Steering drive axle with angle sensor

Abstract

The utility model discloses a kind of steering drive axle with angle sensor, including drive axle, steering axle housing, angle sensor and protection assembly, the protection assembly is composed of protective shell and protection head, both detachable connection forms airtight dustproof cavity, protective shell adopts door type groove and closed block structure, closed block is provided with sealing strip and broken groove and can open cladding wire, outside setting servo head and support piece to enhance anti-shock stability, protection head inside is equipped with the vacuum backflow heat dissipation system of by heat collection shell, bellows and heat dissipation shell, the V-shaped opening of greater than ninety degrees is equipped in heat dissipation shell top for preventing silt accumulation and enlarging heat dissipation area, cavity is filled with low-boiling heat-conducting medium to form evaporation heat absorption, condensation heat release and capillary backflow heat cycle structure, the fixed end of angle sensor is installed in steering axle housing outside, rotating end is fixedly connected with support arm and is coaxially connected with upper kingpin, to realize automatic cooling and sealed protection, guarantee detection accuracy and reliability.

Description

Technical Field

[0001] This utility model relates to the field of vehicle steering system technology, specifically to a steering drive axle with an angle sensor. Background Technology

[0002] With the development of vehicle intelligence and automatic control systems, the steering drive axle in the vehicle not only undertakes mechanical transmission and support functions, but also integrates various detection and feedback modules for steering angle monitoring and dynamic calibration. The angle sensor, as a core detection component, is typically installed outside the steering axle housing, exposed to a complex environment of mud and sand splashes, high-temperature heat dissipation, and vibration and impact. This makes it highly susceptible to problems such as dust ingress into the sensor housing, wiring aging, and signal drift. In existing technologies, most steering axle structures are protected only by simple dust covers or rubber sleeves, offering limited sealing performance. These sleeves are prone to aging and cracking under continuous vehicle operation or high-temperature environments, making it impossible to maintain a sealed state long-term. Furthermore, the angle sensor experiences temperature rise due to heat accumulation during continuous operation. If heat dissipation is insufficient, the sensitivity and stability of its internal components will significantly decrease, leading to inaccurate detection signals or even failure. While some existing devices have added external metal housings or heat-conducting plates to improve heat dissipation, these are bulky, complex to assemble, and inconvenient to maintain, making reliable placement difficult within the confined space of the axle housing. Especially under harsh working conditions, the intrusion of dust, moisture and gravel may still cause damage to the sensor port or short circuit, seriously affecting the steering safety of the vehicle.

[0003] In view of the above problems, a steering drive axle with an angle sensor is proposed. Utility Model Content

[0004] The purpose of this invention is to provide a steering drive axle with an angle sensor to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a steering drive axle with an angle sensor, comprising a drive axle, the drive axle including a power box, support arms extending outward from both sides of the power box, a steering axle housing mounted on the outer side of the support arms, the angle sensor having a fixed end and a rotating end, the fixed end being mounted on the outer side of the steering axle housing, and the rotating end being fixedly connected to the support arm. The steering axle housing is fitted with a protective shell on its exterior. A protective head is screwed to the top of the protective shell. The protective head includes a screw cap. A heat dissipation shell is fitted to the top of the screw cap. A corrugated pipe is fitted to the bottom of the heat dissipation shell. A heat collection shell is fixed to the screw cap through the corrugated pipe. The heat collection shell is tightly fitted downwards to the upper surface of the angle sensor.

[0006] Preferably, a steering gear is fixed to the outside of the power box, and a transmission rod is hinged to both sides of the steering gear. The outer sides of the transmission rod are respectively hinged to the steering axle housing.

[0007] Preferably, an upper kingpin is fitted inside the outer hinge point of the control arm, an angle sensor bracket is fitted at the top of the steering axle housing, the fixed end of the angle sensor is fixedly connected to the sensor bracket, and the rotating end of the angle sensor is coaxially connected to the upper kingpin.

[0008] Preferably, a wheel axle disc is fixed to the outer side of the steering axle housing.

[0009] Preferably, the angle sensor includes a sensor body, and a wire is mounted on the outside of the sensor body.

[0010] Preferably, the protective shell includes a shell, the outer side of which is integrally formed with a gate-shaped groove, and the inner side of the gate-shaped groove is tightly fitted with a sealing block, which wraps around the outside of the wire.

