An automatically adjustable front drive axle arrangement

Abstract

The present application relates to the technical field of axle, in particular to a front drive axle device capable of automatic adjustment, comprising a hydraulic assembly, a flow adjusting assembly, a speed adjusting assembly and a steering assembly; the hydraulic assembly is arranged below the drive shaft; the flow adjusting assembly is installed in the hydraulic assembly; the speed adjusting assembly is connected with the drive shaft; the steering assembly is connected with the hydraulic assembly; the present application reduces the internal stress suffered by the steering part of the tractor by using the middle oil cylinder, and connects the driving part of the middle oil cylinder with the wheel drive shaft, thereby saving the installation space and realizing the change of the hydraulic pressure with the change of the vehicle speed to overcome the steering resistance, and cooperating with the flow adjusting assembly to change the flow of the hydraulic oil, so as to automatically adjust the steering force and realize the buffering of the driving oil rod; the problem of fatigue damage of the driving part due to the internal stress when the tractor is steering on uneven road surface and at high speed is solved.

Description

Technical Field

[0001] This invention relates to the field of axle technology, and more specifically to an automatically adjustable front drive axle device. Background Technology

[0002] A front drive axle is a bridge system used to connect the front wheels of a car and transmit power. It drives the vehicle to operate normally by transmitting the engine's power to the front wheels. It usually also contains a differential and a universal joint, which are used to allow the left and right front wheels to rotate at different speeds and to maintain power transmission while the wheels are rotating.

[0003] When current drive axles are used in industrial or heavy machinery vehicles, hydraulic drive is typically required to assist steering due to the large load. However, when using a hydraulic drive rod for steering, the rod needs to withstand internal stresses from the ground and the steering system. Over time, this can lead to fatigue fracture and safety accidents. To address this issue, existing technology has proposed a solution. A front drive axle with a large steering angle, patent publication number CN109624611B, incorporates a buffer device. A tension spring is connected to the connecting end of the hydraulic drive rod. When the vehicle turns, the spring is compressed under impact force to buffer the hydraulic drive rod, improving its stability. Furthermore, two pairs of sleeves and slide rods are used to improve the connection between the connecting seat and the hydraulic drive rod, further ensuring the normal operation of the hydraulic drive rod.

[0004] While existing technologies have solved the problem of damage to the drive rod of the front drive axle caused by internal stress during tractor turning, the following issues remain: As vehicle speed increases, its kinetic energy increases, making it difficult to change the vehicle's motion. At high speeds, tire deformation intensifies, especially during high-speed turning, where the tire sidewalls bear greater pressure, increasing the contact area between the tire and the ground. This increases friction, requiring the vehicle to overcome greater lateral forces at higher speeds, making steering more difficult. Consequently, the load and feedback force on the steering system increase. Furthermore, the fixed oil inlet speed of a single-sided cylinder, coupled with directly connecting a spring to the drive rod to reduce internal stress, forces the drive rod to overcome both steering resistance and spring force. This reduces steering sensitivity. On uneven surfaces, the tractor experiences even greater steering resistance, leading to operational difficulties and increased force on the drive rod, potentially causing damage. Additionally, uneven surfaces cause wheel deflection and impact on the steering system, further damaging the drive rod.

[0005] In view of the above, in order to overcome the above technical problems, the present invention proposes an automatically adjustable front drive axle device. Summary of the Invention

