Compact axle knuckle for autonomous vehicle

Abstract

A vehicle axle assembly comprising: a steering cylinder; a housing; a knuckle having a first extension and a second extension; a first tie rod assembly connectable to the steering cylinder and hingedly connected to the first extension; and a second tie rod assembly connectable to a draw bar of the vehicle and hingedly connected to the second extension. The knuckle comprises: a body having a first bore therethrough along a first axis; the first extension extending from and connected to a first side of the body; and the second extension extending from and connected to a second side of the body; wherein the first side is opposite the second side and the first bore receives a knuckle axle pin that mates therewith.

Description

Technical Field

[0001] This description relates to a vehicle axle assembly having a steering knuckle with a first arm and a second arm extending from opposite sides, one arm being connected to a drive rod via a tie rod, thereby enabling steering of the axle assembly via a traction rod. Background Technology

[0002] The axle assembly of a vehicle (such as an autonomous vehicle) is equipped with a steering system for controlling the steering of the wheel hubs and extending to the wheels. The axle assembly includes at least a first steering knuckle and a second steering knuckle, which drive the wheel hubs to rotate during steering via a linkage mechanism.

[0003] However, autonomous or remotely controlled vehicles may be restricted by right-of-way on certain highways or roads. In such cases, the autonomous vehicle can be transported by other vehicles. For example, the autonomous vehicle can be towed by a towing device connected to a towing vehicle (e.g., by a manually operated vehicle), allowing the manually operated vehicle to control the autonomous vehicle in the process. The tie rod assembly can be connected to the steering assembly via a joint. For example, the tie rod assembly can be pivoted to the drawbar. Similarly, the tie rod assembly can also be pivoted to the steering knuckle of the axle assembly. When the steering assembly performs steering operations (e.g., manually turning the steering assembly), the tie rod assembly will swing and displace accordingly; if the tie rod assembly is in a pivoted state, its swing will cause the steering knuckle to rotate. The tie rod assembly can be hinged to the steering knuckle via a support. However, the support increases the number of parts and manufacturing complexity. In addition, for axle maintenance (e.g., removing a third tie rod assembly), it is necessary to remove the pins and other components connecting at least one steering knuckle, axle assembly housing, and wheel hub assembly. Summary of the Invention

[0004] The inventors have recognized the aforementioned and other problems with such systems and have developed solutions that at least partially address these problems. As shown in one embodiment, a vehicle axle assembly may include: a steering cylinder; a housing; a steering knuckle (including a first extension and a second extension); a first tie rod assembly (connectable to the steering cylinder and hinged to the first extension); and a second tie rod assembly (connectable to the vehicle tow bar and hinged to the second extension).

[0005] In another embodiment, the steering knuckle may include: a body having a first hole extending through it along a first axis; a first extension extending from the body and connected to a first side of the body; and a second extension extending away from the body and connected to a second side of the body; wherein the first side is opposite to the second side, the first extension is hinged to a first tie rod assembly connecting to a steering cylinder, the second extension is hinged to a second tie rod assembly of a vehicle rear assembly, and a steering knuckle pin cooperating therewith is embedded in the first hole.

[0006] The first extension of the steering knuckle can be an upper extension, such as an upper arm or other upper assembly acting as a lever, which is pivotally connected to the first tie rod assembly of the steering knuckle. Similarly, the second extension of the steering knuckle can be a lower extension, such as a lower arm or other lower assembly acting as a lever, which is pivotally connected to the second tie rod assembly of the steering knuckle. Steering of the steering knuckle is achieved by rotating the second extension to swing it, thereby driving the second tie rod assembly and / or rotating the drawbar. Furthermore, the swinging of the steering knuckle can cause the first tie rod arm to translate and swing. More specifically, this operation simultaneously causes the first extension to swing, thereby pulling or pushing the first tie rod assembly to swing and translate. The swinging and translation of the steering tie rod assembly can move the steering cylinder, thereby causing the steering knuckle on the other side of the axle assembly to swing and steer. When a human-powered tractor tows a vehicle carrying this axle assembly, the steering knuckle and the other steering knuckle can rotate in the same direction, thereby steering the wheels of the axle assembly.

[0007] It should be understood that the above overview is intended to simplify the formal introduction of some concepts, which will be further elaborated in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined only by the claims appended to the detailed description. Furthermore, the claimed subject matter is not limited to specific embodiments that address the deficiencies described above or in any part of this disclosure. Attached Figure Description

[0008] Figure 1 A schematic example of a vehicle is shown, comprising an axle assembly containing the steering knuckle described in this disclosure.

[0009] Figure 2 A schematic diagram is shown showing a first vehicle and a second vehicle connected by a towing device to tow the first vehicle.

[0010] Figure 3 This is a perspective view of the steering knuckle shaft assembly disclosed herein.

[0011] Figure 4 A perspective view of the axle assembly connected to the traction assembly via a drawbar and tie rod arm is shown.

[0012] Figure 5 This is a side view of the steering knuckle.

[0013] Figure 6 This is a flowchart of the assembly method for the axle components disclosed herein. Detailed Implementation

[0014] The following description relates to a steering knuckle in an axle assembly, which is a steering axle assembly including a steering shaft. This steering knuckle is referred to herein as a first steering knuckle. The first steering knuckle has a first extension and a second extension located on opposite sides of the steering knuckle. The first extension and the second extension can serve as a first arm and a second arm, respectively, both acting as levers, each hinged to a single tie rod or a tie rod assembly comprising multiple tie rod arms. The first tie rod or first tie rod assembly can be hinged to the first extension and connected to a steering cylinder or other steering mechanism. Similarly, the second tie rod or second tie rod assembly can be hinged to a second extension and hinged to one or more features or components of a traction assembly (such as a drawbar). The axle assembly, tie rods and / or tie rod assemblies, and one or more components or features of the traction assembly may form part of a first vehicle.

[0015] A steering cylinder or other steering mechanism may be connected to a third tie rod or third tie rod assembly. This third tie rod or assembly may be hinged to the second steering knuckle. More specifically, it may be hinged to a third extension extending outward from the third steering knuckle. This extension may be a boom or other auxiliary structure and serve as a lever mechanism for the third steering knuckle. The steering cylinder or other steering mechanism couples the first tie rod or first tie rod assembly to the third tie rod or third tie rod assembly, such that the coupled tie rod or tie rod assembly can be translated by the same operation. In other words, translation of the first tie rod or first tie rod assembly in one direction can cause the third tie rod or third tie rod assembly to translate in the same direction. By rotating the second tie rod or tie rod assembly, the first steering knuckle and the second steering knuckle can be made to swing in approximately the same direction. Furthermore, the first wheel hub, the second wheel hub, and the wheels mounted thereon can also rotate in approximately the same direction.

[0016] When connected or coupled to a drawbar or other steering assembly, the second drawbar or drawbar assembly will cause the first steering knuckle to rotate with the steering assembly. The steering assembly, the second drawbar or drawbar assembly, and the first steering knuckle can work together to cause the wheels of the first vehicle to rotate with the second vehicle, thereby enabling the second vehicle to tug on the first vehicle via a towing assembly.

[0017] Figure 1 A schematic diagram of a vehicle including an axle assembly having one or more steering knuckles as disclosed herein is shown. Figure 2 A schematic diagram is shown showing a first vehicle and a second vehicle connected by a traction assembly to tow the first vehicle. The second vehicle can tow the first vehicle and control the wheel steering of the steering knuckle and axle assembly via a tie rod arm connecting the steering knuckle and the traction assembly.

[0018] Figure 3A perspective view of an axle assembly with a steering knuckle according to this disclosure is shown. The axle assembly is a steering axle and includes at least one steering knuckle (hereinafter referred to as the first steering knuckle) as described in this disclosure. The axle assembly may also include another steering knuckle (hereinafter referred to as the second steering knuckle). The first steering knuckle has a first extension and a second extension, respectively hinged to a first tie rod assembly and a second tie rod assembly. The second steering knuckle has a third extension, which is pivotally connected to a third tie rod assembly. Both the first and second tie rod assemblies are interconnected and linked via steering cylinders. Figure 4 A perspective view shows the axle assembly connected to the rear towing assembly via a tow bar, and also shows a partial structure of a third tie rod assembly including a tie rod arm. The tie rod arm of the third tie rod assembly is pivotally connected to the tow bar, thereby pivotally connecting the towing assembly to the third tie rod assembly and the second extension. Figure 2-4 This describes a steering method that controls the first steering knuckle (and consequently the second steering knuckle and axle assembly wheel hub) via a towing assembly and a third tie rod assembly.

[0019] Figure 5 The diagram shows a side view of the first steering knuckle. This view separates the first steering knuckle from other features and components of the axle assembly. Several features are visible in the diagram: the reinforcing ribs connecting and supporting the first and second extensions, the shape of the steering knuckle body, the first hole for accommodating the wheel hub assembly support assembly, and the second hole for mounting the kingpin.

[0020] Figure 6 This is a flowchart of the axle assembly assembly method. Specifically, the flowchart illustrates the assembly process of assembling the first steering knuckle to the axle assembly via the steering knuckle shaft, connecting the first tie rod assembly and the second tie rod assembly to the first steering knuckle, and connecting the second tie rod assembly to the drawbar and the trailing assembly.

[0021] It should be understood that the specific components and systems shown in the accompanying drawings and described in the following specification are exemplary embodiments of the concepts of this invention. For ease of discussion, the descriptions in the drawings will be consistent. Therefore, the same reference numerals can be used to label the same elements, and there is no need to repeat the descriptions.

[0022] Figure 1-2 The example configuration diagram shows the relative positioning of each component. Figure 3-5 This demonstrates an example configuration for approximate positioning. Figure 3-5 Draw to approximate scale, but other relative dimensions may be used. Unless otherwise stated, the term "approximate" in this document refers to a range of plus or minus five percent.

[0023] also, Figure 1-5Example configurations showing the relative positioning of components are illustrated. If the components in the illustration are in direct contact or direct coupling, they can be referred to as directly contact or directly coupled, respectively, in at least one example. Similarly, if the components in the illustration are adjacent or adjacent to each other, they can be referred to as adjacent or adjacent, respectively, in at least one example. For example, components that are in surface contact with each other can be called surface contact. Similarly, elements separated only by a gap and without other components as isolation can be described in at least one example. As another example, elements located above / below each other, on opposite sides, or on the left and right sides can be referred to as "above / below elements," "opposite side elements," or "left and right elements" relative to each other. Furthermore, as shown in the figure, in at least one example, the topmost element or point of a component can be called the "top" of that component, and the bottommost element or point can be called the "bottom" of that component. The terms "top / bottom," "upper / lower," and "above / belower" used herein are relative to the vertical axis of the illustration and are used to describe the relative positional relationship between elements in the figure. For example, an element located above other elements is vertically positioned above them. To give another example: the shape of the illustrated element can be described as having a specific form (e.g., circle, straight line, planar shape, curved shape, rounded corner, chamfered shape, slanted shape, etc.). Furthermore, in at least one example, intersecting elements can be referred to as intersecting elements or intersecting with each other. Moreover, in one example, elements located inside or outside another element can be described accordingly. Additionally, the components can be positioned and described with reference to the reference axes contained in the drawing.

[0024] Unless otherwise stated, features described as axial are generally parallel to the referenced axis. Unless otherwise stated, features described as anti-axial are generally perpendicular to the referenced axis. Unless otherwise stated, features described as radial may be circumferentially distributed or extend radially outward around the referenced axis (as the referenced axis) or as previously described as components or features radially relative to the referenced axis.

[0025] Features described as longitudinal may be approximately parallel to the longitudinal axis. A transverse axis may be perpendicular to both the longitudinal and vertical axes. Features described as transverse may be approximately parallel to the transverse axis. A vertical axis may be perpendicular to both the transverse and longitudinal axes. Features described as vertical may be approximately parallel to the vertical axis.

[0026] See now Figure 1The vehicle 100 shown includes a powertrain 101 and a transmission system 103. The vehicle 100 has a front end 102 and a rear end 104 located on opposite sides of the vehicle 100. Objects, components, and features described as being located at the front of the vehicle 100 are closest to the front end 102 relative to the rear end 104. Objects, components, and features described as being located at the rear of the vehicle 100 are closest to the rear end 104 relative to the front end 102. The vehicle 100 may have a longitudinal axis 130. The lengths of the powertrain 101 and the transmission system 103 may be parallel to the longitudinal axis 130.