[0011] Preferably, the top of the enclosed block has a groove.

[0012] Preferably, a follower head is provided extending from the outer side of the closed block, and an outwardly extending support plate is provided on the outer side of the follower head.

[0013] Preferably, the bottom end of the corrugated pipe is welded and fixed to the heat collection shell, and the top end of the corrugated pipe is integrally formed with a joint, the top end of the joint being welded and fixed to the heat dissipation shell.

[0014] Preferably, the heat dissipation shell, the corrugated pipe, and the heat collection shell are provided with a return flow channel inside.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model forms a sealed dustproof cavity by setting a detachable protective shell and a protective head on the outside of the steering axle housing. The overall structure can be quickly assembled and disassembled. The protective shell adopts a composite sealing structure of gate-shaped groove and sealing block. The outer edge of the sealing block is provided with a sealing strip and has a groove that can be opened to cover the wires. The outer follower head and support plate provide flexible buffering and limiting to prevent loosening and leakage caused by vibration. The protective head adopts a vacuum reflux heat dissipation system. The inside consists of a heat collection shell, a bellows, and a heat dissipation shell to form a heat conduction circulation cavity. The top of the heat dissipation shell is provided with a depth greater than 90 degrees. The V-shaped opening structure prevents the accumulation of mud and sand and increases the heat dissipation area. The corrugated tube has a micro-elasticity of one to three millimeters to absorb thermal expansion and contraction displacement. A thermally conductive adhesive layer can be attached to the bottom of the heat collection shell to improve the heat conduction efficiency. The cavity is filled with a low-boiling-point thermally conductive medium to form a natural circulation channel for evaporation heat absorption, condensation heat release, and capillary reflux. Automatic cooling and thermal balance are achieved without external energy consumption, thereby ensuring the stable operation of the angle sensor under long-term high temperature and vibration environment, improving protection performance and reliability, and solving the problems of poor dustproof sealing, low heat dissipation efficiency, and signal drift in traditional structures. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0017] Figure 2 This is a schematic diagram of the sensor and main support assembly of this utility model.

[0018] Figure 3 This is a schematic diagram of the sensor and main support assembly of this utility model.

[0019] Figure 4 This is a schematic diagram of the overall structure of the protective component of this utility model in its disassembled state.

[0020] Figure 5 This is a top view of the present invention.

[0021] Figure 6 for Figure 5 Sectional view at point AA.

[0022] Figure 7 for Figure 6 A magnified view of a portion of point a.

[0023] Figure 8 This is a schematic diagram of the assembly of the protective shell and protective head of this utility model.

[0024] Figure 9 This is a schematic diagram of the internal structure of the protective head of this utility model.

[0025] Figure 10 This is a schematic diagram of the internal structure of the protective shell of this utility model.

[0026] Figure 11 This is a top view of the protective shell and angle sensor of this utility model.

[0027] Figure 12 for Figure 11 Schematic diagram of the cross section at point BB.

[0028] In the diagram: 1. Drive axle, 11. Power box, 12. Steering gear, 13. Drive rod, 14. Steering axle housing, 15. Control arm, 16. Wheel axle disc, 17. Drive shaft, 18. Angle sensor bracket, 19. Upper kingpin, 2. Angle sensor, 21. Sensor body, 22. Wire, 3. Protective shell, 31. Housing, 32. Fixing ring, 33. Portal groove, 34. Enclosure block, 35. Follower head, 36. Broken groove, 4. Protective head, 41. Threaded cap, 42. Heat collection shell, 43. Bellows, 44. Connector, 45. Heat dissipation shell. Detailed Implementation

[0029] 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.

[0030] Please see Figure 1-12 The present invention provides a technical solution: a steering drive axle with an angle sensor, including a drive axle 1, the drive axle 1 including a power box 11, support arms 15 extending outward on both sides of the power box 11, a steering axle housing 14 mounted on the outer side of the support arms, and an angle sensor 2 having a fixed end and a rotating end, the fixed end being installed on the outer side of the steering axle housing 14, and the rotating end being fixedly connected to the support arm 15. The steering axle housing 14 is fitted with a protective shell 3. A protective head 4 is screwed to the top of the protective shell 3. The protective head 4 includes a screw cap 41. A heat dissipation shell 45 is fitted to the top of the screw cap 41. A corrugated pipe 43 is fitted to the bottom of the heat dissipation shell 45. The corrugated pipe 43 passes through the screw cap 41 and a heat collection shell 42 is fixed thereto. The heat collection shell 42 is tightly attached to the upper surface of the angle sensor 2.

