Symmetrical arrangement type independent suspension central main reducer assembly

Abstract

The utility model discloses a symmetrical arrangement type independent suspension central main speed reducer assembly which comprises a shell assembly and further comprises a left half shaft assembly, a right half shaft assembly, a main transmission driving gear, a driven gear and an inter-wheel differential mechanism assembly which are arranged in the shell assembly. The main transmission driving gear is meshed with the driven gear, the driven gear is connected with the inter-wheel differential assembly, and the right end of the left half shaft assembly and the left end of the right half shaft assembly are connected with the inter-wheel differential assembly. The length of the left half shaft assembly is different from that of the right half shaft assembly, and the distance S1 between the central axis of the main transmission driving gear and the left end face of the left half shaft assembly is equal to the distance S2 between the central axis of the main transmission driving gear and the right end face of the right half shaft assembly. The symmetrically-arranged independent suspension central main reducer assembly can reduce the working angle of the transmission shaft and improve the balance performance of a vehicle transmission device during high-speed operation.

Description

Technical Field

[0001] This utility model relates to commercial vehicle transmission systems, specifically to a symmetrically arranged independent suspension central main reducer assembly. Background Technology

[0002] Currently, medium-sized high-mobility independent suspension special vehicles in China are typically 4×2 or 4×4 models. In the 4×2 model, only two of the four wheels are drive wheels, suitable for flat roads or routine transport tasks. In the 4×4 model, all four wheels are drive wheels, providing stronger traction and off-road capability. Both types of medium-sized high-mobility independent suspension special vehicles transmit power from the gearbox to the central final drive assembly via a driveshaft. Because the driving and driven gears of the central final drive assembly have a certain installation distance, the distance between the input end (main drive gear axis) of the central final drive assembly and the output ends on both sides is inconsistent. Therefore, during vehicle layout, the main drive gear axis of the central final drive assembly cannot be aligned with the vehicle's longitudinal centerline, resulting in a driveshaft working angle that affects the balance performance of the vehicle's transmission system at high speeds.

[0003] CN207634644U discloses a main reducer with differential assembly for independent suspension, comprising: a reducer housing and a driving gear, a differential assembly, and a driven gear installed within the reducer housing. The reducer housing has a first mounting surface at its front end and second mounting surfaces on both sides. The extended end of the driving gear has a spline for connection to a motor. The differential assembly is rotatably disposed within the reducer housing and includes: a differential housing, a planetary gear shaft, a pair of planetary gears, and a pair of half-shaft gears. Half-shafts are connected to the inner ring of the half-shaft gears, and the half-shafts extend from the reducer housing, with a necked flange at the extended end. The driven gear is fitted onto the outer circumferential surface of the differential housing and meshes with the driving gear. Undoubtedly, the technical solution disclosed in the above patent document is a beneficial attempt in the relevant technical field; however, the distance between the driving gear axis and the output ends on the left and right sides is still inconsistent. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a symmetrically arranged independent suspension central main reducer assembly, which can reduce the working angle of the drive shaft, improve the balance performance of the vehicle transmission device when it is running at high speed, and at the same time facilitate the center of gravity of the transmission system composed of the central main reducer assembly, drive shaft, gearbox and other devices to be arranged on the longitudinal center line of the vehicle.

[0005] This utility model discloses a symmetrically arranged independent suspension central main reducer assembly, including a housing assembly, and further including a left half-shaft assembly, a right half-shaft assembly, a main drive drive gear, a driven gear, and an inter-wheel differential assembly disposed within the housing assembly; the main drive drive gear meshes with the driven gear, the driven gear is connected to the inter-wheel differential assembly, and the right end of the left half-shaft assembly and the left end of the right half-shaft assembly are respectively connected to the inter-wheel differential assembly;

[0006] The length of the left half-shaft assembly is different from the length of the right half-shaft assembly. The distance S1 between the central axis of the main drive gear and the left end face of the left half-shaft assembly is equal to the distance S2 between the central axis of the main drive gear and the right end face of the right half-shaft assembly.