[0027] Vehicle 100 can be a commercial vehicle, light, medium, or heavy-duty vehicle. Additionally, vehicle 100 can also be an off-highway vehicle, such as an agricultural vehicle. In a specific embodiment, vehicle 100 can be a wheeled vehicle, such as an automobile. Alternatively or additionally, vehicle 100 can be an aircraft, a ship, or other vehicle system employing axle assembly 112. Alternatively or additionally, vehicle 100 and one or more of its components (such as components of powertrain 101 and / or drivetrain 103) can be used in industrial, locomotive, military, agricultural, and / or aerospace fields. For example, vehicle 100 can be a pure electric vehicle or a vehicle with a pure electric operating mode (such as a plug-in hybrid electric vehicle). Alternatively, the vehicle can also be driven by an internal combustion engine. Vehicle 100 can also implement autonomous driving functions, such as an autonomous vehicle (SDV) that can operate without real-time human driver commands. The vehicle 100 can autonomously navigate its environment in an unmanned state by steering and obstacle avoidance, accelerating and decelerating by increasing or decreasing the rotational torque transmitted to the wheels by the drive system, and / or braking. These operations do not require a driver to operate them via an input device integrated into the vehicle 100 or a remote input device connected via wireless communication. As an autonomous vehicle, the vehicle 100 can be driven by the instruction set stored in the autonomous driving system 182 in the control system 174.

[0028] The powertrain 101 includes a prime mover 106 and a transmission 108. The prime mover 106 may be an internal combustion engine (ICE) or an electric motor unit, such as an electric motor or an electric motor / generator combination. The prime mover 106 drives the axle assembly 112 by rotational power, for example, driving multiple wheels 114 on the axle assembly 112 to rotate. The prime mover 106 also provides rotational power to the transmission 108, and there is at least one input path from the prime mover 106 to the transmission 108.

[0029] In addition to the main drive unit 106, the vehicle 100 may also be equipped with other drive units integrated into the powertrain 101 to provide torque. For example, when the main drive unit 106 is an internal combustion engine, the vehicle 100 can constitute a hybrid vehicle, in which case the transmission 108 has multiple rotary power input ports and torque sources from the drive units. Taking a hybrid vehicle as an example, the electric motor 120 can electrify the vehicle and drive it as a rotary energy source. This electric motor can input power through the transmission 108 or otherwise provide rotary power to the axle assembly.

[0030] The prime mover 106 can be powered by energy provided by the energy storage device 105. For example, the energy storage device 105 can be configured as a battery (such as a traction battery) to store electrical energy. Similarly, the electric motor 120 can also be powered by energy provided by the energy storage device 105. An inverter 107 can be disposed between the energy storage device 105 and the prime mover 106 and / or the electric motor 120. The inverter 107 is used to convert direct current (DC) to alternating current (AC). The inverter 107 contains various components and circuits, and its thermal requirements will affect the efficiency of the inverter. Electrical or energized components (such as the energy storage device 105, prime mover 106, electric motor 120, and / or inverter 107) can be electrically connected via one or more power lines 128. It should be noted that the prime mover 106 and other drive units of the vehicle 100 can be powered by a non-electrified power source. For example, the power source may include a storage tank for storing chemical fuels, which are delivered via an internal combustion engine to a prime mover 106 or other drive unit (such as a gasoline / diesel / other liquid fossil fuel storage tank, or a biofuel storage tank delivered via an internal combustion engine) for reaction.

[0031] It should be noted that in another embodiment of vehicle 100, there may be one or more transmissions that do not output to a drive shaft (such as drive shaft 122). For example, one or more of these transmissions may output directly to the axle and / or wheels, such as the axle of axle assembly 112 and / or the wheels of wheel assembly 114. The transmission in this example may be referred to as a wheel-side transmission. The drive unit may output torque to the wheel-side transmission, thereby transmitting rotational power from the drive unit to the transmission.

[0032] The transmission 108 can be of any type, such as a manual transmission, automatic transmission, or continuously variable transmission (CVT). Furthermore, the transmission 108 can be a gearbox or include a gearbox. The transmission 108 can also be an axle transmission or a multi-gear axle. The transmission 108 can be physically connected to the vehicle axle by means of mounting or other methods. In some embodiments, the transmission 108 can serve as a first transmission, and the vehicle 100 can also be equipped with a second transmission. The second transmission or additional transmission can be configured to be physically connected to the axle of the vehicle 100 (such as the axle of axle assembly 112). Furthermore, the second transmission can drive and couple to axle assembly 112 and output torque thereto. Alternatively, the second transmission or other transmission can be configured to drive and couple to other axles besides the axle of axle assembly 112 and output torque.

[0033] The transmission 108 may receive rotational power as input from the prime mover 106 and / or other drive units (such as the electric motor 120) via one or more rotating elements (such as shafts). Similarly, the transmission 108 may output rotational power to the transmission system 103 via one or more rotating elements (such as shafts) depending on the selected gear or setting. For example, the transmission 108 may output rotational power to the axle assembly (such as a drive shaft assembly with a drive shaft) and multiple sets of wheel hub assemblies and wheels that are rotationally coupled thereto via drive shaft 122. In another example, when the transmission is a wheel-side transmission (such as a hub transmission), rotational power may be directly output to one or more wheels. In this case, the hub of each driven wheel may be connected to the drive unit via a rotating element (such as a shaft) and / or via a transmission drive connection, and / or the hub of each driven wheel may be directly driven by the transmission. For these or other examples, in addition to the prime mover 106, one or more second drive units may be present, in which case the vehicle 100 may be a hybrid vehicle, and its transmission 108 receives multiple torque inputs.

[0034] The powertrain 101 and drivetrain 103 include at least an axle assembly 112. This steering axle assembly includes a steering axle. Similarly, the axle assembly 112 may be configured to drive a set of wheels 114. For example, the axle assembly 112 may be located near the rear of the vehicle 100, thus forming a rear axle; in another embodiment, the axle assembly 112 may be located near the front of the vehicle 100, thus forming a front axle. Furthermore, the drivetrain 103 may include one or more tandem axle assemblies. Therefore, the drivetrain 103 may employ other configurations without departing from the scope of this disclosure. Figure 1 The configuration shown is for illustrative purposes only and is not intended to be limiting. Additionally, vehicle 100 may include additional wheels not connected to the drivetrain 103.

[0035] In addition to serving as a steering axle assembly, the axle assembly 112 can also serve as a drive axle assembly, achieving drive by receiving rotational energy and power from one or more drive devices (such as prime mover 106 and / or electric motor 120). The rotational power of the drive axle assembly 112 can then drive the wheels 114.

[0036] In some configurations, for example Figure 1 As shown, the drivetrain 103 includes a transfer case 110 for receiving rotational power output from the transmission 108. A driveshaft 122 transmits the rotational power from the transmission 108 and / or the transfer case 110 to a differential 116 of the axle assembly 112, thereby driving the wheels 114. For example, the differential 116 may be drivably connected to a first set of axles, including a first axle 118a and a second axle 118b connected to the wheels 114. More specifically, the first axle 118a drives at least one wheel in the wheel set 114, and the second axle 118b drives the other wheel in the wheel set 114. This wheel and the other wheel in the wheel set 114 are located on opposite sides of the axle assembly 112. The driveshaft 122 may extend parallel to the longitudinal axis 130. Taking vehicle 100 as an example, the driveshaft 122 may be centrally located about the longitudinal axis 130.

[0037] Axles 118a and 118b can be driven coupled to wheel set 114 via wheel end assembly groups. For example, the wheel end assembly group may include a first wheel end assembly and a second wheel end assembly. The first wheel end assembly can drive one or more wheels connected to wheel set 114. Similarly, the second wheel end assembly can drive one or more wheels connected to wheel set 114. The wheels driven by the first wheel end assembly can be arranged opposite to the wheels driven by the second wheel end assembly on both sides of axle assembly 112. First axle 118a can be driven coupled to the first wheel end assembly. Second axle 118b can be driven coupled to the second wheel end assembly. The torque output by differential 116 to first axle 118a can drive one or more components of the first wheel end assembly, and one or more wheels 114 coupled to that assembly. The torque output by differential 116 to second axle 118b can drive one or more components of the second wheel end assembly, and one or more wheels 114 connected to that assembly.

[0038] The first wheel end assembly includes a first wheel hub assembly 142, a first steering knuckle 146, and a first tie rod assembly 156. The second wheel end assembly includes a second wheel hub assembly 144, a second steering knuckle 148, and a second tie rod assembly 158. The first and second wheel hub assemblies 142 and 144 are both wheel hub assemblies containing a hub and can be rigidly connected to the wheel 114. The first tie rod assembly 156 and the second tie rod assembly 158 can be connected to a steering device 150. The steering device 150 can be a steering cylinder or other form of hydraulic steering device. The steering device 150 can be rigidly connected to components that keep the vehicle 100 stationary during driving. The steering device 150 can be rigidly connected to the housing of the axle assembly 112, such as the axle housing 124. More specifically, the steering device 150 can be rigidly connected to the differential 116.

[0039] The first tie rod assembly 156, the second tie rod assembly 158, and the steering device 150 together constitute the overall steering system of the vehicle 100. This steering system may employ a hydraulic steering scheme, including at least one hydraulic circuit 132 fluidly connected to the steering device 150. The steering system may include a hydraulic steering assembly belonging to the axle assembly 112. The hydraulic circuit 132 may include a pump 134 and a valve 136. Multiple arrows 138 indicate the hydraulic connections between the components in the hydraulic circuit 132 (including the pump 134, valve 136, and steering device 150). The pump 134 may act as a steering pump, and the valve 136 may act as a steering valve, enabling steering control of the first vehicle via the steering device 150. The valve 136 may selectively close or open to reduce or increase the hydraulic pressure delivered to the steering device 150. More specifically, the pump 134 and / or the valve 136 may increase or decrease the working fluid pressure of the steering device 150, thereby driving the first tie rod assembly 156 and the second tie rod assembly 158 via the steering device 150. In addition to pump 134 and valve 136, the steering system may additionally or alternatively include Figure 2 The components and features of the steering system 202 shown.

[0040] The steering mechanism 150 can apply steering motion and rotate the first steering knuckle 146 and the second steering knuckle 148. More specifically, the steering mechanism 150 can apply motions such as angularly steering the first steering knuckle 146 to the second steering knuckle 148. The steering mechanism 150 can push the first tie rod assembly 156 and the second tie rod assembly 158, causing the first steering knuckle 146 and the second steering knuckle 148 to turn and swing at an angle 160. Angle 160 represents the angular adjustability of the steering wheel 114, which is generated in response to operator steering input and adjustment of the input force by the steering system including the steering mechanism 150. Similarly, during the operation of steering the first steering knuckle 146 or the second steering knuckle 148, the steering cylinder can move freely.

[0041] For example, the first wheel hub assembly 142 may be rigidly connected to one or more wheels in the wheelset 114. The first wheel hub assembly 142 may be connected to the first axle 118a so that the assembly can rotate synchronously with the axle. Similarly, the first steering knuckle 146 may be connected to the first wheel hub assembly 142. In another configuration, the first wheel hub assembly 142 itself constitutes the first steering knuckle 146. The first tie rod assembly 156 may be connected to the first steering knuckle 146 to bear rotational loads and other mechanical loads acting on the first wheel hub assembly 142 and the first steering knuckle 146.

[0042] For example, the second wheel hub assembly 144 may be rigidly connected to one or more wheels in the wheelset 114. The second wheel hub assembly 144 may be connected to the second axle 118b, allowing the second wheel hub assembly 144 to rotate and be driven with the second axle 118b. Similarly, the second steering knuckle 148 may be connected to the second wheel hub assembly 144. Alternatively, the second wheel hub assembly 144 may also include the second steering knuckle 148. The second tie rod assembly 158 may be connected to the second steering knuckle 148 to bear rotational loads and other mechanical loads applied to the second wheel hub assembly 144 and the second steering knuckle 148.

[0043] The first tie rod assembly 156 may include a single tie rod arm, an inner tie rod arm and an outer tie rod arm, and / or multiple tie rod arms. Similarly, the second tie rod assembly 158 may be a single tie rod arm, or may include an inner tie rod arm, an outer tie rod arm, and / or multiple tie rod arms. The first and second tie rod arm assemblies 156 and 158 may serve as upper tie rod assemblies, positioned above the rotation axes of the first and second axles 118a and 118b (relative to the direction of gravity).

