A reinforced front unitized steering drive axle assembly for a hard off-road vehicle

Abstract

The utility model discloses a kind of front integral type steering drive axle assembly of hard off-road vehicle reinforced type suitable for, it belongs to automobile mechanism technical field.It mainly includes front axle housing assembly, main reducer assembly, the front axle housing assembly intermediate partial side is fixedly connected with main reducer assembly, the front axle housing assembly both ends are fixedly connected with knuckle fork, the upper ball pin and lower ball pin are respectively fixedly connected with the upper and lower ends of knuckle fork, the knuckle is rotatably connected on the upper ball pin and lower ball pin, the wheel hub bearing unit is fixedly connected on the knuckle, the wheel hub bearing unit one side is fixedly connected with brake disc, brake caliper is further provided on the knuckle of fixed in brake disc left and right sides.The utility model is more larger than the bending section modulus of the circular cross section axle housing commonly used at present, and it is more higher in rigidity, can withstand greater impact load under high-speed limit flying conditions such as hill, avoid deformation.

Description

Technical Field

[0001] This utility model belongs to the field of automotive mechanism technology, and more specifically, it relates to a reinforced front integral steering drive axle assembly suitable for hardcore off-road vehicles. Background Technology

[0002] Existing solid front steering drive axle assemblies for hardcore off-road vehicles suffer from three core technical problems in practical applications: Insufficient axle housing rigidity: Current mainstream axle housing structures are divided into three-section welded structures and solid sheet stamped and welded structures. Three-section welded structures have numerous welds and poor quality consistency, making them prone to breakage under off-road impacts. While solid sheet stamped and welded structures reduce welds, they still pose a risk of axle housing deformation under extreme conditions such as high-speed hill climbing and jumps, or after user modifications to increase the wheelbase, leading to deterioration of four-wheel alignment parameters and affecting overall vehicle handling stability. Weak impact resistance of the main reducer gears: The existing front axle main reducer driven gears have a diameter of approximately 205mm, which only meets the needs of conventional hill climbing conditions. When users modify to larger tires, the load on the main reducer gears increases significantly. When climbing uneven, steep slopes, the front wheel bounce can easily cause a huge impact on the gears, leading to breakage of both the main and driven gears. Drive half-shaft oil seal is prone to oil leakage: The existing oil seal structure has insufficient follow-up. Under extreme off-road conditions, the relative displacement between the drive half-shaft and the axle housing increases, the sealing performance of the oil seal decreases, and oil leakage is prone to occur. At the same time, sand and mud in environments such as deserts and Gobi can easily invade the oil seal, further reducing the reliability of the seal.

[0003] To address the aforementioned technical problems, this application proposes a solution. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a reinforced front integral steering drive axle assembly suitable for hardcore off-road vehicles, which increases the vertical bending section coefficient of the front axle housing and greatly improves the overall rigidity of the front axle.

[0005] The aforementioned reinforced front integral steering drive axle assembly suitable for hardcore off-road vehicles includes a front axle housing assembly and a main reducer assembly. The front axle housing assembly is fixedly connected to the main reducer assembly on one side of its middle. Steering knuckle forks are fixedly connected to both ends of the front axle housing assembly. Upper and lower ball joints are fixedly connected to the upper and lower ends of the steering knuckle forks, respectively. Steering knuckles are rotatably connected to the upper and lower ball joints. A wheel hub bearing unit is fixedly connected to the steering knuckle. A brake disc is fixedly connected to one side of the wheel hub bearing unit. Brake calipers are also fixed to the steering knuckle on both sides of the brake disc.

[0006] Preferably, the front axle housing assembly has a left constant velocity drive half shaft and a right constant velocity drive half shaft rotatably connected inside. The left and right constant velocity drive half shafts are located at one end of the steering knuckle fork and are respectively fixed to the left and right wheel hub bearing units by splines. The connection between the left and right constant velocity drive half shafts and the steering knuckle fork is sealed with a half shaft oil seal, and the outer edge of the half shaft oil seal is sealed to the steering knuckle fork.

