Novel driving steering axle

Abstract

The utility model discloses a novel driving steering axle, and relates to the technical field of automobile parts. The novel driving steering axle comprises a steering axle housing, a differential mechanism is arranged in a middle cavity of the steering axle housing, half shafts are arranged at the two ends of the differential mechanism, half shaft driving bevel gears are fixedly connected to the ends, away from the differential mechanism, of the half shafts, a steering oil cylinder is fixedly connected to the outer surface of the steering axle housing, and universal heads are arranged at the tail ends of piston rods at the two ends of the steering oil cylinder. A universal connecting lever is arranged at the end, away from the steering oil cylinder, of the universal head, a connecting base is arranged at the end, away from the universal head, of the universal connecting lever, a turning driving shaft is rotationally connected into the connecting base, and a first turning driving bevel gear and a second turning driving bevel gear are fixedly connected to the outer surface of the turning driving shaft. Driving tire flanges are arranged at the two ends of the steering axle housing, speed reduction basin teeth are arranged on the sides, close to the steering axle housing, of the driving tire flanges, and clamping stagnation-free continuous driving within the ultra-large steering range from 0 degree to 180 degrees can be achieved.

Description

Technical Field

[0001] This utility model relates to the field of automotive component technology, specifically a novel drive steering axle. Background Technology

[0002] The drive steering axle is a key component of a vehicle's chassis system, primarily responsible for steering. Located at the front of the vehicle (some special vehicles may have rear-axle steering), it consists of core components such as the steering knuckle, kingpin, wheel hubs, and brakes, and is linked to the steering wheel via steering tie rods. When the driver turns the steering wheel, power is transmitted through the steering gear to the steering axle, causing the wheels to deflect at a certain angle, thus changing the vehicle's direction. Modern drive steering axles often integrate drive functions (such as in front-wheel-drive vehicles), serving the dual purpose of power transmission and steering. Their design must balance strength, rigidity, and lightweighting, employing technologies such as ball joints and independent suspension to improve handling stability. In the commercial vehicle sector, heavy-duty steering axles are also equipped with hydraulic power steering systems to reduce operator load. The performance of this component directly affects vehicle steering sensitivity, tire wear, and driving safety, making it an important subject of study in automotive dynamics.

[0003] Traditional drive steering axles typically use cross-shaped universal joints to transmit power. Their steering angle is limited by the mechanical structure, with a maximum steering range of only 0° to 55°. When the steering angle exceeds 55°, the cross-shaped universal joint is prone to jamming due to motion interference, resulting in power interruption and component damage, which severely restricts the vehicle's maneuverability in narrow spaces. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a novel drive steering axle to solve the problem mentioned in the background art: the traditional drive steering axle is prone to motion interference and jamming when the universal joint of the cross shaft exceeds 55°, resulting in power interruption and component damage.

[0005] To achieve the above objectives, this utility model provides the following technical solution: A novel drive steering axle includes a steering axle housing. A differential is disposed within the central cavity of the steering axle housing. Half-shafts are disposed at both ends of the differential. A half-shaft drive bevel gear is fixedly connected to the end of the half-shaft away from the differential. A steering cylinder is fixedly connected to the outer surface of the steering axle housing. A universal joint is disposed at the piston rod ends of both ends of the steering cylinder. A universal crank arm is disposed at the end of the universal joint away from the steering cylinder. A connecting seat is disposed at the end of the universal crank arm away from the universal joint. A reversing drive shaft is rotatably connected inside the connecting seat. A first reversing drive bevel gear and a second reversing drive bevel gear are fixedly connected to the outer surface of the reversing drive shaft. Drive tire flanges are disposed at both ends of the steering axle housing. A reduction gear is disposed on the side of the drive tire flange closest to the steering axle housing.

[0006] Preferably, the half-shaft drive bevel gear meshes with the first reversing drive bevel gear.

[0007] Preferably, the second reversing drive bevel gear meshes with the reduction gear.

[0008] Preferably, the steering cylinder is fixedly connected to the steering axle housing via a mounting bracket.

[0009] Preferably, the first reversing drive bevel tooth is positioned above the second reversing drive bevel tooth.

[0010] Beneficial effects

[0011] This utility model provides a novel drive steering axle. It has the following beneficial effects:

[0012] This new type of drive steering axle transmits power by using a constant meshing between the half-shaft drive bevel gear and the first directional drive bevel gear, while the reduction gear rotates around the fixed second directional drive bevel gear during the steering process and maintains full meshing. This completely replaces the traditional cross shaft universal joint structure, breaks through the 55° steering angle limitation, and achieves a seamless continuous drive with an ultra-large steering range from 0° to 180°. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0014] Figure 2 This is a second-view structural diagram of the entire utility model;

[0015] Figure 3 This is a schematic diagram of the overall structure of this utility model.

