Method of modifying an automotive front axle

Abstract

A method for modifying a front axle of a vehicle, the method comprising the steps of: providing a vehicle, and removing a front axle of the vehicle from a chassis of the vehicle; providing a replacement front axle, and installing the replacement front axle on the chassis, the replacement front axle being a split front axle; adjusting toe angles of the vehicle after the replacement front axle is installed; adjusting lengths of left wheel alignment lines and right wheel alignment lines on front wheels and rear wheels of the vehicle after the replacement front axle is installed; adjusting front and rear wheel track widths of the vehicle on left and right sides after the replacement front axle is installed; adjusting a connection between a drive shaft and an input shaft of the front axle; and adjusting a kingpin inclination angle of the vehicle by adjusting a combined position of a steering knuckle and a knuckle arm, so that the kingpin inclination angle of the vehicle is within a fifth preset range. The method can simply and conveniently modify the front axle of the vehicle, and effectively improve a handling stability and a safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the automotive field, and in particular to a method for modifying the front axle of an automobile. Background Technology

[0002] Since the launch of the first hardcore off-road vehicle, hardcore off-road vehicles have made great progress in appearance, interior, four-wheel drive technology and power system, but the integral front axle system, which is the core of the chassis, has not been fundamentally improved.

[0003] Over the past 25 years, global sales of hardcore off-road vehicles have exceeded 30 million units, and consumer demand for customization and modification of these vehicles is also increasing daily. OEMs, tuning shops, and modification stores typically raise the vehicle body and improve its handling, stability, and safety by increasing tire size and replacing or strengthening the suspension system.

[0004] Patents with patent numbers CN202131370094.3, CN202121371525.8, CN202220245524.7, and CN202220246510.7 provide a separate front axle. The front axle includes a steering knuckle structure, a connecting structure, and an axle tube. The steering knuckle structure is detachably connected to the axle tube through the connecting structure, and the steering knuckle structure and the axle tube have different engagement positions, so as to adjust the kingpin caster angle of the vehicle by rotating the steering knuckle structure relative to the axle tube.

[0005] Because this structure can adjust the caster angle solely by adjusting the position of the steering knuckle structure and the axle tube, it avoids affecting parameters such as vehicle track and wheelbase. Therefore, it has promising applications in vehicle modification.

[0006] Existing modification methods generally require consideration and adjustment of compatibility parameters such as toe angle, caster angle, track width, and wheelbase. These adjustment methods are relatively complex and not suitable for modifications based on the aforementioned split front axle. Therefore, a new method for modifying automotive front axles is urgently needed. Summary of the Invention

[0007] To solve the above-mentioned technical problems, the present invention provides a method for modifying a vehicle front axle, comprising the following steps; S1: Provide a vehicle and remove the original front axle from the vehicle chassis; S2: Provide a front axle to be replaced, and install the front axle to be replaced on the vehicle chassis. The front axle to be replaced includes a steering knuckle, a connecting structure, and an axle tube. The steering knuckle is detachably fixed to the axle tube through the connecting structure, and the installation angle of the steering knuckle relative to the axle tube is adjustable. S3: Adjust the toe angle of the vehicle after the front axle is replaced, and adjust the toe angle to the first set range; S4: Adjust the lengths of the left and right wheel edge lines of the front and rear wheels of the vehicle after the front axle is replaced, so that the difference between the lengths of the left and right wheel edge lines of the front wheel and the difference between the lengths of the left and right wheel edge lines of the rear wheel are both within the second set range. S5: Adjust the front and rear wheelbases on both sides of the vehicle after the front axle is replaced, so that the difference between the front and rear wheelbases on both sides is within the third set range. S6: Adjust the connection between the drive shaft and the front axle input shaft so that the drive shaft and the front axle input shaft are coaxially arranged; S7: Adjust the installation angle of the steering knuckle relative to the axle tube to adjust the kingpin inclination angle of the vehicle so that the kingpin inclination angle of the vehicle is within the fifth set range.

