Integral front axle and vehicle having the same

Abstract

The present invention provides an integral front axle and a vehicle having the same, the integral front axle comprising a bridge pack, two bridge tubes respectively connected to both sides of the bridge pack, a clevis located at one end of the bridge tube away from the bridge pack and used to connect a kingpin, and a connecting structure, at least one of the clevis is detachably arranged on the bridge tube corresponding thereto through the connecting structure, the clevis has different fixed positions on the bridge tube through the connecting structure, and at each different fixed position, the angle between the axis of the kingpin mounting point on the clevis and the axis of the transmission shaft mounting point on the bridge pack is different. The integral front axle can very conveniently independently adjust the kingpin castor angle and the angle between the clevis and the transmission shaft on both sides of the vehicle while ensuring the supporting strength; at the same time, the positions of all component mounting points on the bridge tube still maintain the original angles, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

Description

Technical Field

[0001] The invention relates to the field of automobile structures, and in particular to an integral front axle and a vehicle having the same. Background Art

[0002] 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, but the integral front axle system as the core of the chassis has not had any fundamental improvement.

[0003] In the past 25 years, the global sales of hardcore off-road vehicles have exceeded 30 million, and consumers' demand for customization and modification of such vehicles is also increasing day by day. The most common customization method in the industry is for OEMs, modification factories, and modification shops to increase the size of tires, replace or enhance the suspension system to raise the vehicle body, increase passability, and make the overall appearance of the vehicle more outstanding. However, the increase in the vehicle chassis also brings the following problems that significantly affect the vehicle's driving and control experience, and also seriously threatens the safety of the people on the vehicle:

[0004] 1. After the vehicle chassis is raised, due to the change in the installation position of the integral front axle, the conventional angle between the front drive shaft and the front axle bridge package becomes larger, causing the U-shaped joint of the drive shaft to vibrate, thereby damaging the U-shaped joint and seals, greatly increasing the probability of abnormal damage to the drive shaft; at the same time, during the operation of the vehicle, the distortion of these components will produce obvious chassis resonance;

[0005] 2. After the vehicle chassis is raised, due to the change in the installation position of the integral front axle, the caster angles of the horns on both sides of the front axle are reduced at the same time, so when the vehicle is driving in a straight line, the front wheel will shimmy, the steering wheel will be unstable, the automatic self-centering ability after turning will be weakened, and the driver will lose the sense of the road. Even when driving on regular roads, he has no confidence in the control of the vehicle;

[0006] 3. The vehicle may deviate from the road or even swerve left and right due to the increase or wear of tires, the left-right imbalance of the suspension system, and other factors. Although the deviation can be fundamentally solved by adjusting the kingpin castor angle of one side's clevis, all the integral front axles currently have the clevis welded to the bridge tube before leaving the factory, so the kingpin castor angle cannot be adjusted separately.

[0007] 4. In order to alleviate the 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 deviation problem, but also, because the different wheelbases on both sides no longer form a perfect rectangle when the vehicle leaves the factory, it causes a sense of distortion when the vehicle turns; during driving, the tires on both sides also move in a serpentine manner due to the inconsistent wheelbases, and the driver's intuitive feeling is that the chassis is loose and scattered.

[0008] The fundamental reason why these problems cannot be solved is that all the integral front axles on the market have common structural defects: the castor angles on both sides of the vehicle and the angle between the horn and the drive shaft cannot be adjusted independently. Consumers can only bear the various vehicle control problems and major safety hazards caused by it; and the OEMs, modification factories, and modification shops can only spend a lot of manpower and time costs to continuously debug the vehicles, but the results are minimal, which leads to low customer satisfaction. Summary of the invention

[0009] In order to solve the above four problems at the same time, the present invention provides an integral front axle, which can easily and independently adjust the kingpin castor angle and the angle between the ram and the drive shaft on both sides of the vehicle while ensuring the supporting strength; at the same time, the installation points of all components on the bridge tube still maintain the original position angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0010] The present invention provides an integral front axle, comprising a bridge pack, two bridge tubes respectively connected to two sides of the bridge pack, a clevis located at one end of the bridge tube away from the bridge pack and used to connect a kingpin, and a connecting structure, at least one of the clevis is rotatably arranged on the bridge tube corresponding to it through the connecting structure, and the clevis has different fixed positions on the bridge tube through the connecting structure, and at each different fixed position, the angle between the axis of the kingpin mounting point on the clevis and the axis of the transmission shaft mounting point on the bridge pack is different.

