WO2019062860A1

WO2019062860A1 - Steering drive axle assembly and vehicle

Info

Publication number: WO2019062860A1
Application number: PCT/CN2018/108349
Authority: WO
Inventors: 王晶晶; 韦佳; 刘辉跃
Original assignee: 比亚迪股份有限公司
Priority date: 2017-09-29
Filing date: 2018-09-28
Publication date: 2019-04-04
Also published as: CN207327993U

Abstract

Provided is a steering drive axle assembly, comprising an axle housing (11), an electrodynamic assembly, a driving shaft (12) and a wheel-side structure, wherein the electrodynamic assembly comprises a motor assembly (21); and the wheel-side structure comprises a steering knuckle (31), a hub unit and an universal transmission device, with the steering knuckle (31) comprising a steering knuckle body (310); the hub unit comprising a hub shaft sleeve (32); the universal transmission device comprising a first universal joint (341), a second universal joint (344), a proximal transmission shaft (342) and a distal transmission shaft (343); and the point of intersection of the kingpin axis (A) defined by the steering knuckle (31) with the central axis (B) of the distal transmission shaft (343) coinciding with the central point of the first universal joint (341). Further provided is a vehicle having the steering drive axle assembly. The steering drive axle can also transmit the steering torque while driving the transmission of torque, i.e. realizing the functions of steering and driving at the same time.

Description

Steering axle assembly and vehicle

Cross-reference to related applications

The present application is based on a Chinese patent application filed on Jan. 29, 2017, the entire disclosure of which is hereby incorporated by reference.

Technical field

The present application relates to the field of steering drive technology for vehicles, and in particular to a steering axle assembly and a vehicle.

Background technique

The steering axles of traditional vehicles are mostly front axles, and the drive axles are mostly rear axles. Therefore, the wheel axle structure of the front axle can only achieve the steering function, and the wheel axle structure of the rear axle can only achieve the driving function. In some vehicles, the front axle is both a steering axle and a drive axle, so it is called a steering axle.

Electric vehicles use electric energy as a power source, which has many advantages such as energy saving, low noise, etc., and is very popular in the current society that advocates green travel. However, the biggest disadvantage of electric vehicles is that they are uncomfortable. When driving on uneven roads, there is a relatively obvious sense of bumpiness, which seriously affects the ride experience.

Summary of the invention

It is an object of the present application to provide a steering axle assembly for an electric vehicle that achieves the driving and steering functions of the wheel while ensuring passenger ride comfort with a simple and reliable structure.

In order to achieve the above object, the present application provides a steering axle assembly, including a axle housing, wherein the steering axle assembly further includes: an electric power assembly mounted in the axle housing, including a motor assembly and a differential assembly coupled to the transmission of the motor assembly; a half shaft, a proximal end of the axle shaft being in driving connection with the differential assembly; and a wheel edge structure, the wheel edge structure comprising: a steering knuckle for defining a kingpin axis, the steering knuckle comprising a knuckle body, the knuckle body being provided with a drive shaft bore; a hub unit comprising a hub bushing defining a central axis, the hub bushing passing through the hub bearing Mounted in the drive shaft bore; and, the universal joint includes a first universal joint, a second universal joint, a proximal drive shaft and a distal drive shaft coupled together by the first universal joint The proximal drive shaft is drivingly coupled to the distal end of the half shaft through the second universal joint, the distal drive shaft passing through the hub sleeve and being drivingly coupled to the hub sleeve, wherein The kingpin axis and the distal end Intersection of both the center axis of the shaft and the center point of the first universal joint coinciding.

Optionally, the wheel structure includes a wheel speed sensing device including a wheel speed sensor and an induction ring gear, the induction ring gear is sleeved on the distal transmission shaft, and the induction tooth The inner side of the ring is stopped by an inner step on the distal drive shaft, the outer side abuts against the inner ring of the hub bearing, and the outer side of the inner ring is stopped by an outer step on the hub sleeve, the distal end a distal end of the drive shaft is detachably coupled with a stopper that cooperates with the inner step and the outer step to center the hub bushing, the hub bearing and the induction ring gear along the center The axes are pressed together.

