Retarder for a commercial vehicle and commercial vehicle

Abstract

The utility model relates to the technical field of commercial vehicle, specifically relates to a kind of reducer for commercial vehicle, comprising: shell, shell has accommodating cavity;The shaft in shell, shaft is configured to rotate around the axis extending in axial direction;It is configured to support the bearing assembly of shaft, and bearing assembly is located in accommodating cavity;And bushing between bearing assembly and shell, bushing is configured to keep clearance with shell in axial direction on the side away from bearing assembly in the operating state of reducer.It also relates to a kind of commercial vehicle.By setting up bushing between bearing assembly and shell and ensuring that the bushing keeps clearance with shell in axial direction on the side away from bearing assembly in the operating state of reducer, so that axial force is no longer directly transmitted to weak part of shell, but is redistributed by bushing structure, thereby avoiding stress concentration phenomenon, reducing the risk of fatigue failure, so as to allow shell to adopt thinner wall thickness here to achieve significant weight reduction.

Description

Technical Field

[0001] This utility model relates to the technical field of commercial vehicles, specifically to a reducer for commercial vehicles and a commercial vehicle. Background Technology

[0002] For commercial vehicles, the powertrain system is a core component. As a key component of the transmission system, the reducer is responsible for converting the high-speed, low-torque power from the drive motor or engine into low-speed, high-torque power adapted to the vehicle's driving needs, and then transmitting it to the wheels. For example, in the reducer of the electric drive axle of heavy-duty commercial vehicles, due to the need to withstand extremely high torque and load, especially in the main reduction stage where the torque can reach tens of thousands of Newton-meters, extremely high requirements are placed on the structural strength of the reducer housing.

[0003] In existing technology, bearings used to support the shaft (such as tapered roller bearings) are typically mounted directly within the housing cavity or bearing bore of the reducer housing, with the bearing end face directly or via a shim contacting the bottom of the bearing bore. Therefore, the axial force generated during bearing operation is entirely transferred to the bottom of the bearing bore, with the entire axial load borne by the bottom of the housing. This force transmission method causes the bottom of the bearing bore in the housing to become a stress concentration area, especially under heavy-load conditions, requiring sufficient thickness at the bottom of the bearing bore to meet strength requirements. However, excessive wall thickness not only increases the weight of the housing but also occupies a significant amount of space, affecting the arrangement of other components.

[0004] Therefore, there is still a real need for continued structural improvements to the reducers used in commercial vehicles. Utility Model Content

[0005] Therefore, the purpose of this utility model is to provide an improved reducer for commercial vehicles and an improved commercial vehicle, so as to at least solve some of the problems in the prior art and / or overcome other possible disadvantages not mentioned herein.

[0006] According to a first aspect of this utility model, a reducer for commercial vehicles is provided, the reducer comprising: a housing having a receiving cavity; a shaft located within the housing, the shaft being configured to rotate about an axis extending in an axial direction; a bearing assembly configured to support the shaft, the bearing assembly being located within the receiving cavity; and a bushing located between the bearing assembly and the housing, the bushing being configured to maintain an axial clearance with the housing on a side opposite to the bearing assembly during the operation of the reducer. In the prior art, the axial force generated by the bearing assembly (especially tapered roller bearings) during the operation of the reducer is primarily borne by the bottom of the housing, which requires the housing to have extremely thick walls to meet strength requirements, especially in the application of electric drive axles in heavy-duty commercial vehicles, where the axial force can reach tens of thousands of Newtons. The embodiments of this utility model provide a bushing between the bearing assembly and the housing, and ensure that the bushing maintains a gap in the axial direction with the housing on the side away from the bearing assembly when the reducer is in operation. This prevents the axial force from being directly transmitted to the weak parts of the housing, but instead redistributes it through the bushing structure. This avoids stress concentration, reduces the risk of fatigue failure, and allows the housing to use a thinner wall thickness at this point to achieve significant weight reduction.

[0007] According to an optional embodiment of the present invention, the bushing has a cylindrical section, and the outer ring of the bearing assembly is interference-fitted with the cylindrical section in the radial direction. Thus, part of the axial load can be shared by the frictional force of the contact surfaces.

[0008] According to an optional embodiment of this utility model, the bushing is constructed as a metal part capable of elastic deformation. Therefore, on the one hand, it can absorb some energy through elastic deformation, thus mitigating impact loads; on the other hand, the bushing can return to its original shape after the load is removed, ensuring reliability for long-term use.