[0011] Furthermore, the two ram horns are detachably arranged on the bridge tubes corresponding to them respectively through the connecting structure.

[0012] Furthermore, the connection structure includes a first connection hole located on one side of the bridge tube, a second connection hole located on one side of the horn, and a connection piece, and the first connection hole is connected to the second connection hole through the connection piece.

[0013] Furthermore, one of the first connecting hole and the second connecting hole is a waist-shaped hole, and a gasket whose outer contour is adapted to the shape of the waist-shaped hole is arranged in the waist-shaped hole, and a third connecting hole is opened on the gasket. There are multiple models of the gasket, and the position of the axis of the third connecting hole on the gasket is different between different models.

[0014] Furthermore, viewed from the front of the gasket, when the horn is combined with the bridge tube, on the same plane, the axes of the third connecting holes on gaskets of different models are all arranged on the same circle with the axis of the integral front axle as the center.

[0015] Further, each of the first connection holes or each of the second connection holes is composed of a plurality of through holes arranged at intervals, and the connecting member is connected to the first connection hole or the second connection hole corresponding to it through one of the plurality of through holes.

[0016] When the ram's horn is combined with the bridge tube, on the same plane, at each of the first connecting hole or the second connecting hole, the axes of the plurality of through holes are arranged on the same circle with the axis of the integral front axle as the center.

[0017] Furthermore, at each of the first through holes or the second through holes, the multiple through holes form two rows, and in each row, the axes of the multiple through holes are arranged on the same circle with the axis of the integral front axle as the center, and the distances from the axes of the two rows of through holes to the axis of the front axle are different, and there are two second connecting holes or first connecting holes at each location corresponding to the through holes, and the two second connecting holes or the first connecting holes correspond to the two rows of through holes respectively.

[0018] Furthermore, a first flange is provided on the bridge pipe, the first connecting hole is formed on the first flange, and the second connecting hole is formed on the end surface of the horn.

[0019] Furthermore, a first flange is provided on the bridge pipe, the first connection hole is formed on the first flange, a second flange is provided on the horn, and the second connection hole is formed on the second flange.

[0020] Furthermore, a accommodating cavity is formed on one of the first flange and the horn, and the shape of the accommodating cavity is adapted to the shape of the other of the first flange and the horn. When the horn is connected to the bridge pipe, the horn or the first flange opposite to the first flange or the horn on which the accommodating cavity is provided extends into the accommodating cavity.

[0021] Furthermore, a reinforcing shaft is arranged on the horn, and when the horn is installed on the bridge tube, the reinforcing shaft extends into the bridge tube.

[0022] The present invention also provides a vehicle, comprising the above-mentioned integral front axle.

[0023] In summary, in the present invention, the clevis on at least one bridge tube is separated from the side bridge tube, and the clevis is detachably connected to the bridge tube through a connecting structure. When the kingpin castor angle needs to be adjusted, the parts on one side of the vehicle can be disassembled, and then the connecting structure is released, and the clevis is rotated around its own axis to a suitable angle. Since the clevis is installed on the bridge tube, the angle of the clevis installation point can be changed by changing the installation angle of the clevis relative to the bridge tube, and then the kingpin castor angle can be adjusted. Since the rotation direction of the clevis around its own axis can be to the side where the front of the vehicle is located, it can also be to the side where the rear of the vehicle is located. Therefore, no matter which side of the vehicle needs to adjust the kingpin castor angle, it can be achieved by adjusting the side where the clevis is located. Further, since the clevis is separated from the bridge tube, this ensures the integrity of the bridge tube, so that the installation points of various components on the bridge tube, such as the support point of the shock absorber, the base of the control arm, and the connection points of various tie rods, can all be set on the complete bridge tube. Therefore, under the premise of ensuring the supporting strength, the integral front axle can easily and independently adjust the kingpin castor angle and the angle between the clasp and the drive shaft on both sides of the vehicle; at the same time, the mounting points of all components on the bridge tube still maintain the original position angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0024] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the following specifically cites a preferred embodiment and describes it in detail with the accompanying drawings as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 Shown is a schematic diagram of the axle-side structure of an integral front axle provided in the first embodiment of the present invention.

