Vehicle speed reducer capable of improving lubricating effect
By designing inclined oil collection grooves and oil guide chambers in the reducer, and utilizing the gear rotation and steering coordination, the problem of uneven lubrication under extreme vehicle body postures was solved, achieving effective lubrication of the opposite bearings, improving lubrication effect and reducing costs.
Patent Information
- Application Number
- CN202520143499.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-22
- Publication Date
- 2025-11-11
- Estimated Expiration
- 2035-01-22
AI Technical Summary
When the existing reducer is tilted to the left or right at an extreme vehicle body posture of 20°, the splash lubrication method is difficult to fully lubricate the bearing on the opposite side of the tilt direction, resulting in poor lubrication effect.
An inclined oil collection groove and oil guide chamber were designed. By utilizing the rotation and steering of the gears, the oil resists the acceleration due to gravity when tilted and rebounds through the oil collection groove into the opposite bearing seat, thus achieving secondary lubrication.
When the vehicle tilts to the left or right, the oil can effectively lubricate the bearing on the opposite side, improving lubrication, reducing costs, and optimizing the utilization rate of the lubricating oil.
Smart Images
Figure CN223536874U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of speed reducer technology, and in particular relates to a vehicle speed reducer that improves lubrication effect. Background Technology
[0002] A speed reducer plays a role in matching the speed and transmitting torque between the prime mover and the working machine or actuator. It is a relatively precise machine, and the purpose of using a speed reducer is to reduce the speed and increase the torque.
[0003] In existing technologies, reducers employ splash lubrication, which is less costly and more reliable than forced lubrication. However, due to the vehicle's various body postures during operation, such as going uphill and downhill, and tilting left and right, splash lubrication cannot guarantee lubrication of all internal bearings under extreme postures. For extreme body postures such as a 20° left or right tilt, the oil flows in the tilting direction due to the effect of gravity, failing to adequately lubricate the reducer bearings on the opposite side of the tilt, resulting in poor lubrication. Utility Model Content
[0004] The purpose of this invention is to provide a vehicle reducer with improved lubrication effect, in order to solve the problem that the existing splash lubrication method cannot fully lubricate the reducer bearing on the opposite side of the tilt direction when the vehicle body is tilted by 20° to the left or right, resulting in poor lubrication effect.
[0005] To achieve the above objectives, the technical solution of this utility model is as follows: a vehicle reducer with improved lubrication effect, comprising a reducer end housing, a motor end housing, an input shaft assembly, an intermediate shaft assembly, and a differential assembly, wherein the intermediate shaft assembly meshes with the input shaft assembly and the differential assembly respectively, and the reducer end housing and the motor end housing are detachably connected to form an outer shell, wherein the interior of the outer shell forms a cavity for mounting the input shaft assembly, the intermediate shaft assembly, and the differential assembly;
[0006] The first bearing housing of the differential assembly, the second bearing housing of the intermediate shaft assembly, and the third bearing housing of the input shaft assembly are respectively provided with a first opening, a second opening, and a third opening on one side. The housing is provided with a first oil collection groove, a second oil collection groove, and a third oil collection groove that communicate with the first opening, the second opening, and the third opening respectively. The first oil collection groove, the second oil collection groove, and the third oil collection groove are inclined and the side away from the first opening, the second opening, and the third opening is higher than the other side. The upper side of the second oil collection groove and the third oil collection groove are provided with an inclined structure and the groove opening is narrower inside and wider outside. The inclination angle of the inclined structure is greater than 20 degrees.
[0007] The housing contains a first oil guiding chamber and a second oil guiding chamber. The first oil guiding chamber is located above the differential assembly, and the second oil guiding chamber is located above the intermediate shaft assembly. The first and second oil guiding chambers are separated by a first rib. The bottom of the first oil guiding chamber is lower than the bottom of the second oil guiding chamber. An oil inlet is provided on the bottom of the first oil guiding chamber away from the second oil guiding chamber. A connection port is provided on the first rib to connect the first and second oil guiding chambers. The bottom of the sides of the first and second oil guiding chambers that are close to each other are respectively provided with a first oil outlet and a second oil outlet. The first oil outlet is used to guide the oil in the first oil guiding chamber to the top of the intermediate shaft assembly. A second rib is also provided between the first and second oil guiding chambers. The second rib is located below the second oil outlet and is used to guide the oil flowing out of the second oil outlet into a second oil collection tank.