[0007] Furthermore, the inter-wheel differential assembly includes a differential housing, a left half-shaft gear, a right half-shaft gear, a planetary gear shaft, and two planetary gears. The differential housing is rotatably mounted within the housing assembly. The planetary gear shaft is connected to the housing assembly. The two planetary gears are symmetrically mounted and rotatably mounted on the planetary gear shaft. The left half-shaft gear and the right half-shaft gear are symmetrically arranged on the left and right sides of the planetary gears and are both meshed with the planetary gears. The driven gear is connected to the differential housing and meshes with the main drive gear. The right end of the left half-shaft assembly is drive-connected to the left half-shaft gear, and the left end of the right half-shaft assembly is drive-connected to the right half-shaft gear. The central axes of the left half-shaft gear, the right half-shaft gear, the left half-shaft assembly, the right half-shaft assembly, and the driven gear coincide and are perpendicular to the central axis of the main drive gear.

[0008] Furthermore, the planetary gear shaft and the two planetary gears are both located to the right of the central axis of the main drive gear, and the length D1 of the left half-shaft assembly is greater than the length D2 of the right half-shaft assembly.

[0009] Furthermore, the length D1 of the left half-shaft assembly is 1.3-1.7 times the length D2 of the right half-shaft assembly.

[0010] Furthermore, the housing assembly includes a main reducer housing and a differential support housing. The main reducer housing has an internal cavity and a lower opening on its lower side. A first pin hole is provided in the cavity. The differential support housing includes a main body, a left differential mounting base, and a right differential mounting base. The left and right differential mounting bases are spaced apart on the main body in a left-right direction. The top of both the left and right differential mounting bases has a second pin hole for mounting pin bodies. Both the left and right differential mounting bases extend into the cavity and the pin bodies are inserted into the first pin holes. The main body covers the lower opening and is fixed to the lower side of the main reducer housing by bolts.

[0011] Furthermore, the left mounting base of the differential is provided with a left mounting inner hole, and an adjusting screw and a first bearing are provided in the left and right directions inside the left mounting inner hole. The left side of the inter-wheel differential assembly is rotatably connected to the left mounting base of the differential through the first bearing, and the adjusting screw abuts against the left end face of the first bearing.

[0012] Furthermore, the right mounting bracket of the differential is provided with a right mounting inner hole. A second bearing, an adjusting shim, and a retaining ring for the hole are arranged sequentially along the left and right direction inside the right mounting inner hole. The right side of the inter-wheel differential assembly is rotatably connected to the right mounting bracket of the differential through the second bearing. The two sides of the adjusting shim abut against the second bearing and the retaining ring for the hole, respectively.

[0013] Furthermore, the main body is provided with a drive gear shaft hole, and a third bearing, an oil baffle, a fourth bearing and a first oil seal are sequentially arranged in the drive gear shaft hole along its axial direction. The main drive gear is provided with a transmission flange, and the third bearing, the oil baffle and the fourth bearing are all sleeved on the main drive gear, and the first oil seal is sleeved on the transmission flange.

[0014] Furthermore, the housing assembly also includes two half-shaft mounting sleeves. The left and right sides of the main reducer housing are respectively provided with a left opening and a right opening. The two half-shaft mounting sleeves are respectively inserted into the left opening and the right opening and fixed by bolts. The two half-shaft mounting sleeves are provided with an oil seal mounting groove and a bearing mounting groove. The oil seal mounting groove is located on the side of the bearing mounting groove away from the cavity. A second oil seal is provided in the oil seal mounting groove, and a fifth bearing is provided in the bearing mounting groove. The left half-shaft assembly and the right half-shaft assembly are respectively connected to one of the half-shaft mounting sleeves through the second oil seal and the fifth bearing.

[0015] Furthermore, the distance L1 between the central axis of the main drive gear and the left end face of the main reducer housing is equal to the distance L2 between the central axis of the main drive gear and the right end face of the main reducer housing.

