A new energy vehicle strong anti-torsion knuckle fork

Abstract

This utility model discloses a high-torsion-resistant steering knuckle fork for new energy vehicles, belonging to the technical field of steering components for new energy vehicles. It includes a steering link, with an anti-torsion mechanism sleeved on the outer wall of the steering link. One end of the steering link is also fixedly connected to an installation mechanism. The anti-torsion mechanism includes a connecting sleeve and a connecting hole. This utility model, by setting up components such as a connecting sleeve, a positioning bolt, and an anti-torsion bracket, utilizes the sleeve-fitting cooperation between the connecting sleeve and the steering link, the fastening effect of the positioning bolt on the connecting sleeve and the steering link, and the close fit between the anti-torsion bracket and the connecting sleeve and the steering link. This allows the anti-torsion mechanism to protect the connection between the steering link and related components by dispersing torque and reinforcing the connection. This device effectively solves the technical problem of existing steering knuckle forks easily tearing at weld points when subjected to cross-torsion due to the lack of external protective structures, through the synergistic effect of multiple anti-torsion structures.

Description

Technical Field

[0001] This utility model relates to the field of steering components technology for new energy vehicles, and in particular to a high-torsion-resistant steering fork for new energy vehicles. Background Technology

[0002] The steering knuckle fork is a key component in the steering system of new energy vehicles. It primarily connects the steering knuckle and the steering tie rod, transmitting steering torque during vehicle steering. Its performance directly affects the vehicle's steering stability and driving safety. With the rapid development of the new energy vehicle industry, the performance requirements for steering knuckle forks are becoming increasingly stringent. In existing steering knuckle forks, the steering part is mostly assembled with the steering arm or steering linkage body by welding. However, because there is no effective external protective structure after welding, the weld joint is easily torn when the steering arm is subjected to cross torque with the steering bracket, which affects the use of vehicle steering. Summary of the Invention

[0003] The purpose of this invention is to address the problem that existing steering knuckle forks, where the steering part is often assembled with the steering arm or steering linkage body by welding, lack an effective external protective structure after welding. As a result, when the steering arm is subjected to cross torque with the steering bracket, the weld joint is easily torn, affecting the use of vehicle steering. Therefore, this invention proposes a new type of steering knuckle fork with strong anti-torsion properties for new energy vehicles.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A high-torsion-resistant steering fork for new energy vehicles includes a steering link. An anti-torsion mechanism is sleeved on the outer wall of the steering link, and an installation mechanism is fixedly connected to one end of the steering link. The anti-torsion mechanism includes a connecting sleeve, a connecting hole, a positioning bolt, and an anti-torsion bracket. The main body of the connecting sleeve is a bidirectional through-tube structure. The connecting sleeve is sleeved on the outer wall of the steering link. The connecting hole is opened inside the connecting sleeve, and the positioning bolt is fixedly installed inside the connecting hole. The positioning bolt is used to fasten the connecting sleeve and the steering link.

[0005] Preferably, the main body of the anti-torsion bracket is a frustoconical structure that is thicker at the top and thinner at the bottom. The anti-torsion bracket is fixedly installed at one end of the connecting sleeve and is sleeved on the outer wall of the steering linkage.

[0006] Preferably, one end of the steering linkage is fixedly connected to a fork mechanism, the fork mechanism including a fork bracket, a reinforcing plate and an anti-torsion plate, the main body of the fork bracket is a U-shaped structure, and the fork bracket is fixedly disposed at one end of the steering linkage.

[0007] Preferably, the interior of the two longitudinal members in the fork bracket is provided with through holes, and the reinforcing plate is a ring structure, which is fixedly installed in the through holes in the fork bracket.

[0008] Preferably, the anti-torsion plate is fixedly arranged in a ring array on the outer wall of the reinforcing plate, and the reinforcing plate and the anti-torsion plate together form a reinforcing structure.

[0009] Preferably, the fork mechanism further includes a first connecting shaft and a second connecting shaft, wherein the first connecting shaft is rotatably disposed within the fork bracket, and the second connecting shaft is rotatably disposed within the first connecting shaft.

[0010] Preferably, the first connecting shaft and the second connecting shaft are designed in a cross shape, and both the first connecting shaft and the second connecting shaft are used to hinge the two fork supports together.

[0011] Preferably, the mounting mechanism includes a mounting plate, a mounting hole, and a positioning hole. The mounting plate is fixedly disposed at one end of the steering linkage. The mounting hole is opened inside the mounting plate, and the positioning hole is opened on the outer wall of the steering linkage and matches the connecting hole.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. In this utility model, by setting up components such as connecting sleeves, positioning bolts, and anti-torsion brackets, the connecting sleeves and steering linkages are fitted together, the positioning bolts fasten the connecting sleeves and steering linkages, and the anti-torsion brackets fit snugly with the connecting sleeves and steering linkages. This allows the anti-torsion mechanism to protect the connection between the steering linkage and related components by dispersing torque and reinforcing the connection. This device can effectively solve the technical problem that existing steering knuckle forks are prone to weld tearing when subjected to cross torque due to the lack of external protective structures through the synergistic effect of multiple anti-torsion structures.

