Caster-adjustable front axle structure and vehicle having same

Abstract

A caster-adjustable front axle structure and a vehicle having same. The front axle comprises an axle housing (10), an axle tube (20), a kingpin connection structure (30), and a holding lock structure (40), wherein the kingpin connection structure (30) is detachably arranged on one end of the axle tube (20). First adjustment structures (51) are provided on both the axle tube (20) and the kingpin connection structure (30), and a second adjustment structure (52) is provided on the holding lock structure (40); the second adjustment structure (52) fits with the first adjustment structures (51) on the axle tube (20) and the kingpin connection structure (30), preventing the kingpin connection structure (30) from rotating around its own axis relative to the axle tube (20). The first adjustment structures (51) and the second adjustment structure (52) have different fitting orientations, enabling stationary components on the kingpin connection structure (30) and the axle tube (20) to be mounted at different angles. When the holding lock structure (40) connects to the axle tube (20) and the kingpin connection structure (30), the holding lock structure (40) prevents the separation of the axle tube (20) and the kingpin connection structure (30). While ensuring the support strength, the caster-adjustable front axle structure allows for convenient and independent adjustment of the kingpin casters on two sides of a vehicle and also the included angle between the kingpin connection structure (30) and a transmission shaft.

Description

Front axle structure with adjustable tilt angle and vehicle having the same Technical Field

[0001] The present application relates to the field of automobile structures, and in particular to a front axle structure with adjustable inclination angle and a vehicle having the same. Background Art

[0002] Since the launch of the first hard-core off-road vehicle model, the appearance, interior, four-wheel drive technology and power system of hard-core off-road vehicles have made great progress, but the integral front axle system as the core of the chassis has not had any essential improvement.

[0003] Over the past 25 years, global sales of hardcore off-road vehicles have exceeded 30 million, and consumer demand for customization and modification of these vehicles is growing. The most common customization method used by OEMs, modification shops, and tuning companies is to increase vehicle height, enhance maneuverability, and enhance the overall appearance of the vehicle by increasing tire size and replacing or enhancing the suspension system. However, raising the vehicle's chassis also brings the following issues that significantly affect the driving experience and seriously threaten the safety of occupants:

[0004] 1. After the vehicle chassis is raised, the conventional angle between the front drive shaft and the front axle package increases due to the change in the installation position of the integral front axle. This causes the U-shaped joint of the drive shaft to vibrate, thereby damaging the U-shaped joint and seals, greatly increasing the probability of abnormal damage to the drive shaft. At the same time, the distortion of these components during vehicle operation produces significant chassis resonance.

[0005] 2. After the vehicle's chassis is raised, the mounting position of the integral front axle changes, and the caster angles of the kingpin connection structures on both sides of the front axle, such as the ramrods, decrease simultaneously. This causes front wheel shimmy and steering wheel wobbling when the vehicle is traveling straight, and the automatic self-centering ability after turning is weakened. The driver loses road feel and lacks confidence in vehicle control even on regular roads.

[0006] 3. Vehicle deviation or even left-right swerving may be caused by tire enlargement or wear, left-right imbalance of the suspension system, and other factors. Although adjusting the castor angle of the kingpin connection structure on one side can fundamentally solve the problem of vehicle deviation, all current integral front axles have the kingpin connection structure welded to the axle tube before leaving the factory, so the castor angle cannot be adjusted separately.

[0007] 4. To alleviate the vehicle deviation symptoms described in 3 above, technicians often adjust the wheelbase on one side by changing the length of the chassis control arm. However, this method not only fails to fundamentally solve the deviation problem, but also, because the different wheelbases on both sides no longer form the perfect rectangle the vehicle was designed for when it left the factory, it causes the vehicle to twist when cornering. During driving, the tires on both sides also move in a serpentine manner due to the inconsistent wheelbases, giving the driver the impression of a loose and unsteady chassis.

[0008] The fundamental reason these issues remain unresolved is a structural flaw common to all currently available integral front axles: the inability to independently adjust the castor angle on either side of the vehicle, or the angle between the kingpin connection and the drive shaft. This leaves consumers with the resulting handling issues and significant safety hazards. All OEMs, tuners, and tuning shops can do is expend significant labor and time on continuous vehicle adjustments, with minimal success, leading to low customer satisfaction.

