Automobile steering knuckle with damping function and assembly thereof

Abstract

The invention discloses an automobile steering knuckle with a damping function and an assembly of the automobile steering knuckle, and belongs to the technical field of steering knuckles. The automobile steering knuckle with the damping function comprises an axle, a flange plate and a pair of fork lugs, the middle of one side of the flange plate is fixedly connected with the axle, and the end face of the other side of the flange plate is fixedly connected with the pair of fork lugs. The flange plate on the side where the axle is located is detachably connected with a wheel, and the fork lug is detachably connected with a front axle of a vehicle. Mounting holes are formed in the surfaces of the fork lugs, and the mounting holes of the two fork lugs are coaxially arranged and used for mounting a steering knuckle main pin; a pair of auxiliary assemblies is arranged in the mounting hole and connected with the steering knuckle main pin mounted in the mounting hole in an abutting mode, and the damping effect on the axial direction of a shaft where the steering knuckle main pin is located and the damping effect in the direction where the auxiliary assemblies are located are achieved.

Description

Technical Field

[0001] This invention belongs to the field of steering knuckle technology, and more specifically, relates to an automotive steering knuckle with shock absorption function and its assembly. Background Art

[0002] The steering knuckle is a core safety component of the automotive steering axle, responsible for connecting the wheels, suspension, and steering system. With the increasing number of new energy vehicles, the increased weight of batteries, range sensitivity, and performance upgrade requirements place higher demands on the quality of steering knuckles. At the same time, because the instantaneous torque of an electric motor is greater than that of an internal combustion engine, the steering knuckle needs to have higher tensile strength and fatigue limit.

[0003] Existing steering knuckle designs typically utilize rubber bushings to buffer circumferential vibrations. However, axial impacts generated while driving on bumpy roads can easily lead to bearing loosening or breakage. Furthermore, lightweight aluminum alloy castings are insufficient to meet the material requirements of modern vehicles. For example, a shock-absorbing automotive steering knuckle (CN202220532522.6) disclosed in Chinese invention patent literature provides a buffering and shock-absorbing function by setting a folded rubber sleeve and a sponge strip at the connection between the steering knuckle and the vehicle. However, this rubber sleeve can only alleviate axial loads and cannot cope with the multi-directional loads faced by the vehicle in actual use. Moreover, these components cannot maintain stable performance when subjected to long-term impacts, which can easily lead to fatigue failure and affect driving safety.

[0004] Therefore, we need a new type of shock-absorbing automotive steering knuckle made of ductile iron that is stable in operation and can handle multi-directional loads. Summary of the Invention

[0005] The purpose of this invention is to provide a car steering knuckle with shock absorption function. The steering knuckle has a stable structure and achieves shock absorption in the axial direction of the axis where the steering knuckle kingpin is located and in the direction of the auxiliary components by setting auxiliary components to support the steering knuckle kingpin. In addition, based on this car steering knuckle, another purpose of this invention is to provide a car steering knuckle assembly with shock absorption function.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] The present invention provides a car steering knuckle with shock absorption function, comprising an axle, a flange and a pair of forks. The flange is fixedly connected to the axle at the middle of one side, and the flange is fixedly connected to a pair of forks on the other end face. The flange on the side where the axle is located is detachably connected to the wheel, and the forks are detachably connected to the front axle of the vehicle.

[0008] The surface of the fork lug has mounting holes, and the mounting holes of the two fork lugs are coaxially arranged for mounting the steering knuckle kingpin.

[0009] The mounting hole is equipped with a pair of auxiliary components. The auxiliary components are in contact with the steering knuckle kingpin installed inside the mounting hole, so as to achieve the axial damping effect of the shaft where the steering knuckle kingpin is located and the direction of the auxiliary components.