[0008] Furthermore, in performing step S2, the method includes: S21: Connect the bridge tube to the vehicle chassis; S22: Connect the inner steering knuckle of the steering knuckle to the bridge tube through the connecting structure; S23: Install the half-shaft inside the bridge tube; S24: Connect the outer steering knuckle to the inner steering knuckle; S25: Install the wheels onto the replaced front axle.

[0009] Furthermore, in performing step S2, the method includes: S21: Install the bridge tube onto the chassis of the vehicle; S22: The inner steering knuckle of the steering knuckle is installed on the axle tube through the connecting structure, so that the installation angle of the inner steering knuckle relative to the axle tube is adjustable; S23: Install the half-shaft inside the bridge tube; S24: Connect the outer steering knuckle to the inner steering knuckle; S25: Install the wheels onto the replaced front axle.

[0010] Furthermore, in performing step S3, the method includes: S31: Marking points are set on the tires on both sides of the vehicle, and the distance between the two tire marking points is measured. The tires are rotated 180°, and the distance between the two tire marking points is measured again. S32: Measure the difference between the distances between the two tire marking points in two consecutive measurements, and determine whether the difference is within the set range; S33: When the difference between the distances of two tire marking points between two consecutive points is not within the set range, the toe angle is adjusted so that the difference is within the set range.

[0011] Further, in step S4, the length of the left wheel edge line of the front wheel is the distance between the setting point of the front left tire and the left longitudinal beam of the vehicle body; the length of the right wheel edge line of the front wheel is the distance between the setting point of the front right tire and the right longitudinal beam of the vehicle body; the length of the left wheel edge line of the rear wheel is the distance between the setting point of the rear left tire and the left longitudinal beam of the vehicle body; and the length of the right wheel edge line of the rear wheel is the distance between the setting point of the rear right tire and the right longitudinal beam of the vehicle body.

[0012] Furthermore, the difference between the left and right edge lines of the front wheel and the difference between the left and right edge lines of the rear wheel are both 0.

[0013] Furthermore, after making adjustments in steps S4 and S5, the figure formed by the four directed line segments corresponding to the wheelbase on the front axle, the wheelbase on the rear axle, the wheelbase on the left side, and the wheelbase on the right side of the vehicle is an isosceles trapezoid or a rectangle.

[0014] Furthermore, after performing step S6, the method may also include adjusting the perpendicularity of the damping spring.

[0015] Furthermore, the bridge tube of the front axle to be replaced is provided with an adjustable spring base. By adjusting the angle between the support surface of the vibration damping spring and the horizontal plane, the verticality of the vibration damping spring can be adjusted.

[0016] Furthermore, when performing step S7, the fifth setting range is greater than 4.5°.

[0017] Furthermore, after step S7, the method also includes testing whether the steering wheel is aligned and whether the vehicle veers off course during actual driving tests.

[0018] In summary, the method provided by this invention does not cause changes in the track width, wheelbase, or the coaxiality of the driveshaft and front axle input shaft due to the adjustment of the caster angle. Therefore, during the entire modification process, the track width, wheelbase, and coaxiality of the driveshaft and front axle input shaft can be adjusted to an ideal state first. Each adjustment parameter is relatively independent and has minimal mutual influence. Even after vehicle modification, if adjustments are made to the degree of vehicle pull, the track width, wheelbase, and coaxiality of the driveshaft and front axle input shaft will still remain in an ideal state. Therefore, this method allows for relatively simple and convenient modification of the vehicle's front axle and effectively improves the vehicle's handling stability and safety.

[0019] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0020] Figure 1 The diagram shown is a schematic diagram of the structure after the vehicle body is combined with the existing front axle in the vehicle front axle modification method provided in the embodiment of the present invention.

[0021] Figure 2 The diagram shown is a structural schematic of the disassembly of an existing front axle.

[0022] Figure 3 The diagram shows the structure of assembling the differential assembly and disconnector assembly onto the axle tube of the front axle to be replaced.

[0023] Figure 4 The diagram shown is an exploded view of the inner steering knuckle, axle tube, and connecting structure of the front axle to be replaced.

