Movable universal joint assembly and vehicle

Abstract

The utility model provides a movable type universal joint assembly and a vehicle. The movable type universal joint assembly comprises a movable type universal joint, a commutator connected with the movable type universal joint, and a rotating speed detection unit arranged between the movable type universal joint and the commutator. The rotating speed detection unit comprises a gear ring and a rotating speed sensor, the gear ring is fixedly arranged on a spherical shell of the movable universal joint, and the rotating speed sensor is installed on a commutator shell of the commutator corresponding to the gear ring. According to the movable type universal joint assembly, the gear ring is arranged on the spherical shell of the movable type universal joint, the rotating speed sensor is arranged on the commutator shell, and compared with an existing scheme that a gear ring is arranged on a fixed type universal joint and the rotating speed sensor is arranged on a steering knuckle, the rotating speed sensor is arranged on the steering knuckle. And the problem of failure of the rotating speed sensor in a high-temperature environment caused by over-high temperature of the steering knuckle position can be effectively avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, and in particular to a mobile universal joint assembly. Meanwhile, the utility model also relates to a vehicle using the mobile universal joint assembly. Background Art

[0002] The speed sensor and the gear ring are used to measure the speed of the vehicle. As an important component of the vehicle speed measurement, the speed sensor generates a signal through the induction magnetic resistance or current change when the gear ring rotates, and then converts and calculates through electronic components to obtain the vehicle speed information.

[0003] Most of the models on the market now use a solution that uses a speed sensor in conjunction with a ring gear installed on the outside of the drive shaft. The advantage is that it can measure a wide range of vehicle speeds, with a maximum speed of 1000km / h. It is suitable for a wide range of vehicle models and has strong anti-interference capabilities.

[0004] The speed sensor is usually arranged on the front steering knuckle, and the ring gear is installed on the fixed universal joint on the outside of the drive shaft. Some models also arrange the speed sensor on the rear steering knuckle. However, no matter the speed sensor is installed on the front steering knuckle or the rear steering knuckle, there is a problem of high temperature of the steering knuckle caused by braking. Although some vehicles have installed independent heat dissipation and ventilation ducts, the temperature of the steering knuckle is high and still cannot meet the working temperature requirements of the sensor. Excessive temperature of the steering knuckle will cause the speed sensor to ablate and fail, resulting in the speed sensor being unable to measure the vehicle speed. This will have a great impact on the driving process and may even cause safety problems. Utility Model Content

[0005] In view of this, the utility model aims to provide a mobile universal joint assembly to help prevent the problem of high-temperature failure of the sensor after it is arranged.

[0006] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0007] A mobile universal joint assembly comprises a mobile universal joint, a commutator connected to the mobile universal joint, and a rotation speed detection unit arranged between the mobile universal joint and the commutator; wherein:

[0008] The rotation speed detection unit includes a gear ring and a rotation speed sensor. The gear ring is fixed on the ball shell of the movable universal joint. The rotation speed sensor is installed on the commutator housing of the commutator corresponding to the gear ring. A gap is provided between the gear ring and the rotation speed sensor.

[0009] Furthermore, a first limiting unit is provided between the gear ring and the spherical shell, and the first limiting unit is used to limit the circumferential rotation of the gear ring around the spherical shell.

[0010] Furthermore, the first limiting unit includes a limiting protrusion and a limiting groove;

[0011] The limiting groove is arranged on the ball shell, and the limiting protrusion is arranged on the inner wall of the gear ring;

[0012] The limiting protrusion can be inserted into the limiting groove to limit the circumferential rotation of the gear ring around the spherical shell.

[0013] Furthermore, there are a plurality of the first limiting units, and the plurality of the first limiting units are arranged at intervals in the circumferential direction of the gear ring.

[0014] Furthermore, a second limiting unit is provided between the gear ring and the spherical shell, and the second limiting unit is used to limit the gear ring from detaching from the spherical shell along the axial direction of the spherical shell.

[0015] Furthermore, the second limiting unit includes a limiting inserting slot provided on the spherical shell, and a limiting member inserted into the limiting inserting slot;

[0016] The limiting member can be blocked on one side of the gear ring to limit the gear ring from being separated from the spherical shell along the axial direction of the spherical shell.

[0017] Furthermore, a sensor bracket is provided on the commutator housing, the sensor bracket is in a "V" shape, both ends of the sensor bracket are connected to the commutator housing, and the speed sensor is arranged on the sensor bracket.

