Liftable steering drive axle of amphibious vehicle

Abstract

The invention relates to the field of amphibious vehicles, in particular to a liftable steering drive axle of an amphibious vehicle, which comprises a bottom frame, tire wheels are arranged at two ends of the bottom frame; the drive axle mechanism is mounted on the surface of the bottom frame, and the surface of the drive axle mechanism extends to the inner side of the tire wheel; the drive axle mechanism comprises a speed control assembly arranged on the inner side of the bottom frame, the two ends of the speed control assembly are both connected with wheel connecting assemblies, the surfaces of the wheel connecting assemblies extend into the tire wheels, and lifting assemblies are installed at the upper ends of the wheel connecting assemblies. According to the lifting steering drive axle of the amphibious vehicle, under the action of the drive axle mechanism, selective calculation of the main speed reducer and the differential mechanism of the amphibious vehicle can be achieved, and the main speed reducer and the differential mechanism which are stable in power and transmission are designed through the specified small size and vehicle space saving.

Description

Technical Field

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

[0002] The automobile drive axle is an automobile device. The drive axle is generally composed of a main reducer, a differential, a wheel transmission device and a drive axle housing. In order to cooperate with the independent suspension, the main reducer housing is fixed to the frame (or body), the drive axle housing is segmented and connected by hinges, or there is no other part of the drive axle housing except the main reducer housing. In order to meet the needs of the drive wheels to jump up and down independently, the sections of the half shafts between the differential and the wheels are connected with universal joints. The steering drive axle is an important component widely used in automobiles. Its main function is to transfer the power generated by the engine to the wheels, thereby realizing the movement of the vehicle;

[0003] Amphibious vehicles refer to vehicles that can travel on both water and land. Most amphibious vehicles are motorcycles. Compared with cars, motorcycles are lighter and more applicable to more scenarios than ordinary motorcycles. Many outdoor activities require amphibious motorcycles. However, existing amphibious vehicles have two working environments, water and land. Their structures are more complex than ordinary vehicles or ships, occupying a large space and increasing underwater movement resistance.

[0004] Therefore, a liftable steering drive axle of an amphibious vehicle is proposed to solve the above problems. Summary of the invention

[0005] The purpose of the present invention is to provide a liftable steerable drive axle for an amphibious vehicle in order to solve the above-mentioned problem, thereby improving the problem that the amphibious vehicle has two working environments, namely, on the water surface and on land. Its structure is more complicated than that of ordinary vehicles or ships, occupies a large space, and increases the resistance to underwater movement.

[0006] The present invention achieves the above-mentioned object through the following technical solutions: a liftable steering drive axle for an amphibious vehicle, comprising: a bottom frame, both ends of which are provided with tire wheels; a drive axle mechanism, which is installed on the surface of the bottom frame, and the surface of the drive axle mechanism extends to the inner side of the tire wheel; wherein the drive axle mechanism comprises a speed control component arranged on the inner side of the bottom frame, both ends of the speed control component are connected with wheel connection components, the surface of the wheel connection component extends to the inside of the tire wheel, and a lifting component is installed on the upper end of the wheel connection component;

[0007] A throttle valve is installed in the steering drive axle to control the filling and draining speed of the hydraulic cylinder. This controls the speed of the wheel lifting and lowering. When the wheel is lifted, a two-position two-way solenoid ball valve is set to control the wheel to rise, and the hydraulic oil is controlled to enter from the upper oil inlet, driving the hydraulic cylinder to contract and lift the wheel. At the same time, a safety relief valve is set to limit the upper pressure limit of the oil inlet to protect the entire hydraulic system.

[0008] After the driver flips the wheel lowering switch, the two-position three-way solenoid valve is selected as the wheel lowering valve. At this time, the lower end of the hydraulic cylinder is the oil inlet and the upper end is the oil outlet, and the wheel is lowered; at the same time, a one-way valve is installed on the frame to ensure that the hydraulic oil used for lifting can only flow in one direction. When the driver manually drains the oil, it can ensure that the upper and lower oil inlet and outlet circuits share a set of drain pipelines, and the upper and lower oil circuits can be isolated to ensure independent control of the vehicle's lifting;

[0009] In the normal driving state of the amphibious vehicle, when the vehicle is driving in the water, the hydraulic control system of the lifter is controlled, the hydraulic oil enters through the oil inlet of the lifter, the piston rod moves down, the oil outlet opens, and the wheels are slowly lifted by hydraulic pressure;

[0010] When the vehicle completes its underwater mission, the hydraulic control system is operated, and the hydraulic oil in the lifter enters the hydraulic cylinder through the oil inlet at the lower end. The piston moves upward, and the hydraulic oil at the upper end of the piston rod is discharged through the oil outlet at the upper end. The wheels slowly descend, and after a period of time, the wheels return to the normal land driving height.

