CN215153675U - Novel non-disconnected I-beam front axle - Google Patents
Novel non-disconnected I-beam front axle Download PDFInfo
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- CN215153675U CN215153675U CN202120919568.9U CN202120919568U CN215153675U CN 215153675 U CN215153675 U CN 215153675U CN 202120919568 U CN202120919568 U CN 202120919568U CN 215153675 U CN215153675 U CN 215153675U
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Abstract
The utility model discloses a novel non-disconnected I-beam front axle, which comprises a wheel hub, a hydraulic brake, a main pin, a steering knuckle, a front axle, a tie rod arm, a tie rod, a main pin inclination angle, a main pin caster angle and a front wheel camber angle; the wheel hub is arranged on the steering knuckle through two rolling bearings to drive the wheel to rotate; the wheel hub and a friction plate of the hydraulic brake form a friction pair to realize the braking of the wheel; the steering knuckle is hinged with the front shaft by using a main pin, and the main pin is fixed in a hole of a fist part of the front shaft by using a wedge-shaped lock pin with threads so as to be incapable of rotating; the tie rod is made of seamless steel pipe, the two ends of the tie rod are joint assemblies of spherical hinge structures, the tie rod is installed on the tie rod arm after being matched with threads, and the rod body is adjustable so as to adjust toe-in. The inner inclination angle of the kingpin is set to be 11.75 degrees; the caster angle was set to 3.7 °; the camber angle of the front wheel is set to be 0.5 degrees; the front shaft has I-shaped cross section, and the cross section size is reduced by 1.15 times in proportion to the original front shaft cross section size.
Description
Technical Field
The utility model relates to an automobile parts field, more specifically relates to a novel non-disconnect I-beam front axle.
Background
The non-break I-beam front axle is generally used for trucks and is responsible for carrying and steering vehicles, the conventional common truck non-break I-beam front axle has no back dip angle structure design and can influence the aligning performance of the vehicles, the steering wheel has small automatic aligning force after the vehicles are steered, and the steering feeling is poor. The front axle has no thinning of the section, the thinning size is not calculated according to CAE in the section design, the section size design is excessive, the front axle has larger mass, and the requirement of light weight is not met. The dip angle of the kingpin is small, the steering hand force of a steering wheel of a vehicle can be influenced, and the larger the angle design is, the smaller the hand force requirement is.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a novel non-disconnected I-beam front axle, its advantage is that the swizzle inclination angle design is 11.75, and is 7.5 or 8.5 bigger than ordinary I-beam front axle swizzle inclination, and the angle is big more light when making the operating vehicle turn to, and the operability is good. The caster angle of the kingpin is designed to be 3.7 degrees, the caster angle of the kingpin of a common I-beam front axle is generally 0 degree, the larger the caster angle is, the larger the aligning force after steering is, and the better the driving feeling and operability are; the front axle section is refined after CAE calculation to optimize the original section size to the current section size, and the weight of the front axle is reduced by 3.5KG after optimization.
The utility model adopts the following technical scheme:
the utility model provides a novel non-disconnected I-beam front axle, which comprises a wheel hub, a hydraulic brake, a main pin, a steering knuckle, a front axle, a tie rod arm, a tie rod, a main pin inclination angle, a front wheel camber angle;
the wheel hub is arranged on the steering knuckle through two rolling bearings to drive the wheel to rotate; the wheel hub and the friction plate of the hydraulic brake form a friction pair to realize the braking of the wheel; the steering knuckle is hinged with the front shaft through the main pin, and the main pin is fixed in a hole of a fist part of the front shaft through a wedge-shaped lock pin with threads so as to be incapable of rotating;
the tie rod is made of seamless steel pipes, the two ends of the tie rod are joint assemblies of spherical hinge structures, the tie rod is installed on the tie rod arm after being matched through threads, and the rod body is adjustable so as to adjust toe-in;
the inner inclination angle of the kingpin is set to be 11.75 degrees;
the caster angle is set to 3.7 degrees;
the camber angle of the front wheel is set to be 0.5 degrees;
the front shaft section is an I-shaped section, and the section size is reduced by 1.15 times in proportion to the original front shaft section size.
Furthermore, the two ends of the front shaft are respectively provided with a fist-shaped thickened part as a part for mounting the main pin, two sides of the middle part of the front shaft are provided with plate spring bearing surfaces for mounting a plate spring and accessories thereof, and the front shaft is made by forging.
