Claw structure, integral front axle and modification method

Abstract

The present invention provides a clasp structure, an integral front axle and a modification method. The clasp structure includes a clasp for connecting a kingpin and a connecting structure for connecting to an end of a bridge tube. The clasp is detachably fixed to the connecting structure. The clasp has multiple fixed states relative to the connecting structure. In each fixed state, the kingpin connection point on the clasp has a different position relative to the connecting structure. The integral front axle can easily and independently adjust the kingpin castor angle on both sides of the vehicle and the angle between the clasp and the transmission shaft while ensuring the support strength. At the same time, the installation point positions of all components on the bridge tube still maintain the original installation angle, and will not introduce variables that affect the chassis wheelbase, direction accuracy, and suspension height.

Description

Technical Field

[0001] The invention relates to the field of automobile structures, and in particular to a ram's horn structure, an integral front axle having the ram's horn structure, and a modification method for the integral front axle. 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 a clasp structure, an integral front axle and a modification method. The clasp structure can easily and independently adjust the kingpin castor angle on both sides of the vehicle and the angle between the clasp and the drive shaft under the premise of ensuring the supporting strength of the integral front axle; at the same time, during adjustment, the installation points of all components on the bridge tube of the integral front axle 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 a ram's horn structure, comprising a ram's horn for connecting a kingpin and a connecting structure for connecting to an end of a bridge tube, wherein the ram's horn is detachably fixed to the connecting structure, and the ram's horn has a plurality of fixed states relative to the connecting structure. In each fixed state, the kingpin connection point on the ram's horn has a different position relative to the connecting structure.

[0011] Furthermore, the connecting structure includes a first flange, which is used to be fixed to the end of the bridge pipe. A first connecting hole is provided on the first flange, and a second connecting hole is provided on the horn. The connecting member passes through the first connecting hole and the second connecting hole to fix the horn to the connecting structure.

[0012] Furthermore, the second connecting hole is arranged on an end surface of the horn away from the first flange.

[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 sheep horn is combined with the connecting structure, 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 semi-axis through-hole of the sheep horn 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 in sequence, and the connecting member is connected to the corresponding first connection hole or the second connection hole 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, 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 multiple through holes are arranged on the same circle with the axis of the semi-axis through hole of the ram's horn as the center.

[0018] Furthermore, at each of the first connecting hole or the second connecting hole, the plurality of through holes 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 half-shaft through hole 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 hole, and the two second connecting holes or the first connecting holes correspond to the two rows of through holes respectively.

[0019] Furthermore, a second flange is provided on the horn in a direction toward the first flange, and the second connecting hole is formed on the second flange.

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

[0021] Furthermore, a reinforcing shaft is provided on the horn, and when the horn is fixed on the connecting structure, the reinforcing shaft passes through the first flange.

[0022] The present invention also provides an integral front axle, comprising the above-mentioned ram's horn structure.

[0023] The present invention also provides a method for modifying an integral front axle, comprising the following steps:

[0024] Providing an integral front axle;

[0025] Cutting off the horns of the integral front axle from the bridge tube of the integral front axle;

[0026] Providing the above-mentioned horn structure, and fixing the connection structure of the horn structure on the end surface of the bridge pipe;

[0027] The horns of the horn structure are fixed on the connecting structure.

[0028] In summary, in the present invention, the connection structure can be fixed to the end of the bridge tube through the setting of the ram horn structure. Since the ram horn is separately set from the connection structure, and when the ram horn is fixed to the connection structure, the ram horn has multiple fixed states relative to the connection structure, so that the kingpin connection point on the ram horn has different positions relative to the connection structure. When the kingpin castor angle needs to be adjusted, the connection between the ram horn and the connection structure can be released on one side of the vehicle, and the ram horn can be rotated around the axis of the semi-axis through-hole on the ram horn to a suitable angle, which is equivalent to changing the installation angle of the ram horn relative to the bridge tube, that is, adjusting the kingpin castor angle. Since the rotation direction of the ram horn around the axis of the semi-axis through-hole can be toward the side where the front of the vehicle is located, it can also be toward the side where the rear of the vehicle is located, therefore, no matter which side of the vehicle the kingpin castor angle needs to be adjusted, it can be achieved by adjusting the side where the ram horn structure is located. Furthermore, since the clasp structure is separated from the bridge tube, the integrity of the bridge tube is ensured, so that the installation points of the various components of the bridge tube, 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, which can improve the strength of the front axle. Therefore, the clasp structure can easily adjust the castor angle on both sides of the vehicle and the angle between the clasp and the transmission shaft independently while ensuring the support strength of the integral front axle; at the same time, the installation points of all components on the bridge tube can still maintain the original angle, without introducing variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0029] 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

[0030] Figure 1 Shown is a schematic diagram of the exploded structure of the sheep horn structure in the first embodiment of the present invention.

