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 vehicle with same

Technical Field

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

Background

The first type of hard-style off-road vehicle is introduced to date, the appearance, interior, four-wheel drive technology and power system of the hard-style off-road vehicle are improved, but the integral front axle system serving as the chassis core is not improved substantially.

Over the last 25 years, the sales of global hard-style off-road vehicles has exceeded 3 tens of millions, and consumer demand for customization and retrofitting of such vehicles has increased. Host factories, retrofit plants, and retrofit shops have become the most popular way of customizing vehicles by increasing tire size, replacing or enhancing suspension systems to raise the vehicle body, increase passability, and make the overall appearance of the vehicle more superior. However, the rising of the chassis of the vehicle brings the following problems that the driving operation experience of the vehicle is obviously affected, and meanwhile, the safety of personnel on the vehicle is seriously threatened:

1. after the chassis of the vehicle is lifted, the conventional clamping angle of the front transmission shaft and the front axle bag is increased due to the change of the installation position of the integral front axle, so that the U-shaped joint of the transmission shaft vibrates, the U-shaped joint and the sealing element are damaged, and the abnormal damage probability of the transmission shaft is greatly increased; at the same time, significant chassis resonance occurs during vehicle operation due to twisting of these components;

2. after the chassis of the vehicle is lifted, because of the change of the installation position of the integral front axle, the caster angle of the kingpin connecting structures such as the claw on two sides of the front axle is simultaneously reduced, so that when the vehicle runs straight, the front wheel is swung and shakes, the steering wheel swings irregularly, the automatic correcting capability of the steering direction is weakened, a driver loses the road feel, and no confidence exists in the control of the vehicle even if the vehicle runs on a conventional road surface;

3. the increase or wear of the tyre, the left-right unbalance of the suspension system and the running deviation of the vehicle caused by other factors, even left-right negligence; although the caster angle of the kingpin connection structure on one side can be adjusted independently and appropriately to fundamentally solve the running deviation, all the integral front axles at present are welded and fixed on the axle tube before leaving the factory, so the caster angle of the kingpin cannot be adjusted independently.

4. To alleviate the vehicle misalignment symptoms described in 3 above, technicians often adjust the wheelbase by changing the chassis control arm length. However, the method cannot fundamentally solve the problem of deviation, and because the wheelbases with different sides are not rectangular when the vehicle leaves the factory, the vehicle generates a twisting sense when the vehicle is bent; in the running process, tires on two sides do serpentine motion due to inconsistent wheelbase, and the visual feeling of a driver is that the chassis is loose and distraction.

The root cause for these problems is the structural defect common to all integral front axles currently on the market: the caster angles of the kingpins on the two sides of the vehicle cannot be independently adjusted, and the included angle between the kingpin connecting structure and the transmission shaft is not adjustable. Consumers can only bear various vehicle control problems and major potential safety hazards brought by the consumers; the host factories, refitting factories and refitting shops can only spend a great deal of labor and time cost to continuously debug the vehicle, but the effect is very little, and the customer satisfaction is low.

Disclosure of Invention

In order to solve the four problems at the same time, the utility model provides an integral front axle and a vehicle with the integral front axle, and the kingpin connecting structure can be used for conveniently and independently adjusting the kingpin caster angle of the vehicle and the included angle between the kingpin connecting structure and a transmission shaft on the premise of ensuring the supporting strength of the integral front axle.

The utility model provides an integral front axle which comprises a bridge bag, bridge pipes arranged on two sides of the bridge bag, a main pin connecting structure and a locking structure, wherein the main pin connecting structure and the locking structure are positioned at one end of the bridge pipe far away from the bridge bag and are used for connecting a main pin; 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.

Further, the first adjusting structure is a protruding portion and/or a recessed portion, and the second adjusting structure is a recessed portion and/or a protruding portion which are adaptive to the first adjusting structure.

Further, the first and second adjustment structures are either teeth or splines, respectively.

Further, a protruding portion extending in the direction perpendicular to the axis of the bridge pipe is arranged on the bridge pipe, and the first adjusting structure of the bridge pipe is located on the end face, away from one end of the bridge pipe, of the protruding portion.

Further, the first adjusting structure on the main pin connecting structure is arranged on the outer peripheral surface of the main pin connecting structure facing one end of the bridge pipe, the locking structure is annular, the second adjusting structure is arranged on the inner side surface of the annular locking structure, and when the locking structure is combined with the bridge pipe and the main pin connecting structure, the second adjusting structure is sleeved outside the bridge pipe and the first adjusting structure of the main pin connecting structure.

