A new shaft head structure

Abstract

The utility model discloses a novel axle head structure belongs to the field of automobile parts tools, it includes axle head body, is equipped with bearing and is located the same center axle, knuckle lug, one end detachably connected in axle head body, the other end is equipped with first mounting hole, brake pump support, one end adjustable connection in axle head body, the other end is equipped with second mounting hole, first knuckle fish eye seat and second knuckle fish eye seat, are equipped with annular adjusting groove in the opposite sides of axle head body, and all are equipped with, first knuckle fish eye seat and second knuckle fish eye seat are equipped with third mounting hole at annular adjusting groove place. The utility model solves the problem of frequent replacement of axle head in the design stage of car, realizes the adaptation of different vehicle models, not only reduces the use cost, but also significantly improves the research and development efficiency.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts and tools, and in particular to a novel shaft head structure. Background Technology

[0002] The axle head is a crucial component of the automotive steering system, connecting the wheels to the suspension system. It supports and drives the front wheels to rotate around the kingpin, thus steering the vehicle. The axle head is typically shaped like a metal fork, including a support journal, flange, and fork holder. The upper and lower forks have two coaxial holes for mounting the kingpin. The journal is used to mount the wheel, and its outer diameter usually matches the inner diameter of the bearing to achieve a tight fit.

[0003] During the automotive R&D phase, design parameters such as track width, wheelbase, and brake discs are adjusted or changed according to actual requirements. This necessitates altering the length or angle of the steering knuckle arm to accommodate changes in the Ackermann angle and achieve better power performance. Currently, the steering knuckle arm length and angle of commercially available axle heads are fixed, and therefore the Ackermann angle is also fixed. This leads to the need to constantly replace axle heads during the automotive design and debugging process, resulting in not only expensive mold costs and long production cycles but also a waste of human and material resources and excessively high trial-and-error costs. Utility Model Content

[0004] In order to overcome the shortcomings of the existing technology, the purpose of this utility model is to solve the problem of frequent replacement of axle heads during the automotive design stage, realize the R&D adaptation for different models, not only reduce the cost of use, but also significantly improve the R&D efficiency.

[0005] To achieve the above objectives, this utility model provides a novel shaft head structure, including... The shaft head body is equipped with bearings located on the same central axis; The steering knuckle lug has one end detachably connected to the axle head body and the other end is provided with a first mounting hole; A brake caliper bracket, one end of which is adjustablely connected to the shaft head body, and the other end is provided with a second mounting hole; The first steering knuckle spherical seat and the second steering knuckle spherical seat are located on opposite sides of the shaft head body, and both are provided with annular adjustment grooves. The first steering knuckle spherical seat and the second steering knuckle spherical seat are provided with third mounting holes at the annular adjustment grooves.

[0006] Preferably, the end of the steering knuckle nut away from the axle head body is provided with a slide rail, and the first mounting hole is provided at the slide rail.

[0007] Preferably, the axle head body is provided with a first connecting seat, and the steering knuckle lugs are provided in two symmetrically arranged on opposite sides of the first connecting seat.

[0008] Preferably, the steering knuckle lug has an "L" shaped structure.

[0009] Preferably, the brake caliper bracket includes The first bracket is connected to the shaft head body; The second bracket is connected to the first bracket; The third bracket has one end connected to the second bracket, and the second mounting hole is located at the other end of the third bracket.

[0010] Preferably, the axle head body is provided with a second connecting seat, and the brake caliper bracket is provided in two symmetrically arranged on opposite sides of the second connecting seat.

[0011] Preferably, the first bracket is provided with a plurality of adjustment holes along the central axis of the shaft head body, and the first bracket is fixedly connected to the second connecting seat by setting positioning elements through the adjustment holes.

[0012] Preferably, the second bracket is provided with a plurality of fourth mounting holes, and the diameter of each hole is different along a preset direction.

[0013] Preferably, the second bracket forms a spatial angle with the steering knuckle lug.

[0014] Preferably, both the first steering knuckle spherical seat and the second steering knuckle spherical seat are provided with locking holes, and an angle locking knob is provided to fix them to the shaft head body.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows: The axle head body adjusts the relative positions and angles of the steering knuckle lugs, the first steering knuckle spherical seat, the second steering knuckle spherical seat, and the brake caliper bracket in multiple dimensions to be compatible with the design parameters of various vehicle models and simplify the adaptation process.