[0007] Preferably, the half-shaft oil seal is mainly composed of a rotary sealing lip, a rotary sealing lip skeleton, a fixed sealing lip, a spring, a small skeleton, a fixed sealing lip skeleton, and a dustproof sealing skeleton. The rotary sealing lip has a rubber protrusion that serves to prevent oil leakage. The fixed sealing lip has a gooseneck-shaped protrusion in the middle. Two dustproof side lips are fixedly connected to the rotary sealing lip. The dustproof sealing skeleton abuts against the dustproof side lips.

[0008] Preferably, the left constant velocity drive half shaft and the right constant velocity drive half shaft are fixedly connected to the brake disc at both ends of the steering knuckle fork, and dust covers are nested and connected to the outer side of the middle part of the steering knuckle fork.

[0009] Preferably, the main reducer assembly includes a half-shaft gear meshing with the left and right constant velocity drive half-shafts and a driven gear fixed to the outside of the half-shaft gear. The driven gear meshes with the main reducer assembly's drive gear on one side. A main gear outer bearing is fixedly connected to the outer side of one end of the main reducer assembly's drive gear. The main gear outer bearing is fixedly connected to the housing. Differential bearings are fixedly connected to both sides of the main reducer assembly near the front axle housing assembly. The interior of the two differential bearings is fixedly connected to the main reducer housing at one end of the left and right constant velocity drive half-shafts located inside the front axle housing assembly.

[0010] Preferably, the front axle housing assembly mainly includes an upper axle housing body and a lower axle housing body, which are connected together by welding. The upper axle housing body has a left upper control arm bracket and a right upper control arm bracket, a left spring seat and a right spring seat fixedly connected sequentially to the upper part of both ends of the main reducer assembly. The left front axle housing assembly on the side of the left spring seat has a left lower control arm bracket and a left shock absorber bracket fixedly connected to it. The right front axle housing assembly on the side of the right spring seat has a right lower control arm bracket and a right shock absorber bracket fixedly connected to it. A lateral thrust bracket is fixedly connected to the rear part of the right shock absorber bracket of the front axle housing assembly. A steering shock absorber bracket is fixedly connected to the right upper control arm bracket near the main reducer assembly. A rear cover is fixedly connected to the front axle housing assembly opposite to the main reducer assembly.

[0011] Preferably, the upper and lower sections of the bridge housing are integrally stamped from steel plates.

[0012] Compared with the prior art, the beneficial effects of this utility model are: 1. The front axle housing adopts an upper and lower shell stamping and welding assembly. This process requires the selection of high-strength frame steel plates. The stamped upper and lower shells are welded to form a rectangular cross-section front axle housing assembly. This rectangular cross-section axle housing is not only simple to manufacture, but also has a larger bending section modulus and higher rigidity than the currently commonly used circular cross-section axle housing. It can withstand greater impact loads and avoid deformation under conditions such as high-speed rampage and extreme flight.

[0013] 2. The front axle uses a main reducer assembly with a larger diameter gear. The diameter of the gear is increased by 10mm, which improves the strength of the main and driven gears. It can withstand the great impact of the front wheel bouncing on the gears when going uphill on uneven roads, and avoids the problem of breakage of the main and driven gears.

[0014] 3. The drive half-shaft oil seal box type with large follow-up capacity oil seal increases the follow-up of the oil seal when the half-shaft swings under extreme off-road conditions such as leaps, and improves the oil seal's anti-leakage performance. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the overall structure of the front axle assembly in this utility model; Figure 3 Cross-sectional view of the internal structure of the main reducer assembly; Figure 4 This is a cross-sectional view of the half-shaft oil seal.