Further, a groove is formed on the side surface of the kingpin connection structure, the groove faces the inner side wall of one side of the bridge pipe, and the protruding portion on the bridge pipe is clamped between the two clamping plates.

Further, the lock structure includes holding plate and clamp plate, the holding plate is located the king pin structure with outside the bridge pipe, the cardboard set up in on holding plate's the both ends, so that holding plate's middle part is formed with the accommodation space, the clamp plate sets up in this accommodation space, second regulation structure form in the clamp plate orientation the king pin connection structure with on one side of bridge pipe.

Further, the number of the holding plates is multiple, each holding plate is arc-shaped when seen along the axial direction of the bridge pipe, the holding plates are combined into a ring shape so as to be sleeved outside the main pin connecting structure and the bridge pipe, and two adjacent holding plates are connected through a connecting piece.

Further, an extension pipe is formed on the bridge pipe at a side of the protruding portion facing the main pin connection structure, and the extension pipe is extended into the main pin connection structure when the main pin connection structure is combined with the bridge pipe.

A vehicle comprises the integral front axle.

In summary, in the present utility model, the kingpin connection structure is detachably disposed at the end of the bridge pipe through the locking structure, and in a fixed state, the locking structure prevents the bridge pipe and the kingpin connection structure from rotating relatively, and prevents the bridge pipe from being separated from the kingpin connection structure; when the adjusting device is used for adjusting, the first adjusting structure and the second adjusting structure have different combining postures, so that the main pin connecting structure and the static part on the bridge pipe have different installation angles. The kingpin connecting structure can very conveniently and independently adjust the kingpin caster angles on two sides of the vehicle and the included angle between the kingpin connecting structure and the transmission shaft on the premise of ensuring the supporting strength of the integral front axle; meanwhile, the positions of mounting points of all parts on the bridge pipe still keep original installation angles, and variables affecting the wheelbase, the direction accuracy and the suspension height of the chassis cannot be introduced.

The foregoing description is only an overview of the present utility model, and is intended to be implemented in accordance with the teachings of the present utility model, as well as the preferred embodiments thereof, together with the following detailed description of the utility model, given by way of illustration only, together with the accompanying drawings.

Drawings

Fig. 1 is a schematic axial side structure of an integral front axle according to an embodiment of the present utility model.

Fig. 2 is an exploded view of the integral front axle of fig. 1.

Fig. 3 is a schematic front view of the integral front axle of fig. 1.

Fig. 4 is a schematic view showing a cross-sectional structure in the IV-IV direction in fig. 3.

Fig. 5 is a schematic view of the axial structure of the partly clasping plate and the pressing plate after separation from the connecting structure of the kingpin.

Fig. 6 is a schematic view of the structure when the locking structure is combined with the kingpin connection structure.

Fig. 7 is a schematic view of the axial structure of the kingpin connection.

Fig. 8 is a schematic diagram of an axial structure of the locking structure.

Fig. 9 is an exploded view of the locking mechanism.

Detailed Description

In order to further describe the technical means and effects adopted by the present utility model to achieve the preset purpose, the following detailed description is given with reference to the accompanying drawings and preferred embodiments.

The utility model provides an integral front axle and a vehicle with the integral front axle.

Fig. 1 is a schematic axial structure of an integral front axle in an embodiment of the present utility model, fig. 2 is a schematic exploded structure of the integral front axle in fig. 1, fig. 3 is a schematic front view of the integral front axle in fig. 1, fig. 4 is a schematic sectional structure in the IV-IV direction in fig. 3, fig. 5 is a schematic axial structure of a part of a holding plate and a pressing plate separated from a main pin connection structure, fig. 6 is a schematic structural diagram when the holding structure is combined with the main pin connection structure, fig. 7 is a schematic axial structure of the main pin connection structure, fig. 8 is a schematic axial structure of the holding structure, and fig. 9 is a schematic exploded structural diagram of the holding structure.

