Steering axle and vehicle

Abstract

The present application discloses a steering axle and a vehicle. The steering axle includes a bridge body. The bridge body is connected to the frame of the vehicle, and the bridge body includes a connecting member and bearing members respectively arranged at opposite ends of the connecting member, and the structural strength of the connecting member is greater than the structural strength of the bearing member. In the steering axle and the vehicle of the embodiment of the present application, the load-bearing capacity of the middle part of the bridge body is relatively strong, thereby reducing the possibility of deformation and damage of the bridge body when the vehicle is a large-tonnage vehicle, thereby improving the applicability of the steering axle and ensuring the stability and reliability of the vehicle operation.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a steering axle and a vehicle. Background Art

[0002] In the related art, vehicles, such as forklifts, usually use steering axles to achieve wheel steering. Generally, the steering axle includes a bridge body and a wheel frame, the bridge body is connected to the vehicle frame, and the wheel frame is connected to the wheel and can be steered relative to the bridge body to drive the wheel steering. Among them, since the wheel frame is provided at both ends of the bridge body, the stress on the bridge body will be more concentrated in the middle of the bridge body. If the vehicle is a large-tonnage vehicle, the bridge body is prone to deformation and damage, affecting the normal operation of the vehicle. Summary of the invention

[0003] Embodiments of the present application provide a steering axle and a vehicle.

[0004] The steering axle of the vehicle of the embodiment of the present application comprises a bridge body. The bridge body is connected to the vehicle frame, and the bridge body comprises a connecting member and bearing members respectively arranged at opposite ends of the connecting member, and the structural strength of the connecting member is greater than the structural strength of the bearing member.

[0005] In some embodiments, a cross-section of the connecting member cut by a first plane is larger than a cross-section of the supporting member cut by a second plane, wherein the first plane and the second plane are parallel, and both the first plane and the second plane are perpendicular to a direction from the supporting member to the connecting member.

[0006] In certain embodiments, a cross-section of the connecting member cut by a plane perpendicular to the forward direction of the vehicle is trapezoidal.

[0007] In some embodiments, the connecting member and the supporting member are an integral structure.

[0008] In some embodiments, the steering bridge further comprises a wheel frame and a driving assembly. The wheel frame is rotatably arranged on the bearing member. The driving assembly is arranged on the bridge body, and the driving assembly is used to drive the wheel frame to rotate relative to the bridge body.

[0009] In some embodiments, the wheel frame includes a first sub-component and a second sub-component connected to each other, the first sub-component is rotatably connected to the bridge body, and the second sub-component is provided with a wheel hub assembly. The wheel hub assembly includes a wheel axle and a connecting member, and the wheel axle is provided on the second sub-component. The connecting member is rotatably connected to the wheel axle.

[0010] In some embodiments, the angle between the first sub-element and the second sub-element is a right angle.

[0011] In certain embodiments, the steering axle further comprises a slewing bearing, wherein the slewing bearing comprises a first sub-portion and a second sub-portion rotatably connected to each other, wherein the first sub-portion is connected to the axle body, and the second sub-portion is connected to the wheel frame.

[0012] In certain embodiments, the steering axle further includes a detection component, and the detection component is used to detect the rotation of the wheel carrier relative to the bridge body.

[0013] In some embodiments, the detection assembly includes a first detection member and a second detection member, the first detection member is disposed on the first sub-part or the bridge body, and the second detection member is disposed on the second sub-part or the wheel frame, and the first detection member and the second detection member cooperate to detect the rotation of the wheel frame relative to the bridge body.

[0014] In some embodiments, the first detection member is an encoder, the second detection member is an encoder gear, the encoder is disposed on the bridge body, and the encoder gear is connected to the encoder and cooperates with the second sub-part in transmission.

[0015] In some embodiments, the driving assembly includes a driving component and a transmission component, wherein the driving component is disposed on the bridge body, the transmission component is connected to the output end of the driving component and is in transmission cooperation with the second sub-unit, and the transmission component is used to transmit the driving force of the driving component to the second sub-unit.

[0016] In certain embodiments, the steering axle further includes a protective member, which is disposed on the axle body or the wheel frame and covers at least a portion of the slewing bearing.

[0017] In certain embodiments, the steering axle further comprises a limit assembly, wherein the limit assembly is disposed on the bridge body and / or the wheel frame, and the limit assembly is used to limit the rotation angle or amplitude of the wheel frame relative to the bridge body.

[0018] In some embodiments, the limit assembly includes a first limit member and a second limit member, the first limit member is arranged at the first sub-portion of the slewing bearing of the bridge body or the steering bridge, and the second limit member is arranged at the wheel frame or the second sub-portion of the slewing bearing, and the first limit member and the second limit member cooperate to limit the rotation angle or amplitude of the wheel frame relative to the bridge body.

[0019] In some embodiments, the second limiting member has a limiting space, and when the wheel frame rotates within a preset range relative to the bridge body, the first limiting member moves in the limiting space; when the wheel frame rotates outside the preset range relative to the bridge body, the first limiting member interferes with the side wall of the limiting space in the rotation direction of the wheel frame.

[0020] In some embodiments, the second limiting member is provided with a groove, and the groove serves as the limiting space.

[0021] In some embodiments, the second limiting member includes two limiting protrusions, the two limiting protrusions are arranged at intervals along the rotation direction of the wheel frame, and the gap between the two limiting protrusions is the limiting space.

