Automobile joint shaft fork with large steering angle

Abstract

The utility model relates to the technical field of automobile joint shaft forks, and discloses an automobile joint shaft fork with a large steering angle, a rotating block is welded on the upper surface of a limiting block, a joint fork is sleeved outside the rotating block, screw holes are formed in the peripheral outer wall, close to the rotating block, of the joint fork, and bolts are in threaded connection with the inner walls of the screw holes. And the bolt extends to the inner wall of the rotating block. Through the arrangement of the rotating block and the movable block, in the using process of the structure, when steering is needed, the fixed rod begins to rotate, the rotating block drives the external joint fork to rotate, the joint fork drives the two clamping rods to rotate, the two clamping rods drive the movable block to rotate, and the movable block drives the other two clamping rods to rotate; due to the fact that the joint fork can rotate on the rotating block in all directions, the joint fork is matched with the clamping rods to enable the movable block to rotate in all directions, the flexibility of the structure is improved, when the shaft joint fork structure needs to be disassembled and replaced, only bolts need to be disassembled, and assembling and disassembling are easy and convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile articulated shaft fork equipment, in particular to an automobile articulated shaft fork with a large steering angle. Background Art

[0002] The universal coupling includes a cross shaft in the middle and universal joint shaft forks at both ends. The coupling is mainly used in places where there are angles in the axis. However, the cross shaft is flat, so the steering angle of the cross shaft universal joint is limited. The steering angle is 15-20°, and the cross shaft universal joint cannot achieve torque transmission exceeding this steering angle.

[0003] The application number is CN202122800991.X, which discloses a new type of automobile universal joint shaft fork with a large steering angle, including a fork end with a U-shaped front end, a pipe column extending from the bottom of the U-shaped shape, and a connecting flange formed by the expansion of the rear end of the pipe column. The fork end has two fork legs, and the fork legs are provided with shaft holes, and the shaft holes on the two fork legs are symmetrical; the cross section of the shaft hole is in the shape of a runway, and the two ends of the shaft hole in the length direction are inclined, and the length of the end of the plug hole opposite to the fork leg is small; the inclined outer end of one shaft hole is combined with the inclined inner end of the other shaft hole to form a complete circular hole. The cross-section of the shaft hole is in the shape of a runway, and when the torque is transmitted, the shaft end can produce an axial displacement in the shaft hole. When the shaft fork is turned vertically, the cross shaft will produce an inclination angle in the shaft hole. This angle can increase the steering angle of the universal joint to transmit torque, and two complete circular holes are formed between the inclined inner ends and the inclined outer ends of the two shaft holes. When the shaft end of the cross shaft is at the circular hole, it forms a limit fit with the shaft hole to ensure stable torque transmission.

[0004] The new automobile universal joint shaft fork with a large steering angle disclosed in the above document has the following defects: during the installation process of the universal joint shaft fork, the shaft fork needs to be firmly installed on the steering knuckle. After the shaft fork is locked on the steering knuckle by the flange, the shaft fork cannot be rotated and adjusted on the steering knuckle, thereby failing to achieve steering adjustment at a larger angle.

[0005] It can be seen from this that the existing new automobile universal joint shaft fork does not have the function of all-round steering adjustment, and it is necessary to improve the existing deficiencies and provide a function that can adjust the shaft fork in all directions. Utility Model Content

[0006] The utility model aims to provide a car knuckle fork with a large steering angle to solve the problems raised in the above-mentioned background technology.

[0007] In order to solve the above technical problems, the utility model is realized by the following technical solutions:

[0008] The utility model discloses an automobile knuckle fork with a large steering angle, comprising two steering knuckles, two shaft yoke structures and a connecting structure, wherein the steering knuckles are rotatably connected to the inner wall of the shaft yoke structure, and the shaft yoke structure is rotatably connected to the inner wall of the connecting structure, and the two steering knuckles comprise a fixing rod, a limiting block is welded to the top end of the fixing rod, a rotating block is welded to the upper surface of the limiting block, a yoke is sleeved on the outside of the rotating block, screw holes are opened on the outer walls of the yoke close to the rotating block, bolts are threadedly connected on the inner walls of the screw holes, and the bolts extend to the inner wall of the rotating block. The purpose of this arrangement is that during the use of the structure, one steering knuckle is installed inside the car through a slot, and the other is installed with a tire. When steering is required, the fixed rod starts to rotate, the rotating block drives the external yoke to rotate, the yoke drives two clamping rods to rotate, the two clamping rods drive the movable block to rotate, the movable block drives the other two clamping rods to rotate, so that the other two clamping rods drive the tire to achieve steering adjustment. Since the yoke can rotate in all directions on the rotating block, the yoke cooperates with the clamping rod to enable the movable block to achieve all-round rotation, thereby improving the flexibility of the structure. When the shaft yoke structure needs to be disassembled and replaced, just remove the bolts, and the loading and unloading is simple.