Optionally, the stopper is configured as a lock nut, and an outer peripheral surface of the distal end of the distal drive shaft is provided with a thread to cooperate with the lock nut, and the distal end is also provided with useful a split pin for preventing the lock nut from loosening.

Optionally, the wheel speed sensor is mounted on the knuckle body.

Optionally, the hub bushing is coupled to the distal drive shaft by a splined structure.

Optionally, the hub bearing is a self-lubricating bearing.

Optionally, the hub unit further includes a hub flange, the outer circumference of the hub sleeve is provided with a radially outwardly extending circumferential flange, the wheel side structure further comprising a disc brake, the disc brake A brake disc is provided, the brake disc is provided with a hub mounting disc, and a first connecting member sequentially passes through the hub flange, the hub mounting disc and the circumferential flange to drive the brake disc and The hub flange is mounted to the hub bushing.

Optionally, the disc brake further includes a brake caliper provided with a friction lining and a brake power device for driving the friction lining to press the brake disc, the brake power device being detachably Connected to the brake caliper, the brake caliper is coupled to the knuckle body by a second connector.

Optionally, the brake power unit is a brake air chamber.

Optionally, the steering knuckle further includes an upper ear disposed at an upper portion of the knuckle body and a lower ear disposed at a lower portion of the knuckle body, the upper ear being provided with an upper pin seat, the lower ear setting There is a lower pin seat, the shaft hole of the upper pin seat and the shaft hole of the lower pin seat defining the kingpin axis.

Optionally, the proximal drive shaft is a telescopic drive shaft, and the drive shaft includes a first shaft segment and a second shaft segment that are slidably coupled by a splined structure.

Optionally, the differential assembly is disposed in a cavity of the axle housing and is closed by a cover.

Alternatively, the motor assembly is disposed in a longitudinal direction of the vehicle.

Optionally, the steering axle assembly comprises a steering straight pull rod, a steering swing arm, a steering tie rod, a steering side pull rod, the steering straight pull rod is used for inputting a steering torque, and the middle portion of the steering swing arm is hinged to the frame Or the body is rotatable about a vertical axis, one end is hinged to the steering tie rod, and the other end is hinged to an end of the tie rod to enable the steering tie rod to swing left and right in the XY plane, the steering a position of the two ends of the tie rod adjacent to the end is respectively hinged with a corresponding proximal end of the steering side tie rod, the knuckle further comprising a side ear disposed at a side of the knuckle body, the side ear being provided with a side pin a shaft seat, the distal end of the steering side tie rod is hinged with the side pin shaft seat to drive the steering knuckle to rotate about the kingpin axis.

Optionally, the steering axle assembly includes an upper yaw arm, a lower yaw arm, an elastic member and a damper, one end of the upper yaw arm being hinged to the knuckle at an upper end and the other end being used for Hinged to the frame or the body, one end of the lower yaw arm is hinged to the knuckle at a lower end, the other end is for being hinged to the frame or the body, and the lower end of the elastic member is detachably coupled to the upper traverse a swing arm, the upper end is for detachably connecting to the frame or the vehicle body, the lower end of the damper is hinged to the lower yaw arm, and the upper end is for being hinged to the frame or the vehicle body.

Optionally, the elastic element is an air spring.

Based on the above technical solution, the present application further provides a vehicle, wherein the vehicle includes the above-described steering axle assembly.

