WO2019062863A1

WO2019062863A1 - Wheel-side structure for steering drive axle assembly, and steering drive axle assembly

Info

Publication number: WO2019062863A1
Application number: PCT/CN2018/108363
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: CN109572412A; CN109572412B

Abstract

Disclosed are a wheel-side structure (100) for a steering drive axle assembly (1000), and the steering drive axle assembly (1000). The wheel-side structure (100) comprises: a steering knuckle defining a kingpin axis (A) and comprising a steering knuckle body (310); a hub shaft sleeve (32) defining a central axis (B), the hub shaft sleeve (32) being mounted in a transmission shaft hole (3101) of the steering knuckle body (310) by means of a hub bearing (33); and a first universal joint (341), and a distal transmission shaft (343) and a proximal transmission shaft (342) connected together by means of the first universal joint (341), wherein the distal transmission shaft (343) passes through the hub shaft sleeve (32) and is in transmission connection with the hub shaft sleeve (32), and the point of intersection (C) of the kingpin axis (A) with the central axis (B) coincides with the central point of the first universal joint (341).

Description

Wheel structure and steering axle assembly for steering axle assembly

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 disclosure relates to the field of steering drive technology for vehicles, and more particularly to a wheel axle structure and a steering axle assembly for a steering axle assembly.

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. This wheel drive axle structure enables both steering and drive functions.

However, the gear wheel is used for power transmission in the wheel structure, which is not only complicated in structure, high in cost, high in precision, but also has small bearing capacity and low reliability.

Summary of the invention

The present disclosure aims to solve at least one of the technical problems in the related art to some extent.

To this end, it is an object of the present disclosure to provide a rim structure for a steering axle assembly that achieves the drive and steering functions of the wheel in a simple and reliable configuration.

A wheel side structure for a steering axle assembly according to the present disclosure, the wheel side structure comprising: a steering knuckle defining a king pin axis, the steering knuckle comprising a knuckle body, the knuckle body being provided with a drive shaft hole a hub unit comprising a hub bushing defining a central axis, the hub bushing being mounted in the drive shaft bore by a hub bearing; and a universal joint comprising a first universal joint, passing the first ten thousand a distal drive shaft coupled to the joint and a proximal drive shaft for inputting torque, the distal drive shaft passing through the hub bushing and drivingly coupled to the hub bushing, wherein the king pin An intersection between the axis and the central axis of the hub bushing coincides with a center point of the first universal joint.

Optionally, the wheel structure comprises a wheel speed sensing device, the wheel speed sensing device comprises a wheel speed sensor and an induction ring gear, the induction ring gear is sleeved on the distal transmission shaft, and The inner side of the induction ring gear is stopped by an inner step on the distal drive shaft, the outer side of the induction ring gear abuts against the inner ring of the hub bearing, and the outer side of the inner ring passes through the hub sleeve An outer step stop, the distal end of the distal drive shaft is detachably coupled with a stop, the stop cooperates with the inner step and the outer step to engage the hub sleeve, the The hub bearing and the induction ring gear are pressed together along the central axis.

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, the distal end of the distal drive shaft A split pin for preventing the lock nut from loosening is also provided.

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 edge structure further comprising a disc brake, the disc The brake includes a brake disc provided with a hub mounting disc through which the first connector sequentially passes, the hub mounting disc and the circumferential flange to brake the brake A disk and the hub flange are 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 detachable 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 proximal drive shaft includes a first shaft segment and a second shaft segment that are coupled by a sliding spline structure.

Optionally, the universal joint device further includes a second universal joint, one end of the second universal joint is connected to the proximal end of the proximal drive shaft, and the other end of the second universal joint is used Connected to the half shaft.

Optionally, the first universal joint and the second universal joint are both ball cage type isosceles joints.

The present disclosure also provides a steering axle assembly including a differential and a half shaft that is drivingly coupled to the differential, wherein the steering axle assembly is provided with the above-described steering axle assembly A wheel axle structure, the axle shaft being in driving connection with the universal joint in the wheel edge structure.