[0031] The screw cap 41 is screwed to the top of the housing 31 of the protective shell 3. During use, the protective head 4 and the protective shell 3 can be assembled or disassembled. The protective head 4 and the protective shell 3 can be used as a whole, or the sealing block 34 can be assembled on the outside of the wire 22 first, and then the whole can be sleeved on the outside of the sensor body 21 and the sealing block 34. Alternatively, the housing 31 can be installed first, and then the protective head 4 can be installed last.

[0032] Specifically, a protective shell 3 is detachably mounted on the outside of the steering axle housing 14. A protective head 4 is installed on the top of the protective shell 3 via a threaded connection, and the two cooperate to form a sealed dustproof cavity. Structurally, the dustproof cavity is supported by the housing 31 of the protective shell 3 as the lower supporting component, which is positioned and locked to the outer surface of the steering axle housing 14 by a fixing ring 32. The threaded end of the housing 31 is engaged with the threaded cap 41 of the protective head 4, forming an annular sealing area between the housing 31 and the threaded cap 41. A high-temperature resistant silicone gasket or a metal composite gasket is embedded inside this sealing area to prevent dust, mud, and moisture from entering the sensitive area where the angle sensor 2 is located, thereby ensuring the signal stability and lifespan of the sensor under long-term working conditions.

[0033] The protective housing 3 and the protective head 4 adopt a detachable assembly structure, which facilitates the installation and replacement of the sensor 2, and allows the protective head 4 to be disassembled separately during maintenance without damaging the fixed sealing of the protective housing 3. The protective housing 3 and the steering axle housing 14 are aligned and limited by a positioning ring groove, and are further secured by multi-point screws or snap rings to improve vibration resistance, thus forming an integrated dustproof and shockproof cavity structure.

[0034] Specifically, a steering gear 12 is fixed to the outside of the power box 11, and a transmission rod 13 is hinged to both sides of the steering gear 12. The outer sides of the transmission rod 13 are respectively hinged to the steering axle housing 14.

[0035] The power box 11 is preferably made of integral die-cast aluminum alloy to ensure structural strength and heat dissipation performance, while reducing the weight of the drive axle 1. The steering gear 12 preferably adopts a closed gear mechanism structure with high-viscosity grease inside and is sealed and protected by an external dust cover to prevent dust and moisture from entering and affecting meshing accuracy. The drive rod 13 is preferably made of alloy steel and is treated with surface phosphate or nickel plating to improve corrosion resistance. Both ends are equipped with ball joints, which can swing in all directions within a range of ±15° to ensure continuous power transmission and sensitive steering response.

[0036] The outer end of the transmission rod 13 is hinged to the steering axle housing 14 via a pin. Preferably, a copper-based bushing structure with a self-lubricating layer is used, ensuring smooth movement of the hinge point during prolonged high-frequency rotation and preventing metal-to-metal wear. The steering axle housing 14 is preferably made of integral cast steel or ductile iron, with its outer surface treated with an anti-rust coating to resist road mud and moisture erosion. This ensures stable and reliable torque transmission between the power box 11, steering gear 12, and steering axle housing 14 during vehicle operation, forming a complete power steering transmission path and providing a precise rotational basis for subsequent detection by the angle sensor 2.

[0037] Specifically, an upper kingpin 19 is mounted on the inner side of the outer hinge point of the control arm 15, an angle sensor bracket 18 is mounted on the top of the steering axle housing 14, the fixed end of the angle sensor 2 is fixedly connected to the sensor bracket 18, and the rotating end of the angle sensor 2 is coaxially connected to the upper kingpin 19.

[0038] The control arm 15 is preferably constructed using a one-piece forged structure. Its main body undergoes heat treatment to achieve high yield strength and fatigue life, ensuring no plastic deformation occurs under repeated steering loads. The outer hinge point of the control arm 15 is connected to the upper kingpin 19 via high-strength bolts. High-carbon steel tempered bolts are preferred, with wear-resistant shims placed on the contact surface to ensure stable rotational accuracy of the upper kingpin 19 during long-term operation. The upper kingpin 19 is preferably a high-precision machined part, with nitriding or chrome plating to improve surface hardness and corrosion resistance. Its upper end is fitted with the inner wall of the steering axle housing 14 via a needle roller bearing, ensuring stable support during changes in steering angle.