[0009] Summary of the Invention

[0010] In order to solve the above problems, the present application provides a small connecting rod mounting structure and a vehicle having the same, which can avoid mutual interference with other components and improve the vehicle's handling performance and driving performance.

[0011] In order to solve the above four problems at the same time, the present application provides a front axle structure with adjustable inclination angle and a vehicle having the same. The kingpin connection structure can easily and independently adjust the vehicle's kingpin castor angle and the angle between the kingpin connection structure and the drive shaft while ensuring the supporting strength of the front axle structure with adjustable inclination angle.

[0012] The present application provides a front axle structure with adjustable inclination angle, including a bridge pack, bridge tubes arranged on both sides of the bridge pack, a kingpin connection structure and a locking structure located at one end of the bridge tube away from the bridge pack and used to connect the kingpin, the kingpin connection structure being detachably arranged on the end of the bridge tube, a first adjustment structure being provided on both the bridge tube and the kingpin connection structure, and a second adjustment structure being provided on the locking structure, the bridge tube and the kingpin connection structure being connected to the locking structure so that the second adjustment structure is combined with the first adjustment structure on the bridge tube and the kingpin connection structure to prevent the kingpin connection structure from rotating around its own axis relative to the bridge tube, the first adjustment structure and the second adjustment structure having different combination postures so that the kingpin connection structure and the stationary parts on the bridge tube have different installation angles; when the locking structure is connected to the bridge tube and the kingpin connection structure, the locking structure prevents the bridge tube and the kingpin connection structure from separating.

[0013] Furthermore, the first adjustment structure is a convex portion and / or a concave portion, and the second adjustment structure is a concave portion and / or a convex portion adapted to the first adjustment structure.

[0014] Furthermore, the first adjustment structure and the second adjustment structure are both matched gear teeth, or are both matched splines.

[0015] Furthermore, a protruding portion extending in a direction perpendicular to the axis of the bridge tube is provided on the bridge tube, and the first adjustment structure of the bridge tube is located on an end surface of the protruding portion away from one end of the bridge tube.

[0016] Furthermore, the first adjustment structure on the kingpin connection structure is arranged on the outer peripheral surface of the kingpin connection structure facing one end of the bridge tube, the locking structure is annular, and the second adjustment structure is arranged on the inner side surface of the annular locking structure. When the locking structure is combined with the bridge tube and the kingpin connection structure, the second adjustment structure is simultaneously mounted on the outside of the first adjustment structure of the bridge tube and the kingpin connection structure.

[0017] Furthermore, a groove is formed on the side of the kingpin connection structure, the groove faces the inner side wall of one side of the bridge tube, and the protruding portion on the bridge tube is clamped between the two clamping plates.

[0018] Furthermore, the locking structure includes a holding plate and a pressure plate, the holding plate is arranged around the outside of the kingpin structure and the bridge tube, the clamping plate is arranged on both ends of the holding plate, so that an accommodating space is formed in the middle of the holding plate, the pressure plate is arranged in the accommodating space, and the second adjustment structure is formed on the side of the pressure plate facing the kingpin connection structure and the bridge tube.

[0019] Furthermore, there are multiple holding plates, and each holding plate is arc-shaped when viewed along the axial direction of the bridge tube. Multiple holding plates are combined into a ring to be sleeved on the kingpin connection structure and the outside of the bridge tube, and two adjacent holding plates are connected by connecting parts.

[0020] Furthermore, an extension tube is formed on the bridge tube on a side of the protruding portion facing the kingpin connection structure, and when the kingpin connection structure is combined with the bridge tube, the extension tube extends into the kingpin connection structure.

[0021] A vehicle comprises the above-mentioned front axle structure with adjustable inclination angle.

[0022] In summary, in the present application, the kingpin connection structure is detachably arranged at the end of the bridge tube through a locking structure. In a fixed state, the locking structure prevents the bridge tube and the kingpin connection structure from rotating relative to each other, and prevents the bridge tube from separating from the kingpin connection structure. When adjusting, the first adjustment structure and the second adjustment structure have different combination postures, so that the kingpin connection structure and the stationary parts on the bridge tube have different installation angles. The kingpin connection structure can easily and independently adjust the kingpin castor angle on both sides of the vehicle and the angle between the kingpin connection structure and the drive shaft under the premise of ensuring the supporting strength of the front axle structure with adjustable inclination angle; at the same time, the installation point positions of all components on the bridge tube can still maintain the original position angle, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height. The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification, and in order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the following is a preferred embodiment, and is explained in detail with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0024] FIG1 is a schematic diagram of the axle-side structure of the front axle structure with adjustable inclination angle in an embodiment of the present application.