[0013] 2. In this utility model, by setting components such as a fork support, a reinforcing plate, an anti-torsion plate, a first connecting shaft, and a second connecting shaft, the reinforcing structure composed of the reinforcing plate and the anti-torsion plate strengthens the fork support, and the cross-shaped hinge of the first connecting shaft and the second connecting shaft enables the fork mechanism to improve the stability of the steering torque transmission process by dispersing stress and uniformly distributing force. This device can further enhance the overall anti-torsion performance while ensuring smooth steering by optimizing the overall structural design of the steering fork, thus improving the vehicle steering stability and driving safety compared to the prior art. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the front side view of a split-up torsion-resistant fork for a new energy vehicle proposed in this utility model. Figure 2This is a schematic diagram of the overall upward and side view of a new energy vehicle strong anti-torsion fork structure proposed in this utility model; Figure 3 This is a schematic diagram of the combined structure of the steering linkage and mounting plate of a new energy vehicle's high-torsional-resistance steering fork proposed in this utility model. Figure 4 This is a schematic diagram of the combined structure of the connecting sleeve and anti-torsion support of a high-torsion-resistant fork for a new energy vehicle proposed in this utility model. Figure 5 This is a schematic diagram of the combined structure of the steering linkage and mounting plate of a new energy vehicle's high-torsional-resistance steering fork proposed in this utility model. Figure 6 This is a top view schematic diagram of a torsion-resistant fork for a new energy vehicle proposed in this utility model.

[0015] In the diagram: 1. Steering link; 101. Mounting plate; 1011. Mounting hole; 1012. Positioning hole; 2. Connecting sleeve; 201. Connecting hole; 2011. Positioning bolt; 2012. Anti-torsion bracket; 3. Fork bracket; 301. Reinforcing plate; 3011. Anti-torsion plate; 3012. First connecting shaft; 3013. Second connecting shaft. Detailed Implementation

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

[0017] Example, refer to Figures 1-6 A new energy vehicle high-torsion-resistant steering fork includes a steering link 1. An anti-torsion mechanism is sleeved on the outer wall of the steering link 1, and an installation mechanism is fixedly connected to one end of the steering link 1. The anti-torsion mechanism includes a connecting sleeve 2, a connecting hole 201, a positioning bolt 2011, and an anti-torsion support 2012. The main body of the connecting sleeve 2 is a bidirectional through-tube structure. The connecting sleeve 2 is sleeved on the outer wall of the steering link 1. The connecting hole 201 is opened inside the connecting sleeve 2, and the positioning bolt 2011 is fixedly installed inside the connecting hole 201. The positioning bolt 2011 is used to fasten the connecting sleeve 2 and the steering link 1. The anti-torsion mechanism is sleeved on the outer wall of the steering link 1, and one end is fixedly connected to the installation mechanism. The connecting sleeve 2 of the anti-torsion mechanism is fastened to the steering link 1 through the positioning bolt 2011 in the connecting hole 201, improving the connection stability between the steering link 1 and the connecting sleeve 2 and strengthening the anti-torsion foundation.

[0018] Furthermore, the main body of the anti-torsion bracket 2012 is a frustoconical structure that is thicker at the top and thinner at the bottom. The anti-torsion bracket 2012 is fixedly installed at one end of the connecting sleeve 2 and sleeved on the outer wall of the steering link 1. The anti-torsion bracket 2012 is a frustoconical structure that is thicker at the top and thinner at the bottom. It is fixed at one end of the connecting sleeve 2 and sleeved on the outer wall of the steering link 1. It uses its own structural characteristics to disperse the torque and further enhance the anti-torsion capability at the connection between the steering link 1 and the connecting sleeve 2.

[0019] Furthermore, a fork mechanism is fixedly connected to one end of the steering linkage 1. The fork mechanism includes a fork bracket 3, a reinforcing plate 301, and an anti-torsion plate 3011. The main body of the fork bracket 3 is a U-shaped structure. The fork bracket 3 is fixedly installed at one end of the steering linkage 1. The U-shaped fork bracket 3 is fixed at one end of the steering linkage 1. The fork mechanism is configured to provide a stable support structure for the transmission of steering torque, and at the same time lay the foundation for the subsequent installation of reinforcing components.

[0020] Furthermore, through holes are provided inside the two longitudinal members of the fork support 3, and the reinforcing plate 301 is a ring structure. The reinforcing plate 301 is fixedly installed in the through holes in the fork support 3. The two longitudinal members of the fork support 3 have through holes, and the ring reinforcing plate 301 is fixed in the through holes, which enhances the structural strength of the longitudinal members of the fork support 3 and reduces the risk of deformation under stress.