[0016] In the diagram: 1. Front axle housing assembly; 2. Main reducer assembly; 3. Half-shaft oil seal; 4. Left constant velocity drive half-shaft; 5. Right constant velocity drive half-shaft; 6. Upper ball joint; 7. Dust boot; 8. Steering knuckle; 9. Lower ball joint; 10. Wheel hub bearing unit; 11. Brake disc; 12. Brake caliper; 14. Upper axle housing body; 15. Lower axle housing body; 17. Rear cover; 18. Steering knuckle fork; 19. Left spring seat; 20. Right spring seat; 21. Upper control arm left bracket; 22. Upper control arm right bracket; 23. Lower control arm. 24. Left support bracket; 25. Right support bracket for lower control arm; 26. Lateral thrust support bracket; 27. Left support bracket for shock absorber; 28. Right support bracket for shock absorber; 29. ​​Steering shock absorber support bracket; 30. Driven gear for main reducer assembly; 31. Driven gear; 32. External bearing for main gear; 33. Differential bearing; 34. Rotary sealing lip; 35. Rotary sealing lip skeleton; 36. Fixed sealing lip; 37. Spring; 38. Small skeleton; 39. Fixed sealing lip skeleton; 40. Dustproof sealing skeleton; 41. Dustproof side lip; 42. Half-shaft gear. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings: The directional terms used in the detailed description paragraphs are only for the convenience of those skilled in the art to understand the technical solutions described in this application based on the visual orientation shown in the accompanying drawings. Unless otherwise expressly specified and limited, the terms "setting," "installation," "connection," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0018] like Figures 1 to 4 As shown, 1. A reinforced front integral steering drive axle assembly suitable for hardcore off-road vehicles, comprising a front axle housing assembly 1 and a main reducer assembly 2. The front axle housing assembly 1 is fixedly connected to the main reducer assembly 2 on one side of its middle. Steering knuckle forks 18 are fixedly connected to both ends of the front axle housing assembly 1. Upper ball pins 6 and lower ball pins 9 are fixedly connected to the upper and lower ends of the steering knuckle forks 18, respectively. Steering knuckles 8 are rotatably connected to the upper ball pins 6 and lower ball pins 9. A wheel hub bearing unit 10 is fixedly connected to the steering knuckle 8. A brake disc 11 is fixedly connected to one side of the wheel hub bearing unit 10. Brake calipers 12 fixed to the steering knuckle 8 are also provided on the left and right sides of the brake disc 11. The front axle housing assembly 1 is internally connected to a left constant velocity drive half shaft 4 and a right constant velocity drive half shaft 5. The left constant velocity drive half shaft 4 and the right constant velocity drive half shaft 5 are located at one end of the steering knuckle fork 18 and are respectively fixed to the left and right wheel hub bearing units 10 by splines. The connection between the left constant velocity drive half shaft 4 and the right constant velocity drive half shaft 5 and the steering knuckle fork 18 is sealed with a half shaft oil seal 3, and the outer edge of the half shaft oil seal is sealed with the steering knuckle fork 18.

[0019] like Figure 4 As shown, the half-shaft oil seal 3 mainly consists of a rotary sealing lip 33, a rotary sealing lip skeleton 34, a fixed sealing lip 35, a spring 36, a small skeleton 37, a fixed sealing lip skeleton 38, and a dustproof sealing skeleton 39. The rotary sealing lip 33 has three rubber protrusions that prevent oil leakage. The fixed sealing lip 35 has a gooseneck-shaped protrusion in the middle. Under extreme off-road conditions, when the front axle housing is subjected to significant impact deformation and there is a large relative displacement between the drive half-shaft and the front axle housing, it ensures effective sealing and guarantees the oil seal's responsiveness under half-shaft oscillation conditions such as jumps, thus improving the oil seal's leak-proof performance. Two dustproof side lips 41 are fixedly connected to the rotary sealing lip 33, serving a dustproof function and improving the ability to prevent sand and mud in off-road environments such as deserts, Gobi, and water crossings. The dustproof sealing skeleton 39 abuts against the dustproof side lips 41. The left constant velocity drive half shaft 4 and the right constant velocity drive half shaft 5 are located at both ends of the steering knuckle fork 18 and are fixedly connected to the brake disc 11. The left constant velocity drive half shaft 4 and the right constant velocity drive half shaft 5 are nested and connected to the outer side of the middle part of the steering knuckle fork 18 with bushings 7.