[0011] Preferably, the speed control assembly comprises two frames respectively fixedly connected to the bottom frame near the inner side of the wheel connection assembly, a reducer housing is fixedly connected between the two frames, a connecting flange is fixedly connected to one side of the reducer housing, a steering knuckle arm is arranged at the lower end of the connecting flange, a dust cover is sleeved on the surface of the connecting flange, a first bearing installed on the surface of the connecting flange is arranged on one side of the dust cover, a first oil seal is installed on the side of the first bearing, a driven bevel gear is rotatably connected to the inner wall of the reducer housing, a driving bevel gear is rotatably connected to the inner wall of the connecting flange, and the driving bevel gear is meshingly connected with the driven bevel gear;

[0012] Preferably, the wheel connection assembly includes a rotating knuckle arranged on the inner side of the tire wheel, the inner wall of the rotating knuckle is fixedly connected with a ball head liner, the inner wall of the ball head liner is fixedly connected with a ball head nut, the inner wall of the rotating knuckle is rotatably connected with a fastening nut, the fastening nut is connected to the end of the speed control assembly, the surface of the fastening nut is fixedly connected with a flange, the flange is fixedly connected to the inner side of the tire wheel, the surface of the flange is fixedly connected with a brake disc, and a mudguard is arranged between the brake disc and the rotating knuckle.

[0013] Preferably, the lifting assembly includes an air spring cover fixedly connected to the upper end of the rotating joint, a plurality of buffer air springs are installed on the upper end of the air spring cover, the inner wall of the buffer air spring is slidably connected to a piston rod, the lower end of the piston rod is fixedly connected to a third oil seal, the upper end of the third oil seal is fixedly connected to an upper stop valve, and the length of the two upper and lower swing arms of the double wishbone independent suspension can be equal or unequal. In combination with the design requirements of this time, the elastic element of the suspension is selected as a gas spring. Due to its special structure and gas-solid coupling and other characteristics, the rubber air spring has good shock absorption and high-frequency shock absorption performance compared with the steel spring. Compared with the metal spring, the advantages of the air spring are: the speed change is relatively slow, the change when subjected to dynamic excitation is relatively small, and it is easier to control. The working principle of the air spring is to fill the compressed air in its flexible and enclosed space, and use the reaction force of the compressed air in the rubber airbag as the elastic element of the elastic restoring force. The types of air springs can be divided into capsule type and membrane type. The working principle of the capsule air spring is that it consists of a rubber airbag with a cord and compressed air enclosed therein. The inner layer of the airbag is made of rubber with good air tightness, and the outer layer is made of oil-resistant rubber. The airbag is generally made into two sections. The more sections there are, the better the elasticity. There is a rigid waist ring between the sections to prevent the middle part from radial expansion and prevent the two sections from rubbing against each other. The airbag seal is composed of the upper and lower covers of the airbag. The bag-type air spring is easy to manufacture, has a simple structure, low manufacturing cost, relatively simple working conditions, and a long service life. The most commonly used bag-type air spring in automobiles is the bag-type air spring. Compared with the membrane air spring, the bag-type air spring has no throttle hole and piston base, so it can set a lower working height in a limited installation height, and can also obtain greater elastic deformation, so this design chooses the bag-type air spring. In this design of the steering drive axle of the amphibious vehicle, the most important component after the suspension selection is the shock absorber.

[0014] Compared with the traditional shock absorber design, this design must first consider the waterproof setting of the shock absorber when the vehicle is driving in the water. Since most traditional shock absorbers use oil to lift the vehicle, waterproof treatment must be performed in the water, which increases the design cost. In order to save costs, increase the service life of the shock absorber, and prevent oil from polluting the water, this design will combine the design requirements and actual needs to transform and upgrade the shock absorber.