[0018] Furthermore, a centering shaft is provided on the spherical shell, and a centering hole is provided in the commutator housing;

[0019] The centering shaft is inserted into the centering hole, and the matching length of the centering shaft and the centering hole in the axial direction of the centering shaft is 43mm-58mm.

[0020] Furthermore, the radial tolerance range of the centering hole is -0.01 mm to 0.2 mm;

[0021] The radial tolerance range of the centering shaft is -0.07 mm to -0.01 mm.

[0022] Compared with the prior art, the utility model has the following advantages:

[0023] (1) The mobile universal joint assembly described in the utility model has the ring gear disposed on the ball shell of the mobile universal joint and the speed sensor disposed on the commutator housing. Compared with the existing solution in which the ring gear is disposed on the fixed universal joint and the speed sensor is disposed on the steering knuckle, the problem of failure of the speed sensor in a high temperature environment caused by excessive temperature at the steering knuckle can be effectively avoided.

[0024] (2) A first limit unit is provided between the gear ring and the spherical shell, which can effectively prevent the gear ring from rotating circumferentially around the spherical shell, thereby ensuring the measurement accuracy of the speed sensor. Since the gear ring is easily subjected to circumferential force during collision, the first limit unit can better prevent the gear ring from falling when it is bumped.

[0025] (3) The first limiting unit is set as a limiting protrusion and a limiting groove. The limiting structure is simple and the limiting method has high reliability. The limiting protrusion is set on the inner wall of the gear ring, which is convenient for processing. The limiting groove is set on the ball shell, which is convenient for processing.

[0026] (4) The number of first limiting units is multiple, and the multiple first limiting units are arranged at intervals in the circumferential direction of the gear ring. This is beneficial to improving the reliability of the first limiting units. At the same time, it can also better disperse the interaction force between the gear ring and the spherical shell, so that when the gear ring is hit by an external force, the impact force can be more evenly transmitted to different circumferential positions of the spherical shell, which can prevent the spherical shell from being damaged by the force and help extend the service life of the spherical shell.

[0027] (5) The second limit unit can effectively prevent the gear ring from detaching from the spherical shell along the axial direction of the spherical shell, which is beneficial to ensure the stability and reliability of the installation of the gear ring on the spherical shell, thereby ensuring the measurement accuracy of the speed sensor and facilitating the speed measurement unit to stably and smoothly perform the speed measurement work.

[0028] (6) The second limit unit is set as a limit plug-in slot and a limit member. The limit structure is simple. The limit member is blocked on one side of the gear ring. The limit effect is good and the limit reliability is high. The limit plug-in slot is set on the ball shell. The processing method is relatively simple. The set limit member can use existing standard parts such as bolts and screws, which has a low cost.

[0029] (7) The sensor bracket is made into a "V" shape with a simple structure and strong weight. The two ends of the sensor bracket are connected to the commutator housing, and the speed sensor is arranged on the sensor bracket. This is conducive to ensuring the stability and reliability of the installation of the speed sensor, thereby ensuring the clearance requirement between the ring gear and the speed sensor, which can better improve the measurement accuracy of the speed measurement unit and better prevent the speed sensor from colliding with the ring gear.

[0030] (8) Limiting the axial matching length of the centering shaft and the centering hole is beneficial to reducing the swing amplitude of the centering shaft. Since the ring gear and the centering shaft are both arranged on the spherical shell, it is equivalent to preventing the ring gear from shaking, which is beneficial to ensuring the clearance requirement between the ring gear and the sensor, thereby improving the measurement accuracy of the speed measurement unit and better preventing the speed sensor from colliding with the ring gear.

[0031] (9) Limiting the radial tolerance range of the centering hole and the radial tolerance range of the centering shaft is mainly a frequency avoidance design, which can prevent the frequency resonance problem between the sensor bracket and the other parts of the vehicle, thereby effectively preventing the problem of collision with the gear ring caused by the resonance of the sensor bracket; limiting the radial tolerance range of the centering hole and the centering shaft is also beneficial to reducing the swing amplitude of the centering shaft. Since the gear ring and the centering shaft are both arranged on the spherical shell, it is equivalent to preventing the gear ring from shaking, which is beneficial to ensuring the clearance requirement between the gear ring and the speed sensor, thereby improving the measurement accuracy of the speed measurement unit.

[0032] Another object of the present invention is to provide a vehicle, on which the above-mentioned movable universal joint assembly is provided.