[0024] Figure 5 As shown Figure 4 The structural diagrams of the various types of gaskets used in this process are shown.

[0025] Figure 6 The diagram shows the structure when the inner steering knuckle of the front axle to be replaced is assembled onto the axle tube.

[0026] Figure 7 The diagram shows the structure when the half-shaft is assembled into the axle tube of the front axle to be replaced.

[0027] Figure 8 The diagram shows the structure of assembling the outer steering knuckle onto the front axle to be replaced.

[0028] Figure 9 The diagram shows the structure of the damping spring, the spring base of the front axle to be replaced, and the axle tube after they are combined.

[0029] Figure 10 The diagram shown is an exploded view of the spring base of the front axle to be replaced.

[0030] Figure 11 As shown Figure 9 Schematic diagram of the intermediate pressure plate.

[0031] Figure 12 The diagram shown is a structural schematic of the support base.

[0032] Figure 13 The diagram shows the structure of mounting the front axle to be replaced onto the vehicle body.

[0033] Figure 14 The diagram shown is a structural schematic of the wheel in the first position during the first toe-in adjustment.

[0034] Figure 15 The diagram shows the structure when the wheel is in the second position during the first toe-in adjustment.

[0035] Figure 16 The diagram shown is a structural schematic diagram during the first adjustment of the wheel edge line length.

[0036] Figure 17 The diagram shown is a structural schematic of the first wheelbase adjustment.

[0037] Figure 18 The diagram shows a structural schematic for adjusting the angle between the axis of the drive shaft and the axis of the front axle input shaft.

[0038] Figure 19 The diagram shown is a structural schematic for adjusting the kingpin inclination angle.

[0039] Figure 20 The diagram shown is an exploded view of the surrounding area of ​​the kingpin caster angle measuring device and the steering knuckle.

[0040] Figure 21 The diagram shown is an exploded view of the kingpin tilt angle measuring device.

[0041] Figure 22 The diagram shows the structure when the wheel is in the first position during the second toe-in adjustment.

[0042] Figure 23 The diagram shows the structure when the wheel is in the second position during the second toe angle adjustment.

[0043] Figure 24 The diagram shows the steps involved in modifying the front axle of a car. Detailed Implementation

[0044] To further illustrate the technical means and effects adopted by the present invention in order to achieve the intended purpose, the following detailed description is provided in conjunction with the accompanying drawings and preferred embodiments.

[0045] This invention provides a method for modifying the front axle of an automobile. This method can modify the front axle of an automobile in a relatively simple and convenient way, and can effectively improve the vehicle's handling stability and safety.

[0046] The method for modifying a car front axle provided by this invention includes the following steps: S1: Provide a vehicle (see...) Figure 1 For ease of display, Figure 1Only the front axle 10 and the relevant structure of the vehicle chassis 50 are shown. The original front axle 10 of the vehicle is removed from the chassis 50 of the vehicle. In this step, such as Figure 2 As shown, the differential assembly 31, the disconnector assembly 32, and the half-shaft 331 (see...) can be... Figure 7 Components such as 34 and 35 were removed, and the connecting rods and shock absorber springs 34 were separated from the original front axle 10 for later use.

[0047] S2: Front axle to be replaced is provided (see...) Figure 3 ), and install the front axle and tires 35 to be replaced onto the chassis 50 of the vehicle; In this step, the front axle to be replaced can be a split front axle 20. The relevant structure and adjustment method of the split front axle 20 can be referenced in patents with application numbers CN202110682630.1, CN202121371523.9, CN202121370094.3, CN202223243012.6, CN202223241482.9, CN202223241559.2, CN202223243015.X, CN202321705310.4, and CN202321705340.5. The split front axle 20 includes a steering knuckle 21 (see...). Figure 8 The steering knuckle 21 is detachably connected to the axle tube 23 via the connecting structure. By releasing the fixed connection between the steering knuckle 21 and the axle tube 23, the steering knuckle 21 can rotate relative to the axle tube 23, thus adjusting the connection position or installation angle between the steering knuckle 21 and the axle tube 23. By adjusting the connection position or installation angle between the steering knuckle 21 and the axle tube 23, different included angles are formed between the axis of the kingpin mounting point on the steering knuckle 21 and the axis of the drive shaft mounting point on the axle, thereby changing the kingpin inclination angle associated with this included angle. The connecting structure may include, but is not limited to, those described in the aforementioned patent application, as long as it enables the adjustment of the connection position between the steering knuckle 21 and the axle tube 23, allowing for adjustment of the kingpin inclination angle.