[0025] FIG2 is a schematic diagram showing the exploded structure of the front axle structure with adjustable tilt angle in FIG1 .

[0026] FIG3 is a schematic front view of the front axle structure with adjustable inclination angle in FIG1 .

[0027] FIG4 is a schematic diagram of the cross-sectional structure along the IV-IV direction in FIG3 .

[0028] FIG5 is a schematic diagram of the axial side structure after a portion of the holding plate and the pressure plate are separated from the kingpin connection structure.

[0029] FIG6 is a schematic diagram showing the structure of the locking structure combined with the kingpin connection structure.

[0030] FIG7 is a schematic diagram of the axial structure of the kingpin connection structure.

[0031] FIG8 is a schematic diagram of the axial side structure of the locking structure.

[0032] FIG9 is a schematic diagram showing the exploded structure of the locking structure.

[0033] DETAILED DESCRIPTION

[0034] Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the described embodiments are merely some, and not all, of the embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the description of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0035] In the description of the present invention, unless otherwise specified or limited, the terms "disposed," "installed," and "connected" should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; and direct or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of these terms based on the specific circumstances.

[0036] The directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside" and "outside" are based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the inventive product is usually placed when in use. They are only for the convenience and simplification of description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0037] Furthermore, the terms "first," "second," "third," etc., are merely used to distinguish between elements of similar nature and do not indicate or imply relative importance or a particular order.

[0038] In addition, the terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion that may include elements other than the listed elements and may also include additional elements not specifically listed.

[0039] The present application provides a front axle structure with adjustable inclination angle and a vehicle having the same. The kingpin connection structure can easily and independently adjust the vehicle's kingpin castor angle and the angle between the kingpin connection structure and the drive shaft while ensuring the supporting strength of the front axle structure with adjustable inclination angle.

[0040] Figure 1 is a schematic diagram of the axle-side structure of the front axle structure with adjustable tilt in an embodiment of the present application, Figure 2 is a schematic diagram of the decomposed structure of the front axle structure with adjustable tilt in Figure 1, Figure 3 is a schematic diagram of the front view structure of the front axle structure with adjustable tilt in Figure 1, Figure 4 is a schematic diagram of the cross-sectional structure in the IV-IV direction in Figure 3, Figure 5 is a schematic diagram of the axle-side structure after part of the holding plate and the pressure plate are separated from the kingpin connection structure, Figure 6 is a schematic diagram of the structure when the locking structure is combined with the kingpin connection structure, Figure 7 is a schematic diagram of the axle-side structure of the kingpin connection structure, Figure 8 is a schematic diagram of the axle-side structure of the locking structure, and Figure 9 is a schematic diagram of the decomposed structure of the locking structure.

[0041] As shown in Figures 1 to 9, the front axle structure 10 with adjustable tilt angle provided in an embodiment of the present application includes an axle 10, axle tubes 20 connected to both sides of the axle 10 and through which the axle shafts pass, a kingpin connection structure 30 located at the end of the axle tube 20 away from the axle 10 and used to connect to a kingpin (not shown), and a locking structure 40. The kingpin connection structure 30 is detachably mounted on the end of the axle 20. A first adjustment structure 51 is provided on each axle tube 20 and the kingpin connection structure 30, and a second adjustment structure 52 is provided on the locking structure 40. Both the axle tube 20 and the kingpin connection structure 30 are connected to the locking structure 40 so that the second adjustment structure 52 engages with the first adjustment structure 51 on each axle tube 20 and the kingpin connection structure 30, preventing the kingpin connection structure 30 from rotating about its own axis relative to the axle tube 20. The first adjustment structure 51 and the second adjustment structure 52 have different engagement positions, allowing the kingpin connection structure 30 to be installed at different angles relative to the stationary components of the axle tube 20. When the locking structure 40 is connected to the bridge tube 20 and the kingpin connection structure 30 , the locking structure 40 prevents the bridge tube 20 and the kingpin connection structure 30 from being separated.