Further, the overall longitudinal length of the I-shaped section is H1The dimension is represented by H1Designed as H when being 78mm268mm, the overall transverse length is A180.5 is designed as A270mm, middle width D1Designed as D15 mm213mm, upper and lower width by E1Designed as E at 14mm2＝12mm。
Further, the main pin is solid or hollow, and the main pin is cylindrical or stepped.
Further, the steering knuckle is subjected to thermal refining.
The utility model has the advantages that:
the utility model discloses a novel non-disconnect-type I-beam front axle, the swizzle inclination angle design is 11.75, and is 7.5 or 8.5 bigger than ordinary I-beam front axle swizzle inclination, and the angle is more light when making operating vehicle turn to more big, and the operability is good. The caster angle of the kingpin is designed to be 3.7 degrees, the caster angle of the kingpin of a common I-beam front axle is generally 0 degree, the larger the caster angle is, the larger the aligning force after steering is, and the better the driving feeling and operability are; the front axle section is refined after CAE calculation to optimize the original section size to the current section size, and the weight of the front axle is reduced by 3.5KG after optimization.
Drawings
Fig. 1 is a schematic structural view of a novel non-break type i-beam front axle according to an embodiment of the present invention;
fig. 2 is a right side view of a novel non-break i-beam front axle structure according to an embodiment of the present invention;
FIG. 3 is a cross-sectional view of an embodiment of the present invention showing an original cross-section of an I-shaped cross-section;
fig. 4 is an optimized cross-sectional view of an i-shaped cross section provided in an embodiment of the present invention;
in the figure:
1. a hub; 2. a hydraulic brake; 3. a kingpin; 4. a front axle; 5. a tie rod arm; 6. a tie rod; 7. a knuckle; 8. an I-shaped cross section; 9. the inner inclination angle of the kingpin; 10. a kingpin caster angle; 11. a front wheel camber angle;
Detailed Description
Make the technical problem that the utility model solved, the technical scheme of adoption and the technological effect who reaches clearer, it is right to combine the figure below the embodiment of the utility model provides a technical scheme does further detailed description. As shown in fig. 1-4, the utility model provides a combined plate spring structure, which comprises a wheel hub 1, a hydraulic brake 2, a kingpin 3, a steering knuckle 7, a front axle 4, a tie rod 6 arm 5, a tie rod 6, a kingpin inclination angle 9, a kingpin caster angle 10, and a front wheel camber angle 11;
the front axle is generally located at the front of the vehicle and is also referred to as a steer axle or a driven axle. The front axle is an important assembly part on the automobile and mainly comprises a steering knuckle 7, a main pin 3, a front shaft 4 and other parts. The front axle is connected with the frame through a suspension, is used for bearing vertical load between the ground and the frame, and also bears braking force, lateral force and moment formed by the forces, and ensures that a steering wheel moves correctly. The axle is connected to the frame via a suspension, supports most of the weight of the vehicle, and transmits the traction or braking forces of the wheels, as well as lateral forces, to the frame via the suspension. The front axle bears the front weight of the automobile, transmits the forward thrust of the automobile from the frame to the wheels, and is articulated with relevant parts of the steering device to implement the steering of the automobile, and the front axle utilizes two ends of the front axle to be connected with a steering knuckle 7 through a main pin 3 for swinging the steering knuckle 7 to realize the direction of the automobile.