[0044] The first joint 166 can hinge the first tie rod assembly 156 to the first steering knuckle 146, so that the translational movement of the first tie rod assembly 156 can drive the second steering knuckle 148 to rotate around the first joint 166. The second joint 168 can hinge the second tie rod assembly 158 to the second steering knuckle 148, so that the translational movement of the second tie rod assembly 158 can drive the second steering knuckle 148 to rotate around the second joint 168.

[0045] The vehicle control system 174 (including controller 176) can switch the transmission system 103 between different modes and control the operation within each mode. Controller 176 may be a microcomputer, including a microprocessor unit, input / output ports, electronic storage media (such as read-only memory chips, random access memory, or retention memory) for storing executable programs and calibration values, and a data bus. This storage medium can programmably store computer-readable data representing processor-executable instructions for implementing the methods described below and other anticipated but not specifically listed variations. In one embodiment, controller 176 may be a powertrain control module (PCM). This controller includes a processor and memory, whose instructions, when executed by the processor, can drive the automatic control device to implement the various methods, control techniques, etc., described herein. The processor of controller 176 may include a microprocessor unit and other types of circuitry.

[0046] The controller 176 can receive various signals from sensors 178 connected to different areas of the vehicle 100. For example, sensors 178 may include: sensors mounted on the prime mover 106 or other vehicle drive units for measuring drive unit speed and temperature; pedal position sensors for detecting the depressing state of pedals (such as accelerator or brake pedals); lever position sensors for detecting lever movement (such as brake levers); and wheel speed sensors mounted on wheels 114 to detect the rotational speed of wheels 114, etc. The controller 176 receives signals from... Figure 1 After receiving signals from various sensors 178, the controller 176 processes these signals and, based on the received signals and instructions stored in its memory, invokes various actuators 180 of the vehicle 100 to adjust the operating state of the transmission system. For example, the controller 176 may receive an instruction or command to reduce vehicle speed. In another example, the controller 176 may receive an instruction to increase vehicle speed. Furthermore, the controller 176 may receive an instruction to change gears. For yet another example, the controller 176 may receive a command to rotate wheel 114, the first steering knuckle 146 and the first wheel hub assembly 142, and the second steering knuckle 148 and the second wheel hub assembly 144 by an angle 160. In response to the above instructions, the controller 176 may issue operating commands, such as: increasing or decreasing the speed and / or acceleration of the vehicle 100; switching the gear mode of the transmission 108; or rotating the wheels 114 of the axle assembly 112 via the steering system. For example, controller 176 may send command signals to one or more actuators 180 to reduce or increase the pressure of steering device 150 through hydraulic circuit 132, thereby driving the first tie rod assembly 156 and the second tie rod assembly 158 to move, causing the first steering knuckle 146 and the second steering knuckle 148 to rotate at angle 160.

[0047] The vehicle control system 174 may include an autonomous driving system 182. The autonomous driving system 182 may include a self-control device 184. This self-control device 184 may be a computer, enabling the vehicle 100 to operate in autonomous mode—that is, the vehicle 100 can travel along a set path and / or autonomously decide whether to travel along the path or change routes (such as bypassing obstacles), without any human operator intervention. The self-control device 184 may include a processor and a memory. When the instructions stored in the memory are executed by the processor, they can drive the self-control device to perform the various methods and control techniques described herein. The memory may also store instructions that send commands to the controller 176 during execution. The processor may include a microprocessor unit and / or other types of circuitry. The memory of the self-control device 184 may include known data storage media, such as random access memory, read-only memory, keep-alive memory, or combinations thereof. The memory of the self-control device 184 may include non-volatile memory.

[0048] The automatic control device 184 can guide the vehicle 100 along a driving route and follow other driving conditions. The driving route and other driving conditions of the vehicle 100 can be pre-programmed into the automatic control device 184. The driving route and other driving conditions of the vehicle 100 can be created by the automatic control device or adjusted to change the vehicle's direction by increasing or decreasing the speed and / or acceleration of the vehicle 100 via one or more drives; or by increasing or decreasing the turning radius of the vehicle 100 by changing the steering angle 160 via the steering system and axle assembly 112. The automatic control device 184 can send data containing command signals to the controller 176, which in turn sends command signals to the actuator 180 to change the speed, acceleration, and turning radius of the vehicle 100 to follow a preset driving route and / or other driving conditions. The automatic control device 184 receives input signals from one or more sensors in the sensor group 178, particularly signals from the drives and axle assembly 112 of the vehicle 100, to determine driving behavior. Specifically, the automatic control device 184 can operate on the operating mode of the controller 176 to control one or more components of the vehicle 100. Similarly, the automatic control device can send signals to change the behavior of the controller 176, enabling the controller to control one or more components of the vehicle. For example, sensor 178 (more specifically, one or more of the plurality of space sensors 186) can detect objects or obstacles. The detection of objects or obstacles instructs the vehicle 100 and axle assembly 112 to steer to avoid obstruction of movement or performance degradation. For example, one or more of the space sensors 186 can detect objects and send signals to the automatic control device 184. The automatic control device 184 can adjust the driving path of the vehicle 100 to avoid the objects. The automatic control device 184 can encapsulate a command signal containing speed and direction adjustment information and send it to the controller 176. Based on the command signal and information, the controller 176 sends one or more other command signals to the actuator 180. Actuator 180 can increase or decrease the speed of vehicle 100 by transmitting greater rotational energy (such as torque) to wheels 114 through one or more drive units of vehicle 100 (such as prime mover 106 and / or electric motor 120). Alternatively, actuator 180 can increase or decrease the steering angle 160 and the turning radius of vehicle 100 by rotating first steering knuckle 146 and second steering knuckle 148 via hydraulic circuit 132 and steering device 150.

[0049] Figure 2A schematic diagram of a towing system 200 is shown. This towing system includes a first vehicle 100 and a second vehicle 201 (e.g., a light, medium, or heavy vehicle) equipped with a steering system 202 and a power source 204. The power source 204 can serve as the main drive unit for the second vehicle 201 and can take the form of an internal combustion engine and / or an electric motor. Therefore, in some cases, the steering system 202 can be applied to electric vehicles such as hybrid electric vehicles (HEVs) or pure electric vehicles. The internal combustion engine can include conventional components that perform combustion operations (e.g., a four-stroke combustion cycle), such as an intake system, exhaust system, fuel delivery system, emission control system, etc., which are well known in the art. Furthermore, the electric motor can include conventional components that generate rotational output, such as a rotor, stator, cooling system, housing, etc. The steering system 202 is controlled by input from an operator 205. The operator 205 is a human driver who can drive the vehicle through various input methods, and control it at least through steering input. For example, the operator 205 is a human occupant in the second vehicle 201, and the steering input 218 can be a steering wheel. It should be noted that the first vehicle 100 may include one or more components of the steering system 202. It should also be noted that the components of the steering system of the first vehicle 100 may be the same as the components of the steering system 202. Furthermore, it should be understood that the steering system 202 may include additional components, such as parts identical to those in the steering system of the first vehicle 100 (e.g.,...). Figure 1 The steering device 150, the first tie rod assembly 156, and the second tie rod assembly 158 are shown.

[0050] The vehicle steering system 202 may include a main steering pump 206. Furthermore, the main steering pump 206 may be a hydraulic steering pump. As described herein, a pump is a device for conveying fluids and may include components such as vanes, rotors, shafts, pistons, cylinders, chambers, and valves to achieve the fluid conveying function. The main steering pump 206 may be driven by a power source 204. Specifically, the main steering pump 206 may be connected to the output end 208 of the power source 204 (e.g., the crankshaft in an internal combustion engine embodiment or the rotor shaft in an electric motor embodiment). Specifically, a front-end accessory drive (FEAD) assembly enables a rotary connection between the power source 204 and the main steering pump 206. Therefore, in some embodiments, the FEAD assembly may also drive other adaptable components such as a water pump, an air conditioning compressor, and an alternator. Furthermore, the main hydraulic steering pump 206 may employ a vane pump, roller pump, sliding vane pump, or gear pump structure.

[0051] Arrow 210 indicates the mechanical connection between power source 204 and transmission 212. This mechanical connection may include shafts, belts, chains, flywheels, flexible discs, or combinations of the above components.

[0052] Arrow 214 indicates the hydraulic connection between the steering pump 206 and the steering assembly 216. As described below, hydraulic lines, conduits, valves, and other components can establish a fluid passage between the main steering pump 206 and the hydraulic steering assembly. Specifically, in one embodiment, a pressure regulator may be located downstream of the main hydraulic steering pump. A rotary valve in the steering assembly may be dedicated to receiving working fluid (e.g., hydraulic fluid) from the main steering pump 206. However, other power steering assembly layouts are also possible.

[0053] The hydraulic steering assembly 216 may include components such as a rotary valve, hydraulic piston, connecting rod, and gears. For example, the steering assembly may employ a rack and pinion structure, which offers superior efficiency and simplicity compared to other steering systems, but other types of steering assemblies may also be used. The function of the steering device is to transmit and amplify steering commands generated by the operator through the steering input device 218 or other compatible equipment to the vehicle's steering wheels 220 under specific conditions. The degree of steering force amplification can be adjusted by the steering device according to vehicle speed—for example, the amplification factor increases at low speeds and decreases at high speeds. The second angle 219 indicates the angular adjustment range of the steering wheels 220, which occurs in response to the driver's steering input and the modulation of the input force by the hydraulic steering assembly. This allows the driver to control the vehicle according to personal preference.

[0054] The second vehicle 201 also includes a transmission 212. The vehicle can employ various types of transmissions, such as single-speed transmissions, multi-speed transmissions, manual transmissions, automatic transmissions, etc. Specifically, in one embodiment, the transmission 212 can be a hydraulic-mechanical transmission because it is more efficient than other types. However, other types of transmissions may be used in other embodiments.

[0055] The auxiliary hydraulic steering pump 222 is connected to the output terminal 224 of the transmission 212 via a mechanical interface 226. Although the auxiliary hydraulic steering pump and the mechanical interface are... Figure 1 The diagrams are presented in the text, but these components have more complex structures and will be explained later. Figures 2 to 4 The details are explained in the text. Furthermore, it should be understood that the transmission output can be further rotatably connected to downstream drive components, such as a drive shaft, one or more differentials, axle shafts, drive wheels, etc.

[0056] Arrow 228 indicates fluid communication between the auxiliary hydraulic steering pump 222 and the hydraulic steering assembly 216. Hydraulic connection and other fluid communication between the auxiliary hydraulic steering pump and the hydraulic steering assembly can be achieved via hoses, lines, pipes, valves, etc.

[0057] In another embodiment, system 202 may be equipped with a lubrication pump 230, which is rotary coupled via mechanical interface 226. In this configuration, the lubrication pump 230 establishes a fluid connection with the gearbox 212 via pipeline 232 to provide lubricant to the internal components of the gearbox.

[0058] Furthermore, the vehicle steering system 202 may include a second control system equipped with a second controller. This second controller includes a processor and a memory. Instructions stored in the memory, when executed by the processor, can drive the second controller to implement the various methods and control techniques described herein. The processor may include a microprocessor unit and other types of circuitry. The memory may employ known data storage media, such as random access memory, read-only memory, holding memory, or combinations thereof, and may also include non-volatile memory.

[0059] The second controller can receive various signals from sensors at different locations in the second vehicle 201 and the steering system 202. These sensors include an oil pressure sensor 243, an engine or motor speed sensor 244, an ambient temperature sensor 245, and a vehicle speed sensor 246. The second controller can send control signals to various actuators connected to different locations in the second vehicle 201 and the steering system 202. For example, the second controller can send signals to valves or power sources 204 in the steering system to adjust their operating states. For example, the second controller can send commands to valves in the steering system to change their states. Other controllable components in the vehicle and steering system can operate in a similar manner in terms of command signals and actuator adjustments. The second control system may also include an input device 248, which can be in the form of a switch, button, touchscreen, etc., enabling the vehicle operator 205 to start and stop the operation of the second vehicle 201 (including the steering system 202).