[0048] Since the split front axle 20 has a structure in which the steering knuckle 21 and the axle tube 23 are separate, the method can include the following steps during installation: S21: Install the axle tube 23 onto the chassis 50 of the vehicle; Specifically, it can be like Figure 3 As shown, the differential assembly 31 and disconnector assembly 32, which were disassembled in step S1, are first installed on the axle tube 23, and the damping springs 34 and each connecting rod on the vehicle chassis 50 are connected to the spring base 40 and the connection points of each tie rod on the axle tube 23, respectively.

[0049] It should be noted that, for ease of display, in Figures 6 to 8 The document only shows the structure of the axle tube 23 (or even part of the axle tube 23) and its connection with related components, while omitting the structure of the vehicle chassis 50, shock absorber spring 34, differential assembly 31, disconnector assembly 32, and various connecting rods.

[0050] S22: As Figure 4 As shown, the inner steering knuckle 211 of the steering knuckle 21 is installed on the axle tube 23 through a connecting structure, so that the installation angle of the inner steering knuckle 211 relative to the axle tube 23 is adjustable. In this invention, the connection structure can take many forms. In this embodiment, the structure described in application number CN202110682630.1 is used as an example for explanation. In this embodiment, the connection structure includes gaskets 221 of different types and connecting bolts that can pass through the gaskets 221 and the bridge tube 23. Figure 5 The image shows various types of gaskets 221 placed in the parts box. These gaskets 221 are located within elongated holes on the inner steering knuckle 211, and each gasket 221 has a connecting hole for the connecting bolt to pass through. The position of the axis of the connecting hole on the gasket 221 varies depending on the gasket model. By passing the connecting bolt through the connecting hole and the corresponding through hole on the axle tube 23, the inner steering knuckle 211 can be detachably fixed to the axle tube 23. The caster angle can be adjusted by replacing different types of gaskets 221.

[0051] During installation in step S22, you can first select the same type of shim 221 for the inner steering knuckles 322 on both the left and right sides. For example, if you select shim 0, the axis of the connecting hole on shim 221 will be located in the exact center of shim 221 without deviation. Then, as follows... Figure 6 As shown, the inner steering knuckle 211 is fixed to the axle tube 23 by connecting bolts and washers 221.

[0052] S23: As Figure 7 As shown, the half-shaft 331 is installed inside the bridge tube 23; Specifically, in this embodiment, without changing the inner diameter of the axle tube 23 and the inner steering knuckle 211, the relevant structures on the half-shaft 331, such as the half-shaft dust baffle, can be directly used in the replaced front axle.

[0053] S24: As Figure 8 As shown, the outer steering knuckle 212 is connected to the inner steering knuckle 211.

[0054] In step S2, as Figures 9 to 12As shown, it is worth mentioning that in order to replace the existing tire 35 with a larger size tire 35 and to facilitate the adjustment of each connecting rod, in this embodiment, the spring base 40 supporting the damping spring 34 is set to have an adjustable engagement position with the bridge tube 23, so that the angle between the contact surface of the damping spring 34 and the spring base 40 and the horizontal plane is set to be adjustable.

[0055] The structure of the spring base 40 that achieves the above functions can refer to, but is not limited to, the structures related to application numbers CN202220246509.4 and CN202221377346.X.