[0031] Figure 2 Shown Figure 1 Schematic diagram of the structure of the Chinese sheep horn from another perspective.

[0032] Figure 3 Shown Figure 1 Schematic diagram of the axle-side structure when the center ram horn structure is installed on the integral front axle.

[0033] Figure 4Shown Figure 3 Schematic diagram of the exploded structure of the integral front axle.

[0034] Figure 5 Shown Figure 3 Schematic diagram of the front structure of the integral front axle.

[0035] Figure 6 Shown Figure 5 Schematic diagram of the cross-sectional structure along the VI-VI direction.

[0036] Figure 7 Shown Figure 6 Schematic diagram of the enlarged structure at point A in the middle.

[0037] Figure 8 Shown is a schematic diagram of the decomposed structure of sheep horns.

[0038] Fig. 9 Shown Figure 8 Schematic diagram of the axial structure of the center gasket.

[0039] Fig.10 Shown is a schematic diagram of the front view structure of two different gaskets.

[0040] Fig.11 Shown is a schematic diagram of the angle structure between the kingpin connection point and the drive shaft installation point.

[0041] Fig.12 The figure shows the axle-side structure schematic diagram of the ram's horn structure installed on the integral front axle in the second embodiment of the present invention.

[0042] Fig.13 Shown Fig.12 Schematic diagram of the axial structure when the first flange and the second flange are combined.

[0043] Fig.14 Shown Fig.13 Schematic diagram of the structure when the first flange and the second flange are separated.

[0044] Fig.15 Shown Fig.14 A schematic diagram of the front view structure when the first flange and the second flange are combined.

[0045] Fig.16 Shown Fig.15 Schematic diagram of the cross-sectional structure along the XVI-XVI direction.

[0046] Fig.17 Shown is a schematic diagram of the front view structure of the sheep horns in the third embodiment of the present invention.

[0047] Fig.18 FIG. 1 is a front view schematic diagram of the connecting structure in the third embodiment of the present invention.

[0048] Figures 19 to 22 This is a schematic structural diagram of each step in the integrated front axle modification method provided by the present invention. DETAILED DESCRIPTION

[0049] 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.

[0050] The present invention provides a clasp structure, an integral front axle and a modification method. The clasp structure can easily and independently adjust the castor angles on both sides of a vehicle and the angles between the clasp and a transmission shaft under the premise of ensuring the supporting strength of the integral front axle; at the same time, during adjustment, the positions of the mounting points of all components on the axle tube of the integral front axle still maintain their original position angles, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0051] Figure 1 The figure shows the exploded structural diagram of the horn structure in the first embodiment of the present invention. Figure 2 Shown Figure 1 A structural diagram of the Chinese horn from another perspective. Figure 3 Shown Figure 1 Schematic diagram of the axle side structure when the middle ram horn structure is installed on the integral front axle. Figure 4 Shown Figure 3 Schematic diagram of the exploded structure of the integral front axle. Figure 5 Shown Figure 3 The front structural diagram of the integral front axle. Figure 6 Shown Figure 5 Schematic diagram of the cross-sectional structure along the VI-VI direction. Figure 7 Shown Figure 6 The enlarged structural diagram of A in the figure. Figures 1 to 7 As shown, the ram horn structure 10 provided by the present invention includes a ram horn 11 for connecting a kingpin and a connecting structure 12 for connecting to the end of a bridge tube. The ram horn 11 is detachably fixed to the connecting structure 12. The ram horn 11 has multiple fixed states relative to the connecting structure 12. In each fixed state, the kingpin connection point on the ram horn 11 has a different position relative to the connecting structure 12.

