CN212203022U

CN212203022U - Main reducer assembly

Info

Publication number: CN212203022U
Application number: CN202020383677.9U
Authority: CN
Inventors: 杨森; 凡春阳
Original assignee: Beijing Camc Yanjing Auto Co ltd
Current assignee: Beijing Camc Yanjing Auto Co ltd
Priority date: 2020-03-24
Filing date: 2020-03-24
Publication date: 2020-12-22
Anticipated expiration: 2030-03-24

Abstract

The utility model provides a main reducer assembly, this main reducer assembly include the axle housing subassembly and fix main cone assembly, differential mechanism assembly, left semi-axis assembly and right semi-axis assembly on the axle housing subassembly, and the driving gear input that the power moment of torsion was equipped with by the main cone assembly is through the driven gear output with the driving gear engaged with to pass through the transmission shaft that the wheel reduction gear was given to left semi-axis assembly and right semi-axis assembly. The utility model discloses a differential mechanism assembly with self-adaptation distribution torque to the function of pure mechanical system realization according to vehicle situation of traveling automatic allocation drive power makes the vehicle have good drivability and trafficability characteristic.

Description

Main reducer assembly

Technical Field

The utility model belongs to the technical field of vehicle equipment, a automobile drive axle technique is related to, concretely relates to main reducer assembly that can self-adaptation distribution moment of torsion.

Background

The final drive assembly functions to match rotational speed and transmit torque between the engine's transmission and the operating mechanism (drive wheels), primarily for the purpose of reducing rotational speed and increasing torque. The differential, which is a key component of the final drive assembly, is a mechanism that enables the left and right drive wheels or the front and rear drive shafts to rotate at different rotational speeds. At present, the symmetrical bevel gear differential mechanism widely applied to automobiles has the input torques of left and right driving wheels basically equal. However, the symmetrical bevel gear differential has one disadvantage: when the left side and the right side have a driving wheel with small adhesive force with the ground, the torque is almost completely transmitted to the wheel with small adhesive force, the wheel with large adhesive force has small input torque, and the vehicle cannot run. For military heavy off-road vehicles, mechanical lock type limited slip differentials are mostly adopted at present for limiting wheel skidding. The mechanical lock type limited slip differential uses a differential lock to forcibly lock the left and right driving wheels, so that the driving wheels of the left and right vehicles cannot be subjected to differential speed, the torque of the left and right driving wheels is evenly distributed, when one side slips, 50% of torque is distributed to the other side, and the driving wheels are continuously driven to move forward. However, the torque distribution of the mechanical lock-type limited slip mechanism is only 1:1, and the driving force is still insufficient for military off-road vehicles. And the mechanical lock type sliding limiting mechanism is forced to be locked, so that the impact is large in the movement process.

SUMMERY OF THE UTILITY MODEL

In order to solve the problem, the utility model provides a main reducer assembly that can self-adaptation distribution moment of torsion.

The utility model discloses a solve the technical scheme that above-mentioned technical problem adopted and be:

the utility model provides a main reducer assembly arranges between the transmission shaft of derailleur and wheel reduction gear's transmission shaft, includes axle housing subassembly and fixes main cone assembly, differential mechanism assembly, left semi-axis assembly and the right semi-axis assembly on the axle housing subassembly, and power moment of torsion is exported through the driven gear who meshes with the driving gear by the driving gear input that main cone assembly was equipped with to pass to wheel reduction gear's transmission shaft through left semi-axis assembly and right semi-axis assembly, wherein:

the differential assembly (2) is positioned inside the axle housing component (5) and comprises a planet carrier (22), a driven gear (21) fixed on the end surface of the planet carrier (22), a right half shaft gear (23), a right planetary gear (24), a left half shaft gear (26) and a left planetary gear (25), wherein the right half shaft gear (23), the right planetary gear (24), the left half shaft gear (26) and the right half shaft gear (23) are arranged in the planet carrier (22) respectively, a plurality of left planetary gears (25) meshed with the left half shaft gear (26) are arranged around the left half shaft gear (26), the left planetary gears (25) are arranged at intervals, a plurality of right planetary gears (24) meshed with the right half shaft gear (23) are arranged around the right half shaft gear (23), and the right planetary gears (24) are arranged at intervals, and a left planetary gear (25) is engaged with a right planetary gear (24) at a corresponding position.