[0056] In this embodiment, as Figure 9-12 As shown, the spring base 40 can also have the following structure: it includes a support base 41 for supporting the damping spring 34, and a first support structure 42 for fixing the support base 41 to the vehicle body. The first support structure 42 includes a first fixing plate 421, a second fixing plate 422, and a first connector 423. The first fixing plate 421 and the second fixing plate 422 extend vertically. The first fixing plate 421 is fixed to the axle tube 23, and the second fixing plate 422 is disposed on the support base 41. A strip-shaped hole 424 is formed on one of the first fixing plate 421 and the second fixing plate 422, and a first fixing hole 425 is formed on the other of the first fixing plate 421 and the second fixing plate 422. The strip-shaped hole 424 is arc-shaped, and the strip-shaped hole 424 is centered on the axis of the axle tube 23. The first fixing hole 425 corresponds to the position of the strip hole 424. The first connector 423 passes through the strip hole 424 and the first fixing hole 425 to fix the second fixing plate 422 onto the first fixing plate 421. With the above structure, the installation angle of the spring base 40 relative to the vertical line can be changed by changing the connection position of the first fixing hole 425 and the strip hole 424, thereby changing the orientation of the spring base 40.

[0057] Furthermore, it may also include a second support structure 43, which includes a third fixing plate 431, a connecting plate 432, a connecting seat 433, a pressure plate 434, and a second connector 425. The third fixing plate 431 is disposed on the support seat 41, the connecting plate 432 is connected to the third fixing plate 431 and extends away from the third fixing plate 431, the connecting seat 433 is disposed on the bridge tube 23, and the connector connects the pressure plate 434 to the connecting seat 433, thereby clamping the connecting plate 432 between the pressure plate 434 and the bridge tube 23. Through the combination of the second support structure 43 and the first support structure 42, two different fixing points are provided for the spring base 40.

[0058] Furthermore, gear teeth are provided on both the side of the pressure plate 434 facing the connecting plate 432 and the side of the connecting plate 432 facing the pressure plate 434, so as to make more precise adjustments to the orientation of the spring base 40.

[0059] S25: As Figure 13 As shown, tire 35 is installed on the replaced front axle.

[0060] In this embodiment, the size of the replaced tire 35 can be larger than the size of the original tire.

[0061] S3: Adjust the toe angle of the vehicle after the front axle has been replaced, so that the toe angle is adjusted to the first set range.

[0062] Specifically, in this embodiment, the method includes the following steps: S31: Marking points are set on the tires 35 on both sides of the vehicle, and the distance between the two tire marking points is measured (e.g., Figure 14 As shown, the two wheel markers are the intersection of the dashed lines, and the distance between them is represented by W1; then rotate tire 35 180°, for example, from the front of the vehicle to the rear of the vehicle, and measure the distance between the two tire markers again (e.g., Figure 15 As shown, the distance between the two tire marking points is represented by W2). S32: Measure the difference in distance between two tire marker points in two consecutive measurements (i.e., the value of |W1-W2|) and determine whether the difference is within the set range; In this embodiment, since the size of tire 35 is already determined, the difference in distance between the two tire marking points in two consecutive measurements can reflect the toe angle. The range of this difference can be set to 2-5 mm.

[0063] S33: When the difference between the distances of two consecutive tire markers is not within the set range, adjust the toe angle so that the difference is within the set range.

[0064] More specifically, the aforementioned objective can be achieved by adjusting the front tie rod.

[0065] S4: Adjust the lengths of the left and right wheel edge lines of the front and rear wheels of the vehicle after the front axle is replaced, so that the difference between the lengths of the left and right wheel edge lines of the front wheel and the difference between the lengths of the left and right wheel edge lines of the rear wheel are both within the second set range. In this step, the length of the left wheel edge line of the front wheel can be the distance between the setting point of the front left tire 35, preferably the outer side of the left tire 35, and the left longitudinal beam 51 of the vehicle body. Figure 16(represented by A1 in the text) The length of the right wheel edge line of the front wheel can be the distance between the setting point of the front right tire 35, preferably the outer side of the right tire 35, and the right side longitudinal beam 51 of the vehicle body. Figure 16 (A2 is used in Chinese).