[0060] The towing assembly 203 may include a trailer coupling system 264 rigidly connected to the first vehicle 100 and a traction coupling system 266 rigidly connected to the second vehicle 201. The trailer coupling system 264 may be rigidly connected to the axle assembly 112, and more specifically to a non-drive component fixed within the axle assembly 112. For example, the trailer coupling system 264 may be rigidly connected to the axle housing 124 and / or the differential housing 116. A third joint 268 may connect the traction coupling system 266 to the trailer coupling system 264, enabling the trailer coupling system 264 to be towed via the traction coupling system 266 and the second vehicle 201.

[0061] The third tie rod assembly 262 is hingedly connected to the first steering knuckle 146. When it moves, the third tie rod assembly 262 can push or pull the first steering knuckle 146, thereby causing the first steering knuckle to rotate. The third tie rod assembly 262 can also be hingedly connected to the trailer connection system 264. In other words, this assembly can be linked to the trailer connection device by rotation or steering. In other words, when the second vehicle 201 turns, the third tie rod assembly 262, through its connection with the trailer connection system 264, can apply a steering action to the first vehicle 100 and the axle assembly 112. If the trailer connection system 264 includes a drawbar, the third tie rod assembly 262 is connected to that drawbar.

[0062] The fourth joint 272 and the fifth joint 274 respectively connect the third tie rod assembly 262 to the first steering knuckle 146 and the trailer connection system 264, enabling the trailer connection system 264 to apply steering motion to the first steering knuckle 146 and achieve hinged engagement. The third tie rod assembly 262 is hinged to the first steering knuckle 146 via the fourth joint 272, and this assembly can rotate around the fourth joint 272, driving the first steering knuckle 146 to rotate. In other words, the fourth joint 272 can connect the third tie rod assembly 262 to the first steering knuckle 146 through steering, so that the first steering knuckle 146 can rotate when pressure is applied by the third tie rod assembly 262. Similarly, during the operation of steering the first steering knuckle 146 via the trailer connection system 264 through the third tie rod assembly 262, the steering cylinder can move freely. The third tie rod assembly 262 is hinged to the trailer connection system 264 via the fifth joint 274, and this assembly can rotate around the fifth joint 274, and achieve translation and rotation as the trailer connection system 264 steers. In other words, the fifth joint 274 enables the steering linkage between the third tie rod assembly 262 and the first steering knuckle 146, so that the third tie rod assembly 262 can swing when the trailer connection system 264 applies a thrust or pull.

[0063] For ease of comparison Figures 3 to 5 The view shown provides a set of reference axes 301. These reference axes 301 indicate the y-axis, x-axis, and z-axis. The y-axis can be referred to as the longitudinal or horizontal direction. The x-axis can be referred to as the transverse direction. The z-axis can be referred to as the vertical direction. For example, the z-axis can be parallel to the direction of gravity, while the xy-plane can be parallel to... Figure 3-4 The horizontal plane on which the shaft assembly 302 is supported is shown. In another example, the xy plane may be parallel to... Figure 5 The horizontal plane on which the first steering knuckle 338 rests is parallel. When labeling directions, a positive direction indicates the direction the arrows on the y, x, and z axes point, while a negative direction indicates the opposite direction. A circle can represent an axis in the reference axis system 301 perpendicular to the view. A solid circle can represent arrows and axes pointing towards the view (or in the positive direction). A hollow circle can represent arrows and axes moving away from the view (or in the negative direction).

[0064] See Figure 3 As shown, the first view 300 of the axle assembly 302 is a perspective view, showing its features from different angles, and is also a side view. The axle assembly 302 may have a first side 304 and a second side 306, wherein the first side 304 and the second side 306 are opposite each other. Similarly, the axle assembly 302 may have a third side 308 and a fourth side 310, wherein the third side 308 and the fourth side 310 are opposite each other.

[0065] The axle assembly 302 can be positioned around a first axle 312 and a second axle 316, such that each assembly is radially centered around each axis. The first axle 312 can be a transverse axis and parallel to the x-axis. The second axle 316 can serve as the longitudinal axis of the vehicle mounting the axle assembly 302, for example... Figure 1 The axle 130 and vehicle 100 are shown, and are parallel to the y-axis. The axle assembly 302 can serve as a system supporting a pair of axle half-shafts, receiving torque via a differential assembly and outputting torque to the wheel set driven and coupled to the axle assembly 302. For example... Figure 1-2 The axle assembly 112 shown is of this type.

[0066] The axle assembly 302 may include a differential assembly 326. The differential assembly 326 may be or include... Figure 1 The differential 116 is shown. The differential assembly 326 may be arranged about a second axis 316, for example, approximately centered on this axis. The differential assembly 326 is sandwiched between a first and a second section of the axle assembly 302. The differential assembly 326 may include a first housing 328. The first and second sections may be connected to the differential assembly 326, wherein the first section extends to a first side 304 and supports a first wheel end assembly 336a, and the second section extends to a second side 306 and supports a second wheel connected to a second wheel end assembly 336b. More specifically, the second housing 332 of the axle assembly 302 and the first section may be physically rigidly connected to the differential assembly 326. Similarly, the third housing 334 of the axle assembly 302 and the second section may also be physically rigidly connected to the differential assembly 326. The second housing 332 and the third housing 334 may be physically rigidly connected to opposite sides of the first housing 328. For example, the first housing 328 may include a first flange 362 and a second flange 364, wherein the first flange 362 and the second flange 364 are arranged opposite to each other. A second housing 332 may be rigidly connected to the first flange 362, and a third housing 334 may be rigidly connected to the second flange 364. The differential assembly 326 may achieve a fluid seal to prevent leakage or outflow of fluid stored within the differential assembly. More specifically, when connected to the first housing 328, the second housing 332 and the third housing 334 may form a fluid seal with the differential assembly 326, thereby preventing or reducing leakage of internal fluids between the housings.

[0067] The differential assembly 326 may also include a tie rod bracket 330 and a drive head 340. A first housing 328 may form or be rigidly connected to the tie rod bracket 330. Similarly, the first housing 328 may form or be rigidly connected to the drive head 340. The tie rod bracket 330 may be located on one side of the differential assembly 326 and connected to that side, opposite to the other side of the differential assembly 326 where the drive head 340 is located or connected. For example, the tie rod bracket 330 may extend from the first housing 328 to a fourth side 310, while the drive head 340 may extend from the first housing 328 to a third side 308. The drive head 340 may be radially centered about a second axis 316. The tie rod bracket 330 may accommodate a steering mechanism, such as one or more steering cylinders 331. The steering cylinders 331 may be rigidly connected to the differential assembly 326 via the tie rod bracket 330. In other words, steering cylinder 331 can be mounted on tie rod bracket 330 and thereby connected to differential assembly 326. Steering cylinder 331 can correspond to... Figure 1 The steering device 150 shown.

[0068] The differential assembly 326 may include a differential gear set, which is housed in a first housing 328. In other words, the gear set of the differential assembly is enclosed by the first housing 328, which is the differential housing. The differential gear set can be drive-coupled with the first and second axles of the axle assembly 302. The first and second axles of the axle assembly 302 respectively correspond to... Figure 1 The diagram shows a first axle 118a and a second axle 118b. The first axle is drivably connected to a first wheel end assembly 336a, causing it to rotate and transmitting rotational energy to it. The second axle is drivably connected to a second wheel end assembly 336b, causing it to rotate and transmitting rotational energy to it. A second housing 332 houses the first axle, and a third housing 334 houses the second axle. A drive head 340 is drivably coupled to the differential gear set of a differential assembly 326, allowing rotational energy input to drive its internal gears. The differential gear set housed in the differential assembly 326 can distribute unequal rotational energy (e.g., torque) under axle steering and other operating conditions, driving the first and second axles to rotate. The differential assembly 326 can distribute unequal rotational energy to the first wheel end assembly 336a and the second wheel end assembly 336b.

[0069] The axle assembly 302 can be used as part of the drivetrain assembly, for example... Figure 1 The transmission system 103 is shown. This transmission system assembly includes a power source (e.g., one or more drive units) whose power can be transmitted to the axle assembly via a rotating element. The rotating element, located outside the axle assembly 302, can establish drive coupling with the differential assembly 326 via a drive head 340 and output torque. This rotating element can be a shaft (e.g., a drive shaft) rigidly connected to the rotating element of the drive head 340. This rotating element can be transmitted via a transmission unit (e.g., a drive mechanism). Figure 1 The transmission device 108 shown is driven and coupled to one or more drivers. The drivers may include... Figure 1 The drive unit of the first vehicle 100, such as the prime mover 106 and / or Figure 1 The electric motor 120 is used in the process. For example, a rotating element can serve as the output device of the electric motor, such as an electric motor, a generator, or a combination of electric motor and generator. When the drive head 340 is coupled with the drive unit, the electric motor can power the axle assembly 302 and drive the first and second wheel end assemblies 336a and 336b through the differential assembly 326 and the first and second axles. The electric motor can provide power to the axle assembly 302 and drive the first and second wheel end assemblies 336a and 336b through the differential assembly 326 and the first and second axles. Figure 1 The main drive 106 and / or motor 120 are shown.

[0070] The drive head 340 may include a third flange 372. A third hole 374 may be concentric with the third flange 372 and extend through the drive head 340. A rotating element may be rigidly connected to the drive head 340 via the third flange 372.

[0071] In addition to the second housing 332 and the first axle, the first section of the axle assembly 302 also includes a first wheel end assembly 336a and a first steering knuckle 338. Similarly, in addition to the third housing 334 and the second axle, the second part of the axle assembly 302 also includes a second wheel end assembly 336b and a second steering knuckle 344. The first steering knuckle 338 can be steeringly coupled to the first wheel end assembly 336a, such that when the first steering knuckle 338 rotates, it can guide the first wheel end assembly 336a to turn in approximately the same direction and angle. Similarly, the second steering knuckle 344 can be steeringly coupled to the second wheel end assembly 336b, such that when the second steering knuckle 344 rotates, it can turn the second wheel end assembly 336b in approximately the same direction and angle. The first steering knuckle 338, the second steering knuckle 344, the first wheel end assembly 336a, and the second wheel end assembly 336b can be arranged symmetrically about the first axis 312. However, it should be understood that the first steering knuckle 338, the second steering knuckle 344, the first wheel end assembly 336a, and the second wheel end assembly 336b can also be positioned around a pivot center offset from the first axis 312 by an angle 320. Angle 320 represents the angular adjustable range of the first steering knuckle 338, the second steering knuckle 344, the first wheel end assembly 336a, and the second wheel end assembly 336b relative to the first axis 312. Angle 320 is schematically represented.

[0072] It should be noted that the positions of the first steering knuckle 338 and the second steering knuckle 344 can be mirror images of each other (e.g., located on both sides of the axle assembly 302). For example, the first steering knuckle 338 can be arranged closer to the second side 306 and steered and coupled to the second wheel end assembly 336b, while the second steering knuckle can be arranged closer to the first side 304 and steered and coupled to the first wheel end assembly 336a.

[0073] The first wheel end assembly 336a includes a first hub assembly 366a and a first cover 368a. The second wheel end assembly 336b includes a second hub assembly 366b and a second cover 368b. Both the first hub assembly 366a and the second hub assembly 366b are hub assemblies and can be rigidly connected to one or more wheels, respectively. The first cover 368a can be rigidly connected to the first hub assembly 366a and encloses the rotating elements of the assembly (such as one or more planetary gear sets). The second cover 368b can be rigidly connected to the second hub assembly 366b and encloses the rotating elements of the second hub assembly 366b. When connected, the first hub assembly 366a and the first cover 368a can form a flange, which can serve as a brake flange and / or rim flange of the first wheel end assembly 336a. Similarly, when connected, the second hub assembly 366b and the second cover 368b can form another flange, which can serve as a brake flange and / or rim flange of the first wheel end assembly 336a. In addition, the first steering knuckle 338 is steerably connected to the first wheel hub assembly 366a, and the second steering knuckle 344 is steerably connected to the second wheel hub assembly 366b.

[0074] The first hub assembly 366a is drivably coupled to the first axle assembly 302, such that rotation of the first half-shaft drives rotation of the first hub assembly 366a. The second hub assembly 366b is drivably coupled to the second axle assembly 302, such that rotation of the first half-shaft drives rotation of the second hub assembly 366b. The first hub assembly 366a and the second hub assembly 366b may serve as or include wheel hubs, wherein the first and second hub assemblies 366a and 366b and their corresponding hubs can be drivably connected to any wheel in a group of wheels via rigid connections or other means. For example, the first and second hub assemblies 366a and 366b may be drivably connected and / or rigidly connected to each other. Figure 1 Any of the wheels 114 shown. A first hub assembly 366a can drive-couple the wheel to a first half-shaft. A second hub assembly 366b can drive-couple the wheel to a second half-shaft. The first and second half-shafts can be centrally arranged around a first axis 312, for example, generally radially distributed around the first axis 312.