[0015] According to the requirements of this design, a combination of lifting system and air spring is selected to achieve vehicle shock absorption. When the vehicle is driving on the road, the oil pressure monitoring system is used to open the oil inlet and outlet of the lifting system and adjust the oil pressure of the lifting system according to the vibration of the vehicle, thereby playing the role of vehicle shock absorption.

[0016] Preferably, the end of the first bearing is fixedly connected with a half-gear shaft, the surface of the half-gear shaft is fixedly connected with a planetary gear, the inner side of the driven bevel gear is provided with a half-shaft gear, and the half-shaft gear is meshingly connected with the planetary gear. The amphibious vehicle design uses a single-stage main reducer, which is characterized by relatively low manufacturing cost and high transmission efficiency.

[0017] Preferably, both ends of the frame are connected with universal joints, and upper and lower arms hinged to the ends of the frame are respectively provided above and below the universal joints, and ends of the upper and lower arms away from the frame are both equipped with swing arm ball heads.

[0018] Preferably, a second bearing is fixedly connected between the rotating joint and the fastening nut, and a second oil seal is installed on the inner side of the second bearing.

[0019] Preferably, a plurality of guide pin sleeves are provided on the surface of the rotating joint, and the plurality of guide pin sleeves are evenly distributed on the surface of the rotating joint in a ring shape to assist the positioning operation.

[0020] Preferably, the upper end of the air spring cover is fixedly connected to a cylinder body, and the upper end of the cylinder body is fixedly connected to a lifter cover, the inner wall of the lifter cover is slidably connected to the surface of the piston rod, and a lower stop valve is installed at the lower end of the cylinder body. In order to meet the requirements of wheel lifting, a hydraulic lifter is designed this time, and the medium used in the hydraulic cylinder is incompressible oil, and its outstanding feature is that it has a high sensitivity of response. When the hydraulic cylinder is working, the source of the piston pressure in the hydraulic cylinder is: receiving the oil pressure from the upper and lower oil inlets and outlets, and the oil pressure on one side decreases according to the vehicle condition, and the oil pressure on the other side increases, so that the piston in the lifter produces a reciprocating telescopic motion, thereby driving the wheel to rise and fall to meet the needs of amphibious vehicle missions. The design of this lifting system focuses on steering drive, and its working principle is as follows:

[0021] The wheel is raised by installing a throttle valve in the steering drive axle to control the filling and draining speed of the hydraulic cylinder. This controls the speed of the wheel lifting. When the wheel is lowered, a two-position two-way electromagnetic ball valve is set to control the wheel to lower, and the hydraulic oil is controlled to enter from the upper oil inlet, driving the hydraulic cylinder to contract and raise the wheel. At the same time, a safety relief valve is set to limit the upper pressure limit of the oil inlet to protect the entire hydraulic system.

[0022] When the driver turns on the wheel lowering switch, the two-position three-way solenoid valve is selected as the wheel raising valve. Figure 5-6 As shown, the lower end of the hydraulic cylinder is the oil inlet and the upper end is the oil outlet, which lifts the wheel; at the same time, a one-way valve is installed on the frame to ensure that the hydraulic oil used for lifting can only flow in one direction. When the driver manually drains the oil, it can ensure that the upper and lower oil inlet and outlet circuits share a set of drain pipelines, and the upper and lower oil circuits can be isolated to ensure independent control of the vehicle's lifting and lowering.

[0023] The beneficial effects of the present invention are:

[0024] 1. The above-mentioned amphibious vehicle liftable steering drive axle can achieve the selection calculation of the main reducer and differential of the amphibious vehicle under the action of the drive axle mechanism, and designs a main reducer and differential with stable power and smooth transmission by keeping the specified size small and saving vehicle space.

[0025] 2. By setting up a lifting component, when the vehicle is traveling in water, through the action of the lifting component, by controlling the hydraulic control system of the lifter, the hydraulic oil enters through the oil inlet of the lifter, the piston rod moves down, the oil outlet opens, and the wheel is slowly lifted through the hydraulic action. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural schematic diagram of the present invention;

[0027] Figure 2 It is a schematic diagram of the structure of the drive axle mechanism of the present invention;

[0028] Figure 3 A partial cross-sectional view of a wheel connection assembly of the present invention;

[0029] Figure 4 It is a partial structural cross-sectional view of the speed control assembly of the present invention;

[0030] Figure 5 It is a schematic diagram of the position of the connecting flange of the present invention;

[0031] Figure 6 It is a partial cross-sectional view of the lifting assembly of the present invention;

[0032] Figure 7 It is a schematic diagram of the internal structure of the reducer housing of the present invention;

[0033] Figure 8 It is a schematic diagram of the position of the guide pin sleeve of the present invention.