[0026] Figure 2 Shown Figure 1 Schematic diagram of the exploded structure of the integral front axle.

[0027] Figure 3 Shown Figure 1 Schematic diagram of the front structure of the integral front axle.

[0028] Figure 4 Shown Figure 3 Schematic diagram of the cross-sectional structure along the IV-IV direction.

[0029] Figure 5 Shown Figure 4 Schematic diagram of the enlarged structure at point A in the middle.

[0030] Figure 6 Shown is a schematic diagram of the exploded structure of the sheep's horns.

[0031] Figure 7 Shown Figure 6 Schematic diagram of the axial structure of the center gasket.

[0032] Figure 8 Shown is a schematic diagram of the front view structure of two different gaskets.

[0033] Fig. 9 Shown is a schematic diagram of the angle structure between the kingpin mounting point and the drive shaft mounting point.

[0034] Fig.10 Shown is a schematic diagram of the axle-side structure of the integral front axle in the second embodiment of the present invention.

[0035] Fig.11 Shown Fig.10 Schematic diagram of the axial structure of the central connection structure.

[0036] Fig.12 Shown Fig.11 Schematic diagram of the decomposition structure of the connection structure.

[0037] Fig.13 Shown Fig.12 Schematic diagram of the front view of the connecting structure.

[0038] Fig.14 Shown Fig.13 Schematic diagram of the cross-sectional structure along the XIV-XIV direction.

[0039] Fig.15 Shown is a schematic diagram of the front view structure of the sheep horns in the third embodiment of the present invention.

[0040] Fig.16 Shown Fig.15 Schematic diagram of the front view of the middle bridge tube. DETAILED DESCRIPTION

[0041] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the following is a detailed description in conjunction with the accompanying drawings and preferred embodiments.

[0042] The invention provides an integral front axle and a vehicle having the same. The integral front axle can conveniently adjust the castor angle of the vehicle while ensuring the supporting strength.

[0043] Figure 1 FIG. 1 is a schematic diagram of the axle-side structure of an integral front axle provided by the first embodiment of the present invention. Figure 2 Shown Figure 1 Schematic diagram of the exploded structure of the integral front axle. Figure 3 Shown Figure 1 The front structural diagram of the integral front axle. Figure 4 Shown Figure 3 Schematic diagram of the cross-sectional structure along the IV-IV direction. Figure 5 Shown Figure 4 The enlarged structural diagram of A in the figure. Figures 1 to 5 As shown, the integrated front axle provided by the first embodiment of the present invention includes a bridge package 10, two bridge tubes 20 respectively connected to the two sides of the bridge package 10, a clevis 30 located at one end of the bridge tube 20 away from the bridge package 10 and used to connect the kingpin, and a connecting structure 40, at least one clevis 30 is detachably fixed to the corresponding bridge tube 20 through the connecting structure 40, and the clevis 30 has different fixed positions on the bridge tube 20 through the connecting structure. At each different fixed position, the angle between the axis of the kingpin mounting point and the axis of the transmission shaft mounting point (see Fig. 9 Different in α.

[0044] In this embodiment, the clasp 30 on at least one bridge tube 20 is separated from the side bridge tube 20, and the clasp 30 is detachably connected to the bridge tube 20 through the connecting structure 40. When the kingpin castor angle needs to be adjusted, the parts on one side of the vehicle can be disassembled, and then the connecting structure 40 is released, and the clasp 30 is rotated around its own axis to a suitable angle. Since the clasp 30 is installed on the bridge tube 20 through the connecting structure 40, the angle of the installation point can be changed by changing the installation angle of the clasp 30 relative to the bridge tube 20, and then the kingpin castor angle can be adjusted. Since the rotation direction of the clasp 30 around its own axis can be to the side where the front of the vehicle is located, it can also be to the side where the rear of the vehicle is located, so no matter which side of the vehicle needs to adjust the kingpin castor angle, it can be achieved by adjusting the side where the clasp 30 is located. Furthermore, since the clevis 30 is set separately from the bridge tube 20, the integrity of the bridge tube 20 is ensured, so that the installation points of various components on the bridge tube 20, such as the support points of the shock absorber and the connection points of the tie rod, can be set on the complete bridge tube 20, which can improve the strength of the front axle. Therefore, the integral front axle can easily adjust the castor angle on both sides of the vehicle and the angle between the clevis and the transmission shaft independently while ensuring the support strength; at the same time, the installation points of all components on the bridge tube still maintain the original angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0045] Furthermore, in this embodiment, both bridge tubes 20 can be connected to corresponding horns 30 via a connecting structure 40 .

