Steering axles and amphibious vehicles

Abstract

The present invention provides a steering drive axle and an amphibious vehicle, wherein the steering drive axle comprises: a main reducer assembly for connecting to a vehicle body; a wheel-side drive shaft assembly, one end of which is connected to the main reducer assembly, the wheel-side drive shaft assembly can be bent and can change its overall length; a wheel-side reducer connected to the other end of the wheel-side drive shaft assembly, the wheel-side reducer is used to connect to a wheel axle; a steering knuckle connected to the wheel-side reducer, the steering knuckle is provided with a mounting hole; a steering flip kingpin comprises: a first part rotatably arranged in the mounting hole; a second part connected to the first part, the axis of the second part is not colinear with the axis of the first part, the second part is arranged outside the mounting hole, the second part is provided with a connecting hole, the connecting hole is used to connect to a suspension, and the steering knuckle can rotate around the axis of the first part and / or the center line of the connecting hole.

Description

Technical Field

[0001] The present invention relates to the technical field of amphibious vehicles, in particular to a steering drive axle and an amphibious vehicle. Background Art

[0002] Amphibious vehicles must not only achieve stable driving on land but also be able to flip their wheels when traveling on water, lifting them off the surface and reducing drag. Amphibious vehicle axles must provide both steering and power transmission. Existing drive axles fail to meet these requirements. To develop a drive axle that can meet these requirements and improve the mobility of amphibious vehicles, further research is needed. Summary of the Invention

[0003] In order to solve or improve at least one of the above technical problems, an object of the present invention is to provide a steering drive axle.

[0004] Another object of the present invention is to provide an amphibious vehicle having the above-mentioned steering drive axle.

[0005] To achieve the above-mentioned objectives, the first aspect of the present invention provides a steering drive axle, comprising: a main reducer assembly, for connecting to a vehicle body; a wheel-side drive shaft assembly, one end of the wheel-side drive shaft assembly is connected to the main reducer assembly, the wheel-side drive shaft assembly can be bent and can change its overall length; a wheel-side reducer, connected to the other end of the wheel-side drive shaft assembly, the wheel-side reducer is used to connect to the wheel axle; a steering knuckle, connected to the wheel-side reducer, the steering knuckle is provided with a mounting hole; a steering flip kingpin, comprising: a first part, rotatably arranged in the mounting hole; a second part, connected to the first part, the axis of the second part is not colinear with the axis of the first part, the second part is arranged outside the mounting hole, the second part is provided with a connecting hole, the connecting hole is used to connect to the suspension, and the steering knuckle can rotate around the axis of the first part and / or the center line of the connecting hole.

[0006] According to the embodiment of the steering drive axle provided by the present invention, a steering drive axle is provided, which can not only meet the steering requirements but also perform power transmission, thereby facilitating improvement of the movement performance of an amphibious vehicle.

[0007] Specifically, the steering drive axle includes a final drive assembly, a wheel-side drive shaft assembly, a wheel-side reducer, a steering knuckle, and a steering kingpin. The final drive assembly is connected to the vehicle body. Optionally, the vehicle body is a monocoque. The final drive assembly is directly mounted on the vehicle body. Optionally, the vehicle body is provided with a mounting slot, within which the final drive assembly is mounted.

[0008] Optionally, the final reducer assembly includes a final reducer housing, a driving bevel gear, a driven bevel gear, and a differential. Specifically, the final reducer housing is connected to the vehicle body and has a first mounting cavity. The differential includes side gears. The driving bevel gear, driven bevel gear, and side gears are all mounted within the first mounting cavity. Furthermore, the driving bevel gear is rotatably mounted within the final reducer housing. It can be understood that the driving bevel gear is connected to the final reducer housing and can rotate relative to the final reducer housing. Furthermore, the driven bevel gear is rotatably mounted within the final reducer housing. It can be understood that the driven bevel gear is connected to the final reducer housing and can rotate relative to the final reducer housing. The driven bevel gear meshes with the driving bevel gear. Furthermore, the differential is connected to the driven bevel gear. Optionally, the final reducer assembly includes a final reducer and a differential. The driving bevel gear and the driven bevel gear are components of the final reducer. The final reducer is used to match speeds and transmit torque. Optionally, there are at least two side gears, at least one of which is used to transmit power to the left wheel of the amphibious vehicle, and at least one of which is used to transmit power to the right wheel of the amphibious vehicle. The function of the differential is to allow the left and right wheels to roll at different speeds when the vehicle is turning or driving on uneven roads. The differential is used to adjust the speed difference between the left and right wheels. One end of the wheel-side drive shaft assembly is connected to the side gears. Furthermore, the driving bevel gear is used to connect to the power transmission shaft. In other words, the driving bevel gear serves as the power input of the main reducer assembly, and the side gears serve as the power output of the main reducer assembly.

[0009] Furthermore, the wheel-side drive shaft assembly has two oppositely disposed ends, one end of which is connected to the half-shaft gear, and the other end of which is connected to the wheel-side reducer. In other words, the wheel-side reducer is transmission-connected to the main reducer assembly via the wheel-side drive shaft assembly. Furthermore, the wheel-side reducer is used to be connected to the wheel axle. The wheel-side reducer serves to match the rotational speed and transmit torque. Optionally, the wheel-side reducer has a driving gear and a driven gear. The driving gear is transmission-connected to the driven gear. The driving gear is used to be connected to the end of the wheel-side drive shaft assembly away from the main reducer assembly. The driven gear is used to be connected to the wheel axle. The wheel axle is used to be connected to the wheel. In the process of the power transmission shaft transmitting power to the wheel axle, it will undergo multi-stage reduction in the main reducer assembly and the wheel-side reducer, which is conducive to increasing the speed regulation range and output torque.