[0022] In some embodiments, a rotation range of the first limiting member in the limiting space is greater than the preset range.

[0023] In some embodiments, in the forward direction of the vehicle, the bridge body includes a first side and a second side opposite to each other; the steering bridge also includes a supporting shaft and a shock absorber, the supporting shaft is connected to the first side of the bridge body and / or the second side of the bridge body, one end of the shock absorber is connected to the supporting shaft, and the other end is connected to the frame.

[0024] In certain embodiments, the cross-section of the support shaft is elliptical.

[0025] The vehicle according to the embodiment of the present application includes a vehicle frame and the steering axle described in any one of the above embodiments, and the steering axle is connected to the vehicle frame.

[0026] In the steering axle and vehicle of the implementation mode of the present application, the bridge body includes a connecting member and bearing members respectively arranged at opposite ends of the connecting member. The structural strength of the connecting member is greater than the structural strength of the bearing member. In this way, the bearing capacity of the middle part of the bridge body is stronger, thereby reducing the possibility of deformation and damage of the bridge body when the vehicle is a large-tonnage vehicle, thereby improving the applicability of the steering axle and ensuring the stability and reliability of vehicle operation.

[0027] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0029] Figure 1 is a schematic diagram of a three-dimensional structure of a vehicle according to certain embodiments of the present application;

[0030] Figure 2 yes Figure 1 A three-dimensional structural diagram of a part of the structure in the vehicle;

[0031] Figure 3 yes Figure 2 A schematic diagram of a half-section structure of a steering axle in the vehicle;

[0032] Figure 4 yes Figure 3 The enlarged schematic diagram of the middle IV;

[0033] Figure 5 yes Figure 3 A schematic diagram of the three-dimensional structure of the bridge body in the steering bridge.

[0034] Description of main component symbols:

[0035] Vehicles 400;

[0036] Steering axle 100; vehicle frame 200; wheels 300, left rear wheel 310, right rear wheel 320;

[0037] Bridge body 10, connecting member 11, bearing member 13, first side 15, second side 17, supporting shaft 18;

[0038] Wheel frame 20, first sub-component 21, second sub-component 23; drive assembly 30, drive component 31, drive motor 311, reducer 313, transmission component 33; wheel hub assembly 40, wheel axle 41, connecting member 43;

[0039] The slewing bearing 50 , the first sub-section 51 , the second sub-section 53 ; the detection assembly 60 , the first detection member 61 , the second detection member 63 ; the protection member 70 ; the limit assembly 80 , the first limit member 81 , the second limit member 83 ; and the oil supply member 90 . DETAILED DESCRIPTION

[0040] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0041] In the description of the present application, it should be understood that the terms "center", "length", "up", "down", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0042] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0043] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0044] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0045] See also Figure 1 and Figure 2 The vehicle 400 of the embodiment of the present application includes a frame 200 and a steering bridge 100. It should be noted that in some embodiments, the vehicle 400 includes but is not limited to a forklift, a truck, a tractor-type semitrailer, and a container transporter.

[0046] Specifically, in some embodiments, the vehicle 400 further includes wheels 300, and the steering axle 100 is connected to the wheels 300 and can provide power to the wheels 300 to turn the wheels 300 relative to the frame 200. When the steering axle 100 drives the wheels 300 to turn relative to the frame 200, the vehicle 400 can achieve lateral movement (e.g., rightward and leftward movement) or rotation (e.g., rotation in place, etc.).

[0047] For example, when the central axis M of the wheel 300 (perpendicular to the tire surface of the wheel 300) is perpendicular to the forward direction X of the vehicle 400, the steering axle 100 can drive the wheel 300 to turn 90° relative to the frame 200. In this case, the central axis M of the wheel 300 is parallel to the forward direction X of the vehicle 400, so that the vehicle 400 can achieve side shifting. It can be understood that in some embodiments, the forward direction X of the vehicle 400 can be: when the wheel 300 of the vehicle 400 is not turned, the vehicle 400 as a whole moves forward in a straight line.

[0048] Among them, since the vehicle 400 in this embodiment includes the steering axle 100, it can be understood that the vehicle 400 includes at least the same beneficial effects as the steering axle 100. Therefore, for the beneficial effects of the vehicle 400, please refer to the beneficial effects of the steering axle 100 described below.

[0049] See also Figure 1 and Figure 2 The steering bridge 100 of the vehicle of the embodiment of the present application includes a bridge body 10, a wheel frame 20 and a driving assembly 30. The bridge body 10 is connected to the frame 200 of the vehicle 400, and the bridge body 10 includes a connecting member 11 and bearing members 13 respectively arranged at opposite ends of the connecting member 11, and the structural strength of the connecting member 11 is greater than the structural strength of the bearing member 13.

[0050] The bridge body 10 is a structure in the steering bridge 100 for connecting with the vehicle frame 200. The material of the bridge body 10 may be a metal material or a non-metal material, wherein the metal material includes but is not limited to aluminum, iron, steel or aluminum alloy, and the non-metal material includes but is not limited to silicon carbide. For example, the bridge body 10 may be made of a metal material, which can improve the structural strength of the bridge body 10, reduce the possibility of deformation and damage of the bridge body 10, and ensure the stability and reliability of the operation of the vehicle 400.