[0075] The first steering knuckle 338 and the second steering knuckle 344 constitute the steering assembly in the axle assembly 302 and the larger steering system. The steering assembly of the axle assembly 302 may include a tie rod bracket 330, a steering cylinder 331, a first tie rod assembly 339, a second tie rod assembly 341, and a third tie rod assembly 343. The second tie rod assembly 341 ( ) may correspond to... Figure 2 The third pull rod assembly is shown. The second pull rod assembly 341 and the third pull rod assembly 343 can correspond to each other. Figure 1-2The first tie rod assembly 156 and the second tie rod assembly 158 are shown. The first tie rod assembly 339 and the third tie rod assembly 343 can be connected to opposite sides of the steering cylinder 331. When the steering cylinder 331 is connected, the first tie rod assembly 339 and the third tie rod assembly 343 move outwards due to the extension of the steering cylinder 331 and inwards due to the compression of the steering cylinder 331. The first tie rod assembly 339 can be hinged to the first steering knuckle 338, allowing the first steering knuckle 338 to swing at the connection point through the push-pull action of the first tie rod assembly 339. The second tie rod assembly 341 can be hinged to the second steering knuckle 344, allowing the first steering knuckle 338 to swing at the connection point through the push-pull action of the first tie rod assembly 339. The second tie rod assembly can also be connected and hinged to a trailing assembly, for example... Figure 1 The trailing component 203 shown or Figure 4 The following assembly 408 is shown. The third tie rod assembly 343 can be hinged to the second steering knuckle 344, so that the second steering knuckle 344 can swing at the connection point through the pushing and pulling action of the third tie rod assembly.

[0076] The first tie rod assembly 339, the second tie rod assembly 341, and / or the third tie rod assembly 343 may each include multiple tie rod arms. For example, the first tie rod assembly 339 may include a first tie rod arm 346 and a second tie rod arm 348 connected via a first joint 347. The first joint 347 can rigidly or hingedly connect the first tie rod arm 346 and the second tie rod arm 348. The first tie rod assembly 339 may include a second joint 352 that hinges the first tie rod assembly 339 to the first steering knuckle 338. More specifically, a second joint 352 can hinge the first tie rod arm 346 to the first steering knuckle 338. The second tie rod assembly 341 may include a third tie rod arm 350 that is hinged to the steering knuckle via a third joint 354. The third tie rod arm 350 can be connected to another tie rod arm via another joint. The third tie rod assembly 343 may include a fourth tie rod arm 356 and a fifth tie rod arm 358 connected via a fourth joint 357. The fourth joint 357 can rigidly or hingedly connect the fourth tie rod arm 356 and the fifth tie rod arm 358. The fifth joint 360 can hingedly connect the third tie rod assembly 343 and the second steering knuckle 344. More specifically, the fifth joint 360 can hingedly connect the fourth tie rod arm 356 and the second steering knuckle 344. The first tie rod arm, the third tie rod arm 350, and the fourth tie rod arm 356 can serve as the outer tie rod arms of the first tie rod assembly 339, the second tie rod assembly 341, and the third tie rod assembly 343, respectively. Similarly, the second tie rod arm 348 and the fifth tie rod arm 358 can serve as the outer tie rod arms of the first tie rod assembly 339 and the third tie rod assembly 343, respectively. Furthermore, the second joint 352, the third joint 354, and / or the fifth joint 360 can all adopt a ball joint structure. Relative to the steering tie rod assembly, "outer" refers to the position furthest from or farthest from the second axis 316, and "inner" refers to the position closest to or closest to the second axis 316.

[0077] The first tie rod assembly 339 and the second tie rod assembly 341 are respectively hinged to both sides of the steering knuckle 338. Specifically, the first tie rod assembly 339 and the second tie rod assembly 341 are respectively hinged to a first extension and a second extension of the steering knuckle 338. The first steering knuckle 338 may extend into at least two extensions. The first extension and the second extension may be connected to or rigidly coupled to opposite sides of the steering knuckle 338. Similarly, the first extension may serve as an upper extension, and the second extension may serve as a lower extension, wherein the first extension is located above the second extension relative to the arrangement of the steering knuckle 338 with the axle assembly 302 and the reference shaft 301.

[0078] The first extension and the second extension of the first steering knuckle 338 may respectively constitute a first arm 376 and a second arm 378. The first steering knuckle 338 may include or rigidly connect the first arm 376 and / or the second arm 378. The first arm 376 may act as a first lever for the first control arm and steering tie rod (or other components), achieving steering of the steering knuckle 338 by applying pressure. Similarly, the second arm 378 may act as a second control arm and as a second lever for the steering tie rod or other components, achieving steering of the steering knuckle 338 by applying pressure. The first arm 376 and the second arm 378 may bend outward from the steering knuckle 338 in opposite directions. The first arm 376 may bend from the steering knuckle 338 toward the second side 306 and the fourth side 310. The second arm 378 may bend from the steering knuckle 338 toward the first side 304 and the third side 308.

[0079] Other components of the first pull rod arm 346 or the first pull rod assembly 339 may be hinged or hinged to the first arm 376 via the second joint 352, allowing the first arm 376 to rotate about the second joint 352. Another component of the first pull rod arm 346 or the second pull rod assembly 341 may be hinged to the second arm 378 via the third joint 354, allowing the second arm 378 to rotate about the third joint 354.

[0080] The integration of the first extensions on both sides of the first steering knuckle 338 with the second extensions (e.g., the first arm 376 and the second arm 378) eliminates the need for a support member rigidly connected to the first steering knuckle 338 in the axle assembly 302. Without this support member, the second arm 378 can be rigidly connected to the steering knuckle in place of the second arm 378. In this case, the support member allows the steering tie rod or steering tie rod assembly to be hinged thereon, and the connection point is located on the side opposite the first steering knuckle and the first extension.

[0081] The first steering knuckle 338 may also include multiple openings and cavities, such as a first opening 375. This opening leads to a first chamber of the steering knuckle 338 and may be irregularly shaped or rectangular with rounded edges surrounding the opening. The first opening 375 and the first chamber may be arranged around a portion of the second housing 332. In other words, the second housing 332 and the portion of the axle assembly 302 housed within it may extend through the first opening 375 into the first chamber. The dimensions of the first opening 375 and the first chamber are designed to allow the first steering knuckle 338 to rotate around a specific area of ​​the second housing 332.

[0082] The second steering knuckle 344 may include at least one outwardly extending structure, such as a third arm 380. The third arm 380 may serve as a first control arm or a first lever of the second steering knuckle 344. The third arm 380 may be connected to a fourth tie rod arm 356 or other components of the third tie rod assembly 343 via a second joint 352. More specifically, the first tie rod arm 346 or other components of the third tie rod assembly 343 are hinged to the first arm 376 via the second joint 352, allowing the first arm 376 to rotate about the second joint 352. The second joint 352 may be a ball joint.

[0083] The second steering knuckle 344 may also include multiple holes and cavities, such as a second opening 379 and a third opening 382. The second opening 379 may be irregularly shaped or rectangular, with its edges rounded around the opening. The third opening 382 may be elliptical, such as circular. The third opening 382 may be centrally located around a third axis 388, for example, radially distributed along the third axis 388. The third axis 388 may be a perpendicular axis relative to the reference axis 301. The third opening 382 may also have a cylindrical volume penetrating the second steering knuckle 344. The third opening 382 may extend downward relative to the reference axis 301 and the z-axis, for example, when the second steering knuckle is connected to the axle assembly 302. The second opening 379 is an opening leading to a second cavity of the second steering knuckle 344. The second opening 379 and the second cavity may be arranged around a portion of the third housing 334. In other words, the third housing 334 and the portion of the axle assembly 302 housed within it may extend through the second opening 379 into the second cavity. The dimensions of the second opening 379 and the second cavity are designed to allow the second steering knuckle 344 to rotate freely around a portion of the third housing 334.

[0084] The third hole 382 is adapted to accommodate the steering knuckle shaft of the second steering knuckle 344. In other words, the steering knuckle shaft can extend through the third hole 382 and be supported by the wall and surface of the second steering knuckle 344 surrounding the third hole. When a force is applied to the third arm 380, the second steering knuckle 344 can hinge about the kingpin.

[0085] The fourth flange 384 may extend outward from the third hole 382, ​​for example, radially outward relative to the third shaft 388. The fourth flange 384 may be provided with multiple fourth holes 386. The fourth holes 386 extend inward from the fourth flange 384 through the material of the second steering knuckle 344; more specifically, the fourth holes 386 may be arranged to extend downward from the fourth flange 384. The fourth holes 386 may be arranged radially or partially radially around the third hole 382. The steering knuckle shaft mounted through the third hole 382 can be secured by multiple sets of fasteners passing through the fourth flange 384 and the fourth holes 386, preventing it from detaching from the third hole 382.

[0086] It should be noted that the first steering knuckle 338 may have additional holes and flanges symmetrical to the third hole 382 and the fourth flange 384, respectively. In other words, the dimensions of these holes and flanges may be substantially the same as those of the third hole 382 and the fourth flange 384. Another hole and another flange on the first steering knuckle 338 for receiving the kingpin may be covered by the first assembly 392. This hole may accommodate part of the structure of the first assembly 392. Similarly, this flange may contact and / or connect to the first assembly 392, wherein the contact includes surface-shared contact. The first assembly 392 may connect to the second assembly 394. The other hole in the first steering knuckle 338 functions similarly to the third hole 382: it is used to receive the kingpin of the first steering knuckle 338, allowing the first steering knuckle 338 to rotate about the kingpin mounted through this hole. This hole may be... Figure 5 The second hole 514 is shown.

[0087] Multiple fasteners 396 can pass through the flange of the first component 392 to connect the first component 392 (and thus the steering knuckle shaft to which it is connected) to the first steering knuckle 338. The fasteners 396 can serve as steering knuckle shaft screws for securing the steering knuckle shaft inserted into the through hole of the first steering knuckle.

[0088] See Figure 4 The image shows a second view 400 of the axle assembly 302 and the towing assembly 408. This view 400 is a perspective view, showing the characteristic structures of the axle assembly 302 and the towing assembly 408 from different angles, and is also a side view.

[0089] The towing assembly 408 can connect a first vehicle and a second vehicle, enabling the second vehicle to tow the first vehicle. The towing assembly 408 can be configured to... Figure 2 The towing assembly 203 is shown. This assembly includes a trailer connection system 412 and a towing connection system 414, which correspond to... Figure 2 The trailer connection system 264 and the traction connection system 266 are included.

[0090] The trailer connection system 412 and the towing connection system 414 can be connected via a sixth joint 426. Specifically, the sixth joint 426 enables steering linkage between the trailer connection system 412 and the towing connection system 414, allowing the trailer connection system 412 to steer with the towing connection system 414. The towing connection system 414 may include a latch 428 that hinges the towing connection system 414 to the sixth joint 426. Similarly, the trailer connection system 412 may include a tow bar 422 that hinges the trailer connection system 412 to the sixth joint 426.

[0091] The traction connection system 414 may include a drawbar 424. The drawbar 424 can rigidly connect the traction connection system 414 to a component or feature of a second vehicle.

[0092] The trailer coupling system 412 may also include a mounting system that rigidly connects components of the trailer coupling system 412 (such as the drawbar 422) to the axle assembly 302. For example, the mounting system of the trailer coupling system 412 may include a first truss 432 with a first mounting base 436 and a second truss 434 with a second mounting base 438. The first truss 432 can be hinged to and mounted to the second housing 332 via the first mounting base 436. The first mounting base 436 may be rigidly connected to the second housing 332, and the first truss 432 may include or be rigidly connected to the first mounting base 436. The drawbar 422 may be rigidly connected to the first truss 432. The second truss 434 can be rigidly connected to and mounted to the third housing 334 via the second mounting base 438. The second mounting base 438 may be rigidly connected to the third housing 334, and the second truss 434 may include or be rigidly connected to the second mounting base 438. The drawbar 422 may be rigidly connected to the second truss 434. The drawbar 422 can be connected to the first truss and the second truss via fasteners 439. Fasteners 439 can be bolts. The first truss 432 and the second truss 434 provide mechanical support for the trailer connection system 412 (particularly the drawbar 422), enhancing its tensile, compressive, and shear strength. The first truss 432 and the second truss 434 position and connect the trailer connection system 412 below the axle assembly 302, relative to the reference axle 301.