[0016] By integrating an adjustable structural design, an integrated and adjustable structural design is achieved, enabling integrated adaptation to different vehicle models' track width, wheelbase, brake disc parameters, braking systems, and Ackermann angles. This solves the problem of frequent axle head replacements during the automotive design phase and significantly improves R&D efficiency.

[0017] The steering knuckle arm can be adjusted by rotating along the annular adjustment groove to change the installation angle, which can precisely match the Ackermann angle design of different vehicle models, thereby reducing tire wear during steering. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the brake caliper bracket in this utility model; Figure 2 This is a schematic diagram of the structure of the brake caliper bracket and the axle head body in this utility model; Figure 3This is a schematic diagram of the structure of the steering knuckle lug in this utility model; Figure 4 This is a schematic diagram of the structure of the steering knuckle lug and the axle head body in this utility model; Figure 5 This is a schematic diagram of the structure of the first steering knuckle fisheye seat and the second steering knuckle fisheye seat in this utility model; Figure 6 This is a schematic diagram of the structure of the first steering knuckle spherical seat, the second steering knuckle spherical seat, and the axle head body in this utility model; The symbols in the diagram are explained as follows: Axle head body-1; Bearing-2; Steering knuckle lug-3; First mounting hole-4; Brake caliper bracket-5; First bracket-51; Second bracket-52; Third bracket-53; Adjustment hole-54; Second mounting hole-6; First steering knuckle spherical seat-7; Second steering knuckle spherical seat-8; Annular adjustment groove-9; Third mounting hole-10; Slide rail-11; First connecting seat-12; Second connecting seat-13; Fourth mounting hole-14; Locking hole-15; Brake disc-16; Brake caliper-17. Detailed Implementation

[0019] The present invention will now be described in more detail with reference to the accompanying drawings. It should be noted that the following description of the present invention with reference to the accompanying drawings is merely illustrative and not restrictive.

[0020] Where possible, the various embodiments described below can be rearranged to form other embodiments not shown in the following description; the various technical features described below can also be rearranged to form other embodiments not shown in the following description.

[0021] Please see Figure 1-6 To address the issue of frequent axle head replacements during the automotive design phase and improve R&D efficiency, this embodiment provides a novel axle head structure, comprising an axle head body 1 with a bearing 2 located on the same central axis; a steering knuckle lug 3, one end of which is detachably connected to the axle head body 1, and the other end having a first mounting hole 4; a brake caliper bracket 5, one end of which is adjustablely connected to the axle head body 1, and the other end having a second mounting hole 6; a first steering knuckle spherical seat 7 and a second steering knuckle spherical seat 8, located on opposite sides of the axle head body 1, both having an annular adjustment groove 9, and the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 having a third mounting hole 10 located at the annular adjustment groove 9.

[0022] The axle head body 1 serves as the core load-bearing base, connecting the wheels, braking system, and steering suspension. It provides mounting reference and adjustment space for all adjustable components, while also bearing radial, axial, and torque loads during vehicle operation. The axle head body 1 can be made of aluminum alloy, with a variable-size bearing 2 mounting hole at its center. The bearing 2 is located on the axis of the axle head body 1 and is connected to the axle head body 1 through the mounting hole.

[0023] The first mounting hole 4 of the steering knuckle lug 3 is used for connecting the steering tie rod. It can be connected to the axle head body 1 by locking bolts. The size of the steering knuckle lug 3 can be changed according to different specifications of steering tie rods. The second mounting hole 6 of the brake caliper bracket 5 is used for connecting the brake pads. It can be connected to the axle head body 1 by locking bolts. The size of the brake caliper bracket 5 can be changed according to different diameter brake discs 16. The third mounting hole 10 of the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 is used for connecting the steering knuckle arm. It can be connected to the axle head body 1 by locking knobs. The size of the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 can be changed according to different specifications of steering knuckle arms, thereby achieving the effect of interchangeable accessories on the outer periphery of the axle head body 1.

[0024] The steering knuckle arm's installation angle can be adjusted by rotating along the annular adjustment groove 9, precisely matching the Ackermann angle design of different vehicle models, thereby reducing tire wear during steering. Through an integrated adjustable structural design, it achieves integrated adaptability to different vehicle models' track width, wheelbase, brake disc 16 parameters, braking systems, and Ackermann angles, solving the problem of frequent axle head replacements during the automotive design phase and significantly improving R&D efficiency. Specifically, the bearing 2 can be equipped with a replaceable double-row tapered roller bearing 2, with its outer ring interference-fitted to the stepped bore of the axle head body 1 and its inner ring transition-fitted to the wheel hub journal, and sealed dust covers at both ends. The double-row tapered roller bearing 2 can withstand the combined load transmitted by the wheel, ensuring smooth wheel rotation; by replacing different specifications of bearing 2, it can adapt to different sizes of wheel hubs and brake discs 16 without replacing the axle head body 1.

