Wheel-side reduction gear system and vehicle

Abstract

A wheel-side reduction gear system is provided, which includes a housing (100), a reduction gear assembly (200), and a steering knuckle (300). The housing includes a front housing (110) and a rear housing (120), which are opposed to each other and form an accommodation space (101), the reduction gear assembly is provided in the accommodation space, and the steering knuckle is integrally molded on the front housing. The steering knuckle is integrally molded on the front housing, which not only simplifies the manufacturing process of the housing, but also makes the connection between the steering knuckle and the front housing more reliable, and at the same time, improves the integration degree of the wheel-side reduction gear system, thereby making the volume of the wheel-side reduction gear system smaller. A vehicle having the wheel-side reduction gear system is also disclosed.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This application claims priority to a Chinese patent application filed with the China Patent Office on November 29, 2021, bearing application number 202122964588.0 and entitled "Wheel-side reducer system and vehicle," the entire contents of which are incorporated herein by reference. The present disclosure relates to the technical field of speed reducers, and more particularly to a wheel-side speed reducer system and a vehicle. [Background technology]

[0002] In related art, the power of a vehicle is reduced and torque is increased through a reducer before being transmitted to the wheels, thereby enhancing the power output of the vehicle. In order to make the power transmission more reliable, the transmission gears in the reducer are arranged in a diamond shape to improve the transmission stability of the reducer. However, this not only makes the structural design of the reducer more complex and increases the manufacturing difficulty of the reducer, but also increases the size of the reducer, thereby affecting the design and assembly of structures around the reducer and reducing the integration degree of the vehicle. Summary of the Invention [Problem to be solved by the invention]

[0003] The present disclosure aims to solve at least one of the technical problems existing in the prior art, and therefore, one objective of the present disclosure is to propose a wheel-side reducer system that is highly integrated and relatively easy to manufacture.

[0004] Another object of the present disclosure is to propose a vehicle equipped with the wheel-side reduction gear system. [Means for solving the problem]

[0005] A wheel-side reduction gear system according to an embodiment of the first aspect of the present disclosure includes a housing including a front housing and a rear housing, the front housing and the rear housing being arranged opposite each other and together forming an accommodation space, a reduction assembly arranged within the accommodation space, and a steering knuckle integrally molded on the front housing.

[0006] In the wheel-side reduction gear system according to the embodiment of the present disclosure, the steering knockle is integrally molded into the front housing, which not only simplifies the housing production process and improves production efficiency, but also makes the connection between the steering knockle and the front housing more reliable, thereby improving the usability of the steering knockle. At the same time, integrating the steering knockle into the front housing increases the integration level of the wheel-side reduction gear system and reduces the volume of the wheel-side reduction gear system, thereby simplifying the design and assembly process of the vehicle. Compared to a split connection between the steering knockle and the front housing, integrating the steering knockle and the front housing further reduces the wheel distance and turning radius of the entire vehicle.

[0007] In some embodiments, the steering knuckle includes a steering body integrally molded onto a front surface of the front housing, and a plurality of mounting portions provided on an edge of the steering body.

[0008] In some embodiments, the front housing is provided with a first input hole that matches the reduction assembly, the steering body is provided with a second input hole, the second input hole and the first input hole are provided opposite each other, and the steering body is further provided with an avoidance space surrounding the second input hole.

[0009] In some embodiments, the reduction assembly includes an input shaft having an input gear provided thereon, a first intermediate shaft having a first intermediate gear provided thereon, the first intermediate gear meshing with the input gear, a second intermediate shaft having a second intermediate gear provided thereon, the second intermediate gear meshing with the input gear, and an output shaft having an output gear provided thereon, the output gear meshing with the first intermediate gear and the second intermediate gear, respectively, and when orthogonal projections of a center line of the input gear, a center line of the first intermediate gear, a center line of the output gear, and a center line of the second intermediate gear are connected in order, form a non-rhombic quadrangle.

[0010] In some embodiments, the first intermediate gear and the second intermediate gear are two gears with the same modulus but different numbers of teeth.

[0011] In some embodiments, the wheel side reduction gear system further includes a transmission shaft, and the reduction assembly includes an input shaft, and a fastener connects the transmission shaft and the input shaft so as to axially restrict the transmission shaft and the input shaft.