[0051] Structural strength refers to the ability of a structure to resist damage from external forces. Among them, since the bearing member 13 is arranged at opposite ends of the connecting member 11, and a wheel frame 20 connected to the wheel 300 is provided on the bearing member 13, when the bridge body 10 is subjected to external force, the stress in the middle of the bridge body 10 is most concentrated. In certain embodiments of the present application, the structural strength of the connecting member 11 is greater than the structural strength of the bearing member 13, that is, the connecting member 11 can withstand greater external forces than the bearing member 13 without deformation or damage, which can reduce the possibility of deformation or damage of the bridge body 10 when subjected to force, thereby improving the applicability of the steering bridge 100.

[0052] In the steering axle 100 of the embodiment of the present application, the bridge body 10 includes a connecting member 11 and supporting members 13 respectively arranged at opposite ends of the connecting member 11. The structural strength of the connecting member 11 is greater than the structural strength of the supporting member 13. In this way, the load-bearing capacity of the middle area of ​​the bridge body 10 is relatively strong, thereby reducing the possibility of deformation and damage of the bridge body 10 when the vehicle 400 is a large-tonnage vehicle, improving the applicability of the steering axle 100, and ensuring the stability and reliability of the operation of the vehicle 400.

[0053] The steering axle 100 is further described below with reference to the accompanying drawings.

[0054] See also Figure 2 In some embodiments, the cross section of the connecting member 11 cut by the first plane (hereinafter referred to as the first cross section) is larger than the cross section of the bearing member 13 cut by the second plane (hereinafter referred to as the second cross section). The first plane and the second plane are parallel, and both the first plane and the second plane are perpendicular to the direction from the bearing member 13 to the connecting member 11.

[0055] Specifically, in some embodiments, the connecting member 11 includes a first end and a second end opposite to each other, and two bearing members 13 are respectively disposed at the first end of the connecting member 11 and the second end of the connecting member 11. The direction from the bearing member 13 to the connecting member 11 is: the direction from the first end of the connecting member 11 to the second end of the connecting member 11; or, the direction from the second end of the connecting member 11 to the first end of the connecting member 11.

[0056] Among them, the first cross-section is larger than the second cross-section. Therefore, when the bridge body 10 is subjected to stress, the connecting member 11 can disperse the stress to a wider area, thereby preventing stress concentration from causing deformation and damage to the connecting member 11, and further making the structural strength of the connecting member 11 greater than the structural strength of the bearing member 13.

[0057] In some embodiments, in the X direction of the vehicle 400, the bridge body 10 includes a first side 15 and a second side 17 that are opposite to each other. Specifically, in one example, the first side 15 of the bridge body 10 and the second side 17 of the bridge body 10 are both planes, and the first side 15 of the bridge body 10 and the second side 17 of the bridge body 10 are parallel. In the height direction of the vehicle 400, the size of the connecting member 11 is larger than the size of the bearing member 13, so that the first cross section can be larger than the second cross section. In another example, the bridge body 10 is generally in the shape of a rectangular parallelepiped, and a first protrusion is provided on the first side 15 of the bridge body 10, and the first protrusion protrudes and extends from the first side 15 of the bridge body 10 toward a direction away from the second side 17 of the bridge body 10; a second protrusion is provided on the second side 17 of the bridge body 10, and the second protrusion protrudes and extends from the second side 17 of the bridge body 10 toward a direction away from the first side 15 of the bridge body 10, so that the first cross section can also be larger than the second cross section.

[0058] See also Figure 2 and Figure 3 In some embodiments, the cross-section of the connecting member 11 cut by a plane perpendicular to the forward direction X of the vehicle 400 is a trapezoid. At this time, the cross-section of the supporting member 13 cut by a plane perpendicular to the forward direction X of the vehicle 400 can be a square, and the size of the square is smaller than the trapezoid. In this way, the bridge body 10 can form a trapezoidal wingspan structure, so that the structural strength of the connecting member 11 is greater than the structural strength of the supporting member 13.

[0059] It is understood that, in some embodiments, the material of the connecting member 11 is the same as the material of the bearing member 13. In other embodiments, the material of the connecting member 11 is different from the material of the bearing member 13. For example, the material strength of the connecting member 11 is greater than the material strength of the bearing member 13, so that the structural strength of the connecting member 11 can also be greater than the structural strength of the bearing member 13.

[0060] In some embodiments, the connecting member 11 and the bearing member 13 are an integral structure. Specifically, in some embodiments, the connecting member 11 and the bearing member 13 are integrally formed to form an integral structure (i.e., the bridge body 10), which can improve the overall structural strength of the bridge body 10, and is not prone to deformation and damage when subjected to force, thereby extending the service life of the steering bridge 100 and ensuring the normal operation of the steering bridge 100 and the vehicle 400.

[0061] See also Figure 1 and Figure 2 In some embodiments, the wheel frame 20 is rotatably disposed on the carrier 13. The driving assembly 30 is disposed on the bridge body 10, and the driving assembly 30 is used to drive the wheel frame 20 to rotate relative to the bridge body 10.

[0062] The wheel carrier 20 is a structure in the steering axle 100 for connecting the bridge body 10 and the wheel 300. The wheel carrier 20 can rotate relative to the bridge body 10 when subjected to a force, and drive the wheel 300 to rotate relative to the bridge body 10, so as to achieve steering of the wheel 300. In certain embodiments of the present application, the wheel 300 may be the left rear wheel 310 and the right rear wheel 320 in the vehicle 400. The quantity relationship between the wheel carrier 20 and the wheel 300 is one-to-one correspondence, that is, one wheel carrier 20 corresponds to one wheel 300. For example, one wheel carrier 20 corresponds to one left rear wheel 310; or, one wheel carrier 20 corresponds to one right rear wheel 320.