[0034] In the figure: 1, bottom frame; 2, tire wheel; 3, drive axle mechanism; 31, speed control assembly; 311, frame; 312, universal joint; 313, upper swing arm; 314, lower swing arm; 315, swing arm ball head; 316, connecting flange; 317, reducer housing; 318, steering knuckle arm; 319, dust cover; 3110, first bearing; 3111, driving bevel gear; 3112, first oil seal; 3113, half gear shaft; 3114, planetary gear; 3115, half shaft gear; 3116, from Moving bevel gear; 32, wheel connection assembly; 321, rotating knuckle; 322, ball nut; 323, ball lining; 324, brake disc; 325, mudguard; 326, flange; 327, fastening nut; 328, second bearing; 329, second oil seal; 3210, guide pin sleeve; 33, lifting assembly; 331, air spring cover; 332, lower check valve; 333, piston rod; 334, buffer air spring; 335, lifter cover; 336, upper check valve; 337, third oil seal. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] When implementing: Figure 1-8 As shown, a liftable steering drive axle for an amphibious vehicle comprises: a bottom frame 1, both ends of the bottom frame 1 are provided with tire wheels 2; a drive axle mechanism 3, the drive axle mechanism 3 is installed on the surface of the bottom frame 1, and the surface of the drive axle mechanism 3 extends to the inner side of the tire wheel 2; wherein the drive axle mechanism 3 comprises a speed control component 31 arranged on the inner side of the bottom frame 1, both ends of the speed control component 31 are connected with wheel connection components 32, the surface of the wheel connection component 32 extends to the inside of the tire wheel 2, and a lifting component 33 is installed on the upper end of the wheel connection component 32;

[0037] The speed control assembly 31 includes two frames 311 respectively fixedly connected to the inner side of the bottom frame 1 near the wheel connection assembly 32, a reducer housing 317 is fixedly connected between the two frames 311, a connecting flange 316 is fixedly connected to one side of the reducer housing 317, a steering knuckle arm 318 is arranged at the lower end of the connecting flange 316, a dust cover 319 is sleeved on the surface of the connecting flange 316, a first bearing 3110 installed on the surface of the connecting flange 316 is arranged on one side of the dust cover 319, a first oil seal 3112 is installed on the side of the first bearing 3110, a driven bevel gear 3116 is rotatably connected to the inner wall of the reducer housing 317, and a The driving bevel gear 3111 is meshed with the driven bevel gear 3116, the end of the first bearing 3110 is fixedly connected with a half gear shaft 3113, the surface of the half gear shaft 3113 is fixedly connected with a planetary gear 3114, the inner side of the driven bevel gear 3116 is provided with a half shaft gear 3115, the half shaft gear 3115 is meshed with the planetary gear 3114, and the ends of the frame 311 are connected with universal joints 312, and the upper and lower parts of the universal joints 312 are respectively provided with upper swing arms 313 and lower swing arms 314 hinged to the ends of the frame 311, and the ends of the upper swing arms 313 and the lower swing arms 314 away from the frame 311 are both installed with swing arm ball heads 315. According to the load and actual situation of this design, the design selects a full-floating half-axle. Its main structural features are that the flange at the outer end of the half-axle is connected to the wheel hub by screws, and the wheel hub is supported on the half-axle sleeve of the drive axle housing by two tapered roller bearings. The drive axle can be classified in various forms, such as the disconnected type and the integral type according to the form of the axle housing. The disconnected type is mostly configured in passenger cars with independent suspension, and the integral type is mostly used in commercial vehicles. The choice here is mainly based on the balance between cost and function. Under the same load-bearing capacity, the cost of using independent suspension is much higher than that of non-independent suspension.