Through the above technical solution, the steering axle assembly provided by the present application uses electric energy as a power source, has various advantages such as energy saving, low noise, and the like, and the power is transmitted from the proximal transmission shaft through the first universal joint and the far side. The end drive shaft is transmitted to the hub bushing to drive the hub unit to rotate, to achieve the driving function, and the steering knuckle rotates around the kingpin axis to realize the steering function; due to the intersection of the kingpin axis A and the central axis of the hub bushing It coincides with the center point of the first universal joint, and therefore, while driving the torque transmission, the steering torque can be transmitted, that is, the steering and driving functions are simultaneously realized. The transmission shaft and the hub unit are directly connected to each other to avoid the consumption of driving torque by other additional transmission structures, and the structure is simple, the bearing capacity is high, and the reliability is high. At the same time, since the universal joint device is connected to the half shaft through the second universal joint, the steering axle assembly provided by the present application is adapted to the independent suspension, and since the independent suspension has high vibration damping and buffering capability, It can improve passengers' ride comfort. The vehicle provided by the present application includes the above-described steering axle assembly, and thus has the above advantages. In order to avoid repetition, details are not described herein again.

Other features and advantages of the present application will be described in detail in the detailed description which follows.

DRAWINGS

The accompanying drawings are included to provide a further understanding of the invention, In the drawing:

1 is a front elevational view of a steering axle assembly in accordance with an embodiment of the present application;

2 is a top plan view of a steering axle assembly provided in accordance with an embodiment of the present application;

3 is a rear elevational view of a steering axle assembly in accordance with an embodiment of the present application;

4 is a transverse cross-sectional view of a portion of a steering axle assembly provided in accordance with an embodiment of the present application;

5 is a schematic illustration of a universal joint for use in a steering axle assembly in accordance with an embodiment of the present application;

6 is a front elevational view of a rim structure for use in a steering axle assembly in accordance with an embodiment of the present application;

Figure 7 is a transverse cross-sectional view of a rim structure for use in a steering axle assembly in accordance with one embodiment of the present application;

Figure 8 is a side elevational view of a rim structure for use in a steering axle assembly in accordance with one embodiment of the present application;

9 is a perspective schematic view of a tie rod and a steering side tie rod for use in a steering axle, in accordance with an embodiment of the present application.

Figure 10 is a schematic illustration of a vehicle in accordance with one embodiment of the present application.

Description of the reference numerals

Vehicle 1, steering axle assembly 10, 11-bridge, 12-axle, 13-cap, 21-motor assembly, 22-differential assembly, 31-knuckle, 310-knuckle body, 311-upper ear, 312-lower ear, 313-side ear, 32-wheel hub bushing, 321-outer step, 322-circumferential flange, 33-wheel bearing, 341-first universal joint, 342-near end drive Axis,3421-first shaft segment,3422-second shaft segment,3423-sliding spline structure,3424-injection oil cup,343-distal drive shaft,3431-internal step,3432-thread,3433-external spline ,344-second universal joint,345-flange,35-hub flange,351-stop,352-open pin,361-wheel speed sensor,362-inductor ring,371-brake disc , 372 - brake caliper, 373 - brake air chamber, 38 - first connecting piece, 39 - second connecting piece, 41 - steering straight rod, 42 - steering arm, 43 - steering tie rod, 44 - turning Pull rod, 45-first ball pin, 46-second ball pin, 47-third ball pin, 51-up yaw arm, 52-lower yaw arm, 53-elastic element, 54-damper , A-master pin axis, B-center axis.

Detailed ways

The specific embodiments of the present application are described in detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are intended to be illustrative and not restrictive.

In the present application, without making the opposite description, the X direction of the vehicle is defined as the longitudinal direction, the Y direction is the horizontal direction, the Z direction is the vertical direction, and the orientation words used such as "front and rear" correspond to the X direction to the driver. The orientation of the position is forward, the "left and right" corresponds to the Y direction, usually refers to the left and right defined by the driver's position, the "upper and lower" correspond to the Z direction, and the "far, near" is transmitted along the torque/torque. The direction is defined and the torque is transmitted from the proximal end to the distal end. It should be understood that the above-mentioned orientation words are only used to explain and explain the present application, and are not intended to be limiting.