[0042] In this embodiment, the kingpin connection structure 30, such as a ram's horn, is removably attached to the end of the bridge tube 20 via a locking structure 40. When secured, the locking structure 40 prevents the bridge tube 20 and the kingpin connection structure 30 from rotating relative to each other, and prevents the bridge tube 20 from separating from the kingpin connection structure 30. During adjustment, the coupling between the first adjustment structure 51 and the second adjustment structure 52 can be altered to change the installation angle between the kingpin connection structure 30 and the bridge tube 20, thereby adjusting the kingpin caster angle. Because the kingpin connection structure 30 can rotate about the axis of the axle through-hole 31 toward the front of the vehicle or toward the rear of the vehicle, adjustment of the kingpin caster angle on either side of the vehicle can be achieved by adjusting the kingpin connection structure 30. In other words, simply installing the aforementioned kingpin connection structure 30 and locking structure 40 on one side of the bridge tube 20 can achieve the objectives of this application. It is understood that, in this application, both sides of the bridge tube 20 can employ the relevant structures of this application. Furthermore, the separation of the kingpin connection structure 30 from the axle tube 20 ensures the integrity of the axle tube 20, allowing the mounting points of various axle tube 20 components, such as the shock absorber support points and the tie rod connection points, to be located on the complete axle tube 20, thereby enhancing the strength of the front axle. Thus, while maintaining the support strength of the adjustable front axle structure, the kingpin connection structure 30 can easily and independently adjust the castor angle on both sides of the vehicle and the angle between the kingpin connection structure 30 and the drive shaft. At the same time, the mounting points of all components on the axle tube 20 remain in their original positions, without introducing variables that affect the chassis wheelbase, steering accuracy, or suspension height.

[0043] Continuing with Figures 1 to 5 , in this embodiment, a protrusion 21 extending perpendicularly to the bridge tube 20 is provided on the bridge tube 20. The first adjustment structure on the bridge tube 20 is located on the end surface of the protrusion 21 away from the bridge tube 20. Preferably, the protrusion 21 is annular and disposed around the outside of the bridge tube 20.

[0044] The first adjustment structure 51 on the kingpin connection structure 30 is provided on the outer peripheral surface of the kingpin connection structure 30 facing the bridge tube 20 .

[0045] The locking structure 40 is annular, and the second adjustment structure 52 is arranged on the inner side of the ring.

[0046] When the locking structure 40 is combined with the bridge tube 20 and the kingpin connection structure 30 , the second adjustment structure 52 is simultaneously sleeved outside the first adjustment structure 51 of the bridge tube 20 and the kingpin connection structure 30 .

[0047] To accommodate position adjustment requirements, at least one of the two first adjustment structures 51 on the bridge tube 20 and the kingpin connection structure 30 is annular. Preferably, the first adjustment structure 51 on the bridge tube 20 is disposed on the outer surface of the protruding portion 21 along the circumference of the bridge tube 20. The first adjustment structure 51 on the kingpin connection structure 30 can be positioned based on the structural characteristics of the kingpin connection structure 30. In this embodiment, it can be simply an arcuate segment.

[0048] Furthermore, the first adjustment structure 51 may be a convex portion and / or a concave portion, and the second adjustment structure 52 may be a concave portion and / or a convex portion that matches the first adjustment structure 51 .

[0049] Preferably, the first adjustment structure 51 and the second adjustment structure 52 are both matching gear teeth, that is, the protrusion can be the gear tooth itself, and the recessed portion is formed between the two gear teeth. The first adjustment structure 51 and the second adjustment structure 52 can both have a protrusion and a recessed portion. By meshing a plurality of gear teeth, the positions of the bridge tube 20 and the kingpin connection structure 30 are fixed in the circumferential direction of the bridge tube 20 by the locking structure 40. By combining different gear teeth, the first adjustment structure 51 and the second adjustment structure 52 can have different combination postures, so that the kingpin connection structure 30 and the stationary parts on the bridge tube 20 have different installation angles.

[0050] In other embodiments, the first adjustment structure 51 and the second adjustment structure 52 may also be matching splines.