[0093] The trailer coupling system 412 (particularly the drawbar 422) can be coupled to and form part of the steering system and steering assembly of the axle assembly 302. The second tie rod assembly 341 can be hinged to the drawbar 422. More specifically, the second tie rod assembly 341 may include a sixth tie rod arm 440, which is hinged to the drawbar 422 via a seventh joint 442. The sixth tie rod arm 440 can be hinged or rigidly connected to the third tie rod arm 350 via an eighth joint 444.

[0094] Reference Figure 1 and / or Figure 3-4 This describes a method for steering axle assembly wheels and / or hubs via a steering component disclosed herein. The first vehicle in this method may be... Figure 1-2 The first vehicle 100 shown is similarly represented by the second vehicle in this method. Figure 2 The second vehicle 201 is shown.

[0095] The axle assembly of this method can be Figure 1-2 The axle assembly 112 and / or shown Figure 3-4 The axle assembly 302 is shown. The steering knuckle of this method can be... Figure 1-2 The first steering knuckle 146 and / or shown Figure 3-4The first steering knuckle 338 is shown. The trailing component of this method can be... Figure 2 The first trailing component 203 shown or Figure 4 The trailing component 408 shown; wherein the trailer connection system may be Figure 2 The trailer connection system 264 and / or trailer connection system 412 shown are illustrated; similarly, the towing connection system may be... Figure 2 The traction connection system 266 and / or shown Figure 4 The traction connection system 414 is shown. The first tie rod assembly in this method can be... Figure 2 The third pull rod assembly 262 shown or Figure 3-4 The second pull rod assembly 341 is shown. The second pull rod assembly can be... Figure 1-2 The first pull rod assembly 156 shown is or Figure 3 The first pull rod assembly 339 is shown. The third pull rod assembly can be... Figure 1-2 The second pull rod assembly 158 shown is or Figure 3 The third tie rod assembly 343 is shown. The first steering knuckle in this method can be... Figure 3 The first steering knuckle 338 is shown. The second steering knuckle in this method can be... Figure 3 The second steering knuckle 344 is shown.

[0096] The method may begin by driving a second vehicle in a first direction. The second vehicle is manually operated and connected to the first vehicle via a towing assembly.

[0097] The method continues by steering the second vehicle, changing it from the first direction to the second direction. The second direction forms an angle with the first direction. When steering the second vehicle, one or more of the vehicle's wheels and hubs must be turned at the same angle, for example... Figure 2 The second angle shown is 219.

[0098] The method continues by rotating the second vehicle to rotate the traction coupling system. The traction assembly includes the traction coupling system, which is connected to the second vehicle, for example, through a rigid connection.

[0099] The method continues by rotating the trailer connection system of the traction device, thereby applying a first force. Rotating the trailer connection may include rotating a drawbar connected to the traction connection system and applying a first force from the traction connection system. The traction connection system can rotate the trailer connection system by applying a push-pull action on the trailer connection system and its internal components through the first force. For example, the traction connection system may apply a push-pull action on the drawbar hinged to the traction connection system via a joint pivot connection.

[0100] The method continues by applying a first force generated by the rotation of the trailer connection system, causing the first tie rod assembly, which is connected to the trailer connection system, to move in a third direction. Moving and rotating the first tie rod assembly may include applying a first force generated by the rotation of the tow bar, which will cause the first tie rod assembly to move in a third direction. The first tie rod assembly is connected to the tow bar, more specifically through a first joint that achieves a hinged connection of the tow bar. This first joint may be... Figure 4 The seventh joint, 442, is shown.

[0101] This method achieves third-direction steering by hinged first steering knuckle: first, the first tie rod assembly is moved, then the first link of the steering knuckle is hinged. The hinge of the first tie rod assembly causes the first link and the entire steering knuckle to rotate. This assembly, through a push-pull action, hinges the first link and the steering knuckle around the steering knuckle axis. A first lever is connected to the first tie rod assembly via a second joint. The first lever can be... Figure 3-4 The second arm 378 is shown. The second joint can be... Figure 3 The third joint 354 is shown.

[0102] The method continues to rotate the first hub assembly in a third direction via the first steering knuckle, wherein the first hub assembly is connected to the first steering knuckle. The third direction may form an angle relative to the central axis, for example... Figure 3 Angle 320 is shown as the first axis 312 (the axles are arranged around its center).

[0103] The method continues by hinged and translating the second tie rod assembly upwards via a second lever on the first steering knuckle, wherein the second lever is connected to the second tie rod assembly. The second lever may be... Figure 3-4 The first arm 376 is shown. The second tie rod assembly can be connected via a third joint (such as...). Figure 3-4 The second joint (352) shown is connected to the second lever.

[0104] The method continues by swinging upwards on the third tie rod assembly and translating the third tie rod assembly via the second tie rod assembly and the steering cylinder. The steering cylinder translates and swings simultaneously while connecting the second tie rod assembly and the third tie rod assembly.

[0105] This method continues to rotate the second steering knuckle in a third direction through the rotation and translation of the third tie rod assembly. The third tie rod assembly is connected to the third link of the second steering knuckle. Since the second hub assembly is connected to the second steering knuckle, it will rotate along with the second steering knuckle in a third direction.

[0106] After steering the first and second wheel hubs in a third direction, the method continues by steering the first vehicle in a second direction. During the steering process, the oscillating motion of the first and second wheel hub assemblies may continue, causing the first and second wheel hub assemblies to oscillate and steer simultaneously, thereby causing the first vehicle to steer in the second direction.

[0107] It should be understood that: the rotation of the first steering knuckle via the first tie rod assembly, thereby driving the first wheel hub, the traction or push of the second tie rod assembly via the first steering knuckle, the translation of one or more components in the steering cylinder and its connected third tie rod assembly, and the translation of the second steering knuckle and the second wheel hub via the third tie rod assembly can all be accomplished through a single operation step and a more complex composite step in this method. In other words, the steering of the first steering knuckle (and thus the first wheel hub) via the first tie rod assembly, the displacement of the second tie rod assembly, the steering cylinder and its connected third tie rod assembly via the first steering knuckle, and the movement of the second steering knuckle and the second wheel hub via the third tie rod assembly can all be accomplished almost simultaneously.

[0108] The method ends when the wheel hub rotates and the first vehicle turns toward the second vehicle.

[0109] In this manner, the axle system can achieve steering via a steering tie rod or steering tie rod assembly, which is hinged to the steering knuckle of this disclosure and integrated into and located on both sides of a first and second extension. Similarly, the steering knuckle of this disclosure can achieve steering and hinged engagement via a first steering tie rod or steering tie rod assembly and / or a second steering tie rod or steering tie rod assembly hinged to both sides of the steering rod. Furthermore, the steering knuckle and axle system can achieve steering control via a traction assembly, which can traction-connect a first vehicle and a second vehicle towing the first vehicle, wherein the first vehicle includes the axle system and the steering knuckle. Through this method, the second vehicle can operate the axle system via the traction assembly: the steering knuckle is hinged to the traction assembly via a drawbar, and another steering knuckle is connected to the first vehicle via the steering system. With this method and the steering knuckle of this disclosure, the support structure rigidly connected to the steering knuckle in the axle system during steering can be eliminated, as this support structure is hinged during steering via a drawbar or other components of the traction assembly.

[0110] See Figure 5 The third view 500 shows the first steering knuckle 338. This view 500 is a perspective view, showing the features of the axle assembly 302 and the towing assembly 408 from different angles. This view 500 also serves as a side view, presenting... Figure 3 The first steering knuckle 338 has a first side 502. The first steering knuckle 338 has a second side 504 opposite to the first side 502. In other words, the first side 502 and the second side 504 are opposite sides of the steering knuckle 338. The first side 502 may face the wheel hub assembly (e.g., Figure 3 The first hub assembly 366a shown here can therefore be referred to as the wheel side. The second side 504 may face the housing (e.g., ...). Figure 3The second housing 332 shown and other components of the axle assembly 302 (such as the axle). In other words, the second side 504 may face the axle of the axle assembly 302, and therefore may also be referred to as the axle side of the steering knuckle 338. The first arm 376 and the second arm 378 are located between the first side 502 and the second side 504. The first arm 376 may extend outward in a first direction and bend further outward in a third direction. The first side 502 faces the third direction. The second arm 378 may extend outward in the first direction and bend outward in a fourth direction. The second side 504 faces the fourth direction. The first direction may be represented by the first arrow 515; the second direction may be represented by the second arrow 516; the third direction may be represented by the third arrow 517; and the fourth direction may be represented by the fourth arrow 518. The third arrow 517 and the fourth arrow 518 may be parallel to the first axis 312.

[0111] In addition to the first arm 376 and the second arm 378, the first steering knuckle 338 also includes a body component 506. This body component 506 can be arranged around the fourth shaft 507 and the fifth shaft 508. More specifically, the first bore 510 and the second bore 514 can be centered on the fourth shaft 507 and the fifth shaft 508 respectively (e.g., distributed radially). For example, the fourth shaft 507 can be... Figure 3-4 The first axis 312 shown is coaxial. In another example, the fourth axis 507 may be angularly offset from the first axis 312, for example as... Figure 3 Angle 320 is shown. The first hole 510 may be arranged facing the outer side 502 of the first side of the steering knuckle 338. The second hole 514 may be located at the top and facing the outer side of the top of the steering knuckle 338, where "top" refers to the upper side of the steering knuckle 338 relative to the reference shaft 301. The fifth shaft 508 may be perpendicular to the reference shaft 301. The body portion 506 may include multiple rounded edges and shapes that surround and connect to a flatter surface (such as a flange). The flatter surface may extend outward from the first hole 510 and the second hole 514. The first hole 510 and / or the second hole 514 may have a cylindrical structure and volume. The first hole 510 may extend to and connect with other volumes of the steering knuckle 338 (such as...). Figure 3 The cavity and the first opening 375 shown form a volumetric connection. Similarly, the second hole 514 can extend to and form a volumetric connection with other volumes of the steering knuckle 338 (such as the cavity and the first opening 375). The second hole 514 can extend downward and be pressed into the steering knuckle 338. Alternatively, the second hole 514 can serve as a through hole through the core 506. Another option is that the second hole 514 can be volumetrically connected to and aligned with another hole, in which case both the second hole 514 and the hole are centered on the fifth axis 508.

[0112] The second hole 514 can be adapted to accommodate a steering knuckle shaft via the first steering knuckle 338. In other words, the steering knuckle shaft can extend through the second hole 514 and be supported by the walls and surfaces of the first steering knuckle 338 surrounding the hole. The first steering knuckle 338 can be hinged about a kingpin, for example, when forces are applied to the first arm 376 or the second arm 378. The second hole 514 can be... Figure 3 The third hole 382 shown is arranged symmetrically.

[0113] The first bore 510 is adaptable to receive and support the axle support system 512. In other words, the axle support system 512 can be received and extended through the first bore 510. The axle support system 512 can extend from the first bore 510 and the first side 502 in a third direction. The axle support system 512 can be part of a wheel-side assembly, and more specifically, can constitute a wheel hub assembly, for example... Figure 3 The first wheel end assembly 336a and the first wheel hub assembly 366a are shown. Part of the structure of the axle support system 512 can be housed inside the cover and connected via the cover (e.g., ...). Figure 3 The first cover shown (368a) is used for covering.

[0114] The shaft support system 512 may include at least one bearing assembly 524. The shaft support system 512 may serve as a spindle system including spindle components. Furthermore, the shaft support system 512 may also include a shroud 522 and a seal 523. The shaft support system 512 may also include a wear sleeve. The shaft support system 512 may be arranged to couple to and extend from a first side 502 of the first steering knuckle 338. The shroud may be arranged radially around the seal 523 and radially around the bearing assembly 524. In other words, the seal 523 may be sandwiched between the shroud 522 and the bearing assembly 524. The seal 523 may be an oil seal or other fluid seal for forming a fluid seal between the baffle 522 and the surface of the bearing assembly 524. The bearing assembly 524 includes at least one bearing or a set of bearings. However, it should be understood that the bearing assembly may also include multiple bearings or multiple sets of bearings. The bearing assembly 524 may include a bearing assembly 524. The bearing assembly 524 supports... Figure 3-4 The axle of the axle assembly 302 shown.