[0046] Please continue to refer to Figure 2 and Figures 4 to 6In this embodiment, the connection structure 40 includes a first connection hole 41 located on one side of the bridge tube 20, a second connection hole 42 located on one side of the horn 30, and a connection member 43. The first connection hole 41 is connected to the second connection hole 42 through a connection member 43, such as a bolt and a nut. In this embodiment, one of the first connection hole 41 and the second connection hole 42 is a waist-shaped hole. The waist-shaped hole is formed on the second connection hole 42. That is, the connection member 43 extends from the side where the horn 30 is located, so that the horn 30 is fixed on the bridge tube 20, so that the caster angle can be adjusted from the outside of the vehicle body.

[0047] Figure 7 Shown Figure 6 Schematic diagram of the axial structure of the middle gasket. Figure 8 The following are schematic diagrams of the front view of two different gaskets. Figures 4 to 8 A gasket 44 having an outer contour adapted to the shape of the waist-shaped hole is arranged in the waist-shaped hole, and a third connecting hole 441 is opened on the gasket 44. The connecting member 43 passes through the third connecting hole 441, the waist-shaped hole, and the other of the first connecting hole 41 and the second connecting hole 42 in sequence to connect the horn 30 with the bridge pipe 20.

[0048] Furthermore, in the present embodiment, the waist-shaped hole is a countersunk hole, so that the bottom of the countersunk hole blocks the gasket 44 to prevent the gasket 44 from escaping from the other side of the waist-shaped hole.

[0049] There are many types of gaskets 44, and the positions of the axis of the third connection hole 441 on the gasket 44 are different between different types. Since the positions of the axis of the third connection hole 441 on the gaskets 44 of different types are different, when the connection between the horn 30 and the bridge tube 20 is achieved through the gasket 44 of the same type, the position of the kingpin installation point will have a specific angle relative to the angle of the first connection axis. By selecting different types of gaskets 44, the kingpin installation point will have different angles when the horn 30 is fixed on the bridge tube 20.

[0050] Preferably, if Figure 8 As shown, from the front of the gasket 44, when the horn 30 is installed on the bridge tube 20, on the same plane, the axes of the third connection holes 441 on the gaskets 44 of different types are all arranged on the same circle with the axis of the front bridge as the center. That is, on the same plane, the central angles formed by the axis of the third connection hole 441, the axis of the front bridge and the center of the gasket 44 of different types are different.

[0051] More specifically, on the same plane, the position of the third connecting hole 441 in each type of gasket 44 on the gasket 44 makes the adjustment range of the kingpin caster angle α be 60-85°, preferably 67.2-82.2°, that is, the central angle from the center of the gasket 44 to the outermost position that the third connecting hole 441 can reach on both sides of the gasket 44 is 7.5° on the left and right. During assembly, the range in which the horn 30 can rotate around its own axis is 7.5° forward and backward. Through the above arrangement, the needs of various types of vehicles when adjusting the kingpin caster angle can be met.

[0052] Fig. 9 The diagram is a schematic diagram of the angle structure between the kingpin mounting point and the drive shaft mounting point. Fig. 9 The figure shows the angle between the axis of the kingpin mounting point and the axis of the drive shaft mounting point (see Fig. 9 α in the figure is the angle between the ram and the transmission shaft. Through the above arrangement, the angle can be adjusted within a certain range without disassembling the surrounding parts. The adjustment angle can be 60-85°. Through the above arrangement, the needs of various models of vehicles when adjusting the caster angle can be met.

[0053] Furthermore, in the present embodiment, a first flange 21 is formed on the end of the bridge tube 20 , a first connection hole 41 is formed on the first flange 21 , and a second connection hole 42 is provided on the end surface of the horn 30 .

[0054] Furthermore, a reinforcing shaft 32 is provided on a side of the horn 30 facing the bridge tube 20 . When the horn 30 is connected to the bridge tube 20 , the reinforcing shaft 32 extends into the bridge tube 20 .