In the main reducer assembly, in the differential assembly (2), one end face of the planet carrier (22) is fixed with the driven gear (21), the other end face is fixed with a differential bearing seat (28), and the right planetary gear (24) and the left planetary gear (25) are limited in a groove hole of the planet carrier (22) by the end face of the driven gear (21) and the end face of the differential bearing seat (28).

In the main reducer assembly, the differential assembly (2) is provided with two differential bearings (27), the differential bearings (27) are inner rotor bearings, the inner ring of each differential bearing is sleeved on the driven gear (21) and the differential bearing seat (28), the outer ring of each differential bearing is in threaded connection with an adjusting nut (210), and the adjusting nuts (210) are fixed on the inner side of a shell (51) of the axle housing assembly (5) through bearing covers (29) and bolts arranged on two sides of each adjusting nut.

In the main speed reducer assembly, the left half shaft assembly (3) and the right half shaft assembly (4) have the same structure and are symmetrically arranged on two sides of the differential assembly (2); the inner end of a left half shaft (31) of the left half shaft assembly (3) is fixedly connected with a left half shaft gear (26) of the differential assembly (2), and the outer end of the left half shaft assembly is connected with a transmission shaft of a wheel-side speed reducer; the inner end of a right half shaft (41) of the right half shaft assembly (4) is fixedly connected with a right half shaft gear (23) of the differential assembly (2).

In the main reducer assembly, the left half shaft (31) is fixed in an inner hole of a left fixing flange (32) through a left half shaft bearing (34), the left fixing flange (32) is installed at a mounting hole in the side face of the axle housing assembly (5), the left half shaft bearing (34) is an inner rotor bearing, an inner ring of the inner rotor bearing is fixed on the left half shaft (31), an outer ring of the inner rotor bearing is fixed on a bearing seat, and the bearing seat is fixed in the inner hole of the left fixing flange (32).

In the main reducer assembly, the left half shaft assembly (3) is further provided with a left output flange (33) used for being connected with a left hub reduction gear, and the left output flange (33) is fixedly installed at the outer end of the left half shaft (31) through splines and nuts.

In the main reducer assembly, the main cone assembly (1) comprises a driving gear (11), a main cone bearing (12), a main cone bearing seat (13) and an input flange (14), the main cone bearing (12) is an inner rotor bearing, an outer ring of the main cone bearing is fixed in the main cone bearing seat (13), an inner ring of the main cone bearing is fixed on a gear shaft of the driving gear (11), and the main cone assembly (1) is fixed on the axle housing assembly (5) through the main cone bearing seat (13); the input flange (14) is fixedly arranged on a gear shaft of the driving gear (11) and is used for connecting a transmission shaft of a transmission.

In the main reducer assembly, the main cone bearings (12) are provided with a pair, and a spacer bush and a bearing adjusting gasket are arranged between the two main cone bearings and used for limiting the two main cone bearings.

In the main reducer assembly, an annular adjusting gasket (7) is arranged between the main cone bearing seat (13) and the shell (51) of the axle housing assembly (5) and used for adjusting a contact mark between the driving gear (12) and the driven gear (21).

In the main reducer assembly, the axle housing assembly (5) comprises a shell (51) with an opening at one end and a rear cover (52) for plugging the opening of the shell, the shell (51) is an integral axle housing, and reinforcing ribs are arranged on the outer surface of the shell; the upper end of the shell (51) is provided with a plurality of lifting rings (53) for lifting the main reducer assembly (01) on the frame.

By adopting the design, the utility model has the characteristics of it is following: the utility model discloses main reducer assembly adopts the differential mechanism assembly that has self-adaptation distribution torque, realizes the function according to the vehicle situation of going with pure mechanical mode, and the automatic distribution drive power makes the vehicle have good drivability and trafficability characteristic, and the reliability is high; adjusting gaskets with different thicknesses are arranged between a main cone bearing seat of a main cone assembly and a shell of an axle housing assembly to adjust contact marks between a driving gear and a driven gear, and adjusting nuts arranged at two end parts of a differential assembly are adjusted to adjust a meshing gap between the driving gear and the driven gear; the integrated axle housing is adopted, the reinforcing ribs are arranged on the outer surface of the housing, the strength and rigidity performance is good, and the installation, adjustment and maintenance of all parts of the main reducer assembly are facilitated.