[0020] The main reducer assembly 2 includes a half-shaft gear 42 that meshes with the left constant velocity drive half-shaft 4 and the right constant velocity drive half-shaft 5, and a driven gear 30 fixed on the outside of the half-shaft gear 402. The driven gear 30 meshes with the main reducer assembly drive gear 29 on one side. A main gear outer bearing 31 is fixedly connected to the outer side of one end of the main reducer assembly drive gear 29. The main gear outer bearing 31 is fixedly connected to the housing. Differential bearings 32 are fixedly connected to both sides of the main reducer assembly 2 near the front axle housing assembly 1. The interior of the two differential bearings 32 is fixedly connected to the main reducer housing at one end of the left constant velocity drive half-shaft 4 and the right constant velocity drive half-shaft 5 inside the front axle housing assembly 1, respectively. The main reducer assembly uses equal-height teeth for the drive gear 29 and driven gear 30. The diameter of the driven gear is increased by 11mm compared to existing products, which improves the strength of the drive and driven gears. The specifications of the main gear outer bearing 31 and the differential bearing 32 are enlarged, which not only improves the service life of the bearings, but also improves the support rigidity of the drive and driven gears, improves the matching accuracy of the drive and driven gears, improves the gear life, and reduces the noise of the front axle.

[0021] like Figure 2 As shown, the front axle housing assembly 1 mainly includes an upper axle housing body 14 and a lower axle housing body 15. The upper axle housing body 14 and the lower axle housing body 15 are connected together by welding. The upper axle housing body 14 is located at the upper part of both ends of the main reducer assembly 2 and is sequentially fixedly connected to the upper control arm left bracket 21 and the upper control arm right bracket 22, the left spring seat 19 and the right spring seat 20. The lower control arm left bracket 23 and the shock absorber left bracket 26 are fixedly connected to the front axle housing assembly 1 on the side of the left spring seat 19. The lower control arm right bracket 24 and the shock absorber right bracket 27 are fixedly connected to the front axle housing assembly 1 on the side of the right spring seat 20. The lateral thrust bracket 25 is fixedly connected to the front axle housing assembly 1 at the rear of the shock absorber right bracket 27. The steering shock absorber bracket 28 is fixedly connected to the side of the upper control arm right bracket 22 near the main reducer assembly 2. The rear cover 17 is fixedly connected to the front axle housing assembly 1 opposite to the main reducer assembly 2. The front axle housing welded assembly is matched with a five-link non-independent suspension. It is mainly welded from the upper axle housing body 14, lower axle housing body 15, rear cover 17, steering knuckle fork 18, left spring seat 19, right spring seat 20, upper control arm left bracket 21, upper control arm right bracket 22, lower control arm left bracket 23, lower control arm right bracket 24, lateral thrust rod bracket 25, shock absorber left bracket 26, shock absorber right bracket 27, and steering shock absorber bracket 28. The upper axle housing body 14, lower axle housing body 15, rear cover 17, and steering knuckle fork 18 form a rectangular cross-section axle housing assembly, which has a higher bending section modulus than the commonly used round tubular axle housing. It features high rigidity and strength, and low deformation, making it particularly suitable for use in hardcore off-road vehicles under extreme conditions such as hill climbing and high-altitude driving. The upper axle housing body 14 and lower axle housing body 15 are formed by integral stamping of steel plates.

[0022] Finally, although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. 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 reinforced front integral steering drive axle assembly suitable for hardcore off-road vehicles, comprising a front axle housing assembly (1) and a main reducer assembly (2), characterized in that: The front axle housing assembly (1) is fixedly connected to the main reducer assembly (2) on one side of the middle. Steering knuckle forks (18) are fixedly connected to both ends of the front axle housing assembly (1). Upper ball pins (6) and lower ball pins (9) are fixedly connected to the upper and lower ends of the steering knuckle forks (18), respectively. Steering knuckles (8) are rotatably connected to the upper ball pins (6) and lower ball pins (9). A wheel hub bearing unit (10) is fixedly connected to the steering knuckle (8). A brake disc (11) is fixedly connected to one side of the wheel hub bearing unit (10). Brake calipers (12) are also fixed on the steering knuckle (8) on both sides of the brake disc (11).