[0055] Further, a receiving cavity 33 is formed on one of the first flange 21 and the horn 30, and the shape of the receiving cavity 33 is adapted to the shape of the other of the first flange 21 and the horn 30. When the horn 30 is connected to the bridge tube 20 through the connecting structure 40, the horn 30 or the first flange 21 opposite to the first flange 21 or the horn 30 provided with the receiving cavity 33 extends into the receiving cavity 33. By providing the receiving cavity 33, the inner side wall of the receiving cavity 33 can support the outer side wall of the first flange 21 or the horn 30 to ensure the strength of the main bridge. In this embodiment, the receiving cavity 33 is formed on the horn 30.

[0056] Fig.10 FIG. 1 is a schematic diagram of the axle-side structure of the integrated front axle in the second embodiment of the present invention. Fig.11 Shown Fig.10 Schematic diagram of the axial structure of the central connection structure. Fig.12 Shown Fig.11 Schematic diagram of the decomposition structure of the connection structure. Fig.13 Shown Fig.11 The front view of the connecting structure is shown in Figure 1. Fig.14 Shown Fig.13 Schematic diagram of the cross-sectional structure along the XIV-XIV direction. Figures 10 to 14 The integrated front axle provided in the second embodiment of the present invention is basically the same as the first embodiment, except that, in the present embodiment, a second flange 31 is provided on the side of the horn 30 facing the bridge tube 20, and the second connection holes 42 are formed on the second flange 31. At this time, the second connection holes 42 on the second flange 31 are symmetrically distributed around the horn 30. Accordingly, the accommodating cavity 33 is formed on one of the first flange 21 and the second flange 31, that is, when the accommodating cavity 33 is formed on the horn 30, the accommodating cavity 33 is formed on the second flange 31.

[0057] exist Figures 10 to 13 Although the reinforcing shaft 32 is not shown in the figure, it can be understood that in other embodiments, a reinforcing shaft 32 can also be provided on the side of the second flange 31 facing the first flange 21 .

[0058] Fig.15 It is a schematic diagram of the front view structure of the sheep horn in the third embodiment of the present invention. Fig.16 Shown Fig.15 The front view of the middle bridge tube. Fig.15 and Fig.16 As shown, the integrated front bridge provided by the third embodiment of the present invention is basically the same as the first embodiment and the second embodiment, except that one of the first connection hole 41 and the second connection hole 42 is no longer a waist-shaped hole, and each of the first connection hole 41 or the second connection hole 42 is composed of a plurality of through holes arranged in sequence, that is, each of the first connection hole 41 or the second connection hole 42 indicates a range composed of a plurality of through holes. The connecting member 43 is connected to the corresponding first connection hole 41 or the second connection hole 42 through one of the plurality of through holes to complete the connection between the horn 30 and the bridge tube 20. In this embodiment, each second connection hole 42 is composed of a plurality of through holes. The connecting member 43 connects different through holes to the first connection hole 41 to achieve the installation of the horn 30 on the bridge tube 20 at different angles. In this embodiment, at each first connection hole 41 or the second connection hole 42, a plurality of through holes can intersect to form a long hole, and a plurality of arc-shaped edges are formed on the side of the long hole to position the connecting member 43. This can reduce the area occupied by multiple through holes, arrange more through holes in the same area, and make the caster angle have more precise adjustment accuracy.

[0059] Furthermore, in this embodiment, when the horn 30 is combined with the bridge tube 20, on the same plane, at each first connecting hole 41 or second connecting hole 42, the axes of multiple through holes are arranged on the same circle with the axis of the previous bridge as the center.

[0060] Furthermore, at each first connection hole 41 or second connection hole 42, a plurality of through holes can form two rows, and in each row, the axes of the plurality of through holes are arranged on the same circle with the axis of the front axle as the center. That is, the distances from the axes of the two rows of through holes to the axis of the front axle are different. Correspondingly, there are also two second connection holes 42 or first connection holes 41 at each location corresponding to the through holes, and the two holes correspond to the two rows of through holes. Through the above arrangement, the caster angle can be adjusted with better accuracy to perform more precise adjustments.

[0061] like Fig.15 As shown, the second connection hole 42 consisting of a plurality of through holes is formed on the horn 30 . In other embodiments, when a second flange 31 is provided on the horn 30 , the second connection hole 42 consisting of a plurality of through holes can also be formed on the second flange 31 .