[0063] The drive assembly 30 is a structure in the steering axle 100 for providing power to the wheel frame 20 to drive the wheel frame 20 to rotate relative to the bridge body 10. In some embodiments of the present application, the drive assembly 30 includes two, both of which are arranged on the bridge body 10, and the two drive assemblies 30 correspond to the two wheels 300 respectively, that is, one drive assembly 30 corresponds to the left rear wheel 310, and the other drive assembly 30 corresponds to the right rear wheel 320.

[0064] Please continue reading Figure 2 and Figure 3 In some embodiments, the wheel frame 20 includes a first sub-component 21 and a second sub-component 23 connected to each other, the first sub-component 21 is rotatably connected to the bridge body 10, and a wheel hub assembly 40 is disposed on the second sub-component 23. The wheel hub assembly 40 includes a wheel axle 41 and a connecting member 43, and the wheel axle 41 is disposed on the second sub-component 23. The connecting member 43 is rotatably connected to the wheel axle 41.

[0065] Specifically, in some embodiments, the connecting member 43 can be rotatably mounted on the wheel shaft 41 through a bearing, and the connecting member 43 can be connected to the wheel 300. When the wheel frame 20 turns relative to the frame 200, the hub assembly 40 can turn relative to the frame 200 together with the wheel frame 20 to drive the wheel 300 to turn relative to the frame 200. It should be noted that, in some embodiments, the angle between the first sub-component 21 and the second sub-component 23 is a right angle. Therefore, when the wheel frame 20 is subjected to force, the force applied to the wheel frame 20 can be better dispersed, thereby preventing the stress from being excessively concentrated, improving the stability and load-bearing capacity of the wheel frame 20 structure, and thus enabling the wheel frame 20 to carry heavier wheels 300 (such as rim-type large-size load-bearing tires, etc.), thereby improving the applicability of the steering axle 100.

[0066] In some embodiments, the first sub-component 21 and the second sub-component 23 are an integral structure, that is, the first sub-component 21 and the second sub-component 23 can be combined together in an integral molding manner, thereby improving the structural strength of the wheel frame 20 and preventing the first sub-component 21 and the second sub-component 23 from separating during the rotation of the wheel frame 20, thereby ensuring the stability and reliability of the operation of the vehicle 400. In other embodiments, the first sub-component 21 and the second sub-component 23 are separately arranged, that is, the first sub-component 21 and the second sub-component 23 are two different structures. The first sub-component 21 and the second sub-component 23 can be combined together in a detachable connection method or a non-detachable connection method. The detachable connection method includes, but is not limited to, bolt connection or snap connection, and the non-detachable connection method includes, but is not limited to, welding or bonding.

[0067] See also Figure 3 and Figure 4 In some embodiments, the steering bridge 100 further includes a slewing bearing 50 , which includes a first sub-portion 51 and a second sub-portion 53 rotatably connected to each other, wherein the first sub-portion 51 is connected to the bridge body 10 , and the second sub-portion 53 is connected to the wheel frame 20 .

[0068] The slewing bearing 50 is a bearing that can simultaneously withstand large axial and radial loads and overturning moments. One of the first sub-section 51 and the second sub-section 53 is the outer ring of the bearing, and the other is the inner ring of the bearing. In the embodiment of the present application, only the first sub-section 51 is the inner ring of the bearing, and the second sub-section 53 is the outer ring of the bearing.

[0069] In some embodiments, the steering bridge 100 further includes an oil supply member 90, which is disposed on the slewing bearing 50 and is used to lubricate the slewing bearing 50 to ensure the relative rotation of the first sub-section 51 and the second sub-section 53. It should be noted that in some embodiments, the oil supply member 90 can be a grease nozzle or the like.

[0070] Further, in some embodiments, the driving assembly 30 includes a driving component 31 and a transmission component 33, and the driving component 31 is disposed on the bridge body 10. The transmission component 33 is connected to the output end of the driving component 31 and is in transmission cooperation with the second sub-part 53, and the transmission component 33 is used to transmit the driving force of the driving component 31 to the second sub-part 53. It should be noted that, in some embodiments, the transmission component 33 may include but is not limited to a gear transmission component, a gear rack transmission component, and a chain transmission component.

[0071] Specifically, in some embodiments, when the driving component 31 is operating stably, the driving force of the driving component 31 can be transmitted to the second sub-component 53 through the transmission component 33 to drive the second sub-component 53 to rotate relative to the first sub-component 51. In this case, the wheel frame 20 can rotate with the second sub-component 53 and drive the wheel 300 to turn relative to the frame 200.

[0072] More specifically, in some embodiments, the driving component 31 includes a driving motor 311 and a reducer 313, the reducer 313 is connected to the output end of the driving motor 311 and the transmission component 33, and the reducer 313 can transmit the driving force output by the driving motor 311 to the transmission component 33. The transmission component 33 includes a transmission member, which is connected to the output end of the reducer 313 and cooperates with the second sub-part 53, so that the transmission component 33 can transmit the driving force of the driving component 31 to the second sub-part 53 to drive the second sub-part 53 to rotate relative to the first sub-part 51. It should be noted that, in one example, the transmission member can be a gear, and a gear ring or a sprocket is provided on the outer peripheral wall of the second sub-part 53, so that the transmission member can mesh with the second sub-part 53.