[0010] As a further improvement of the present invention, oil reservoirs are formed on both sides inside the mounting hole, and the oil reservoirs are filled with lubricating oil. The oil reservoir includes several oil storage chambers connected in sequence and several connecting chambers connected to the oil storage chambers. A limiting cylinder is detachably installed inside the connecting chamber. The auxiliary component is located inside the oil reservoir and is slidably connected to the inner walls of the oil storage chamber and the limiting cylinder, respectively. A filling port is formed at the end of the fork lug away from the wheel axle. The filling port is closed after periodic filling. The filling port extends to the oil storage chamber through an oil supply line to ensure lubrication between the steering knuckle kingpin and the mounting hole through periodic filling, thereby reducing wear between the steering knuckle kingpin and the mounting hole and extending service life.

[0011] As a further improvement of the present invention, the auxiliary component includes a push plate, a spring, and a sponge ring. The spring and the sponge ring are respectively disposed on both sides of the oil reservoir. One end of the push plate is located between the spring and the sponge ring and is respectively connected to the spring and the sponge ring. The middle part of the push plate is slidably connected to the inner wall of the limiting cylinder, and the other end of the push plate is connected to the kingpin of the steering knuckle, thereby forming a multi-stage buffer structure, effectively dispersing multi-directional load impacts, ensuring stable operation of the steering knuckle under various road conditions, and improving driving safety and comfort.

[0012] As a further improvement of the present invention, the push plate includes several abutment plates, several push rods, and an arc plate. A cylindrical groove is formed on the side of the push rod near the abutment plate. The abutment plate has a connecting post that fits into the cylindrical groove, and the connecting post is detachably connected to the inside of the cylindrical groove. The side of the push rod away from the abutment plate is fixedly connected to the arc plate. One end of the abutment plate contacts a spring, and the other end abuts against a sponge ring. The push rod passes through the center of the sponge ring and is slidably connected to the inner wall of the limiting cylinder. A strip-shaped oil channel is formed on the surface of the push rod, used to transfer the oil squeezed out of the sponge ring by the abutment plate along the strip-shaped oil channel to the inner side of the arc plate. A guide arc block is provided on the side of the arc plate near the wheel axle where it contacts the oil reservoir. The guide arc block contacts the inner wall of the mounting hole, used to transport the oil transferred to the arc plate to the inner wall of the mounting hole, thereby ensuring uniform oil distribution and reducing friction. The arc surface of the arc plate fits into the mounting hole, and the arc surface of the arc plate abuts against the steering knuckle kingpin. The arc surface design of the arc plate helps to disperse the force on the steering knuckle kingpin and improve the shock absorption effect.

[0013] As a further improvement of the present invention, a plurality of evenly distributed support ribs are provided at the connection between the wheel axle and the flange to support the overall structural strength of the connection between the wheel axle and the flange. The support ribs are arranged radially. Adjacent support ribs are filled with rubber blocks to reduce the axial load impact of the wheel axle. The rubber block material has high elasticity and wear resistance, effectively absorbing vibration energy and further improving structural stability.

[0014] As a further improvement of the present invention, the diameter of the mounting hole gradually increases from the inside to the outside, thereby limiting the displacement of the mounting hole direction caused by the steering knuckle kingpin due to external force and improving the stability of the overall structure of the steering knuckle kingpin in the mounting hole.

[0015] A shock-absorbing automotive steering knuckle assembly is provided, which uses the aforementioned shock-absorbing automotive steering knuckle. The assembly also includes a steering knuckle kingpin and a buffer assembly. The steering knuckle kingpin is detachably mounted at a mounting hole and rotatably connected to the front axle of the vehicle. The buffer assembly is located circumferentially on the side of the wheel axle near the flange, covering the outside of a rubber block, and is used to buffer the axial load of the wheel axle.

[0016] As a further improvement of the present invention, the buffer assembly includes a support cylinder, a buffer spring, and a bearing. The inner side of the support cylinder has a tapered groove with the same taper as the rubber block. The tapered groove covers the outer side of the rubber block and is used to buffer the axial impact of the wheel shaft. The two ends of the buffer spring abut against the support cylinder and the bearing respectively, and are used to provide axial preload to the bearing to ensure that the bearing is stable and does not wobble when running at high speed.