[0009] According to an optional embodiment of the present invention, the reducer includes a shim located between the bearing assembly and the bushing in the axial direction. Thus, the presence of the shim not only ensures the axial dimension of the shaft system but also provides a uniform distribution surface for axial force, ensuring good load transmission performance.

[0010] According to an optional embodiment of the present invention, the housing has a peripheral wall defining the receiving cavity, and the cylindrical section is interference-fitted with the peripheral wall in the radial direction. This not only ensures the bushing's secure positioning within the housing but also allows the load to be transferred to the thicker peripheral wall through the friction between their contact surfaces.

[0011] According to an optional embodiment of this utility model, the bushing is formed by machining high-carbon chromium bearing steel. Thus, the excellent yield strength, fatigue limit, and good machinability of high-carbon chromium bearing steel ensure that the bushing can withstand huge loads with a relatively small wall thickness, meeting reliability requirements.

[0012] According to an optional embodiment of the present invention, the gasket is clearance-fitted with the cylindrical section of the bushing in the radial direction. This avoids the gasket applying additional radial pressure to the cylindrical section, preventing unnecessary stress concentration and deformation.

[0013] According to an optional embodiment of the present invention, the housing has a thickened portion connected to the peripheral wall, and the bushing has a first section extending radially outward from the cylindrical section, the first section being configured to support the thickened portion during the operation of the reducer. This fully utilizes the thick-walled area of ​​the housing to bear axial forces, preventing tearing or breakage at weak points in the housing.

[0014] According to an optional embodiment of the present invention, the housing has a bottom wall defining the receiving cavity, and the bushing has a second section extending radially inward from the cylindrical section. The second section has an installation gap relative to the bottom wall in the assembled state of the reducer. The bushing is configured such that, in the operating state of the reducer, the elastic deformation of the second section in the axial direction is less than the installation gap. This ensures that even under maximum design load, the second section will not rigidly contact the bottom wall of the housing, thereby allowing for a smaller wall thickness for the bottom wall of the housing while ensuring necessary structural strength.

[0015] According to an optional embodiment of the present invention, the gasket has a first radial width, and the second segment has a second radial width greater than the first radial width, such that the center of action of the axial force generated by the bearing assembly during the operation of the reducer is located within the region of the second radial width of the second segment. This avoids the risk of excessive deformation or even failure due to overturning moment caused by the center of action of the axial force falling outside the second radial width.

[0016] According to an optional embodiment of this utility model, the bushing is configured such that, when the bearing assembly is subjected to the maximum design axial force, the portion of the second section closest to the bottom wall has a predetermined distance relative to the bottom wall. This ensures that even under the maximum design axial force, the second section will not contact the bottom wall of the housing, thus avoiding the risk of bottom wall failure.

[0017] According to an optional embodiment of the present invention, the bushing has a material reduction section in the central region of the second segment. This achieves weight reduction while avoiding stress concentration.

[0018] According to an optional embodiment of this utility model, the first segment and the second segment are respectively located at two opposite ends of the cylindrical segment in the axial direction. This not only facilitates the implementation of the manufacturing process but also makes the entire bushing structure more compact, making full use of the limited installation space.

[0019] According to an optional embodiment of the present invention, the first segment and the second segment are parallel to each other. This ensures the uniformity of load transfer.

[0020] According to an optional embodiment of this invention, the material reduction section is constructed as a through opening. This further achieves the weight reduction effect.

[0021] According to an optional embodiment of the present invention, the first segment has a third radial width, which is greater than the second radial width. This not only facilitates positioning during bushing assembly but also ensures a larger stress-bearing range for the first segment.

[0022] According to an optional embodiment of the present invention, the gasket has a first thickness, and the second segment has a second thickness, the second thickness being greater than the first thickness. This ensures the necessary structural strength of the second segment.

[0023] According to an optional embodiment of the present invention, the first segment is constructed as a continuous annular ring. This ensures the continuity and uniformity of the force applied to the first segment in the circumferential direction.

[0024] According to an optional embodiment of the present invention, the second segment is constructed as a continuous annular ring. This ensures the continuity and uniformity of the force applied to the second segment in the circumferential direction.

[0025] According to an optional embodiment of the present invention, the thickened portion has a flat supporting surface to allow contact with the surface of the first segment. This results in a more uniform force distribution and avoids stress concentration.

[0026] According to an optional embodiment of the present invention, the reducer has multiple reduction stages, and the bearing assembly is configured to support the output shaft of the last reduction stage (i.e., the main reduction stage). This ensures that a thin-walled housing design is still permissible even at locations where the reducer experiences the highest torque and heaviest load.