[0073] Please continue reading Figure 3 and Figure 4In some embodiments, the steering bridge 100 further includes a detection component 60, which is used to detect the rotation angle or amplitude of the wheel frame 20 relative to the bridge body 10. It should be noted that in some embodiments, the detection component 60 may include but is not limited to an electromagnetic detection component, a photoelectric detection component, and an ultrasonic detection component.

[0074] Specifically, in some embodiments, the vehicle 400 may further include a controller, which can control the operation of the drive assembly 30 so that the wheel carrier 20 rotates to a target rotation angle relative to the frame 200. After the detection assembly 60 detects the angle (actual rotation angle) of rotation of the wheel carrier 20, the controller can obtain the actual rotation angle detected by the detection assembly 60, and adjust the target rotation angle according to the actual rotation angle and the target rotation angle. Exemplarily, when the actual rotation angle and the target rotation angle are the same, the target rotation angle remains unchanged; when the actual rotation angle and the target rotation angle are different, the controller can adjust the target rotation angle according to the difference between the actual rotation angle and the target rotation angle, and control the operation of the drive assembly 30 so that the wheel carrier 20 rotates to the adjusted target rotation angle relative to the frame 200.

[0075] It can be understood that in certain embodiments of the present application, the drive assembly 30 includes two, and the two drive assemblies 30 are respectively used to drive the left rear wheel 310 and the right rear wheel 320 to rotate, and the controller can control the operation of the drive assembly 30 so that the wheel frame 20 rotates to the target rotation angle relative to the frame 200, thereby reducing the steering error of the left rear wheel 310 and the right rear wheel 320, thereby reducing the wear of the wheel 300, extending the service life of the wheel 300, and improving the stability of the operation of the vehicle 400.

[0076] In some embodiments, the detection assembly 60 includes a first detection member 61 and a second detection member 63. The first detection member 61 is disposed on the first sub-portion 51 or the bridge body 10, and the second detection member 63 is disposed on the second sub-portion 53 or the wheel frame 20. The first detection member 61 and the second detection member 63 cooperate to detect the rotation angle or amplitude of the wheel frame 20 relative to the bridge body 10.

[0077] Specifically, in one example, the first detection member 61 is disposed on the first sub-portion 51, and the second detection member 63 is disposed on the second sub-portion 53. In another example, the first detection member 61 is disposed on the first sub-portion 51, and the second detection member 63 is disposed on the wheel frame 20. In yet another example, the first detection member 61 is disposed on the bridge body 10, and the second detection member 63 is disposed on the second sub-portion 53. In one example, the first detection member 61 is disposed on the bridge body 10, and the second detection member 63 is disposed on the wheel frame 20. It can be understood that in the above examples, both the first detection member 61 and the second detection member 63 can cooperate to detect the rotation angle or amplitude of the wheel frame 20 relative to the bridge body 10. Among them, in the embodiments of the present application, only the first detection member 61 is disposed on the bridge body 10, and the second detection member 63 is disposed on the second sub-portion 53 as an example for explanation.

[0078] In certain embodiments, when the detection component 60 is an electromagnetic detection component, one of the first detection component 61 and the second detection component 63 may be an electromagnetic sensor (such as a Hall sensor, etc.), and the other may be a component that can cooperate with the electromagnetic sensor (such as a Hall sensor, etc.); when the detection component 60 is a photoelectric detection component, one of the first detection component 61 and the second detection component 63 may be a photoelectric sensor (such as a laser sensor, etc.), and the other may be a component that can cooperate with the photoelectric sensor (such as a laser sensor, etc.); when the detection component 60 is an ultrasonic detection component, one of the first detection component 61 and the second detection component 63 may be an ultrasonic sensor, and the other may be a component that can cooperate with the ultrasonic sensor, thereby, the first detection component 61 and the second detection component 63 can cooperate to jointly detect the rotation of the wheel frame 20 relative to the bridge body 10.

[0079] Specifically, in some embodiments, the first detection member 61 is an encoder, the second detection member 63 is an encoder gear, the encoder is disposed on the bridge body 10, and the encoder gear is connected to the encoder and is in transmission cooperation with the second sub-part 53. In this way, the encoder can detect the rotation of the wheel carrier 20 relative to the bridge body 10 through the encoder gear. It is understandable that the encoder can detect the actual rotation angle of the wheel carrier 20 relative to the bridge body 10 through the encoder gear.

[0080] See also Figure 2 and Figure 3In some embodiments, the steering axle 100 further includes a protective member 70, which is disposed on the bridge body 10 or the wheel frame 20 and covers at least part of the slewing bearing 50. The provision of the protective member 70 can, on the one hand, prevent the slewing bearing 50 from causing damage to the operator when the operator is performing operations such as debugging or maintenance on the vehicle 400, thereby improving the safety of operation; on the other hand, it can reduce the possibility of the slewing bearing 50 being damaged by collision with the external structure, thereby extending the service life of the slewing bearing 50 and ensuring the stability and reliability of the steering axle 100. In addition, the provision of the protective member 70 can also prevent the external impurities such as water or dust from affecting the slewing bearing 50, thereby also extending the service life of the slewing bearing 50 and ensuring the stability and reliability of the steering axle 100.