Drawings

FIG. 1 is a schematic perspective view of a main reducer assembly of the present invention;

FIG. 2 is an exploded view of the main reducer assembly of the present invention;

FIG. 3 is a schematic sectional view of the main reducer assembly of the present invention;

FIG. 4 is an exploded view of the primary cone assembly;

FIG. 5 is an exploded view of the differential assembly;

FIG. 6 is an exploded view of the left axle shaft assembly;

FIG. 7 is an exploded view of the right axle assembly;

FIG. 8 is a schematic view of a gear mesh configuration of the differential assembly.

FIG. 9 is an exploded schematic view of the axle housing assembly

The reference numerals are represented as:

01-main reducer assembly;

1-main cone assembly, 11-driving gear, 12-main cone bearing, 13-main cone bearing seat, 14-input flange;

2-differential assembly, 21-driven gear, 22-planet carrier, 23-right half shaft gear, 24-right planet gear, 25-left planet gear, 26-left half shaft gear, 27-differential bearing, 28-differential bearing seat, 29-bearing cover and 210-adjusting nut;

3-left half shaft assembly, 31-left half shaft, 32-left fixed flange, 33-left output flange and 34-left half shaft bearing;

4-right half shaft assembly, 41-right half shaft, 42-right fixed flange, 43-right output flange and 44-right half shaft bearing;

5-axle housing assembly, 51-housing, 52-rear cover, 53-suspension ring, 54-vent plug, 55-drain plug, 56-refuel plug;

6-auxiliary supporting seat; 7-ring adjusting shim.

Detailed Description

The main reducer assembly of the present invention will be described in detail below with reference to the accompanying drawings and embodiments.

Fig. 1, fig. 2 and fig. 3 are schematic diagrams of the overall structure of the main reducer assembly of the present invention. As shown in fig. 1, 2 and 3, the main reducer assembly 01 is disposed between a transmission shaft of a transmission and a transmission shaft of a wheel reduction gear, and plays a role in matching a rotating speed and transmitting a torque, and includes an axle housing assembly 5, and a main cone assembly 1, a differential assembly 2, a left half shaft assembly 3 and a right half shaft assembly 4 fixed on the axle housing assembly 5, the differential assembly 2 is located inside the axle housing assembly 5, the main cone assembly 1, the left half shaft assembly 3 and the right half shaft assembly 4 are respectively installed at an installation hole provided in the axle housing assembly 1, and a power torque is input from a driving gear 12 provided in the main cone assembly 1, is output through a driven gear 21 engaged with the driving gear 12, and is transmitted to the transmission shaft of the wheel reduction gear through the left half shaft assembly 3 and the right half shaft assembly 4.

Fig. 9 is an exploded structural view of the axle housing assembly 5. As shown in fig. 9, in this embodiment, the axle housing assembly 5 includes a housing 51 with an opening at one end and a rear cover 52 for closing the opening of the housing, two opposite sides of the housing 51 and one end face opposite to the opening end are respectively provided with a mounting hole, the differential assembly 2 is placed and fixed in the housing 51, and the rear cover 52 covers the opening of the housing 51 to enclose the differential assembly 2 in the axle housing assembly 5. The rear cover 52 is fixed to the opening of the housing 51 by bolts, and a gasket is provided between the rear cover 52 and the housing 51.

The axle housing assembly 5 is used as a component part of the main reducer assembly, is used for installing and protecting the main cone assembly 1, the differential assembly 2 and the two half shaft assemblies, and plays a role in sealing and lubricating. The housing 51 in this embodiment is an integral axle housing, and the outer surface thereof is provided with reinforcing ribs, so that the strength and rigidity are good, and the installation, adjustment and maintenance of each component of the main reducer assembly 01 are facilitated. Specifically, a plurality of lifting rings 53 are mounted at the upper end of a shell 51 of the axle housing assembly 5, the main reducer assembly 01 is lifted on the frame through the lifting rings 53, and a vent plug 54 is further mounted at the upper end of the shell 51 to balance the pressure difference between the inside and the outside of the main reducer assembly 01; an oil drain plug 55 is mounted at the lower end of the axle housing 51 and used for draining gear oil in the shell during maintenance. The middle part of the rear cover 52 is provided with a refueling screw plug 56 for filling gear oil.