[0066] Similarly, the length of the left wheel edge of the rear wheel can be the distance between the outer side of the left rear tire 35 and the left longitudinal beam 51 of the vehicle body. Figure 16 (represented by B1 in the text) The length of the right wheel edge of the rear wheel can be the distance between the outer side of the rear right tire 35 and the right longitudinal beam 51 of the vehicle body. Figure 16 (represented by B2 in Chinese).

[0067] The difference in length between the left and right wheel edges of the front wheel can be represented by |A1-A2|, and the difference in length between the left and right wheel edges of the rear wheel can be represented by |B1-B2|.

[0068] The second setting range is 0-2mm. Preferably, the lengths of the left and right wheel edges of both the front and rear wheels are equal. That is, the difference in length between the left and right wheel edges of the front wheel and the difference in length between the left and right wheel edges of the rear wheel are both 0.

[0069] If the difference between the lengths of the left and right wheel edges of the current wheel and / or the difference between the lengths of the left and right wheel edges of the rear wheel does not conform to the second set range, the difference can be adjusted by adjusting the front and / or rear push rods.

[0070] S5: Adjust the front and rear wheelbases on both sides of the vehicle after the front axle is replaced, so that the difference between the front and rear wheelbases on both sides is within the third set range. In this embodiment, the front-to-rear wheelbase on the left or right side can be the distance between the center of the front wheel and the center of the rear wheel on the same side. Figure 17 The front and rear wheelbases on the left and right sides are represented by C1 and C2, respectively.

[0071] That is, the difference between the front and rear wheelbases on the left and right sides is |C1-C2|. Preferably, the front and rear wheelbases on the left and right sides are equal, that is, the difference between the front and rear wheelbases on the left and right sides is 0.

[0072] In this embodiment, the front and rear wheelbases on the left and right sides can be adjusted by the front and rear control arms so that the difference between the front and rear wheelbases on the left and right sides meets the third set range.

[0073] The third setting range can be determined as needed. Preferably, after the adjustment in steps S4 and S5, the figure formed by the four directed line segments corresponding to the track width on the front axle of the vehicle (the distance between the center lines of the tracks left by the front wheels on the vehicle support plane), the track width on the rear axle of the vehicle (the distance between the center lines of the tracks left by the rear wheels on the vehicle support plane), the wheelbase on the left side, and the wheelbase on the right side is an isosceles trapezoid or rectangle.

[0074] S6: Adjust the connection between the drive shaft 332 and the front axle input shaft 333 so that the drive shaft 332 and the front axle input shaft 333 are coaxially aligned (see...). Figure 18 For ease of display, in Figure 18 The wheels and related structures of the rear half of the vehicle are omitted.

[0075] In this embodiment, the above-mentioned effect can be achieved by adjusting the control arm.

[0076] Furthermore, after making adjustments in steps S3 to S6, the verticality of the damping spring 34 can also be adjusted so that the verticality of the damping spring 34 conforms to the fourth set range.

[0077] The fourth setting range can be determined as needed.

[0078] The verticality of the damping spring 34 can be defined as the deviation of the centerline of the damping spring 34 in the vertical direction when it is mounted on the front axle. The verticality of the damping spring 34 at this point can also be understood as the degree of curvature of the damping spring 34 when it is mounted on the vehicle body.

[0079] When making the above adjustments, the above effect can be achieved by adjusting the angle between the support surface of the damping spring 34 on the spring base 40 and the horizontal plane on the bridge tube 23.

[0080] S7: By adjusting the installation angle of the steering knuckle 21 relative to the axle tube 23, the kingpin inclination angle of the vehicle is adjusted so that the kingpin inclination angle is within the fifth set range (see...). Figure 19 For ease of display, in Figure 19 The wheels are omitted, and the relevant structures around the steering knuckle 21 and axle tube 23 are shown to complete the vehicle modification.