[0017] As a further improvement of the present invention, the bearing includes an inner ring body, an outer ring body, a plurality of tapered rollers, and a cage. The inner ring body and the cage are detachably connected. The cage has a plurality of mounting grooves evenly distributed on it, and the tapered rollers are placed in the mounting grooves to constrain the stability of the tapered roller movement. The tapered rollers enable the bearing to withstand axial force during high-precision rotation, thereby working together with auxiliary components to achieve the effect of damping multi-directional loads on the steering knuckle assembly. The outer ring body is fitted onto the outside of the cage, and the tapered rollers contact the inner and outer ring bodies to form rolling friction, ensuring the stable operation of the bearing.

[0018] As a further improvement of the present invention, the steering knuckle kingpin is composed of a pair of rods whose end diameters gradually increase from the inside to the outside. The two ends of the steering knuckle kingpin match the tapered structure of the mounting hole. The tight fit of the steering knuckle kingpin in the mounting hole forms a progressive locking, which effectively prevents the steering knuckle kingpin from displacing in the mounting hole.

[0019] Compared to existing technologies, the advantages of this invention are as follows: By setting a pair of auxiliary components inside the mounting hole of the fork lug to abut against the steering knuckle kingpin, the elasticity is used to support the end of the steering knuckle kingpin, achieving a shock-absorbing effect on the axial direction of the shaft where the steering knuckle kingpin is located and in the direction of the auxiliary components; by setting an oil reservoir filled with lubricating oil inside the mounting hole, the oil is released through the connecting cavity to the abutment point between the mounting hole and the steering knuckle kingpin, effectively reducing friction and extending service life; by compressing the spring on the other side after being subjected to the load of vehicle vibration by the push plate on one side, the purpose of shock absorption is achieved, and at the same time, the push plate squeezes the sponge ring, causing the lubricating oil adsorbed by the sponge ring to be released on the contact surface between the steering knuckle kingpin and the mounting hole, achieving the purpose of shock absorption and triggering the addition of lubricating oil; by setting a combination design of support ribs and rubber blocks, the axial impact force is effectively dispersed, enhancing structural stability, while the rubber blocks bear the axial load to further absorb vibration and improve overall durability; by setting a buffer component between the wheel axle and the flange, the axial load is effectively buffered, vibration transmission is reduced, and driving comfort is improved. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a car steering knuckle structure with shock absorption function according to the present invention;

[0021] Figure 2 This is a schematic diagram of a cross-sectional structure of an automotive steering knuckle auxiliary component with shock absorption function according to the present invention;

[0022] Figure 3 This is an enlarged schematic diagram of the structure at point A of a car steering knuckle with shock absorption function according to the present invention;

[0023] Figure 4 This is a schematic diagram of a car steering knuckle push plate structure with shock absorption function according to the present invention;

[0024] Figure 5 This is a schematic diagram of a connection structure between an automotive steering knuckle axle and a flange with shock absorption function, according to the present invention.

[0025] Figure 6 This is a schematic diagram of a car steering knuckle assembly with shock absorption function according to the present invention;

[0026] Figure 7 This is a schematic cross-sectional view of a car steering knuckle assembly with shock absorption function according to the present invention;

[0027] Figure 8 This is a schematic diagram of the bearing explosion of an automobile steering knuckle assembly with shock absorption function according to the present invention.

[0028] Figure 9 This is a schematic diagram of the kingpin cross-section structure of a car steering knuckle assembly with shock absorption function according to the present invention.

[0029] Explanation of the labels in the diagram:

[0030] 1. Wheel axle, 2. Flange, 3. Fork lug, 31. Mounting hole, 32. Oil reservoir, 321. Oil chamber, 322. Connecting chamber, 323. Filler port, 324. Oil pipeline, 325. Limiting cylinder, 33. Drainage arc block, 4. Auxiliary components, 41. Push plate, 411. Abutment plate, 412. Push rod, 4121. Strip oil channel, 413. Arc plate, 42. Spring, 43. Sponge ring, 5. Support rib, 6. Rubber block, 7. Steering knuckle kingpin, 8. Buffer assembly, 81. Support cylinder, 82. Buffer spring, 83. Bearing, 831. Inner ring body, 832. Outer ring body, 833. Tapered roller, 834. Cage, 835. Mounting groove. Detailed Implementation

[0031] Specific Implementation Example 1: Please refer to... Figures 1-5 A type of automotive steering knuckle with shock absorption function includes an axle 1, a flange 2 and a pair of forks 3. The flange 2 is fixedly connected to the axle 1 at the middle of one side, and the flange 2 is fixedly connected to a pair of forks 3 on the other end face. The flange 2 on the side where the axle 1 is located is detachably connected to the wheel by bolts, and the forks 3 are detachably connected to the front axle of the vehicle by hinges.

