Axle assembly for commercial vehicle and use method of axle assembly

Abstract

The invention discloses an axle assembly for a commercial vehicle, and belongs to the technical field of axles. The axle assembly is composed of a left hub, a left steering knuckle, a left main pin, a left brake drum, a steering knuckle arm, a steering knuckle arm telescopic device, a left trapezoidal arm, an I-beam, a steering tie rod, a steering hydraulic cylinder, a right trapezoidal arm, a right brake drum, a right main pin, a right steering knuckle, a right hub and the like; a load sensor is mounted at the joint of the left side of the I-beam and the plate spring; a displacement sensor is mounted on the steering knuckle arm; the left steering knuckle and the right steering knuckle are each provided with a steering angle sensor; and the camber angles of the left hub and the right hub are both 0.7 degree. On one hand, the steering trapezium can be automatically adjusted in the vehicle running process, so that the axle can obtain the optimal steering trapezium under different applicable vehicle types and working conditions, and the abnormal wear phenomenon of tires is reduced; and on the other hand, the height of the steering knuckle arm under different loads can be adjusted in real time, the minimum interference amount of the steering rod system and suspension movement is obtained, and the abnormal abrasion phenomenon of tires is reduced.

Description

technical field [0001] The invention belongs to the technical field of vehicle axles, and in particular relates to a commercial vehicle vehicle axle assembly. Background technique [0002] For many years, the problem of tire eating on the front axle of commercial vehicles has always existed. On the one hand, tire eating leads to a reduction in tire service life, reduces tire replacement cycles, and increases the cost of vehicle maintenance for users; on the other hand, tire eating leads to vehicle deviation, Phenomena that affect driving comfort, such as sideslip and jitter, increase driving fatigue, increase driving fuel consumption, and increase user maintenance costs. [0003] At present, the camber angle of the front axle of commercial vehicles adopts a 1° camber structure, and the steering trapezoid of the front axle adopts a fixed structure, that is, the steering trapezoid cannot be adjusted during vehicle operation. According to the Ackermann angle relationship, when ...

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Problems solved by technology

[0002] For many years, the problem of tire eating on the front axle of commercial vehicles has always existed. On the one hand, tire eating leads to a reduction in tire service life, reduces tire replacement cycles, and increases the cost of vehicle maintenance for users; on the other hand, tire eating leads to vehicle deviation, Phenomena that affect driving comfort, such as sideslip and jitter, increase driving fatigue, increase driving fuel consumption, and increase user maintenance costs

[0003] At present, the camber angle of the front axle of commercial vehicles adopts a 1° camber structure, and the steering trapezoid of the front axle adopts a fixed structure, that is, the steering trapezoid cannot be adjusted during vehicle operation. According to the Ackermann angle relationship, when the vehicle turns In the process, the closer the actual corner is to the theoretical Ackermann corner, the more the vehicle tires tend to be in a pure rolling state. In the actual process, the same steering trapezoidal axle is often applied to different wheelbases, which leads to During the turning process, the consistency between the actual corner angle and the theoretical corner angle is poor, and the tires of the vehicle slip, which increases the phenomenon of tire eating; the steering knuckle arm of the front axle also adopts a fixed structure, that is, the height of the steering knuckle arm cannot be adjusted under different loads of the vehicle. Adjustment, because the amount of interference between the steering linkage and the suspension movement is different under different loads, the same vehicle cannot achieve the minimum interference of the steering linkage and suspension movement under different loads, and the movement of the steering linkage and suspension The interference causes the vehicle to have a certain deflection angle between the wheel and the driving direction during the driving process, which in turn leads to the phenomenon of tire eating

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