[0016] The beneficial effects of this utility model are:

[0017] (1) This utility model is symmetrical about the central axis of the main drive gear by the left end face of the left half shaft assembly and the right end face of the right half shaft assembly. When the vehicle is arranged, the left and right drive gear systems are also symmetrical about the central axis of the main drive gear. The central axis of the main drive gear of the central main reducer assembly can be aligned with the longitudinal center line of the vehicle, which can reduce the working angle of the drive shaft and improve the balance performance of the vehicle transmission device when it is running at high speed. At the same time, it is also beneficial for the center of gravity of the transmission system composed of the central main reducer assembly, drive shaft, gearbox and other devices to be arranged on the longitudinal center line of the vehicle.

[0018] (2) During assembly, the adjusting ring and adjusting shim can change the position of the differential housing, thereby adjusting the position of the driven gear and thus adjusting the gear backlash between the main drive gear and the driven gear. The adjusting ring and adjusting shim have simple structures and are installed inside the left and right differential mounting brackets, respectively. They occupy very little space in the left and right directions, which can maximize the compression of the left and right lateral dimensions of the central main reducer assembly, making its external dimensions compact and increasing the usable space inside the vehicle. Attached Figure Description

[0019] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the following drawings are provided for illustration:

[0020] Figure 1 This is a schematic diagram of the cross-sectional structure of the present invention;

[0021] Figure 2 This is a schematic diagram of the external structure of this utility model;

[0022] Figure 3 This is a schematic diagram of the cross-sectional structure of the main drive gear of this utility model;

[0023] Figure 4 This is a structural comparison diagram of the left half-shaft assembly and the right half-shaft assembly of this utility model;

[0024] Figure 5 This is a schematic cross-sectional view of the housing assembly of this utility model;

[0025] Figure 6 This is a schematic cross-sectional view of the main reducer housing of this utility model;

[0026] Figure 7 This is a schematic diagram of the cross-sectional structure of the differential support housing of this utility model;

[0027] Figure 8 This is a schematic diagram illustrating the principle of how the differential support housing of this utility model works with the inter-wheel differential assembly to adjust the gear backlash between the main drive driving gear and the driven gear.

[0028] Figure 9 This is a schematic diagram of the cross-sectional structure of the half-shaft mounting sleeve of this utility model.

[0029] The following labels are shown in the attached diagram:

[0030] 1-Housing assembly, 101-Main reducer housing, 1011-Lower opening, 1012-First pin hole, 1013-Left opening, 1014-Right opening, 102-Differential support housing, 1021-Main seat, 1022-Left differential mounting seat, 1023-Right differential mounting seat, 1024-Second pin hole, 1025-Left mounting inner hole, 1026-Right mounting inner hole, 1027-Drive gear shaft hole, 103-Half shaft mounting sleeve, 1031-Oil seal mounting groove, 1032-Bearing mounting groove;

[0031] 2-Left half shaft assembly;

[0032] 3-Right half shaft assembly;

[0033] 4-Main drive gear, 401-Drive flange;

[0034] 5- Passive gear;

[0035] 6-Inter-wheel differential assembly, 601-Differential housing, 602-Left half-shaft gear, 603-Right half-shaft gear, 604-Planetary gear shaft, 605-Planetary gear;

[0036] 701-Pin body, 702-Adjusting screw ring, 703-First bearing, 704-Second bearing, 705-Adjusting shim, 706-Bore retaining ring, 707-Third bearing, 708-Oil baffle, 709-Fourth bearing, 710-First oil seal, 711-Second oil seal, 712-Fifth bearing. Detailed Implementation

[0037] The technical solution of this utility model will be described in detail below with reference to the accompanying drawings and embodiments.

[0038] like Figures 1-9As shown, a symmetrically arranged independent suspension central main reducer assembly in this embodiment includes a housing assembly 1, and further includes a left half-shaft assembly 2, a right half-shaft assembly 3, a main drive drive gear 4, a driven gear 5, and an inter-wheel differential assembly 6 disposed within the housing assembly 1; the main drive drive gear 4 meshes with the driven gear 5, the driven gear 5 is connected to the inter-wheel differential assembly 6, and the right end of the left half-shaft assembly 2 and the left end of the right half-shaft assembly 3 are respectively connected to the inter-wheel differential assembly 6;

[0039] The length of the left half-shaft assembly 2 is different from the length of the right half-shaft assembly 3. The distance S1 between the central axis of the main drive gear 4 and the left end face of the left half-shaft assembly 2 is equal to the distance S2 between the central axis of the main drive gear 4 and the right end face of the right half-shaft assembly 3.