[0081] In this embodiment, the fifth setting range is greater than 4.5°, preferably 4.5°. To facilitate the adjustment of the installation angle of the steering knuckle 21, in this embodiment, a kingpin inclination angle measuring device 60 can be provided, and the kingpin inclination angle measuring device 60 is directly fixed to the steering knuckle 21 to perform real-time measurement of the kingpin inclination angle.

[0082] like Figure 20 and Figure 21As shown, the kingpin caster angle measuring device 60 of this embodiment may include a fixed base 61 and a level measuring instrument 62. A measuring device fixing part 213 may be provided on the steering knuckle 21. The measuring device fixing part 213 is located at the corner of the extension arm in the steering knuckle 21. It includes an inclined surface that can abut against the fixed base 61 and a groove that can place the support rod provided on the fixed base 61. In this way, the fixed base 61 is directly installed on the steering knuckle 21, and then a level measuring instrument 62 is placed in the receiving cavity provided on the fixed base 61 and the level measuring instrument 62 is fixed on the measuring device fixing part 213.

[0083] With the above settings, the kingpin caster angle can be measured in real time when adjusting the engagement position of the steering knuckle 21 and the axle tube 23.

[0084] Combination Figures 4 to 6 When adjusting the relevant structure, a suitable shim 221 can be selected, and the steering knuckle 21 can be fixed to a suitable angle using the shim 221. It should be noted that at this time, the shims 221 that are combined with the steering knuckles 21 on the left and right sides may no longer be the same model.

[0085] It should be noted that, since the front axle with the steering knuckle 21 and the axle tube 23 being separate is adopted, and the connection position between the steering knuckle 21 and the axle tube 23 can be adjusted by changing the connection position, the kingpin inclination angle can be adjusted by changing the connection position.

[0086] Therefore, the numerous adjustments made in steps S4 to S6 are not affected by the caster angle adjustment. This allows the vehicle to maintain its original track width, wheelbase, and the coaxiality of the drive shaft 332 with the front axle input shaft 333 to the greatest extent possible when adjusting the caster angle.

[0087] After adjusting the kingpin inclination angle in step S7, the method may further include: adjusting the toe angle again (see...). Figure 22 and Figure 23 This adjusts the toe angle to the first set range. The adjustment method and requirements are the same as those in step S3, and the toe angle can be represented by the difference between W3 and W4, which will not be elaborated here.

[0088] Furthermore, after completing step S7, a real-world driving test can be conducted on the vehicle to test whether the steering wheel is aligned and whether the vehicle veers off course.

[0089] When the steering wheel is not aligned, it can be aligned by adjusting the steering tie rod.

[0090] When the vehicle veers to one side, the kingpin caster angle can be adjusted according to step S7. During this adjustment, the steering knuckles on the left and right sides of the vehicle can be adjusted to different angles as needed. In this embodiment, different types of shims can be selected for adjustment to prevent the vehicle from veering to one side.

[0091] Because adjusting the caster angle in this method does not cause changes in the track width, wheelbase, or the coaxiality of the driveshaft 332 and the front axle input shaft 333, the track width, wheelbase, and coaxiality of the driveshaft 332 and the front axle input shaft 333 can be adjusted to an ideal state during the entire modification process. Each adjustment parameter is relatively independent and has minimal inter-parameter influence. Even after vehicle modification, if adjustments are made to the degree of vehicle pull, the track width, wheelbase, and coaxiality of the driveshaft 332 and the front axle input shaft 333 will still remain ideal. Therefore, this method allows for relatively simple and convenient modification of the vehicle chassis 50's handling components and effectively improves the vehicle's handling stability and safety.

[0092] It should be noted that the step numbers S1, S2, ... S7, S21... S25, S31... S33 mentioned above are only used to identify and represent the corresponding steps, and are not used to limit the order of the steps.

