring 402, the position of the spur gear 403 on the first planetary shaft 405 is adjusted, thereby adjusting the meshing position of the spur gear 403 with the annular internal gear and the meshing position of the spur gear 403 with the half gear shaft. The first planetary shaft 405 is provided with first shims 404, with two first shims 404 respectively located on both sides of the first full roller bearing 406. The first shims 404 isolate the differential housing and the spacer ring 402, ensuring the stability of the spur gear 403 during operation. This arrangement allows for accurate positioning of the spur gear 403 on the first planetary shaft 405, resulting in lower noise, higher transmission efficiency, and greater stability during drive axle operation.

[0036] More preferably, the outer wall of the right housing 408 is provided with a first receiving groove communicating with the first opening, the first planetary shaft 405 and the spur gear 403 are disposed in the first receiving groove, and a retaining ring 407 for axially fixing the planetary shaft with holes is provided in the first receiving groove. This arrangement allows the differential 4 to be smaller in size.

[0037] In this embodiment, both ends of the half-shaft 410 are provided with external splines. The transmission gear 411 is sleeved on one end of the half-shaft 410 and connected by splines. The other end of the half-shaft 410 is connected to the hub component 7 through the spline sleeve 5. More preferably, a shaft retaining ring 413 is provided on the half-shaft 410, and the shaft retaining ring 413 fixes the transmission gear 411 on the half-shaft 410.

[0038] In this embodiment, as Figure 3 As shown, the hub assembly includes an output shaft 701 and a planetary reduction structure; the half-shaft 410 is connected to one end of the drive shaft 6 via a spline sleeve 5, and the other end of the drive shaft 6 is connected to the output shaft 701 via the planetary reduction structure. The output shaft 701 is the hub. The hub assembly is the last stage of speed reduction and torque amplification in the transmission system. Its function is to reduce the load on components such as the transmission, drive shaft, final reducer, differential, and half-shafts, while maintaining the same overall transmission ratio, thereby reducing their size and providing a larger ground clearance for the drive axle.

[0039] More preferably, one end of the drive shaft 6 is connected to the half shaft 410 via a spline sleeve 5, and the other end of the drive shaft 6 is mounted on the output shaft 701 via a cylindrical bearing 705.

[0040] In this embodiment, as Figure 3As shown, the planetary reduction structure includes a planetary gear 715, a second planetary shaft 709, and an internal gear ring 706. The internal gear ring 706 is fixedly connected to the end of the bridge housing 100. The output shaft 701 is rotatably engaged with the internal gear ring 706. The second planetary shaft 709 is fixed on the output shaft 701. The planetary gear 715 is rotatably mounted on the second planetary shaft 709 through a second full-length needle roller bearing 716. The planetary gear 715 is located between the internal gear ring 706 and the drive shaft 6. Both the internal gear ring 706 and the drive shaft 6 mesh with the planetary gear 715.

[0041] Further preferably, one end of the output shaft 701 is provided with a second opening and a plurality of first mounting slots, the plurality of first mounting slots being arranged around the second opening, and a second receiving groove being provided on the outer circumferential surface of the output shaft 701, the second receiving groove, the first mounting slots and the second opening being interconnected; one end of the transmission shaft 6 extends into the second opening, the second planetary shaft 709 is inserted into the first mounting slot, the second planetary shaft 709 is tightly fitted with the first mounting slot, the planetary gear 715 is located in the second receiving groove, and part of the planetary gear 715 extends into the second receiving groove and meshes with the internal gear ring 706 and the transmission shaft 6 for transmission. Further, a steel ball 708 is provided between the planetary shaft and the output shaft 701, with part of the steel ball 708 embedded in the second planetary shaft 709 and part of the steel ball 708 embedded in the output shaft 701.