[0010] Furthermore, the steering knuckle is connected to the wheel-side speed reducer. The steering knuckle is provided with a mounting hole. Furthermore, the steering kingpin includes a first portion and a second portion that are connected. The first portion of the steering kingpin is rotatably disposed within the mounting hole. The second portion is disposed outside the mounting hole. The axis of the first portion and the axis of the second portion are not colinear. Optionally, the axis of the first portion and the axis of the second portion are perpendicular. Optionally, the steering kingpin is T-shaped, i.e., the first portion and the second portion form a T-shaped structure. Furthermore, the second portion is provided with a connecting hole for connecting to the suspension. The steering knuckle is capable of rotating about the axis of the first portion and / or the centerline of the connecting hole. Driven by the steering mechanism, the steering knuckle rotates about the axis of the first portion, driving the wheel-side speed reducer and the wheel to rotate together, achieving steering. Driven by the retractable and retractable suspension, the steering knuckle rotates about the centerline of the connecting hole of the second portion, driving the wheel-side speed reducer and the wheel to rotate up and down, thereby keeping the tires above water during water travel to reduce resistance. Amphibious vehicles must not only be able to travel stably on land, but also have wheels that can flip over when traveling on water, allowing them to leave the water and reduce resistance. The vehicle's steering or wheel retraction is achieved by rotating or flipping the steering knuckle around the axis of the first part or the axis of the second part.

[0011] Furthermore, the wheel-side drive shaft assembly can be bent and its overall length can be changed. When the steering knuckle drives the wheel-side reducer to flip, the distance and relative position between the wheel-side reducer and the main reducer assembly continuously change. By bending or changing the overall length of the wheel-side drive shaft assembly, motion interference is avoided. Optionally, the wheel-side drive shaft assembly includes multiple shaft sections, and two adjacent shaft sections are connected by a universal joint to achieve bending of the wheel-side drive shaft assembly; two adjacent shaft sections are connected by a telescopic structure to change the overall length of the wheel-side drive shaft assembly.

[0012] The technical solution defined in the present invention provides a steering drive axle that can not only meet the steering requirements but also perform power transmission, which is beneficial to improving the movement performance of amphibious vehicles.

[0013] Optionally, there are two wheel-side drive shaft assemblies, which are respectively located on the left and right sides of the main reducer assembly. Optionally, there are two wheel-side reducers, steering knuckles, and steering kingpins.

[0014] In addition, the above technical solution provided by the present invention may also have the following additional technical features:

[0015] In the above technical solution, the wheel-side drive shaft assembly includes: a first shaft, one end of the first shaft is connected to the main reducer assembly; a second shaft, one end of the second shaft is connected to the other end of the first shaft through a first universal joint; a third shaft, one end of the third shaft is connected to the other end of the second shaft, one of the third shaft and the second shaft is provided with a slide, and the end of the other is slidably provided in the slide; a fourth shaft, one end of the fourth shaft is connected to the other end of the third shaft through a second universal joint, and the other end of the fourth shaft is connected to the wheel-side reducer, and the axis of the first part passes through the center of the second universal joint.

[0016] In this technical solution, the wheel-side drive shaft assembly includes a first shaft, a second shaft, a third shaft, and a fourth shaft. One end of the first shaft is connected to the final reducer assembly. Optionally, the first shaft is connected to side gears. Rotation of the side gears drives the first shaft, transferring torque to the first shaft.

[0017] Furthermore, one end of the second shaft is connected to the other end of the first shaft via a first universal joint. In other words, one end of the second shaft is connected to the end of the first shaft distal from the side gear, and the second shaft and the first shaft are connected via the first universal joint. The provision of the first universal joint enables torque transmission from the first shaft to the second shaft, and the second shaft and the first shaft to rotate relative to each other, thereby achieving bending of the wheel-side drive shaft assembly. Optionally, the first universal joint is a ball-and-cage universal joint.

[0018] Furthermore, one end of the third shaft is connected to the other end of the second shaft. In other words, one end of the third shaft is connected to the end of the second shaft away from the first shaft. The second shaft can transmit torque to the third shaft. Furthermore, one of the third shaft and the second shaft is provided with a slideway, and the end of the other shaft is slidably disposed within the slideway. Optionally, the third shaft is provided with a slideway, and the end of the second shaft is inserted into the slideway; or, the second shaft is provided with a slideway, and the end of the third shaft is inserted into the slideway. The second shaft and the third shaft form a telescopic structure to change the overall length of the wheel-side drive shaft assembly.

[0019] Furthermore, one end of the fourth shaft is connected to the other end of the third shaft via a second universal joint. In other words, one end of the fourth shaft is connected to the end of the third shaft away from the second shaft, and the fourth shaft and the third shaft are connected via a second universal joint. The other end of the fourth shaft is connected to the wheel-side reducer. By providing the second universal joint, the third shaft can transmit torque to the fourth shaft, and the fourth shaft and the third shaft can rotate relative to each other, thereby achieving bending of the wheel-side drive shaft assembly. Optionally, the second universal joint is a ball cage universal joint. The axis of the first part of the steering flip kingpin passes through the center of the second universal joint to avoid motion interference. The wheel-side drive shaft assembly includes multiple shaft sections, and two adjacent shaft sections are connected by a universal joint to achieve bending of the wheel-side drive shaft assembly; the two adjacent shaft sections are connected by a telescopic structure to change the overall length of the wheel-side drive shaft assembly.

[0020] The above technical solution also includes: a radiator, which is arranged in the main reducer assembly.

[0021] In this technical solution, the steering drive axle also includes a radiator. Specifically, the radiator is located within the final reducer assembly. This radiator dissipates heat from within the final reducer assembly, facilitating protection of components within the final reducer assembly. Optionally, the radiator is located within the first mounting cavity and is detachably connected to the final reducer housing.