[0081] In some embodiments, the protective member 70 and the bridge body 10 or the wheel frame 20 may be connected together in a detachable or non-detachable manner. The detachable connection manner includes, but is not limited to, bolt connection or snap connection, and the non-detachable connection manner includes, but is not limited to, welding or bonding.

[0082] If the wheel carrier 20 is not restricted from rotating relative to the bridge body 10, then in the event of a failure in the drive assembly 30 or other structures of the vehicle 400, the wheel carrier 20 may rotate arbitrarily relative to the bridge body 10, and drive the wheel 300 to rotate arbitrarily relative to the frame 200, which will cause the direction of the vehicle 400 to be uncontrollable, posing a greater safety risk. Figure 3 In some embodiments of the present application, the steering bridge 100 further includes a limit assembly 80, which is disposed on the bridge body 10 and / or the wheel frame 20, and is used to limit the rotation of the wheel frame 20 relative to the bridge body 10. This can prevent the wheel 300 from rotating arbitrarily relative to the frame 200 when a failure occurs in the drive assembly 30 or other structures of the vehicle 400, thereby improving the safety performance of the vehicle 400.

[0083] Furthermore, in certain embodiments, the limiting assembly 80 includes a first limiting member 81 and a second limiting member 83, wherein the first limiting member 81 is disposed on the first sub-portion 51 of the slewing bearing 50 of the bridge body 10 or the steering bridge 100, and the second limiting member 83 is disposed on the wheel frame 20 or the second sub-portion 53 of the slewing bearing 50, and the first limiting member 81 and the second limiting member 83 cooperate to limit the rotation of the wheel frame 20 relative to the bridge body 10.

[0084] It is understandable that, in one example, the first limit member 81 is provided on the bridge body 10, and the second limit member 83 is provided on the wheel frame 20. In another example, the first limit member 81 is provided on the bridge body 10, and the second limit member 83 is provided on the second sub-portion 53. In yet another example, the first limit member 81 is provided on the first sub-portion 51, and the second limit member 83 is provided on the wheel frame 20. In one example, the first limit member 81 is provided on the first sub-portion 51, and the second limit member 83 is provided on the second sub-portion 53. It should be noted that, in the above examples, the first limit member 81 and the second limit member 83 can cooperate to limit the rotation of the wheel frame 20 relative to the bridge body 10.

[0085] Specifically, in some embodiments, the second limit member 83 has a limit space, and when the wheel frame 20 rotates within a preset range relative to the bridge body 10, the first limit member 81 moves in the limit space; when the wheel frame 20 rotates outside the preset range relative to the bridge body 10, the first limit member 81 interferes with the side wall of the limit space in the rotation direction of the wheel frame 20, so that the first limit member 81 and the second limit member 83 can cooperate to limit the rotation of the wheel frame 20 relative to the bridge body 10.

[0086] More specifically, in some embodiments, when the steering bridge 100 is assembled, the first stopper 81 can extend into the stopper space to achieve the cooperation between the first stopper 81 and the second stopper 83. In the rotation direction of the wheel frame 20, the stopper space has two side walls (including the first side wall and the second side wall) spaced apart from each other. When the wheel frame 20 rotates relative to the bridge body 10 within a preset range, the first stopper 81 can move between the first side wall and the second side wall; when the wheel frame 20 rotates relative to the bridge body 10 outside the preset range, the first stopper 81 can contact the first side wall or the second side wall, thereby limiting the rotation of the wheel frame 20 relative to the bridge body 10.

[0087] It is understandable that in other embodiments, the first limiting member 81 may have a limiting space, and when the wheel frame 20 rotates relative to the bridge body 10 within a preset range, the second limiting member 83 moves in the limiting space; when the wheel frame 20 rotates relative to the bridge body 10 outside the preset range, the second limiting member 83 abuts against the side wall of the limiting space in the rotation direction of the wheel frame 20. The embodiments described below are only described by taking the second limiting member 83 having the limiting space as an example.

[0088] In some embodiments, a groove is provided on the second limiting member 83, and the groove is a limiting space. The groove is recessed from the side of the second limiting member 83 facing the first limiting member 81 toward the direction away from the first limiting member 81, and the first limiting member 81 can move in the groove, and the first side wall and the second side wall are two side walls of the groove in the rotation direction of the wheel frame 20. Specifically, in one example, the first limiting member 81 can be a bolt, and the second limiting member 83 can be a protrusion, and the protrusion is provided with a groove, and the groove forms a limiting space. In another example, the first limiting member 81 can be a bolt, and the second limiting member 83 can be a partial structure of the wheel frame 20 or the second sub-section 53. In this case, a groove is provided on the wheel frame 20 or the second sub-section 53, and the groove is a limiting space.

[0089] In other embodiments, the second limiting member 83 includes two limiting protrusions, the two limiting protrusions are spaced apart along the rotation direction of the wheel frame 20, and the gap between the two limiting protrusions is the limiting space. Specifically, in one example, the first limiting member 81 and the limiting protrusion are both bolts, and in this case, the limiting space is the gap between the two bolts.

[0090] In some embodiments, the rotation range of the first limiting member 81 in the limiting space is greater than a preset range.