[0032] The surface of the fork lug 3 has a mounting hole 31, and the mounting holes 31 of the two fork lugs 3 are coaxially arranged for mounting the steering knuckle kingpin 7.

[0033] The mounting hole 31 is provided with a pair of auxiliary components 4. The auxiliary components 4 are in contact with the steering knuckle kingpin 7 installed inside the mounting hole 31, so as to achieve the axial damping effect of the shaft where the steering knuckle kingpin 7 is located and the directional damping effect of the position of the auxiliary components 4.

[0034] Specifically, such as Figure 2 The mounting hole 31 shown has oil reservoirs 32 on both sides inside, and the oil reservoirs 32 are filled with lubricating oil. The oil reservoirs 32 include several oil storage chambers 321 connected in sequence and several connecting chambers 322 connected to the oil storage chambers 321. The connecting chambers 322 are detachably installed with limit cylinders 325, and the outer wall of the limit cylinders 325 is threadedly connected to the inner wall of the connecting chambers 322. The auxiliary component 4 is located inside the oil reservoirs 32 and is slidably connected to the inner walls of the oil storage chambers 321 and the limit cylinders 322 respectively. The end of the fork lug 3 away from the wheel axle 1 has a filling port 323. The filling port 323 is closed after periodic filling. The filling port 323 extends to the oil storage chamber 321 through the oil supply line 324 for periodic filling to ensure lubrication between the steering knuckle kingpin 7 and the mounting hole 31, thereby reducing wear between the steering knuckle kingpin 7 and the mounting hole 31 and extending service life.

[0035] Specifically, such as Figure 3The auxiliary component 4 shown includes a push plate 41, a spring 42, and a sponge ring 43. The spring 42 and the sponge ring 43 are respectively disposed on both sides of the oil reservoir 321. One end of the push plate 41 is located between the spring 42 and the sponge ring 43, and abuts against the spring 42 and the sponge ring 43 respectively. The sponge ring 43 can be made of fatigue-resistant silicone sponge. The middle part of the push plate 41 is slidably connected to the inner wall of the limiting cylinder 325, and the other end of the push plate 41 is abutting against the steering knuckle kingpin 7, thereby forming a multi-stage buffer structure, effectively dispersing multi-directional load impacts, ensuring stable operation of the steering knuckle under various road conditions, and improving driving safety and comfort.

[0036] Specifically, such as Figure 4 The push plate 41 shown includes several abutment plates 411, several push rods 412, and an arc plate 413. The push rod 412 has a cylindrical groove on the side near the abutment plate 411. The abutment plate 411 is provided with a connecting post that fits into the cylindrical groove. The connecting post and the inside of the cylindrical groove are detachably connected by a snap-fit. The side of the push rod 412 away from the abutment plate 411 is fixedly connected to the arc plate 413. One end of the abutment plate 411 contacts the spring 42, and the other end abuts against the sponge ring 43. The push rod 412 passes through the center of the sponge ring 43 and is slidably connected to the inner wall of the limiting cylinder; a strip-shaped oil channel 4121 is opened on the surface of the push rod 412, which is used to transfer the oil squeezed by the abutment plate 411 to the inner side of the arc plate 413 along the strip-shaped oil channel 4121. A guide arc block 33 is provided on the side of the arc plate 413 near the wheel axle 1 where it contacts the oil storage tank 32. The guide arc block 33 contacts the inner wall of the mounting hole 31 and is used to transfer the oil to the arc plate 412. Oil is delivered to the inner wall of mounting hole 31 to ensure uniform oil distribution and reduce friction. When the car encounters bumps, the steering knuckle kingpin 7 will slightly shift, thus putting pressure on the auxiliary component 4 on one side. At this time, the abutment plate 411 moves towards the side where the spring 42 is located to accumulate elastic potential energy. The volume of the sponge ring 43 increases to absorb lubricating oil. After the steering knuckle kingpin 7 is pressured, the steering knuckle kingpin 7 is supported and damped by the auxiliary component 4 on the other side during the reset process. The spring 42 drives the abutment plate 411 to reset. At the same time, the abutment plate 411 squeezes the sponge ring 43 to make the oil flow along the strip oil channel 4121 from the connecting cavity 322 to the back side of the arc plate 413, and finally through the guide arc block 33 to the inner wall of mounting hole 31. The arc surface of the arc plate 413 fits with the mounting hole 31 and the arc surface of the arc plate 413 abuts against the steering knuckle kingpin 7. The arc surface design of the arc plate 413 helps to disperse the force on the steering knuckle kingpin 7 and improve the damping effect.