[0115] The third hole 520 can penetrate the axle support system 512. This third hole 520 can be concentric with the axle support system 512. The arrangement of the axle support system 512 allows the third hole 520 to be radially distributed along the fourth shaft 507. The shape and volume of the third hole 520 are approximately cylindrical. Shafts or rotating elements (such as short shafts) can be accommodated and fitted through the third hole 520. Shafts or rotating elements accommodated through the third hole 520 can be fitted with wheel end assemblies (such as… Figure 3One or more components of the first wheel end assembly 336a shown are rigidly connected. More specifically, a shaft or rotating element received and mated through the third hole 520 may be rigidly connected to one or more components of the hub and / or hub assembly (such as the first hub assembly 366a).

[0116] Bearing assembly 524 includes one or more bearings (such as ball bearings). The bearing assembly 524 may include an inner ring raceway 528 and an outer ring raceway 530 for carrying multiple bearing elements. The bearing elements may be ball bearing elements. Plate 532 may be used to physically rigidly connect the bearing assembly 524, preventing the bearing elements from detaching from the assembly. Plate 532 may have multiple fourth holes 534.

[0117] Flange 544 may be disposed around the second hole 514 and extend outward, for example, in a radially outward direction. A plurality of fifth holes 546 are provided on flange 544. The fifth holes 546 penetrate the material of the first steering knuckle 338 inward from flange 544; more specifically, the fifth holes 546 may be arranged to extend downward from flange 544. The fifth holes 546 may be arranged radially or partially radially around the second hole 514. Multiple fasteners (e.g.) Figure 3 The fastener 396 shown secures the first component 392 to the flange 544 via the fifth hole 546. More specifically, the fastener passes through and locks the first component 392 into the fifth hole 546, for example, by fastener threads engaging with the threads of the fifth hole 546 and / or the first component 392. The kingpin received through the second hole 514 is secured by the fastener, the fifth hole 546, and the first component 392 to prevent or reduce its detachment from the second hole 514. It should be noted that the flange 544 and the fifth hole 546 can be connected to... Figure 3 The fourth flange 384 and the fourth hole 386 shown are arranged symmetrically.

[0118] Of the first feature 552 and the second feature 554 extending outward from the main body, the former includes a sixth hole 556, and the latter includes a seventh hole 558. Features 552 and 554 may have a block structure, possessing a cuboid shape and volume, and having multiple planes and straight edges. The first feature 552 and the second feature 554 may be connected to the main body 506. For example, the main body 506 may constitute or connect the first feature 552 and the second feature 554. The first feature 552 connects to and can mechanically support the first arm 376, providing it with enhanced tensile strength, compressive strength, shear strength, and other support. Similarly, the second feature 554 connects to and can mechanically support the second arm 378, providing it with enhanced tensile strength, compressive strength, shear strength, and other support. The first arm 376 may be located above the first feature 552, and the second arm 378 may be located below the second feature 554. The centerlines of the sixth hole 556 and the seventh hole 558 may be parallel to the fourth axis 507.

[0119] The first steering knuckle 338 may include a first rib 548 connecting the first arm 376 and the body 506, the first rib 548 providing internal mechanical support. The first steering knuckle 338 may also include a second rib 550 connecting the second arm 378 and the body 506, the rib providing mechanical support. The first rib 548 and the second rib 550 may extend outward from the body 506, connecting and fused to the first arm 376 and the second arm 378 respectively. The first rib 548 may be fused to a first surface of the first arm 376. The second rib 550 may be fused to a second surface 551 of the second arm 378. The first surface 549 may serve as an upper surface (top surface), facing upward relative to the reference shaft 301 and the axle assembly 302. Similarly, the second surface 551 may serve as a lower surface (bottom surface), facing downward relative to the reference shaft 301 and the axle assembly 302. Specifically, the first rib 548 and its surface may be in contact with the surface of the flange 544. Forces applied to the first arm 376 (such as tensile, compressive, and shear forces) can be distributed and transmitted to the core 506 via the first rib 548. In other words, the first rib 548 provides the first arm 376 with additional tensile strength, compressive strength, and shear strength. Furthermore, tensile, compressive, and shear forces applied to the second arm 378 can be transmitted to the main body 506 via the second rib 550. In other words, the second rib 550 provides the second arm 378 with additional tensile strength, compressive strength, and shear strength.

[0120] The first arm 376 may be a composite shape, incorporating multiple regular and irregular shapes. For example, the first arm 376 may be arc-shaped, including an arc-shaped surface. As an arm structure, the first arm 376 may include a first beam with an arc-shaped edge, the shape of which is defined by both a plane and a curved surface. The first beam extends toward a first distal end 560 of the first arm 376. The distal end 560 may be curved, at least including a curved surface surrounding the first arm 376. The beam and the first distal end 560 may bend outward toward a third direction along with the first arm 376.

[0121] The first arm 376 includes a first surface 549, a third surface 564, a fourth surface 566, and a fifth surface 568. The third surface 564 and the fourth surface 566 together define the shape of the second beam. The first surface 549 may be irregularly shaped. The first surface 549 has an inclined surface with a ridge. The first surface 549 is continuously connected to the surface of the first rib 548. A first groove 562 of the first arm 376 forms a curved recess on the first surface 549. A sixth surface 570 may be formed by the first groove 562. The sixth surface 570 may be planar and perpendicular to a vertical axis (such as the fifth axis 508). An eighth hole 584 may extend from the sixth surface 570 through the first arm 376. The centerline of the eighth hole 584 may be perpendicular to and parallel to the fifth axis 508. The third surface 564 and the fourth surface 566 may serve as arcuate surfaces continuously connected to the first surface 549. Similarly, the third surface 564, the fourth surface 566, and the fifth surface 568 may be connected to and adjacent to the sixth surface 570. The third surface 564 can serve as the first arcuate surface of the first arm 376, and the fourth surface 566 can serve as the second arcuate surface. The third surface 564 can be opposite to the fourth surface 566, both of which are away from the first surface 549 and the sixth surface 570. The curvature of the third surface 564 can be determined by the first radius of curvature 592. The fourth surface 566 can have a portion that extends approximately tangentially from the body 506. The third surface 564 and the fourth surface 566 can be curved around the first arm 376 and are connected to and continuous with the fourth surface 566. The third surface 564 can be curved outward from the body 506 along the first radius of curvature 592. The fourth surface 566 can be curved outward from the body 506 to the fifth surface 568. The third surface 564 and the fourth surface 566 can be connected to and remain continuous with the fifth surface 568. The fifth surface 568 can be curved around the first distal end 560. The fifth surface 568 is elliptical (e.g., circularly curved), making the first distal end 560 partially cylindrical. The fifth surface 568 can be connected to and adjacent to the sixth surface 570.

[0122] like Figure 3-4 The second connector 352 shown can be connected to the first arm 376 within the boundary of the first groove 562. More specifically, a portion of the connector (e.g., a bearing assembly) can be inserted into and pass through an eighth hole 584, and be installed in conjunction with that hole. A portion of the connector (e.g., a head) can abut against and / or contact the sixth surface 570 and thereby obtain support. The shape of the first groove allows the first arm 376 to rotate about the connector while preventing or reducing contact between the connector and the body 506, the first rib 548, the first feature 552, and other surfaces of the first arm 376 (such as the first surface 549).

[0123] The second arm 378 includes a second surface 551, a seventh surface 571, an eighth surface 576, a ninth surface 578, and a tenth surface 580. The seventh surface 571, eighth surface 576, ninth surface 578, and tenth surface 580 collectively define the shape of the second beam. The second surface 551 and the seventh surface 571 may be located on opposite sides of the second arm 378. The second surface 551 may be continuous with the surface of the second rib 550. A second groove 574 of the second arm 378 forms a curved recess from the seventh surface 571. An eleventh surface 582 may be formed by the second groove 574. The eleventh surface 582 may be planar and perpendicular to a vertical axis (such as the fifth axis 508). A ninth hole 586 may extend from the eleventh surface 582 through the second arm 378. The centerline of the ninth hole 586 may be perpendicular to and parallel to the fifth axis 508. The eighth surface 576 and the ninth surface 578 may be arcuate surfaces, continuously connected to the second surface 551 and the seventh surface 571. Similarly, the seventh surface 571, the eighth surface 576, the ninth surface 578, and the tenth surface 580 may be connected to and adjacent to the eleventh surface 582. The eighth surface 576 may serve as the first arcuate surface of the second arm 378, and the ninth surface 578 may serve as the second arcuate surface. The eighth surface 576 may be opposite to the ninth surface 578, both of which are away from the second surface 551, the seventh surface 571, and the tenth surface 580. The eighth surface 576 may be curved along the second radius of curvature 594. The ninth surface 578 may include a portion that extends approximately tangentially from the body 506. The eighth surface 576, the ninth surface 578, and the tenth surface 580 may be curved around the second arm 378. The ninth surface 578 may be curved outward from the body 506 along the first radius of curvature 592. The ninth surface 578 may be curved outward from the body 506 along the fourth direction to the tenth surface 580. The eighth surface 576 and the ninth surface 578 may be connected to and continuous with the tenth surface 580. The tenth surface 580 may be bent around the second distal end 572. The tenth surface 580 is elliptical bent (e.g., circular bent), so that the second distal end 572 is partially cylindrical.

[0124] like Figure 3-4 The second connector 352 shown can be connected to the first arm 376 within the boundary of the second groove 574. More specifically, a portion of the connector (e.g., a bearing assembly) can be inserted into and pass through the ninth hole 586, and be installed in tandem with that hole. A portion of the connector (e.g., a head) can abut against and / or contact the eleventh surface 582 and thereby obtain support. The shape of the second groove 574 allows the second arm 378 to rotate about the connector while preventing or reducing contact between the connector and the body 506, the second rib 550, the second feature 554, and other surfaces of the second arm 378 (such as the seventh surface 571).

[0125] Therefore, a first extension and a second extension are integrated within the steering knuckle, extending from both sides of the steering knuckle and serving as control features for connection to tie rods or tie rod assemblies. Furthermore, the steering knuckle can be steered via a steering system and / or a trailing assembly hinged to the first and second extensions respectively via tie rods and / or tie rod assemblies. Both the first and second extensions are robotic arms, supported by multiple sets of structural features connecting to the steering knuckle body. By integrating the first and second extensions, the support structure that would otherwise be attached to the steering knuckle—which could have served as a control feature instead of the first or second extension for hinged connection to the tie rod or tie rod assembly—is eliminated.

[0126] See Figure 6 The present invention demonstrates a method 600 for assembling a steering knuckle of the present invention into an axle assembly. The steering knuckle involved in method 600 may be... Figure 3 and Figure 5 The first steering knuckle 338 shown, wherein the first arm of method 600 can correspond to Figure 3-5 The first arm 376 shown, and the second arm of method 600 can correspond to it. Figure 3 and Figure 5 The second arm 378 is shown. Similarly, the shaft support system and the hub input hole can be respectively... Figure 5 The shaft support system 512 and the first hole 510 are shown. The steering knuckle shaft hole, flange, and fastener hole of the steering knuckle can respectively correspond to... Figure 5 The second hole 514, flange 544, and fifth hole 546 are shown. The wheel hub can be a component of the wheel side assembly and the wheel hub assembly, for example... Figure 3-4 The first wheel end assembly 336a and the first wheel hub assembly 366a are shown. Furthermore, the towing assembly 408, trailer connection system, and traction connection system in method 600 can respectively correspond to... Figure 4 The towing assembly 408, trailer connection system 412, and traction connection system 414 are shown. More specifically, the tow bar in method 600 can correspond to... Figure 4 The guide bar 424 is shown. Similarly, the axle assembly can be corresponding to... Figure 3 The axle assembly 302 shown and / or Figure 1 The axle assembly 112 shown includes its internal components. More specifically, other parts and features of the axle assembly described in method 600 may correspond to... Figure 3-5 The component features include: the axle housing may be... Figure 3-4 The second axle housing shown, the first tie rod arm can be Figure 3-4 The first lever arm 346 is shown, and the second lever can correspond to it. Figure 3-4 The second lever arm 348 shown, and the third lever arm can correspond to... Figure 3-4 The third lever arm 350 shown, and the fourth lever arm can correspond to... Figure 4 The sixth lever arm 440 shown has a first joint that corresponds to... Figure 3-4 The second joint 352 shown, the second connector can be Figure 3-4 The third connector 354 shown can be... Figure 3-4 The first connector 347 shown, the fourth connector can be Figure 4 The seventh connector 442 shown, the fifth connector can be Figure 4 The eighth connector 444 is shown.