[0042] In a further preferred embodiment, the output shaft 701 is mounted on the internal gear ring 706 via two opposing tapered roller bearings 707, with the internal teeth of the planetary gear 715 and the internal gear ring 706 positioned between the two tapered roller bearings 707. The output shaft 701 has a shoulder, and the end of the output shaft 701 extending into the internal gear ring 706 is threaded. A nut 712 is threaded onto the output shaft 701, with the two tapered roller bearings 707 located between the shoulder of the output shaft 701 and the nut 712. The nut 712 and the shoulder of the output shaft 701 axially fix the tapered roller bearings 707. Furthermore, a baffle 711 is fixed to the end of the output shaft 701 by screws 710, blocking the nut 712 and the second planetary gear, thereby axially fixing the nut 712 and the second planetary gear. By controlling the torque of the nut 712, the preload of the tapered roller bearings 707 is ensured. Furthermore, a second washer 713 and a third washer 714 are fitted onto the second planetary shaft, with the second washer 713 and the third washer 714 positioned between the planetary gear 715 and the tapered roller bearing 707. Thus, the hub component 7 utilizes the tapered roller bearing 707, an integral planetary carrier structure, and an anti-rotation design for the planetary gear 715 shaft, effectively ensuring the safety of the wheel rim.

[0043] In this embodiment, the planetary gear 715 is a helical gear, and the teeth on the internal gear ring 706 and the drive shaft 6 connected to the planetary gear 715 are all helical teeth. This configuration, with the wheel-side components using helical gears, results in gears with a high degree of overlap, generating less noise during transmission and meeting the design requirements of the drive axle.

[0044] In this embodiment, one end of the internal gear ring 706 is fixedly connected to the bridge housing 100, and the other end of the internal gear ring 706 is connected to the output shaft 701 through a sealing assembly. Specifically, the sealing assembly includes an oil seal spacer 703 and an oil seal 704. The oil seal spacer 703 is sleeved on the output shaft 701, and the oil seal 704 is disposed between the oil seal spacer 703 and the internal gear ring 706.

[0045] In this embodiment, a hub bolt 702 is installed on the output shaft 701, and the output shaft 701 can be connected to the wheel through the hub bolt 702.

[0046] In this embodiment, as Figure 1 As shown, a braking mechanism for implementing braking is provided between the drive shaft 6 and the axle housing 100. Specifically, the braking mechanism includes an inner friction plate 9, an outer friction plate 10, a piston 8, and an end plate 11. The inner friction plate 9, the outer friction plate 10, the piston 8, and the end plate 11 are all sleeved on the drive shaft 6. The piston 8 is slidably engaged with the axle housing 100, and the end plate 11 is fixed on the axle housing 100. The inner friction plate 9 and the outer friction plate 10 are disposed between the piston 8 and the end plate 11, with multiple inner friction plates 9 and multiple outer friction plates 10 alternately arranged. The inner wall of the inner friction plate 9 is splinedly connected to the drive shaft 6, and the outer periphery of the outer friction plate 10 is splinedly connected to the axle housing 100. By driving the piston 8 to engage or disengage the inner friction plate 9 and the outer friction plate 10, braking of the drive shaft 6 can be achieved.

[0047] In a further preferred embodiment, an oil chamber is provided between the piston 8 and the axle housing 100, and a return spring is provided between the piston 8 and the axle housing 100; when the oil chamber is filled with oil, the piston 8 moves toward the friction plate, causing the inner friction plate 9 and the outer friction plate 10 to engage, thereby braking the drive shaft 6; when the oil chamber is drained, the return spring drives the piston 8 away from the inner friction plate 9 and the outer friction plate 10, thereby abandoning the braking of the drive shaft 6.

[0048] More preferably, the end of the bridge housing 100 is provided with a third receiving groove, which communicates with the inner cavity of the bridge housing 100. The end plate 11 is disposed in the third receiving groove, and one end of the internal gear ring 706 is inserted into the third receiving groove of the bridge housing 100. The internal gear ring 706 is fixedly connected to the bridge housing 100 and presses the end plate 11 into the bridge housing 100.

[0049] The power transmission sequence of the upper drive axle is as follows: input flange 1, small spiral bevel wheel, large spiral bevel wheel, differential 4, spline sleeve 5, drive shaft 6 and wheel hub assembly 7, and then output.