[0037] Specifically, such as Figure 5The connection between the axle 1 and the flange 2 is provided with several evenly distributed support ribs 5, which are used to support the overall structural strength of the connection between the axle 1 and the flange 2. The support ribs 5 are arranged radially. Adhesive blocks 6 are filled between adjacent support ribs 5 to reduce the axial load impact of the axle 1. At the same time, the adhesive block 6 is made of a material with high elasticity and wear resistance, which effectively absorbs vibration energy and further improves the structural stability. The adhesive blocks 6 filling between the support ribs 5 can also enhance the torsional performance and further improve the overall structural strength of the connection between the axle 1 and the flange 2.

[0038] Specifically, the diameter of the mounting hole 31 gradually increases from the inside to the outside, which can limit the steering knuckle kingpin 7 from shifting in the direction of the mounting hole 31 due to external force, and improve the overall stability of the steering knuckle kingpin 7 within the mounting hole 31.

[0039] During use, the spring 42, abutment plate 411, sponge ring 43, limiting cylinder 325, push rod 412, and arc plate 413 are sequentially installed inside the oil reservoir 32. The two rods of the steering knuckle kingpin 7 are respectively installed into the mounting holes 31 on different sides and connected to form an integral steering knuckle kingpin 7. The flange 2 on the side where the axle 1 is located is connected to the wheel, and the fork lug 3 is hinged to the front axle of the vehicle to complete the assembly of the steering knuckle and the vehicle. When the vehicle is driving, it encounters multi-directional loads acting on the steering knuckle kingpin 7 and the axle 1. The steering knuckle kingpin 7 will slightly deflect under the load in the direction of the auxiliary component 4, thereby affecting one side of the auxiliary component. 4. When pressure is applied, the abutment plate 411 moves to the side where the spring 42 is located. The sponge ring 43 absorbs the lubricating oil. After the pressure is applied to the steering knuckle kingpin 7, the steering knuckle kingpin 7 is supported and damped by the auxiliary component 4 on the other side during the reset process. The spring 42 drives the abutment plate 411 to reset. At the same time, the abutment plate 411 squeezes the sponge ring 43 to transport the oil along the strip-shaped oil channel 4121 from the connecting cavity 322 to the back side of the arc plate 413. Finally, it is transported to the inner wall of the mounting hole 31 through the guide arc block 33 to achieve the purpose of lubrication. The axial load on the steering knuckle kingpin 7 will be affected by the progressive locking effect of the tapered structure of the mounting hole 31 to avoid displacement.

[0040] Example 2: Please refer to Figures 6-9 A shock-absorbing automotive steering knuckle assembly is provided, which uses a shock-absorbing automotive steering knuckle as described in Embodiment 1; the assembly also includes a steering knuckle kingpin 7 and a buffer assembly 8. The steering knuckle kingpin 7 is detachably installed at the mounting hole 31 and is rotatably connected to the front axle of the vehicle; the buffer assembly 8 is disposed circumferentially on the side of the wheel axle 1 near the flange 2, covering the outside of the rubber block 6, and is used to buffer the axial load of the wheel axle 1.