[0027] According to an optional embodiment of the present invention, the bearing assembly is constructed as a tapered roller bearing. Therefore, even though the tapered roller bearing, due to its tapered structure, generates a significant axial component force when subjected to radial loads, the effective decomposition and transmission of axial force can still be ensured.

[0028] According to a second aspect of the present invention, a commercial vehicle is provided, the commercial vehicle including an electric drive axle assembly, the electric drive axle assembly including the reducer for commercial vehicles provided in the embodiments of the first aspect above. Thus, this electric drive commercial vehicle particularly possesses the advantages mentioned in the above embodiments. Attached Figure Description

[0029] The present invention will now be described in more detail with reference to the accompanying drawings, which will provide a better understanding of its principles, features, and advantages. The drawings include:

[0030] Figure 1 A partial schematic simplified view of a commercial vehicle according to an exemplary embodiment of the present invention is shown;

[0031] Figure 2 It shows the use of Figure 1 A schematic simplified cross-sectional view of a portion of the speed reducer of a commercial vehicle shown;

[0032] Figure 3 It shows Figure 2 Exploded cross-sectional view of the component shown;

[0033] Figure 4 It shows Figure 2 A magnified view of part A shown;

[0034] Figure 5 It shows Figure 4 The diagram shown is an enlarged view of part B in the assembled state of the reducer;

[0035] Figure 6 It shows Figure 4 The diagram shown is an enlarged view of part B in the operating state of the reducer;

[0036] Figure 7 A perspective view of a bushing for a speed reducer for a commercial vehicle according to an exemplary embodiment of the present invention is shown;

[0037] Figure 8 It shows from Figure 7 The top view shown is directed towards point C; and

[0038] Figure 9 It shows along Figure 8 The sectional view shown is cut by the section line DD.

[0039] Figure label:

[0040] 2000: Commercial vehicle; 2100: Electric drive axle assembly; 2101: Motor; 2200: Wheel; 1000: Reducer; 900: Housing; 901: Receiving cavity; 910: Peripheral wall; 920: Thickened part; 921: Support surface; 930: Bottom wall; 800: Bearing assembly; 801: Outer ring; 700: Bushing; 701: Cylindrical section; 702: Internal space; 710: First section; 720: Second section; 721: Material reduction part; 600: Gasket; 10: Axis; P1: Assembly state; P2: Operating state; W1: First radial width; W2: Second radial width; W3: Third radial width; h1: First thickness; h2: Second thickness; d1: Installation spacing; d2: Preset spacing. Detailed Implementation

[0041] To make the technical problems to be solved, the technical solutions, and the beneficial technical effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and several exemplary embodiments. It should be understood that the specific embodiments described herein are only for explaining the present utility model and are not intended to limit the scope of protection of the present utility model. Various embodiments may share the same view or multiple views for description, but not all features appearing in the same view should be interpreted as features that must be present in one embodiment.

[0042] First, for ease of understanding, one can recall the description made in the background section of this utility model. One objective of this utility model is to provide a speed reducer for commercial vehicles, the speed reducer comprising: a housing having a receiving cavity; a shaft located within the housing, the shaft being configured to rotate about an axis extending in an axial direction; a bearing assembly configured to support the shaft, the bearing assembly being located within the receiving cavity; and a bushing located between the bearing assembly and the housing, the bushing being configured to maintain an axial clearance with the housing on the side opposite to the bearing assembly during the operation of the speed reducer. Thus, by providing a bushing between the bearing assembly and the housing and ensuring that the bushing maintains an axial clearance with the housing on the side opposite to the bearing assembly during the operation of the speed reducer, axial force is no longer directly transmitted to weak points in the housing, but is redistributed through the bushing structure. This avoids stress concentration, reduces the risk of fatigue failure, and allows for a thinner wall thickness in the housing at this point to achieve significant weight reduction. Within the scope of this utility model, the assembly state of the reducer should be understood as the state in which all components of the reducer have been assembled but have not yet started operating; the operating state of the reducer should be understood as the state in which the reducer has started operating, that is, the state in which the commercial vehicle is used as specified, which may also include the state in which the bearing assembly is subjected to the specified maximum design axial force.

[0043] Exemplary embodiments of the present invention will now be described with reference to the accompanying drawings.