[0006] This invention provides an automatically adjustable front drive axle device, solving the problem of fatigue damage to the drive components due to internal stress when a tractor turns on uneven roads and at high speeds. By using a centrally located hydraulic cylinder to reduce the internal stress on the tractor's steering components and connecting the drive component of the centrally located hydraulic cylinder to the wheel drive axle, installation space is saved while the hydraulic pressure is adjusted according to vehicle speed to overcome steering resistance. Simultaneously, a flow regulating component changes the flow rate of hydraulic oil, achieving automatic adjustment of steering force and buffering of the drive lever.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] An automatically adjustable front drive axle assembly includes a wheel hub, a drive shaft, and a steering knuckle; it also includes a hydraulic assembly, a flow regulating assembly, a speed regulating assembly, and a steering assembly. The hydraulic assembly is located below the drive shaft. When the wheel hub needs to turn, the speed regulating assembly rotates, pushing the hydraulic assembly to slide. The flow regulating assembly is installed inside the hydraulic assembly. The flow of hydraulic oil within the hydraulic assembly causes the flow regulating assembly to slide up and down within the hydraulic assembly, changing the cross-sectional area of ​​the hydraulic oil flow. The speed regulating assembly is connected to the drive shaft and rotates with the drive shaft, increasing in size as the drive shaft speed increases. The rotation of the speed regulating assembly drives the hydraulic oil within the hydraulic assembly to flow within the hydraulic assembly. The steering assembly is connected to the hydraulic assembly. When the hydraulic assembly presses against the steering assembly, the steering assembly deflects and slides. The sliding steering assembly clamps the flow regulating assembly, preventing the flow regulating assembly from sliding up and down.

[0009] Preferably, the hydraulic assembly includes a centrally located hydraulic cylinder, a drive rod, and a flow guide pipe; the centrally located hydraulic cylinder is located below the drive shaft; the drive rod is slidably installed inside the centrally located hydraulic cylinder; the flow guide pipe has four sections, two of which are connected to the centrally located hydraulic cylinder and the other two are connected to the speed regulating assembly; the flow regulating assembly is symmetrically arranged in the two sections of the flow guide pipe connected to the centrally located hydraulic cylinder.

[0010] In the above scheme, the centrally located hydraulic cylinder allows for a more even load distribution, enabling operation under heavy loads and ensuring greater stability during steering. Furthermore, the hydraulic components serve as auxiliary steering devices; the hydraulic pressure generated by the components absorbs the impact and internal stress on the drive rod and steering assembly during vehicle operation. It also assists in steering when steering resistance increases. Since maintaining vehicle stability is crucial during high-speed cornering, the flow regulating component adjusts the hydraulic oil flow rate as the drive rod slides. At a constant vehicle speed, the hydraulic oil flow rate gradually increases, decreases, and then remains constant. This gradual increase in flow rate buffers the force on the drive rod and allows for a smooth and gradual increase in wheel steering amplitude at high speeds, ensuring stable steering.

[0011] Preferably, the flow regulating component includes a floating trough, a floating ball, and two floating springs; the floating trough is formed inside the flow guide pipe and has an hourglass shape; the floating ball is installed inside the floating trough; and the two floating springs are symmetrically installed on the upper and lower sides of the floating ball.

[0012] In the above scheme, the up-and-down sliding of the floating ball can ensure that the hydraulic oil can flow bidirectionally in the channel. Furthermore, the hourglass-shaped structure of the floating groove allows the floating ball to slide under hydraulic oil pressure and adjust the oil volume according to the change of oil pressure (i.e., as the oil pressure increases, the floating ball moves to the position with the larger diameter of the floating groove, thus increasing the amount of hydraulic oil passing through per unit time). Under the action of the floating spring, the automatic adjustment of the floating ball position can be ensured, and the rapid sliding of the drive rod under sharp rotation can be effectively prevented from causing the drive rod to bear excessive internal stress.

[0013] Preferably, the floating spring is a conical spring, and when fully contracted, it has a helical structure that allows hydraulic oil to pass through.

[0014] In the above solution, the special structure of the conical spring allows for a smoother compression process, resulting in a smoother vehicle steering process. Furthermore, after the conical spring is compressed to a certain extent, it can reduce the cross-sectional area through which the hydraulic oil passes, so that the hydraulic oil flow rate changes from small to large, then back to small, and finally stabilizes. This allows the vehicle to maintain stable steering when the drive shaft speed is high (i.e., when the vehicle speed is high) and the steering wheel is turned sharply. Moreover, this flow rate change can effectively buffer the drive rod and steering arm.

[0015] Preferably, the speed regulating assembly includes a rotating impeller, a flow guide cavity, a seal, and a reversing valve; the rotating impeller is connected to a drive shaft; the flow guide cavity is formed on the outer ring of the rotating impeller; the seal is connected between the flow guide cavity and the drive shaft; the reversing valve is connected to the flow guide pipe, and the reversing valve is a three-position four-way reversing valve.