[0091] When the vehicle 400 is running in a relatively narrow space, the steering angle of the wheel carrier 20 relative to the bridge body 10 may always be the limit value of the preset range. At this time, the first limiter 81 and the second limiter 83 may collide frequently, which may easily cause damage to the first limiter 81 and the second limiter 83, affecting the limiting effect of the limiting assembly 80 on the rotation of the wheel carrier 20 relative to the bridge body 10. Therefore, in some embodiments of the present application, the rotation range of the first limiter 81 in the limiting space is greater than the preset range. In this way, when the steering angle of the wheel carrier 20 relative to the bridge body 10 is always the limit value of the preset range, the first limiter 81 and the second limiter 83 will not collide frequently, thereby reducing the possibility of damage to the first limiter 81 and the second limiter 83, and ensuring the limiting effect of the limiting assembly 80 on the rotation of the wheel carrier 20 relative to the bridge body 10.

[0092] Further, in some embodiments, the difference between the preset range and the rotation range is [1°, 5°]. Specifically, in some embodiments, the difference between the preset range and the rotation range is any one of 1°, 2°, 3°, 4° and 5° or any value between any two values.

[0093] If the difference between the preset range and the rotation range is less than 1°, then when the steering angle of the wheel carrier 20 relative to the bridge body 10 is always at the limit value of the preset range, the first limit member 81 and the second limit member 83 may collide frequently, which may easily cause damage to the first limit member 81 and the second limit member 83, affecting the limiting effect of the limit assembly 80 on the rotation of the wheel carrier 20 relative to the bridge body 10; if the difference between the preset range and the rotation range is greater than 5°, then when the drive assembly 30 or other structures of the vehicle 400 fail, the rotation range of the wheel carrier 20 relative to the bridge body 10 is too large, thereby causing the rotation range of the wheel 300 relative to the frame 200 to be too large, which will cause the direction of the vehicle 400 to be uncontrollable, posing a greater safety risk. In certain embodiments of the present application, the difference between the preset range and the rotation range is [1°, 5°]. Therefore, on the one hand, when the steering angle of the wheel frame 20 relative to the bridge body 10 is always at the limit value of the preset range, the first limit member 81 and the second limit member 83 will not collide frequently, thereby reducing the possibility of damage to the first limit member 81 and the second limit member 83, thereby ensuring the limiting effect of the limit assembly 80 on the rotation of the wheel frame 20 relative to the bridge body 10; on the other hand, it can prevent the rotation range of the wheel 300 relative to the frame 200 from being too large when the drive assembly 30 or other structures of the vehicle 400 fail, thereby improving the safety performance of the vehicle 400.

[0094] See also Figure 1 , Figure 2 and Figure 5 In some embodiments, in the forward direction X of the vehicle 400, the bridge body 10 includes a first side 15 and a second side 17 that are opposite to each other. The steering bridge 100 also includes a support shaft 18 and a shock absorber. The support shaft 18 is connected to the first side 15 of the bridge body 10 and / or the second side 17 of the bridge body 10. The shock absorber is arranged on the support shaft 18 and can be connected to the vehicle frame 200.

[0095] Specifically, in some embodiments, the support shaft 18 is arranged in the middle of the bridge body 10, so that when the vehicle 400 is traveling on a rough road, the bridge body 10 can swing up and down with the support shaft 18 as the center, so as to ensure that the wheels 300 (including the left rear wheel 310 and the right rear wheel 320) can effectively contact the ground, thereby improving the driving stability of the vehicle 400. The support shaft 18 is connected to the first side 15 of the bridge body 10 and the second side 17 of the bridge body 10, so as to improve the stability of the connection between the bridge body 10 and the frame 200 and ensure the normal operation of the vehicle 400. In addition, the support shaft 18 is connected to the frame 200 through a shock absorber, so that when the vehicle 400 is traveling on a rough road, the vibration transmitted from the steering bridge 100 to the frame 200 is smaller, so as to improve the comfort of the operator to operate the vehicle 400. It should be noted that in some embodiments, the cross section of the support shaft 18 can be elliptical or circular.

[0096] Furthermore, in certain embodiments, the cross-section of the support shaft 18 is elliptical. Thus, when the bridge body 10 swings up and down with the support shaft 18 as the center, the support shaft 18 with an elliptical cross-section can exert a certain damping effect on the bridge body 10, thereby further reducing the vibration transmitted from the steering axle 100 to the frame 200 and improving the comfort of the operator driving the vehicle 400.

[0097] The technical features of the above-mentioned embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification. At the same time, other implementation methods can be derived from the above-mentioned embodiments, so that structural and logical replacements and changes can be made without departing from the scope of this disclosure.

[0098] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A steering axle (100) of a vehicle, characterized in that: include: A bridge body (10), the bridge body (10) being connected to a frame (200) of the vehicle (400), the bridge body (10) comprising a connecting member (11) and bearing members (13) respectively arranged at opposite ends of the connecting member (11), the structural strength of the connecting member (11) being greater than the structural strength of the bearing member (13); a wheel frame (20), the wheel frame (20) being rotatably disposed on the bearing member (13); and A driving assembly (30), wherein the driving assembly (30) is disposed on the bearing member (13), and the driving assembly (30) is used to drive the wheel frame (20) to rotate relative to the bridge body (10); In the forward direction of the vehicle (400), the bridge body (10) includes a first side (15) and a second side (17) that are opposite to each other; the steering bridge (100) further includes a supporting shaft (18) and a shock absorbing member, the supporting shaft (18) being connected to the first side (15) of the bridge body (10) and / or the second side (17) of the bridge body (10), and the shock absorbing member being arranged on the supporting shaft (18) and being connectable to the vehicle frame (200); The cross section of the support shaft (18) is elliptical.

