An angle-adjustable automobile steering shaft knuckle

Abstract

The utility model relates to an angle adjustable automobile steering axle steering knuckle belongs to automobile steering knuckle technical field, this angle adjustable automobile steering axle steering knuckle, include: transmission link, both ends of transmission link are fixedly connected with upper cross shaft and lower cross shaft, transmission buffer mechanism is used for buffering the transmission buffer mechanism setting in the steering knuckle road surface conduction vibration to one side of upper cross shaft and lower cross shaft, through setting transmission buffer mechanism in one side of upper cross shaft and lower cross axle, make the steering knuckle in the transmission steering torque at the same time to the road surface vibration is absorbed and is buffered. Protective assembly is coated in the flexible buffer layer that forms in the connecting axle outside, when the steering wheel is impacted through the elastic deformation absorption vibration energy, improves the driving smoothness and the comfort. Locking assembly sets up in the lower cross axle outside, can when parking or maintaining to the steering knuckle mechanical lock, prevent the steering wheel autorotation, enhances the safe stability of steering system.

Description

Technical Field

[0001] This utility model relates to the field of automotive steering knuckle technology, and in particular to an adjustable-angle automotive steering shaft steering knuckle. Background Technology

[0002] The automotive steering system typically consists of components such as the steering wheel, steering shaft, steering knuckle, steering gear, and steering tie rods. Among these, the steering knuckle, as a crucial pivotal element connecting the upper and lower steering shafts, transmits torque at different angles and is a key component ensuring vehicle steering sensitivity and handling stability. Most existing steering knuckles employ a universal joint structure, using a universal joint to achieve a rotational connection between the upper and lower forks, thus allowing for a certain range of angular deflection to accommodate differences in vehicle body structure layout and non-collinear installation of the steering axis. However, in actual use, traditional steering knuckles are usually rigid connection structures, which cannot effectively buffer the bumps or impacts generated during vehicle operation. When the vehicle is driving on potholes or uneven roads, road vibrations are transmitted directly to the steering wheel along the steering components, causing noticeable vibration feedback to the driver's hands, affecting the stability and comfort of handling. Utility Model Content

[0003] Therefore, it is necessary to provide an adjustable-angle automotive steering shaft knuckle to address the problem that traditional steering knuckles, being rigid connection structures, cannot effectively buffer bumps or impacts generated during vehicle operation, and that road vibrations are directly transmitted to the steering wheel along the steering components, causing significant vibration feedback to the driver and affecting handling stability and driving comfort.

[0004] An adjustable-angle automotive steering knuckle includes: a transmission rod, both ends of which are fixedly connected to an upper cross shaft and a lower cross shaft; a transmission buffer mechanism for buffering road vibration transmitted through the steering knuckle, the transmission buffer mechanism being disposed on one side of the upper cross shaft and the lower cross shaft; wherein, the transmission buffer mechanism includes a connecting shaft fixedly installed on the other side of the upper cross shaft, a protective component being disposed on the outer side of the connecting shaft, and a locking component being disposed on the outer side of the lower cross shaft.

[0005] The protective assembly includes a connecting pipe disposed on the outside of the connecting shaft, a buffer cavity fixedly installed on the outside of the connecting pipe, the connecting shaft being sealed to the inside of the connecting pipe, and a buffer block being fixedly installed inside the buffer cavity.

[0006] The buffer cavity is configured in a ring shape, and the shape of the buffer block is adapted to the buffer cavity.

[0007] The connecting pipe has a sealed cavity inside, and one end of the connecting shaft extends into the cavity and is slidably connected to the inner wall of the cavity.

[0008] The connecting pipe has two fixed limiting grooves installed inside, and the cross-section of the connecting shaft is set in a T-shape, with one end of the connecting shaft abutting against the limiting groove.

[0009] One end of the connecting shaft is provided with multiple grooves, and the multiple grooves of the connecting shaft are engaged with adjacent limiting grooves.

[0010] The locking assembly includes a fixed cavity fixedly installed on the outside of the lower cross shaft, and a locking bladder is fixedly installed inside the fixed cavity.

[0011] The fixed cavity is configured in a ring shape, and an air pump is fixedly installed on the outside of the fixed cavity. A positioning shaft is fixedly installed on the outside of the lower cross shaft, and the fixed cavity is located outside the positioning shaft.