[0093] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A method for modifying a car front axle, characterized in that: Includes the following steps; S1: Provide a vehicle and remove the original front axle from the vehicle chassis; S2: Provide a front axle to be replaced, and install the front axle to be replaced on the vehicle chassis. The front axle to be replaced includes a steering knuckle, a connecting structure, and an axle tube. The steering knuckle is detachably fixed to the axle tube through the connecting structure, and the installation angle of the steering knuckle relative to the axle tube is adjustable. S3: Adjust the toe angle of the vehicle after the front axle is replaced, and adjust the toe angle to the first set range; S4: Adjust the lengths of the left and right wheel edge lines of the front and rear wheels of the vehicle after the front axle is replaced, so that the difference between the lengths of the left and right wheel edge lines of the front wheel and the difference between the lengths of the left and right wheel edge lines of the rear wheel are both within the second set range. S5: Adjust the front and rear wheelbases on both sides of the vehicle after the front axle is replaced, so that the difference between the front and rear wheelbases on both sides is within the third set range. S6: Adjust the connection between the drive shaft and the front axle input shaft so that the drive shaft and the front axle input shaft are coaxially arranged; S7: Adjust the installation angle of the steering knuckle relative to the axle tube to adjust the kingpin inclination angle of the vehicle so that the kingpin inclination angle of the vehicle is within the fifth set range. The adjustment of the kingpin inclination angle will not cause changes in the track width, wheelbase, and coaxiality of the drive shaft and the front axle input shaft.

2. The method for modifying a vehicle front axle according to claim 1, characterized in that: When performing step S2, the method includes: S21: Install the bridge tube onto the chassis of the vehicle; S22: The inner steering knuckle of the steering knuckle is installed on the axle tube through the connecting structure, so that the installation angle of the inner steering knuckle relative to the axle tube is adjustable; S23: Install the half-shaft inside the bridge tube; S24: Connect the outer steering knuckle to the inner steering knuckle; S25: Install the wheels onto the replaced front axle.

3. The method for modifying a vehicle front axle according to claim 2, characterized in that: When performing step S3, the method includes: S31: Marking points are set on the tires on both sides of the vehicle, and the distance between the two tire marking points is measured. The tires are rotated 180°, and the distance between the two tire marking points is measured again. S32: Measure the difference between the distances between the two tire marking points in two consecutive measurements, and determine whether the difference is within the set range; S33: When the difference between the distances of two tire marking points between two consecutive points is not within the set range, the toe angle is adjusted so that the difference is within the set range.

4. The method for modifying a vehicle front axle according to claim 1, characterized in that: In step S4, the length of the left wheel edge line of the front wheel is the distance between the setting point of the front left tire and the left longitudinal beam of the vehicle body; the length of the right wheel edge line of the front wheel is the distance between the setting point of the front right tire and the right longitudinal beam of the vehicle body; the length of the left wheel edge line of the rear wheel is the distance between the setting point of the rear left tire and the left longitudinal beam of the vehicle body; and the length of the right wheel edge line of the rear wheel is the distance between the setting point of the rear right tire and the right longitudinal beam of the vehicle body.

5. The method for modifying a vehicle front axle according to claim 4, characterized in that: The difference between the left and right edge lines of the front wheel and the difference between the left and right edge lines of the rear wheel are both 0.

6. The method for modifying a vehicle front axle according to claim 1, characterized in that: After making adjustments in steps S4 and S5, the figure formed by the four directed line segments corresponding to the wheelbase on the front axle, the wheelbase on the rear axle, the wheelbase on the left side, and the wheelbase on the right side of the vehicle is an isosceles trapezoid or rectangle.

7. The method for modifying a vehicle front axle according to claim 1, characterized in that: After step S6, the method may further include adjusting the perpendicularity of the damping spring.

8. The method for modifying a vehicle front axle according to claim 7, characterized in that: The axle tube of the front axle to be replaced is equipped with an adjustable spring base. The verticality of the damping spring can be adjusted by adjusting the angle between the support surface of the damping spring and the horizontal plane.

9. The method for modifying a vehicle front axle according to claim 7, characterized in that: When performing step S7, the fifth setting range is greater than 4.5°.

10. The method for modifying a vehicle front axle according to claim 1, characterized in that: Following step S7, the method also includes testing whether the steering wheel is aligned and whether the vehicle veers off course during actual driving tests.

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