[0040] The "symmetrical arrangement" in the symmetrical independent suspension central final reducer assembly refers to the symmetry of the left end face of the left half-shaft assembly 2 and the right end face of the right half-shaft assembly 3 about the central axis of the main drive gear 4, so that when the vehicle is arranged, the left and right drive wheel systems are also symmetrical about the central axis of the main drive gear 4. Specifically, by modifying the left half-shaft assembly 2 and the right half-shaft assembly 3 into an asymmetrical structure with one long and one short, the inter-wheel differential assembly 6 between the left half-shaft assembly 2 and the right half-shaft assembly 3 is no longer located in the exact middle of the two. The distance between the left end face of the left half-shaft assembly 2 and the inter-wheel differential assembly 6 is different from the distance between the right end face of the right half-shaft assembly 3 and the inter-wheel differential assembly 6. This can compensate for the installation position of the meshing of the main drive gear 4 and the driven gear 5, thereby realizing that the central axis of the main drive gear 4 is located in the exact middle of the central main reducer assembly. The distance S1 between the central axis of the main drive gear 4 and the left end face of the left half-shaft assembly 2 is equal to the distance S2 between the central axis of the main drive gear 4 and the right end face of the right half-shaft assembly 3. The left end face of the left half-shaft assembly 2 and the right end face of the right half-shaft assembly 3 are symmetrical about the central axis of the main drive gear 4.

[0041] As can be seen from the above, by making the left end face of the left half-shaft assembly 2 and the right end face of the right half-shaft assembly 3 symmetrical about the central axis of the main drive gear 4, when the vehicle is arranged, the left and right drive wheel systems are also symmetrical about the central axis of the main drive gear 4. The central axis of the main drive gear 4 of the central main reducer assembly can be aligned with the longitudinal center line of the vehicle, which can reduce the working angle of the drive shaft, improve the balance performance of the vehicle transmission device when it is running at high speed, and also help to arrange the center of gravity of the transmission system composed of the central main reducer assembly, drive shaft, gearbox and other devices on the longitudinal center line of the vehicle.

[0042] In this embodiment, the inter-wheel differential assembly 6 includes a differential housing 601, a left half-shaft gear 602, a right half-shaft gear 603, a planetary gear 605 shaft 604, and two planetary gears 605. The differential housing 601 is rotatably mounted within the housing assembly 1. The planetary gear 605 shaft 604 is connected to the housing assembly 1. The two planetary gears 605 are symmetrically mounted and rotatably mounted on the planetary gear 605 shaft 604. The left half-shaft gear 602 and the right half-shaft gear 603 are symmetrically arranged on the planetary gears 605. The left and right sides of the drive gear 605 are both meshed with the planetary gear 605. The driven gear 5 is connected to the differential housing 601 and meshes with the main drive gear 4. The right end of the left half-shaft assembly 2 is driven by the left half-shaft gear 602, and the left end of the right half-shaft assembly 3 is driven by the right half-shaft gear 603. The central axes of the left half-shaft gear 602, the right half-shaft gear 603, the left half-shaft assembly 2, the right half-shaft assembly 3, and the driven gear 5 coincide and are perpendicular to the central axis of the main drive gear 4.

[0043] The drive shaft transmits power from the gearbox to the main drive gear 4 of the central final reducer assembly. Then, the main drive gear 4 drives the driven gear 5 to rotate. Next, the driven gear 5 drives the left half-shaft gear 602 and the right half-shaft gear 603 to rotate through the planetary gear 605 shaft 604 and the two planetary gears 605. Finally, the left half-shaft gear 602 transmits power to the left half-shaft assembly 2, and the right half-shaft gear 603 transmits power to the right half-shaft assembly 3, realizing the power output to the left and right drive wheel systems.