[0008] Furthermore, the differential assembly includes a differential housing, a differential main reduction gear, a differential bevel gear assembly, and two first bearings. The differential bevel gear assembly is rotatably connected within the differential housing. The differential main reduction gear meshes with the intermediate shaft assembly. The differential housing is fixed to the differential main reduction gear. The two first bearings are respectively installed on both sides of the differential housing, and the two sets of first bearings are respectively installed in two sets of first bearing seats. The lower part of the differential main reduction gear is immersed in oil at the bottom of the cavity. The differential main reduction gear is a helical gear.
[0009] Furthermore, the intermediate shaft assembly includes an intermediate shaft, an intermediate shaft large gear, and two sets of second bearings. The intermediate shaft large gear is mounted on the intermediate shaft and meshes with the input shaft assembly. The intermediate shaft meshes with the differential assembly. Two sets of second bearings are respectively mounted on both sides of the intermediate shaft, and the two sets of second bearings are respectively installed in two sets of second bearing seats. The intermediate shaft large gear is a helical gear.
[0010] Furthermore, the input shaft assembly includes an input shaft and two sets of third bearings, the two sets of third bearings being respectively installed on both sides of the input shaft and respectively installed in two sets of third bearing seats; the input shaft meshes with the intermediate shaft assembly.
[0011] Furthermore, the oil inlet is located in the tangential direction of the differential main reduction gear of the differential assembly.
[0012] Furthermore, the tilt angle of the tilted structure is 30°.
[0013] The working principle of this technical solution is as follows: When the vehicle moves forward, the differential assembly rotates. As the differential assembly rotates, a portion of the lubricating oil agitated by the main differential gear is carried into the first oil guide chamber through the oil inlet. The first oil guide chamber and the second oil guide chamber are connected by a connection port. The oil in the first oil guide chamber and the second oil guide chamber flows out through the first oil outlet and the second oil outlet to the intermediate shaft large gear of the intermediate shaft assembly and the second oil collection groove.
[0014] When the vehicle moves forward, the intermediate shaft assembly and the differential assembly rotate in opposite directions. The rotation direction of the large gear on the intermediate shaft cooperates with the steering, which causes the oil falling on it to generate a component velocity towards the second bearing housing. This causes the oil to strike the wall above the second bearing housing and the second oil collection groove laterally, and then flow into the oil groove of the second bearing housing along the wall and the second oil collection groove. Thus, even when the vehicle is tilted at a large angle of 20 degrees towards the motor end in the forward direction, the second bearing on the opposite side can still be lubricated.
[0015] Excess oil flowing from the second oil trough, due to the gravitational acceleration caused by the vehicle tilting 20 degrees towards the motor end, falls obliquely downwards onto the spokes of the large gear on the intermediate shaft. The tangential acceleration generated by the rotation of the large gear then rebounds onto the walls on both sides of the opening of the third oil trough. The side wall above the opening of the third oil trough forms a cone with a 30° inclination angle relative to the side wall below it. When the oil, carrying velocity, is impacted onto the walls on both sides of the opening of the third oil trough, the oil particles rebound through the cone angle formed between the side walls above and below the opening, ultimately flowing into the third bearing housing. This ensures lubrication of the third bearing on the opposite side even when the vehicle is tilted at a large angle of 20 degrees towards the motor end in the forward direction.
[0016] The beneficial effects of this technical solution are as follows:
[0017] This technical solution allows the oil to be collected in the inner cavity of the reducer and re-participate in splash lubrication. It cleverly utilizes the rotation and direction of the helical gear to make the oil resist the influence of tilting gravitational acceleration and fly into the bearing housing on the opposite side. At the same time, a second and third oil collection groove with a tapered angle are designed. Through the included angle between the tapered side walls, the oil bounces multiple times and enters the bearing housing, thereby resisting the influence of tilting gravitational acceleration and flying into the bearing housing on the opposite side.