[0038] The wheel connection assembly 32 includes a rotation joint 321 arranged on the inner side of the tire wheel 2, a ball head liner 323 is fixedly connected to the inner wall of the rotation joint 321, a ball head nut 322 is fixedly connected to the inner wall of the ball head liner 323, a fastening nut 327 is rotatably connected to the inner wall of the rotation joint 321, the fastening nut 327 is connected to the end of the speed control assembly 31, a flange 326 is fixedly connected to the surface of the fastening nut 327, the flange 326 is fixedly connected to the inner side of the tire wheel 2, a brake disc 324 is fixedly connected to the surface of the flange 326, a fender 325 is arranged between the brake disc 324 and the rotation joint 321, a second bearing 328 is fixedly connected between the rotation joint 321 and the fastening nut 327, a second oil seal 329 is installed on the inner side of the second bearing 328, a plurality of guide pin sleeves 3210 are arranged on the surface of the rotation joint 321, and the plurality of guide pin sleeves 3210 are evenly distributed on the surface of the rotation joint 321 in an annular shape. The choice here is mainly based on the balance between cost and function. Under the same load-bearing capacity, the cost of using an independent suspension is much higher than that of a non-independent suspension. The wheel is connected to the brake disc. The steering knuckle in the brake disc must be designed according to the requirements of this amphibious vehicle and must be connected to the upper and lower swing arms 314. Secondly, the steering knuckle and the upper and lower swing arms 314 must be on the line of the kingpin to meet the requirements of wheel lifting. The steering knuckle must be connected to the lifting system, and the lifting system drives the steering knuckle to drive the wheel to lift. The steering knuckle is connected to the steering gear swing arm. In order to meet the lifting requirements, a ball head is used at the contact point between the swing arm and the steering knuckle. The wheel must be connected to the power transmission system and connected with a ball cage universal joint 312 to meet the lifting requirements. Based on the above points, the lifting system, steering gear, swing arm, and power transmission system all meet the lifting conditions. The upper end of the lifting system is connected to the frame 311. A rigid connection cannot be used. A connection method with strong ductility must be used to meet the requirements of vehicle lifting.

[0039] The lifting assembly 33 includes an air spring cover 331 fixedly connected to the upper end of the rotating joint 321, a plurality of buffer air springs 334 are installed on the upper end of the air spring cover 331, a piston rod 333 is slidably connected to the inner wall of the buffer air spring 334, a third oil seal 337 is fixedly connected to the lower end of the piston rod 333, an upper stop valve 336 is fixedly connected to the upper end of the third oil seal 337, a cylinder body is fixedly connected to the upper end of the cylinder body, a lifter cover 335 is fixedly connected to the upper end of the cylinder body, the inner wall of the lifter cover 335 is slidably connected to the surface of the piston rod 333, and a lower stop valve 332 is installed at the lower end of the cylinder body. In order to meet the requirements of wheel lifting, the hydraulic lifter is designed this time, and the medium adopted in the hydraulic cylinder is incompressible oil, and its outstanding feature is that the response sensitivity is high. When the hydraulic cylinder is working, the source of the piston pressure in the hydraulic cylinder is: receiving the oil pressure from the upper and lower inlet and outlet ports. According to the vehicle condition, the oil pressure on one side drops and the oil pressure on the other side rises, causing the piston in the lifter to produce reciprocating telescopic motion, thereby driving the wheels to rise and fall to meet the needs of amphibious vehicle missions.

[0040] When the present invention is in use, the amphibious vehicle is in normal driving state. When the vehicle is driving in water, the hydraulic control system of the lifter is controlled, and hydraulic oil enters through the oil inlet of the lifter, the piston rod 333 moves downward, the oil outlet is opened, and the wheels are slowly lifted by hydraulic action; when the vehicle completes the task in water, the hydraulic control system is operated, and the hydraulic oil in the lifter enters the hydraulic cylinder through the oil inlet at the lower end, the piston moves upward, and the oil outlet at the upper end discharges the hydraulic oil at the upper end of the piston rod 333, and the wheels slowly descend, and after a period of time, the wheels return to the normal land driving height.

[0041] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A liftable steering drive axle for an amphibious vehicle, characterized in that: include: A bottom frame (1), with tire wheels (2) being arranged at both ends of the bottom frame (1); A drive bridge mechanism (3), the drive bridge mechanism (3) being mounted on the surface of the bottom frame (1), and the surface of the drive bridge mechanism (3) extending to the inner side of the tire wheel (2); The drive axle mechanism (3) comprises a speed control assembly (31) arranged on the inner side of the bottom frame (1), both ends of the speed control assembly (31) are connected to wheel connection assemblies (32), the surface of the wheel connection assembly (32) extends to the inside of the tire wheel (2), and the upper end of the wheel connection assembly (32) is installed with a lifting assembly (33).