The wheel hub 1 is arranged on the steering knuckle 7 through two rolling bearings to drive the wheel to rotate; the wheel hub 1 and the friction plate of the hydraulic brake 2 form a friction pair to realize the braking of the wheel; the steering knuckle 7 is hinged with the front shaft 4 by using a main pin 3, and the main pin 3 is fixed in a hole of a fist part of the front shaft 4 by using a wedge-shaped lock pin with threads so as to be incapable of rotating;
the tie rod 6 is made of seamless steel pipe, the two ends of the tie rod are joint assemblies of spherical hinge structures, the tie rod is installed on the tie rod arm 5 after being matched by screw threads, and the rod body is adjustable so as to adjust toe-in;
kingpin inclination 9 is set to 11.75 °;
the kingpin caster angle 10 is set to 3.7 °;
the camber angle 11 of the front wheel is set to 0.5 degree;
in a transverse plane, an angle of inward inclination of the upper part of the kingpin 3 is called a kingpin inclination angle 9, wherein the kingpin inclination angle 9 is set to be 11.75 degrees, the distance value from the intersection point of the axis of the kingpin and the road surface to the intersection line of the central plane of the wheel and the ground is 40-60mm, and the kingpin inclination angle 9 is set to have the function of automatically aligning the wheel, and the specific principle is as follows: when the wheel deviates from the middle position by an angle under the action of external force, the lowest point of the wheel is sunk below the road surface, but the lower edge of the wheel is not sunk below the road surface actually, but the steering wheel and the whole front part of the automobile are lifted upwards by a corresponding angle, so that the gravity of the automobile has the effect of returning the wheel to the original middle position, in addition, the inward inclination of the kingpin 3 also reduces the distance from the intersection point of the kingpin axis and the road surface to the intersection line of the wheel center plane and the ground, thereby reducing the force applied to the steering wheel during steering, leading the steering operation to be convenient, simultaneously reducing the impact force transmitted from the steering wheel to the steering wheel, but the distance value from the intersection point of the kingpin axis and the road surface to the intersection line of the wheel center plane and the ground is not too small, namely the kingpin inward inclination angle 9 is not too large, otherwise, during the deflection of the wheel around the kingpin 3 during steering, the tire and the road surface can slide greatly, the friction resistance between the tire and the road surface is increased, the steering is heavy, and the abrasion of the tire is accelerated. Therefore, the kingpin inclination angle 9 of the present embodiment is set to 11.75 °, and the distance from the intersection of the kingpin axis and the road surface to the intersection of the wheel center plane and the ground surface is 40-60mm, so that the steering of the vehicle is more convenient and easy to operate.
In specific implementation, the kingpin inclination angle 9 is ensured in the design of the front axle and is realized by machining, and the kingpin inclination angle 9 is formed by inwards inclining the upper ends of the kingpin hole axes at the two ends of the front beam during machining.
In the longitudinal plane, the upper part of the kingpin 3 is inclined backwards by an angle called a kingpin back inclination angle, the kingpin back inclination angle can form a return stable moment, when the kingpin 3 has the back inclination angle, the intersection point of the kingpin axis and the road surface is positioned in front of the contact point of the wheel and the road surface, when the automobile runs straight, if the steering wheel deflects slightly under the action of external force, the running direction of the automobile deviates, due to the action of the centrifugal force of the automobile, a lateral reaction force is acted on the wheel by the road surface at the contact point of the wheel and the road surface, the reaction force forms a moment acting around the axis of the kingpin 3 on the wheel, the direction of the moment is just opposite to the deflection direction of the wheel, so that the wheel returns to the original middle position, the stable straight running of the automobile is ensured, the moment is also called a stable moment, but the moment is not too large, otherwise, in order to overcome the stable moment during steering, a large force must be applied on the steering wheel, because the magnitude of the stabilizing moment depends on the value of the moment arm, and the moment arm depends on the magnitude of the caster angle, in order to prevent the steering from being heavy, the caster angle 10 of the kingpin of the embodiment is set to be 3.7 degrees, so that the aligning force after the steering is larger, and the driving feeling and the operability are better.
The camber angle of the front wheel is determined in the design of the steering knuckle 7, the design makes the axis of the steering knuckle axle and the horizontal plane form an angle, namely the camber angle of the front wheel, the camber angle 11 of the front wheel has a positioning function, if the wheel is installed right perpendicular to the ground when the vehicle is empty, the axle is deformed due to bearing when the vehicle is fully loaded, the wheel is inclined inwards due to bearing deformation, thus the partial abrasion of the tire is accelerated, in addition, the vertical reaction force of the road surface to the wheel presses the hub to the small bearing at the outer end of the hub along the axial component force of the hub, the loads of the small bearing at the outer end and the hub fastening nut are increased, the service life of the small bearing and the hub is shortened, therefore, in order to make the tire abrasion uniform and lighten the load of the hub outer bearing, the wheel is made to have a certain camber angle in advance when the wheel is installed, so as to prevent the wheel from inclining inwards, and meanwhile, the camber angle of the wheel can also be adapted to the arched road surface. However, the camber angle should not be too large, otherwise the tire is also worn unevenly, and the camber angle 11 of the front wheel of the embodiment is set to be 0.5 degrees, so that the tire is worn evenly, and the load of the hub outer bearing is reduced.
The section of the front shaft is an I-shaped section 8, and the section size is reduced by 1.15 times in proportion to the original section size of the front shaft 4. The purpose is to realize light weight while satisfying the mechanical properties of materials.