[0018] This technical solution sets up a first oil guide chamber and a second oil guide chamber, making reasonable use of the internal space between the outer shell and the shaft system. It only requires casting and molding, without additional machining, thus reducing costs. The oil stirred up in the first stage is collected to a specific position for secondary stirring and redistribution, thereby improving the utilization rate of lubricating oil.
[0019] By utilizing the rotation and helical engagement of gears, the oil generates an axial velocity component, which then hits the side wall of the housing and throws the oil into the second bearing housing through the second oil collection groove. This helps to resist the interference of gravitational acceleration when the vehicle tilts to the left or right, allowing the oil to reach the second bearing on the opposite side.
[0020] The excess oil is utilized for a third time by rotating the gear spokes, giving the oil a tangential acceleration and sending it forward to the third bearing of the input shaft assembly.
[0021] The design incorporates a second and third oil collection groove with a cone angle, allowing oil particles to bounce off the cone angle formed between the sidewalls of the second and third oil collection grooves and flow into the third bearing housing. This enables the oil to resist the interference of gravity acceleration when the vehicle tilts left or right, thus lubricating the third bearing on the opposite side. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the overall structure of the reducer end housing in a vehicle reducer that improves lubrication, according to the present invention.
[0023] Figure 2 This is a schematic diagram of the overall structure of the motor end housing in a vehicle reducer that improves lubrication effect, according to the present invention.
[0024] Figure 3 for Figure 1 Schematic diagram of the structure of the end housing of the intermediate reducer;
[0025] Figure 4 for Figure 2 Schematic diagram of the structure of the motor end housing;
[0026] Figure 5 for Figure 3 A schematic diagram of the structure of the first and second oil guiding chambers in the middle section;
[0027] Figure 6 for Figure 4 A schematic diagram of the structure of the first and second oil guiding chambers in the middle section;
[0028] Figure 7 for Figure 4 Schematic diagram of the structure of the second oil collection tank section;
[0029] Figure 8 for Figure 4 A schematic diagram of the structure of the third oil collection tank section;
[0030] Figure 9 This is a schematic diagram showing the meshing of the input shaft assembly, intermediate shaft assembly, and differential assembly;
[0031] Figure 10 for Figure 9Schematic diagram of the middle input shaft assembly;
[0032] Figure 11 for Figure 9 Schematic diagram of the intermediate shaft assembly;
[0033] Figure 12 for Figure 9 Schematic diagram of the center differential assembly;
[0034] Figure 13 This is a schematic diagram of oil lubrication. Detailed Implementation
[0035] The following detailed description illustrates the specific implementation method:
[0036] The reference numerals in the accompanying drawings include: 1. Reducer end housing; 2. Motor end housing; 3. Differential assembly; 4. Intermediate shaft assembly; 5. Input shaft assembly; 6. First bearing housing; 7. Second bearing housing; 8. Third bearing housing; 9. First opening; 10. Second opening; 11. Third opening; 12. First oil collection groove; 13. Second oil collection groove; 14. Third oil collection groove; 15. First oil guide chamber; 16. Second oil guide chamber; 17. First rib; 18. Second rib; 19. Oil inlet; 20. Connecting port; 21. First oil outlet; 22. Second oil outlet; 23. Input shaft; 24. Third bearing; 25. Intermediate shaft; 26. Intermediate shaft large gear; 27. Second bearing; 28. Differential main reduction gear; 29. First bearing; 30. Differential housing; 31. Differential bevel gear assembly; 32. Half shaft gear; 33. Planetary gear; 34. Inclined structure.