[0016] In the above solution, the use of a centrally mounted hydraulic cylinder results in a larger installation space compared to a single-sided hydraulic cylinder. In this case, by connecting the rotating impeller to the drive shaft, a hydraulic motor is replaced, saving space and making the installation structure more compact. Furthermore, the rotational speed of the rotating impeller changes with the rotational speed of the drive shaft. As the vehicle speed increases, the rotational speed of the rotating impeller driven by the drive shaft also increases, resulting in greater hydraulic pressure. Since the vehicle speed is high, the steering resistance that needs to be overcome is also high. The higher the vehicle speed, the greater the hydraulic pressure, which can better overcome the steering resistance and achieve automatic adjustment of hydraulic pressure according to vehicle speed.

[0017] Preferably, the steering assembly includes a steering arm, a deflector rod, and a pressure spring; the steering arm is connected to the steering knuckle; the deflector rod is connected between the steering arm and the drive rod; and the pressure spring is connected to the deflector rod.

[0018] In the above scheme, the deflection action of the deflection rod when subjected to force reduces the force on the drive rod and steering arm when they rotate or when the ground is uneven, causing the wheel to deviate to a certain extent. This allows for small-amplitude deflection to relieve force, thereby preventing the drive rod and steering arm from directly bearing the impact. Furthermore, the deflection of the deflection rod will compress the pressure spring, further buffering the drive rod and steering arm.

[0019] Preferably, a buffer cavity is provided inside the steering arm; a connecting hose is connected between the buffer cavity and the guide pipe, and the buffer cavity is filled with hydraulic oil; the tail of the deflection rod is slidably installed in the buffer cavity.

[0020] In the above scheme, the extension and retraction of the deflection rod can achieve a buffering effect. During the buffering process, the hydraulic oil in the buffer chamber is pressed into the guide pipe through the connecting hose. The hydraulic oil further absorbs the vibration and impact, thereby achieving buffering.

[0021] Preferably, the floating groove includes a groove body, a clamping groove, a clamping half-ring, and a clamping spring; the groove body is connected to the guide pipe; the clamping groove is located at the minimum diameter of the groove body and is connected to the connecting hose; the clamping half-ring is slidably installed in the clamping groove and is made of rubber; the clamping spring is connected to the clamping half-ring.

[0022] In the above scheme, the clamping action of the clamping half-ring can clamp the floating ball, thereby restricting the flow of hydraulic oil to a greater extent when driving on uneven roads. This prevents wheel deflection due to road surface issues during steering. Furthermore, the buffering process is prolonged during high-speed movement and steering, ensuring the buffering effect. At low speeds, the steering resistance is smaller, and the hydraulic oil flow rate is slower, resulting in a slower sliding speed of the drive rod. Due to the smaller steering resistance, the top pressure exerted by the drive rod on the deflector rod is smaller, and the deflector rod does not exert significant pressure on the hydraulic oil in the buffer chamber. The clamping half-ring does not tightly press the floating ball, and the floating ball has already moved away from the minimum diameter position of the floating groove. This allows for lower resistance during low-speed steering, ensuring steering sensitivity.

[0023] The beneficial effects of this invention are as follows:

[0024] 1. Compared to the front drive axle of existing tractors, this invention uses a centrally located hydraulic cylinder instead of a single-sided hydraulic cylinder, thereby reducing the internal stress and vibration impact on the drive rod and steering arm. Furthermore, by setting a speed regulating component connected to the drive shaft, it can reduce the installation space and avoid the disadvantage of the large installation space required by a centrally located hydraulic cylinder. On the other hand, by connecting to the drive shaft, the flow speed of the hydraulic oil can change with the vehicle speed. When the vehicle speed is high, the steering resistance to be overcome is large. The increased flow speed of the hydraulic oil makes the steering process smoother, thereby avoiding damage to the drive rod.