[0021] Furthermore, the anti-torsion plate 3011 is fixedly arranged in a ring array on the outer wall of the reinforcing plate 301. The reinforcing plate 301 and the anti-torsion plate 3011 together form a reinforcing structure. The anti-torsion plate 3011 ring array is fixed on the outer wall of the reinforcing plate 301 and together with the reinforcing plate 301, it forms a reinforcing structure, effectively dispersing the stress at the through hole of the fork bracket 3 and improving the overall anti-torsion performance.

[0022] Furthermore, the fork mechanism also includes a first connecting shaft 3012 and a second connecting shaft 3013. The first connecting shaft 3012 is rotatably disposed within the fork support 3, and the second connecting shaft 3013 is rotatably disposed within the first connecting shaft 3012. The first connecting shaft 3012 is rotatably disposed within the fork support 3, and the second connecting shaft 3013 is rotatably disposed within the first connecting shaft 3012, thereby enabling the flexible rotation of the fork support 3 and ensuring smooth steering.

[0023] Furthermore, the first connecting shaft 3012 and the second connecting shaft 3013 are designed in a cross shape. Both the first connecting shaft 3012 and the second connecting shaft 3013 are used to hinge the two fork supports 3 together. The cross shape of the first connecting shaft 3012 and the second connecting shaft 3013 is used to hinge the two fork supports 3 together, so that the force at the hinge point is more even, and the stability and torsional resistance of steering transmission are improved.

[0024] Furthermore, the mounting mechanism includes a mounting plate 101, a mounting hole 1011, and a positioning hole 1012. The mounting plate 101 is fixedly mounted on one end of the steering link 1. The mounting hole 1011 is opened inside the mounting plate 101. The positioning hole 1012 is opened on the outer wall of the steering link 1 and matches the connecting hole 201. The mounting plate 101 is fixed to one end of the steering link 1. The mounting hole 1011 is opened inside the mounting plate 101. The positioning hole 1012 on the outer wall of the steering link 1 matches the connecting hole 201. This not only facilitates the overall installation of the steering knuckle fork, but also further strengthens the assembly of the connecting sleeve 2 and the steering link 1, ensuring the stability of use.

[0025] During use, in the steering knuckle fork installation stage, first fix the mounting plate 101 of the mounting mechanism to one end of the steering linkage 1, and then, through the mounting hole 1011 opened on the mounting plate 101, cooperate with the external fasteners to accurately install the entire steering knuckle fork to the designated position of the new energy vehicle steering system, complete the basic assembly, and build a stable installation frame for the subsequent transmission of steering torque. When assembling the anti-torsion mechanism, the connecting sleeve 2 is inserted from one end of the steering link 1 and fits against its outer wall. The position of the connecting sleeve 2 is adjusted so that the connecting hole 201 is aligned with the positioning hole 1012 on the outer wall of the steering link 1. Then, the positioning bolt 2011 is inserted into the connecting hole 201 and passes through the positioning hole 1012. Through the fastening action of the positioning bolt 2011, the connecting sleeve 2 and the steering link 1 are firmly connected, preventing relative sliding between the two when under force, and providing initial anti-torsion protection for the steering link 1. Since the anti-torsion bracket 2012 is pre-fixed to one end of the connecting sleeve 2, after the connecting sleeve 2 and the steering link 1 are assembled, the anti-torsion bracket 2012 will be simultaneously sleeved on the outer wall of the steering link 1 and tightly connected with the connecting sleeve 2. When the steering link 1 is subjected to torque during steering, the anti-torsion bracket 2012 will use its own fitting structure with the steering link 1 and the connecting sleeve 2 to distribute and transmit the torque to the surrounding area, avoiding the torque from being concentrated at the connection between the connecting sleeve 2 and the steering link 1, and reducing the local stress burden. The end of the steering linkage 1 away from the mounting plate 101 is fixedly connected to the U-shaped fork bracket 3 of the fork mechanism. Annular reinforcing plates 301 are pre-fixed in the through holes inside the two longitudinal components of the fork bracket 3. The anti-torsion plates 3011 distributed in annular array on the outer wall of the reinforcing plate 301 form an integral reinforcing structure with the reinforcing plate 301. When the steering torque is transmitted to the fork bracket 3, the reinforcing structure will disperse the stress at the through hole of the fork bracket 3 in multiple directions to prevent the fork bracket 3 from deforming due to excessive local stress and ensure the structural stability of the fork bracket 3. When assembling the fork mechanism, the first connecting shaft 3012 is inserted into the through hole of the fork bracket 3 and cooperates with the reinforcing plate 301, so that the first connecting shaft 3012 can rotate flexibly within the fork bracket 3. Then, the second connecting shaft 3013 is inserted laterally into the reserved hole of the first connecting shaft 3012 to form a cross-shaped assembly structure. This structure can hinge another fork bracket 3 to the current fork bracket 3. When the vehicle needs to turn, the first connecting shaft 3012 and the second connecting shaft 3013 will rotate synchronously according to the steering requirements to ensure that the steering torque can be smoothly transmitted. When a vehicle is in motion and a steering operation is performed, the steering torque generated by the steering system is first transmitted to the steering linkage 1. The steering linkage 1 then transmits the torque to the fork bracket 3, which is fixed to it. The fork bracket 3 converts the torque into a steering action and transmits it to subsequent components through the hinged engagement of the first connecting shaft 3012 and the second connecting shaft 3013. During this process, the connecting sleeve 2 remains firmly connected to the steering linkage 1 under the action of the positioning bolt 2011. The anti-torsion bracket 2012 continuously disperses the torque on the steering linkage 1. The reinforcing plate 301 and the anti-torsion plate 3011 on the fork bracket 3 resist the deformation of the fork bracket 3. All components work together to resist the cross torque generated during the steering process, preventing the weld joint at the connection between the steering arm and the steering bracket from tearing due to excessive force, and ensuring the stable operation of the steering fork. When the steering operation is completed, the steering torque disappears, the first connecting shaft 3012 and the second connecting shaft 3013 return to their initial positions, and the components of the anti-torsion mechanism are also released from the torsional load state. The steering knuckle fork as a whole returns to its initial state, ready for the next steering operation. Throughout the process, the actions and coordination of each component are always focused on ensuring steering stability and anti-torsion performance, ensuring the continuous and reliable operation of the steering knuckle fork.