[0050] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0051] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A drive axle integrating a novel spur gear differential and featuring a helical gear structure on the wheel rim, comprising an axle housing (100), a differential (4), and two sets of wheel hub components (7), wherein the differential (4) is rotatably mounted within the axle housing (100), and the two sets of wheel hub components (7) are respectively disposed at both ends of the axle housing (100), and the differential (4) is capable of transmitting the power input to the axle housing (100) to the two sets of wheel hub components (7); characterized in that: The differential (4) includes a differential housing, a spur gear (403) and a half shaft (410); the differential housing is rotatably mounted inside the axle housing (100), and the spur gear (403) and the half shaft (410) are both rotatably mounted on the axle housing (100); the inner wall of the differential housing is provided with an annular internal tooth (412), which meshes with the spur gear (403), and the spur gear (403) and the half shaft (410) mesh for transmission; One half-shaft (410) is driven to the hub component (7) located on the left, and the other half-shaft (410) is driven to the hub component (7) located on the right.

2. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 1, characterized in that: An input flange (1) is rotatably mounted on the axle housing (100). A spiral bevel gear (2) is fixed at one end of the input flange (1). The spiral bevel gear (2) is located inside the axle housing (100). The spiral bevel gear (3) is fixed on the differential housing. The spiral bevel gear (2) and the spiral bevel gear (3) mesh and drive each other.

3. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 1, characterized in that: Both spur gears (403) mesh with the same annular internal gear (412).

4. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 1, characterized in that: The spur gear (403) is mounted on the first planetary shaft (405) via the first full-length needle roller bearing (406), and the first planetary shaft (405) is mounted on the differential housing.

5. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 4, characterized in that: The differential housing includes a right housing (408) and a left housing (401). The right housing (408) has a first opening facing the left housing (401). The right end of the left housing (401) extends into the first opening of the right housing (408). The left housing (401) and the right housing (408) are fixedly connected. Two half-shafts (410) are rotatably mounted on the left housing (401) and the right housing (408) respectively. The two ends of the first planetary shaft (405) are mounted on the right housing (408) and the left housing (401) respectively.

6. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 1, characterized in that: The hub assembly includes an output shaft (701) and a planetary reduction structure. The half shaft (410) is connected to one end of the drive shaft (6) via a spline sleeve (5), and the other end of the drive shaft (6) is connected to the output shaft (701) via the planetary reduction structure.

7. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 6, characterized in that: The planetary reduction structure includes a planetary gear (715), a second planetary shaft (709), and an internal gear ring (706). The internal gear ring (706) is fixedly connected to the end of the bridge housing (100). The output shaft (701) is rotatably engaged with the internal gear ring (706). The second planetary shaft (709) is fixed on the output shaft (701). The planetary gear (715) is rotatably mounted on the second planetary shaft (709) through a second full-roll needle bearing (716). The planetary gear (715) is located between the internal gear ring (706) and the drive shaft (6). Both the internal gear ring (706) and the drive shaft (6) mesh with the planetary gear (715).

8. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 7, characterized in that: The planetary gear (715) is a helical gear.

9. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 1, characterized in that: A braking mechanism for implementing braking is provided between the drive shaft (6) and the axle housing (100).

10. The drive axle with an integrated novel spur gear differential and a wheel-side helical gear structure according to claim 9, characterized in that: The braking mechanism includes an inner friction plate (9), an outer friction plate (10), a piston (8), and an end plate (11). The inner friction plate (9), the outer friction plate (10), the piston (8), and the end plate (11) are all sleeved on the drive shaft (6). The piston (8) is in sliding fit with the axle housing (100). The end plate (11) is fixed on the axle housing (100). The inner friction plate (9) and the outer friction plate (10) are arranged between the piston (8) and the end plate (11). Multiple inner friction plates (9) and multiple outer friction plates (10) are arranged alternately. The inner wall of the inner friction plate (9) is splined to the drive shaft (6), and the outer periphery of the outer friction plate (10) is splined to the axle housing (100). The inner friction plate (9) and the outer friction plate (10) are engaged or disengaged by driving the piston (8).

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