According to the above technical solution, in the wheel rim structure for the steering axle assembly provided by the present disclosure, power is transmitted from the proximal transmission shaft to the hub bushing via the first universal joint and the distal transmission shaft, thereby driving the hub unit. Rotating to realize the driving function, while the steering knuckle rotates around the kingpin axis to realize the steering function; since the intersection of the kingpin axis and the central axis of the hub bushing coincides with the center point of the first universal joint Therefore, while driving the torque transmission, the steering torque can also be transmitted, that is, the steering and driving functions are simultaneously realized. The drive shaft is directly connected to the hub unit to avoid the consumption of driving torque through other additional transmission structures. The structure is simple, the bearing capacity is high, and the reliability is high. The steering axle assembly provided by the present disclosure includes the above-described wheel side structure, and thus has the above advantages, and is not repeated here in order to avoid repetition.

The additional aspects and advantages of the present disclosure will be set forth in part in the description which follows.

DRAWINGS

The drawings are intended to provide a further understanding of the disclosure, and are in the In the drawing:

1 is a front elevational view of a rim structure for a steering axle assembly, in accordance with an embodiment of the present disclosure;

2 is a transverse cross-sectional view of a rim structure for a steering axle assembly, in accordance with an embodiment of the present disclosure;

3 is a side elevational view of a rim structure for a steering axle assembly, in accordance with an embodiment of the present disclosure;

4 is a schematic illustration of a universal joint in a rim structure for a steering axle assembly, in accordance with an embodiment of the present disclosure;

FIG. 5 is a schematic illustration of a steering axle assembly provided in accordance with an embodiment of the present disclosure.

Reference numeral

1000-steering axle assembly, 100-wheel structure, 200-half axle, 300-differential, 101-hub unit, 102-universal transmission, 103-wheel speed sensing device, 104-disc brake , 1040-brake power unit, 31-knuckle joint, 310-knuckle body, 3101-drive shaft hole, 311-ear ear, 3110-uppin shaft seat, 312-lower ear, 3120-lower pin seat, 32 - hub bushing, 321 - outer step, 322 - circumferential flange, 33 - hub bearing, 331 - inner ring, 341 - first universal joint, 342 - proximal drive shaft, 3421 - first shaft, 3422 -Second shaft section,3423-sliding spline structure,3424-pressed oil cup, 343-distal drive shaft, 3431-inner step, 3432-thread, 3433-outer spline, 344-second joint, 3441 - one end, 3442 - the other end, 345 - flange, 35 - hub flange, 351 - stop, 352 - split pin, 361 - wheel speed sensor, 362 - induction ring gear, 371 - brake disc ,3710-Wheel mounting plate, 372-Brake caliper, 3720-friction lining, 373-Brake chamber, 38-first connector, 39-second connector, A-master pin axis, B-center axis , C-intersection.

Detailed ways

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are not to be construed

In the present disclosure, 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-described orientations are only used to explain and explain the present disclosure, and are not intended to be limiting.

In accordance with a first aspect of the present disclosure, a rim structure 100 for a steering axle assembly 1000 is provided. 1 through 3 illustrate an embodiment of a wheeled structure 100, and FIG. 1 is a front elevational view of a wheeled structure 100 for a steering axle assembly 1000, in accordance with an embodiment of the present disclosure, A transverse cross-sectional view of a rim structure 100 for a steering axle assembly 1000 provided in accordance with an embodiment of the present disclosure, FIG. 3 is a rim structure 100 for a steering axle assembly 1000 provided in accordance with an embodiment of the present disclosure. Side view. Referring specifically to Figure 2, the rim structure 100 includes a knuckle 31 defining a kingpin axis A, the knuckle 31 including a knuckle body 310, the knuckle body 310 being provided with a drive shaft bore 3101, and a hub unit 101 including A hub bushing 32 of the central axis B, the hub bushing 32 is mounted in the drive shaft bore 3101 by a hub bearing 33; and the universal joint 102, including the first universal joint 341, is connected by the first universal joint 341 Together with the distal drive shaft 343 and the proximal drive shaft 342 for input torque, the distal drive shaft 343 passes through the hub bushing 32 and is drivingly coupled to the hub bushing 32, wherein the kingpin axis A and the hub bushing 32 The intersection C between the central axes B coincides with the center point of the first universal joint 341.