[0012] Beneficial effects 1. By incorporating a transmission buffer mechanism on one side of the upper and lower cross shafts, the steering knuckle absorbs and buffers road vibrations while transmitting steering torque. A protective component covers the outside of the connecting shaft, forming a flexible buffer layer that absorbs vibration energy through elastic deformation when the steering wheel is impacted, improving driving smoothness and comfort. A locking component is located on the outside of the lower cross shaft, allowing for mechanical locking of the steering knuckle during parking or maintenance to prevent the steering wheel from rotating on its own, enhancing the safety and stability of the steering system. 2. When the vehicle is parked, under maintenance or in transport, the locking bladder expands under external control force or air pressure and presses against the outer wall of the lower cross shaft, thereby restricting its rotation and temporarily fixing the steering knuckle. The fixing cavity is fixedly connected to the inner wall of the car and remains stationary when not locked, without contacting rotating parts, so it will not affect the normal rotation and torque transmission of the lower cross shaft. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the main structure of this utility model; Figure 2 This is a schematic diagram of the transmission buffer mechanism of this utility model; Figure 3 This is a schematic diagram of the internal structure of the buffer cavity of this utility model; Figure 4 This is a schematic diagram of the internal structure of the connecting pipe of this utility model; Figure 5 This is a schematic diagram of the locking component structure of this utility model.

[0015] Figure label: 100. Transmission rod; 200. Upper cross shaft; 210. Lower cross shaft; 300. Transmission buffer mechanism; 310. Connecting shaft; 320. Protective component; 321. Connecting pipe; 322. Buffer chamber; 323. Buffer block; 324. Limiting groove; 325. Sealing chamber; 330. Locking component; 331. Fixing chamber; 332. Locking bladder; 333. Air pump; 334. Positioning shaft. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0017] The following is combined with Figures 1-5 This invention describes an adjustable-angle automotive steering shaft knuckle.

[0018] In one embodiment, an adjustable-angle automotive steering knuckle includes: a transmission rod 100, with an upper cross shaft 200 and a lower cross shaft 210 fixedly connected to both ends of the transmission rod 100; a transmission buffer mechanism 300, which is disposed on one side of the upper cross shaft 200 and the lower cross shaft 210 to buffer road vibration transmitted by the steering knuckle; wherein, the transmission buffer mechanism 300 includes a connecting shaft 310 fixedly installed on the other side of the upper cross shaft 200, a protective component 320 is disposed on the outer side of the connecting shaft 310, and a locking component 330 is disposed on the outer side of the lower cross shaft 210.

[0019] In this embodiment, by providing a transmission buffer mechanism 300 on one side of the upper cross shaft 200 and the lower cross shaft 210, the steering knuckle can effectively absorb and buffer vibrations from the road surface while transmitting steering torque. The protective component 320 covers the outside of the connecting shaft 310 to form a flexible buffer layer, which absorbs vibration energy through elastic deformation when the steering wheel is impacted by the road surface, improving the smoothness and comfort of driving. The locking component 330 is provided on the outside of the lower cross shaft 210, which can mechanically lock the steering knuckle when the vehicle is parked, under maintenance or in transport, preventing the steering wheel from rotating due to inertia or external force, thus improving the safety and stability of the steering. It should be noted that the automotive steering knuckle includes basic components such as a transmission rod 100, an upper cross shaft 200, a lower cross shaft 210, and cross shaft cores connecting both ends. The transmission rod 100 connects the power transmission path between the steering wheel and the steering gear. The upper cross shaft 200 and lower cross shaft 210 are fixed to both ends of the transmission rod 100, and angle compensation is achieved through the hinge of the cross shaft cores, allowing the steering knuckle to smoothly transmit torque at different angles. The protective component 320 and the locking component 330 are both located on the outer structure of the steering knuckle and will not interfere with the rotational connection of the cross shaft cores. Among them, the protective component 320 is a flexible covering structure that maintains a clearance fit with the transmission components. It only deforms and absorbs energy when subjected to vibration or impact, without affecting the normal rotational movement of the steering knuckle. The locking component 330 is installed on the outer side wall of the lower cross shaft 210, and the internal locking mechanism is in a disengaged state when not in operation, and will not come into contact with the rotating components when the vehicle is in normal driving.

[0020] like Figure 2 , Figure 3 and Figure 4 As shown, the protective component 320 includes a connecting pipe 321 disposed on the outside of the connecting shaft 310, a buffer cavity 322 fixedly installed on the outside of the connecting pipe 321, the connecting shaft 310 and the inside of the connecting pipe 321 are sealed together, and a buffer block 323 is fixedly installed inside the buffer cavity 322.

[0021] In this embodiment, the buffer block 323 inside the buffer cavity 322 can absorb and disperse the vibration of the transmission rod 100 during vehicle operation. When the steering knuckle experiences impact or vibration due to uneven road surface, the buffer block 323 can release the impact energy through its own elastic deformation, preventing the vibration from being directly transmitted to the upper cross shaft 200, thereby effectively reducing steering wheel vibration and improving the stability and comfort of vehicle steering. The connecting shaft 310 and the connecting pipe 321 adopt a sealed connection structure to prevent dust, moisture and impurities from entering the buffer cavity 322, ensuring the long-term stable operation of the buffer block 323 and extending the service life of the transmission buffer mechanism 300.

