Steering gear support and vehicle
By designing a steering gear with a weight reduction cavity, the problem of the weight of the steering gear in the lightweight design of heavy truck chassis is solved, and the effect of reducing the quality of the whole vehicle and increasing the cargo volume is achieved.
Patent Information
- Application Number
- CN202420537503.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-03-19
- Publication Date
- 2025-04-25
- Estimated Expiration
- 2034-03-19
AI Technical Summary
The load limit requirements for heavy trucks are strictly required, which leads to a lightweight design of the vehicle chassis. The weight of the steering wheel bracket affects the total chassis mass, increases the quality of the entire vehicle, resulting in a decrease in cargo capacity and a decrease in competitiveness.
A steering gear is designed, including a first bracket, a second bracket and a connecting bracket, and a weight reduction cavity is provided to reduce the mass of the bracket, the first bracket is connected to the steering gear, and the second bracket is connected to the vehicle frame, and the connection bracket is in communication with the weight reduction cavity between the two.
By reducing the quality of the steering gear, the cargo capacity of the vehicle is improved, and thus the competitiveness of the vehicle is improved.
Smart Images
Figure CN222793597U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of vehicles, in particular to a steering gear bracket and a vehicle. Background Art
[0002] At present, the load limit requirements for heavy trucks are becoming more and more stringent. In order to increase the vehicle's cargo capacity, the vehicle chassis is designed to be lightweight, and in order to reduce the total mass of the chassis, the steering gear bracket is designed to be lightweight. In related technologies, the weight of the steering gear bracket will affect the total mass of the chassis, which will increase the mass of the entire vehicle, thereby resulting in a reduction in cargo capacity, and then a decrease in vehicle competitiveness. Utility Model Content
[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a steering gear bracket, which can reduce the weight of the whole vehicle, thereby increasing the cargo capacity of the vehicle, and further improving the competitiveness of the vehicle.
[0004] The utility model further provides a vehicle.
[0005] According to the steering gear bracket of the utility model, it includes: a first bracket, a second bracket and a connecting bracket, the first bracket forms a first weight reduction cavity, the first bracket is used to connect with the steering gear, the second bracket forms a second weight reduction cavity, the second bracket is used to connect with the vehicle frame, the connecting bracket is arranged between the first bracket and the second bracket, the connecting bracket forms a third weight reduction cavity, and the third weight reduction cavity is respectively connected with the first weight reduction cavity and the second weight reduction cavity.
[0006] According to the steering gear bracket of the utility model, the mass of the steering gear bracket can be reduced by arranging a first weight reduction cavity on the first bracket and a second weight reduction cavity on the second bracket, and a third weight reduction cavity is arranged on the connecting bracket between the first bracket and the second bracket, and the third weight reduction cavity is connected with the first weight reduction cavity and the second weight reduction cavity. Such an arrangement can further reduce the mass of the steering gear bracket, thereby increasing the cargo capacity of the vehicle and further increasing the competitiveness of the vehicle.
[0007] In some examples of the present invention, the volume of the third weight reduction cavity is V1, the volume of the connecting bracket is V2, and V1 and V2 satisfy the relationship: 0.5V2≤V1<V2.
[0008] In some examples of the present invention, one end of the third weight reduction chamber connected to the first weight reduction chamber is one of polygonal, circular and elliptical; the other end of the third weight reduction chamber connected to the second weight reduction chamber is one of polygonal, circular and elliptical.
[0009] In some examples of the present invention, an area of the one end of the third weight reduction cavity is different from an area of the other end.
[0010] In some examples of the present invention, the connecting bracket is connected to one end of the second bracket, and the thickness of the bottom wall of the second weight reduction cavity gradually decreases in a direction extending from the one end of the second bracket to the other end away from the connecting bracket.
[0011] In some examples of the present invention, one end of the second bracket is connected to the connecting bracket, and in the direction extending from the one end of the second bracket to the other end away from the connecting bracket, the distance between a side surface of the second bracket adjacent to the first bracket and the first bracket gradually increases.
[0012] In some examples of the present invention, a side surface of the second bracket adjacent to the first bracket is configured as an inclined plane inclined relative to a side surface of the first bracket adjacent to the second bracket.