[0025] 2. This invention, by incorporating a flow-regulating component, addresses the need to maintain vehicle stability during high-speed cornering. This component adjusts the hydraulic oil flow rate as the drive lever slides. By altering the cross-sectional area of ​​the hydraulic oil flow through the sliding motion of a floating ball, the hydraulic oil flow rate gradually increases, decreases, and then remains constant per unit time while maintaining a constant vehicle speed. This process of increasing and decreasing hydraulic oil flow rate effectively buffers the flow, allowing for a smooth and gradual increase in wheel steering angle at high speeds. Furthermore, because the floating spring connected to the floating ball is a conical spring, its compression process is smoother than that of a regular spring, resulting in better cushioning of the drive lever and steering arm, preventing damage.

[0026] 3. By setting up a steering component, this invention buffers the connection between the steering arm and the drive lever during turning, preventing excessive stress on both. When turning at high speeds or encountering uneven road surfaces causing wheel misalignment, the buffer chamber absorbs the impact and clamps the floating ball with the clamping half-ring, allowing the floating ball to withstand greater hydraulic pressure. This prevents large-angle wheel misalignment and prolongs the buffering process to ensure the buffering effect. When turning at low speeds, the floating ball is not clamped, ensuring more sensitive steering and less effort during steering, while preventing excessive stress on the drive lever and steering arm. Attached Figure Description

[0027] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is an overall structural diagram of the present invention;

[0029] Figure 2 This is a schematic diagram of the centrally located hydraulic cylinder arrangement of the present invention;

[0030] Figure 3 This is a three-dimensional sectional view of the present invention;

[0031] Figure 4 yes Figure 2 Enlarged view of the structure at point A in the middle;

[0032] Figure 5 This is a schematic diagram of the steering component connection of the present invention;

[0033] Figure 6 yes Figure 3 Enlarged view of the structure at point B in the middle;

[0034] Figure 7 yes Figure 4 Enlarged view of the structure at point C;

[0035] Figure 8 This is a diagram showing the hydraulic oil flow direction when turning left;

[0036] In the diagram: 1. Hub; 2. Drive shaft; 3. Steering knuckle; 4. Hydraulic assembly; 41. Centrally mounted hydraulic cylinder; 42. Drive rod; 43. Guide pipe; 5. Flow regulating assembly; 51. Floating groove; 511. Groove body; 512. Clamping groove; 513. Clamping half ring; 514. Clamping spring; 52. Floating ball; 53. Floating spring; 6. Speed ​​regulating assembly; 61. Rotating impeller; 62. Guide cavity; 63. Seal; 64. Reversing valve; 7. Steering assembly; 71. Steering arm; 711. Buffer cavity; 712. Connecting hose; 72. Deflector rod; 73. Pressure spring. Detailed Implementation

[0037] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0038] Please see Figures 1 to 8 The present invention provides an automatically adjustable front drive axle device, the technical solution of which is as follows:

[0039] As a specific embodiment of the present invention, refer to Figure 1 and Figure 2An automatically adjustable front drive axle device includes a wheel hub 1, a drive shaft 2, and a steering knuckle 3; it also includes a hydraulic assembly 4, a flow regulating assembly 5, a speed regulating assembly 6, and a steering assembly 7. The hydraulic assembly 4 is located below the drive shaft 2. When the wheel hub 1 needs to turn, the speed regulating assembly 6 rotates, pushing the hydraulic assembly 4 to slide. The flow regulating assembly 5 is installed inside the hydraulic assembly 4. The flow of hydraulic oil within the hydraulic assembly 4 causes the flow regulating assembly 5 to slide up and down within the hydraulic assembly 4, changing the cross-sectional area of ​​the hydraulic oil flow and thus changing the flow rate of the hydraulic oil, so that the flow rate of hydraulic oil per unit time changes from... The speed regulating component 6 is connected to the drive shaft 2. It rotates with the drive shaft 2 and increases in size as the speed of the drive shaft 2 increases. The rotation of the speed regulating component 6 drives the hydraulic oil in the hydraulic component 4 to flow within the hydraulic component 4. The steering component 7 is connected to the hydraulic component 4. When the hydraulic component 4 presses against the steering component 7, the steering component 7 deflects and slides. The steering component 7 slides and clamps the flow regulating component 5 to prevent the flow regulating component 5 from sliding up and down, thereby extending the buffer time and enabling the flow regulating component 5 to withstand greater impact force.