[0033] The vehicle described in the utility model can effectively avoid the problem of failure of the speed sensor in a high temperature environment caused by excessive temperature at the steering knuckle position by applying the above-mentioned mobile universal joint assembly, which is beneficial to ensuring the accuracy and precision of the speed measurement. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0035] Figure 1 This is a schematic structural diagram of the transmission half-shaft assembly according to the first embodiment of the utility model;

[0036] Figure 2 This is a schematic structural diagram of the mobile universal joint assembly according to the first embodiment of the utility model;

[0037] Figure 3 for Figure 2 A top view of

[0038] Figure 4 It is a cross-sectional view of the assembly of the ball shell and the commutator housing according to the first embodiment of the utility model;

[0039] Figure 5 This is a schematic diagram of the structure of the assembly of the ball shell and the gear ring according to the first embodiment of the utility model;

[0040] Figure 6 This is a schematic diagram of the structure of the spherical shell according to the first embodiment of the utility model;

[0041] Figure 7 It is a cross-sectional view of the commutator housing according to the first embodiment of the utility model;

[0042] Figure 8 for Figure 5 Right view of;

[0043] Fig. 9 This is a schematic structural diagram of the spherical shell according to the first embodiment of the utility model from another viewing angle;

[0044] Fig.10 It is a schematic structural diagram of the gear ring described in Embodiment 1 of the utility model from another perspective.

[0045] Description of reference numerals:

[0046] 1. Mobile universal joint; 101. Ball shell; 1011. Centering shaft;

[0047] 2. Commutator; 201. Commutator housing; 2011. Centering hole;

[0048] 3. Fixed universal joint; 4. Wheel hub bearing; 5. Ring gear; 6. Speed ​​sensor; 7. Sensor bracket;

[0049] 801, limiting protrusion; 802, limiting groove;

[0050] 9. Limiting parts; 10. Steering knuckle; 11. Axle shaft; 12. Connecting parts. DETAILED DESCRIPTION

[0051] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0052] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0053] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0054] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0055] Embodiment 1

[0056] The present embodiment relates to a mobile universal joint assembly, which can effectively solve the problem that the rotation speed sensor 6 cannot work due to high temperature of the brake.

[0057] Based on the above design concept, an exemplary structure of the mobile universal joint assembly of this embodiment in the application state is as follows: Figure 1 As shown, the structural schematic diagram of the mobile universal joint assembly of this embodiment is as shown in Figures 2 to 4 As shown in the figure, the mobile universal joint assembly mainly includes a mobile universal joint 1, a commutator 2 and a speed detection unit, wherein the commutator 2 is connected to the mobile universal joint 1, the speed detection unit is arranged between the mobile universal joint 1 and the commutator 2, and a gap is arranged between the gear ring 5 and the speed sensor 6.

[0058] In order to better understand the mobile universal joint assembly of this embodiment, Figure 1 The structure of the transmission half shaft assembly is explained. Figure 1 In the state shown, the left side faces the outside of the vehicle and the right side is located approximately in the middle in the vehicle width direction.

[0059] The middle of the transmission half-shaft assembly is a half-shaft 11, the left end of which is connected to a fixed universal joint 3 and a wheel hub bearing 4 in sequence, and the wheel hub bearing 4 is also connected to a steering knuckle 10 for steering, while the right end of the half-shaft 11 is connected to a movable universal joint 1 and a commutator 2 in sequence, and the movable universal joint 1 can slide a certain distance in the axial direction of the half-shaft 11. The commutator 2 mentioned here can be, for example, an existing reducer, and the various components of the transmission half-shaft assembly mentioned here and the connection relationship between the various components can refer to the structure in the prior art.

[0060] In the existing detection unit for detecting wheel speed, the ring gear 5 is generally installed on the fixed universal joint 3, and the speed sensor 6 is installed on the steering knuckle 10. Since the steering knuckle 10 and the fixed universal joint 3 are arranged close to the outside in the width direction of the vehicle, and the temperature of the steering knuckle 10 generally increases due to braking, the high temperature of the steering knuckle 10 will cause the speed sensor 6 to not work normally, resulting in the problem of high-temperature failure due to improper arrangement of the speed sensor 6.

[0061] In order to avoid the problem of failure of the speed sensor 6 due to high temperature, in this embodiment, the speed detection unit includes a ring gear 5 and a speed sensor 6. The ring gear 5 is fixed on the ball shell 101 of the mobile universal joint 1, and the speed sensor 6 is installed on the commutator housing 201 of the commutator 2 corresponding to the ring gear 5. The speed sensor 6 preferably adopts an existing Hall-type speed sensor.