[0009] Furthermore, a stopper is welded on the outer wall of the fixing rod, and a slot is provided at the bottom end of the stopper. The purpose of such arrangement is that, during the use of the structure, a steering knuckle can be installed inside the car through the slot.

[0010] Furthermore, the outer walls of both sides of the yoke are provided with limit grooves, and the inner walls of the limit grooves are rotatably connected with clamping rods. The purpose of such arrangement is that during the use of the structure, the rotating block drives the outer yoke to rotate, and the yoke drives the two clamping rods to rotate.

[0011] Furthermore, the connection structure includes a movable block, and the movable block has a card slot on the outer wall thereof, and the card slot passes through the movable block. The purpose of such a setting is that when the structure is used, the two card rods drive the movable block to rotate, and the movable block drives the other two card rods to rotate.

[0012] Furthermore, the four clamping rods are rotatably connected to the inner wall of the clamping slot. The purpose of this arrangement is that during the use of the structure, two clamping rods drive the movable block to rotate, and the movable block drives the other two clamping rods to rotate, so that the other two clamping rods drive the tire to achieve steering adjustment.

[0013] Furthermore, a protrusion is welded on the inner wall of the slot near the four clamping rods, and the clamping rod is clamped on the outer wall of the protrusion. The purpose of this arrangement is that when the structure is used, the protrusion limits the clamping rod in the slot, so that the two clamping rods can be used to drive the movable block to rotate, and the movable block can drive the other two clamping rods to rotate.

[0014] The utility model has the following beneficial effects:

[0015] (1) The utility model provides a rotating block and a movable block. During the use of the structure, one steering knuckle is installed inside the car through a slot, and the other is installed with a tire. When steering is required, the fixed rod starts to rotate, the rotating block drives the external yoke to rotate, the yoke drives two clamping rods to rotate, the two clamping rods drive the movable block to rotate, the movable block drives the other two clamping rods to rotate, so that the other two clamping rods drive the tire to achieve steering adjustment. Since the yoke can rotate in all directions on the rotating block, the yoke cooperates with the clamping rod to enable the movable block to rotate in all directions, thereby improving the flexibility of the structure. When the shaft yoke structure needs to be disassembled and replaced, the bolts can be removed, and the assembly and disassembly is simple.

[0016] Of course, any product implementing the present invention does not necessarily need to achieve all of the advantages described above at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for describing the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 This is a schematic diagram of the main structure of the utility model;

[0019] Figure 2 It is a schematic diagram of a partial cross-sectional structure of the utility model;

[0020] Figure 3 This is a schematic diagram of the split structure of the shaft yoke structure of the utility model;

[0021] Figure 4 It is a schematic diagram of the partial cross-section split structure of the utility model;

[0022] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0023] In the figure: 1, steering knuckle; 101, fixed rod; 102, block; 103, slot; 104, limit block; 105, rotating block; 2, shaft yoke structure; 201, yoke; 202, screw hole; 203, bolt; 204, limit slot; 3, connecting structure; 301, movable block; 302, slot; 303, clamping rod; 304, protrusion. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0025] See also Figure 1 - Figure 4 As shown, the utility model is a kind of automobile knuckle fork with a large steering angle, comprising two steering knuckles 1, two shaft yoke structures 2 and a connecting structure 3, the steering knuckle 1 is rotatably connected to the inner wall of the shaft yoke structure 2, the shaft yoke structure 2 is rotatably connected to the inner wall of the connecting structure 3, the two steering knuckles 1 comprise a fixed rod 101, a limiting block 104 is welded to the top of the fixed rod 101, a rotating block 105 is welded to the upper surface of the limiting block 104, a yoke 201 is sleeved on the outside of the rotating block 105, screw holes 202 are opened on the outer walls of the yoke 201 near the rotating block 105, bolts 203 are threadedly connected to the inner walls of the screw holes 202, and the bolts 203 extend to the inner wall of the rotating block 105. The purpose of such arrangement is that during the use of the structure, one steering knuckle 1 is installed inside the car through the slot 103, and the other is installed with the tire. When steering is required, the fixed rod 101 starts to rotate, the rotating block 105 drives the external yoke 201 to rotate, the yoke 201 drives the two clamping rods 303 to rotate, the two clamping rods 303 drive the movable block 301 to rotate, the movable block 301 drives the other two clamping rods 303 to rotate, so that the other two clamping rods 303 drive the tire to achieve steering adjustment. Since the yoke 201 can rotate in all directions on the rotating block 105, the yoke 201 cooperates with the clamping rod 303 to enable the movable block 301 to achieve all-round rotation, thereby improving the flexibility of the structure. When the shaft yoke structure 2 needs to be disassembled and replaced, the bolts 203 can be removed, and the loading and unloading is simple.