According to a first aspect of the present application, a steering axle assembly 10 for an electric vehicle is provided, one of which is illustrated in FIGS. 1 through 4, and FIG. 1 is a steering provided in accordance with an embodiment of the present application. 2 is a top view of a steering axle assembly provided in accordance with an embodiment of the present application; FIG. 3 is a rear view of a steering axle assembly provided in accordance with an embodiment of the present application; A cross-sectional view of a portion of a steering axle assembly provided in accordance with an embodiment of the present application. Referring specifically to FIG. 4, the steering axle assembly 10 includes: a axle housing 11; an electric power assembly mounted in the axle housing 11 including a motor assembly 21 and a differential with the motor assembly 21. a differential assembly 22 connected to the transmission; a half shaft 12, the proximal end of the half shaft 12 is drivingly coupled to the differential assembly 22; and a wheel side structure, the wheel side structure may be the first aspect of the present application The above-described wheel structure is provided in which the proximal end of the second universal joint 344 is bolted to the half shaft 12 via a flange 345. Wherein, when the half shaft 12 is the left half shaft, the wheel side structure is a left wheel side structure; when the half shaft 12 is a right half shaft axis, the wheel side structure is a right wheel side structure, and the left wheel side structure and the right wheel side structure are related to the vehicle. The longitudinal center axis is symmetrical.

Through the above technical solution, the steering axle assembly 10 provided by the present application uses electric energy as a power source, has various advantages such as energy saving, low noise, and the like, and the power is transmitted from the proximal transmission shaft 342 through the first universal joint. 341, the distal drive shaft 343 is transmitted to the hub bushing 32, thereby driving the hub unit to rotate, to achieve the driving function, and the knuckle 31 is rotated about the kingpin axis A to realize the steering function; due to the kingpin axis A and the distal drive The intersection of both the central axes B of the shaft 343 coincides with the center point of the first universal joint 341 (refer to point C in the drawing), and therefore, the steering torque can be transmitted while the torque is transmitted, that is, At the same time, the steering and driving functions are realized, so that the angular rotation of the universal transmission can be achieved. The transmission shaft 342 is directly connected to the hub unit to avoid the consumption of driving torque by other additional transmission structures, and has the advantages of simple structure, high bearing capacity and high reliability. At the same time, since the universal joint is connected to the half shaft 12 through the second universal joint 344, the steering axle assembly 10 provided by the present application is adapted to the independent suspension, that is, the first universal joint 341 and The two universal joints of the second universal joint 344 ensure that the independent suspension axle has both a transmission function and a rotation function. Thanks to the high suspension and cushioning capacity of the independent suspension, the ride comfort of the passengers can be improved.

Specifically, the transmission shaft transmits the output torque of the motor to the wheel, and the wheel (tire) rotates around the central axis B of the distal drive shaft 343 to realize the driving function; the knuckle 31 rotates around the main pin axis A to drive the wheel around the kingpin axis A. Rotate to achieve vehicle steering for steering. The center of rotation of the wheel drive is the central axis B of the distal drive shaft 343. The center of rotation of the wheel steering is the kingpin axis A. The rotational axes of the two rotational motions of the drive and the steering intersect at a point, which is common to both rotational motions. The center of rotation allows the wheel to simultaneously drive and steer around the intersection, that is, while transmitting the torque transmission, the steering torque can be transmitted, that is, the steering and driving functions are simultaneously achieved.

Alternatively, in order to achieve real-time monitoring of the wheel speed to ensure proper operation of the engine or motor, the wheel structure may include a wheel speed sensing device including a wheel speed sensor 361 and an induction ring gear 362 Referring to FIGS. 4 and 7, the inductive ring gear 362 is sleeved on the distal drive shaft 343, and the inner side of the inductive ring gear 362 passes through the inner step 3431 on the distal drive shaft 343. Blocking, the outer side abuts against the inner ring of the hub bearing 33, the outer side of the inner ring is stopped by the outer step 321 on the hub bushing 32, and the distal end of the distal drive shaft 343 is detachably connected a stopper 351 that cooperates with the inner step 3431 and the outer step 321 to press the hub bushing 32, the hub bearing 33 and the induction ring gear 362 along the central axis B Together, the wheel structure is made more compact.