[0012] In some embodiments, a mounting hole is provided on the input shaft, the transmission shaft is provided in the mounting hole, a step portion is formed on the inner wall of the mounting hole, an inner spiral hole is formed on the transmission shaft, the fastener is a bolt, the bolt abuts against the transmission shaft and is connected into the inner spiral hole.

[0013] In some embodiments, the transmission shaft and the input shaft are further connected by splines, the transmission shaft has an external spline, the input shaft has a mounting hole, and the mounting hole has an internal spline, an end of the transmission shaft extends into the mounting hole, and the external spline and the internal spline match.

[0014] In some embodiments, the wheel side reduction gear system further includes a waterproof seal ring, the waterproof seal ring being disposed within the mounting hole and circumferentially attached to the input shaft, the waterproof seal ring being positioned outside the external spline.

[0015] In some embodiments, the wheel side reduction gear system further includes a wheel hub bearing, the wheel hub bearing being provided within the rear housing and circumferentially mounted on the output shaft, and the rear housing further being provided with a restricting part that axially restrictively fits with the wheel hub bearing.

[0016] In some embodiments, the wheel side reduction system further includes a flange plate, the flange plate fixedly connected to the output shaft, and the wheel hub bearing press-fit into the flange plate.

[0017] In some embodiments, the output gear is integrally molded onto the output shaft.

[0018] A vehicle according to an embodiment of the second aspect of the present disclosure includes the wheel-side reduction gear system described in the embodiment of the first aspect of the present disclosure. [Effects of the Invention]

[0019] In the vehicle according to the embodiment of the present disclosure, the wheel-side reduction gear system described above allows the steering knockle to be integrally molded into the front housing, simplifying the housing production process and improving production efficiency, as well as increasing the reliability of the connection between the steering knockle and the front housing, thereby improving the usability of the steering knockle. At the same time, integrating the steering knockle into the front housing improves the integration level of the wheel-side reduction gear system and reduces the volume of the wheel-side reduction gear system, resulting in simpler and more reliable vehicle design and assembly.

[0020] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure.

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following detailed description of the preferred embodiments taken in conjunction with the accompanying drawings. [Brief explanation of the drawings]

[0022] [Figure 1] 1 is a structural schematic diagram of a wheel-side reducer system according to an embodiment of the present disclosure. [Figure 2] FIG. 10 is another structural schematic diagram of a wheel-side reducer system according to an embodiment of the present disclosure. [Figure 3] 1 is a cross-sectional schematic diagram of a wheel-side reduction gear system according to an embodiment of the present disclosure. [Figure 4] 1 is a structural schematic diagram of a reduction assembly in a wheel-side reduction gear system according to an embodiment of the present disclosure. FIG. [Figure 5] 1 is a structural schematic diagram of a front housing of a housing of a wheel-side reduction gear system according to an embodiment of the present disclosure. FIG. [Figure 6] FIG. 1 is a schematic block diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0023] The embodiments described with reference to the drawings are illustrative only. The embodiments of the present disclosure will be described in detail below.

[0024] A wheel-side reduction gear system 1 according to an embodiment of the first aspect of the present disclosure will be described below with reference to Figures 1 to 5. The wheel-side reduction gear system 1 includes a housing 100, a reduction assembly 200, and a steering knuckle 300.

[0025] Specifically, the housing 100 includes a front housing 110 and a rear housing 120, which are opposed to each other and together form an accommodation space 101. The reduction assembly 200 is provided in the accommodation space 101. The steering knuckle 300 is integrally molded on the front housing 110.

[0026] It should be noted that in the actual design process of a vehicle, a wheel-side reduction gear system 1 can be provided, which can reduce the rotational speed and increase the torque when power is transmitted to the vehicle tires, thereby improving the driving effect of the vehicle.

[0027] As can be understood, during use of the wheel side reducer system 1, power is transmitted to the reduction assembly 200 to achieve deceleration and torque increase, while the reduction assembly 200 can transmit torque to drive the vehicle wheels to rotate.

[0028] Furthermore, the housing 100 formed from the front housing 110 and the rear housing 120 not only simplifies the molding of the front housing 110 and the rear housing 120 and improves production efficiency, but also makes the structures of the front housing 110 and the rear housing 120 more stable, increases the structural strength of the housing 100, and makes the accommodating space 101 formed by the housing 100 more reliable. In this way, the housing 100 can better protect the reduction assembly 200 installed in the accommodating space 101, and improve the usability of the wheel side reduction gear system 1.

