CN220374197U - Integral front axle and vehicle with same - Google Patents

Abstract

The utility model provides an integral front axle and have its vehicle, this front axle includes bridge package, the bridge pipe, kingpin connection structure and embraces the locking structure, kingpin connection structure detachably sets up on the tip of bridge pipe, all be provided with first regulation structure on bridge pipe and kingpin connection structure, be provided with the second regulation structure on embracing the locking structure, second regulation structure combines with the first regulation structure on bridge pipe and kingpin connection structure, prevent kingpin connection structure and rotate around self axis for the bridge pipe, first regulation structure has different combination gesture with second regulation structure, so that kingpin connection structure has different installation angles with the stationary part on the bridge pipe; when the locking structure is connected with the bridge pipe and the master pin connecting structure, the locking structure prevents the bridge pipe and the master pin connecting structure from being separated. The integral front axle can very conveniently and independently adjust the caster angles of the kingpins at two sides of the vehicle and the included angles between the kingpin connecting structure and the transmission shaft on the premise of ensuring the supporting strength.

Description

Integral front axle and vehicles having the same

Technical field

The utility model relates to the field of automobile structures, in particular to an integral front axle and a vehicle having the same.

Background technique

Since the launch of the first hard-core off-road vehicle model, the appearance, interior, four-wheel drive technology, and power system of hard-core off-road vehicles have made great progress. However, the integrated front axle system, which is the core of the chassis, has not been substantially improved.

In the past 25 years, global sales of hard-core off-road vehicles have exceeded 30 million, and consumers' demand for customization and modification of such models is also increasing day by day. It has become the most common customization method in the industry for OEMs, modification factories, and modification shops to increase the tire size, replace or enhance the suspension system to raise the car body, increase passability, and make the overall appearance of the vehicle more outstanding. However, the rise of the vehicle chassis also brings the following problems that obviously affect the driving experience of the vehicle, and also seriously threaten the safety of the people on the vehicle:

1. After the vehicle chassis is raised, due to the change in the installation position of the integrated front axle, the conventional angle between the front drive shaft and the front axle package becomes larger, causing the U-shaped joint of the drive shaft to vibrate, thereby damaging the U-shaped joint and seal. parts, greatly increasing the probability of abnormal damage to the drive shaft; at the same time, obvious chassis resonance is generated due to the distortion of these parts during vehicle operation;

2. After the vehicle chassis is raised, due to the change in the installation position of the integrated front axle, the kingpin caster angle of the kingpin connection structures on both sides of the front axle, such as the horns, becomes smaller at the same time. As a result, when the vehicle is traveling in a straight line, the front axle will occur. The wheel oscillates, the steering wheel swings erratically, the ability to automatically correct the direction after steering becomes weak, the driver loses road feel, and has no confidence in the vehicle's control even when driving on regular roads;

3. The increase or wear of the tires, the left-right imbalance of the suspension system, and other factors combined to cause the vehicle to deviate, even left and right; although, the kingpin caster angle of the kingpin connection structure on one side can be adjusted individually and appropriately. Fundamentally solve the problem of driving deviation. However, all current integrated front axles have the kingpin connection structure welded and fixed to the axle tube before leaving the factory. Therefore, the kingpin caster angle cannot be adjusted independently.

4. In order to alleviate the vehicle deviation symptoms described in 3 above, technicians often adjust the wheelbase on one side by changing the length of the chassis control arm. However, this method not only cannot fundamentally solve the problem of deviation, but also because the different wheelbases on both sides no longer form a square rectangle as when the vehicle leaves the factory, causing the vehicle to feel distorted when cornering; during driving, both sides The tires also make snake-like movements due to the inconsistent wheelbase, and the driver's intuitive feeling is that the chassis is loose and loose.

The fundamental reason why the above problems cannot be solved is the structural defect common to all integrated front axles currently on the market: the caster angle of the kingpin on both sides of the vehicle and the angle between the kingpin connection structure and the transmission shaft cannot be independently adjusted. Consumers can only bear the various vehicle control problems and major safety hazards it brings; and all the OEMs, modification factories, and modification shops can do is spend a lot of labor and time costs to continuously debug the vehicles, but with little effect. This in turn leads to low customer satisfaction.