[0022] The buffer cavity 322 is designed in a ring shape, and the shape of the buffer block 323 is adapted to the buffer cavity 322.

[0023] In this embodiment, the buffer cavity 322 is configured as a ring structure, and the buffer block 323 fits against its inner wall. When the connecting shaft 310 is subjected to vibration or impact force, the buffer block 323 can undergo uniform deformation along the ring direction, dispersing and absorbing external impact energy in multiple directions. Through the ring-shaped arrangement, the buffer force is continuously distributed in the circumferential direction, avoiding local deformation or fatigue damage caused by single-point force.

[0024] The connecting pipe 321 has a sealing cavity 325 inside, one end of the connecting shaft 310 extends into the interior of the sealing cavity 325, and one end of the connecting shaft 310 is slidably connected to the inner wall of the sealing cavity 325.

[0025] In this embodiment, when the directional joint is rotating or subjected to impact, the connecting shaft 310 can slide slightly along the axial direction within the sealing cavity 325, thereby absorbing and mitigating axial vibration. Through the sliding connection structure, the coaxial stability of the connecting shaft 310 during transmission is ensured, and the stress concentration phenomenon caused by rigid connection is avoided, thereby improving the overall impact resistance and structural life. The sealing cavity 325 is filled with gas or liquid.

[0026] The connecting pipe 321 has two limiting grooves 324 fixedly installed inside. The cross section of the connecting shaft 310 is set in a T-shape, and one end of the connecting shaft 310 is tightly abutted against the limiting groove 324.

[0027] In this embodiment, the cross-section of the connecting shaft 310 is set in a T-shape, and the structure design, which abuts against the limiting groove 324, enables the connecting shaft 310 to maintain stable positioning during transmission, preventing axial movement or displacement when subjected to vibration or torque impact. The two limiting grooves 324 provide bidirectional limiting for the connecting shaft 310, ensuring it has both the necessary degrees of freedom and reliable guiding constraints during rotation. It should be noted that the sealing cavity 325 is filled with gas or liquid. When the directional joint is rotating or subjected to impact, the connecting shaft 310 slides slightly along the axial direction in the sealing cavity 325. The medium in the sealing cavity 325 forms a damping effect during compression and rebound, thereby further absorbing and mitigating the axial impact force. The contact area between the inner wall of the connecting pipe 321 and the buffer cavity 322 is made of flexible material. When the internal pressure increases, the flexible inner wall can produce elastic deformation and squeeze the buffer cavity 322 and the buffer block 323 outward, thereby forming a dynamic buffering effect during the transmission process.

[0028] Multiple grooves are provided at one end of the connecting shaft 310, and the multiple grooves of the connecting shaft 310 are engaged with the adjacent limiting grooves 324.

[0029] In this embodiment, multiple grooves at one end of the connecting shaft 310 engage with the limiting groove 324, enabling the connecting shaft 310 to achieve stable anti-disengagement positioning after installation. When the steering knuckle rotates or vibrates axially during transmission, the engaging fit between the grooves and the limiting groove 324 effectively prevents the connecting shaft 310 from loosening or slipping, ensuring that the relative positions of the components remain constant.

[0030] like Figure 2 , Figure 3 and Figure 5As shown, the locking assembly 330 includes a fixing cavity 331 fixedly installed on the outside of the lower cross shaft 210, and a locking pouch 332 is fixedly installed inside the fixing cavity 331.

[0031] In this embodiment, when the vehicle is parked, under maintenance or in transport, the locking bladder 332 expands under external control force or air pressure and presses against the outer wall of the lower cross shaft 210, thereby restricting its rotation and achieving temporary fixation of the steering knuckle.

[0032] The fixed cavity 331 is designed in a ring shape. An air pump 333 is fixedly installed on the outside of the fixed cavity 331. A positioning shaft 334 is fixedly installed on the outside of the lower cross shaft 210. The fixed cavity 331 is located outside the positioning shaft 334.

[0033] In this embodiment, when locking is required, the air pump 333 injects gas into the locking bladder 332, causing the locking bladder 332 to expand radially and press against the outer wall of the lower cross shaft 210, forming a stable locking force. When unlocking, the air pump 333 discharges the gas from the locking bladder 332, and the locking bladder 332 retracts and resets under its own elasticity, thereby restoring the free rotation of the steering knuckle. The positioning shaft 334 guides and supports the lower cross shaft 210 during locking and unlocking, preventing it from shifting or wobbling and ensuring the stability of the transmission center. The fixed cavity 331 is fixedly connected to the inner wall of the vehicle and remains stationary when not locked, not contacting rotating parts. Therefore, it does not affect the normal rotation and torque transmission of the lower cross shaft 210, ensuring that the steering knuckle can work stably under various operating conditions.