[0029] Furthermore, integrating the steering knockle 300 into the front housing 110 increases the structural integration of the wheel side reduction gear system 1 and reduces the volume of the wheel side reduction gear system 1, thereby facilitating the placement of the wheel side reduction gear system 1. Integrating the steering knockle 300 into the front housing 110 also allows the assembled wheel side reduction gear system 1 to provide space for assembling other components inside the vehicle, simplifying the vehicle assembly process and improving assembly efficiency. Furthermore, integrating the steering knockle 300 into the front housing 110 makes the connection between the housing 110 and the steering knockle 300 more reliable, improving the reliability of use of the steering knockle 300 and thereby improving the usability of the steering knockle 300. As a result, the direction of travel of the vehicle can be stably controlled by operating the steering knockle 300. Furthermore, the one-piece molding method for connecting the front housing 110 and the steering knockle 300 eliminates the manufacturing process of the housing 100, simplifies the manufacturing process of the housing 100, and improves the connection strength between the steering knockle 300 and the front housing 110, increasing the structural strength of the entire wheel side reduction gear system 1 and thereby improving the safety and reliability of use of the wheel side reduction gear system 1. Compared with a split connection between the steering knockle and the front housing, integrating the steering knockle 300 and the front housing 110 further reduces the wheel distance and turning radius of the entire vehicle.

[0030] According to the wheel side reduction gear system 1 according to the embodiment of the present disclosure, the steering knockle 300 is integrally molded with the front housing 110, which not only simplifies the manufacturing process of the housing 100 and improves manufacturing efficiency, but also makes the connection between the steering knockle 300 and the front housing 110 more reliable, thereby improving the usability of the steering knockle 300. At the same time, integrating the steering knockle 300 with the front housing 110 also increases the integration level of the wheel side reduction gear system 1 and reduces the volume of the wheel side reduction gear system 1, thereby simplifying the design and assembly process of the vehicle.

[0031] In some embodiments, as shown in FIG. 1 , the steering knuckle 300 includes a steering body 310 and a plurality of mounting portions 320. The mounting portions 320 are provided on the edge of the steering body 310, which is integrally molded onto the front surface 1101 of the front housing 110. As can be seen, the mounting portions 320 are suitable for connection to the suspension of the entire vehicle, allowing the steering knockle 300 to not only support the vehicle but also control the direction of travel of the wheels, thereby adjusting the direction of travel of the vehicle. In this way, providing the mounting portions 320 on the edge of the steering body 310 increases the reliability of the connection between the steering knockle 300 and the vehicle and improves the reliability of use of the steering knockle 300. Furthermore, by integrally molding the steering main body 310 with the front housing 110, not only does it facilitate the production and manufacturing of the front housing 110, but it also improves production efficiency, improves the reliability of the connection between the steering knockle 300 and the front housing 110, and increases the connection strength between the steering knockle 300 and the front housing 110, thereby improving the usability of the wheel side reduction gear system 1.

[0032] 5 , the front housing 110 is provided with a first input hole (not shown) that matches the reduction assembly 200, the steering body 310 is provided with a second input hole 311, and the second input hole 311 and the first input hole are arranged opposite each other, and the steering body 310 is further provided with an avoidance space 312 that surrounds the second input hole 311. By arranging the first input hole and the second input hole 311 opposite each other in this way, when the wheel side reduction gear system 1 is used, the transmission shaft 400 may extend into the housing 100 through the first input hole and the second input hole 311, which allows the power on the transmission shaft 400 to act more stably on the wheel side reduction gear system 1 and improves the reliability of the power input of the wheel side reduction gear system 1, thereby improving the usage performance of the wheel side reduction gear system 1. At the same time, the avoidance space 312 provided on the steering main body 310 not only provides usable space for the wheel side reduction gear system 1, but also makes the wheel side reduction gear system 1 easy and convenient to use, and can reduce the production materials of the housing 100, thereby reducing the production cost of the wheel side reduction gear system 1.