[0039] The angle sensor bracket 18 is preferably made of aluminum alloy profile and CNC machined, forming a bidirectional limiting groove in its structure to accurately position the fixed end of the angle sensor 2. To improve the assembly accuracy between the bracket 18 and the steering axle housing 14, a positioning boss is provided on the bottom surface of the bracket, and it is fastened with two sets of screws. The fixed end of the angle sensor 2 is fixed to the bracket 18 by a threaded connection, and its rotating end is coaxially connected to the upper kingpin 19 through a plug-in shaft to realize the real-time transmission of steering angle displacement. Preferably, a non-contact angle sensor with a built-in Hall element is used, whose internal rotor rotates with the upper kingpin 19 to output an angle signal, avoiding the wear and signal drift of traditional contact sensors. With the above arrangement, the angle sensor 2 can accurately sense the rotation angle of the axle body during vehicle steering, forming a stable and linear electrical signal output.

[0040] Specifically, a wheel axle disc 17 is fixed to the outer side of the steering axle housing 14.

[0041] The wheel axle disc 17 is preferably made of integral forging or high-strength cast steel. Its disc body undergoes annealing and aging treatment to eliminate internal stress, thereby ensuring structural stability during high-speed rotation and load-bearing steering changes. A precision-machined shaft hole is located at the center of the wheel axle disc 17, coaxially fitted with the end of the steering axle housing 14, and secured by multiple evenly distributed bolts and locating pins to achieve reliable torque transmission. To prevent eccentric vibration under high-speed rotation, the outer edge of the wheel axle disc 17 is provided with dynamic balance correction holes, allowing for adjustment of overall dynamic balance through slight weight reduction.

[0042] A double-layer dustproof oil seal structure is preferably used at the junction of the wheel axle disc 17 and the steering axle housing 14 to prevent lubricating oil leakage and external mud and sand intrusion. Simultaneously, rolling bearings or tapered roller bearings are installed on the inner side to withstand combined radial and axial loads. The outer end of the wheel axle disc 17 can be further extended into a connecting flange or mounting groove, depending on the vehicle's wheel hub structure, for interference fit or spline connection with the wheel hub body, thus forming a complete steering wheel support unit. This connection method allows the wheel axle disc 17 to not only transmit steering torque but also provide support and sealing functions, ensuring the external connection accuracy and reliability of the steering axle housing 14.

[0043] Specifically, the angle sensor 2 includes a sensor body 21, and a wire 22 is mounted on the outside of the sensor body 21.

[0044] Preferably, the angle sensor body 21 is encapsulated in a high-temperature resistant epoxy resin housing, which integrates a Hall effect sensing unit or a magnetic code detection chip to detect the rotation angle of the upper master pin 19 and output an analog or digital signal corresponding to the steering displacement. The outer shell of the sensor body 21 preferably adopts a metal shielding structure to prevent electromagnetic interference from affecting the measurement signal during vehicle operation; the outer surface is coated with an insulating protective layer to maintain long-term stable operation in humid, high-salt spray, and other environments.

[0045] The conductor 22 preferably adopts a three-core or four-core shielded wire harness structure, with the internal conductor being multi-strand tinned copper wire and the outer layer covered with a wear-resistant polyurethane sheath, possessing excellent tensile strength and flexibility so that it can bend without breaking as the steering axle housing 14 deflects. To prevent the conductor 22 from abrading the housing or support during axle vibration, the conductor is covered with an anti-abrasion protective tube or braided sleeve, and a tensile buffer ring is provided at the outlet.

[0046] The lower end of the sensor body 21 is fixed to the angle sensor bracket 18 by threads or a retaining ring, and its upper extension corresponds to the internal space of the protective shell 3. The wire 22 passes through the channel between the protective shell 3 and the protective head 4 and leads out to the external control system to realize the real-time transmission of the angle signal. To ensure the stability of the signal connection, the wire 22 adopts a sealed cap structure at the exit position and forms a dustproof and waterproof sealed transition area with the shell 31 of the protective shell 3.

[0047] Specifically, the protective shell 3 includes a shell 31, with an integrally formed gate-shaped groove 33 on the outer side of the shell 31, and a sealing block 34 tightly fitted to the inner side of the gate-shaped groove 33, which wraps around the outside of the wire 22.