[0052] In the present embodiment, by the setting of the ram horn structure 10, the connecting structure 12 can be fixed to the end of the bridge tube 20, and then the ram horn 11 can be fixed to the connecting structure 12. Since the ram horn 11 and the connecting structure 12 are separately set, and when the ram horn 11 is fixed to the connecting structure 12, the ram horn 11 has multiple fixed states relative to the connecting structure 12, so that the kingpin connection point 111 on the ram horn 11 has different positions relative to the connecting structure 12. When the kingpin castor angle needs to be adjusted, the connection between the ram horn 11 and the connecting structure 12 can be released on one side of the vehicle, and the ram horn 11 can be rotated around the axis of the upper half axis through hole 112 of the ram horn 11 to a suitable angle, which is equivalent to changing the installation angle of the ram horn 11 relative to the bridge tube 20, that is, adjusting the kingpin castor angle. Since the rotation direction of the clasp 11 around the axis of the semi-axle through hole 12 can be toward the side where the front of the vehicle is located, or toward the side where the rear of the vehicle is located, 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 structure 10 is located. Furthermore, since the clasp structure 10 is separated from the bridge tube 20, the integrity of the bridge tube 20 is ensured, so that the installation points of the various components of the bridge tube 20, such as the support points of the shock absorber and the connection points of the pull rod, can be set on the complete bridge tube 20, which can improve the strength of the front axle. Therefore, the clasp structure 10 can easily adjust the kingpin castor angle on both sides of the vehicle and the angle between the clasp 11 and the transmission shaft independently under the premise of ensuring the support strength of the integral front axle; at the same time, the installation points of all components on the bridge tube 20 can still maintain the original angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0053] Please continue to refer to Figures 1 to 4 In this embodiment, the connection structure 12 can be a first flange, on which a first connection hole 121 is provided, and on the end surface of the clevis 11 away from the first flange, a second connection hole 113 is provided, that is, the second connection hole 113 is arranged around the periphery of the half-shaft through hole 112. The connection member 13, such as a bolt and a nut, passes through the first connection hole 121 and the second connection hole 113 to fix the clevis 11 on the first flange, and one of the first connection hole 121 and the second connection hole 113 is a waist-shaped hole. In this embodiment, the waist-shaped hole is formed on the second connection hole 113. The connection member 13 extends from the side where the clevis 11 is located, so that the clevis 11 is fixed to the bridge tube 20, so as to adjust the castor angle from the outside of the vehicle body.

[0054] Figure 8 The diagram shows the decomposition structure of the sheep's horn. Fig. 9 Shown Figure 8 Schematic diagram of the axial structure of the middle gasket. Fig.10 The following are schematic diagrams of the front view structures of two different gaskets. Fig.11 The diagram is a schematic diagram of the angle structure between the kingpin connection point and the drive shaft installation point. Figures 8 to 11 As shown, a gasket 14 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 141 is opened on the gasket 14. The connecting member 13 passes through the third connecting hole 141, the waist-shaped hole, and the other of the first connecting hole 121 and the second connecting hole 113 in sequence to connect the horn 11 with the connecting structure 12.

[0055] Furthermore, in the present embodiment, the waist-shaped hole is a countersunk hole, so that the bottom of the countersunk hole blocks the gasket 14 to prevent the gasket 14 from escaping from the other side of the waist-shaped hole.

[0056] There are many types of gaskets 14, and the positions of the axis of the third connection hole 141 on the gasket 14 are different between different types. Since the positions of the axis of the third connection hole 141 on the gaskets 14 of different types are different, when the connection between the horn 11 and the connection structure 12 is achieved by the gasket 14 of the same type, the position of the main pin connection point 111 on the horn 11 will have a specific angle relative to the connection structure 12, which is equivalent to having a specific angle relative to the bridge tube 20. By selecting different types of gaskets 14, when the horn 11 is fixed on the connection structure 12, the main pin connection point on the horn 11 has different positions relative to the connection structure 12, that is, the main pin connection point 111 on the horn 11 will have different angles relative to the bridge tube 20.

[0057] Preferably, if Fig.10 As shown, from the front of the gasket 14, on the same plane, the axes of the third connecting holes 141 on the gaskets 14 of different types are all arranged on the same circle with the axis of the through hole 112 of the upper half shaft of the horn 11 as the center. That is, on the same plane, the central angles formed by the axis of the third connecting hole 141, the axis of the through hole 112 of the upper half shaft of the horn 11 and the center of the gasket 14 of different types are different.

[0058] More specifically, on the same plane, the position of the third connecting hole 141 in each type of gasket 14 on the gasket 14 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 14 to the outermost position that the third connecting hole 141 can reach on both sides of the gasket 14 is 7.5° on the left and right. During assembly, the range in which the horn 11 can rotate around the axis of the semi-axle through hole 112 relative to the connecting structure 12 is 7.5° front and back. Through the above arrangement, the needs of various types of vehicles when adjusting the kingpin caster angle can be met.