Fig. 4 is an exploded structural view of the primary cone assembly 1. Referring to fig. 4, the main cone assembly 1 is connected to a transmission shaft of a transmission for inputting a power torque, and includes a driving gear 11, a main cone bearing 12, a main cone bearing seat 13 and an input flange 14, the main cone bearing 12 is an inner rotor bearing, an outer ring of the inner rotor bearing is fixed in the main cone bearing seat 13, an inner ring of the inner rotor bearing is fixed on a gear shaft of the driving gear 11, the main cone assembly 1 is fixed on the axle housing assembly 5 through the main cone bearing seat 13, and specifically, a flange provided on the main cone bearing seat 13 is fixed at a mounting hole on an end face of an opening end of a housing 51 of the axle. Preferably, the main cone bearings 12 are provided with a pair, the outer rings of the main cone bearings are arranged in the main cone bearing seat 13, the inner rings of the main cone bearings are arranged on the gear shaft of the driving gear 11, and the two bearings are limited by a spacer bush and a bearing adjusting gasket. The input flange 14 is fixedly mounted on the gear shaft of the drive gear 11, and an end surface of the input flange 14 is in contact with an inner ring end surface of the main cone bearing 12, and the input flange 14 and the gear shaft of the drive gear 11 are spline-connected and fastened by a nut. An oil seal is arranged between the input flange 14 and the main cone bearing seat 13 and is used for sealing and preventing dust. The input flange 14 is connected to a drive shaft of the transmission, and power is input from the input flange 14 and drives the drive gear 12 to rotate together.

Specifically, an auxiliary supporting seat 6 is fixed on the main cone bearing seat 13, and the auxiliary supporting seat 6 is fixed on a frame cross beam through a bolt and is used for supporting the main cone assembly 1.

Preferably, an annular adjusting shim 7 is disposed between the main cone bearing seat 13 and the housing 51 of the axle housing assembly 5 for adjusting the contact patch between the driving gear 12 and the driven gear 21, and specifically, the contact patch between the driving gear 12 and the driven gear 21 is adjusted by replacing the annular adjusting shim 7 with different thicknesses.

Fig. 5 is an exploded structural view of the differential assembly 2. The differential assembly 2 is used for respectively transmitting power transmitted by the main cone assembly 1 to the left half shaft assembly 3 and the right half shaft assembly 4, so that when the left wheel and the right wheel are different in driving conditions or are steered, the left wheel and the right wheel can be automatically adjusted to rotate at different rotating speeds, and the wheels are kept in a rolling driving state. As shown in fig. 5, the differential assembly 2 includes a driven gear 21, a carrier 22, and a right half gear 23, a right planetary gear 24, a left half gear 26, and a left planetary gear 25 which are installed in the carrier 22, in this embodiment, the carrier 22 is a cylindrical structure, the left and right sides (see the left and right sides in fig. 5) of which are installed with the left half gear 26 and the right half gear 23, respectively, the left half gear 26 is installed with the left planetary gear 25 engaged with the left half gear 26 at intervals around the left side (four left planetary gears 25 are installed in fig. 8, the left planetary gear 25 is installed in the slot hole which is installed at intervals around the carrier 22), similarly, the right planetary gear 24 engaged with the right half gear 23 is installed at intervals around the right half gear 23 (similarly, the right planetary gear 24 is installed in the slot hole which is installed at intervals around the carrier 22), and one left planetary gear 25 is engaged with one right planetary gear 24 at a corresponding position (engaged two by two) (ii) a The driven gear 21 is fixed on the left end face of the planet carrier 22 through bolts, the other side of the driven gear 21 is sleeved with a differential bearing 27, the differential bearing 27 is an inner rotor bearing, the inner ring of the differential bearing 27 is installed on the driven gear 21, the outer ring of the differential bearing is in threaded connection with an adjusting nut 210 (see fig. 5), and the adjusting nut 210 is fixed on the inner side of the shell 51 of the axle housing assembly 5 through a bearing cover 29 and bolts arranged on the two sides; a differential bearing seat 28 is fixed on the right end face of the planet carrier 22, a differential bearing 27 is also sleeved on the differential bearing seat 28, similarly, the differential bearing 27 is an inner rotor bearing, the inner ring of the inner rotor bearing is installed on the differential bearing seat 28, the outer ring of the inner rotor bearing is in threaded connection with an adjusting nut 210 (see fig. 5), and the adjusting nut 210 is fixed on the inner side of the shell 51 of the axle housing assembly 5 through a bearing cover 29 and bolts arranged on two sides. Referring to fig. 2 and 5, a semicircular bearing cap 29 is mounted on the outer periphery of the adjustment nut 210 and is bolted to the inside of the housing 51, thereby securing the entire differential assembly 2 within the housing 51 of the axle housing assembly 5.