[0013] In some examples of the present invention, a plurality of first mounting portions are provided on the first bracket, and the plurality of first mounting portions are provided around the first weight reduction cavity; a plurality of second mounting portions are provided on the second bracket, and the plurality of second mounting portions are provided around the second weight reduction cavity.
[0014] In some examples of the present invention, the first bracket, the connecting bracket and the second bracket are integrally formed.
[0015] The vehicle according to the utility model comprises: the steering gear bracket mentioned above.
[0016] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:
[0018] Figure 1 It is a schematic diagram of the first angle structure of the steering gear bracket according to an embodiment of the utility model;
[0019] Figure 2 It is a schematic diagram of the second angle structure of the steering gear bracket according to an embodiment of the utility model.
[0020] Reference numerals:
[0021] 1. Steering gear bracket;
[0022] 2. First bracket; 21. First weight-reducing cavity; 22. First mounting portion; 3. Second bracket; 31. Inclined plane; 32. Second mounting portion; 4. Connecting bracket; 41. Third weight-reducing cavity. DETAILED DESCRIPTION
[0023] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.
[0024] Reference below Figure 1 and Figure 2 A steering gear bracket 1 according to an embodiment of the utility model is described, and the steering gear bracket 1 is applied to a vehicle, for example, a heavy truck.
[0025] like Figure 1 and Figure 2 As shown, the steering gear bracket 1 according to the utility model includes: a first bracket 2, a second bracket 3 and a connecting bracket 4, the first bracket 2 forms a first weight reduction cavity 21, the first bracket 2 is used to connect with the steering gear, the second bracket 3 forms a second weight reduction cavity, the second bracket 3 is used to connect with the vehicle frame, the connecting bracket 4 is arranged between the first bracket 2 and the second bracket 3, the connecting bracket 4 forms a third weight reduction cavity 41, and the third weight reduction cavity 41 is respectively connected to the first weight reduction cavity 21 and the second weight reduction cavity.
[0026] It can be understood that the first bracket 2, the second bracket 3 and the connecting bracket 4 constitute the main structure of the steering gear bracket 1, the first bracket 2 is provided with a first weight reduction cavity 21 at one end away from the second bracket 3, so as to reduce the mass of the first bracket 2, the second bracket 3 is provided with a second weight reduction cavity at one end away from the first bracket 2, so as to reduce the mass of the second bracket 3, the first bracket 2 is connected to the steering gear, the second bracket 3 is connected to the frame, the connecting bracket 4 is located between the first bracket 2 and the second bracket 3, so as to connect the steering gear, the steering gear bracket 1 and the frame in sequence, and thus the connection between the steering gear and the frame can be tightened, the third weight reduction cavity 41 is formed in the connecting bracket 4, and the third weight reduction cavity 41 is connected to the first weight reduction cavity 21 and the second weight reduction cavity, so as to connect the first weight reduction cavity 21, the second weight reduction cavity and the third weight reduction cavity 41 in sequence, and thus the mass of the steering gear bracket 1 can be reduced. For example, the steering gear bracket 1 is reduced from the original 14.2 kg to 13 kg.
[0027] Therefore, by setting a first weight reduction cavity 21 on the first bracket 2 and a second weight reduction cavity on the second bracket 3, the mass of the steering gear bracket 1 can be reduced, and a third weight reduction cavity 41 is set on the connecting bracket 4 between the first bracket 2 and the second bracket 3, and the third weight reduction cavity 41 and the first weight reduction cavity 21 are connected to the second weight reduction cavity. Such a setting can further reduce the mass of the steering gear bracket 1, thereby increasing the cargo capacity of the vehicle and further increasing the competitiveness of the vehicle.
[0028] Among them, 1 Figure 1 and Figure 2 As shown, the volume of the third weight-reducing chamber 41 is V1, the volume of the connecting bracket 4 is V2, and V1 and V2 satisfy the relationship: 0.5V2≤V1<V2. In other words, the volume of the third weight-reducing chamber 41 and the volume of the connecting bracket 4 should be within a reasonable range. If the volume of the third weight-reducing chamber 41 is less than half of the volume of the connecting bracket 4, the third weight-reducing chamber 41 will be too small, and the mass of the steering gear bracket 1 cannot be effectively reduced. If the volume of the third weight-reducing chamber 41 and the volume of the connecting bracket 4 are within a reasonable range, the mass of the steering gear bracket 1 can be effectively reduced, and the structural strength of the steering gear bracket 1 can be ensured, thereby increasing the cargo capacity of the vehicle.