Through the above technical solution, the power is transmitted from the proximal transmission shaft 342 to the hub bushing 32 via the first universal joint 341 and the distal transmission shaft 343, thereby driving the hub unit 101 to rotate, thereby realizing the driving function, and at the same time, the steering knuckle 31 is wound around the main The rotation of the pin axis A realizes the steering function; since the intersection point C of the kingpin axis A and the central axis B of the hub bushing 32 coincides with the center point of the first universal joint 341, therefore, while the driving torque is transmitted, It is also capable of transmitting steering torque, ie simultaneous steering and drive functions. Specifically, the distal drive shaft 343 transmits the motor output torque to the wheel, and the wheel rotates around the central axis B of the hub bushing 32 to achieve the driving function; the knuckle 31 rotates about the kingpin 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 hub bushing 32. The center of rotation of the wheel steering is the kingpin axis A. The two rotational motion (driving and steering) axes of rotation intersect at a point C, which is two rotational movements. The common center of rotation allows the wheel to simultaneously drive and steer around this point C, ie, while transmitting torque transmission, it also transmits steering torque, ie simultaneous steering and drive functions. Moreover, the proximal drive shaft 342 is directly coupled to the hub unit 101 through the first universal joint 341 and the distal drive shaft 343, so that other additional transmission structures can be avoided to avoid the consumption of driving torque, which is not only simple in structure. Moreover, the bearing capacity is high and the reliability is high.

Alternatively, in order to achieve real-time monitoring of the wheel speed to ensure proper operation of the engine or motor, the wheel structure 100 may include a wheel speed sensing device 103 that includes a wheel speed sensor 361 and an induction ring gear 362. Referring to FIG. 2, the induction ring gear 362 is sleeved on the distal drive shaft 343, and the inner side of the induction ring gear 362 is stopped by the inner step 3431 on the distal drive shaft 343, and the outer side abuts against the hub bearing 33. The inner ring 331, the outer side of the inner ring 331 is stopped by the outer step 321 on the hub sleeve 32, and the distal end of the distal drive shaft 343 is detachably connected with a stopper 351, the stopper 351 and the inner step 3431, The steps 321 cooperate to press the hub bushing 32, the hub bearing 33 and the induction ring gear 362 together along the central axis B such that the rim structure 100 is more compact.

Among them, the stopper 351 can be constructed in various ways. Alternatively, 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 provided with a thread 3432, as shown in FIG. 4, to cooperate with the lock nut, and the distal end is also provided with useful The split pin 352 for preventing the lock nut from loosening is shown in FIG.

In addition, as shown in FIGS. 1 and 3, 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 drive shaft 343 are connected by a spline structure, and the inner hub of the hub bushing 32 is provided with an internal spline (not shown). The outer drive shaft 343 is provided with an external spline 3433, as shown in FIG.

In order to facilitate maintenance of the wheel structure 100, the hub bearing 33 may be a self-lubricating bearing.

Additionally, in the embodiment provided by the present disclosure, the hub unit 101 further includes a hub flange 35, the outer circumference of the hub sleeve 32 is provided with a radially outwardly extending circumferential flange 322, and the wheel edge structure 100 further includes a disc The brake 104, the disc brake 104 includes a brake disc 371, the brake disc 371 is provided with a hub mounting disc 3710, and the first connecting member 38 (such as a bolt) sequentially passes through the hub flange 35, the hub mounting disc 3710, and the circumferential convex The rim 322 is used to mount the brake disc 371 and the hub flange 35 to the hub bushing 32. In this case, when the maintenance of the wheel structure 100 is required, only the brake disc 371 which has failed to be worn needs to be replaced, that is, the first connecting member 38 only needs to be removed, and the brake disc 371 can be removed and then replaced. The new brake disc 371 can be used quickly and easily.

Moreover, in the embodiment provided by the present disclosure, the disc brake 104 further includes a brake caliper 372 provided with a friction lining 3720 and a brake power unit 1040 for driving the friction lining 3720 to press the brake disc 371. The brake power unit 1040 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 1040 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 1040 can be used. It is convenient and quick to remove and then replace the new brake caliper 372 and/or the brake power unit 1040.

In the specific embodiment provided by the present disclosure, the brake power unit 1040 is a brake air chamber 373. In this case, the disc brake 104 is a disc type air brake brake, which has a small size, small mass, and a system. The advantages of dynamic reliability.

Further, in the specific embodiment provided by the present disclosure, in order to realize the steering function, specifically, the knuckle 31 further includes 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 ear 311 is provided with an upper pin seat 3110, and the lower ear 312 is provided with a lower pin seat 3120. The shaft hole of the upper pin shaft seat 3110 and the shaft hole of the lower pin shaft seat 3120 define a kingpin axis A. As can be seen, the wheeled structure 100 provided by the present disclosure is suitable for use with an independent suspension system such that a vehicle using the wheel structure 100 described above has better ride comfort and handling stability.