[0025] The steering knuckle lug 3 has an "L"-shaped structure. A slide rail 11 extends from the end of the steering knuckle lug 3 away from the axle head body 1, and the first mounting hole 4 is located at the slide rail 11. The steering knuckle lug 3 can be made of aluminum alloy. The lever arm length is changed by extending radially along the slide rail 11. The first mounting hole 4 is machined at the position on the slide rail 11 according to requirements, achieving a sliding hole effect, thus matching different wheelbases and track widths, and being compatible with different specifications of steering tie rods to transmit steering torque. To improve structural stability, the axle head body 1 is provided with a first connecting seat 12, and two steering knuckle lugs 3 are symmetrically arranged on opposite sides of the first connecting seat 12.

[0026] The brake caliper bracket 5 includes a first bracket 51 connected to the axle head body 1; a second bracket 52 connected to the first bracket 51; and a third bracket 53, one end of which is connected to the second bracket 52, and a second mounting hole 6 is provided at the other end of the third bracket 53. The axle head body 1 is provided with a second connecting seat 13, and the brake caliper bracket 5 has two brackets symmetrically arranged on opposite sides of the second connecting seat 13. The first bracket 51 is provided with a plurality of adjustment holes 54 along the central axis of the axle head body 1, and the first bracket is fixedly connected to the second connecting seat 13 by positioning elements set through the adjustment holes 54.

[0027] The second connecting seat 13 can be provided with two positioning screw holes, and the first bracket 51 selects two adjustment holes 54 corresponding to the positioning screw holes. The positioning component is an anti-slip positioning block. The positioning block is embedded into the adjustment hole 54 and the positioning threaded hole to achieve a fixed connection. Through the detachable connection method, the position of the brake caliper bracket 5 can be adjusted along the central axis of the shaft head body 1 to adapt to brake discs 16 of different diameters.

[0028] The second bracket 52 is provided with a plurality of fourth mounting holes 14, each with a different diameter along a preset direction. In this embodiment, the diameter of the fourth mounting holes 14 gradually decreases from the third bracket 53 to the first bracket 51. The fourth mounting holes 14 of the second bracket 52 are used for mounting the brake caliper 17. The multiple sets of fourth mounting holes 14 with gradually changing diameters can accommodate brake calipers 17 of different specifications, ensuring a precise fit between the braking system and the axle head body 1.

[0029] To improve the compactness of the structure, the cross-section of the axle head body in this embodiment is hexagonal. The second bracket is vertically positioned on one side of the first bracket, with the end of the second bracket away from the first bracket inclined towards the axle head body. The steering knuckle lug 3 is arranged horizontally along the radial direction of the axle head body 1, and the second bracket 52 forms a spatial angle with the steering knuckle lug 3. The first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 are vertically symmetrically distributed. The brake caliper bracket 5 is located on the side of the axle head body 1 near the brake disc 16. The second bracket 52 of the brake caliper bracket 5 forms a 120° spatial angle with the steering knuckle lug 3, so that the outer peripheral components of the axle head body 1 form a three-dimensional adjustment space with complementary interference, thereby simplifying the assembly process, reducing costs, and facilitating maintenance, replacement, and readjustment.

[0030] Both the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 are provided with locking holes 15, and are fixedly connected to the axle head body 1 with an angle locking knob. In this embodiment, the cross-section of the axle head body 1 is set as hexagonal, so the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 cooperate with the axle head body 1 to form a stepped joint assembly, which can be made of aluminum alloy. The axle head body 1 is provided with threaded holes corresponding to each locking hole 15, and the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 are fixedly connected to the axle head body 1 by the angle locking knob. In order to adapt to steering knuckle arms of different specifications, the side of the first steering knuckle spherical seat 7 away from the brake disc extends out of the axle head body 1, and the third mounting hole 10 is located in the extended position.

[0031] The novel shaft head structure in this embodiment achieves full parameter adaptation through "three-dimensional adjustment + modular compatibility": Track width / wheelbase adaptation: By adjusting the radial extension of the steering knuckle 3, the length of the steering arm can be changed to match the track width and wheelbase requirements of different vehicle models, with an adjustment accuracy of ±1mm.

[0032] Ackermann angle adaptation: By rotating the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 along the annular adjustment groove 9, the reference angle when the wheel is turned is preset to ensure that the deflection angle of the inner wheel is greater than that of the outer wheel during the turning process, which conforms to the Ackermann steering geometry.