[0029] Alternatively, if Figure 2 As shown, one end of the third weight reduction chamber 41 communicating with the first weight reduction chamber 21 is one of polygonal, circular and elliptical, and the other end of the third weight reduction chamber 41 communicating with the second weight reduction chamber is one of polygonal, circular and elliptical. It can be understood that the first weight reduction chamber 21 is located at the left end of the third weight reduction chamber 41, the second weight reduction chamber is located at the right end of the third weight reduction chamber 41, and the end of the third weight reduction chamber 41 connected to the first weight reduction chamber 21 can be one of polygonal, circular and elliptical, and the end of the third weight reduction chamber 41 connected to the second weight reduction chamber can be one of polygonal, circular and elliptical. This arrangement facilitates the design and manufacture of the third weight reduction chamber 41, so that the third weight reduction chamber 41 can be connected to the first weight reduction chamber 21 and the second weight reduction chamber, thereby effectively reducing the mass of the steering gear bracket 1.
[0030] In particular, if Figure 1 and Figure 2 As shown, the area of one end of the third weight reduction chamber 41 is different from the area of the other end, that is, the areas of the left end and the right end of the third weight reduction chamber 41 are different. This arrangement facilitates the left end of the third weight reduction chamber 41 to be connected with the first weight reduction chamber 21, and the right end to be connected with the second weight reduction chamber, so that the first weight reduction chamber 21, the third weight reduction chamber 41 and the second weight reduction chamber can be connected in sequence, thereby effectively reducing the mass of the steering gear bracket 1 and facilitating the steering gear bracket 1 to connect the steering gear and the frame.
[0031] In addition, if Figure 1As shown, the connecting bracket 4 is connected to one end of the second bracket 3, and the thickness of the bottom wall of the second weight-reducing cavity gradually decreases in the direction extending from one end of the second bracket 3 to the other end away from the connecting bracket 4. One end of the second bracket 3 is connected to the connecting bracket 4, and the distance between the side surface of the second bracket 3 adjacent to the first bracket 2 and the first bracket 2 gradually increases in the direction extending from one end of the second bracket 3 to the other end away from the connecting bracket 4. It can be understood that the connecting bracket 4 is located at the left end of the second bracket 3, and the second bracket 3 extends in the direction away from the connecting bracket 4, so that the connecting bracket 4 can be linked to the upper end of the second bracket 3, and the bottom wall thickness of the second weight-reducing cavity away from the connecting bracket 4 gradually decreases, that is, the bottom wall thickness of the second weight-reducing cavity gradually decreases from top to bottom, so that the second bracket 3 can be formed into an arch, and then the steering gear bracket 1 can be further reduced in weight under the premise of ensuring the structural strength of the steering gear bracket 1.
[0032] Among them, Figure 1 As shown, a side surface of the second bracket 3 adjacent to the first bracket 2 is configured as an inclined plane 31 that is inclined relative to a side surface of the first bracket 2 adjacent to the second bracket 3. In other words, the side surface of the second bracket 3 adjacent to the first bracket 2 forms an inclined plane 31, and the inclined plane 31 is located on the left side of the second bracket 3, so that an arch is formed between the first bracket 2, the connecting bracket 4 and the second bracket 3, and the weight of the steering gear bracket 1 can be further reduced under the premise of ensuring the structural strength of the steering gear bracket 1.
[0033] In addition, Figure 1 and Figure 2 As shown, the first bracket 2 is provided with a plurality of first mounting parts 22, and the plurality of first mounting parts 22 are arranged around the first weight reduction cavity 21; the second bracket 3 is provided with a plurality of second mounting parts 32, and the plurality of second mounting parts 32 are arranged around the second weight reduction cavity. It can be understood that the left end of the first bracket 2 is provided with a plurality of first mounting parts 22, and the first mounting parts 22 are arranged around the first weight reduction cavity 21, so that the first mounting parts 22 are conveniently connected to the steering gear, and then the steering gear bracket 1 can be connected to the steering gear, and the right end of the second bracket 3 is provided with a plurality of second mounting parts 32, and the second mounting parts 32 are arranged around the second weight reduction cavity, so that the second mounting parts 32 are conveniently connected to the frame, and then the steering gear bracket 1 can be connected to the frame, and such a setting can improve the structural strength between the steering gear, the steering gear bracket 1 and the frame.