In addition, in the specific embodiment provided by the present disclosure, in order to allow a distance change between the hub unit 101 and the half shaft 200 in the Y direction, the proximal drive shaft 342 is a telescopic drive shaft, and the drive shaft includes a sliding spline structure. 3423 is connected to the first shaft segment 3421 and the second shaft segment 3422, as shown in FIG. 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, the first shaft segment 3421 and the second shaft segment 3422 can achieve a certain amount of expansion and contraction through the intermediate sliding spline structure 3423 to accommodate the change in the length of the proximal drive shaft 342 caused by the steering of the wheel or the suspension buffer. demand.

Moreover, in the specific embodiment provided by the present disclosure, the universal joint device 102 further includes a second universal joint 344 having one end connected to the proximal end of the proximal drive shaft 342 and the other end for The distal end of the half shaft 200 is connected. Referring to FIG. 4, the other end of the second universal joint 344 is formed with a flange 345 which is coupled to the distal end of the half shaft 200 by bolts to realize power transmission.

In addition, in the specific embodiment provided by the present disclosure, the first universal joint 341 and the second universal joint 344 may be both in order to ensure that the wheel runs normally at a constant speed in a balanced position, a large jump and a large angle of rotation. Ball cage isometric high speed joint. Of course, in other embodiments provided by the present disclosure, the first universal joint 341 and the second universal joint 344 may also be other types of universal joints such as a double joint, a three-pin joint, and the like. In this regard, the present disclosure is not specifically limited and may be applied to actual needs.

The wheel side structure 100 shown in the embodiment shown in FIGS. 1 to 4 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 3101 of the knuckle 31, after which The knuckle 31 is fixed to a specific mounting gantry, and then the hub bushing 32 is fitted into the inner ring 331 of the hub bearing 33. Thereafter, the sensing ring gear 362 is fitted over the distal drive shaft 343, and then the distal end The drive shaft assembly 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; thereafter, the brake disc 371 is mounted. The hub flange 35 is mounted on the circumferential flange 322 of the hub bushing 32 by the first connecting member 38, the brake air chamber 373 is mounted on the brake caliper 372, and the second connecting member is used for the brake caliper 372. 39 is mounted on the steering knuckle 31; thereafter, the wheel speed sensor 361 is mounted on the steering knuckle 31. Finally, tires and rims (not shown) are mounted on the hub flange 35.

In accordance with a second aspect of the present disclosure, a steering axle assembly 1000 is provided. FIG. 5 is a schematic illustration of a steering axle assembly provided in accordance with an embodiment of the present disclosure. The transaxle assembly 1000 includes a differential 300 and a half shaft 200 that is drivingly coupled to the differential 300, wherein the steering axle assembly 1000 is provided with a steering axle assembly 1000 for use in accordance with the first aspect of the present disclosure. The wheel axle structure 100, the axle shaft 200 is in driving connection with the universal joint 102 in the wheelbase structure 100. Wherein, when the half shaft 200 is the left half shaft 200, the wheel side structure 100 is the left wheel side structure 100; when the half shaft 200 is the right side shaft 200, the wheel side structure 100 is the right wheel side structure 100, and the left wheel side structure 100 is The right wheel side structure 100 is symmetrical about the longitudinal center axis of the vehicle. For the specific implementation of the wheel structure 100, reference may be made to the drawings of FIG. 1 to FIG. 4 and the description thereof. To avoid repetition, details are not described herein again.

The embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solutions of the present disclosure within the scope of the technical idea of the present disclosure. Simple variations are within the scope of the disclosure.

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 disclosure will not be further described in various possible combinations.

In addition, any combination of various embodiments of the present disclosure may be made as long as it does not deviate from the idea of the present disclosure, and should also be regarded as the disclosure of the present disclosure.

Claims

A wheel edge structure (100) for a steering axle assembly (1000), characterized in that the wheel edge structure (100) comprises:

a 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 (3101);

a hub unit (101) including a hub bushing (32) defining a central axis (B), the hub bushing (32) being mounted in the drive shaft bore (3101) by a hub bearing (33);

The universal transmission (102) includes a first universal joint (341), a distal drive shaft (343) coupled together by the first universal joint (341), and a proximal drive shaft for inputting torque (342), the distal drive shaft (343) passes through the hub bushing (32) and is drivingly coupled to the hub bushing (32).