[0040] As a specific embodiment of the present invention, refer to Figure 2 and Figure 3 The hydraulic assembly 4 includes a centrally located cylinder 41, a drive rod 42, and a guide pipe 43. The centrally located cylinder 41 is located below the drive shaft 2. The drive rod 42 is slidably installed inside the centrally located cylinder 41, and the piston structure in the middle of the drive rod 42 divides the centrally located cylinder 41 into two independent chambers. The guide pipe 43 is connected to the centrally located cylinder 41 and has four sections. Two sections are located at both ends of the centrally located cylinder 41, and the other two sections are connected between the reversing valve 64 and the guide chamber 62. The flow regulating assembly 5 is located inside the guide pipe 43. Compared to using a single-sided hydraulic cylinder, where the drive rod 42 is mainly stressed at one end during assisted steering, resulting in higher internal stress, a centrally located hydraulic cylinder 41 allows for more even load distribution, enabling operation under heavy loads and providing greater stability during steering. Furthermore, the hydraulic assembly 4, acting as an auxiliary steering device, absorbs the impact and internal stress on the drive rod 42 and steering assembly 7 during vehicle operation, and assists steering when steering resistance increases. To ensure vehicle stability during high-speed cornering, the flow control assembly regulates the hydraulic oil flow rate as the drive rod 42 slides. This process, from low to high and then back to constant flow at constant vehicle speed, buffers the stress on the drive rod 42 and allows for a smooth and gradual increase in wheel steering amplitude at high speeds, ensuring stable steering.

[0041] As a specific embodiment of the present invention, refer to Figure 2 , Figure 3 and Figure 4 The flow regulating component 5 includes a floating groove 51, a floating ball 52, and two floating springs 53. The floating groove 51 is located inside the guide pipe 43 and has an hourglass shape. The floating ball 52 is installed inside the floating groove 51. There are two floating balls 52 and two floating grooves 51, which are respectively installed in the two sections of the guide pipe 43 connected to the centrally located oil cylinder 41. The two floating springs 53 are symmetrically installed on the upper and lower sides of the floating ball 52. The up-and-down sliding of the floating ball 52 ensures that the hydraulic oil can flow bidirectionally in the channel. The hourglass shape of the floating groove 51 allows the floating ball 52 to slide under hydraulic oil pressure and adjust the oil volume according to the change of oil pressure (i.e., as the oil pressure increases, the floating ball 52 moves to the position with the larger diameter of the floating groove 51, thus increasing the amount of hydraulic oil passing through per unit time). Under the action of the floating springs 53, the position of the floating ball 52 can be automatically adjusted, and the rapid sliding of the drive rod 42 during sharp rotation can be effectively prevented from causing the drive rod 42 to bear excessive internal stress.

[0042] As a specific embodiment of the present invention, refer to Figure 4 The floating spring 53 is a conical spring, and when fully compressed, it has a helical structure that allows hydraulic oil to pass through. The special structure of the conical spring allows for a smoother compression process, resulting in smoother vehicle steering. Furthermore, when compressed to a certain extent, the conical spring reduces the cross-sectional area through which the hydraulic oil passes, causing the hydraulic oil flow rate to gradually increase, then decrease again, and finally stabilize. This ensures stable vehicle steering even when the drive shaft 2 rotates at high speeds (i.e., when the vehicle speed is high) and the steering wheel is turned sharply. This flow rate change also effectively cushions the impact on the drive lever 42 and the steering arm 71.