[0044] The right end of the left half-shaft assembly 2 is connected to the left half-shaft gear 602, and the left end of the right half-shaft assembly 3 is connected to the right half-shaft gear 603. This connection can be a spline fit; for example, both the right ends of the left half-shaft assembly 2 and the left ends of the right half-shaft assembly 3 are provided with external splines, and both the left half-shaft gear 602 and the right half-shaft gear 603 have spline grooves that mate with the external splines. Alternatively, the connection can be a key fit or other torque-transmitting connection methods.

[0045] In this embodiment, the planetary gear 605 shaft 604 and the two planetary gears 605 are all located to the right of the central axis of the main drive gear 4, and the length D1 of the left half-shaft assembly 2 is greater than the length D2 of the right half-shaft assembly 3.

[0046] The planetary gear 605 shaft 604 and the two planetary gears 605 are all located to the right of the central axis of the main drive gear 4, so that most of the structure of the inter-wheel differential assembly 6 is located to the right of the central axis of the main drive gear 4. The driven gear 5 is connected to the differential housing 601, so the driven gear 5 is also located to the right of the central axis of the main drive gear 4. The driven gear 5 is closer to the right end face of the right half shaft assembly 3.

[0047] In this embodiment, the length D1 of the left half-shaft assembly 2 is 1.3-1.7 times the length D2 of the right half-shaft assembly 3. Preferably, the length D1 of the left half-shaft assembly 2 is 1.4-1.6 times the length D2 of the right half-shaft assembly 3, for example, it can be 1.45 times, 1.5 times, 1.52 times, 1.57 times, etc.

[0048] In this embodiment, the housing assembly 1 includes a main reducer housing 101 and a differential support housing 102. The main reducer housing 101 has an internal cavity and a lower opening 1011 on its lower side. A first pin hole 1012 is provided within the cavity. The differential support housing 102 includes a main seat 1021, a left differential mounting base 1022, and a right differential mounting base 1023. 3. The differential left mounting base 1022 and differential right mounting base 1023 are provided with second pin holes 1024 for the pin body 701 at intervals along the left and right directions on the main body 1021. The differential left mounting base 1022 and differential right mounting base 1023 extend into the cavity and the pin body 701 is inserted into the first pin hole 1012. The main body 1021 covers the lower opening 1011 and is fixed to the lower side of the main reducer housing 101 by bolts.

[0049] During assembly, the main drive gear 4, driven gear 5, and inter-wheel differential assembly 6 are first assembled onto the differential support housing 102 to form a sub-assembly. Then, two pin bodies 701 are installed on the top of the left differential mounting base 1022 and the right differential mounting base 1023. Next, the sub-assembly is inserted into the cavity through the lower opening 1011. After the pin body 701 is inserted into the first pin hole 1012, the differential support housing 102 is connected to the main reducer housing 101 by multiple bolts.

[0050] The design of the left differential mounting base 1022, the right differential mounting base 1023, and the pin body 701 can increase the rigidity of the transmission device composed of the main drive gear 4, the driven gear 5, and the inter-wheel differential assembly 6, and reduce deformation.

[0051] In this embodiment, the left differential mounting base 1022 is provided with a left mounting inner hole 1025. An adjusting screw ring 702 and a first bearing 703 are provided in the left and right directions inside the left mounting inner hole 1025. The left side of the inter-wheel differential assembly 6 is rotatably connected to the left differential mounting base 1022 through the first bearing 703. The adjusting screw ring 702 abuts against the left end face of the first bearing 703.

[0052] During assembly, by rotating the adjusting ring 702, it can move along the axis of the left mounting inner hole 1025, thereby changing the position of the first bearing 703 and the differential housing 601, and thus pressing the inter-wheel differential assembly 6.

[0053] In this embodiment, the right mounting base 1023 of the differential is provided with a right mounting inner hole 1026. A second bearing 704, an adjusting shim 705 and a retaining ring 706 are arranged sequentially along the left and right direction inside the right mounting inner hole 1026. The right side of the inter-wheel differential assembly 6 is rotatably connected to the right mounting base 1023 of the differential through the second bearing 704. The two sides of the adjusting shim 705 abut against the second bearing 704 and the retaining ring 706, respectively.