[0022] The above technical solution also includes: an axle tube, one end of which is connected to the vehicle body, and the other end of which is connected to the main reducer assembly, and the wheel-side drive shaft assembly is passed through the axle tube and connected to the main reducer assembly.

[0023] In this technical solution, the steering drive axle also includes a shaft tube. Specifically, one end of the shaft tube is connected to the vehicle body. The other end of the shaft tube is connected to the main reducer assembly. Optionally, at least part of the shaft tube is arranged in the first installation cavity, that is, at least a part of the shaft tube extends into the first installation cavity. Optionally, the shaft tube is connected to the vehicle body flange, which is convenient for installation and disassembly, and has a high connection strength when in a connected state. The first shaft is passed through the shaft tube and is connected to the half-shaft gear of the main reducer assembly. By providing the shaft tube, it is possible to lengthen the main reducer housing and protect the first shaft.

[0024] The above technical solution also includes: a mounting seat connected to the vehicle body, the mounting seat connected to the axle tube, and the mounting seat is provided with a second mounting cavity; a support bearing is provided in the second mounting cavity, and the wheel side drive shaft assembly is passed through the support bearing.

[0025] In this technical solution, the steering drive axle also includes a mounting seat and a support bearing. The mounting seat is connected to the vehicle body. Optionally, the mounting seat is connected to the vehicle body flange, which is convenient for installation and disassembly, and has a high connection strength when in the connected state. Furthermore, the mounting seat is provided with a second mounting cavity. The support bearing is provided in the second mounting cavity. The wheel-side drive shaft assembly is passed through the support bearing. Optionally, the first shaft is passed through the support bearing. The support bearing plays a supporting role. The outer wall of the support bearing contacts the cavity wall of the second mounting cavity, and the inner wall of the support bearing contacts the circumferential side wall of the first shaft. One end of the first shaft extends into the second mounting cavity and the first mounting cavity in turn, and its end is connected to the half-shaft gear. By providing the mounting seat, it plays the role of an installation carrier, and the mounting seat can protect the support bearing and the first shaft to a certain extent.

[0026] In the above technical solution, the steering drive axle also includes: at least one seal, which is arranged in the second installation cavity, the seal is sleeved on the wheel side drive shaft assembly, and the seal is arranged on the side of the support bearing away from the main reducer assembly.

[0027] In this technical solution, the steering drive axle also includes: at least one seal. Specifically, the seal is arranged in the second installation cavity. The number of seals is at least one, that is, the seals can be one, two or more, and the seals are flexibly arranged according to actual needs. Furthermore, the seal is sleeved on the wheel-side drive shaft assembly. Optionally, the seal is sleeved on the first shaft. The seal is arranged on the side of the support bearing away from the main reducer assembly. By providing a seal and arranging the seal on the side of the support bearing away from the main reducer assembly, on the one hand, it can play a sealing role to prevent dust and other impurities from entering from the side of the support bearing away from the main reducer assembly; on the other hand, it can effectively prevent the lubricant from flowing out, and the lubricant can flow in the second installation cavity and the first installation cavity to improve the lubrication effect.

[0028] In the above technical solution, a connecting flange is formed on the circumferential side wall of the mounting seat, and the connecting flange is detachably connected to the vehicle body.

[0029] This technical solution, by providing a connecting flange, not only enables a removable connection between the mounting base and the vehicle body, facilitating installation and removal, but also increases the contact area between the mounting base and the vehicle body, thereby enhancing the connection strength between the two in the connected state. Furthermore, the mounting base and connecting flange are an integrated structure, which offers superior mechanical properties and higher connection strength than post-processing methods, thus reducing the number of parts and improving assembly efficiency.

[0030] The above technical solution further includes: at least two joint bearings, the joint bearings are arranged in the mounting hole, and the first part is passed through the joint bearings.

[0031] In this technical solution, the steering drive axle also includes at least two spherical joint bearings. Specifically, the spherical joint bearing is arranged in the mounting hole, and the first part of the steering flip kingpin is passed through the spherical joint bearing. The steering flip kingpin is rotatably arranged in the mounting hole through the spherical joint bearing. It is worth noting that the number of spherical joint bearings is at least two, that is, the spherical joint bearings can be two or more. Considering the smoothness of rotation, the size of the occupied space, the cost and other factors, the spherical joint bearings are flexibly arranged according to actual needs. By providing the spherical joint bearing, the rotational connection between the steering flip kingpin and the steering knuckle can be achieved.

[0032] The above technical solution also includes: at least two anti-loosening nuts, which are arranged in the mounting hole, the anti-loosening nuts are threadedly connected to the first part, and the anti-loosening nuts are arranged on the side of the joint bearing away from the second part.

[0033] In this technical solution, the steering drive axle also includes at least two anti-loosening nuts. Specifically, the anti-loosening nut is arranged in the mounting hole, the anti-loosening nut is threadedly connected to the first part, and the anti-loosening nut is arranged on the side of the spherical bearing away from the second part. The anti-loosening nut and the spherical bearing are offset against each other. It is worth noting that the number of anti-loosening nuts is at least two, that is, the anti-loosening nuts can be two or more, and the anti-loosening nuts can be flexibly set according to actual needs. By setting the anti-loosening nut and the number of anti-loosening nuts being at least two, the two adjacent anti-loosening nuts are offset against each other to play a role in preventing loosening, thereby preventing the first part of the steering flip kingpin from being separated from the mounting hole.

[0034] A second aspect of the present invention provides an amphibious vehicle, comprising: a vehicle body; a suspension connected to the vehicle body; a steering drive axle in any of the above embodiments, the main reducer assembly of the steering drive axle being connected to the vehicle body, the steering kingpin of the steering drive axle being connected to the suspension; and a wheel axle being connected to the wheel-side reducer of the steering drive axle.