[0026] A stopper 102 is welded on the outer wall of the fixing rod 101, and a slot 103 is provided at the bottom end of the stopper 102. The purpose of such arrangement is that, during the use of the structure, a steering knuckle 1 is installed in the interior of the car through the slot 103.

[0027] The outer walls of both sides of the yoke 201 are provided with limit grooves 204, and the inner walls of the limit grooves 204 are rotatably connected with the clamping rods 303. The purpose of such arrangement is that during the use of the structure, the rotating block 105 drives the outer yoke 201 to rotate, and the yoke 201 drives the two clamping rods 303 to rotate.

[0028] The connecting structure 3 includes a movable block 301, and a clamping groove 302 is provided on the outer wall around the movable block 301, and the clamping groove 302 passes through the movable block 301. The purpose of this arrangement is that when the structure is used, the two clamping rods 303 drive the movable block 301 to rotate, and the movable block 301 drives the other two clamping rods 303 to rotate.

[0029] The four clamping rods 303 are rotatably connected to the inner wall of the clamping slot 302. The purpose of such arrangement is that during the use of the structure, two clamping rods 303 drive the movable block 301 to rotate, and the movable block 301 drives the other two clamping rods 303 to rotate, so that the other two clamping rods 303 drive the tire to achieve steering adjustment.

[0030] A protrusion 304 is welded on the inner wall of the slot 302 near the four clamping rods 303, and the clamping rods 303 are clamped on the outer wall of the protrusion 304. The purpose of this arrangement is that when the structure is used, the protrusion 304 limits the clamping rod 303 in the slot 302, so that the two clamping rods 303 can be used to drive the movable block 301 to rotate, and the movable block 301 can drive the other two clamping rods 303 to rotate.

[0031] During use, during the use of the structure, one steering knuckle 1 is installed inside the car through the slot 103, and the other is installed with the tire. When steering is required, the fixed rod 101 starts to rotate, the rotating block 105 drives the external yoke 201 to rotate, the yoke 201 drives the two clamping rods 303 to rotate, the two clamping rods 303 drive the movable block 301 to rotate, the movable block 301 drives the other two clamping rods 303 to rotate, so that the other two clamping rods 303 drive the tire to achieve steering adjustment. Since the yoke 201 can rotate in all directions on the rotating block 105, the yoke 201 cooperates with the clamping rod 303 to enable the movable block 301 to achieve all-round rotation, thereby improving the flexibility of the structure. When the shaft yoke structure 2 needs to be disassembled and replaced, the bolts 203 can be removed, and the loading and unloading is simple.

[0032] The preferred embodiments of the utility model disclosed above are only used to help explain the utility model. The preferred embodiments do not describe all the details in detail, nor do they limit the utility model to the specific implementation methods described. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the utility model, so that technicians in the relevant technical field can well understand and use the utility model. The utility model is only limited by the claims and their full scope and equivalents.

Claims

1. An automobile yoke with a large steering angle, comprising two steering knuckles (1), two yoke structures (2) and a connecting structure (3), characterized in that: The steering knuckle (1) is rotatably connected to the inner wall of the shaft yoke structure (2), and the shaft yoke structure (2) is rotatably connected to the inner wall of the connection structure (3). The two steering knuckles (1) include a fixed rod (101), a limit block (104) is welded to the top of the fixed rod (101), a rotating block (105) is welded to the upper surface of the limit block (104), a yoke (201) is sleeved on the outside of the rotating block (105), screw holes (202) are formed on the outer walls of the yoke (201) near the rotating block (105), bolts (203) are threadedly connected to the inner walls of the screw holes (202), and the bolts (203) extend to the inner wall of the rotating block (105).

2. The automobile knuckle fork with a large steering angle according to claim 1, characterized in that: A stopper (102) is welded on the outer wall of the fixing rod (101), and a slot (103) is formed at the bottom end of the stopper (102).

3. The automobile knuckle fork with a large steering angle according to claim 1, characterized in that: Limiting grooves (204) are provided on the outer walls of both sides of the yoke (201), and a clamping rod (303) is rotatably connected to the inner wall of the limiting groove (204).

4. The automobile knuckle fork with a large steering angle according to claim 3, characterized in that: The connection structure (3) comprises a movable block (301), and the movable block (301) has outer walls around which slots (302) are provided, and the slots (302) penetrate the movable block (301).

5. The automobile knuckle fork with a large steering angle according to claim 4, characterized in that: The four clamping rods (303) are rotatably connected to the inner wall of the clamping slot (302).

6. The automobile knuckle fork with a large steering angle according to claim 4, characterized in that: A protrusion (304) is welded on the inner wall of the clamping slot (302) close to the four clamping rods (303), and the clamping rods (303) are clamped on the outer wall of the protrusion (304).

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