Among them, the stopper 351 can be constructed in various ways. Optionally, the stopper 351 is configured as a lock nut, and an outer peripheral surface of the distal end of the distal drive shaft 343 is provided with a thread 3432, as shown in FIG. The nut is fitted, and the distal end is further provided with a split pin 352 for preventing the lock nut from loosening, as shown in FIG.

In addition, as shown in FIGS. 2, 6, and 8, the wheel speed sensor 361 may be mounted on the knuckle body 310. The wheel speed sensor 361 can be configured as an ABS sensor for use in an ABS (Anti-lock Braking System) of a motor vehicle.

Alternatively, the reliability of the torque transmission is ensured while being easily disassembled, and the hub bushing 32 and the distal end drive shaft 343 are connected by a spline structure, and the interior of the hub bushing 32 is provided with an internal flower. A key (not shown) is provided on the distal drive shaft 343 with an external spline 3433, as shown in FIG.

In order to facilitate maintenance of the wheel structure, the hub bearing 33 may be a self-lubricating bearing.

In addition, in the embodiment provided by the present application, the hub unit further includes a hub flange 35, and the outer circumference of the hub sleeve 32 is provided with a radially outwardly extending circumferential flange 322, the rim structure Also included is a disc brake that includes a brake disc 371 that is provided with a hub mounting disc through which a first coupling member 38 (eg, a bolt) passes in sequence, the hub A mounting disk and the circumferential flange 322 are mounted to mount the brake disk 371 and the hub flange 35 to the hub bushing 32. In this case, when the maintenance of the wheel structure is only required for the replacement of the brake disc 371 which fails to wear, that is, only the first connecting member 38 needs to be removed, the brake disc 371 can be removed, and then It is convenient and quick to replace the new brake disc 371.

Further, in a specific embodiment provided by the present application, the disc brake further includes a brake caliper 372 provided with a friction lining and a brake power for driving the friction lining to press the brake disc 371 The brake power unit is detachably coupled to the brake caliper 372, and the brake caliper 372 is coupled to the knuckle body 310 by a second coupling member 39 (e.g., a bolt). In this case, when the brake caliper 372 and/or the brake power unit are damaged and need to be replaced, only the second connecting member 39 needs to be detached, and the brake caliper 372 and/or the brake power unit can be removed. Then replace the new brake caliper 372 and / or brake power unit, which is convenient and quick.

In the specific embodiment provided by the present application, the brake power unit is a brake air chamber 373. In this case, the disc brake is a disc type air brake brake, which has a small volume, small mass, and a system. The advantages of dynamic reliability.

In addition, in the specific embodiment provided by the present application, in order to realize the steering function, specifically, the steering knuckle 31 further includes an upper ear 311 disposed at an upper portion of the knuckle body 310 and a knuckle body disposed at the knuckle body a lower ear 312 of the lower portion 310, the upper ear 311 is provided with an upper pin seat, the lower ear 312 is provided with a lower pin seat, a shaft hole of the upper pin seat and a shaft hole of the lower pin seat The kingpin axis A is defined.

In addition, in the specific embodiment provided by the present application, in order to allow a distance change between the hub unit and the axle shaft 12 in the Y direction, the proximal transmission shaft 342 is a telescopic transmission shaft, and the transmission shaft includes a sliding flower The first shaft section 3421 and the second shaft section 3422 of the key structure 3423 are connected, so that a certain amount of expansion and contraction can be realized by the intermediate sliding spline structure 3423 to adapt to the transmission shaft caused by the steering of the wheel or the suspension buffer. The length change requirements are shown in Figures 4 and 7. A sliding oil cup 3424 is provided on the sliding spline structure 3423 for supplying lubricating oil to the sliding spline structure 3423.

In addition, in the specific embodiment provided by the present application, the universal joint device further includes a second universal joint 344, one end of the second universal joint 344 is connected to the proximal end of the proximal drive shaft 342, and One end is used to connect to the distal end of the half shaft 12, as shown in FIG.