[0054] During assembly, by replacing the adjusting shims 705 of different thicknesses, the positions of the second bearing 704 and the differential housing 601 can be changed, thereby adjusting the position of the driven gear 5, and further adjusting the gear backlash between the main drive gear 4 and the driven gear 5.

[0055] The adjusting ring 702 and adjusting shim 705 have simple structures and are installed inside the left differential mounting bracket 1022 and the right differential mounting bracket 1023 respectively. They occupy very little space in the left and right directions, which can maximize the compression of the left and right lateral dimensions of the central final reducer assembly, making its overall size compact and increasing the usable space inside the vehicle.

[0056] In this embodiment, the main body 1021 is provided with a drive gear shaft hole 1027. A third bearing 707, an oil baffle 708, a fourth bearing 709, and a first oil seal 710 are sequentially arranged in the drive gear shaft hole 1027 along its axial direction. A drive flange 401 is provided on the main drive gear 4. The third bearing 707, the oil baffle 708, and the fourth bearing 709 are all sleeved on the main drive gear 4, and the first oil seal 710 is sleeved on the drive flange 401.

[0057] The oil baffle 708 and the first oil seal 710 prevent lubricating oil leakage inside the central final drive assembly, ensuring sealing performance. The transmission flange 401 is used to receive power input from the drive shaft, enabling the transmission of power from the gearbox to the central final drive assembly via the drive shaft.

[0058] In this embodiment, the housing assembly 1 further includes two half-shaft mounting sleeves 103. The left and right sides of the main reducer housing 101 are respectively provided with a left opening 1013 and a right opening 1014. The two half-shaft mounting sleeves 103 are respectively inserted into the left opening 1013 and the right opening and fixed by bolts. The two half-shaft mounting sleeves 103 are provided with an oil seal mounting groove 1031 and a bearing mounting groove 1032. The oil seal mounting groove 1031 is located on the side of the bearing mounting groove 1032 away from the cavity. A second oil seal 711 is provided in the oil seal mounting groove 1031. A fifth bearing 712 is provided in the bearing mounting groove 1032. The left half-shaft assembly 2 and the right half-shaft assembly 3 are respectively connected to one of the half-shaft mounting sleeves 103 through the second oil seal 711 and the fifth bearing 712.

[0059] The two half-shaft mounting sleeves 103 can ensure that the left opening 1013 and the right opening 1014 have large dimensions, preventing interference between the left half-shaft assembly 2 and the right half-shaft assembly 3 and the main reducer housing 101.

[0060] In this embodiment, the distance L1 between the central axis of the main drive gear 4 and the left end face of the main reducer housing 101 is equal to the distance L2 between the central axis of the main drive gear 4 and the right end face of the main reducer housing 101.

[0061] The two half-shaft mounting sleeves 103 are also symmetrical to each other, and the left end face of the main reducer housing 101 is also symmetrical to the right end face of the main reducer housing 101, which is conducive to achieving symmetry of the left and right drive wheel systems about the central axis of the main drive gear 4 when the vehicle is arranged.

[0062] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A symmetrically arranged independent suspension central main reducer assembly, characterized in that: The device includes a housing assembly, and further includes a left half-shaft assembly, a right half-shaft assembly, a main drive drive gear, a driven gear, and an inter-wheel differential assembly disposed within the housing assembly; the main drive drive gear meshes with the driven gear, the driven gear is connected to the inter-wheel differential assembly, and the right end of the left half-shaft assembly and the left end of the right half-shaft assembly are respectively connected to the inter-wheel differential assembly; The length of the left half-shaft assembly is different from the length of the right half-shaft assembly. The distance S1 between the central axis of the main drive gear and the left end face of the left half-shaft assembly is equal to the distance S2 between the central axis of the main drive gear and the right end face of the right half-shaft assembly.