[0048] The housing 31 is preferably made of integral die-cast aluminum alloy to balance lightweight and impact resistance. Its inner cavity forms a cylindrical structure to cover the upper part of the angle sensor 2. The lower end of the housing 31 is screwed to the outer surface of the steering axle housing 14 by a retaining ring 32, and the upper end is provided with a standard threaded interface to reliably connect with the screw cap 41 of the protective head 4.

[0049] The portal groove 33 is a U-shaped opening extending longitudinally along the side wall of the housing 31. Its opening edge is chamfered to prevent damage to the outer sheath of the wire 22. Preferably, an insertable sealing block 34 is used to partially seal the portal groove 33. The cross-sectional shape of the sealing block 34 fits into the portal groove 33, forming a continuous circumferential sealing surface after assembly. The sealing block 34 is preferably made of highly elastic, high-temperature resistant silicone rubber or modified polytetrafluoroethylene, ensuring stable sealing even under long-term temperature changes and vibration conditions.

[0050] After the wire 22 is led out from the sensor body 21, it is routed along the gate-shaped groove 33 and covered by the sealing block 34, forming an independent protective channel inside the housing 31. The cooperative structure of the gate-shaped groove 33 and the sealing block 34 not only achieves flexible clamping of the wire 22, but also facilitates quick disassembly during later maintenance or replacement without affecting the overall sealing performance of the protective housing 3.

[0051] Preferably, several auxiliary screw holes are pre-drilled at the top circumferential position of the housing 31 for installing heat sinks, fastening rings, or additional sealing cover assemblies, so as to flexibly adjust the protection level of the housing 31 according to different environments. Through the above structural design, the protective housing 3 can be disassembled separately or assembled with the protective head 4 to form an integral dustproof cavity, providing a fully enclosed protective space for the angle sensor 2, effectively preventing mud, sand, water vapor, and gravel generated during vehicle operation from entering the interior.

[0052] Specifically, a groove 36 is provided on the top of the closed block 34.

[0053] Preferably, a sealing block 34 with opening and closing elasticity is used, and an annular outer edge sealing strip is provided on its exterior. The outer edge sealing strip is integrally formed along the circumference of the sealing block 34 and slightly higher than the outer wall of the main body. It is used to form a circumferential pressing contact with the inner wall of the door-shaped groove 33 after being installed, thereby enhancing the sealing reliability. A continuous groove is provided longitudinally on the inner side of the door-shaped groove 33. The groove and the outer edge sealing strip on the outer side of the sealing block 34 engage with each other to form a multi-layer sealing interface structure, preventing dust and moisture from seeping into the interior of the housing 31 through gaps.

[0054] The top of the sealing block 34 has a groove 36 that runs through its longitudinal length, giving the sealing block 34 an openable U-shape. During installation, the sealing block 34 can be slightly pried open along the direction of the groove 36 to insert the wire 22, and then springs back to close and embed into the gate-shaped groove 33, achieving a circumferential wrapping of the wire 22. This structure greatly simplifies the installation process of the wire 22, eliminating the need to pull out the sensor terminal wire during assembly to complete the sealed wiring, making it particularly suitable for quick disassembly and assembly during sensor maintenance or replacement.

[0055] Fluororubber or modified silicone, which has high flexibility, is preferably used as the material for the sealing block 34 to balance sealing, cushioning, and reassembly performance. After installation, the outer sealing strip is deformed under pressure in the groove of the portal groove 33 to form a secondary seal, further improving the overall dustproof and waterproof rating of the protective shell 3. Through the above design, the fit between the sealing block 34 and the portal groove 33 achieves both reliable sealing and rapid assembly, ensuring protection of the wire 22 while facilitating maintenance and replacement operations.

[0056] Specifically, a follower head 35 is provided on the outer side of the closed block 34, and an outwardly extending support plate is provided on the outer side of the follower head 35.

[0057] Preferably, a sealing block 34 with opening and closing elasticity is used, and an annular outer edge sealing strip is provided on its exterior. The outer edge sealing strip is integrally formed along the circumference of the sealing block 34 and slightly higher than the outer wall of the main body. It is used to form a circumferential pressing contact with the inner wall of the door-shaped groove 33 after being installed, thereby enhancing the sealing reliability. A continuous groove is provided longitudinally on the inner side of the door-shaped groove 33. The groove and the outer edge sealing strip on the outer side of the sealing block 34 engage with each other to form a multi-layer sealing interface structure, preventing dust and moisture from seeping into the interior of the housing 31 through gaps.