2. The reinforced front integral steering drive axle assembly for rugged off-road vehicles according to claim 1, characterized in that: The front axle housing assembly (1) is internally connected to a left constant velocity drive half shaft (4) and a right constant velocity drive half shaft (5). The left constant velocity drive half shaft (4) and the right constant velocity drive half shaft (5) are located at one end of the steering knuckle fork (18) and are respectively fixed to the left and right wheel hub bearing units (10) by splines. The left constant velocity drive half shaft (4) and the right constant velocity drive half shaft (5) are sealed with half shaft oil seals (3) at the connection between them and the steering knuckle fork (18). The outer edge of the half shaft oil seal is sealed with the steering knuckle fork (18).

3. The reinforced front integral steering drive axle assembly for rugged off-road vehicles according to claim 2, characterized in that: The half-shaft oil seal (3) is mainly composed of a rotating sealing lip (33), a rotating sealing lip skeleton (34), a fixed sealing lip (35), a spring (36), a small skeleton (37), a fixed sealing lip skeleton (38), and a dustproof sealing skeleton (39). The rotating sealing lip (33) has three rubber protrusions that serve as oil preventers. The fixed sealing lip (35) has a gooseneck-shaped protrusion in the middle. Two dustproof side lips (41) are fixedly connected to the rotating sealing lip (33). The dustproof sealing skeleton (39) abuts against the dustproof side lips (41).

4. The reinforced front integral steering drive axle assembly for rugged off-road vehicles according to claim 2, characterized in that: The left constant velocity drive half shaft (4) and the right constant velocity drive half shaft (5) are located at both ends of the steering knuckle fork (18) and are fixedly connected to the brake disc (11). The left constant velocity drive half shaft (4) and the right constant velocity drive half shaft (5) are located on the outer side of the middle part of the steering knuckle fork (18) and are nested with dust covers (7).

5. A reinforced front integral steering drive axle assembly for rugged off-road vehicles according to claim 2, characterized in that: The main reducer assembly (2) includes a half-shaft gear (42) that meshes with the left constant velocity drive half-shaft (4) and the right constant velocity drive half-shaft (5) and a driven gear (30) fixed on the outside of the half-shaft gear (42). The driven gear (30) meshes with the main reducer assembly drive gear (29) on one side. A main gear outer bearing (31) is fixedly connected to the outer side of one end of the main reducer assembly drive gear (29). The main gear outer bearing (31) is fixedly connected to the housing. Differential bearings (32) are fixedly connected to both sides of the main reducer assembly (2) near the front axle housing assembly (1). The interior of the two differential bearings (32) is fixedly connected to the main reducer housing at one end of the left constant velocity drive half-shaft (4) and the right constant velocity drive half-shaft (5) inside the front axle housing assembly (1).

6. The reinforced front integral steering drive axle assembly for rugged off-road vehicles according to claim 1, characterized in that: The front axle housing assembly (1) mainly includes an upper axle housing body (14) and a lower axle housing body (15). The upper axle housing body (14) and the lower axle housing body (15) are connected together by welding. The upper axle housing body (14) is located at the upper part of both ends of the main reducer assembly (2) and is sequentially fixedly connected to the left upper control arm bracket (21), the right upper control arm bracket (22), the left spring seat (19), and the right spring seat (20). The left lower control arm bracket is fixedly connected to the front axle housing assembly (1) on the side of the left spring seat (19). (23) and the left support bracket (26) of the shock absorber, the right support bracket (24) of the lower control arm and the right support bracket (27) of the shock absorber are fixedly connected to the front axle housing assembly (1) on the side of the right spring seat (20), the rear part of the front axle housing assembly (1) of the shock absorber right support bracket (27) is fixedly connected to the lateral thrust bracket (25), the right support bracket (22) of the upper control arm is fixedly connected to the steering shock absorber bracket (28) on the side near the main reducer assembly 2, and the front axle housing assembly (1) is fixedly connected to the rear cover (17) opposite to the main reducer assembly (2).

7. A reinforced front integral steering drive axle assembly for rugged off-road vehicles according to claim 6, characterized in that: The upper part (14) and the lower part (15) of the bridge shell body are integrally stamped from steel plates.

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