[0033] Braking system adaptation: By combining the axial sliding adjustment of the brake caliper bracket 5 with multiple sets of fourth mounting holes 14, it can adapt to brake discs 16 of different diameters (φ280mm-φ400mm) and brake calipers 17 of different models. At the same time, by changing the bearing 2 specifications, it can match the corresponding wheel hub size.

[0034] This embodiment provides a novel shaft head structure, the principle of which and its specific operation process are as follows: Design phase debugging: Based on the target vehicle parameters, complete the adaptation according to the following steps: First, select a bearing 2 that matches the wheel hub specifications, press it onto the axle head body 1 and fix it in place; Secondly, slide the steering knuckle lugs 3 to the calculated length and secure them with the locking bolts; Next, rotate the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 to the theoretical Ackermann angle position, and tighten the angle locking knob; Then, slide the brake caliper bracket 5 to the corresponding position of the brake disc 16, and fix the brake caliper 17 through the fourth mounting hole 14. Finally, steering and braking tests are conducted, and the adaptation effect is optimized by fine-tuning the parameters of each component if necessary.

[0035] During operation: When the vehicle is in motion, the bearing 2 supports the wheels to rotate smoothly; when turning, the steering tie rod drives the axle head body 1 to rotate through the steering knuckle lug 3, and the first steering knuckle spherical seat 7 and the second steering knuckle spherical seat 8 adapt to the dynamic angle change of the steering knuckle arm through the spherical bearing. Its preset angle ensures that the wheel trajectory conforms to the Ackermann principle; when braking, the brake caliper 17 is stably fixed to the axle head body 1 through the second bracket 52 to ensure the precise action of the piston and the brake disc 16 and achieve reliable braking.

[0036] Through the above structural design and adjustment methods, this novel axle head structure can complete the parameter adaptation of multiple vehicle models on the same body, greatly reducing the frequency of parts replacement during the R&D stage, reducing production costs and shortening the development cycle.

[0037] Although several specific embodiments of the present invention have been shown and described above, it is understood that the above embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention. Any non-substantial changes and substitutions made by those skilled in the art are within the scope of protection claimed by the present invention.

Claims

1. A novel shaft head structure, characterized in that: include The shaft head body is equipped with bearings located on the same central axis; The steering knuckle lug has one end detachably connected to the axle head body and the other end is provided with a first mounting hole; A brake caliper bracket, one end of which is adjustablely connected to the shaft head body, and the other end is provided with a second mounting hole; The first steering knuckle spherical seat and the second steering knuckle spherical seat are located on opposite sides of the shaft head body, and both are provided with annular adjustment grooves. The first steering knuckle spherical seat and the second steering knuckle spherical seat are provided with third mounting holes at the annular adjustment grooves.

2. The novel shaft head structure according to claim 1, characterized in that: The steering knuckle lug extends from the end away from the axle head body and is provided with a slide rail, and the first mounting hole is provided at the slide rail.

3. The novel shaft head structure according to claim 1, characterized in that: The axle head body is provided with a first connecting seat, and the steering knuckle lugs are provided in two symmetrically arranged on opposite sides of the first connecting seat.

4. The novel shaft head structure according to claim 1, characterized in that: The steering knuckle lugs have an "L" shaped structure.

5. The novel shaft head structure according to claim 1, characterized in that: The brake caliper bracket includes The first bracket is connected to the shaft head body; The second bracket is connected to the first bracket; The third bracket has one end connected to the second bracket, and the second mounting hole is located at the other end of the third bracket.

6. The novel shaft head structure according to claim 5, characterized in that: The axle head body is provided with a second connecting seat, and the brake caliper bracket is provided with two brackets and is symmetrically arranged on opposite sides of the second connecting seat.

7. A novel shaft head structure according to claim 6, characterized in that: The first bracket is provided with a plurality of adjustment holes along the central axis of the shaft head body, and the first bracket is fixedly connected to the second connecting seat by setting positioning elements through the adjustment holes.

8. A novel shaft head structure according to claim 5, characterized in that: The second bracket is provided with several fourth mounting holes, and the diameter of each hole is different along a preset direction.

9. A novel shaft head structure according to claim 5, characterized in that: The second bracket forms a spatial angle with the steering knuckle lug.

10. A novel shaft head structure according to claim 1, characterized in that: Both the first and second steering knuckle spherical seats are provided with locking holes, and an angle locking knob is provided to fix them to the shaft head body.

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