[0062] In summary, in the present invention, the clevis 30 on at least one bridge tube 20 is separated from the side bridge tube 20, and the clevis 30 is detachably connected to the bridge tube 20 through the connecting structure 40. When the kingpin castor angle needs to be adjusted, the parts on one side of the vehicle can be disassembled, and then the connecting structure 40 is released, and the clevis 30 is rotated around its own axis to a suitable angle. Since the kingpin is installed on the clevis 30, the angle of the installation point can be changed by changing the installation angle of the clevis 30 relative to the bridge tube 20, and then the kingpin castor angle can be adjusted. Since the rotation direction of the clevis 30 around its own axis can be to the side where the front of the vehicle is located, it can also be to the side where the rear of the vehicle is located, therefore, no matter which side of the vehicle needs to adjust the kingpin castor angle, it can be achieved by adjusting the side where the clevis 30 is located. Furthermore, since the clevis 30 is separated from the bridge tube 20, the integrity of the bridge tube 20 is ensured, so that the installation points of various components on the bridge tube 20, such as the support point of the shock absorber, the base of the control arm, and the connection points of various tie rods, can all be set on the complete bridge tube 20. Therefore, under the premise of ensuring the support strength, the integral front axle can easily adjust the castor angle on both sides of the vehicle and the angle between the clevis and the transmission shaft independently; at the same time, the installation points of all components on the bridge tube still maintain the original angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0063] The present invention also provides a vehicle, including the above-mentioned integral front axle. For other technical features of the vehicle, please refer to the prior art and will not be described in detail here.

[0064] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technician familiar with this profession can make some changes or modifications to equivalent embodiments of equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. An integral front axle, characterized in that: It includes a bridge bag, two bridge tubes respectively connected to the two sides of the bridge bag, a horn located at one end of the bridge tube away from the bridge bag, and a connecting structure. At least one of the horns is detachably arranged on the corresponding bridge tube through the connecting structure. The connecting structure includes a first connecting hole located on one side of the bridge tube, a second connecting hole located on one side of the horn, and a connecting piece. The first connecting hole is connected to the second connecting hole through the connecting piece. One of the first connecting hole and the second connecting hole is a waist-shaped hole. A gasket with an external contour adapted to the shape of the waist-shaped hole is arranged in the waist-shaped hole. A third connecting hole is opened on the gasket. There are multiple models of the gasket. Between different models, the position of the axis of the third connecting hole on the gasket is different. The connecting piece passes through the third connecting hole, the waist-shaped hole and the other of the first connecting hole and the second connecting hole to connect the horn to the bridge tube.

2. The integrated front axle according to claim 1, characterized in that: The two ram horns are detachably arranged on the bridge pipes corresponding to them respectively through the connecting structure.

3. The integrated front axle according to claim 1, characterized in that: When the clasp is connected to the bridge tube through gaskets of different types, the angle between the axis of the kingpin mounting point on the clasp and the axis of the transmission shaft mounting point on the bridge package is different.

4. The integrated front axle according to claim 1, characterized in that: Viewed from the front of the gasket, when the horn is combined with the bridge tube, on the same plane, the axes of the third connecting holes on gaskets of different models are all arranged on the same circle with the axis of the integral front axle as the center.

5. The integrated front axle according to claim 1, characterized in that: The bridge pipe is provided with a first flange, the first connecting hole is formed on the first flange, and the second connecting hole is formed on the end surface of the horn.

6. The integrated front axle according to claim 1, characterized in that: The bridge pipe is provided with a first flange, the first connecting hole is formed on the first flange, the horn is provided with a second flange, and the second connecting hole is formed on the second flange.

7. The integrated front axle according to claim 5 or 6, characterized in that: A accommodating cavity is formed on one of the first flange and the horn, and the shape of the accommodating cavity is adapted to the shape of the other of the first flange and the horn. When the horn is connected to the bridge pipe, the horn or the first flange opposite to the first flange or the horn on which the accommodating cavity is provided extends into the accommodating cavity.

8. The integrated front axle according to claim 1, characterized in that: A reinforcing shaft is arranged on the horn, and when the horn is installed on the bridge tube, the reinforcing shaft extends into the bridge tube.

9. A vehicle, characterized in that: An integrated front axle comprising any one of claims 1 to 8.

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