Wherein, an intersection (C) between the kingpin axis (A) and the central axis (B) of the hub bushing (32) coincides with a center point of the first universal joint (341).
The wheel side structure (100) for a steering axle assembly (1000) according to claim 1, wherein the wheel side structure (100) comprises a wheel speed sensing device (103), the wheel The speed sensing device (103) includes a wheel speed sensor (361) and an induction ring gear (362), the induction ring gear (362) is sleeved on the distal transmission shaft (343), and the induction ring gear The inner side of (362) is stopped by an inner step (3431) on the distal drive shaft (343), and the outer side of the induction ring gear (362) abuts against the inner ring (331) of the hub bearing (33) The outer side of the inner ring (331) is stopped by an outer step (321) on the hub sleeve (32), and the distal end of the distal drive shaft (343) is detachably connected with a stopper ( 351), the stopper (351) cooperates with the inner step (3431) and the outer step (321) to match the hub bushing (32), the hub bearing (33), and the The induction ring gears (362) are pressed together along the central axis (B).
The wheel side structure (100) for a steering axle assembly (1000) according to claim 2, wherein the stop member (351) is configured as a lock nut, the distal drive shaft ( a distal end of the distal end of the 343) is provided with a thread (3432) for engaging with the lock nut, and a distal end of the distal drive shaft (343) is further provided with an opening for preventing the lock nut from loosening. Pin (352).
A wheel side structure (100) for a steering axle assembly (1000) according to claim 2 or 3, wherein the wheel speed sensor (361) is mounted on the knuckle body (310) .
Wheel structure (100) for a steering axle assembly (1000) according to any of the claims 1-4, characterized in that the hub bushing (32) and the distal drive shaft (343) is connected by a spline structure.
A wheel side structure (100) for a steering axle assembly (1000) according to any of the claims 1-5, characterized in that the hub bearing (33) is a self-lubricating bearing.
A wheel edge structure (100) for a steering axle assembly (1000) according to any of the claims 1-6, characterized in that the hub unit (101) further comprises a hub flange (35) The outer circumference of the hub bushing (32) is provided with a radially outwardly extending circumferential flange (322), the wheel side structure (100) further comprising a disc brake (104), the disc brake (104) comprising a brake disc (371), the brake disc (371) being provided with a hub mounting disc (3710),

a first connecting member (38) sequentially passes through the hub flange (35), the hub mounting plate (3710) and the circumferential flange (322) to press the brake disk (371) and The hub flange (35) is mounted to the hub bushing (32).
The wheel side structure (100) for a steering axle assembly (1000) according to claim 7, wherein the disc brake (104) further comprises a brake provided with a friction lining (3720) a caliper (372) and a brake power unit (1040) for driving the friction lining (3720) to press the brake disc (371), the brake power unit (1040) being detachably coupled to the A brake caliper (372) is coupled to the knuckle body (310) via a second connector (39).
The wheel side structure (100) for a steering axle assembly (1000) according to claim 8, wherein the brake power unit (1040) is a brake air chamber (373).
A rim structure (100) for a steering axle assembly (1000) according to any of the preceding claims, characterized in that the knuckle (31) further comprises a knuckle set An upper ear (311) of an upper portion of the 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 (3110), the lower The ear (312) is provided with a lower pin seat (3120), the shaft hole of the upper pin seat (3110) and the shaft hole of the lower pin seat (3120) defining the king pin axis (A).
A wheel side structure (100) for a steering axle assembly (1000) according to any of the claims 1-10, wherein the proximal drive shaft (342) is a telescopic drive shaft The proximal drive shaft (342) includes a first shaft segment (3421) and a second shaft segment (3422) connected by a sliding spline structure (3423).
A wheel side structure (100) for a steering axle assembly (1000) according to any of the claims 1-11, characterized in that the universal joint (102) further comprises a second universal joint Section (344), one end (3441) of the second universal joint (344) is coupled to the proximal end of the proximal drive shaft (342), and the other end of the second universal joint (344) (3442) ) for connection to the half shaft (200).
A wheel edge structure (100) for a steering axle assembly (1000) according to claim 12, wherein said first universal joint (341) and said second universal joint (344) All are ball cage type isosceles joints.
A steering axle assembly (1000) includes a differential (300) and a axle (200) coupled to the differential (300), wherein the steering axle assembly (1000) A wheel edge structure (100) for a steering axle assembly (1000) according to any of claims 1-13, the axle shaft (200) and the wheel edge structure (100) The universal transmission (102) in the transmission is connected.