[0058] The top of the sealing block 34 has a groove 36 that runs through its longitudinal length, giving the sealing block 34 an openable U-shape. During installation, the sealing block 34 can be slightly pried open along the direction of the groove 36 to insert the wire 22, and then springs back to close and embed into the gate-shaped groove 33, achieving a circumferential wrapping of the wire 22. This structure greatly simplifies the installation process of the wire 22, eliminating the need to pull out the sensor terminal wire during assembly to complete the sealed wiring, making it particularly suitable for quick disassembly and assembly during sensor maintenance or replacement.

[0059] Fluororubber or modified silicone, which has high flexibility, is preferably used as the material for the sealing block 34 to balance sealing, cushioning, and reassembly performance. After installation, the outer sealing strip is deformed under pressure in the groove of the portal groove 33 to form a secondary seal, further improving the overall dustproof and waterproof rating of the protective shell 3. Through the above design, the fit between the sealing block 34 and the portal groove 33 achieves both reliable sealing and rapid assembly, ensuring protection of the wire 22 while facilitating maintenance and replacement operations.

[0060] Specifically, the bottom end of the corrugated pipe 43 is welded and fixed to the heat collection shell 42, and the top end of the corrugated pipe 43 is integrally formed with a connector 44, and the top end of the connector 44 is welded and fixed to the heat dissipation shell 45.

[0061] The corrugated pipe 43 is preferably made of stainless steel or nickel-copper alloy, with a multi-layered thin-walled corrugated structure. Uniform corrugations are formed through continuous bending to provide good axial expansion and contraction performance and thermal conductivity. The bottom end of the corrugated pipe 43 is sealed to the heat collection shell 42 using brazing or argon arc welding, resulting in a continuous and smooth weld to ensure the vacuum tightness of the cooling channel. The top joint 44 is an integrally formed structure, preferably with a rounded transition section to reduce thermal stress concentration and ensure smooth fluid flow.

[0062] The heat-collecting shell 42 is preferably made of a high thermal conductivity copper alloy or aluminum alloy, and its inner cavity is connected to the channel of the bellows 43, forming a heat collection area in its structure. The bottom surface of the heat-collecting shell 42 is precision machined and then tightly fitted to the upper surface of the angle sensor 2 to achieve rapid conduction and dispersion of heat generated when the sensor is working. This mating surface can be coated with thermally conductive silicone grease or a vacuum brazing layer to improve contact thermal conductivity.

[0063] The upper end of the bellows 43 is welded to the heat sink 45 via a connector 44, forming a continuous heat conduction and dissipation channel. Preferably, the connector 44 has a nickel-plated inner wall to improve oxidation resistance and enhance the corrosion resistance of the welded area. During operation, the bellows 43 not only acts as a heat conduction conduit but also absorbs mechanical vibrations from the outer shell through its corrugated deformation, preventing micro-cracks or loosening between the heat sink 45 and the protective shell 3, thus possessing both heat transfer and vibration damping functions.

[0064] Through the above design, the bellows 43, the heat collection shell 42 and the connector 44 form an integrated heat transfer component, providing a stable heat conduction foundation for the protective head 4, and establishing an internal medium circulation path to provide a continuous flow channel for the vacuum reflux system in the subsequent heat dissipation shell 45.

[0065] Specifically, the heat sink 45, the bellows 43, and the heat collector 42 are provided with a return flow channel inside.

[0066] A vacuum-sealed cavity structure is preferably adopted. During the manufacturing process, the interior is first evacuated and then filled with an appropriate amount of working medium to form an evaporation and condensation phase circulation system. The working medium can be a low-boiling-point heat-conducting medium such as deionized water, ethanol, acetone, or fluorinated liquid. It is heated and vaporized at the bottom of the heat collection shell 42, and guided through the bellows 43 to the upper cavity area inside the heat dissipation shell 45. It condenses at the top and releases latent heat, and then flows back into the heat collection shell 42 through the capillary reflux structure, thereby realizing rapid heat transfer and circulating heat dissipation.