In the differential assembly 2 of this embodiment, the crossed axes angle between the driven gear 21 and the main cone assembly 1 is 90 °, the direction of the power torque can be changed, the power torque is transmitted to the driven gear 21 through the driving gear 11 of the main cone assembly 1, the driven gear 21 drives the planet carrier 22 to rotate together, the left planetary gear 25 and the right planetary gear 24 are limited in the slot holes of the planet carrier 22 by the end surface of the driven gear 21 and the end surface of the differential bearing seat 28, and can rotate (revolve) together with the planet carrier 22 and also can rotate (rotate) relative to the planet carrier 22. By loosening the bearing cap 29 and adjusting the adjusting nut 210, the position of the differential assembly 2 in the axial direction can be adjusted, and the meshing gap between the driving gear 12 and the driven gear 21 can be adjusted.

In this embodiment, the driving gear 12 and the driven gear 21 are a pair of spiral bevel gears engaged with each other, the driving gear 12 rotates counterclockwise, the driven gear 21 is attached to the left side of the driving gear, and the engagement point rotates downward and is consistent with the advancing direction of the wheels. Because the diameter of the reference circle of the driving gear 12 is small, the diameter of the reference circle of the driven gear 21 is large, the power torque is transmitted to the driven gear 21 from the driving gear 12, and meanwhile, the size and the direction of the torque are changed, and the effects of reducing the speed and increasing the torque are achieved.

The left half shaft assembly 3 and the right half shaft assembly 4 are symmetrically arranged at two sides of the differential assembly 2. Referring to fig. 1, 6 and 7, the left half shaft 31 of the left half shaft assembly 3 is a solid shaft for transmitting power between the differential and the wheel reduction gear, and the inner end of the left half shaft 31 is connected with the left half shaft gear 26 of the differential assembly 2 through splines and the outer end is connected with the transmission shaft of the wheel reduction gear; the left half shaft 31 is fixed in the inner hole of the left fixed flange 32 through a left half shaft bearing 34, the left half shaft bearing 34 is an inner rotor bearing, the inner ring of the left half shaft bearing is fixed on the left half shaft 31, the outer ring of the left half shaft bearing is fixed on a bearing seat, and the bearing seat is fixed in the inner hole of the left fixed flange 32; the left output flange 33 of the left half-shaft assembly 3 is fixed at the outer end of the left half-shaft 31 through splines and nuts, and is used for connecting a transmission shaft of a left wheel reduction gear and transmitting power torque to a left wheel.

Referring to fig. 2, 3 and 6, the right half shaft 41 of the right half shaft assembly 4 is also a solid shaft for transmitting power between the differential and the wheel reduction gear, and the inner end of the right half shaft 41 is connected with the right half shaft gear 23 of the differential assembly 2 through a spline, and the outer end of the right half shaft is connected with the transmission shaft of the wheel reduction gear; the right half shaft 41 is fixed in the inner hole of the right fixed flange 42 through a right half shaft bearing 44, the right half shaft bearing 44 is an inner rotor bearing, the inner ring of the right half shaft bearing is fixed on the right half shaft 41, the outer ring of the right half shaft bearing is fixed on a bearing seat, and the bearing seat is fixed in the inner hole of the right fixed flange 42; the right output flange 43 of the right half-shaft assembly 3 is fixed at the outer end of the right half-shaft 41 through splines and nuts, and is used for connecting a transmission shaft of a right wheel-side reducer and transmitting power torque to a right wheel.