[0041] Specifically, such as Figure 7The buffer assembly 8 shown includes a support cylinder 81, a buffer spring 82, and a bearing 83. The inner side of the support cylinder 81 has a tapered groove with the same taper as the rubber block 6. The tapered groove covers the rubber block 6 and extends outward, buffering the axial impact on the wheel shaft 1 by abutting against the rubber block 6. The two ends of the buffer spring 82 abut against the support cylinder 81 and the bearing 83 respectively, providing axial preload to the bearing 83 to ensure that the bearing 83 is stable and does not wobble when running at high speed.

[0042] Specifically, such as Figure 8 The bearing 83 shown includes an inner ring 831, an outer ring 832, a plurality of tapered rollers 833, and a cage 834. The inner ring 831 and the cage 834 are detachably connected. The cage 834 has a plurality of mounting grooves 835 evenly distributed on it, matching the number of tapered rollers 833. The tapered rollers 833 are placed in the mounting grooves 835 to distribute the load evenly and to constrain the stability of the movement of the tapered rollers 833. The tapered rollers 833 enable the bearing 83 to withstand axial force during high-precision rotation, thus working together with the auxiliary component 4 to achieve the effect of damping multi-directional loads on the steering knuckle assembly. The outer ring 832 is fitted onto the outside of the cage 834. The tapered rollers 833 contact the inner ring 831 and the outer ring 832 respectively to form rolling friction, ensuring the stable operation of the bearing.

[0043] Specifically, such as Figure 9 The steering knuckle kingpin 7 shown is composed of a pair of rods whose end diameters gradually increase from the inside to the outside. The two ends of the steering knuckle kingpin 7 match the tapered structure of the mounting hole 31. The tight fit of the steering knuckle kingpin 7 in the mounting hole 31 forms a progressive locking, which effectively prevents the steering knuckle kingpin 7 from being displaced in the mounting hole.

[0044] During use, when the axle 1 is subjected to the axial load, the vibration is absorbed by the rubber block 6 and further buffered by the buffer component 8. After the bearing 83 is subjected to axial impact, the tapered structure of the tapered roller 833 enables the bearing 83 to withstand the axial force during high-precision rotation, thus working together with the auxiliary component 4 to achieve the effect of multi-directional load damping for the steering knuckle assembly.

[0045] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A car steering knuckle with shock absorption function, characterized in that: It includes an axle (1), a flange (2) and a pair of forks (3). The flange (2) is fixedly connected to the axle (1) on one side and to a pair of forks (3) on the other side. The fork lug (3) has mounting holes (31) on its surface. The mounting holes (31) of the two fork lugs (3) are coaxially arranged and used to install the steering knuckle kingpin (7). The mounting hole (31) is provided with a pair of auxiliary components (4), which are in contact with the steering knuckle kingpin (7) installed inside the mounting hole (31) for shock absorption between the steering knuckle and the steering knuckle kingpin (7).

2. The automotive steering knuckle with shock absorption function according to claim 1, characterized in that: The mounting hole (31) has oil reservoirs (32) on both sides inside, and the oil reservoirs (32) are filled with lubricating oil. The oil reservoirs (32) include several oil storage chambers (321) connected in sequence and several connecting chambers (322) connected to the oil storage chambers (321). The connecting chambers (322) are detachably installed with limit cylinders (325). The auxiliary component (4) is located inside the oil reservoir (32) and is slidably connected to the inner walls of the oil storage chambers (321) and the limit cylinders (325) respectively. The fork lug (3) has a filler port (323) on the side away from the wheel axle (1). The filler port (323) extends to the oil storage chamber (321) through the oil supply line (324) for periodic filling to ensure lubrication between the steering knuckle kingpin (7) and the mounting hole (31).

3. A car steering knuckle with shock absorption function according to claim 2, characterized in that: The auxiliary component (4) includes a push plate (41), a spring (42) and a sponge ring (43). The spring (42) and the sponge ring (43) are respectively arranged on both sides of the oil storage cavity (321). One end of the push plate (41) is located between the spring (42) and the sponge ring (43) and abuts against the spring (42) and the sponge ring (43) respectively. The middle part of the push plate (41) is slidably connected to the inner wall of the limiting cylinder (325), and the other end of the push plate (41) is abutting against the steering knuckle kingpin (7).