[0062] The structure of the ball shell 101 can refer to Figures 4 to 6 As shown in the figure, the structure of the ball shell 101 refers to the structure in the prior art. In this embodiment, the gear ring 5 is mainly press-fitted on the ball shell 101. The ball shell 101 has a rotating shaft located on one side of itself, and the rotating shaft is used to be inserted into the commutator housing 201 and is connected to the rotating shaft in the commutator housing 201 through, for example, a gear connection.

[0063] The structure of the gear ring 5 can refer to Figures 8 to 10 As shown, it is in the shape of a circular ring as a whole, with a full circle of teeth on the outer peripheral wall and the following limiting protrusions 801 on the inner peripheral wall.

[0064] Since the periphery of the ball shell 101 of the mobile universal joint 1 is not blocked, if the conventional interference fit method is used, the ring gear 5 is easily knocked off from the ball shell 101. Therefore, as a preferred embodiment, when the ring gear 5 is interference fit on the ball shell 101, a first limiting unit is provided between the ring gear 5 and the ball shell 101, and the first limiting unit is used to limit the circumferential rotation of the ring gear 5 around the ball shell 101.

[0065] Here, a first limit unit is set between the ring gear 5 and the spherical shell 101, which can effectively prevent the ring gear 5 from circumferentially rotating around the spherical shell 101, which is beneficial to ensuring the measurement accuracy of the speed sensor 6. Since the ring gear 5 is easily subjected to circumferential force during the collision process, the first limit unit is set to better prevent the ring gear 5 from falling when it is bumped.

[0066] As a preferred embodiment, the first limiting unit includes a limiting protrusion 801 and a limiting groove 802. The limiting groove 802 is arranged on the ball shell 101, and the limiting protrusion 801 is arranged on the inner wall of the ring gear 5. The limiting protrusion 801 can be inserted into the limiting groove 802 to limit the circumferential rotation of the ring gear 5 around the ball shell 101.

[0067] In the above structure, the first limiting unit is set as a limiting protrusion 801 and a limiting groove 802. The limiting structure is simple and the limiting method has high reliability. The limiting protrusion 801 is set on the inner wall of the gear ring 5, which is convenient for processing. The limiting groove 802 is set on the ball shell 101, which is convenient for processing.

[0068] As a preferred embodiment, there are multiple first limiting units, and the multiple first limiting units are arranged at intervals in the circumferential direction of the gear ring 5. Here, the first limiting units are set to be multiple, and the multiple first limiting units are arranged at intervals in the circumferential direction of the gear ring 5, which is conducive to improving the reliability of the first limiting units. At the same time, it can also better disperse the interaction force between the gear ring 5 and the ball shell 101, so that when the gear ring 5 is hit by an external force, the impact force can be more evenly transmitted to different positions of the circumference of the ball shell 101, which can prevent the ball shell 101 from being damaged by force, and help to extend the service life of the ball shell 101.

[0069] In this embodiment, the number of the first limiting units is four, and the four first limiting units are arranged at uniform intervals in the circumferential direction of the gear ring 5, so as to balance the circumferential force of the gear ring 5. Preferably, the number of the first limiting units is an even number, which is convenient for uniform circumferential arrangement of the gear ring 5. It should be understood that the four first limiting units can also be arranged at uneven intervals in the circumferential direction of the gear ring 5, or the number of the first limiting units can also be set to other values, such as one, two, three, five, etc.

[0070] In a preferred embodiment, the cross-sectional shape of the limiting groove 802 is a square, and the shape of the limiting protrusion 801 is consistent with the cross-sectional shape of the limiting groove 802, which is also a square. It has a good limiting effect and can effectively prevent the gear ring 5 from being knocked off. It should be understood that the shape of the limiting groove 802 is also feasible, such as a triangle, a semicircle, etc.

[0071] In a preferred embodiment, the recessed depth of the limiting groove 802 is greater than the protruding height of the limiting protrusion 801, so as to facilitate the pressing of the ring gear 5 onto the ball shell 101. At the same time, it can also avoid excessive deformation of the ring gear 5 at the limiting protrusion 801 during installation, thereby preventing the gap between the ring gear 5 and the speed sensor 6 from not meeting the requirements.