As shown in fig. 1 to 9, the integral front axle 10 according to the present utility model includes a bridge bag 10, axle tubes 20 respectively connected to two sides of the bridge bag 10 and through which axle shafts pass, a king pin connection structure 30 and a locking structure 40, wherein the king pin connection structure 30 is located at one end of the axle tubes 20 away from the bridge bag 10 and is used for connecting king pins (not shown). The kingpin attachment structure 30 is removably disposed on the end of the bridge tube 20. The bridge pipe 20 and the main pin connecting structure 30 are respectively provided with a first adjusting structure 51, the locking structure 40 is provided with a second adjusting structure 52, and the bridge pipe 20 and the main pin connecting structure 30 are respectively connected with the locking structure 40, so that the second adjusting structure 52 is combined with the first adjusting structures 51 on the bridge pipe 20 and the main pin connecting structure 30 to prevent the main pin connecting structure 30 from rotating around the axis of the bridge pipe 20. The first and second adjustment structures 51, 52 have different combined orientations to provide different mounting angles for the kingpin attachment structure 30 and the stationary components on the bridge tube 20. When the locking structure 40 is connected to the bridge tube 20 and the king pin fixture 30, the locking structure 40 prevents the bridge tube 20 and the king pin fixture 30 from being separated.

In this embodiment, the king pin coupling structure 30, such as a claw, is detachably disposed at the end of the bridge pipe 20 through the locking structure 40, and in a fixed state, the locking structure 40 prevents the bridge pipe 20 and the king pin coupling structure 30 from rotating relatively, and prevents the bridge pipe 20 from being separated from the king pin coupling structure 30; when the adjustment is performed, the combination state between the first adjusting structure 51 and the second adjusting structure 52 can be changed to change the installation angle between the kingpin connection structure 30 and the bridge pipe 20, so as to realize the adjustment of the kingpin caster angle. The rotation direction of the kingpin connection structure 30 around the axis of the half shaft through hole 31 may be either a rotation to the side where the vehicle is located in front or a rotation to the side where the vehicle is located in rear, and thus, the kingpin caster angle on either side of the vehicle needs to be adjusted, which can be achieved by adjusting the side where the kingpin connection structure 30 is located. That is, the above-mentioned kingpin connection structure 30 and locking structure 40 are provided on the bridge pipe 20 at one side, so that the purpose of the present application can be achieved. It will be appreciated that in the present application, both side bridge pipes 20 may take on the relevant structure of the present application. Further, since the main pin connection structure 30 is separately provided from the bridge tube 20, the integrity of the bridge tube 20 is ensured, and the mounting points of the components of the bridge tube 20, such as the supporting points of the shock absorber, the connecting points of the tie rod, and the like, can be provided on the integral bridge tube 20, which can improve the strength of the front axle. Therefore, the kingpin connecting structure 30 can very conveniently and independently adjust the kingpin caster angles at two sides of the vehicle and the included angle between the kingpin connecting structure 30 and the transmission shaft on the premise of ensuring the supporting strength of the integral front axle; at the same time, all the component mounting point positions on the bridge pipe 20 can still keep the original mounting angles, and variables affecting the chassis wheelbase, the direction accuracy and the suspension height are not introduced.

With continued reference to fig. 1 to 5, in the present embodiment, the bridge pipe 20 is provided with a protruding portion 21 extending in a direction perpendicular to the axis thereof, and the first adjusting structure on the bridge pipe 20 is located on an end surface of the protruding portion 21 away from one end of the bridge pipe 20. Preferably, the protruding portion 21 is in a circular shape and is disposed around the bridge tube 20.

The first adjusting structure 51 on the kingpin coupling structure 30 is provided on the outer peripheral surface of the kingpin coupling structure 30 on the side facing the bridge tube 20.

The locking structure 40 is annular, and the second adjusting structure 52 is disposed on the annular inner side surface.

When the locking structure 40 is combined with the bridge pipe 20 and the main pin connecting structure 30, the second adjusting structure 52 is sleeved outside the first adjusting structure 51 of the bridge pipe 20 and the main pin connecting structure 30.

In order to be able to meet the position adjustment requirements, at least one of the two first adjustment structures 51 on the bridge tube 20 and the kingpin connection structure 30 is arranged in a ring shape. Preferably, the first regulating structure 51 on the bridge tube 20 is provided on the outer circumferential surface of the protruding portion 21 in the circumferential direction of the bridge tube 20. And the first adjustment structure 51 on the kingpin connection structure 30 may be arranged according to the structural characteristics of the kingpin connection structure 30 itself. In this embodiment, it may be only one arcuate segment.

Further, the first adjusting structure 51 may be a protrusion and/or a recess, and the second adjusting structure 52 may be a recess and/or a protrusion adapted to the first adjusting structure 51.