[0044] Figure 1 A partial schematic simplified diagram of a commercial vehicle 2000 according to an exemplary embodiment of the present invention is shown. Figure 1 As schematically shown, a commercial vehicle 2000 according to an exemplary embodiment of the present invention has an electric drive axle assembly 2100, which has a reducer 1000 according to an exemplary embodiment of the present invention. Here, the reducer 1000 preferably has multiple reduction stages. The high-speed rotation of the output shaft of the motor 2101 is first transmitted to the first reduction stage, while the last reduction stage is connected to the differential and finally transmits the rotational motion to the wheels 2200 via half-shafts. Here, the last reduction stage is also referred to as the "main reduction," which bears the largest torque in the entire transmission system. Therefore, the bearing assembly 800 of the reducer 1000 according to an exemplary embodiment of the present invention, which will be described next, is preferably configured to support the output shaft of the last reduction stage. In the embodiment shown in the figures, the bearing assembly 800 is configured as a tapered roller bearing. In embodiments not shown in the figures, the bearing assembly 800 may be configured as another bearing that at least partially bears the axial force during the operation of the reducer 1000.

[0045] Figure 2 It shows the use of Figure 1 A schematic simplified cross-sectional view of a portion of the reducer 1000 of the commercial vehicle 2000 shown; Figure 3 It shows Figure 2 The exploded cross-sectional view of the component shown is in Figure 3 For clarity, section lines are not shown. Figure 2 As schematically shown, the reducer 1000 includes a housing 900. The housing 900 is here constructed, for example, as an end cap of the reducer 900 and is made, for example, of cast aluminum. Such housings have relatively low yield strength, therefore, in the prior art, larger wall thicknesses are typically used to meet strength requirements. (Combined) Figure 3 The housing 900 has a receiving cavity 901. The reducer 1000 also includes a shaft (not specifically shown here), located within the housing 900 and configured to rotate about an axis 10 extending in an axial direction. To support this shaft, the reducer 1000 also includes a bearing assembly 800 located within the receiving cavity 901. Figure 2 As can be seen, the reducer 1000 also includes a bushing 700 located between the bearing assembly 800 and the housing 900. In a preferred embodiment, the bushing 700 is constructed as a metal part capable of elastic deformation, for example, formed from high-carbon chromium bearing steel by machining (e.g., turning) and necessary heat treatment. This is in conjunction with the description that follows. Figure 6The bushing 700 is configured to maintain an axial clearance with the housing 900 on the side opposite to the bearing assembly 800 during the operation state P2 of the reducer 1000. Figure 3 Combination Figure 2 In the preferred embodiment shown, the reducer 1000 further includes a gasket 600 made of metal (e.g., steel) located in the axial direction between the bearing assembly 800 and the bushing 700.

[0046] Figure 4 It shows Figure 2 A magnified view of part A shown; Figure 5 It shows Figure 4 The diagram shown is an enlarged view of part B in assembly state P1 of reducer 1000; Figure 6 It shows Figure 4 The diagram shown is an enlarged view of part B under the operating state P2 of reducer 1000; Figure 7 A perspective view of a bushing 700 for a reducer 1000 for a commercial vehicle 2000 according to an exemplary embodiment of the present invention is shown. Figure 8 It shows from Figure 7 The top view shown is directed towards point C, in which... Figure 8 The position of the shim 600 relative to the bushing 700 in the assembled state P1 of the reducer 1000 is also schematically shown by dashed lines. Figure 9 It shows along Figure 8 The sectional view shown is cut by the section line DD.

[0047] like Figure 7 As shown, the bushing 700 has a cylindrical section 701, which has a continuous peripheral wall defining an internal space 702. Figure 2 and Figure 4 As shown, both the bearing assembly 800 and the gasket 600 are located within the internal space 702. Preferably, in the assembled state P1 of the reducer 1000, the gasket 600 has a clearance fit with the cylindrical section 701 of the bushing 700 in the radial direction, as shown... Figure 8 The dashed lines are used to illustrate this. For example... Figure 7 Combination Figure 9 As shown, the bushing 700 has a first segment 710 extending radially outward from the cylindrical section 701 and a second segment 720 extending radially inward from the cylindrical section 701. Preferably, the first segment 710 and the second segment 720 are parallel to each other. More preferably, the first segment 710 and the second segment 720 are located at two opposite ends of the cylindrical section 701 in the axial direction, and as shown... Figure 8The solid lines schematically show two concentric, continuous circular rings. In the assembled state P1 of the reducer 1000, the shaft 10 passes through the center of these two rings. Optionally, the first segment 710 can be constructed as a non-circular flange, and the second segment 720 can also be constructed, for example, as a closed bottom surface. In an optional embodiment, the bushing 700 has a uniform wall thickness throughout to facilitate manufacturing. Preferably, the bushing 700 has a material reduction portion 721 in the central region of the second segment 720. More preferably, the material reduction portion 721 is constructed as a through opening, particularly as... Figure 8 The circular hole shown. In an embodiment not shown in the figures, the material reduction portion 721 may be configured as a non-circular through opening, or the second segment 720 may be configured as a closed bottom surface with a thinner wall thickness at the material reduction portion 721.