[0072] As a preferred embodiment, Figure 3 and Figure 4As shown, a second limiting unit is provided between the gear ring 5 and the spherical shell 101, and the second limiting unit is used to limit the gear ring 5 from being separated from the spherical shell 101 along the axial direction of the spherical shell 101. In this structure, the second limiting unit provided can effectively prevent the gear ring 5 from being separated from the spherical shell 101 along the axial direction of the spherical shell 101, which is conducive to ensuring the stability and reliability of the installation of the gear ring 5 on the spherical shell 101, thereby ensuring the measurement accuracy of the speed sensor 6, and facilitating the speed measurement unit to stably and smoothly perform the speed measurement work.

[0073] As a preferred embodiment, the second limiting unit includes a limiting plug-in slot provided on the ball shell 101, and a limiting member 9 inserted in the limiting plug-in slot. The limiting member 9 can be blocked on one side of the ring gear 5 to limit the ring gear 5 from detaching from the ball shell 101 along the axial direction of the ball shell 101.

[0074] In the above structure, the second limiting unit is set as a limiting plug-in slot and a limiting member 9. The limiting structure is simple. The limiting member 9 is blocked on one side of the ring gear 5. The limiting effect is good and the limiting reliability is high. The limiting plug-in slot is set on the ball shell 101. The processing method is relatively simple. The setting limit member 9 can adopt existing standard parts such as bolts and screws, and the cost is low. The shape of the limiting slot is not specifically limited in this embodiment, and it can cooperate with the limiting member 9 to prevent the ring gear 5 from detaching from the ball shell 101 along the axial direction of the ball shell 101.

[0075] As a preferred embodiment, a sensor bracket 7 is provided on the commutator housing 201, the sensor bracket 7 is in a "V" shape, both ends of the sensor bracket 7 are connected to the commutator housing 201, and the speed sensor 6 is provided on the sensor bracket 7. Here, the sensor bracket 7 is in a "V" shape, which has a simple structure and a strong weight, and both ends of the sensor bracket 7 are connected to the commutator housing 201, and the speed sensor 6 is provided on the sensor bracket 7, which is conducive to ensuring the stability and reliability of the installation of the speed sensor 6, thereby facilitating the clearance requirement between the gear ring 5 and the speed sensor 6, and can better improve the measurement accuracy of the speed measurement unit.

[0076] In a preferred embodiment, still refer to Figure 2 As shown, both ends of the sensor bracket 7 are fixed to the commutator housing 201 through connecting pieces 12, and the speed sensor 6 is arranged in the middle of the sensor bracket 7. The connecting piece 12 can be, for example, existing bolts, screws, etc., and existing standard parts can be used, which is relatively low in cost.

[0077] As a preferred embodiment, Figures 4 to 7As shown, a centering shaft 1011 is provided on the ball shell 101, and a centering hole 2011 is provided in the commutator housing 201. The centering hole 2011 is specifically provided on a component in the commutator housing 201, and the component here refers to the existing structure that matches the centering shaft 1011. The centering shaft 1011 is inserted into the centering hole 2011, and the length of the matching dimension L of the centering shaft 1011 and the centering hole 2011 in the axial direction of the centering shaft 1011 is 43mm-58mm, such as 43mm, 47mm, 50mm, 54mm, 58mm, etc.

[0078] Here, the length of the axial matching dimension L of the centering shaft 1011 and the centering hole 2011 is limited to the centering shaft 1011, which is beneficial to reducing the swing amplitude of the centering shaft 1011. Since the ring gear 5 and the centering shaft 1011 are both arranged on the spherical shell 101, it is equivalent to preventing the ring gear 5 from shaking, which is beneficial to ensuring the clearance requirement between the ring gear 5 and the speed sensor 6, thereby improving the measurement accuracy of the speed measurement unit.

[0079] As a preferred embodiment, the radial tolerance range of the centering hole 2011 is -0.01mm to 0.2mm, such as -0.01mm, 0mm, 0.1mm, 0.2mm, etc. The radial tolerance range of the centering shaft 1011 is -0.07mm to -0.01mm, such as -0.07mm, -0.05mm, -0.03mm, -0.01mm.

[0080] In the above structure, the radial tolerance range of the centering hole 2011 and the radial tolerance range of the centering shaft 1011 are limited, mainly for frequency avoidance design, which can prevent the frequency resonance problem between the sensor bracket 7 and the other parts of the vehicle, thereby effectively preventing the problem of collision with the ring gear 5 caused by the resonance of the sensor bracket 7. Defining the radial tolerance range of the centering hole 2011 is also conducive to reducing the swing amplitude of the centering shaft 1011. Since the ring gear 5 and the centering shaft 1011 are both arranged on the spherical shell 101, it is equivalent to preventing the ring gear 5 from shaking, which is conducive to ensuring the clearance requirement between the ring gear 5 and the speed sensor 6, thereby improving the measurement accuracy of the speed measurement unit.