2. The steering axle (100) according to claim 1, characterized in that: A cross section of the connecting member (11) cut by a first plane is larger than a cross section of the supporting member (13) cut by a second plane, wherein the first plane and the second plane are parallel, and both the first plane and the second plane are perpendicular to a direction from the supporting member (13) to the connecting member (11).

3. The steering axle (100) according to claim 2, characterized in that: The cross section of the connecting member (11) cut by a plane perpendicular to the forward direction of the vehicle (400) is trapezoidal.

4. The steering axle (100) according to claim 1, characterized in that: The connecting member (11) and the bearing member (13) are an integral structure.

5. The steering axle (100) according to claim 1, characterized in that: The wheel frame (20) comprises a first sub-component (21) and a second sub-component (23) connected to each other, the first sub-component (21) being rotatably connected to the bridge body (10), and the second sub-component (23) being provided with a wheel hub assembly (40); the wheel hub assembly (40) comprises: a wheel axle (41), the wheel axle (41) being arranged on the second sub-component (23); and A connecting piece (43), wherein the connecting piece (43) is rotationally connected to the wheel shaft (41).

6. The steering axle (100) according to claim 5, characterized in that: The angle between the first sub-component (21) and the second sub-component (23) is a right angle.

7. The steering axle (100) according to claim 1, characterized in that: The steering bridge (100) further comprises a slewing bearing (50), wherein the slewing bearing (50) comprises a first sub-section (51) and a second sub-section (53) which are rotatably connected to each other, wherein the first sub-section (51) is connected to the bridge body (10), and the second sub-section (53) is connected to the wheel frame (20).

8. The steering axle (100) according to claim 7, characterized in that: The steering axle (100) further comprises: A detection component (60), wherein the detection component (60) is used to detect the rotation of the wheel frame (20) relative to the bridge body (10).

9. The steering axle (100) according to claim 8, characterized in that: The detection component (60) includes a first detection member (61) and a second detection member (63), wherein the first detection member (61) is arranged on the first sub-portion (51) or the bridge body (10), and the second detection member (63) is arranged on the second sub-portion (53) or the wheel frame (20), and the first detection member (61) and the second detection member (63) cooperate to detect the rotation of the wheel frame (20) relative to the bridge body (10).

10. The steering axle (100) according to claim 9, characterized in that: The first detection member (61) is an encoder, the second detection member (63) is an encoder gear, the encoder is arranged on the bridge body (10), and the encoder gear is connected to the encoder and is in transmission cooperation with the second sub-part (53).

11. The steering axle (100) according to claim 7, characterized in that: The driving assembly (30) comprises: a driving component (31), wherein the driving component (31) is arranged on the bridge body (10); and A transmission component (33), the transmission component (33) is connected to the output end of the driving component (31) and is in transmission cooperation with the second sub-component (53), and the transmission component (33) is used to transmit the driving force of the driving component (31) to the second sub-component (53).

12. The steering axle (100) according to claim 7, characterized in that: The steering axle (100) further comprises: A protective member (70) is provided on the bridge body (10) or the wheel frame (20) and covers at least a portion of the slewing bearing (50).

13. The steering axle (100) according to claim 1, characterized in that: The steering axle (100) further comprises: A position limiting component (80), wherein the position limiting component (80) is arranged on the bridge body (10) and / or the wheel frame (20), and the position limiting component (80) is used to limit the rotation angle or amplitude of the wheel frame (20) relative to the bridge body (10).

14. The steering axle (100) according to claim 13, characterized in that: The limiting component (80) comprises a first limiting member (81) and a second limiting member (83), wherein the first limiting member (81) is arranged on a first sub-portion (51) of a slewing bearing (50) of the bridge body (10) or the steering bridge (100), and the second limiting member (83) is arranged on a second sub-portion (53) of the wheel frame (20) or the slewing bearing (50), and the first limiting member (81) and the second limiting member (83) cooperate to limit a rotation angle or amplitude of the wheel frame (20) relative to the bridge body (10).

15. The steering axle (100) according to claim 14, characterized in that: The second limiting member (83) has a limiting space, and when the wheel frame (20) rotates relative to the bridge body (10) within a preset range, the first limiting member (81) moves in the limiting space; when the wheel frame (20) rotates relative to the bridge body (10) outside the preset range, the first limiting member (81) interferes with the side wall of the limiting space in the rotation direction of the wheel frame (20).

16. The steering axle (100) according to claim 15, characterized in that: The second limiting member (83) is provided with a groove, and the groove is the limiting space; or The second limiting member (83) comprises two limiting protrusions, the two limiting protrusions are arranged at intervals along the rotation direction of the wheel frame (20), and the gap between the two limiting protrusions is the limiting space.

17. The steering axle (100) according to claim 15, characterized in that: The rotation range of the first limiting member (81) in the limiting space is greater than the preset range.

18. A vehicle (400), characterized in that: include: Frame (200); and The steering axle (100) according to any one of claims 1 to 17, wherein the steering axle (100) is connected to the vehicle frame (200).

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