[0059] Fig.11The diagram is a schematic diagram of the angle structure between the kingpin connection point and the drive shaft installation point. Fig.11 As shown in the figure, the angle between the axis of the kingpin connection point 111 and the axis of the transmission shaft mounting point 30 is shown (see Fig.11 α), i.e., the angle between the horn 11 and the transmission shaft, can be adjusted within a certain range without disassembling the surrounding parts through the above arrangement. The adjustment direction of the angle can be 60-85°. Through the above arrangement, the needs of various models of vehicles when adjusting the caster angle can be met.

[0060] Furthermore, a reinforcing shaft 114 is provided on a side of the horn 11 facing the connecting structure 12 . When the horn 11 is connected to the connecting structure 12 , the reinforcing shaft 114 passes through the connecting structure 12 and extends into the bridge tube 20 .

[0061] Furthermore, a receiving cavity 115 is formed on one of the first flange and the horn 11, and the shape of the receiving cavity 115 is adapted to the shape of the other of the first flange and the horn 11. When the horn 11 is connected to the connecting structure 12, the horn 11 or the first flange opposite to the first flange or the horn 11 provided with the receiving cavity 115 extends into the receiving cavity 115. By providing the receiving cavity 115, the inner side wall of the receiving cavity 115 can support the outer side wall of the first flange or the horn 11, so as to ensure the strength of the main bridge after the horn structure 10 is combined with the bridge tube 20. In this embodiment, the receiving cavity 115 is formed on the horn 11.

[0062] Fig.12 The figure shows the axle-side structure schematic diagram of the ram's horn structure installed on the integral front axle in the second embodiment of the present invention. Fig.13 Shown Fig.12 Schematic diagram of the shaft side structure when the first flange and the second flange are combined. Fig.14 Shown Fig.13 The structural diagram of the first flange and the second flange when separated. Fig.15 Shown Fig.14 The front view of the structure when the first flange and the second flange are combined, Fig.16 Shown Fig.15 Schematic diagram of the cross-sectional structure along the XVI-XVI direction. Figures 12 to 16As shown, the horn structure 10 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 116 is provided on the side of the horn 11 facing the first flange, and the second connection hole 113 is formed on the second flange 116. At this time, the second connection holes 113 on the second flange 116 are symmetrically distributed around the horn 11. Correspondingly, the accommodating cavity 115 is formed on one of the first flange and the second flange 116, that is, when the accommodating cavity 115 is formed on the horn 11, the accommodating cavity 115 is formed on the second flange 116. The first flange extends into the accommodating cavity 115 of the second flange 116.

[0063] In this embodiment, the reinforcing shaft 114 is not shown. It can be understood that in other embodiments, the reinforcing shaft 114 can also be provided on the side of the second flange 116 facing the first flange.

[0064] Fig.17 It is a schematic diagram of the front view structure of the sheep horn in the third embodiment of the present invention. Fig.18 FIG. 2 is a front view of the connection structure in the third embodiment of the present invention. Fig.17 and Fig.18 As shown, the horn structure 10 provided in 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 121 and the second connection hole 113 is no longer a waist-shaped hole, and each first connection hole 121 or the second connection hole 113 is composed of a plurality of through holes arranged in sequence, that is, each first connection hole 121 or the second connection hole 113 at this time indicates a range composed of a plurality of through holes. The connecting member 13 is connected to the corresponding first connection hole 121 or the second connection hole 113 through one of the plurality of through holes to complete the connection between the horn 11 and the connection structure 12. In this embodiment, each second connection hole 113 is composed of a plurality of through holes. The connecting member 13 connects different through holes to the first connection hole 121 to achieve the installation of the horn 11 on the connection structure 12 at different angles. In this embodiment, at each first connection or second connection hole 113, a plurality of through holes may intersect to form a long hole, and a plurality of arc-shaped edges may be formed on the side of the long hole to position the connection member 13. This can reduce the area occupied by the plurality of through holes, and more through holes may be arranged in the same area, so that the caster angle can be adjusted more precisely.

[0065] Furthermore, in this embodiment, when the sheep horn 11 is combined with the connecting structure 12, on the same plane, at each first connecting hole 121 or the second connecting hole 113, the axes of multiple through holes are arranged on the same circle with the axis of the hole 112 through which the upper half axis of the sheep horn 11 passes as the center.

[0066] Furthermore, at each first connection hole 121 or second connection hole 113, 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 through hole 112 of the upper half shaft of the ram 11 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 113 or first connection holes 121 at each location corresponding to the through hole, and the two holes correspond to the two rows of through holes. Through the above arrangement, the kingpin caster angle can be adjusted with better accuracy to perform more precise adjustments.