[0037] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0038] The basic implementation examples are as follows: Figure 1-13 As shown: A vehicle speed reducer for improving lubrication, such as... Figure 1 , 2 As shown, the assembly includes a reducer end housing 1, a motor end housing 2, an input shaft assembly 5, an intermediate shaft assembly 4, and a differential assembly 3. The intermediate shaft assembly 4 meshes with both the input shaft assembly 5 and the differential assembly 3. The reducer end housing 1 and the motor end housing 2 are detachably connected to form an outer shell, specifically using bolts. The interior of the outer shell forms cavities for mounting the input shaft assembly 5, the intermediate shaft assembly 4, and the differential assembly 3.
[0039] like Figure 9 , 12As shown, the differential assembly 3 includes a differential housing 30, a differential main reduction gear 28, a differential bevel gear assembly 31, and two first bearings 29. The differential bevel gear assembly 31 is rotatably connected within the differential housing 30, and the differential housing 30 is fixed to the differential main reduction gear 28. The differential bevel gear assembly 31 includes two planetary gears 33 and two half-shaft gears 32. The two half-shaft gears 32 are arranged opposite each other and are respectively connected to two output half-shafts. The two planetary gears 33 are located between the two half-shaft gears 32 and mesh with the two half-shaft gears 32 respectively. The rotation centers of the two half-shaft gears 32 coincide with the rotation centers of the differential main reduction gear 28 and the differential housing 30. The rotation of the differential main reduction gear 28 drives the differential housing 30 and the two planetary gears 33 to rotate. The differential main reduction gear 28 meshes with the intermediate shaft 25 of the intermediate shaft assembly 4. Two first bearings 29 are respectively installed on both sides of the differential housing 30, and the two sets of first bearings 29 are respectively installed in two sets of first bearing seats 6. The lower part of the differential main reduction gear 28 is immersed in the oil at the bottom of the cavity; the differential main reduction gear 28 is a helical gear.
[0040] like Figure 9 , 11 As shown, the intermediate shaft assembly 4 includes an intermediate shaft 25, an intermediate shaft large gear 26, and two sets of second bearings 27. The intermediate shaft large gear 26 is mounted on the intermediate shaft 25 via a spline and meshes with the input shaft 23 of the input shaft assembly 5. The small gear on the intermediate shaft 25 meshes with the differential main reduction gear 28 of the differential assembly 3. Two sets of second bearings 27 are installed on both sides of the intermediate shaft 25, and the two sets of second bearings 27 are respectively installed in two sets of second bearing seats 7. The intermediate shaft large gear 26 is a helical gear.
[0041] like Figure 9 , 10 As shown, the input shaft assembly 5 includes an input shaft 23 and two sets of third bearings 24. The two sets of third bearings 24 are respectively installed on both sides of the input shaft 23 and are respectively installed in two sets of third bearing seats 8. The input shaft 23 meshes with the intermediate shaft assembly 4.
[0042] like Figure 3 , 4 As shown, the first bearing housing 6 of the differential assembly 3, the second bearing housing 7 of the intermediate shaft assembly 4, and the third bearing housing 8 of the input shaft assembly 5 are respectively provided with a first opening 9, a second opening 10, and a third opening 11 on one side. The housing contains a first oil collection groove 12, a second oil collection groove 13, and a third oil collection groove 14 that communicate with the first opening 9, the second opening 10, and the third opening 11 respectively. The first oil collection groove 12, the second oil collection groove 13, and the third oil collection groove 14 are inclined, with the side furthest from the first opening 9, the second opening 10, and the third opening 11 higher than the other side. Figure 7 , 8As shown, the upper side of the second oil collecting tank 13 and the third oil collecting tank 14 is provided with an inclined structure 34 and the opening of the tank is narrower inside and wider outside. The inclination angle of the inclined structure 34 is greater than 20 degrees, and in this embodiment it is 30 degrees.