Utility model content

In order to solve the above four problems at the same time, the present utility model provides an integrated front axle and a vehicle equipped with the same. The kingpin connection structure can more conveniently support the vehicle on the premise of ensuring the support strength of the integrated front axle. The caster angle of the kingpin and the angle between the kingpin connection structure and the transmission shaft are adjusted independently.

The utility model provides an integrated front axle, which includes a bridge package, a bridge tube arranged on both sides of the bridge package, a kingpin located at an end of the bridge tube away from the bridge package, and used to connect the kingpin. Connection structure and locking structure, the main pin connection structure is detachably provided on the end of the bridge tube, and a first adjustment structure is provided on both the bridge tube and the main pin connection structure. The lock structure is provided with a second adjustment structure, and the bridge tube and the main pin connection structure are connected to the lock structure, so that the second adjustment structure is connected with the bridge tube and the king pin. The first adjustment structure on the connection structure is combined to prevent the main pin connection structure from rotating about its own axis relative to the bridge tube. The first adjustment structure and the second adjustment structure have different combination postures, so that the The main pin connection structure and the stationary component on the bridge tube have different installation angles; when the locking structure is connected to the bridge tube and the main pin connection structure, the locking structure prevents the bridge from The tube and the kingpin connection structure are separated.

Further, the first adjustment structure is a convex part and/or a recessed part, and the second adjustment structure is a recessed part and/or a convex part adapted to the first adjustment structure.

Further, the first adjustment structure and the second adjustment structure are both matching gear teeth, or both are matching splines.

Further, the bridge tube is provided with a protruding portion extending in a direction perpendicular to the axis of the bridge tube, and the first adjustment structure of the bridge tube is located on an end surface of the protruding portion away from one end of the bridge tube. superior.

Further, the first adjustment structure on the main pin connection structure is disposed on the outer peripheral surface of one end of the main pin connection structure facing the bridge tube, the locking structure is annular, and the second adjustment structure Disposed on the inner side of the annular locking structure, when the locking structure is combined with the bridge tube and the main pin connection structure, the second adjustment structure is simultaneously sleeved on the bridge tube and the main pin connection structure. The main pin connection structure is outside the first adjustment structure.

Further, a groove is formed on the side of the main pin connection structure, the groove faces the inner wall of one side of the bridge tube, and the protruding portion on the bridge tube is engaged with the two said bridge tubes. between cards.

Further, the locking structure includes a holding plate and a pressing plate. The holding plate is arranged around the main pin structure and the bridge tube. The clamping plates are arranged on both ends of the holding plate so that An accommodation space is formed in the middle of the holding plate, the pressure plate is arranged in the accommodation space, and the second adjustment structure is formed on the side of the pressure plate facing the main pin connection structure and the bridge tube. .

Furthermore, there are a plurality of holding plates. Each of the holding plates is arc-shaped when viewed along the axis of the bridge tube. The plurality of holding plates are combined into a ring shape to be sleeved on the main pin connection. In addition to the structure and the bridge tube, two adjacent holding plates are connected through connecting pieces.

Further, an extension tube is formed on the bridge tube on the side of the protruding portion facing the main pin connection structure. When the main pin connection structure is combined with the bridge tube, the extension tube extends into the kingpin connection structure.

A vehicle includes the above-mentioned integrated front axle.

To sum up, in the present utility model, the main pin connection structure is detachably provided at the end of the bridge tube through a locking structure. In a fixed state, the locking structure prevents the bridge tube and the main pin connection structure from rotating relative to each other, and Prevent the bridge tube from being separated from the main pin connection structure; when adjusting, the first adjustment structure and the second adjustment structure have different combination postures, so that the main pin connection structure and the stationary components on the bridge tube have different installation angles. On the premise of ensuring the support strength of the integrated front axle, this kingpin connection structure can very conveniently independently adjust the caster angle of the kingpin on both sides of the vehicle and the angle between the kingpin connection structure and the transmission shaft; at the same time, it can This allows the installation points of all components on the bridge tube to still maintain their original angles, without introducing variables that affect the chassis wheelbase, directional accuracy, and suspension height.