In addition, in the specific embodiment provided by the present application, the first universal joint 341 and the second universal joint are ensured to ensure normal running at a constant speed in a balanced position, a large jump and a large angle of rotation. The 344 can be a ball cage type isosceles joint. Of course, in other embodiments provided by the present application, the first universal joint 341 and the second universal joint 344 may also be other types of double joints, three pin joints, and the like. Universal joint. In this regard, the present application is not specifically limited and can be applied to actual needs.

The wheel-edge structure shown in the embodiment shown in Figures 5 to 8 also has the advantage of easy installation. At the time of installation, the hub bearing 33 is first press-fitted into the drive shaft hole of the knuckle 31, after which it will be turned. The segment 31 is fixed to a specific mounting gantry, and then the hub bushing 32 is fitted into the inner ring of the hub bearing 33. Thereafter, the sensing ring gear 362 is fitted over the distal drive shaft 343, and the distal drive shaft is mounted. 343 is inserted into the hub bushing 32 to be spline-fitted with the hub bushing 32; thereafter, the compression nut is screwed onto the end of the distal drive shaft 343, and the split pin 352 is mounted; then, the brake disc 371, the hub method The blue disk 35 is mounted on the circumferential flange 322 of the hub bushing 32 with the first connecting member 38, the brake air chamber 373 is mounted on the brake caliper 372, and the brake caliper 372 is mounted on the second connecting member 39. On the steering knuckle 31; thereafter, the wheel speed sensor 361 is mounted on the knuckle 31. Finally, tires and rims (not shown) are mounted on the hub flange 35.

In the particular embodiment provided herein, the differential assembly 22 is disposed in the cavity of the axle housing 11 and is closed by a cover 13. The cover 13 is provided with a oiling hole for filling the inner cavity with the gear lubricating oil to provide a lubrication environment for the differential assembly 22. The bottom of the axle housing 11 is provided with an oil drain hole for discharging the gear lubricating oil in the inner cavity to cooperate with the oiling hole for regular replacement of the gear lubricating oil.

Additionally, in the specific embodiment provided herein, the motor assembly 21 is disposed in the longitudinal direction of the vehicle to make the structure more compact.

To achieve wheel steering, the steering axle assembly 10 can include a steering straight pull rod 41, a steering swing arm 42, a steering tie rod 43, and a steering side pull rod 44, as shown in FIGS. 1-3 and 9. The steering straight rod 41 is drivingly coupled with the steering system of the vehicle to input a steering torque; the middle portion of the steering arm 42 is hinged to the frame or the body to be rotatable about a vertical axis, and one end is hinged to the steering straight rod 41 The other end is hinged with the end of the steering tie rod 43 by, for example, a first ball stud 45 disposed parallel to the Z direction, so that the steering tie rod 43 can swing left and right in the XY plane, and the steering side tie rod 44 Symmetrically arranged for two and with respect to the longitudinal central axis of the vehicle, the position of the two ends of the tie rod 43 close to the end is respectively arranged parallel to the Y direction of the corresponding proximal end of the steering side tie rod 44, for example by an axis The second ball stud 46 is hinged, and the knuckle 31 further includes a side ear 313 disposed at a side of the knuckle body 310, the side ear 313 is provided with a side pin shaft seat, and the distal end of the steering side rod 44 is Side pin shaft Parallel to the Z axis through the ball to the third hinge pin 47 is provided to drive the knuckle 31 about the axis A of rotation of the kingpin. With the above configuration, the steering torque transmission direction is, in order, the steering straight link 41, the steering swing arm 42, the steering tie rod 43, the steering side tie rod 44, the knuckle 31, and the hub unit.

In addition, the steering axle assembly 10 employing the above-described wheel structure is adapted to provide an independent suspension system to improve the passenger comfort and maneuverability of the vehicle, that is, as shown in FIGS. 1 to 4, the steering axle The assembly 10 may include an upper yaw arm 51, a lower yaw arm 52, an elastic member 53 and a damper 54, one end of which is hinged at the upper end to the knuckle 31, for example by a ball stud. An upper pin seat on the upper ear 311, the other end is for being hinged to the frame or the body, and one end of the lower yaw arm 52 is hinged at a lower end to a lower pin seat on the lower ear 312 of the knuckle 31. The other end is for being hinged to the frame or the body, the lower end of the elastic member 53 is detachably coupled to the upper yaw arm 51, and the upper end is for detachably connecting to the frame or the body, the damper The lower end of the 54 is hinged to the lower yaw arm 52 and the upper end is for articulation to the frame or body.