[0043] like Figure 5 , 6 As shown, the outer casing contains a first oil guide chamber 15 and a second oil guide chamber 16. The first oil guide chamber 15 is located above the differential assembly 3, and the second oil guide chamber 16 is located above the intermediate shaft assembly 4. The first oil guide chamber 15 and the second oil guide chamber 16 are separated by a first stiffener 17. The bottom of the first oil guide chamber 15 is lower than the bottom of the second oil guide chamber 16. An oil inlet 19 is provided on the bottom side of the first oil guide chamber 15 away from the second oil guide chamber 16, and the oil inlet 19 is located in the tangential direction of the differential main reduction gear 28 of the differential assembly 3. A connecting port 20 is provided on the first stiffener 17 to connect the first oil guide chamber 15 and the second oil guide chamber 16. The bottom of the first oil guiding chamber 15 and the second oil guiding chamber 16 on the side close to each other are respectively provided with a first oil outlet 21 and a second oil outlet 22; the first oil outlet 21 is used to guide the oil in the first oil guiding chamber 15 to the top of the intermediate shaft large gear 26; a second rib 18 is also provided between the lower sides of the first oil guiding chamber 15 and the second oil guiding chamber 16, the second rib 18 is located below the second oil outlet 22, and the second rib 18 is used to guide the oil flowing out of the second oil outlet 22 into the second oil collection tank 13.
[0044] The specific implementation process is as follows:
[0045] When the vehicle moves forward, the differential assembly 3 rotates. As the differential assembly 3 rotates, a portion of the lubricating oil agitated by the differential main reduction gear 28 is carried into the first oil guide chamber 15 through the oil inlet 19. The first oil guide chamber 15 and the second oil guide chamber 16 are connected by the connection port 20. The oil in the first oil guide chamber 15 and the second oil guide chamber 16 flows out through the first oil outlet 21 and the second oil outlet 22 to the intermediate shaft large gear 26 of the intermediate shaft assembly 4 and into the second oil collection groove 13.
[0046] When the vehicle moves forward, the intermediate shaft assembly 4 and the differential assembly 3 rotate in opposite directions. The rotation direction of the intermediate shaft large gear 26 is coordinated with the steering direction, which can cause the oil falling on it to generate a component velocity towards the second bearing seat 7 of the reducer end housing 1. This causes the oil to strike the wall above the second bearing seat 7 of the reducer end housing 1 laterally and onto the second oil collection groove 13. The oil then flows into the oil groove of the second bearing seat 7 of the reducer end housing 1 along the wall and the second oil collection groove 13. Thus, even when the vehicle is tilted at a large angle of 20 degrees towards the motor end in the forward direction of the vehicle, the second bearing 27 on the opposite side can still be lubricated.
[0047] Excess oil flowing from the second oil collection groove 13 of the reducer end housing 1, due to the gravitational acceleration caused by the vehicle tilting 20 degrees towards the motor end, falls obliquely downwards onto the spokes of the intermediate shaft large gear 26. With the tangential acceleration generated by the rotation of the intermediate shaft large gear 26, it is rebounded onto the walls on both sides of the opening of the third oil collection groove 14 of the reducer end housing 1. The side wall of the oil groove above the opening of the third oil collection groove 14 is a conical surface with a 30° inclination angle relative to the side wall of the oil groove below the opening of the third oil collection groove 14. When the oil is propelled into the walls on both sides of the opening of the third oil collection groove 14 with velocity, the oil particles rebound through the conical angle formed between the side walls above and below the opening of the third oil collection groove 14, ultimately flowing into the third bearing seat 8 of the reducer end housing 1. This ensures that even when the vehicle is tilted at a large angle of 20 degrees towards the motor end in the forward direction, the third bearing 24 on the opposite side can still be lubricated.
[0048] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.
[0049] The above descriptions are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are knowledgeable of all existing technologies in that field, and possess the ability to apply conventional experimental methods prior to that date. Therefore, those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in conjunction with their own capabilities. Typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.