[0081] The mobile universal joint assembly of this embodiment arranges the ring gear 5 on the ball shell 101 of the mobile universal joint 1, and arranges the speed sensor 6 on the commutator housing 201. Compared with the existing solution of arranging the ring gear 5 on the fixed universal joint 3 and the speed sensor 6 on the steering knuckle 10, it can effectively avoid the problem of failure of the speed sensor 6 in a high temperature environment caused by excessive temperature at the steering knuckle 10.

[0082] Embodiment 2

[0083] This embodiment relates to a vehicle, on which is provided a movable universal joint assembly as described in the first embodiment.

[0084] The vehicle of this embodiment, by applying the mobile universal joint assembly of embodiment one, has the same beneficial effects as the mobile universal joint assembly of embodiment one relative to the prior art, and can effectively avoid the problem of failure of the speed sensor 6 in a high temperature environment caused by excessive temperature at the steering knuckle 10, which is beneficial to ensuring the accuracy and precision of the speed measurement and has good practicality.

[0085] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A mobile universal joint assembly, characterized in that: It comprises a mobile universal joint (1), a commutator (2) connected to the mobile universal joint (1), and a rotation speed detection unit arranged between the mobile universal joint (1) and the commutator (2); The rotation speed detection unit comprises a ring gear (5) and a rotation speed sensor (6); the ring gear (5) is fixedly mounted on the ball shell (101) of the movable universal joint (1); the rotation speed sensor (6) is mounted on the commutator housing (201) of the commutator (2) corresponding to the ring gear (5); and a gap is provided between the ring gear (5) and the rotation speed sensor (6).

2. The mobile universal joint assembly according to claim 1, characterized in that: A first limiting unit is provided between the gear ring (5) and the spherical shell (101), and the first limiting unit is used to limit the circumferential rotation of the gear ring (5) around the spherical shell (101).

3. The mobile universal joint assembly according to claim 2, characterized in that: The first limiting unit comprises a limiting protrusion (801) and a limiting groove (802); The limiting groove (802) is provided on the ball shell (101), and the limiting protrusion (801) is provided on the inner wall of the gear ring (5); The limiting protrusion (801) can be inserted into the limiting groove (802) to limit the circumferential rotation of the gear ring (5) around the spherical shell (101).

4. The mobile universal joint assembly according to claim 2, characterized in that: There are a plurality of the first limiting units, and the plurality of the first limiting units are arranged at intervals in the circumferential direction of the gear ring (5).

5. The mobile universal joint assembly according to claim 1, characterized in that: A second limiting unit is provided between the gear ring (5) and the spherical shell (101), and the second limiting unit is used to limit the gear ring (5) from detaching from the spherical shell (101) along the axial direction of the spherical shell (101).

6. The mobile universal joint assembly according to claim 5, characterized in that: The second limiting unit comprises a limiting insertion slot provided on the spherical shell (101), and a limiting member (9) inserted into the limiting insertion slot; The limiting member (9) can be blocked on one side of the gear ring (5) to limit the gear ring (5) from detaching from the spherical shell (101) along the axial direction of the spherical shell (101).

7. The mobile universal joint assembly according to claim 1, characterized in that: A sensor bracket (7) is provided on the commutator housing (201), the sensor bracket (7) is in a "V" shape, two ends of the sensor bracket (7) are connected to the commutator housing (201), and the rotation speed sensor (6) is provided on the sensor bracket (7).

8. The mobile universal joint assembly according to any one of claims 1 to 7, characterized in that: The spherical shell (101) is provided with a centering shaft (1011), and the commutator housing (201) is provided with a centering hole (2011); The centering shaft (1011) is inserted into the centering hole (2011), and the matching dimension length of the centering shaft (1011) and the centering hole (2011) in the axial direction of the centering shaft (1011) is 43 mm-58 mm.

9. The mobile universal joint assembly according to claim 8, characterized in that: The radial tolerance range of the centering hole (2011) is -0.01 mm to 0.2 mm; The radial tolerance range of the centering shaft (1011) is -0.07 mm to -0.01 mm.

10. A vehicle, characterized in that: The vehicle is provided with a mobile universal joint assembly according to any one of claims 1 to 9.

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