The driven gear 21 of the differential assembly 2 is fixedly connected with the planet carrier 22, the right half shaft gear 23, the left half shaft gear 26 and the planet carrier 22 are respectively connected through a differential bearing 27 (the right half shaft gear 23, the left half shaft gear 26 and the planet carrier 22 can rotate relatively), the right half shaft 41 is fixedly connected with the right half shaft gear 23, the left half shaft 31 is fixedly connected with the left half shaft gear 26, the left planetary gear 25 and the right planetary gear 24 are respectively installed in slotted holes at two sides of the planet carrier 22 and are respectively meshed with the left half shaft gear 26 and the right half shaft gear 23, meanwhile, the left planetary gear 25 and the right planetary gear 24 are in one-to-one correspondence and are meshed with each other in pairs, when the rotating speeds of the wheels at two sides are different, the rotating speed of the half shaft gear corresponding to one side is low, so that the corresponding planetary gear rotates (rotates) relatively with the planet carrier 22, at the moment, friction is generated at the end faces of the differential bearing blocks 28, and the differential assembly 2 adaptively distributes a large torque to act on the side gears in order to overcome the friction force. The magnitude of the friction torque is related to the rotation speed, and the higher the rotation speed, the larger the friction torque. The torque distribution of the wheels on the two sides can be automatically adjusted along with the difference of the rotating speed, so that the automobile has good trafficability. The differential assembly 2 adopts a pure mechanical mechanism to realize the function of self-adaptive torque distribution, and has high reliability.

The main reducer assembly 01 of the utility model is assembled by installing the above components in the above connection relation, adopts the differential assembly 2 with self-adaptive distribution torque, and realizes the function of automatically distributing driving force according to the running condition of the vehicle in a pure mechanical way, so that the vehicle has good driving performance and trafficability characteristic, and high reliability; the meshing clearance and the meshing print between the driving gear 12 and the driven gear 21 can be adjusted by arranging adjusting gaskets with different thicknesses between the main cone bearing seat 14 of the main cone assembly 1 and the shell 51 of the axle housing assembly 5 and adjusting nuts 210 arranged at two end parts of the differential assembly 2; by adopting the integral axle housing assembly 5, the outer surface of the housing 51 is provided with the reinforcing ribs, so that the strength and rigidity performance are good, and the installation, adjustment and maintenance of all parts of the main reducer assembly 01 are facilitated.

When in use, the planet carrier 22 and the driven gear 21 are connected into a whole and driven by the driven gear 21 to rotate together, and is a driving part of the differential assembly 2. When the vehicle runs straight, the rotating speeds of the wheels on the two sides are equal, the running resistances borne by the wheels on the two sides are equal, the forces which are reacted on the meshing point of the left planetary gear 25 or the right planetary gear 24 through the left half axle gear 23 or the right half axle gear 26 are also equal, at this time, the left planetary gear 25 and the right planetary gear 24 are equivalent to a lever with equal arms to keep balance, namely the planetary gears do not rotate and only can revolve along with the half axle gear and the planet carrier 22, so that the two half axle gears have no rotating speed difference, and the differential mechanism assembly 2 does not play a differential role; when the wheels at two sides have the tendency of sliding and slipping, the running resistance borne by the wheels at two sides is not equal any more, and the force reacting on the meshing point of the planet gear through the half axle gear is not equal, thus the balance of the planet gear is damaged, namely the planet gear revolves along with the planet carrier 22 and also rotates around the planet carrier 22, for example, when an automobile runs in a turn or in other conditions, when the wheels at two sides have the tendency of sliding and slipping, the planet gear at one side with low speed rotates, and the wheels at two sides roll on the ground at different rotating speeds by virtue of the rotation of the planet gear; the differential, whether differential or not, always has the sum of the rotational speeds of the two side gears equal twice the rotational speed of the carrier 22, regardless of the rotational speed of the planet gears. When the differential assembly 2 plays a differential role, the distribution of the driving force can be automatically adjusted according to the turning requirement, so that the automobile has good driving performance and trafficability when turning.

It will be understood by those skilled in the art that these examples are given solely for the purpose of illustration and are not intended to limit the scope of the invention, and that various equivalent modifications and adaptations of the invention are intended to fall within the scope of the invention disclosed herein.