Wherein, in the specific embodiment provided by the present application, the elastic member 53 may be an air spring.

According to a second aspect of the present application, a vehicle 1 is provided. Figure 10 is a schematic illustration of a vehicle in accordance with one embodiment of the present application. The vehicle 1 includes a steering axle assembly, which may be the drive axle assembly 10 of the above-described embodiment of FIGS. 1 to 9. To avoid repetition, details are not described herein again. The vehicle 1 is provided with the above-described steering axle assembly. Optionally, the vehicle 1 is provided with a battery pack as a power source and the above-described steering axle assembly for an electric vehicle, the battery pack being the steering drive The motor assembly in the bridge assembly is powered.

The preferred embodiments of the present application are described in detail above with reference to the accompanying drawings. However, the present application is not limited to the specific details in the foregoing embodiments, and various simple modifications may be made to the technical solutions of the present application within the technical concept of the present application. These simple variations are within the scope of this application.

It should be further noted that the specific technical features described in the above specific embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present application will not be further described in various possible combinations.

In addition, any combination of various embodiments of the present application may be made as long as it does not contradict the idea of the present application, and it should also be regarded as the content disclosed in the present application.

Claims

A steering axle assembly includes a axle housing (11), wherein the steering axle assembly further includes:

An electric power assembly, mounted in the axle housing (11), comprising a motor assembly (21) and a differential assembly (22) coupled to the transmission in the motor assembly (21);

a half shaft (12), a proximal end of the half shaft (12) being drivingly coupled to the differential assembly (22);

A wheel edge structure, the wheel edge structure comprising:

a steering knuckle (31) for defining a kingpin axis (A), the knuckle (31) comprising a knuckle body (310), the knuckle body (310) being provided with a drive shaft hole;

a hub unit comprising a hub bushing (32) defining a central axis (B), the hub bushing (32) being mounted in the drive shaft bore by a hub bearing (33);

The universal joint device includes a first universal joint (341), a second universal joint (344), a proximal drive shaft (342) and a distal transmission connected by the first universal joint (341) a shaft (343), the proximal drive shaft (342) is drivingly coupled to a distal end of the half shaft (12) via the second universal joint (344), the distal drive shaft (343) passing through The hub bushing (32) is drivingly coupled to the hub bushing (32),

Wherein, an intersection of both the kingpin axis (A) and the central axis (B) of the distal drive shaft (343) coincides with a center point of the first universal joint (341).
The steering axle assembly of claim 1 wherein said wheelbase structure comprises a wheel speed sensing device comprising a wheel speed sensor (361) and an inductive ring gear (362). The induction ring gear (362) is sleeved on the distal transmission shaft (343), and the inner side of the induction ring gear (362) is stopped by an inner step (3431) on the distal transmission shaft (343) Abutting against the inner ring of the hub bearing (33), the outer side of the inner ring being stopped by an outer step (321) on the hub bushing (32), the distal drive shaft (343) The distal end is detachably connected with a stopper (351), and the stopper (351) cooperates with the inner step (3431) and the outer step (321) to engage the hub sleeve (32), The hub bearing (33) and the induction ring gear (362) are pressed together along the central axis (B).
The steering axle assembly according to claim 2, wherein the stopper (351) is configured as a lock nut, and the outer peripheral surface of the distal end of the distal drive shaft (343) is disposed Threaded (3432) for mating with the lock nut, the distal end being further provided with a split pin (352) for preventing loosening of the lock nut.
A steering axle assembly according to claim 2 or 3, wherein said wheel speed sensor (361) is mounted on said knuckle body (310).
A steering axle assembly according to any one of claims 1 to 4, wherein the hub bushing (32) is coupled to the distal drive shaft (343) by a splined structure.
A steering axle assembly according to any one of claims 1 to 5, wherein the hub bearing (33) is a self-lubricating bearing.
A steering axle assembly according to any one of claims 1 to 6, wherein the hub unit further comprises a hub flange (35), the outer circumference of the hub bushing (32) being provided with a diameter An outwardly extending circumferential flange (322), the wheel side structure further comprising a disc brake, the disc brake comprising a brake disc (371), the brake disc (371) being provided with a hub mounting disc,