[0127] Method 600 begins with step 602, connecting the axle support system to the steering knuckle. The axle support system can be inserted into and rigidly connected to the steering knuckle through the wheel hub inlet.

[0128] In step 606, method 600 continues with the insertion and assembly of the steering knuckle-to-wheel-side assembly into the bore of the axle support system. This bore may be... Figure 5 The second hole, 514, is shown. After assembly, the input component can be supported by one or more bearings in the axle support system. The input component can be a rotating element, such as a half-shaft.

[0129] Method 600 may proceed to optional step 608, connecting the input component to the axle of the axle assembly. This axle may be a drive axle, driven by a rotational power source, such as... Figure 1 The first axle 118a or the second axle 118b are shown. The input device can be connected via a joint such as a ball joint, allowing it to swing and rotate when connected to the axle. In this configuration, the input device can be driven by the axle.

[0130] In step 612, method 600 continues to position the steering knuckle around the axle housing. After the steering knuckle positioning is complete, method 600 proceeds to step 614, inserting, assembling, and connecting the steering knuckle pin to the steering knuckle and axle assembly. The steering knuckle pin is inserted into the steering knuckle pin hole by concentric advancement along the axis. The kingpin extends through the kingpin hole through the steering knuckle to fit the steering knuckle. The kingpin may extend through one or more other components of the axle assembly, such as the axle housing. After passing through and fitting the axle assembly and its other components, the kingpin can hinge the steering knuckle to other components of the axle assembly. The kingpin can be fastened (more specifically, mounted) to the steering knuckle. The kingpin can be fastened using multiple fasteners (such as... Figure 3 The fasteners shown (396) are used for securing the component, and these fasteners pass through holes in the kingpin mounting and other holes in the steering knuckle. The other holes may be... Figure 5 The fifth hole, 546, is shown.

[0131] In step 616, method 600 optionally continues assembling a steering tie rod assembly including a first steering tie rod assembly and a second steering tie rod assembly. Step 616 of method 600 is completed if one or more steering tie rod assemblies of the axle assembly include multiple steering tie rod arms (at least an inner steering tie rod arm and an outer steering tie rod arm). The steering tie rod assembly includes: a first steering tie rod assembly connecting a first arm of the steering knuckle, and a second steering tie rod assembly connecting a second arm of the steering knuckle, wherein the first arm is an upper arm and a lever, and the second arm is a lower arm and a lever. The steering tie rod arm assembly is assembled by connecting the inner steering tie rod arms through one or more of a plurality of joints. The joint connection allows each connected steering tie rod or steering tie rod component to be articulated. For example, the first steering tie rod assembly may include an outer steering tie rod and an inner steering tie rod, corresponding to the first steering tie rod arm and the second steering tie rod arm, respectively. The first tie rod assembly is assembled by connecting the first tie rod arm and the second tie rod arm through a third joint. In another example, the second tie rod assembly includes an outer tie rod and an inner tie rod, which respectively constitute the third tie rod arm and the fourth tie rod arm. The second steering tie rod assembly is assembled by connecting the third steering tie rod arm to the fourth steering tie rod arm via a fourth connector. In other examples, there may be one or more steering tie rod arms between the inner and outer steering tie rod arms of the steering tie rod assembly, each connected by a connector. If the first steering tie rod assembly contains only a single steering tie rod, step 616 can be skipped in method 600.

[0132] Method 600 continues with step 618, connecting the first tie rod assembly to the steering cylinder. This connection is completed by connecting and inserting the second tie rod arm into the steering cylinder. After connection, the first tie rod assembly can extend and retract along the direction of the steering cylinder. The steering cylinder can be mounted on a component in the vehicle that supports the axle assembly. The steering cylinder can be mounted on a tie rod bracket (such as...). Figure 3-4 The tie rod bracket 330 shown is inside.

[0133] Method 600 continues to step 620, connecting the first tie rod assembly to the first arm of the steering knuckle via a joint. Specifically, in step 618, method 600 continues to connect the first tie rod arm to the first arm of the steering knuckle via a first joint. The first joint is located at the end of the steering tie rod and / or steering tie rod assembly away from the steering cylinder connection end. This joint inserts into a hole in the steering knuckle arm (e.g., Figure 5 (See the eighth hole 584). After the first joint is fixed to the steering knuckle arm by means of fasteners, the joint realizes the pivot connection between the steering knuckle arm and the steering tie rod assembly.

[0134] Method 600 continues to step 622, connecting the second tie rod assembly to the second arm via a joint. Specifically, in step 622, method 600 continues to connect the third tie rod arm to the second arm of the steering knuckle via a second joint. The second joint is located at the end of the third tie rod and / or at the end of the second tie rod assembly opposite the end connected to the tail assembly. The second joint is inserted into a hole in the second arm (e.g., ...). Figure 5 (See the ninth hole 586 shown). After the second joint is fixed by means of fasteners, the joint realizes the hinged connection between the second arm and the second tie rod assembly.

[0135] In step 624, method 600 continues by connecting the second tie rod assembly to the towing assembly. The inner tie rod arm (such as the fourth tie rod arm) of the second tie rod assembly is connected via a fourth joint. Specifically, method 600 connects the fourth tie rod arm to the tow bar. For example, the second joint is inserted into a hole in the tow bar. A fourth connector is then secured to the tow bar (e.g., via a fastener), creating a pivotal connection between the tow bar and the second tie rod assembly. In another example, the fourth connector may be inserted into a hole in another component of the towing assembly.

[0136] After being fixed to this component, the fourth connector achieves a hinged connection between this component and the second tie rod assembly in the traction assembly. Subsequently, the fourth connector is fixed to the traction rod using fasteners, thereby achieving a hinged connection between the traction rod and the second tie rod assembly. Alternatively, the fourth connector can be inserted into a hole in another component of the traction assembly. After being fixed to this component, the fourth connector achieves a pivotal connection between the traction assembly component and the second tie rod assembly.

[0137] This method allows for the assembly of an axle system comprising a steering knuckle, a first extension, and a second extension, all integrated within the steering knuckle and connected as control features via tie rods or tie rod assemblies. The first and second extensions are located on either side of the steering knuckle, enabling the first tie rod or tie rod assembly to articulate the steering knuckle to the steering cylinder, and simultaneously enabling the second tie rod or tie rod assembly to articulate the steering knuckle to trailer systems on either side of the axle. The trailer system includes a tow bar articulated with the second tie rod or tie rod assembly. The axle system achieves steering functionality via the steering knuckle, specifically through a steering system consisting of steering cylinders in conjunction with the first tie rod / tie rod assembly, or through the second tie rod / tie rod assembly in conjunction with a trailer connection system. More specifically, by integrating the first and second extensions, the necessity of mounting a support on the steering knuckle—which would otherwise be used for rigidly connecting the steering knuckle and integrating at least one extension of a tie rod or tie rod assembly articulated with it—is eliminated.

[0138] While various embodiments have been described above, it should be understood that these embodiments are for illustrative purposes only and not for limitation. Those skilled in the art will understand that the disclosure may be embodied in other specific forms without departing from its spirit. Therefore, the above embodiments should be considered illustrative rather than restrictive in all respects. The configurations and procedures disclosed herein are exemplary in nature, and these specific examples should not be considered limiting, as many possible variations exist. For example, the above techniques can be applied to powertrain systems that include different types of propulsion sources, including various prime movers, internal combustion engines, and / or transmissions. The subject matter of this disclosure covers all novel and non-obvious system combinations, sub-combinations, and other features, functions, and / or attributes disclosed herein.

[0139] It should be noted that the example control and estimation programs contained herein are applicable to various engine, electric motor, transmission, and / or vehicle system configurations. The control methods and programs disclosed herein can be stored in non-volatile memory as executable instructions and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific programs may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, and multi-threaded processing. Therefore, the various operations, processes, and / or functions shown may be executed in the illustrated order, in parallel, or omitted in certain cases. Similarly, the processing order is not a necessary condition for realizing the features and advantages of this example embodiment and is provided for illustrative purposes only. One or more of the actions, operations, and / or functions shown may be repeatedly executed according to a specific strategy. Furthermore, the actions, operations, and / or functions may be graphically represented as code programmed into a non-temporary memory of a computer-readable storage medium in the engine control system, wherein the actions are implemented by executing instructions in a system containing various engine hardware components and electronic controllers.

[0140] It should be understood that the configurations and procedures disclosed herein are merely exemplary and these specific embodiments should not be considered limiting, as many variations are possible. Furthermore, unless explicitly stated otherwise, the terms "first," "second," "third," etc., are not used to indicate any order, position, quantity, or importance, but are used only as identifiers to distinguish different elements. The subject matter of this disclosure covers all novel and non-obvious system combinations, sub-combinations, and other features, functions, and / or properties disclosed herein.

[0141] The following claims specifically designate certain combinations and sub-combinations considered novel and non-obvious. Such claims may refer to an element or a first element, or equivalent expressions thereof. It should be understood that such claims include one or more such elements, and neither require nor exclude two or more such elements. Other combinations and sub-combinations of the features, functions, elements, and / or attributes of this disclosure may be claimed by amending existing claims or by setting new claims in this application and related applications. Such claims, whether broader or narrower in scope than the original claims, identical or different, are considered to be included within the scope of this disclosure.

Claims

1. A vehicle axle assembly, comprising: Steering cylinder; case; Steering knuckle, the steering knuckle having a first extension and a second extension; A first tie rod assembly, the first tie rod assembly being connectable to the steering cylinder and hinged to the first extension; and The second tie rod assembly is connectable to the vehicle's tow bar and hinged to the second extension.

2. The axle assembly of claim 1, wherein the first extension is a first arm and the second extension is a second arm.

3. The axle assembly of claim 1, wherein the first extension is located above the second extension relative to the plane.

4. The axle assembly of claim 1, wherein the first extension is configured to connect a first side of the wheel side of the steering knuckle, the second extension is configured to connect a second side of the wheel side of the steering knuckle, and the second side is opposite to the first side.

5. The axle assembly of claim 4, wherein the steering knuckle includes a through-hole for receiving and mounting a kingpin, the through-hole penetrating the main body region of the steering knuckle located between the first extension and the second extension.

6. The axle assembly of claim 1, wherein the steering cylinder is housed and supported by a tie rod bracket integrated within the housing.

7. The axle assembly of claim 1, wherein the steering knuckle includes an opening and a cavity arranged around the housing such that the steering knuckle is hinged about the housing.

8. The axle assembly of claim 1, wherein the first tie rod assembly includes a first tie rod arm and a second tie rod arm rigidly connected by a first joint, the first tie rod arm being an outer tie rod arm and the second tie rod arm being an inner tie rod arm, the first tie rod arm being hingedly connected to the first extension member, and the second tie rod arm being connected to the steering cylinder.

9. The axle assembly of claim 1, wherein the second tie rod assembly includes a first tie rod arm and a second tie rod arm rigidly connected by a first joint, the first tie rod arm being an outer tie rod arm and the second tie rod arm being an inner tie rod arm, the first tie rod arm being hingedly connected to the second extension member, and the second tie rod arm being hinged to the traction rod.

10. The axle assembly of claim 1, wherein the axle assembly is rigidly connected to a trailer connection system, the trailer connection system including the drawbar.

11. The axle assembly of claim 1, wherein the steering knuckle includes a bore, a support system for a hub assembly, and an input device for the hub assembly, the hub assembly and the input device being mounted in and connected to the steering knuckle through the bore.

12. A vehicle comprising the axle assembly as claimed in claim 1, further comprising: A towing assembly, wherein the second pull rod assembly is hingedly connected to the towing assembly.

13. The vehicle of claim 12, wherein the vehicle is an autonomous vehicle capable of moving and navigating its environment without human operator input.

14. The vehicle of claim 12, wherein the towing assembly is connectable to a second vehicle such that the vehicle can be towed and steered by the second vehicle, and the second lever assembly can be swung by the movement of the second vehicle via the towing assembly.

15. The vehicle of claim 12, wherein the towing device includes the towing bar.

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