[0043] As a specific embodiment of the present invention, refer to Figure 3 and Figure 8The speed regulating component 6 includes a rotating impeller 61, a guide cavity 62, a seal 63, and a reversing valve 64. The rotating impeller 61 is connected to the drive shaft 2. The guide cavity 62 is located on the outer ring of the rotating impeller 61. The seal 63 is connected between the guide cavity 62 and the drive shaft 2. Here, the seal 63 can use a sealed bearing, and its inner ring rotates with the drive shaft 2 to ensure the sealing effect of the hydraulic oil and reduce hydraulic oil loss. The process of hydraulic oil flowing in and out of the guide cavity 62 can also cool the drive shaft 2 and protect it. The reversing valve 64 is connected to the guide pipe 43. The reversing valve 64 is a three-position four-way reversing valve, so the reversing valve 64 can realize three different working states, namely left turn state. In the right turn and straight driving states, the drive lever 42 is located in the middle position of the central cylinder 41. Because the directional valve 64 prevents the hydraulic oil in the guide pipe 43 from flowing through the directional valve 64 in this state, the hydraulic pressure can buffer the vibration and shock and prevent the wheel hub 1 from shifting when driving at high speed and affected by uneven road surfaces. In the left turn state, the hydraulic oil in the guide pipe 43 and the directional valve 64 is in a flowing state, and the hydraulic oil flows from the right side of the central cylinder 41 through the guide pipe 43 to the left side of the central cylinder 41, thereby pushing the drive lever 42 to slide to the right and causing the wheel hub 1 to turn left. In the right turn state, the hydraulic oil flow direction is opposite to that in the left turn state. Since using a centrally mounted hydraulic cylinder 41 would increase the installation space compared to a single-sided hydraulic cylinder, the rotating impeller 61 is connected to the drive shaft 2 to replace the hydraulic motor, saving space and making the installation structure more compact. The rotational speed of the rotating impeller 61 changes with the rotational speed of the drive shaft 2. As the vehicle speed increases, the rotational speed of the rotating impeller 61 driven by the drive shaft 2 increases, resulting in greater hydraulic pressure. Since the vehicle speed is high, the steering resistance that needs to be overcome is also high. The higher the vehicle speed, the greater the hydraulic pressure, which can better overcome the steering resistance and achieve automatic adjustment of hydraulic pressure according to vehicle speed.

[0044] As a specific embodiment of the present invention, refer to Figure 3 , Figure 5 and Figure 6The steering assembly 7 includes a steering arm 71, a deflection rod 72, and a pressure spring 73. The steering arm 71 is connected to the steering knuckle 3. The deflection rod 72 is connected between the steering arm 71 and the drive lever 42. The pressure spring 73 is connected to the deflection rod 72, and the pressure spring 73 has a high stiffness to ensure that it does not compress excessively when turning at low speeds. The deflection rod 72 deflects under force to reduce the impact on the drive lever 42 and steering arm 71 when they rotate or when the wheels deviate due to uneven ground. This allows for small-amplitude deflection to relieve force, preventing the drive lever 42 and steering arm 71 from directly bearing the impact. Furthermore, the deflection of the deflection rod 72 compresses the pressure spring 73, further buffering the drive lever 42 and steering arm 71.

[0045] As a specific embodiment of the present invention, refer to Figure 6 The steering arm 71 has a buffer cavity 711. A connecting hose 712 connects the buffer cavity 711 to the guide pipe 43. The two ends of the connecting hose 712 are made of rigid material and are connected to the buffer cavity 711 and the guide pipe 43 respectively. The middle part is made of soft material. The use of a hose facilitates the arrangement of other structures, thereby saving space. The buffer cavity 711 is filled with hydraulic oil. The tail of the deflection rod 72 is slidably installed in the buffer cavity 711. The extension and retraction of the deflection rod 72 can achieve the buffering effect. During the buffering process, the hydraulic oil in the buffer cavity 711 is pressed into the guide pipe 43 through the connecting hose 712. The hydraulic oil further absorbs the vibration and impact, thereby achieving buffering.

[0046] As a specific embodiment of the present invention, refer to Figure 6 Figure 7The floating groove 51 includes a groove body 511, a clamping groove 512, a clamping half-ring 513, and a clamping spring 514; the groove body 511 is connected to the guide pipe 43; the clamping groove 512 is opened at the minimum diameter position of the groove body 511 and is connected to the connecting hose 712; the clamping half-ring 513 is slidably installed in the clamping groove 512, and the clamping half-ring 513 is made of rubber; the clamping spring 514 is connected to the clamping half-ring 513. The clamping action of the clamping half-ring 513 clamps the floating ball 52, thereby limiting the flow of hydraulic oil to a greater extent when driving on uneven roads. This prevents wheel deflection due to road surface issues during steering and prolongs the buffering process during high-speed movement and steering, ensuring a buffering effect. At low speeds, the steering resistance is smaller and the hydraulic oil flow rate is slower, resulting in a slower sliding speed of the drive rod 42. Due to the smaller steering resistance, the top pressure exerted by the drive rod 42 on the deflector rod 72 is smaller, and the deflector rod 72 does not exert significant pressure on the hydraulic oil in the buffer chamber 711. The clamping half-ring 513 does not press the floating ball 52 tightly, and the floating ball 52 has already moved away from the smallest diameter position of the floating groove 51. This allows for less resistance to be overcome during low-speed steering, ensuring steering sensitivity.