[0034] In particular, if Figure 1 and Figure 2 As shown, the first bracket 2, the connecting bracket 4 and the second bracket 3 are integrally formed, so as to facilitate the design and manufacture of the steering gear and ensure the overall structural strength of the steering gear bracket 1, thereby improving the cargo capacity of the vehicle.
[0035] The vehicle according to the embodiment of the utility model includes: the steering gear bracket 1 of the above embodiment, by setting the first weight reduction cavity 21 on the first bracket 2, and setting the second weight reduction cavity on the second bracket 3, so that the mass of the steering gear bracket 1 can be reduced, and the connecting bracket 4 between the first bracket 2 and the second bracket 3 is provided with a third weight reduction cavity 41, and the third weight reduction cavity 41 and the first weight reduction cavity 21 are connected with the second weight reduction cavity. Such a setting can further reduce the mass of the steering gear bracket 1, thereby increasing the cargo capacity of the vehicle, and further increasing the competitiveness of the vehicle.
[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0037] In the description of the present utility model, "first feature" and "second feature" may include one or more of the features. In the description of the present utility model, "plurality" means two or more. In the description of the present utility model, the first feature "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact not directly but through another feature between them. In the description of the present utility model, the first feature "above", "above" and "above" the second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
[0038] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.
[0039] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.
Claims
1. A steering gear bracket, characterized in that: include: A first bracket (2), the first bracket (2) being formed with a first weight-reducing cavity (21), the first bracket (2) being used for connecting to a steering gear; A second bracket (3), the second bracket (3) being formed with a second weight-reducing cavity, and the second bracket (3) being used for connecting to a vehicle frame; a connecting bracket (4), the connecting bracket (4) being arranged between the first bracket (2) and the second bracket (3), the connecting bracket (4) forming a third weight-reducing cavity (41), the third weight-reducing cavity (41) being respectively connected to the first weight-reducing cavity (21) and the second weight-reducing cavity; The connecting bracket (4) is connected to one end of the second bracket (3), and the thickness of the bottom wall of the second weight reduction cavity gradually decreases in a direction extending from the one end of the second bracket (3) to the other end away from the connecting bracket (4).
2. The steering gear bracket according to claim 1, characterized in that: The volume of the third weight reduction cavity (41) is V1, the volume of the connecting bracket (4) is V2, and V1 and V2 satisfy the relationship: 0.5V2≤V1<V2.
3. The steering gear bracket according to claim 1, characterized in that: One end of the third weight-reducing cavity (41) communicating with the first weight-reducing cavity (21) is in the shape of a polygon, a circle, or an ellipse; The other end of the third weight-reducing cavity (41) communicating with the second weight-reducing cavity is one of a polygon, a circle and an ellipse.
4. The steering gear bracket according to claim 3, characterized in that: The area of the one end of the third weight reduction cavity (41) is different from the area of the other end.
5. The steering gear bracket according to claim 1, characterized in that: One end of the second bracket (3) is connected to the connecting bracket (4), and in a direction extending from the one end of the second bracket (3) to the other end away from the connecting bracket (4), a distance between a side surface of the second bracket (3) adjacent to the first bracket (2) and the first bracket (2) gradually increases.
6. The steering gear bracket according to claim 5, characterized in that: A side surface of the second bracket (3) adjacent to the first bracket (2) is configured as an inclined plane (31) inclined relative to a side surface of the first bracket (2) adjacent to the second bracket (3).
7. The steering gear bracket according to claim 1, characterized in that: A plurality of first mounting portions (22) are provided on the first bracket (2), and the plurality of first mounting portions (22) are arranged around the first weight reduction cavity (21); A plurality of second mounting portions (32) are provided on the second bracket (3), and the plurality of second mounting portions (32) are arranged around the second weight reduction cavity.
8. The steering gear bracket according to claim 1, characterized in that: The first bracket (2), the connecting bracket (4) and the second bracket (3) are integrally formed.
9. A vehicle, characterized in that: include: The steering gear bracket (1) according to any one of claims 1 to 8.