Furthermore, the front axle 4 has a fist-shaped thickened part at each end as a part for mounting the main pin 3, the two sides of the middle part of the front axle 4 are leaf spring bearing surfaces for mounting the leaf spring and accessories thereof, and the front axle 4 is forged. The two ends of the front shaft 4 are respectively provided with a fist-shaped thickening part for increasing the strength, the front shaft 4 is made by forging, the defects of cast-state looseness and the like generated in the smelting process of metal can be eliminated by forging, the microstructure is optimized, and meanwhile, a complete metal streamline is saved.
Further, the integral longitudinal length of the I-shaped section is H1Dimension H is1Designed as H when being 78mm268mm, the overall transverse length is A180.5 is designed as A270mm, middle width D1Designed as D15 mm213mm, upper and lower width by E114mm is designed as E2 mm 12 mm. The optimized size is realized by a computer CAE, and the aim is to realize light weight while meeting the mechanical property of materials.
Further, the kingpin 3 is provided in a solid or hollow form, and the kingpin 3 is provided in a cylindrical or stepped form. The master pin 3 can be selected appropriately under the condition that each performance is satisfied.
Further, the knuckle 7 is subjected to thermal refining. The purpose of tempering is to obtain a good match of strength and toughness for the knuckle 7, and the knuckle not only has higher strength, but also has excellent toughness, plasticity, cutting performance and the like.
While the invention has been described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the spirit and scope of the invention. The present invention is not to be limited by the specific embodiments disclosed herein, and other embodiments that fall within the scope of the claims of the present application are intended to be within the scope of the present invention.
Claims (5)
1. The utility model provides a novel non-disconnected formula I-beam front axle which characterized in that:
the hydraulic brake comprises a hub, a hydraulic brake, a kingpin, a steering knuckle, a front axle, a tie rod arm, a tie rod, a kingpin inclination angle, a kingpin caster angle and a front wheel camber angle;
the wheel hub is arranged on the steering knuckle through two rolling bearings to drive the wheel to rotate; the wheel hub and the friction plate of the hydraulic brake form a friction pair to realize the braking of the wheel; the steering knuckle is hinged with the front shaft through the main pin, and the main pin is fixed in a hole of a fist part of the front shaft through a wedge-shaped lock pin with threads so as to be incapable of rotating;
the tie rod is made of seamless steel pipes, the two ends of the tie rod are joint assemblies of spherical hinge structures, the tie rod is installed on the tie rod arm after being matched through threads, and the rod body is adjustable so as to adjust toe-in;
the inner inclination angle of the kingpin is set to be 11.75 degrees;
the caster angle is set to 3.7 degrees;
the camber angle of the front wheel is set to be 0.5 degrees;
the front shaft section is an I-shaped section, and the section size is reduced by 1.15 times in proportion to the original front shaft section size.
2. A novel non-breakaway i-beam front axle as claimed in claim 1 wherein:
the front axle both ends respectively have one to be the thickened part of fist shape as the installation the position of swizzle, the both sides of front axle middle part are leaf spring seating surface for installation leaf spring and annex thereof, the front axle is forged and is made.
3. A novel non-breakaway i-beam front axle as claimed in claim 1 wherein:
the overall longitudinal length of the I-shaped section is H1The dimension is represented by H1Designed as H when being 78mm268mm, the overall transverse length is A180.5 is designed as A270mm, middle width D1Designed as D15 mm213mm, upper and lower width by E1Designed as E at 14mm2＝12mm。
4. A novel non-breakaway i-beam front axle as claimed in claim 1 wherein:
the main pin is solid or hollow, and the main pin is cylindrical or stepped.
5. A novel non-breakaway i-beam front axle as claimed in claim 1 wherein:
and the steering knuckle is subjected to quenching and tempering.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120919568.9U CN215153675U (en) | 2021-04-29 | 2021-04-29 | Novel non-disconnected I-beam front axle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120919568.9U CN215153675U (en) | 2021-04-29 | 2021-04-29 | Novel non-disconnected I-beam front axle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215153675U true CN215153675U (en) | 2021-12-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120919568.9U Active CN215153675U (en) | 2021-04-29 | 2021-04-29 | Novel non-disconnected I-beam front axle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215153675U (en) |
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2021
- 2021-04-29 CN CN202120919568.9U patent/CN215153675U/en active Active
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