[0067] To adapt to different working conditions, the capillary reflux structure of the reflux channel can adopt a variety of common forms, such as: (1) Sintered porous metal layer structure: copper powder or stainless steel powder is sintered on the inner wall surface of heat sink 45 and bellows 43 to form a uniform porous layer, and the condensed liquid is driven to flow back by capillary suction force. (2) The mesh capillary core structure is formed by laying a fine copper mesh or nickel mesh along the inner wall to form a multi-directional capillary channel, which has the characteristics of simple manufacturing and stable liquid conduction performance; (3) Groove type capillary reflux structure, with micro-annular or spiral grooves processed on the inner wall, so that the condensed liquid flows back along the groove direction, which is suitable for environments with limited space but requiring rapid reflux.

[0068] In practical applications, one or more recirculation structures can be selected and used in combination according to the vehicle's heat load and spatial layout to improve condensation and recirculation efficiency.

[0069] The top of the heat sink 45 preferably forms a V-shaped opening greater than 90°, with its two side edges extending upwards along the outer surface of the shell and gradually widening to form exposed heat dissipation fins. This V-shaped structure prevents mud, sand, or stones from accumulating and getting stuck at the top during driving, and also increases the heat dissipation area, improving the heat exchange efficiency with the outside airflow. The angle of the V-shaped opening can be adjusted between 90° and 120° according to heat dissipation requirements to balance dirt resistance and heat flux density.

[0070] The bellows 43 has a slight elastic stroke of 1-3 mm, which can generate a small amount of axial expansion and contraction displacement when heated or vibrated, thereby buffering the relative deformation between the heat dissipation shell 45 and the protective shell 3 and preventing fatigue cracks in the weld or shell. It is preferable to provide a reinforcing ring or locally thickened section inside the bellows 43 to ensure that its deformation during repeated expansion and contraction is controllable and does not affect the heat conduction efficiency.

[0071] Furthermore, to further improve the thermal conductivity between the heat collector shell 42 and the angle sensor 2, a thermally conductive adhesive layer or a thermally conductive pad can be added to their bottom contact surface. High thermal conductivity silicone grease, silicone pads, or graphene composite thermally conductive materials are preferred, as they possess good flexibility and temperature resistance, and can form a stable thermal contact interface between metal surfaces with different coefficients of thermal expansion, thereby achieving efficient heat transfer from the sensor body to the heat collector shell 42.

[0072] Through the above design, the vacuum reflux heat dissipation system composed of heat sink 45, bellows 43 and heat collection shell 42 can realize a closed thermal cycle process of "lower evaporation, upper condensation and capillary reflux" when the angle sensor is working. This not only improves the working stability and life of the sensor, but also effectively reduces the temperature of the outer shell and prevents the internal components from degrading due to long-term high temperature.

[0073] In this invention, the vacuum cavity formed by the heat dissipation shell 45, the bellows 43 and the heat collection shell 42 is filled with a low-boiling-point thermally conductive medium. During operation, the medium undergoes a phase change cycle according to temperature changes, thereby achieving efficient heat dissipation and automatic temperature control.

[0074] A heat-conducting liquid with a boiling point between 40°C and 70°C is preferably used, such as purified water, methanol, acetone, or fluorinated hydrocarbons. When the angle sensor 2 generates heat, the heat is first transferred through the heat-conducting adhesive layer to the evaporation zone at the bottom of the heat collection shell 42. After being heated, the medium rapidly vaporizes and absorbs a large amount of latent heat, thereby achieving instantaneous cooling in the evaporation zone. The gas generated by evaporation is transferred upward along the corrugated pipe 43. During the gas flow, it is gradually cooled by heat conduction through the corrugated wall, forming a condensation layer in the upper cavity of the heat dissipation shell 45.

[0075] The V-shaped structure at the top of the heat sink 45 can directly contact the external airflow, generating air convection cooling when the vehicle is moving or when the airflow is blowing, causing the vapor inside the cavity to rapidly condense into liquid within a temperature range of approximately 60℃ to 80℃. The condensate seeps back down along the capillary reflux structure or groove layer on the inner wall to the lower part of the bellows 43 and the heat collector 42, where it absorbs heat and vaporizes again, achieving a continuous thermal cycle. The entire system relies on the phase change heat absorption and capillary reflux principle to maintain a stable temperature gradient, ensuring that the temperature at the bottom of the heat collector 42 is typically maintained between 40℃ and 50℃, while the temperature of the outer surface of the heat sink 45 can be stably controlled within a range of approximately 10℃ above the ambient temperature, preventing the sensor body 21 from overheating and causing the output signal to drift.