Preferably, the first and second adjustment structures 51, 52 are mating gear teeth, i.e., the protrusions may be the gear teeth themselves, with the recesses formed between the two gear teeth. The first adjusting structure 51 and the second adjusting structure 52 may both have a protruding portion and a recessed portion. The positions of the bridge pipe 20 and the kingpin coupling structure 30 are fixed by the locking structure 40 in the circumferential direction of the bridge pipe 20 by engagement of a plurality of gear teeth. By the coupling between the different gear teeth, it is possible to have different coupling postures between the first and second regulating structures 51 and 52, so that the kingpin coupling structure 30 has different mounting angles with respect to the stationary parts on the bridge tube 20.

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

In order to enable the second adjusting structure 52 of the clasping structure 40 to be combined with the first adjusting structure 51 of the bridge pipe 20 and the king pin fixture 30 at the same time, when the clasping structure 40 is arranged outside the bridge pipe 20 and the king pin fixture 30, the second adjusting structure 52 is in contact with at least a part of the first adjusting structure 51 of the bridge pipe 20 and a part of the first adjusting structure 51 of the king pin fixture 30.

With continued reference to fig. 2, 4 and 5-8, in the present embodiment, along the extending direction of the axis of the bridge pipe 20, two clamping plates 41 are formed at two ends of the locking structure 40, and when the locking structure 40 is disposed on the bridge pipe 20 and the king pin connecting structure 30, at least a portion of the bridge pipe 20 and a portion of the king pin connecting structure 30 are clamped between the two clamping plates 41, so that the locking structure 40 prevents the bridge pipe 20 from being separated from the king pin connecting structure 30.

Preferably, a groove 32 is formed on a side surface of the kingpin coupling structure 30, the groove 32 faces a side wall of the bridge pipe 20 side, and the protruding portion 21 is engaged between the two clamping plates 41. That is, one of the clips 41 extends into the recess 32 and the other clip 41 is located on the side of the projection 21 remote from the kingpin attachment arrangement 30.

It will be appreciated that in other embodiments, the catch plate 41 on the side facing the kingpin connection 30 may also be directly engaged with the end face of the kingpin connection 30 at the end remote from the bridge tube 20. While the other catch plate 41 is still located on the side of the projection 21 remote from the kingpin attachment 30.

Further, referring to fig. 6, 8 and 9, the locking structure 40 includes a locking plate 42 and a pressing plate 43, the locking plate 42 is disposed around the kingpin connection structure 30 and the bridge pipe 20, the clamping plates 41 are disposed on two ends of the locking plate 42, so that a receiving space is formed in the middle of the locking plate 42, and the pressing plate 43 is disposed in the receiving space to limit movement of the locking plate in the axial direction of the bridge pipe 20. The second adjusting structure 52 is formed on a side of the pressing plate 43 facing the kingpin coupling structure 30 and the bridge pipe 20. The holding plate 42 presses the pressing plate 43 against the first adjusting structure 51 of the bridge tube 20 and the kingpin connection structure 30.

Further, there may be a plurality of, for example, two, holding plates 42, each of which is arc-shaped when viewed along the axial direction of the bridge pipe 20, and the plurality of holding plates 42 are combined into a ring shape to be sleeved outside the kingpin connection structure 30 and the bridge pipe 20. Adjacent two clasping plates 42 are connected by a connecting member, such as a bolt and a nut. By dividing the clasping plate 42 into a plurality of pieces, the mounting and dismounting of the entire structure is facilitated.

Further, referring to fig. 2 and 4, on the side of the protruding portion 21 facing the main pin connection structure 30, an extension tube 22 is further formed on the bridge tube 20, and 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 main pin connection structure 30, so as to improve the combining stability.

In other embodiments, the extension tube 22 may also be formed on the kingpin attachment structure 30, with the extension tube 22 extending into the bridge tube 20 when the kingpin attachment structure 30 is coupled to the bridge tube 20.

In summary, in the present utility model, the kingpin connection structure 30 is detachably disposed at the end of the bridge pipe 20 through the locking structure 40, and in a fixed state, the locking structure 40 prevents the bridge pipe 20 and the kingpin connection structure 30 from rotating relatively and prevents the bridge pipe 20 from being separated from the kingpin connection structure 30; when the adjustment is performed, the first adjusting structure 51 and the second adjusting structure 52 have different combined attitudes so that the kingpin coupling structure 30 and the stationary part on the bridge tube 20 have different mounting angles. The kingpin connection structure 30 can very conveniently and independently adjust the kingpin caster angles on two sides of the vehicle and the included angle between the kingpin connection structure 30 and the transmission shaft on the premise of ensuring the supporting strength of the integral front axle; at the same time, all the component mounting point positions on the bridge pipe 20 can still keep the original mounting angles, and variables affecting the chassis wheelbase, the direction accuracy and the suspension height are not introduced.