[0035] According to an embodiment of the amphibious vehicle of the present invention, the amphibious vehicle includes a vehicle body, a suspension, a wheel axle and a steering drive axle in any of the above embodiments. The vehicle body can be understood as a load-bearing vehicle body. The suspension is connected to the vehicle body. Furthermore, the main reducer assembly of the steering drive axle is connected to the vehicle body. The main reducer assembly is directly mounted on the vehicle body. Optionally, the vehicle body is provided with a mounting groove, and the main reducer assembly is arranged in the mounting groove. The steering kingpin of the steering drive axle is connected to the suspension. The wheel axle is connected to the wheel-side reducer of the steering drive axle. The wheel axle is used to connect to the wheel. Furthermore, the steering kingpin includes a first part and a second part that are connected. The second part is provided with a connecting hole, and the connecting hole is used to connect to the suspension. The steering knuckle can rotate around the axis of the first part and / or the center line of the connecting hole. The steering knuckle rotates around the axis of the first part under the drive of the steering mechanism, and can drive the wheel-side reducer and the wheel to rotate together to achieve steering; the steering knuckle flips around the center line of the connecting hole of the second part under the action of the retractable suspension, and can drive the wheel-side reducer and the wheel to flip up and down together, so that the tire leaves the water surface when driving on water to reduce resistance.

[0036] Optionally, the amphibious vehicle further includes a power transmission shaft. Specifically, the power transmission shaft is rotatably mounted on the vehicle body, i.e., the power transmission shaft is capable of rotating relative to the vehicle body. The driving bevel gear of the final reducer assembly is connected to the power transmission shaft. The power transmission shaft is capable of transmitting torque to the driving bevel gear of the final reducer assembly.

[0037] Among them, since the amphibious vehicle includes any steering drive axle in the above-mentioned first aspect, it has the beneficial effects of any of the above-mentioned embodiments, which will not be repeated here.

[0038] Additional aspects and advantages of embodiments of the present invention will become apparent in the following description or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A first schematic diagram of a steering drive axle according to an embodiment of the present invention is shown;

[0040] Figure 2 A second schematic diagram of a steering drive axle according to an embodiment of the present invention is shown;

[0041] Figure 3 A third schematic diagram of a steering drive axle according to an embodiment of the present invention is shown;

[0042] Figure 4 A schematic diagram of a final drive assembly according to an embodiment of the present invention is shown;

[0043] Figure 5 A schematic diagram of an amphibious vehicle according to one embodiment of the present invention is shown.

[0044] in, Figures 1 to 5 The corresponding relationship between the reference numerals and component names is as follows:

[0045] 100: Steering drive axle; 110: Main reducer assembly; 111: Main reducer housing; 112: First mounting cavity; 113: Driving bevel gear; 114: Driven bevel gear; 115: Differential; 1151: Axle gear; 120: Wheel side drive shaft assembly; 121: First shaft; 122: Second shaft; 123: Third shaft; 124: Fourth shaft; 125: First universal joint; 126: Slideway; 127: Second universal joint; 130: Wheel side reducer; 131: Driving gear; 13 2: Driven gear; 140: Steering knuckle; 141: Mounting hole; 150: Steering flip kingpin; 151: First part; 152: Locknut; 153: Second part; 154: Connecting hole; 161: Mounting seat; 162: Connecting flange; 163: Second mounting cavity; 164: Support bearing; 165: Seal; 166: Axle tube; 170: Spherical bearing; 180: Radiator; 200: Amphibious vehicle; 210: Vehicle body; 220: Suspension; 230: Power transmission shaft; 240: Wheel axle. DETAILED DESCRIPTION

[0046] In order to more clearly understand the above-mentioned purposes, features and advantages of the embodiments of the present invention, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that the embodiments of the present invention and the features therein can be combined with each other without conflict.

[0047] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the embodiments of the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0048] Refer to the following Figures 1 to 5 A steering drive axle 100 and an amphibious vehicle 200 according to some embodiments of the present invention are described.

[0049] Example 1

[0050] like Figure 1 、 Figure 2 and Figure 3 As shown, a steering drive axle 100 provided by one embodiment of the present invention includes a main reducer assembly 110, a wheel-side drive shaft assembly 120, a wheel-side reducer 130, a steering knuckle 140 and a steering flip kingpin 150. The main reducer assembly 110 is used to be connected to the vehicle body 210. Optionally, the vehicle body 210 is a load-bearing body. The main reducer assembly 110 is directly mounted on the vehicle body 210. Optionally, the main reducer assembly 110 is connected to the vehicle body 210 via an auxiliary bracket. Optionally, the vehicle body 210 is provided with a mounting groove, and the main reducer assembly 110 is arranged in the mounting groove.