[0033] 4 , the reduction gear assembly 200 includes an input shaft 210, a first intermediate shaft 220, a second intermediate shaft 230, and an output shaft 240. An input gear 211 is provided on the input shaft 210, a first intermediate gear 221 is provided on the first intermediate shaft 220, and the first intermediate gear 221 meshes with the input gear 211. A second intermediate gear 231 is provided on the second intermediate shaft 230, and the second intermediate gear 231 meshes with the input gear 211. An output gear 241 is provided on the output shaft 240, and the output gear 241 meshes with the first intermediate gear 221 and the second intermediate gear 231, respectively. When the orthogonal projections of the center lines of the input gear 211, the first intermediate gear 221, the output gear 241, and the second intermediate gear 231 are connected in order, they form a non-rhombic rectangle.

[0034] As can be seen, after the transmission shaft 400 transmits power to the reduction assembly 200, the power is transmitted through the meshing of the input gear 211 with the first intermediate gear 221 and the second intermediate gear 231, and then the power is transmitted to the output gear 241 through the meshing of the first intermediate gear 221 and the second intermediate gear 231, and finally the power is transmitted out through the output shaft 240 connected to the output gear 241, thereby realizing power reduction and torque increase.

[0035] Furthermore, using the first intermediate gear 221 and the second intermediate gear 231 as relay points for power transmission can improve the stability of the use of the reduction assembly 200 and extend the service life of the wheel side reduction gear system 1. Furthermore, when the orthogonal projections of the center lines of the input gear 211, the first intermediate gear 221, the output gear 241, and the second intermediate gear 231 are connected in sequence, a non-rhombic rectangle is formed, which can increase the available space within the wheel side reduction gear system 1 and thereby provide an assembly position for the brake caliper 800 provided on the wheel side reduction gear system 1, increase the integration degree of the wheel side reduction gear system 1, reduce the volume of the wheel side reduction gear system 1, and thereby facilitate assembly and arrangement of the wheel side reduction gear system 1.

[0036] In some specific embodiments, the first intermediate gear 221 and the second intermediate gear 231 are two gears with the same modulus but different numbers of teeth. This configuration allows the reduction assembly 200 to be tailored to the needs of the user when it is designed and manufactured, allowing the design of the wheel side reducer system 1 to more closely match the needs of the user. At the same time, it also simplifies the structural design of the wheel side reducer system 1, facilitating the assembly of the wheel side reducer system 1 and improving assembly efficiency.

[0037] In some embodiments, as shown in FIG. 3 , the wheel side reduction gear system 1 further includes a transmission shaft 400, and a connecting and fixing bolt or other fixing device 900 is provided between the transmission shaft 400 and the input shaft 210 to restrict the transmission shaft 400 and the input shaft 210 in the axial direction, thereby preventing the reduction gear assembly from breaking at the connection point between the transmission shaft 400 and the input shaft 210 and significantly reducing the risk of the wheel coming off.

[0038] An attachment hole 212 is provided on the input shaft 210, the transmission shaft 400 is disposed in the attachment hole 212, a step 2121 is formed on the inner wall of the attachment hole 212, an inner spiral hole 4001 is formed on the transmission shaft 400, and a bolt abuts against the transmission shaft 400 and is connected into the inner spiral hole 4001 to axially connect the input shaft 210 and the transmission shaft 400. In a specific embodiment, a washer is further provided between the step 2121 and the bolt.

[0039] The transmission shaft 400 and the input shaft 210 are further connected by splines, with an external spline on the transmission shaft 400 and an internal spline in the mounting hole 212, with the end of the transmission shaft 400 extending into the mounting hole 212 and the external spline and the internal spline matching.

[0040] As can be seen, during use of the wheel side reduction gear system 1, power is transmitted into the wheel side reduction gear system 1 via the transmission shaft 400, thereby reducing the speed and increasing the torque. Therefore, when the transmission shaft 400 and the input shaft 210 are connected using a spline connection method, the spline design has little effect on the transmission shaft 400 and the input shaft 210, which not only improves the structural strength of the transmission shaft 400 and the input shaft 210 and increases the reliability of the transmission connection between the transmission shaft 400 and the input shaft 210, but also allows power to be transmitted more stably into the wheel side reduction gear system 1 via the transmission shaft 400, allowing the wheel side reduction gear system 1 to more reliably reduce the speed and increase the torque of the power.

[0041] 3, the wheel side reduction gear system 1 further includes a waterproof seal ring 500. The waterproof seal ring 500 is disposed in the mounting hole 212 and is circumferentially attached onto the input shaft 210. The waterproof seal ring 500 is located on the outside of the external spline.