[0067] like Fig.15 As shown, the second connection hole 113 consisting of a plurality of through holes is formed on the ram horn 11. In other embodiments, when a second flange 116 is provided on the ram horn 11, the second connection hole 113 consisting of a plurality of through holes can also be formed on the second flange 116.

[0068] In this embodiment, by setting the clasp structure 10, the connection structure 12 can be fixed to the end of the bridge tube 20, and then the clasp 11 can be fixed to the connection structure 12. Since the clasp 11 is separately set from the connection structure 12, and when the clasp 11 is fixed to the connection structure 12, the clasp 11 has multiple fixed states relative to the connection structure 12, so that the kingpin connection point 111 on the clasp 11 has different positions relative to the connection structure 12. When the kingpin castor angle needs to be adjusted, the connection between the clasp 11 and the connection structure 12 can be released on one side of the vehicle, and the clasp 11 can be rotated around the axis of the semi-axle through hole 12 on the clasp 11 to a suitable angle, which is equivalent to changing the installation angle of the clasp 11 relative to the bridge tube 20, that is, adjusting the kingpin castor angle. Since the rotation direction of the clasp 11 around the axis of the semi-axle through hole 12 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 clasp structure 10 is located. Furthermore, since the ram's horn structure 10 is set separately from the bridge tube 20, the integrity of the bridge tube 20 is ensured, so that the installation points of the various components of 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 ram's horn structure 10 can easily and independently adjust the castor angle on both sides of the vehicle and the angle between the ram's horn 11 and the transmission shaft under the premise of ensuring the support strength of the integral front axle; at the same time, the installation points of all components on the bridge tube 20 can still maintain the original angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0069] The present invention further provides an integral front axle, including the above-mentioned ram's horn structure 10. For other technical features of the integral front axle, please refer to the prior art and will not be described in detail here.

[0070] Figures 19 to 22 The schematic diagram of the structure of each step in the integral front axle modification method provided by the present invention. Figures 19 to 22 As shown, the present invention also provides a method for modifying an integral front axle using the above-mentioned horn structure 10, the method comprising the following steps:

[0071] Providing an integral front axle;

[0072] The horn 11 of the integral front axle is cut off from the bridge tube 20 of the integral front axle;

[0073] Fixing the connection structure 12 on the end surface of the bridge pipe 20;

[0074] The horns 11 are fixed to the connecting structure 12 .

[0075] 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. A horn structure, characterized in that: It includes a horn for connecting a kingpin and a connecting structure for connecting to an end of a bridge tube, wherein the horn is detachably fixed to the connecting structure, and the horn has a plurality of fixed states relative to the connecting structure, and in each fixed state, the kingpin connection point on the horn has a different position relative to the connecting structure; the connecting structure includes a first flange, which is used to be fixed to the end of the bridge tube, a first connecting hole is provided on the first flange, a second connecting hole is provided on the horn, the second connecting hole is arranged around the semi-axis through-hole on the horn, and a connecting member passes through the first connecting hole and the second connecting hole to fix the horn to the connecting structure; 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 provided in the waist-shaped hole, a third connecting hole is provided on the gasket, and 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.

2. The horn structure according to claim 1, characterized in that: The second connecting hole is arranged on the end surface of the horn away from the first flange.

3. The horn structure according to claim 1, characterized in that: Viewed from the front of the gasket, when the ram's horn is combined with the connecting structure, 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 hole through which the semi-axis of the ram's horn passes as the center.

4. The horn structure according to claim 2, characterized in that: A second flange is arranged on the horn in a direction toward the first flange, and the second connecting hole is formed on the second flange.

5. The horn structure according to claim 2 or 4, 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 connecting structure, 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.

6. The horn structure according to claim 1, characterized in that: A reinforcing shaft is arranged on the horn, and when the horn is fixed on the connecting structure, the reinforcing shaft passes through the first flange.

7. An integral front axle, characterized in that: It comprises the horn structure as described in any one of claims 1 to 6.

8. A method for modifying an integral front axle, characterized in that: The steps include: Providing an integral front axle; Cutting off the horns of the integral front axle from the bridge tube of the integral front axle; Providing the horn structure according to any one of claims 1 to 6, and fixing the connecting structure of the horn structure on the end surface of the bridge tube; The horns of the horn structure are fixed on the connecting structure.

Images