[0047] Work process: When the wheel hub 1 needs to be steered, the reversing valve 64 switches states under the action of the vehicle steering wheel. Hydraulic oil flows from one side of the drive rod 42 through the guide pipe 43 to the other side of the drive rod 42. Under the action of the hydraulic oil flow, the drive rod 42 slides and presses against the deflection rod 72. The sliding of the deflection rod 72 causes the hydraulic oil in the buffer chamber 711 to squeeze and clamp the half ring 513. The clamping half ring 513 slides and clamps the floating ball 52. During the flow of hydraulic oil, the floating ball 52 slides vertically to change the flow rate of hydraulic oil and achieve buffering.

[0048] Specifically, in straight-line driving mode, to prevent the wheel hub 1 from deflecting due to increased vehicle speed and uneven ground, the drive rod 42 is located in the middle position of the centrally mounted cylinder 41, and the hydraulic oil volume at both ends of the drive rod 42 is equal. Because the reversing valve 64 prevents the hydraulic oil in the guide pipe 43 from flowing through the reversing valve 64 in this state, the drive rod 42 is guaranteed not to slide. When the wheel hub 1 deflects slightly, the steering arm 71 will squeeze the drive rod 42. At this time, the deflection rod 72 will retract a short distance in the buffer chamber 711. During the retraction process, the vibration will be buffered to avoid the steering arm 71 and the drive rod 42 being subjected to excessive internal stress.

[0049] When traveling at high speed and making a left turn (the same applies to a right turn, where all flow directions and component sliding directions are reversed), the impeller 61 rotates at high speed along with the drive shaft 2. The reversing valve 64, under the action of the vehicle's steering wheel, switches to a left-turn flow state. This means the hydraulic oil in the guide pipe 43 and the reversing valve 64 is in a flowing state, and the hydraulic oil flows from the right side of the centrally mounted cylinder 41 through the guide pipe 43 to the left side of the centrally mounted cylinder 41, thereby pushing the drive rod 42 to slide to the right, causing the wheel hub 1 to turn left. This ensures smooth turning at high speeds, prevents vehicle slippage and drift, and prevents... When the steering arm 71 and the drive rod 42 are subjected to excessive stress, the hydraulic oil will exert pressure on the floating ball 52 during the flow process. This causes the floating ball 52 in the right guide pipe 43 of the central cylinder 41 to move upward, while the floating ball 52 in the left guide pipe 43 of the central cylinder 41 moves downward. The sliding of the floating ball 52 will cause the flow cross-sectional area of ​​the hydraulic oil to increase and then decrease, and finally stabilize. The process of the hydraulic oil flow rate increasing and then decreasing can effectively buffer the force on the drive rod 42, and at high speed, it can make the wheel steering amplitude increase smoothly and slowly, thus ensuring the stability of steering.

[0050] When the steering wheel is turned sharply, the connection between the deflection rod 72 and the drive lever 42 deflects to a certain extent, thereby buffering the impact of the sharp steering wheel turn on the drive lever 42 and the steering arm 71. When the impact force is too large, the deflection rod 72 will also compress the pressure spring 73 and squeeze the hydraulic oil in the buffer chamber 711, so that the hydraulic oil pushes the clamping half ring 513. The clamping half ring 513 clamps the floating ball 52, so that when driving on uneven road surfaces, the floating ball 52 can restrict the flow of hydraulic oil to a greater extent, thereby avoiding wheel deflection due to uneven road surfaces during steering. Furthermore, during high-speed movement and steering, the buffering process is prolonged, thereby ensuring the buffering effect.

[0051] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as defined by the appended claims and their equivalents.