Claims
1. A vehicle speed reducer with improved lubrication effect, characterized in that: The device includes a reducer end housing (1), a motor end housing (2), an input shaft assembly (5), an intermediate shaft assembly (4), and a differential assembly (3). The intermediate shaft assembly (4) meshes with the input shaft assembly (5) and the differential assembly (3) respectively. The reducer end housing (1) and the motor end housing (2) are detachably connected to form an outer shell. The interior of the outer shell forms a cavity for installing the input shaft assembly (5), the intermediate shaft assembly (4), and the differential assembly (3). The first bearing housing (6) of the differential assembly (3), the second bearing housing (7) of the intermediate shaft assembly (4), and the third bearing housing (8) of the input shaft assembly (5) are respectively provided with a first opening (9), a second opening (10), and a third opening (11) on one side. The outer casing is provided with a first oil collection groove (12), a second oil collection groove (13), and a third oil collection groove (14) respectively communicating with the first opening (9), the second opening (10), and the third opening (11). The first oil collection groove (12), the second oil collection groove (13), and the third oil collection groove (14) are inclined and the side away from the first opening (9), the second opening (10), and the third opening (11) is higher than the other side. The upper side of the second oil collection groove (13) and the third oil collection groove (14) is provided with an inclined structure (34) and the groove opening is narrow inside and wide outside. The inclination angle of the inclined structure (34) is greater than 20 degrees. The housing contains a first oil guide chamber (15) and a second oil guide chamber (16). The first oil guide chamber (15) is located above the differential assembly (3), and the second oil guide chamber (16) is located above the intermediate shaft assembly (4). The first oil guide chamber (15) and the second oil guide chamber (16) are separated by a first stiffener (17). The bottom of the first oil guide chamber (15) is lower than the bottom of the second oil guide chamber (16). An oil inlet (19) is provided on the side of the bottom of the first oil guide chamber (15) away from the second oil guide chamber (16). A connecting port (20) is provided on the first stiffener (17) to connect the first oil guide chamber. Oil chamber (15) and second oil guide chamber (16); the bottom of the first oil guide chamber (15) and the second oil guide chamber (16) on the side close to each other are respectively provided with a first oil outlet (21) and a second oil outlet (22); the first oil outlet (21) is used to guide the oil in the first oil guide chamber (15) to the top of the intermediate shaft assembly (4); a second rib plate (18) is also provided between the first oil guide chamber (15) and the second oil guide chamber (16), the second rib plate (18) is located below the second oil outlet (22), and the second rib plate (18) is used to guide the oil flowing out of the second oil outlet (22) into the second oil collection tank (13).
2. The vehicle reducer for improving lubrication effect according to claim 1, characterized in that: The differential assembly (3) includes a differential housing (30), a differential main reduction gear (28), a differential bevel gear assembly (31), and two first bearings (29). The differential bevel gear assembly (31) is rotatably connected inside the differential housing (30). The differential main reduction gear (28) meshes with the intermediate shaft assembly (4). The differential housing (30) is fixed to the differential main reduction gear (28). The two first bearings (29) are respectively installed on both sides of the differential housing (30), and the two sets of first bearings (29) are respectively installed in two sets of first bearing seats (6). The lower part of the differential main reduction gear (28) is immersed in the oil at the bottom of the cavity. The differential main reduction gear (28) is a helical gear.
3. A vehicle reducer for improving lubrication effect according to claim 1, characterized in that: The intermediate shaft assembly (4) includes an intermediate shaft (25), an intermediate shaft large gear (26), and two sets of second bearings (27). The intermediate shaft large gear (26) is mounted on the intermediate shaft (25) and meshes with the input shaft assembly (5). The intermediate shaft (25) meshes with the differential assembly (3). Two sets of second bearings (27) are respectively mounted on both sides of the intermediate shaft (25), and the two sets of second bearings (27) are respectively installed in two sets of second bearing seats (7). The intermediate shaft large gear (26) is a helical gear.
4. A vehicle reducer for improving lubrication effect according to claim 1, characterized in that: The input shaft assembly (5) includes an input shaft (23) and two sets of third bearings (24). The two sets of third bearings (24) are respectively installed on both sides of the input shaft (23) and are respectively installed in two sets of third bearing seats (8). The input shaft (23) meshes with the intermediate shaft assembly (4).
5. A vehicle reducer for improving lubrication effect according to claim 1, characterized in that: The oil inlet (19) is located in the tangential direction of the differential main reduction gear (28) of the differential assembly (3).
6. A vehicle reducer for improving lubrication effect according to claim 1, characterized in that: The tilt angle of the tilted structure (34) is 30°.