[0016] In the diagram: 1. Steering axle housing; 2. Differential; 3. Half shaft; 4. Half shaft drive bevel gear; 5. Steering cylinder; 6. Universal joint; 7. Universal crank arm; 8. Connecting seat; 9. Steering drive shaft; 10. First steering drive bevel gear; 11. Second steering drive bevel gear; 12. Drive tire flange; 13. Reduction bevel gear. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] like Figure 1-3As shown, this utility model provides a novel drive steering axle, including a steering axle housing 1. A differential 2 is disposed in the central cavity of the steering axle housing 1. Half shafts 3 are disposed at both ends of the differential 2. Half shaft drive bevel gears 4 are fixedly connected to the end of the half shafts 3 away from the differential 2. A steering cylinder 5 is fixedly connected to the outer surface of the steering axle housing 1. Universal joints 6 are disposed at the piston rod ends of both ends of the steering cylinder 5. Universal joints 7 are disposed at the end of the universal joints 6 away from the steering cylinder 5. A connecting seat 8 is disposed at the end of the universal joints 7 away from the universal joints 6. A reversing drive shaft 9 is rotatably connected inside the connecting seat 8. A first reversing drive bevel gear 10 and a second reversing drive bevel gear 11 are fixedly connected to the outer surface of the reversing drive shaft 9. Drive tire flanges 12 are disposed at both ends of the steering axle housing 1. A reduction gear 13 is disposed on the side of the drive tire flanges 12 near the steering axle housing 1.

[0019] Specifically, the half-shaft drive bevel gear 4 meshes with the first reversing drive bevel gear 10.

[0020] Specifically, the second directional drive bevel gear 11 meshes with the reduction gear 13.

[0021] Specifically, the steering cylinder 5 is fixedly connected to the steering axle housing 1 via a mounting bracket.

[0022] Specifically, the first reversing drive bevel gear 10 is positioned above the second reversing drive bevel gear 11.

[0023] The working principle of the above embodiments:

[0024] The power output from the gearbox drives the differential 2 via the drive shaft. The differential 2 drives the two half-shafts 3 to rotate. The half-shaft drive bevel gear 4 at the end of the half-shaft 3 drives the first reversing drive bevel gear 10, which in turn drives the reversing drive shaft 9 to rotate synchronously. The reversing drive shaft 9 drives the second reversing drive bevel gear 11 to rotate. The second reversing drive bevel gear 11 transmits power to the reduction gear 13, which ultimately drives the drive tire flange 12 connected to the tire. During steering, the steering cylinder 5 drives the universal joint 6. The universal joint arm 7 pushes the connecting seat 8, causing the reduction bevel gear 13 to rotate around the second directional drive bevel gear 11. Since the half-shaft drive bevel gear 4, the first directional drive bevel gear 10, the directional drive shaft 9, and the second directional drive bevel gear 11 are fixed relative to the steering axle housing 1, and the reduction bevel gear 13 and the second directional drive bevel gear 11 remain engaged at any steering angle, the tire can continuously obtain power within the steering range of 0° to 180° without the risk of jamming, breaking through the limitation of the traditional steering axle's 55° steering angle.

[0025] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, the phrase "comprising an element defined as..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0026] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A novel drive steering axle, comprising a steering axle housing (1), characterized in that: A differential (2) is installed in the middle cavity of the steering axle housing (1). Half shafts (3) are installed at both ends of the differential (2). Half shaft drive bevel gears (4) are fixedly connected to the end of the half shafts (3) away from the differential (2). A steering cylinder (5) is fixedly connected to the outer surface of the steering axle housing (1). Universal joints (6) are installed at the piston rod ends of both ends of the steering cylinder (5). Universal joints (7) are installed at the end of the universal joints (6) away from the steering cylinder (5). The universal joint arm (7) is provided with a connecting seat (8) at one end away from the universal head (6). The connecting seat (8) is rotatably connected to a steering drive shaft (9). The outer surface of the steering drive shaft (9) is fixedly connected with a first steering drive bevel gear (10) and a second steering drive bevel gear (11). The two ends of the steering axle housing (1) are provided with drive tire flanges (12). The side of the drive tire flange (12) near the steering axle housing (1) is provided with a reduction gear (13).

2. The novel drive steering axle according to claim 1, characterized in that: The half-shaft drive bevel gear (4) meshes with the first direction-changing drive bevel gear (10).

3. The novel drive steering axle according to claim 1, characterized in that: The second reversing drive bevel gear (11) meshes with the deceleration bevel gear (13).

4. A novel drive steering axle according to claim 1, characterized in that: The steering cylinder (5) is fixedly connected to the steering axle housing (1) via a mounting base.

5. A novel drive steering axle according to claim 1, characterized in that: The first reversing drive bevel tooth (10) is positioned above the second reversing drive bevel tooth (11).

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