2. The symmetrically arranged independent suspension central main reducer assembly according to claim 1, characterized in that: The inter-wheel differential assembly includes a differential housing, a left half-shaft gear, a right half-shaft gear, a planetary gear shaft, and two planetary gears. The differential housing is rotatably mounted within the housing assembly. The planetary gear shaft is connected to the housing assembly. The two planetary gears are symmetrically mounted and rotatably mounted on the planetary gear shaft. The left half-shaft gear and the right half-shaft gear are symmetrically arranged on the left and right sides of the planetary gears and are both meshed with the planetary gears. The driven gear is connected to the differential housing and meshes with the main drive gear. The right end of the left half-shaft assembly is drive-connected to the left half-shaft gear, and the left end of the right half-shaft assembly is drive-connected to the right half-shaft gear. The central axes of the left half-shaft gear, the right half-shaft gear, the left half-shaft assembly, the right half-shaft assembly, and the driven gear coincide and are perpendicular to the central axis of the main drive gear.

3. The symmetrically arranged independent suspension central main reducer assembly according to claim 2, characterized in that: The planetary gear shaft and the two planetary gears are both located to the right of the central axis of the main drive gear, and the length D1 of the left half-shaft assembly is greater than the length D2 of the right half-shaft assembly.

4. The symmetrically arranged independent suspension central main reducer assembly according to claim 3, characterized in that: The length D1 of the left half-shaft assembly is 1.3 to 1.7 times the length D2 of the right half-shaft assembly.

5. The symmetrically arranged independent suspension central main reducer assembly according to claim 1, characterized in that: The housing assembly includes a main reducer housing and a differential support housing. The main reducer housing has an internal cavity and a lower opening on its lower side. A first pin hole is provided in the cavity. The differential support housing includes a main body, a left differential mounting base, and a right differential mounting base. The left and right differential mounting bases are spaced apart on the main body in a left-right direction. The top of both the left and right differential mounting bases has a second pin hole for mounting pin bodies. Both the left and right differential mounting bases extend into the cavity and the pin bodies are inserted into the first pin holes. The main body covers the lower opening and is fixed to the lower side of the main reducer housing by bolts.

6. The symmetrically arranged independent suspension central main reducer assembly according to claim 5, characterized in that: The left mounting base of the differential is provided with a left mounting inner hole. An adjusting screw and a first bearing are provided in the left and right directions inside the left mounting inner hole. The left side of the inter-wheel differential assembly is rotatably connected to the left mounting base of the differential through the first bearing. The adjusting screw abuts against the left end face of the first bearing.

7. The symmetrically arranged independent suspension central main reducer assembly according to claim 5, characterized in that: The right mounting base of the differential is provided with a right mounting inner hole. A second bearing, an adjusting shim, and a retaining ring for the hole are arranged sequentially along the left and right direction inside the right mounting inner hole. The right side of the inter-wheel differential assembly is rotatably connected to the right mounting base of the differential through the second bearing. The two sides of the adjusting shim abut against the second bearing and the retaining ring for the hole, respectively.

8. The symmetrically arranged independent suspension central main reducer assembly according to claim 5, characterized in that: The main body is provided with a drive gear shaft hole. A third bearing, an oil baffle, a fourth bearing, and a first oil seal are sequentially arranged in the drive gear shaft hole along its axial direction. A drive flange is provided on the main drive gear. The third bearing, the oil baffle, and the fourth bearing are all sleeved on the main drive gear, and the first oil seal is sleeved on the drive flange.

9. The symmetrically arranged independent suspension central main reducer assembly according to claim 5, characterized in that: The housing assembly also includes two half-shaft mounting sleeves. The left and right sides of the main reducer housing are respectively provided with a left opening and a right opening. The two half-shaft mounting sleeves are respectively inserted into the left opening and the right opening and fixed by bolts. The two half-shaft mounting sleeves are provided with an oil seal mounting groove and a bearing mounting groove. The oil seal mounting groove is located on the side of the bearing mounting groove away from the cavity. A second oil seal is provided in the oil seal mounting groove, and a fifth bearing is provided in the bearing mounting groove. The left half-shaft assembly and the right half-shaft assembly are respectively connected to one of the half-shaft mounting sleeves through the second oil seal and the fifth bearing.

10. The symmetrically arranged independent suspension central main reducer assembly according to claim 5, characterized in that: The distance L1 between the central axis of the main drive gear and the left end face of the main reducer housing is equal to the distance L2 between the central axis of the main drive gear and the right end face of the main reducer housing.

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