The above description is only an overview of the technical solution of the present utility model. In order to understand the technical means of the present utility model more clearly, it can be implemented according to the content of the specification, and in order to make the above and other objects, features and advantages of the present utility model more clear. It is obvious and easy to understand. Hereinafter, the preferred embodiments are cited in detail along with the accompanying drawings.

Description of the drawings

Figure 1 is a schematic structural diagram of the shaft side of the integrated front axle in the embodiment of the present invention.

Figure 2 shows an exploded structural diagram of the integrated front axle in Figure 1.

Figure 3 shows a schematic front view of the integrated front axle in Figure 1.

Figure 4 shows a schematic cross-sectional structural diagram along the IV-IV direction in Figure 3.

Figure 5 shows a schematic diagram of the shaft side structure after part of the holding plate and pressure plate are separated from the main pin connection structure.

Figure 6 shows a schematic structural diagram of the combination of the locking structure and the main pin connection structure.

Figure 7 shows a schematic diagram of the shaft side structure of the main pin connection structure.

Figure 8 shows a schematic structural diagram of the shaft side of the locking structure.

Figure 9 shows an exploded structural diagram of the lock structure.

Detailed ways

In order to further elaborate on the technical means and effects adopted by the present utility model to achieve the intended utility model purpose, a detailed description is given below with reference to the accompanying drawings and preferred embodiments.

The utility model provides an integral front axle and a vehicle having the same. On the premise of ensuring the support strength of the integral front axle, the kingpin connection structure can more conveniently adjust the vehicle's kingpin caster angle and kingpin connection structure and The angle between the drive shafts is adjusted independently.

Figure 1 is a schematic structural diagram of the shaft side of the integrated front axle in the embodiment of the present invention. Figure 2 is an exploded structural diagram of the integrated front axle in Figure 1. Figure 3 is a schematic diagram of the integrated front axle in Figure 1. The front structural diagram of the A schematic diagram of the structure when the lock structure is combined with the main pin connection structure. Figure 7 shows a schematic structural diagram of the main pin connection structure on the shaft side. Figure 8 shows a schematic diagram of the shaft side structure of the lock structure. Figure 9 shows a schematic diagram of the lock structure. Exploded structural diagram of the structure.

As shown in Figures 1 to 9, the integrated front axle package 10 provided by the embodiment of the present invention includes an axle package 10, which is connected to both sides of the axle package 10, and has an axle tube 20 for the axle shaft to pass through. One end of the tube 20 is away from the bridge package 10 and is used to connect the main pin connection structure 30 and the locking structure 40 of the main pin (not shown). The main pin connection structure 30 is detachably disposed on the end of the bridge tube 20 . A first adjustment structure 51 is provided on the bridge tube 20 and the kingpin connection structure 30 , and a second adjustment structure 52 is provided on the locking structure 40 . The bridge tube 20 and the kingpin connection structure 30 are both connected to the locking structure 40 , so that the second adjustment structure 52 is combined with the first adjustment structure 51 on the bridge tube 20 and the main pin connection structure 30 to prevent the main pin connection structure 30 from rotating around its own axis relative to the bridge tube 20 . The first adjustment structure 51 and the second adjustment structure 52 have different combination postures, so that the main pin connection structure 30 and the stationary component on the bridge tube 20 have different installation angles. When the locking structure 40 is connected to the bridge tube 20 and the main pin connection structure 30, the locking structure 40 prevents the bridge tube 20 and the main pin connection structure 30 from being separated.