[0051] Alternatively, as Figure 4As shown, the main reducer assembly 110 includes a main reducer housing 111, a driving bevel gear 113, a driven bevel gear 114 and a differential 115. Specifically, the main reducer housing 111 is connected to the vehicle body 210, and the main reducer housing 111 is provided with a first mounting cavity 112. The differential 115 has a half-shaft gear 1151. The driving bevel gear 113, the driven bevel gear 114 and the half-shaft gear 1151 are all arranged in the first mounting cavity 112. Further, the driving bevel gear 113 is rotatably arranged in the main reducer housing 111. It can be understood that the driving bevel gear 113 is connected to the main reducer housing 111, and the driving bevel gear 113 can rotate relative to the main reducer housing 111. Further, the driven bevel gear 114 is rotatably arranged in the main reducer housing 111. It can be understood that the driven bevel gear 114 is connected to the final reducer housing 111 and is rotatable relative to the final reducer housing 111. The driven bevel gear 114 meshes with the driving bevel gear 113. Furthermore, a differential 115 is connected to the driven bevel gear 114. Optionally, the final reducer assembly 110 includes a final reducer and a differential. The driving bevel gear 113 and the driven bevel gear 114 are components of the final reducer. The final reducer is used to match speeds and transmit torque. Optionally, there are at least two side gears 1151, with at least one side gear 1151 transmitting power to the left wheel of the amphibious vehicle and at least one side gear 1151 transmitting power to the right wheel of the amphibious vehicle. The differential allows the left and right wheels to roll at different speeds when the vehicle is turning or driving on uneven roads. The differential adjusts the speed difference between the left and right wheels. One end of the wheel-side drive shaft assembly 120 is connected to the side gears 1151. Furthermore, the driving bevel gear 113 is connected to the power transmission shaft 230. In other words, the driving bevel gear 113 serves as the power input for the final reducer assembly 110, while the side gears 1151 serve as the power output for the final reducer assembly 110. Optionally, the driving bevel gear 113 is connected to the power transmission shaft 230 via a forked flange. This forked flange allows the power transmission shaft 230 to more stably transmit torque to the driving bevel gear 113.

[0052] Furthermore, the wheel-side drive shaft assembly 120 has two oppositely disposed ends. One end of the wheel-side drive shaft assembly 120 is connected to the side gear 1151 of the final reducer assembly 110, and the other end of the wheel-side drive shaft assembly 120 is connected to the wheel-side reducer 130. In other words, the wheel-side reducer 130 is connected to the final reducer assembly 110 through the wheel-side drive shaft assembly 120. Furthermore, the wheel-side reducer 130 is connected to the wheel axle 240. The wheel axle 130 matches the rotational speed and transmits torque. Optionally, the wheel axle 130 includes a driving gear 131 and a driven gear 132. The driving gear 131 is connected to the driven gear 132. The driving gear 131 is connected to the end of the wheel-side drive shaft assembly 120 away from the final reducer assembly 110. The driven gear 132 is connected to the wheel axle 240. The wheel axle 240 is connected to the wheel. In the process of the power transmission shaft 230 transmitting power to the wheel shaft 240, it will undergo multiple stages of reduction in speed through the main reducer assembly 110 and the wheel-side reducer 130, which is beneficial to increasing the speed regulation range and output torque.

[0053] Furthermore, the steering knuckle 140 is connected to the wheel-side reducer 130. The steering knuckle 140 is provided with a mounting hole 141. Furthermore, the steering flip kingpin 150 includes a first portion 151 and a second portion 153 that are connected. The first portion 151 of the steering flip kingpin 150 is rotatably disposed in the mounting hole 141. The second portion 153 is disposed outside the mounting hole 141. The axis of the first portion 151 and the axis of the second portion 153 are not colinear. Optionally, the axis of the first portion 151 and the axis of the second portion 153 are perpendicular. Optionally, the steering flip kingpin 150 is T-shaped, that is, the first portion 151 and the second portion 153 form a T-shaped structure. Further, the second portion 153 is provided with a connecting hole 154, and the connecting hole 154 is used to connect to the suspension 220. The steering knuckle 140 can rotate around the axis of the first portion 151 and / or the center line of the connecting hole 154. The steering knuckle 140 rotates around the axis of the first part 151 under the drive of the steering mechanism, and the steering knuckle 140 can drive the wheel-side reducer 130 and the wheel to rotate together to achieve steering; the steering knuckle 140 flips around the center line of the connecting hole 154 of the second part 153 under the action of the retractable suspension 220, and can drive the wheel-side reducer 130 and the wheel to flip up and down together, so that the tires leave the water surface when traveling on water to reduce resistance. The amphibious vehicle 200 must not only achieve stable driving on land, but also the wheels must be able to flip when traveling on water to leave the water surface to reduce resistance. The vehicle's steering or wheel retraction is achieved by rotating or flipping the steering knuckle 140 around the axis of the first part 151 or the axis of the second part 153.

[0054] Furthermore, the wheel-side drive shaft assembly 120 can be bent and can change its overall length. When the steering knuckle 140 drives the wheel-side reducer 130 to flip, the distance and relative position between the wheel-side reducer 130 and the main reducer assembly 110 are constantly changing. By bending or changing the overall length of the wheel-side drive shaft assembly 120, motion interference is avoided. Optionally, the wheel-side drive shaft assembly 120 includes multiple shaft sections, and two adjacent shaft sections are connected by a universal joint to achieve the bending of the wheel-side drive shaft assembly 120; the two adjacent shaft sections are connected by a telescopic structure to change the overall length of the wheel-side drive shaft assembly 120.

[0055] The technical solution defined in the present invention provides a steering drive axle 100 that can not only meet the steering requirements but also perform power transmission, which is beneficial to improving the movement performance of the amphibious vehicle 200.

[0056] Optionally, there are two wheel-side drive shaft assemblies 120, one on each side of the final reducer assembly 110. Optionally, the wheel-side reducer 130, steering knuckle 140, and steering kingpin 150 are each configured to be two. Optionally, the final reducer assembly 110 also includes a differential lock, which can, under special circumstances, rigidly connect the left and right wheel-side drive shaft assemblies 120 to improve vehicle handling under adverse conditions.

[0057] In another embodiment, the first portion 151 and the second portion 153 are an integrated structure, which has better mechanical properties and higher connection strength than post-processing methods, and is beneficial for reducing the number of parts and improving assembly efficiency.

[0058] In another embodiment, Figure 4 As shown, the steering drive axle 100 also includes a radiator 180. Specifically, the radiator 180 is disposed within the final drive assembly 110. The radiator 180 dissipates heat from within the final drive assembly 110, thereby protecting the components within the final drive assembly 110. Optionally, the radiator 180 is disposed within the first mounting cavity 112 and is detachably connected to the final drive housing 111.