[0042] As a result, the provision of the waterproof seal ring 500 between the transmission shaft 400 and the input shaft 210 can improve the waterproof function of the wheel side reduction gear system 1. This installation prevents moisture from entering the wheel side reduction gear system 1 from the connection point between the transmission shaft 400 and the input shaft 210, not only extending the service life of the wheel side reduction gear system 1 but also increasing the reliability of use of the wheel side reduction gear system 1 inside the vehicle and improving the service performance of the wheel side reduction gear system 1.

[0043] 3 , the wheel side reduction gear system 1 further includes a wheel hub bearing 600, which is provided in the rear housing 120 and mounted on the output shaft 240. The rear housing 120 is further provided with a restricting element 610 that is axially restrictively fitted with the wheel hub bearing 600. With this arrangement, during use of the wheel side reduction gear system 1, power is output from the output shaft 240 and transmitted to the wheel hub via the wheel hub bearing 600, thereby adjusting the direction of travel of the wheel hub. At the same time, the provision of the restricting element 610 in the rear housing 120 can increase the stability of the connection between the wheel hub bearing 600 and the rear housing 120, thereby improving the operating performance of the wheel side reduction gear system 1.

[0044] In some embodiments, as shown in FIG. 4 , the wheel-side reduction gear system 1 further includes a flange plate 700. The flange plate 700 is fixedly connected to the output shaft 240, and the wheel hub bearing 600 is press-fitted into the flange plate 700. Mounting holes 710 used for mounting a wheel are formed around the circumference of the flange disc 700. Specifically, the mounting holes 710 are used for mounting a brake caliper 800. During installation, the wheel hub bearing 600 is first press-fitted into the rear housing 120, and then the flange plate 700 is press-fitted into the wheel hub bearing 600 to complete the installation. Here, the flange plate 700 and the output shaft 240 are connected by a spline. By connecting the flange plate 700 and the output shaft 240, power can more reliably act on the flange plate 700 and then on the wheel hub. This not only improves the stability of power transmission and allows for more reliable control of the wheel hub, but also allows more components to be integrated into the wheel side reduction gear system 1, increasing the degree of integration of the wheel side reduction gear system 1 and resulting in a simpler and more reliable vehicle structure. In some specific embodiments, the output gear 241 is integrally molded with the output shaft 240. With this installation, because the output gear 241 is integrally molded with the output shaft 240, when the output shaft 241 transmits power, the power can be transmitted to the output shaft 240 more reliably, thereby improving power transmission efficiency and enhancing the usability of the wheel side reduction gear system 1.

[0045] As shown in FIG. 6, a vehicle according to an embodiment of the second aspect of the present disclosure includes the wheel-side reduction gear system 1 according to any of the embodiments described in the first aspect of the present disclosure.

[0046] In the vehicle according to the embodiment of the present disclosure, by providing the wheel side reduction gear system 1 as described above, the steering knockle 300 is integrally molded into the front housing 110, which simplifies the production process of the housing 100, improves production efficiency, and increases the reliability of the connection between the steering knockle 300 and the front housing 110, thereby improving the usability of the steering knockle 300. At the same time, integrating the steering knockle 300 into the front housing 110 improves the integration degree of the wheel side reduction gear system 1 and reduces the volume of the wheel side reduction gear system 1, resulting in simpler and more reliable design and assembly of the vehicle.

[0047] Other aspects of the configuration and operation of vehicles according to embodiments of the present disclosure are known to those skilled in the art and will not be described in detail herein.

[0048] In the description herein, references to "one embodiment," "some embodiments," "exemplary embodiments," "example," "specific example," or "some examples" mean that the particular feature, structure, material, or characteristic described with reference to that embodiment or example is included in at least one embodiment or example of the present disclosure, and illustrative references of these terms herein do not necessarily refer to the same embodiment or example.