In this embodiment, the kingpin connection structure 30, such as a goat's horn, is detachably disposed at the end of the bridge tube 20 through the locking structure 40. In a fixed state, the locking structure 40 prevents the bridge tube 20 from being connected to the kingpin connection structure. 30 relative rotation, and prevent the bridge tube 20 from being separated from the main pin connection structure 30; during adjustment, the combination state between the first adjustment structure 51 and the second adjustment structure 52 can be changed to change the main pin connection structure 30 and the bridge. The installation angle between the tubes 20 realizes the adjustment of the kingpin caster angle. Since the rotation direction of the kingpin connection structure 30 around the axis of the half-shaft through hole 31 can be to the side where the front of the vehicle is located, or to the side where the rear of the vehicle is, therefore, no matter which side of the vehicle the kingpin is, The caster angle needs to be adjusted, which can be achieved by adjusting the side where the kingpin connection structure 30 is located. That is to say, the purpose of this application can be accomplished by arranging the above-mentioned main pin connection structure 30 and the locking structure 40 on the bridge tube 20 on one side. It can be understood that in this application, the bridge tubes 20 on both sides can adopt the relevant structures of this application. Furthermore, since the main pin connection structure 30 is separated from the bridge tube 20, the integrity of the bridge tube 20 is ensured, and the installation points of various components of the bridge tube 20, such as the support points of the shock absorber and the connection points of the tie rods, are ensured. etc., can be arranged on the complete bridge tube 20, which can improve the strength of the front axle. Therefore, on the premise of ensuring the support strength of the integrated front axle, the kingpin connection structure 30 structure can very conveniently independently adjust the caster angle of the kingpin on both sides of the vehicle and the angle between the kingpin connection structure 30 and the transmission shaft. At the same time, the installation points of all components on the bridge tube 20 can still maintain the original angles, without introducing variables that affect the chassis wheelbase, direction accuracy, and suspension height.

Please continue to refer to Figures 1 to 5. In this embodiment, the bridge tube 20 is provided with a protruding portion 21 extending in a direction perpendicular to its own axis. The first adjustment structure on the bridge tube 20 is located away from the protruding portion 21. The end surface of one end of the bridge tube 20. Preferably, the protruding portion 21 is annular and is arranged around the outside of the bridge tube 20 .

The first adjustment structure 51 on the main pin connection structure 30 is disposed on the outer peripheral surface of the main pin connection structure 30 facing the bridge tube 20 .

The locking structure 40 is annular, and its second adjustment structure 52 is disposed on the inner side of the annular shape.

When the locking structure 40 is combined with the bridge tube 20 and the main pin connection structure 30 , the second adjustment structure 52 is simultaneously sleeved on the outside of the first adjustment structure 51 of the bridge tube 20 and the main pin connection structure 30 .

In order to meet the need for position adjustment, at least one of the two first adjustment structures 51 on the bridge tube 20 and the main pin connection structure 30 is arranged in an annular shape. Preferably, the first adjustment structure 51 on the bridge tube 20 is disposed on the outer peripheral surface of the protruding portion 21 along the circumferential direction of the bridge tube 20 . The first adjustment structure 51 on the kingpin connection structure 30 can be arranged according to the structural characteristics of the kingpin connection structure 30 itself. In this embodiment, it can be only one arc segment.

Further, the first adjustment structure 51 may be a convex part and/or a recessed part, and the second adjustment structure 52 may be a recessed part and/or a convex part that matches the first adjustment structure 51 .

Preferably, the first adjustment structure 51 and the second adjustment structure 52 are both matching gear teeth, that is, the protruding portion can be the gear tooth itself, and the recessed portion is formed between the two gear teeth. Both the first adjustment structure 51 and the second adjustment structure 52 may have protrusions and recesses at the same time. Through the meshing of a plurality of gear teeth, the positions of the bridge tube 20 and the main pin connection structure 30 are fixed in the circumferential direction of the bridge tube 20 through the locking structure 40 . Through the combination of different gear teeth, the first adjustment structure 51 and the second adjustment structure 52 can have different combination postures, so that the main pin connection structure 30 and the stationary components on the bridge tube 20 have different installations. angle.

In other embodiments, the first adjustment structure 51 and the second adjustment structure 52 may also be matching splines.

In order to enable the second adjustment structure 52 of the locking structure 40 to be combined with the first adjustment structure 51 of the bridge tube 20 and the main pin connection structure 30 at the same time, when the locking structure 40 is disposed outside the bridge tube 20 and the main pin connection structure 30, The second adjustment structure 52 is in contact with at least part of the first adjustment structure 51 of the bridge tube 20 and part of the first adjustment structure 51 of the main pin connection structure 30 .