a first connector (38) sequentially passes through the hub flange (35), the hub mounting plate and the circumferential flange (322) to move the brake disk (371) and the hub A flange (35) is mounted to the hub bushing (32).
A steering axle assembly according to claim 7 wherein said disc brake further comprises a brake caliper (372) provided with a friction lining and for driving said friction lining to compress said system a brake power unit of the movable disc (371), the brake power unit is detachably coupled to the brake caliper (372), and the brake caliper (372) is coupled to the brake nut (372) via the second connector (39) The knuckle body (310).
The steering axle assembly of claim 8 wherein said brake power unit is a brake chamber (373).
The steering axle assembly according to any one of claims 1 to 9, wherein the steering knuckle (31) further comprises an upper ear (311) disposed at an upper portion of the knuckle body (310) and a lower ear (312) disposed at a lower portion of the knuckle body (310), the upper ear (311) is provided with an upper pin seat, and the lower ear (312) is provided with a lower pin seat, the upper pin A shaft hole of the shaft seat and a shaft hole of the lower pin seat define the kingpin axis (A).
A steering axle assembly according to any one of claims 1 to 10, wherein said proximal drive shaft (342) is a telescopic drive shaft, said drive shaft comprising a sliding connection via a splined structure The first shaft segment (3421) and the second shaft segment (3422).
A steering axle assembly according to any one of claims 1 to 11, wherein the differential assembly (22) is disposed in a cavity of the axle housing (11) and is sealed The cover (13) is closed.
A steering axle assembly according to any one of claims 1 to 12, characterized in that the motor assembly (21) is arranged in the longitudinal direction of the vehicle.
A steering axle assembly according to any one of claims 1 to 13, wherein the steering axle assembly comprises a steering straight rod (41), a steering arm (42), and a tie rod (43). a steering side pull rod (44) for inputting a steering torque. The middle portion of the steering swing arm (42) is hinged to the frame or the body to be rotatable about a vertical axis, one end and the other The steering straight rod (41) is hinged, and the other end is hinged to the end of the steering tie rod (43) so that the steering tie rod (43) can swing left and right in the XY plane, the steering tie rod (43) a position near the end of the respective ends hinged to the proximal end of the corresponding steering side tie rod (44),

The steering knuckle (31) further includes a side ear (313) disposed at a side of the knuckle body (310), the side ear (313) is provided with a side pin shaft seat, and the steering side tie rod (44) is far An end is hinged to the side pin axle seat to drive the steering knuckle (31) to rotate about the kingpin axis (A).
A steering axle assembly according to any one of claims 1 to 14, wherein the steering axle assembly comprises an upper yaw arm (51), a lower yaw arm (52), and an elastic element ( 53) and a damper (54), one end of the upper yaw arm (51) is hinged to the knuckle (31) at an upper end, and the other end is hinged to a frame or a body, the lower yaw arm One end of (52) is hinged to the steering knuckle (31) at the lower end, and the other end is hinged to the frame or the body, and the lower end of the elastic member (53) is detachably coupled to the upper yaw arm (51). The upper end is for detachably connecting to the frame or the vehicle body, and the lower end of the damper (54) is hinged to the lower yaw arm (52), and the upper end is used for being hinged to the frame or Bodywork.
The steering axle assembly of claim 15 wherein said resilient member (53) is an air spring.
A vehicle, characterized in that the vehicle comprises a steering axle assembly according to any of claims 1-16.