[0026] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A high-torsion-resistant steering fork for new energy vehicles, comprising a steering linkage (1), characterized in that, The outer wall of the steering link (1) is fitted with an anti-torsion mechanism, and one end of the steering link (1) is also fixedly connected to an installation mechanism. The anti-torsion mechanism includes a connecting sleeve (2), a connecting hole (201), a positioning bolt (2011), and an anti-torsion bracket (2012). The main body of the connecting sleeve (2) is a bidirectional through tubular structure. The connecting sleeve (2) is fitted onto the outer wall of the steering link (1). The connecting hole (201) is opened inside the connecting sleeve (2). The positioning bolt (2011) is fixedly installed inside the connecting hole (201). The positioning bolt (2011) is used to fasten the connecting sleeve (2) and the steering link (1).

2. The new energy vehicle high-torsion resistance fork according to claim 1, characterized in that, The main body of the anti-torsion bracket (2012) is a frustoconical structure that is thicker at the top and thinner at the bottom. The anti-torsion bracket (2012) is fixedly installed at one end of the connecting sleeve (2) and is sleeved on the outer wall of the steering linkage (1).

3. The new energy vehicle high-torsion resistance fork according to claim 1, characterized in that, One end of the steering link (1) is fixedly connected to a fork mechanism, which includes a fork bracket (3), a reinforcing plate (301) and an anti-torsion plate (3011). The main body of the fork bracket (3) is a U-shaped structure, and the fork bracket (3) is fixedly installed at one end of the steering link (1).

4. The new energy vehicle high-torsion resistance fork according to claim 3, characterized in that, The fork support (3) has through holes in the interior of two longitudinal components. The reinforcing plate (301) is a ring structure and is fixedly installed in the through holes in the fork support (3).

5. A new energy vehicle high-torsion resistance fork according to claim 3, characterized in that, The anti-torsion plate (3011) is fixedly arranged in a ring array on the outer wall of the reinforcing plate (301), and the reinforcing plate (301) and the anti-torsion plate (3011) together form a reinforcing structure.

6. A new energy vehicle high-torsion resistance fork according to claim 3, characterized in that, The fork mechanism further includes a first connecting shaft (3012) and a second connecting shaft (3013), the first connecting shaft (3012) being rotatably disposed within the fork bracket (3), and the second connecting shaft (3013) being rotatably disposed within the first connecting shaft (3012).

7. A new energy vehicle high-torsion resistance fork according to claim 6, characterized in that, The first connecting shaft (3012) and the second connecting shaft (3013) are designed in a cross shape. Both the first connecting shaft (3012) and the second connecting shaft (3013) are used to hinge the two fork supports (3) to each other.

8. A new energy vehicle high-torsion resistance fork according to claim 1, characterized in that, The mounting mechanism includes a mounting plate (101), a mounting hole (1011), and a positioning hole (1012). The mounting plate (101) is fixedly mounted on one end of the steering link (1). The mounting hole (1011) is opened inside the mounting plate (101). The positioning hole (1012) is opened on the outer wall of the steering link (1) and matches the connecting hole (201).

Images