[0048] from Figure 3 As can be seen, the housing 900 has a peripheral wall 910 and a bottom wall 930 defining the receiving cavity 901. Preferably, the housing 900 also has a thickened portion 920 connected to the peripheral wall 910, which has a greater thickness than the bottom wall 930 or other portions. In the operating state P2 of the reducer 1000, the first section 710 is supported on the thickened portion 920. More preferably, the thickened portion 920 has a flat support surface 921, which is in contact with the first section 710 of the bushing 700 in the operating state P2 of the reducer 1000.

[0049] like Figure 5 As schematically shown, in the assembled state P1 of the reducer 1000, the second section 720 of the bushing 700 is preferably parallel to the bottom wall 930 of the housing 900 and has a mounting distance d1 thereto, which is, for example, 0.1 mm. Figure 6 Under the operating state P2 of the reducer 1000, the elastic deformation of the second section 720 in the axial direction is less than the installation spacing d1, that is, the second section 720 does not contact the bottom wall 930. Preferably, when the bearing assembly 800 is subjected to the maximum design axial force (e.g., 50,000 Newtons), the part of the second section 720 of the bushing 700 closest to the bottom wall 930 (in Figure 6 In the example, the end point of the second segment 720 has a preset distance d2 relative to the bottom wall 930, where the preset distance d2 is preferably greater than 0.03 mm.

[0050] Combination Figure 3 and Figure 4 In the assembly state P1 of the reducer 1000, the cylindrical section 701 of the bushing 700 is interference-fitted with the peripheral wall 910 on the radially outer side, and interference-fitted with the outer ring 801 of the bearing assembly 800 on the radially inner side.

[0051] like Figure 2 and Figure 4 as well as Figure 8 As shown, the gasket 600 has a first radial width W1 and a first thickness h1. (As indicated...) Figure 8 and Figure 9 As shown, the second segment 720 has a second radial width W2 and a second thickness h2, and the first segment 710 has a third radial width W3. Here, the first radial width W1 is smaller than the second radial width W2, so that the center of action of the axial force generated by the bearing assembly 800 and even the shim 600 in the operating state P2 of the reducer 1000 falls within the area of ​​the second radial width W2 of the second segment 720 via the shim 600. Preferably, the second radial width W2 of the second segment 720 is smaller than the third radial width W3 of the first segment 710, and the second thickness h2 of the second segment 720 is greater than the first thickness h1 of the shim 600.

[0052] In a preferred embodiment, the installation process of the aforementioned components of the reducer 1000 may involve: firstly, pressing the bushing 700 into the receiving cavity 901 of the housing 900, which serves as a bearing hole, until the first section 710 of the bushing 700 contacts the flat support surface 921 of the thickened portion 920. Here, the cylindrical section 701 of the bushing 700 is interference-fitted with the peripheral wall 910 of the housing 900, and this interference is preferably greater than the industry standard to ensure that the frictional force generated by the interference fit is sufficient to withstand part of the axial force generated in the operating state P2 of the reducer 1000. After the bushing 700 is pressed into the housing 900, the second section 720 of the bushing 700 is as follows... Figure 5 The schematic diagram shows an installation gap d1 relative to the bottom wall 930 of the housing 900. Then, a shim 600 is placed above the second section 720 of the bushing 700, where the shim 600 has a clearance fit with the cylindrical section 701 of the bushing 700 in the radial direction. Finally, a tapered roller bearing, for example, is press-fitted as a bearing assembly 800 into the internal space 702 of the bushing 700, where the outer ring 801 of the bearing assembly 800 has an interference fit with the cylindrical section 701 of the bushing 700. Therefore, even when the bearing assembly 800 supports the output shaft of the last reduction stage of the reducer 1000 and bears the maximum axial force in the operating state P2 of the reducer 1000, the bushing 700 can still bear the axial force through the surface contact between the first section 710 and the thickened portion 920 of the housing 900 and through the friction between the cylindrical section 701 and the peripheral wall 910 of the housing 900. In particular, when the second section 720 does not contact the bottom wall 930 of the housing 900, it allows the bottom wall 930 of the housing 900 to have a thinner wall thickness without tearing or breaking at this point, thereby achieving the goal of lightweight design.