2. The amphibious vehicle liftable steering drive axle according to claim 1, characterized in that: The speed control assembly (31) comprises two frames (311) respectively fixedly connected to the inner side of the bottom frame (1) close to the wheel connection assembly (32); a reducer housing (317) is fixedly connected between the two frames (311); a connecting flange (316) is fixedly connected to one side of the reducer housing (317); a steering knuckle arm (318) is arranged at the lower end of the connecting flange (316); a dust cover (319) is sleeved on the surface of the connecting flange (316); A first bearing (3110) mounted on the surface of the connecting flange (316) is provided on one side of the dust cover (319); a first oil seal (3112) is installed on the side of the first bearing (3110); a driven bevel gear (3116) is rotatably connected to the inner wall of the reducer housing (317); a driving bevel gear (3111) is rotatably connected to the inner wall of the connecting flange (316); and the driving bevel gear (3111) is meshedly connected to the driven bevel gear (3116).

3. The amphibious vehicle liftable steering drive axle according to claim 2, characterized in that: The wheel connection assembly (32) comprises a rotation joint (321) arranged on the inner side of the tire wheel (2); the inner wall of the rotation joint (321) is fixedly connected with a ball head liner (323); the inner wall of the ball head liner (323) is fixedly connected with a ball head nut (322); the inner wall of the rotation joint (321) is rotationally connected with a fastening nut (327); the fastening nut (327) is connected to the end of the speed control assembly (31); the surface of the fastening nut (327) is fixedly connected with a flange (326); the flange (326) is fixedly connected to the inner side of the tire wheel (2); the surface of the flange (326) is fixedly connected with a brake disc (324); a fender (325) is arranged between the brake disc (324) and the rotation joint (321).

4. The amphibious vehicle liftable steering drive axle according to claim 3, characterized in that: The lifting assembly (33) comprises an air spring cover (331) fixedly connected to the upper end of the rotating joint (321); a plurality of buffer air springs (334) are installed on the upper end of the air spring cover (331); a piston rod (333) is slidably connected to the inner wall of the buffer air spring (334); a third oil seal (337) is fixedly connected to the lower end of the piston rod (333); and an upper stop valve (336) is fixedly connected to the upper end of the third oil seal (337).

5. The amphibious vehicle liftable steering drive axle according to claim 2, characterized in that: The end of the first bearing (3110) is fixedly connected to a half gear shaft (3113), the surface of the half gear shaft (3113) is fixedly connected to a planetary gear (3114), and a half shaft gear (3115) is arranged on the inner side of the driven bevel gear (3116), and the half shaft gear (3115) is meshingly connected to the planetary gear (3114).

6. The amphibious vehicle liftable steering drive axle according to claim 2, characterized in that: The ends of the vehicle frame (311) are connected to universal joints (312), and upper and lower portions of the universal joints (312) are respectively provided with upper swing arms (313) and lower swing arms (314) hinged to the ends of the vehicle frame (311), and ends of the upper swing arms (313) and lower swing arms (314) away from the vehicle frame (311) are both provided with swing arm ball heads (315).

7. The amphibious vehicle liftable steering drive axle according to claim 3, characterized in that: A second bearing (328) is fixedly connected between the rotating joint (321) and the fastening nut (327), and a second oil seal (329) is installed on the inner side of the second bearing (328).

8. The amphibious vehicle liftable steering drive axle according to claim 3, characterized in that: The surface of the rotating joint (321) is provided with a plurality of guide pin sleeves (3210), and the plurality of guide pin sleeves (3210) are evenly distributed on the surface of the rotating joint (321) in a ring shape.

9. The amphibious vehicle liftable steering drive axle according to claim 4, characterized in that: The upper end of the air spring cover plate (331) is fixedly connected to a cylinder body, the upper end of the cylinder body is fixedly connected to a lifter cover (335), the inner wall of the lifter cover (335) is slidably connected to the surface of the piston rod (333), and the lower end of the cylinder body is installed with a lower stop valve (332).

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