[0051] In order to enable the second adjustment structure 52 of the locking structure 40 to be simultaneously combined with the first adjustment structure 51 of the bridge tube 20 and the kingpin connection structure 30, when the locking structure 40 is arranged outside the bridge tube 20 and the kingpin connection structure 30, the second adjustment structure 52 is in contact with at least part of the first adjustment structure 51 of the bridge tube 20 and part of the first adjustment structure 51 of the kingpin connection structure 30.

[0052] Please continue to refer to Figures 2, 4, 5 to 8. In this embodiment, along the extension direction of the axis of the bridge tube 20, clamping plates 41 are formed at both ends of the locking structure 40. When the locking structure 40 is arranged on the bridge tube 20 and the kingpin connection structure 30, at least part of the bridge tube 20 and part of the kingpin connection structure 30 are clamped between the two clamping plates 41, so that the locking structure 40 prevents the bridge tube 20 from separating from the kingpin connection structure 30.

[0053] Preferably, a groove 32 is formed on the side of the kingpin connection structure 30. The groove 32 faces the sidewall of the bridge tube 20, and the protrusion 21 is engaged between two clamping plates 41. In other words, one clamping plate 41 extends into the groove 32, and the other clamping plate 41 is located on the side of the protrusion 21 away from the kingpin connection structure 30.

[0054] It is understood that in other embodiments, the clamping plate 41 on the side facing the kingpin connection structure 30 may also be directly engaged with the end surface of the kingpin connection structure 30 away from the bridge tube 20. The other clamping plate 41 is still located on the side of the protruding portion 21 away from the kingpin connection structure 30.

[0055] Continuing with Figures 6, 8, and 9, the locking structure 40 includes a locking plate 42 and a pressure plate 43. The locking plate 42 is disposed around the kingpin connection structure 30 and the bridge tube 20. The aforementioned clamping plates 41 are disposed at both ends of the locking plate 42, creating a central accommodating space within the locking plate 42. The pressure plate 43 is positioned within this accommodating space to restrict its movement along the axis of the bridge tube 20. The aforementioned second adjustment structure 52 is formed on the side of the pressure plate 43 facing the kingpin connection structure 30 and the bridge tube 20. The locking plate 42 presses the pressure plate 43 against the first adjustment structure 51 of the bridge tube 20 and the kingpin connection structure 30.

[0056] Furthermore, there may be multiple, for example, two, holding plates 42. Each holding plate 42 is arc-shaped when viewed along the axis of the bridge tube 20. The multiple holding plates 42 are combined into a ring that fits over the kingpin connection structure 30 and the bridge tube 20. Adjacent holding plates 42 are connected by connectors, such as bolts and nuts. By dividing the holding plates 42 into multiple pieces, installation and removal of the entire structure are facilitated.

[0057] 2 and 4 , an extension tube 22 is formed on the bridge tube 20 on the side of the protruding portion 21 facing the kingpin connection structure 30 . When the kingpin connection structure 30 and the bridge tube 20 are coupled, the extension tube 22 can extend into the semi-axle through-hole 31 of the kingpin connection structure 30 to enhance the stability of the coupling between the two.

[0058] In other embodiments, the extension tube 22 may also be formed on the main pin connection structure 30 . When the main pin connection structure 30 is combined with the bridge tube 20 , the extension tube 22 extends into the bridge tube 20 .

[0059] In summary, in the present application, the kingpin connection structure 30 is detachably arranged at the end of the bridge tube 20 via the locking structure 40. In the fixed state, the locking structure 40 prevents the bridge tube 20 and the kingpin connection structure 30 from rotating relative to each other, and prevents the bridge tube 20 from separating from the kingpin connection structure 30. When making adjustments, the first adjustment structure 51 and the second adjustment structure 52 have different combined postures, so that the kingpin connection structure 30 and the stationary parts on the bridge tube 20 have different installation angles. The kingpin connection structure 30 can easily and independently adjust the kingpin caster angle on both sides of the vehicle and the angle between the kingpin connection structure 30 and the drive shaft, while ensuring the supporting strength of the front axle structure with adjustable inclination angle. At the same time, the mounting point positions of all components on the bridge tube 20 can remain at their original angles, without introducing variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0060] The present application also provides a vehicle including the above-mentioned front axle structure with adjustable tilt angle. For other technical features of the vehicle, please refer to the prior art and will not be repeated here.