[0053] Other advantages and alternative embodiments of this invention will be apparent to those skilled in the art. Therefore, this invention is not, in its broader sense, limited to the specific details, representative structures, and exemplary embodiments shown and described. Various modifications and substitutions can be made by those skilled in the art without departing from the basic spirit and scope of this invention.

Claims

1. A speed reducer for commercial vehicles, characterized in that, The reducer (1000) includes: A housing (900) having a receiving cavity (901); A shaft located within the housing (900) is configured to rotate about an axis (10) extending in the axial direction; A bearing assembly (800) configured to support the shaft is located within the receiving cavity (901); and A bushing (700) is located between the bearing assembly (800) and the housing (900), the bushing (700) being configured to maintain an axial clearance with the housing (900) on the side opposite to the bearing assembly (800) when the reducer (1000) is in operation.

2. The reducer for commercial vehicles according to claim 1, characterized in that, The bushing (700) has a cylindrical section (701), and the outer ring (801) of the bearing assembly (800) is interference-fitted with the cylindrical section (701) in the radial direction; and / or The bushing (700) is constructed as a metal component capable of elastic deformation; and / or The reducer (1000) includes a gasket (600) located in the axial direction between the bearing assembly (800) and the bushing (700).

3. The reducer for commercial vehicles according to claim 2, characterized in that, The housing (900) has a peripheral wall (910) defining the receiving cavity (901), and the cylindrical section (701) is interference-fitted with the peripheral wall (910) in the radial direction; and / or The bushing (700) is machined from high-carbon chromium bearing steel; and / or The gasket (600) is clearance-fitted with the cylindrical section (701) of the bushing (700) in the radial direction.

4. The reducer for commercial vehicles according to claim 3, characterized in that, The housing (900) has a thickened portion (920) connected to the peripheral wall (910), and the bushing (700) has a first section (710) extending radially outward from the cylindrical section (701), the first section (710) being configured to support the thickened portion (920) in the operating state of the reducer (1000); and / or The housing (900) has a bottom wall (930) defining the receiving cavity (901), and the bushing (700) has a second section (720) extending radially inward from the cylindrical section (701), the second section (720) having an installation gap relative to the bottom wall (930) in the assembled state of the reducer (1000), and the bushing (700) is configured such that the elastic deformation of the second section (720) in the axial direction is less than the installation gap in the operating state of the reducer (1000).

5. The reducer for commercial vehicles according to claim 4, characterized in that, The gasket (600) has a first radial width, and the second section (720) has a second radial width greater than the first radial width such that the center of action of the axial force generated by the bearing assembly (800) during the operation of the reducer (1000) is located within the region of the second radial width of the second section (720); and / or The bushing (700) is configured such that, when the bearing assembly (800) is subjected to the maximum design axial force, the portion of the second section (720) closest to the bottom wall (930) has a predetermined distance relative to the bottom wall (930); and / or The bushing (700) has a material reduction section (721) in the central region of the second section (720).

6. The reducer for commercial vehicles according to claim 5, characterized in that, The first segment (710) and the second segment (720) are respectively located at two opposite ends of the cylindrical segment (701) in the axial direction; and / or The first segment (710) and the second segment (720) are parallel to each other; and / or The material reduction section (721) is configured as a through opening.

7. The reducer for commercial vehicles according to claim 6, characterized in that, The first segment (710) has a third radial width, which is greater than the second radial width; and / or The gasket (600) has a first thickness, and the second segment (720) has a second thickness, the second thickness being greater than the first thickness.

8. The reducer for commercial vehicles according to claim 7, characterized in that, The first segment (710) is constructed as a continuous ring; and / or The second segment (720) is constructed as a continuous ring; and / or The thickened portion (920) has a flat support surface (921) to allow contact with the surface of the first segment (710).

9. The speed reducer for commercial vehicles according to any one of claims 1 to 8, characterized in that, The reducer (1000) has multiple reduction stages, and the bearing assembly (800) is configured to support the output shaft of the last reduction stage; and / or The bearing assembly (800) is constructed as a tapered roller bearing.

10. A commercial vehicle, characterized in that, The commercial vehicle (2000) includes an electric drive axle assembly (2100), the electric drive axle assembly (2100) including a reducer for a commercial vehicle according to any one of claims 1 to 9.

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