[0059] Example 2

[0060] like Figure 1 、 Figure 2 and Figure 3As shown, the wheel-side drive shaft assembly 120 includes a first shaft 121, a second shaft 122, a third shaft 123, and a fourth shaft 124. The first shaft 121 is connected to the final reducer assembly 110. Optionally, one end of the first shaft 121 can extend into the first mounting cavity 112 and connect to the side gear 1151. When the side gear 1151 rotates, it can drive the first shaft 121 to rotate together. The side gear 1151 transmits torque to the first shaft 121.

[0061] Furthermore, one end of the second shaft 122 is connected to the other end of the first shaft 121 via a first universal joint 125. In other words, one end of the second shaft 122 is connected to the end of the first shaft 121 away from the side gear 1151, and the second shaft 122 and the first shaft 121 are connected via the first universal joint 125. The provision of the first universal joint 125 enables torque to be transmitted from the first shaft 121 to the second shaft 122, and the second shaft 122 and the first shaft 121 to rotate relative to each other, thereby achieving bending of the wheel-end drive shaft assembly 120. Optionally, the first universal joint 125 is a ball-and-cage universal joint.

[0062] Furthermore, one end of the third shaft 123 is connected to the other end of the second shaft 122. In other words, one end of the third shaft 123 is connected to the end of the second shaft 122 away from the first shaft 121. The second shaft 122 can transmit torque to the third shaft 123. Furthermore, one of the third shaft 123 and the second shaft 122 is provided with a slideway 126, and the end of the other is slidably provided in the slideway 126. Optionally, the third shaft 123 is provided with the slideway 126, and the end of the second shaft 122 is passed through the slideway 126; or, the second shaft 122 is provided with the slideway 126, and the end of the third shaft 123 is passed through the slideway 126. The second shaft 122 and the third shaft 123 form a telescopic structure to change the overall length of the wheel-side drive shaft assembly 120.

[0063] Furthermore, one end of the fourth shaft 124 is connected to the other end of the third shaft 123 via a second universal joint 127. In other words, one end of the fourth shaft 124 is connected to the end of the third shaft 123 away from the second shaft 122, and the fourth shaft 124 and the third shaft 123 are connected via the second universal joint 127. The other end of the fourth shaft 124 is connected to the wheel-side reducer 130. By providing the second universal joint 127, the third shaft 123 can transmit torque to the fourth shaft 124, and the fourth shaft 124 and the third shaft 123 can rotate relative to each other, thereby realizing the bending of the wheel-side drive shaft assembly 120. Optionally, the second universal joint 127 is a ball cage universal joint. The axis of the first part 151 of the steering flip kingpin 150 passes through the center of the second universal joint 127 to avoid motion interference. The wheel-side drive shaft assembly 120 includes multiple shaft sections, and two adjacent shaft sections are connected by a universal joint to achieve bending of the wheel-side drive shaft assembly 120; two adjacent shaft sections are connected by a telescopic structure to change the overall length of the wheel-side drive shaft assembly 120.

[0064] Example 3

[0065] like Figure 2 and Figure 3 As shown, the steering drive axle 100 also includes a shaft tube 166. Specifically, one end of the shaft tube 166 is connected to the vehicle body 210. The other end of the shaft tube 166 is connected to the main reducer assembly 110. Optionally, at least part of the shaft tube 166 is arranged in the first installation cavity 112, that is, at least a part of the shaft tube 166 extends into the first installation cavity 112. Optionally, the shaft tube 166 is flange-connected to the vehicle body 210, which is convenient for installation and disassembly, and has a high connection strength when in a connected state. The first shaft 121 is passed through the shaft tube 166 and is connected to the half-shaft gear 1151 of the main reducer assembly 110. By providing the shaft tube 166, the main reducer housing 111 can be lengthened and the first shaft 121 can be protected.

[0066] Furthermore, the steering drive axle 100 also includes a mounting seat 161 and a support bearing 164. Specifically, the mounting seat 161 is connected to the vehicle body 210. Optionally, the mounting seat 161 is flange-connected to the vehicle body 210, facilitating installation and removal and providing high connection strength when connected. Furthermore, the mounting seat 161 is provided with a second mounting cavity 163. The support bearing 164 is disposed within the second mounting cavity 163. The wheel-side drive shaft assembly 120 extends through the support bearing 164. Optionally, the first shaft 121 extends through the support bearing 164. The support bearing 164 provides support. The outer wall of the support bearing 164 contacts the cavity wall of the second mounting cavity 163, while the inner wall of the support bearing 164 contacts the circumferential sidewall of the first shaft 121. One end of the first shaft 121 extends into the second mounting cavity 163 and the first mounting cavity 112, respectively, and its end is connected to the side gear 1151. The mounting seat 161 serves as a mounting carrier and can protect the support bearing 164 and the first shaft 121 to a certain extent.

[0067] Furthermore, the steering drive axle 100 also includes at least one seal 165. Specifically, the seal 165 is disposed within the second mounting cavity 163. The number of seals 165 is at least one, meaning that the seals 165 can be one, two, or more, and the seals 165 can be flexibly arranged according to actual needs. Furthermore, the seal 165 is mounted on the wheel-side drive shaft assembly 120. Optionally, the seal 165 is mounted on the first shaft 121. The seal 165 is disposed on the side of the support bearing 164 away from the main reducer assembly 110. The provision of the seal 165, and its location on the side of the support bearing 164 away from the main reducer assembly 110, not only provides a seal, preventing dust and other impurities from entering through the side of the support bearing 164 away from the main reducer assembly 110, but also effectively prevents lubricant from flowing out, allowing the lubricant to flow within the second mounting cavity 163 and the first mounting cavity 112, thereby improving lubrication.