4. A car steering knuckle with shock absorption function according to claim 3, characterized in that: The push plate (41) includes several abutment plates (411), several push rods (412), and an arc plate (413). A cylindrical groove is formed on the side of the push rod (411) closest to the abutment plate (411). The abutment plate (411) is provided with a connecting post that fits into the cylindrical groove, and the connecting post is detachably connected to the inside of the cylindrical groove. The side of the push rod (412) away from the abutment plate (411) is fixedly connected to the arc plate (413). One end of the abutment plate (411) contacts a spring (42), and the other end abuts against a sponge ring (43). The push rod (412) passes through the center of the sponge ring (43) and is slidably connected to the inner wall of the limiting cylinder (325). (412) A strip-shaped oil channel (4121) is opened on the surface, which is used to transfer the oil squeezed by the abutment plate (411) to the inner side of the arc plate (413) along the strip-shaped oil channel (4121). The side of the arc plate (413) near the wheel axle (1) and the oil storage tank (32) is provided with a diversion arc block (33). The diversion arc block (33) contacts the inner wall of the mounting hole (31) and is used to transport the oil transferred to the arc plate (413) to the inner wall of the mounting hole (31). The arc surface of the arc plate (413) fits with the mounting hole (31), and the arc surface of the arc plate (413) abuts and connects with the steering knuckle kingpin (7).

5. A car steering knuckle with shock absorption function according to claim 4, characterized in that: The axle (1) and the flange (2) are provided with a number of evenly distributed support ribs (5) to support the overall structural strength of the connection between the axle (1) and the flange (2). The support ribs (5) are arranged radially. Adhesive blocks (6) are filled between adjacent support ribs (5) to reduce the axial load of the axle (1).

6. A car steering knuckle with shock absorption function according to claim 4, characterized in that: The diameter of the mounting hole (31) gradually increases from the inside to the outside, which is used to improve the stability of the overall structure of the steering knuckle kingpin (7) within the mounting hole (31).

7. A car steering knuckle assembly with shock absorption function, characterized in that: The assembly uses a car steering knuckle with shock absorption function as described in any one of claims 1-6; the assembly also includes a steering knuckle kingpin (7) and a buffer assembly (8), the steering knuckle kingpin (7) is detachably installed at the mounting hole (31) and rotatably connected to the front axle of the car; the buffer assembly (8) is disposed circumferentially on the side of the wheel axle (1) near the flange (2), covering the outside of the rubber block (6), and is used to buffer the axial load of the wheel axle (1).

8. A car steering knuckle assembly with shock absorption function according to claim 7, characterized in that: The buffer assembly (8) includes a support cylinder (81), a buffer spring (82) and a bearing (83). The inner side of the support cylinder (81) has a tapered groove with the same taper as the rubber block (6). The tapered groove covers the outer side of the rubber block (6) and is used to buffer the axial impact of the wheel shaft (1). The two ends of the buffer spring (82) abut against the support cylinder (81) and the bearing (83) respectively, and are used to provide axial preload for the bearing (83).

9. A car steering knuckle assembly with shock absorption function according to claim 8, characterized in that: The bearing (83) includes an inner ring body (831), an outer ring body (832), a plurality of tapered rollers (833), and a cage (834). The inner ring body (831) and the cage (834) are detachably connected. The cage (834) has a plurality of mounting grooves (835) evenly distributed on it. The tapered rollers (833) are placed in the mounting grooves (835) to constrain the stability of the movement of the tapered rollers (833). The outer ring body (832) is fitted on the outside of the cage (834). The tapered rollers (833) contact the inner ring body (831) and the outer ring body (832) to form rolling friction.

10. A car steering knuckle assembly with shock absorption function according to claim 7, characterized in that: The steering knuckle kingpin (7) is composed of a pair of rods with gradually increasing end diameters from the inside to the outside. The two ends of the steering knuckle kingpin (7) are matched with the tapered structure of the mounting hole (31) for a tight fit between the steering knuckle kingpin (7) and the mounting hole (31).

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