Claims

1. The utility model provides a main reducer assembly arranges between the transmission shaft of derailleur and wheel reduction gear's transmission shaft, includes axle housing subassembly and fixes main cone assembly, differential mechanism assembly, left semi-axis assembly and the right semi-axis assembly on the axle housing subassembly, and power moment of torsion is exported through the driven gear who meshes with the driving gear by the driving gear input that main cone assembly was equipped with to pass to wheel reduction gear's transmission shaft, its characterized in that through left semi-axis assembly and right semi-axis assembly:

2. A final drive assembly according to claim 1, characterized in that in the differential assembly (2), the planet carrier (22) is fixed with the driven gear (21) at one end surface, and fixed with a differential bearing seat (28) at the other end surface, and the right planetary gear (24) and the left planetary gear (25) are limited in the slot hole of the planet carrier (22) by the end surface of the driven gear (21) and the end surface of the differential bearing seat (28).

3. A final drive assembly according to claim 2, characterized in that the differential assembly (2) is provided with two differential bearings (27), the differential bearings (27) are inner rotor bearings, the inner rings of which are respectively sleeved on the driven gear (21) and the differential bearing seat (28), the outer rings of which are respectively in threaded connection with an adjusting nut (210), and the adjusting nut (210) is fixed inside the shell (51) of the axle housing assembly (5) through a bearing cover (29) and bolts arranged on both sides.

4. A final drive assembly according to any one of claims 1 to 3, characterized in that the left half-shaft assembly (3) and the right half-shaft assembly (4) are identical in structure and are symmetrically arranged on both sides of the differential assembly (2); the inner end of a left half shaft (31) of the left half shaft assembly (3) is fixedly connected with a left half shaft gear (26) of the differential assembly (2), and the outer end of the left half shaft assembly is connected with a transmission shaft of a wheel-side speed reducer; the inner end of a right half shaft (41) of the right half shaft assembly (4) is fixedly connected with a right half shaft gear (23) of the differential assembly (2).

5. A final drive assembly according to claim 4, characterised in that the left axle shaft (31) is secured to an inner bore of a left fixing flange (32) by means of a left axle shaft bearing (34), the left fixing flange (32) being mounted at a mounting hole in the side of the axle housing assembly (5), the left axle shaft bearing (34) being an inner rotor bearing, the inner ring of which is secured to the left axle shaft (31), the outer ring of which is secured to a bearing block which is secured to the inner bore of the left fixing flange (32).

6. A final drive assembly according to claim 4, characterized in that, the left half shaft assembly (3) is further provided with a left output flange (33) for connecting a left wheel reduction gear, and the left output flange (33) is fixedly arranged at the outer end of the left half shaft (31) through splines and nuts.

7. A final drive assembly according to any one of claims 1 to 3, characterized in that the main cone assembly (1) comprises a drive gear (11), a main cone bearing (12), a main cone bearing seat (13) and an input flange (14), the main cone bearing (12) is an inner rotor bearing, an outer ring of which is fixed in the main cone bearing seat (13), an inner ring of which is fixed on a gear shaft of the drive gear (11), and the main cone assembly (1) is fixed on the axle housing assembly (5) through the main cone bearing seat (13); the input flange (14) is fixedly arranged on a gear shaft of the driving gear (11) and is used for connecting a transmission shaft of a transmission.

8. A final drive assembly according to claim 7, characterized in that the main cone bearings (12) are provided with a pair, and a spacer and a bearing adjusting shim are provided between the two main cone bearings for limiting the two main cone bearings.

9. A final drive assembly according to claim 7, characterized in that an annular adjusting shim (7) is provided between the main cone bearing housing (13) and the housing (51) of the axle housing assembly (5) for adjusting the contact patch between the driving gear (11) and the driven gear (21).

10. A final drive assembly according to any one of claims 1 to 3, characterised in that the axle housing assembly (5) comprises a housing (51) open at one end and a rear cover (52) for closing off the opening of the housing, the housing (51) being a one-piece axle housing provided with reinforcing ribs on its outer surface; the upper end of the shell (51) is provided with a plurality of lifting rings (53) for lifting the main reducer assembly (01) on the frame.