[0068] Furthermore, the circumferential sidewalls of the mounting base 161 are formed with connecting flanges 162, which are detachably connected to the vehicle body 210. The provision of connecting flanges 162 not only enables a detachable connection between the mounting base 161 and the vehicle body 210, facilitating installation and removal of the mounting base 161, but also increases the contact area between the mounting base 161 and the vehicle body 210, thereby enhancing the connection strength between the mounting base 161 and the vehicle body 210 when connected. Furthermore, the mounting base 161 and connecting flanges 162 are an integrated structure, which offers superior mechanical properties and higher connection strength than post-processing methods, thus reducing the number of parts and improving assembly efficiency.

[0069] Example 4

[0070] The first shaft 121 is connected to the side gear 1151 via a spline structure. This spline connection between the first shaft 121 and the side gear 1151 secures the side gear 1151 relative to the first shaft 121 in a circumferential direction, enabling the side gear 1151 to transmit torque to the first shaft 121. Optionally, the side gear 1151 is provided with a first shaft hole, through which the first shaft 121 passes. The inner wall of the first shaft hole is provided with internal splines, while the circumferential side walls of the first shaft 121 are provided with external splines. The internal and external splines cooperate to achieve the spline connection between the first shaft 121 and the side gear 1151.

[0071] In another embodiment, the fourth shaft 124 is splined to the driving gear 131. By spline-connecting the fourth shaft 124 to the driving gear 131, the fourth shaft 124 and the driving gear 131 are fixed relative to each other in the circumferential direction, and the fourth shaft 124 can transmit torque to the driving gear 131. Alternatively, the driving gear 131 is provided with a second axial hole, and the fourth shaft 124 is inserted into the second axial hole. The inner wall of the second axial hole is provided with an internal spline, and the circumferential side wall of the fourth shaft 124 is provided with an external spline. The internal and external splines cooperate to achieve a spline connection between the fourth shaft 124 and the driving gear 131.

[0072] Example 5

[0073] like Figure 2 and Figure 3 As shown, the steering drive axle 100 also includes at least two spherical bearings 170. Specifically, the spherical bearing 170 is arranged in the mounting hole 141, and the first part 151 of the steering flip kingpin 150 is passed through the spherical bearing 170. The steering flip kingpin 150 is rotatably arranged in the mounting hole 141 through the spherical bearing 170. It is worth noting that the number of spherical bearings 170 is at least two, that is, the spherical bearings 170 can be two or more, and the spherical bearings 170 are flexibly arranged according to actual needs in consideration of the smoothness of rotation, the size of the occupied space, the cost and other factors. By setting the spherical bearing 170, the rotational connection between the steering flip kingpin 150 and the steering knuckle 140 can be achieved.

[0074] Furthermore, the steering drive axle 100 also includes at least two anti-loosening nuts 152. Specifically, the anti-loosening nut 152 is arranged in the mounting hole 141, the anti-loosening nut 152 is threadedly connected to the first part 151, and the anti-loosening nut 152 is arranged on the side of the spherical bearing 170 away from the second part 153. The anti-loosening nut 152 is offset against the spherical bearing 170. It is worth noting that the number of anti-loosening nuts 152 is at least two, that is, the anti-loosening nuts 152 can be two or more, and the anti-loosening nuts 152 are flexibly set according to actual needs. By setting the anti-loosening nut 152 and the number of the anti-loosening nuts 152 is at least two, the two adjacent anti-loosening nuts 152 are offset against each other to play a role in preventing loosening, thereby preventing the first part 151 of the steering flip kingpin 150 from being separated from the mounting hole 141.

[0075] Example 6

[0076] like Figure 5 As shown, an amphibious vehicle 200 provided by one embodiment of the present invention includes a vehicle body 210, a suspension 220, a wheel axle 240, and the steering drive axle 100 of any of the above-mentioned embodiments. The vehicle body 210 can be understood as a load-bearing vehicle body. The suspension 220 is connected to the vehicle body 210. Furthermore, the final reducer assembly 110 of the steering drive axle 100 is connected to the vehicle body 210. The final reducer assembly 110 is directly mounted on the vehicle body 210. Optionally, the vehicle body 210 is provided with a mounting groove, and the final reducer assembly 110 is disposed within the mounting groove. The steering kingpin 150 of the steering drive axle 100 is connected to the suspension 220. The wheel axle 240 is connected to the wheel-side reducer 130 of the steering drive axle 100. The wheel axle 240 is used to connect to the wheel. Furthermore, the steering kingpin 150 includes a first portion 151 and a second portion 153 that are connected. The second portion 153 is provided with a connecting hole 154 for connecting to the suspension 220. The steering knuckle 140 is capable of rotating about the axis of the first portion 151 and / or the centerline of the connecting hole 154. Driven by the steering mechanism, the steering knuckle 140 rotates about the axis of the first portion 151, and the steering knuckle 140 can drive the wheel-side reducer 130 and the wheel to rotate together, thereby achieving steering. Under the action of the retractable suspension 220, the steering knuckle 140 flips about the centerline of the connecting hole 154 of the second portion 153, and can drive the wheel-side reducer 130 and the wheel to flip up and down together, allowing the tire to leave the water surface when driving on water to reduce resistance.

[0077] Optionally, the amphibious vehicle 200 further includes a power transmission shaft 230. Specifically, the power transmission shaft 230 is rotatably mounted on the vehicle body 210, i.e., the power transmission shaft 230 is rotatable relative to the vehicle body 210. The driving bevel gear 113 of the final drive assembly 110 is connected to the power transmission shaft 230. The power transmission shaft 230 can transmit torque to the driving bevel gear 113 of the final drive assembly 110.