[0034] Working principle: In use, the transmission rod 100 is connected to the lower cross shaft 210 via the upper cross shaft 200, forming an angle-adjustable torque transmission channel. When the driver turns the steering wheel, the torque is transmitted sequentially through the transmission rod 100 to the upper cross shaft 200, the lower cross shaft 210, and finally to the steering gear, thereby achieving wheel steering control. When the vehicle travels on uneven roads, road vibrations are transmitted along the steering system. The transmission damping mechanism 300 activates, and the connecting shaft 310 transmits external impacts to the buffer chamber 322 inside the protective component 320. The buffer block 323 absorbs and disperses vibration energy through its own elastic deformation. Simultaneously, the gas or liquid filling the sealed cavity 325 forms damping during compression and rebound, further reducing axial impacts and ensuring smooth transmission. When the vehicle is parked, under maintenance, or in transport, the locking component 330 enters the locking mode. The air pump 333 injects gas into the locking bladder 332, causing it to expand radially and press tightly against the outer wall of the lower cross shaft 210, restricting its rotation and temporarily fixing the steering knuckle. After the vehicle restarts, the air pump 333 discharges the gas from the locking bladder 332, causing it to automatically retract and allowing the steering knuckle to resume free rotation. Throughout the process, the positioning shaft 334 acts as a guide and support, ensuring the stability of locking and unlocking.

[0035] It should be noted that the air pumps and other components mentioned above are all devices with relatively mature existing technologies. Specific models can be selected according to actual needs. At the same time, the air pump can be powered by a built-in power supply. The specific power supply method can be selected according to the situation and will not be elaborated here.

[0036] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. An adjustable-angle automotive steering shaft knuckle, characterized in that, include: The transmission rod (100) has an upper cross shaft (200) and a lower cross shaft (210) fixedly connected to both ends. A transmission buffer mechanism (300) for buffering vibrations transmitted by the road surface of the steering knuckle is provided on one side of the upper cross shaft (200) and the lower cross shaft (210); The transmission buffer mechanism (300) includes a connecting shaft (310) fixedly installed on the other side of the upper cross shaft (200), a protective component (320) is provided on the outside of the connecting shaft (310), and a locking component (330) is provided on the outside of the lower cross shaft (210).

2. The adjustable-angle automotive steering shaft knuckle according to claim 1, characterized in that, The protective assembly (320) includes a connecting pipe (321) disposed on the outside of the connecting shaft (310), a buffer cavity (322) is fixedly installed on the outside of the connecting pipe (321), the connecting shaft (310) is sealed to the inside of the connecting pipe (321), and a buffer block (323) is fixedly installed inside the buffer cavity (322).

3. The adjustable-angle automotive steering shaft knuckle according to claim 2, characterized in that, The buffer cavity (322) is configured in a ring shape, and the shape of the buffer block (323) is adapted to the buffer cavity (322).

4. The adjustable-angle automotive steering shaft knuckle according to claim 2, characterized in that, The connecting pipe (321) has a sealing cavity (325) inside, one end of the connecting shaft (310) extends into the interior of the sealing cavity (325), and one end of the connecting shaft (310) is slidably connected to the inner wall of the sealing cavity (325).

5. The adjustable-angle automotive steering shaft knuckle according to claim 4, characterized in that, The connecting pipe (321) has two limiting grooves (324) fixedly installed inside. The cross section of the connecting shaft (310) is set in a T-shape. One end of the connecting shaft (310) is abutted against the limiting groove (324).

6. The adjustable-angle automotive steering shaft knuckle according to claim 1, characterized in that, One end of the connecting shaft (310) is provided with multiple grooves, and the multiple grooves of the connecting shaft (310) are engaged with the adjacent limiting grooves (324).

7. The adjustable-angle automotive steering shaft knuckle according to claim 1, characterized in that, The locking assembly (330) includes a fixed cavity (331) fixedly installed on the outside of the lower cross shaft (210), and a locking bladder (332) is fixedly installed inside the fixed cavity (331).

8. The adjustable-angle automotive steering shaft knuckle according to claim 7, characterized in that, The fixed cavity (331) is configured as an annular shape. An air pump (333) is fixedly installed on the outside of the fixed cavity (331). A positioning shaft (334) is fixedly installed on the outside of the lower cross shaft (210). The fixed cavity (331) is located outside the positioning shaft (334).

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