[0049] While embodiments of the present disclosure have been shown and described, it will be apparent to those skilled in the art that many changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present disclosure, and the scope of the present disclosure is limited only by the claims and their equivalents. [Explanation of symbols]

[0050] 1. Wheel side reduction gear system 100 Housing 101 Containment Space 110 Front housing 1101 Front 120 rear housing 200 Reducer Assembly 210 input shaft 211 Input gear 212 Mounting hole 2121 Step 220 First intermediate shaft 221 First intermediate gear 230 Second intermediate shaft 231 Second intermediate gear 240 output shaft 241 Output gear 300 Steering Knockle 310 Steering body 311 Second input port 312 Avoidance Space 320 Mounting part 400 Transmission shaft 4001 Inner spiral hole 500 Waterproof Seal Ring 600 Wheel hub bearing 610 Restricted Parts 700 flange plate 710 Mounting hole 800 brake caliper 900 Fixtures 1000 vehicles

Claims

1. A wheel side reduction gear system (1), A housing (100) including a front housing (110) and a rear housing (120), the front housing (110) and the rear housing (120) being arranged opposite each other and forming an accommodation space (101) together; a deceleration assembly (200) provided in the receiving space (101); a steering knuckle (300) integrally molded onto the front housing (110); The deceleration assembly (200) comprises: an input shaft (210) provided with an input gear (211); a first intermediate shaft (220) provided with a first intermediate gear (221), the first intermediate gear (221) meshing with the input gear (211); a second intermediate shaft (230) provided with a second intermediate gear (231), the second intermediate gear (231) meshing with the input gear (211); an output shaft (240) provided with an output gear (241), the output gear (241) meshing with both the first intermediate gear (221) and the second intermediate gear (231); A wheel-side reducer system (1) in which, when the orthogonal projections of the center line of the input gear (211), the center line of the first intermediate gear (221), the center line of the output gear (241), and the center line of the second intermediate gear (231) are connected in order, they form a non-rhombic quadrangle.

2. The steering knuckle (300) 2. The wheel-side reduction gear system (1) according to claim 1, comprising: a steering body (310) integrally molded on the front surface (1101) of the front housing (110); and a plurality of mounting portions (320) provided on the edge of the steering body (310).

3. The wheel side reduction gear system (1) of claim 2, wherein the front housing (110) is provided with a first input hole that matches the reduction assembly (200), the steering body (310) is provided with a second input hole (311) that is opposite the second input hole (311), and the steering body (310) is further provided with an avoidance space (312) that surrounds the second input hole (311).

4. The wheel-side reduction gear system (1) according to claim 1, wherein the first intermediate gear (221) and the second intermediate gear (231) are two gears having the same modulus but different numbers of teeth.

5. The wheel side reduction gear system (1) according to any one of claims 1 to 3, further comprising a transmission shaft (400), the reduction assembly (200) comprising an input shaft (210), and a fixing device (900) connecting the transmission shaft (400) and the input shaft (210) so as to restrict the transmission shaft (400) and the input shaft (210) in the axial direction.

6. A mounting hole (212) is provided on the input shaft (210), and the transmission shaft (400) is provided in the mounting hole (212); 6. A wheel-side reducer system (1) as described in claim 5, wherein a step portion (2121) is formed on the inner wall of the mounting hole (212), an inner spiral hole (4001) is formed on the transmission shaft (400), the fastener (900) is a bolt, and the bolt abuts against the transmission shaft (400) and is connected within the inner spiral hole (4001).

7. The transmission shaft (400) and the input shaft (210) are further connected by a spline, 7. The wheel-side reducer system (1) according to claim 6, wherein an external spline is provided on the transmission shaft (400), a mounting hole (212) is provided on the input shaft (210), and an internal spline is provided within the mounting hole (212), an end of the transmission shaft (400) extends within the mounting hole (212), and the external spline and the internal spline match.

8. Further comprising a waterproof sealing ring (500); 8. The wheel-side reduction gear system (1) according to claim 7, wherein the waterproof seal ring (500) is provided in the mounting hole (212) and is circumferentially attached on the input shaft (210), and the waterproof seal ring (500) is positioned outside the external spline.

9. Further comprising a wheel hub bearing (600); 2. The wheel-side reduction gear system (1) according to claim 1, wherein the wheel hub bearing (600) is provided in the rear housing (120) and is circumferentially mounted on the output shaft (240), and the rear housing (120) is further provided with a limiting component (610) that is axially limit-fitted with the wheel hub bearing (600).

10. The wheel-side reduction gear system (1) further includes a flange plate (700), 10. The wheel-side reducer system (1) according to claim 9, wherein the flange plate (700) is fixedly connected to the output shaft (240), and the wheel hub bearing (600) is press-fit into the flange plate (700).

11. The wheel-side reduction gear system (1) according to claim 1, wherein the output gear (241) is integrally molded on the output shaft (240).

12. A vehicle (1000) including a wheel-side reduction gear system (1) according to any one of claims 1 to 11.

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