The application further provides a vehicle including the integral front axle, and with respect to other technical features of the vehicle, please refer to the prior art, and details thereof are not repeated herein.

The present utility model is not limited to the above-mentioned embodiments, but is intended to be limited to the following embodiments, and any modifications, equivalent changes and variations in the above-mentioned embodiments can be made by those skilled in the art without departing from the scope of the present utility model.

Claims (11)

1. An integral front axle, characterized in that: the bridge comprises a bridge bag, bridge pipes arranged on two sides of the bridge bag, a main pin connecting structure and a locking structure, wherein the main pin connecting structure and the locking structure are arranged at one end, far away from the bridge bag, of the bridge pipe and are used for connecting a main pin, the main pin connecting structure is detachably arranged on the end part of the bridge pipe, first adjusting structures are arranged on the bridge pipe and the main pin connecting structure, second adjusting structures are arranged on the locking structure, the bridge pipe and the main pin connecting structure are connected with the locking structure, so that the second adjusting structures are combined with the first adjusting structures on the bridge pipe and the main pin connecting structure to prevent the main pin connecting structure from rotating around the axis of the bridge pipe, and the first adjusting structures and the second adjusting structures have different combining postures, so that the main pin connecting structure and static parts on the bridge pipe have different mounting angles; 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.

2. The integral front axle of claim 1, wherein: the first adjusting structure is a protruding part and/or a recessed part, and the second adjusting structure is a recessed part and/or a protruding part which are adaptive to the first adjusting structure.

3. The integral front axle of claim 2, wherein: the first adjusting structure and the second adjusting structure are matched gear teeth or matched splines.

4. The integral front axle of claim 1, wherein: the bridge pipe is provided with a protruding portion extending along the axis direction perpendicular to the bridge pipe, and the first adjusting structure of the bridge pipe is located on the end face, away from one end of the bridge pipe, of the protruding portion.

5. The integral front axle of claim 4, wherein: the first adjusting structure on the main pin connecting structure is arranged on the outer peripheral surface of the main pin connecting structure facing one end of the bridge pipe, the locking structure is annular, the second adjusting structure is arranged on the inner side surface of the annular locking structure, and when the locking structure is combined with the bridge pipe and the main pin connecting structure, the second adjusting structure is sleeved outside the bridge pipe and the first adjusting structure of the main pin connecting structure.

6. The integral front axle of claim 1, wherein: the two ends of the locking structure are respectively provided with a clamping plate, and when the locking structure is arranged on the main pin connecting structure and the bridge pipe, at least part of the bridge pipe and part of the main pin connecting structure are clamped between the two clamping plates, so that the locking structure prevents the bridge pipe from being separated from the main pin connecting structure.

7. The integral front axle of claim 6, wherein: the side face of the main pin connecting structure is provided with a groove, the groove faces the inner side wall of one side of the bridge pipe, and the protruding part on the bridge pipe is clamped between the two clamping plates.

8. The integral front axle of claim 6, wherein: the locking structure comprises a locking plate and a pressing plate, the locking plate is arranged outside the main pin structure and the bridge pipe in a surrounding mode, the clamping plates are arranged at two ends of the locking plate, the middle of the locking plate is provided with a containing space, the pressing plate is arranged in the containing space, the second adjusting structure is formed on one side of the pressing plate, facing the main pin connecting structure, of the bridge pipe, and the locking plate is arranged on the first adjusting structure of the main pin connecting structure in a pressing mode.

9. The integral front axle of claim 8, wherein: the axle tube is characterized in that the number of the embracing plates is multiple, each embracing plate is arc-shaped when seen in the axial direction of the axle tube, the embracing plates are combined into a ring shape so as to be sleeved outside the main pin connecting structure and the axle tube, and two adjacent embracing plates are connected through a connecting piece.

10. The integral front axle of claim 4, wherein: and an extension pipe is formed on the bridge pipe at one side of the protruding part facing the main pin connecting structure, and when the main pin connecting structure is combined with the bridge pipe, the extension pipe extends into the main pin connecting structure.

11. A vehicle, characterized in that: comprising a monolithic front axle according to any one of claims 1 to 10.