[0061] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referenced to each other.

[0062] The foregoing description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be readily conceived by a person skilled in the art within the technical scope disclosed herein are intended to be encompassed within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A front axle structure with adjustable inclination angle, characterized in that: It includes a bridge pack, bridge tubes arranged on both sides of the bridge pack, a kingpin connecting structure and a locking structure located at one end of the bridge tube away from the bridge pack and used to connect the kingpin, the kingpin connecting structure is detachably arranged on the end of the bridge tube, a first adjustment structure is arranged on the bridge tube and the kingpin connecting structure, and a second adjustment structure is arranged on the locking structure, the bridge tube and the kingpin connecting structure are both connected to the locking structure, so that the second adjustment structure is combined with the first adjustment structure on the bridge tube and the kingpin connecting structure to prevent the kingpin connecting structure from rotating around its own axis relative to the bridge tube, the first adjustment structure and the second adjustment structure have different combining postures, so that the kingpin connecting structure and the stationary parts on the bridge tube have different installation angles; when the locking structure is connected to the bridge tube and the kingpin connecting structure, the locking structure prevents the bridge tube and the kingpin connecting structure from being separated.

2. The front axle structure with adjustable inclination angle according to claim 1, characterized in that: The first adjustment structure is a convex portion and / or a concave portion, and the second adjustment structure is a concave portion and / or a convex portion adapted to the first adjustment structure.

3. The front axle structure with adjustable inclination angle according to claim 2, characterized in that: The first adjustment structure and the second adjustment structure are both matching gear teeth, or are both matching splines.

4. The front axle structure with adjustable inclination angle according to claim 1, characterized in that: The bridge tube is provided with a protruding portion extending in a direction perpendicular to the axis of the bridge tube, and the first adjustment structure of the bridge tube is located on an end surface of the protruding portion away from one end of the bridge tube.

5. The front axle structure with adjustable inclination angle according to claim 4, characterized in that: The first adjustment structure on the kingpin connection structure is arranged on the outer peripheral surface of the kingpin connection structure facing one end of the bridge tube, the locking structure is annular, and the second adjustment structure is arranged on the inner side surface of the annular locking structure. When the locking structure is combined with the bridge tube and the kingpin connection structure, the second adjustment structure is simultaneously mounted outside the first adjustment structure of the bridge tube and the kingpin connection structure.

6. The front axle structure with adjustable inclination angle according to claim 1, characterized in that: Clamps are formed at both ends of the locking structure. When the locking structure is arranged on the kingpin connection structure and the bridge tube, at least part of the bridge tube and part of the kingpin connection structure are clamped between the two clamps, so that the locking structure prevents the bridge tube from separating from the kingpin connection structure.

7. The front axle structure with adjustable inclination angle according to claim 6, characterized in that: A groove is formed on the side of the kingpin connection structure, the groove faces the inner side wall of one side of the bridge tube, and the protruding portion on the bridge tube is clamped between the two clamping plates.

8. The front axle structure with adjustable inclination angle according to claim 6, characterized in that: The locking structure includes a holding plate and a pressure plate. The holding plate is arranged around the kingpin structure and the bridge tube. The clamping plates are arranged on both ends of the holding plate so that an accommodating space is formed in the middle of the holding plate. The pressure plate is arranged in the accommodating space. The second adjustment structure is formed on the side of the pressure plate facing the kingpin connection structure and the bridge tube. The holding plate presses the pressure plate onto the first adjustment structure of the bridge tube and the kingpin connection structure.

9. The front axle structure with adjustable inclination angle according to claim 8, characterized in that: There are multiple holding plates, and each holding plate is arc-shaped when viewed along the axial direction of the bridge tube. Multiple holding plates are combined into a ring to be sleeved on the kingpin connection structure and the outside of the bridge tube, and two adjacent holding plates are connected by a connecting piece.

10. The front axle structure with adjustable inclination angle according to claim 4, characterized in that: An extension tube is formed on the bridge tube at a side of the protruding portion facing the kingpin connection structure. When the kingpin connection structure is combined with the bridge tube, the extension tube extends into the kingpin connection structure.

11. A vehicle, characterized in that: A front axle structure with adjustable inclination angle comprising any one of claims 1 to 10.

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