Please continue to refer to Figures 2, 4, 5 to 8. In this embodiment, along the extension direction of the axis of the bridge tube 20, clamping plates 41 are formed at both ends of the locking structure 40. When the locking structure 40 When disposed on the bridge tube 20 and the main pin connection structure 30, at least part of the bridge tube 20 and part of the main pin connection structure 30 are sandwiched between the two clamping plates 41, so that the locking structure 40 prevents the bridge tube 20 from connecting with the main pin. The pin connection structure 30 is separated.

Preferably, a groove 32 is formed on the side of the main pin connection structure 30 , the groove 32 faces the side wall of the bridge tube 20 , and the protruding portion 21 is engaged between the two clamping plates 41 . That is, one of the clamping plates 41 extends into the groove 32 , and the other clamping plate 41 is located on the side of the protruding portion 21 away from the main pin connection structure 30 .

It can be understood that in other embodiments, the clamping plate 41 on the side facing the main pin connection structure 30 can also be directly engaged with the end surface of the main pin connection structure 30 away from the bridge tube 20 . The other clamping plate 41 is still located on the side of the protruding portion 21 away from the main pin connecting structure 30 .

Further, please continue to refer to Figures 6, 8 and 9. The locking structure 40 includes a holding plate 42 and a pressing plate 43. The holding plate 42 is arranged around the main pin connection structure 30 and the bridge tube 20. The above-mentioned clamping plate 41 They are arranged on both ends of the holding plate 42 so that an accommodation space is formed in the middle of the holding plate 42 . The above-mentioned pressure plate 43 is arranged in the accommodation space to limit its movement in the axial direction of the bridge tube 20 . The above-mentioned second adjustment structure 52 is formed on the side of the pressure plate 43 facing the main pin connection structure 30 and the bridge tube 20 . The holding plate 42 presses the pressing plate 43 on the bridge tube 20 and the first adjustment structure 51 of the main pin connection structure 30 .

Furthermore, there may be multiple holding plates 42 , such as two. Each holding plate 42 is arc-shaped when viewed along the axis direction of the bridge tube 20 . The plurality of holding plates 42 are combined into an annular shape to be sleeved on the main pin connection. Outside the structure 30 and the bridge tube 20 . Two adjacent holding plates 42 are connected through connecting parts, such as bolts and nuts. By dividing the holding plate 42 into multiple parts, the installation and disassembly of the entire structure is facilitated.

Further, please continue to refer to FIGS. 2 and 4 . On the side of the protruding portion 21 facing the main pin connection structure 30 , an extension tube 22 is also formed on the bridge tube 20 . When the main pin connection structure 30 is combined with the bridge tube 20 , The extension tube 22 can extend into the half-shaft penetration hole 31 of the king pin connection structure 30 to improve the stability of the combination between the two.

In other embodiments, the extension tube 22 may also be formed on the main pin connection structure 30 . When the main pin connection structure 30 is combined with the bridge tube 20 , the extension tube 22 extends into the bridge tube 20 .

To sum up, in the present utility model, the kingpin connection structure 30 is detachably provided at the end of the bridge tube 20 through the locking structure 40. In a fixed state, the locking structure 40 prevents the bridge tube 20 from being connected to the kingpin. The structure 30 rotates relatively and prevents the bridge tube 20 from being separated from the main pin connection structure 30; during adjustment, the first adjustment structure 51 and the second adjustment structure 52 have different combination postures, so that the main pin connection structure 30 and the bridge tube The stationary parts on the 20 have different mounting angles. On the premise of ensuring the support strength of the integrated front axle, the kingpin connection structure 30 can very conveniently independently adjust the kingpin caster angle on both sides of the vehicle and the angle between the kingpin connection structure 30 and the transmission shaft; at the same time, The installation point positions of all components on the bridge tube 20 can still maintain the original angles, without introducing variables that affect the chassis wheelbase, direction accuracy, and suspension height.

This application also provides a vehicle, including the above-mentioned integrated front axle. For other technical features of the vehicle, please refer to the prior art, which will not be described again here.