[0078] When installing the steering drive axle 100, first install the main reducer assembly 110 on the vehicle body 210, then insert the first shaft 121 of the wheel-side drive shaft assembly 120 into the main reducer assembly 110, and install the bearing seat (mounting seat 161) on the corresponding vehicle body 210 and fix it with bolts. The end of the first shaft 121 is passed through the bearing seat; the other end of the wheel-side drive shaft assembly 120 is inserted into the spline of the driving gear 131 in the wheel-side reducer 130 and connected with bolts.

[0079] The final reducer assembly 110 is provided with a fork-shaped flange for connecting to the power transmission shaft 230. Power is transmitted from the final reducer assembly 110 to the wheel side transmission shaft assembly 120, and then from the wheel side transmission shaft assembly 120 to the wheel side reducer 130 and the wheel axle 240. The wheel axle 240 is mounted with a wheel to realize the drive of the axle.

[0080] According to the embodiments of the steering drive axle and the amphibious vehicle of the present invention, a steering drive axle is provided, which can meet the steering requirements and perform power transmission, thereby improving the movement performance of the amphibious vehicle.

[0081] In the present invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "plurality" refers to two or more, unless expressly limited otherwise. Terms such as "installed," "connected," "connected," and "fixed" should be interpreted broadly. For example, "connected" can mean a fixed connection, a detachable connection, or an integral connection; "connected" can mean a direct connection or an indirect connection through an intermediary. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0082] In the description of the present invention, it should be understood that the directions or positional relationships indicated by terms such as "up", "down", "left", "right", "front" and "back" are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or unit referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0083] Throughout this specification, terms such as "one embodiment," "some embodiments," and "specific embodiments" mean that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0084] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A steering drive axle, characterized in that: include: A main reducer assembly (110) for connecting to a vehicle body (210); A wheel side transmission shaft assembly (120), one end of the wheel side transmission shaft assembly (120) is connected to the main reducer assembly (110), and the wheel side transmission shaft assembly (120) can be bent and the overall length can be changed; A wheel-side speed reducer (130) is connected to the other end of the wheel-side transmission shaft assembly (120), and the wheel-side speed reducer (130) is used to be connected to the wheel shaft (240); A steering knuckle (140) is connected to the wheel-side reducer (130), and the steering knuckle (140) is provided with a mounting hole (141); The turning kingpin (150) includes: A first portion (151) is rotatably disposed in the mounting hole (141); a second portion (153) connected to the first portion (151), the axis of the second portion (153) being not colinear with the axis of the first portion (151), the second portion (153) being disposed outside the mounting hole (141), the second portion (153) being provided with a connecting hole (154), the connecting hole (154) being used for connecting to a suspension (220), and the steering knuckle (140) being capable of rotating around the axis of the first portion (151) and / or the center line of the connecting hole (154); The wheel side transmission shaft assembly (120) comprises: a first shaft (121), one end of the first shaft (121) being connected to the main reducer assembly (110); a second shaft (122), one end of the second shaft (122) being connected to the other end of the first shaft (121) via a first universal joint (125); a third shaft (123), one end of the third shaft (123) being connected to the other end of the second shaft (122), one of the third shaft (123) and the second shaft (122) being provided with a slideway (126), and the other end being slidably disposed in the slideway (126); a fourth shaft (124), one end of the fourth shaft (124) being connected to the other end of the third shaft (123) via a second universal joint (127), the other end of the fourth shaft (124) being connected to the wheel-side reducer (130), and the axis of the first portion (151) passing through the center of the second universal joint (127); The steering drive axle further includes: At least two joint bearings (170), the joint bearings (170) being disposed in the mounting hole (141), and the first portion (151) being passed through the joint bearings (170); The steering drive axle further comprises: at least two anti-loosening nuts (152), the anti-loosening nuts (152) being disposed in the mounting hole (141), the anti-loosening nuts (152) being threadedly connected to the first portion (151), and the anti-loosening nuts (152) being disposed on a side of the spherical bearing (170) away from the second portion (153); The axis of the first part is perpendicular to the axis of the second part, and the steering and flip kingpin is T-shaped.

2. The steering drive axle according to claim 1, characterized in that: Also includes: A radiator (180) is provided in the main reducer assembly (110).

3. The steering drive axle according to claim 1 or 2, characterized in that: Also includes: An axle tube (166), one end of the axle tube (166) is connected to the vehicle body (210), the other end of the axle tube (166) is connected to the main reducer assembly (110), and the wheel-side transmission shaft assembly (120) is passed through the axle tube (166) and connected to the main reducer assembly (110).

4. The steering drive axle according to claim 3, characterized in that: Also includes: A mounting seat (161) is connected to the vehicle body (210), the mounting seat (161) is connected to the shaft tube (166), and the mounting seat (161) is provided with a second mounting cavity (163); A support bearing (164) is disposed in the second mounting cavity (163), and the wheel side transmission shaft assembly (120) is passed through the support bearing (164).

5. The steering drive axle according to claim 4, characterized in that: The steering drive axle further comprises: At least one sealing member (165) is disposed in the second mounting cavity (163), the sealing member (165) being sleeved on the wheel-side transmission shaft assembly (120), and the sealing member (165) being disposed on a side of the support bearing (164) away from the main reducer assembly (110).

6. The steering drive axle according to claim 4, characterized in that: A connecting flange (162) is formed on the circumferential side wall of the mounting seat (161), and the connecting flange (162) is detachably connected to the vehicle body (210).

7. An amphibious vehicle, characterized in that: Also includes: Vehicle body (210); a suspension (220) connected to the vehicle body (210); The steering drive axle according to any one of claims 1 to 6, wherein the main reducer assembly (110) of the steering drive axle is connected to the vehicle body (210), and the steering kingpin (150) of the steering drive axle is connected to the suspension (220); The wheel shaft (240) is connected to the wheel side reducer (130) of the steering drive axle.

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