[0076] When the external ambient temperature is high (e.g., a vehicle exposed to direct sunlight for an extended period), the medium inside the cavity automatically enters a high-frequency evaporation-condensation cycle mode. Steam rapidly releases heat through convection in the upper cavity, thus suppressing internal temperature rise. When the external temperature is low (e.g., in winter), the evaporation rate of the medium decreases, and a slow thermal equilibrium is formed inside the cavity, preventing the sensor and electronic components from becoming damp due to condensation at low temperatures. Through this automated phase-change thermal regulation mechanism, the protective head 4 can achieve self-driven heat dissipation without relying on any power source, enabling the angle sensor to operate stably in a wide temperature range of -30℃ to +85℃.

[0077] In summary, the evaporation-heat absorption, condensation-heat release, and capillary reflux cycle of the medium within the vacuum chamber not only significantly improves heat dissipation efficiency but also maintains the temperature stability of the sensor under dynamic operating conditions, thereby ensuring the accuracy of angle measurement and the reliability of the drive bridge system.

[0078] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0079] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A steering drive axle with an angle sensor, comprising a drive axle (1), the drive axle (1) including a power box (11), with outwardly extending support arms (15) on both sides of the power box (11), and a steering axle housing (14) mounted on the outer side of the support arms, characterized in that: The angle sensor (2) has a fixed end and a rotating end. The fixed end is installed on the outside of the steering axle housing (14), and the rotating end is fixedly connected to the support arm (15). The steering axle housing (14) is fitted with a protective shell (3) on the outside. A protective head (4) is screwed to the top of the protective shell (3). The protective head (4) includes a screw cap (41). A heat dissipation shell (45) is fitted to the top of the screw cap (41). A corrugated pipe (43) is fitted to the bottom of the heat dissipation shell (45). The corrugated pipe (43) passes through the screw cap (41) and a heat collection shell (42) is fixed thereon. The heat collection shell (42) is in close contact with the upper surface of the angle sensor (2).

2. A steering drive axle with an angle sensor according to claim 1, characterized in that: A steering gear (12) is fixed to the outside of the power box (11). A transmission rod (13) is hinged to both sides of the steering gear (12). The outer side of the transmission rod (13) is hinged to the steering axle housing (14).

3. A steering drive axle with an angle sensor according to claim 2, characterized in that: The outer hinge point of the support arm (15) is fitted with an upper kingpin (19), the top of the steering axle housing (14) is fitted with an angle sensor bracket (18), the fixed end of the angle sensor (2) is fixedly connected to the sensor bracket (18), and the rotating end of the angle sensor (2) is coaxially connected to the upper kingpin (19).

4. A steering drive axle with an angle sensor according to claim 3, characterized in that: The steering axle housing (14) has a wheel axle disc (17) fixed to its outer side.

5. A steering drive axle with an angle sensor according to claim 1, characterized in that: The angle sensor (2) includes a sensor body (21), and a wire (22) is mounted on the outside of the sensor body (21).

6. A steering drive axle with an angle sensor according to claim 5, characterized in that: The protective shell (3) includes a shell (31), the outer side of which is integrally formed with a gate-shaped groove (33), and the inner side of the gate-shaped groove (33) is tightly fitted with a sealing block (34), which is wrapped around the outside of the wire (22).

7. A steering drive axle with an angle sensor according to claim 6, characterized in that: The top of the closed block (34) is provided with a groove (36).

8. A steering drive axle with an angle sensor according to claim 6, characterized in that: The outer side of the closed block (34) is provided with a follower head (35), and the outer side of the follower head (35) is provided with an outwardly extending support plate.

9. A steering drive axle with an angle sensor according to claim 1, characterized in that: The bottom end of the corrugated pipe (43) is welded and fixed to the heat collection shell (42), and the top end of the corrugated pipe (43) is integrally formed with a connector (44), and the top end of the connector (44) is welded and fixed to the heat dissipation shell (45).

10. A steering drive axle with an angle sensor according to claim 5, characterized in that: The heat dissipation shell (45), the corrugated pipe (43), and the heat collection shell (42) are provided with a return flow channel inside.

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