The above are only preferred embodiments of the present invention and are not intended to limit the present invention in any form. Although the present utility model has been disclosed above in terms of preferred embodiments, they are not intended to limit the present invention. Any Those skilled in the art can make some changes or modifications to equivalent embodiments with equivalent changes using the technical contents disclosed above without departing from the scope of the technical solutions of the present utility model. Content, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present utility model still fall within the scope of the technical solutions of the present utility model.

Claims (11)

1. An integrated front axle, characterized in that: it includes a bridge package, a bridge tube arranged on both sides of the bridge package, an end of the bridge tube away from the bridge package, and a main pin for connecting the kingpin. Pin connection structure and locking structure, the main pin connection structure is detachably provided on the end of the bridge tube, a first adjustment structure is provided on both the bridge tube and the main pin connection structure, The lock structure is provided with a second adjustment structure, and the bridge tube and the main pin connection structure are connected to the lock structure, so that the second adjustment structure is connected with the bridge tube and the main pin. The first adjustment structure on the pin connection structure is combined to prevent the main pin connection structure from rotating around its own axis relative to the bridge tube. The first adjustment structure and the second adjustment structure have different combination postures, so that The main pin connection structure and the stationary component on the bridge tube have different installation angles; when the locking structure is connected to the bridge tube and the main pin connection structure, the locking structure prevents the The bridge tube and the kingpin connection structure are separated. 2. The integrated front axle according to claim 1, characterized in that: the first adjustment structure is a convex part and/or a recessed part, and the second adjustment structure is adapted to the first adjustment structure. depressions and/or bulges. 3. The integrated front axle according to claim 2, characterized in that: the first adjustment structure and the second adjustment structure are both matching gear teeth, or both are matching splines. 4. The integrated front axle according to claim 1, characterized in that: the bridge tube is provided with a protruding portion extending in a direction perpendicular to the axis of the bridge tube, and the first adjustment of the bridge tube The structure is located on the end surface of the protruding portion away from the end of the bridge tube. 5. The integrated front axle according to claim 4, characterized in that: the first adjustment structure on the main pin connection structure is disposed on the outer peripheral surface of the main pin connection structure facing one end of the bridge tube. , the locking structure is annular, and the second adjustment structure is provided on the inner side of the annular locking structure. When the locking structure is combined with the bridge tube and the main pin connection structure, The second adjustment structure is simultaneously sleeved outside the first adjustment structure of the bridge tube and the main pin connection structure. 6. The integrated front axle according to claim 1, characterized in that: clamping plates are formed at both ends of the locking structure. When the locking structure is disposed on the kingpin connection structure and the bridge, When on the pipe, at least part of the bridge pipe and part of the main pin connection structure are sandwiched between the two clamping plates, so that the locking structure prevents the bridge pipe and the main pin connection structure separation. 7. The integrated front axle according to claim 6, characterized in that: a groove is formed on the side of the main pin connection structure, the groove faces the inner wall of the bridge tube side, and the groove is The protruding portion on the bridge tube is engaged between the two clamping plates. 8. The integrated front axle according to claim 6, characterized in that: the locking structure includes a holding plate and a pressure plate, and the holding plate is arranged around the kingpin structure and the axle tube, and the Clamping plates are arranged on both ends of the holding plate, so that an accommodation space is formed in the middle of the holding plate, the pressure plate is arranged in the accommodation space, and the second adjustment structure is formed when the pressure plate faces On one side of the main pin connection structure and the bridge tube, the holding plate presses the pressure plate on the first adjustment structure of the bridge tube and the main pin connection structure. 9. The integrated front axle according to claim 8, characterized in that: there are multiple holding plates, and each holding plate is arc-shaped when viewed along the axis direction of the bridge tube. The holding plates are assembled into a ring shape to be sleeved outside the main pin connection structure and the bridge tube. Two adjacent holding plates are connected through a connecting piece. 10. The integrated front axle according to claim 4, wherein an extension tube is formed on the bridge tube on the side of the protruding portion facing the main pin connection structure. When the connecting structure is combined with the bridge tube, the extension tube extends into the main pin connecting structure. 11. A vehicle, characterized by: comprising the integrated front axle according to any one of claims 1 to 10.