Claims

1. An automatically adjustable front drive axle assembly, comprising a wheel hub (1), a drive shaft (2), and a steering knuckle (3); characterized in that: It also includes a hydraulic assembly (4), a flow regulating assembly (5), a speed regulating assembly (6), and a steering assembly (7); the hydraulic assembly (4) is located below the drive shaft (2), and when the hub (1) needs to turn, the speed regulating assembly (6) pushes the hydraulic assembly (4) to slide; the flow regulating assembly (5) is installed inside the hydraulic assembly (4), and the flow of hydraulic oil in the hydraulic assembly (4) drives the flow regulating assembly (5) to slide up and down inside the hydraulic assembly (4) to change the cross-sectional area of ​​the hydraulic oil flow; the speed regulating assembly (6) is connected to the drive shaft (2), and the speed regulating assembly (6) rotates with the drive shaft (2) and increases in size as the speed of the drive shaft (2) increases. When the speed regulating assembly (6) rotates, it drives the hydraulic oil in the hydraulic assembly (4) to flow inside the hydraulic assembly (4); the steering assembly (7) is connected to the hydraulic assembly (4), and when the hydraulic assembly (4) presses against the steering assembly (7), the steering assembly (7) deflects and slides. When the steering assembly (7) slides and clamps the flow regulating assembly (5), it prevents the flow regulating assembly (5) from sliding up and down; The hydraulic assembly (4) includes a centrally located cylinder (41), a drive rod (42), and a guide pipe (43); the centrally located cylinder (41) is located below the drive shaft (2); the drive rod (42) is slidably installed inside the centrally located cylinder (41); the guide pipe (43) has four sections, two of which are connected to the centrally located cylinder (41), and the other two are connected to the speed regulating assembly (6); the flow regulating assembly (5) is symmetrically arranged in the two sections of the guide pipe (43) connected to the centrally located cylinder (41); The flow regulating component (5) includes a floating groove (51), a floating ball (52) and two floating springs (53); the floating groove (51) is opened in the guide pipe (43) and the floating groove (51) has an hourglass shape; the floating ball (52) is installed in the floating groove (51); the two floating springs (53) are symmetrically installed on the upper and lower sides of the floating ball (52).

2. The automatically adjustable front drive axle device according to claim 1, characterized in that: The floating spring (53) is a conical spring, and when fully contracted, it has a spiral structure that allows hydraulic oil to pass through.

3. The automatically adjustable front drive axle device according to claim 1, characterized in that: The speed regulating assembly (6) includes a rotating impeller (61), a flow guide cavity (62), a seal (63), and a reversing valve (64); the rotating impeller (61) is connected to the drive shaft (2); the flow guide cavity (62) is opened on the outer ring of the rotating impeller (61); the seal (63) is connected between the flow guide cavity (62) and the drive shaft (2); the reversing valve (64) is connected to the flow guide pipe (43), and the reversing valve (64) is a three-position four-way reversing valve.

4. The automatically adjustable front drive axle device according to claim 1, characterized in that: The steering assembly (7) includes a steering arm (71), a deflector rod (72), and a pressure spring (73); the steering arm (71) is connected to the steering knuckle (3); the deflector rod (72) is connected between the steering arm (71) and the drive rod (42); and the pressure spring (73) is connected to the deflector rod (72).

5. The automatically adjustable front drive axle device according to claim 4, characterized in that: A buffer cavity (711) is provided inside the steering arm (71); a connecting hose (712) is connected between the buffer cavity (711) and the guide pipe (43), and the buffer cavity (711) is filled with hydraulic oil; the left end of the deflection rod (72) is slidably installed in the buffer cavity (711).

6. The automatically adjustable front drive axle device according to claim 5, characterized in that: The floating groove (51) includes a groove body (511), a clamping groove (512), a clamping half-ring (513), and a clamping spring (514); the groove body (511) is connected to the guide pipe (43); the clamping groove (512) is opened at the minimum diameter position of the groove body (511) and is connected to the connecting hose (712); the clamping half-ring (513) is slidably installed in the clamping groove (512), and the clamping half-ring (513) is made of rubber; the clamping spring (514) is connected to the clamping half-ring (513).

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