Method for modifying front axle of vehicle

Abstract

A method for modifying a front axle of a vehicle, the method comprising the following steps: providing a vehicle, and removing an original front axle (10) of the vehicle from a vehicle chassis (50); providing a front axle for replacement, and mounting the front axle for replacement on the vehicle chassis, wherein the front axle for replacement is a separated front axle (20); adjusting a toe-in angle of the vehicle after the front axle is replaced; adjusting the lengths of left wheel-beam lines and the lengths of right wheel-beam lines of front wheels and rear wheels of the vehicle after the front axle is replaced; adjusting a left wheelbase and a right wheelbase of the vehicle after the front axle is replaced; adjusting a connection between a transmission shaft and a front axle input shaft; and adjusting a caster angle of the vehicle by adjusting a joint position of a steering knuckle (21) and an axle tube (23), such that the caster angle of the vehicle conforms to a fifth set range. The method can simply and conveniently modify a front axle of a vehicle, and can effectively improve the control stability and safety of the vehicle.

Description

Modification method of car front axle Technical Field

[0001] The present invention relates to the field of automobiles, and in particular to a method for modifying a front axle of an automobile. 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. OEMs, tuning shops, and modification shops typically increase tire size and replace or enhance the suspension system to raise the vehicle height, improving handling, stability, and safety. Technical issues

[0004] Chinese patents CN202121370094.3, CN202121371525.8, CN202220245524.7, and CN202220246510.7 provide a separate front axle, which includes a steering knuckle structure, a connecting structure and a bridge tube. The steering knuckle structure is detachably connected to the bridge tube through the connecting structure, and the steering knuckle structure and the bridge tube have different combination positions, so that the kingpin castor angle of the vehicle can be adjusted by rotating the steering knuckle structure relative to the bridge tube.

[0005] Because this structure can adjust the caster angle simply by adjusting the position of the steering knuckle structure and the axle tube, thus avoiding affecting parameters such as the vehicle's track and wheelbase, it has good application prospects in the field of vehicle modification.

[0006] The existing modification method generally needs to consider the compatibility of parameters such as toe angle, kingpin caster angle, track width, and wheelbase when making adjustments, so that the above parameters are all within a reasonable range. The adjustment method is relatively complicated and is not suitable for modifications based on the above-mentioned split front axle. Therefore, a new modification method for automobile front axles is urgently needed. Technical Solutions

[0007] In order to solve the above technical problems, the present invention provides a method for modifying the front axle of a vehicle, comprising the following steps;

[0008] S1: Provide a vehicle and remove the original front axle of the vehicle from the vehicle chassis;

[0009] S2: Providing a front axle to be replaced, and installing the front axle to be replaced on the vehicle chassis, wherein the front axle to be replaced includes a steering knuckle, a connecting structure, and a bridge tube, wherein the steering knuckle is detachably fixed to the bridge tube via the connecting structure, and the installation angle of the steering knuckle relative to the bridge tube is adjustable;

[0010] S3: adjusting the toe angle of the vehicle after the front axle is replaced, and adjusting the toe angle to a first set range;

[0011] S4: adjusting the lengths of the left wheel sidelines and the right wheel sidelines of the front and rear wheels of the vehicle after the front axle is replaced, respectively, so that the difference between the lengths of the left wheel sideline and the right wheel sideline of the front wheel and the difference between the lengths of the left wheel sideline and the right wheel sideline of the rear wheel are both within a second set range;

[0012] S5: adjusting the front and rear wheelbases of the left and right sides of the vehicle after the front axle is replaced so that the differences between the front and rear wheelbases of the left and right sides are both within a third set range;

[0013] S6: Adjust the connection between the transmission shaft and the front axle input shaft so that the transmission shaft and the front axle input shaft are coaxially arranged;

[0014] S7: adjusting the installation angle of the steering knuckle relative to the axle tube, and adjusting the castor angle of the vehicle so that the castor angle of the vehicle is within a fifth setting range.

[0015] Furthermore, when performing step S2, the method includes:

[0016] S21: Connecting the bridge pipe to the vehicle chassis;

[0017] S22: connecting the inner steering knuckle of the steering knuckle to the bridge tube via the connecting structure;

[0018] S23: Installing the half shaft in the bridge tube;

[0019] S24: Connecting the outer steering knuckle to the inner steering knuckle;

[0020] S25: Install the wheels on the replaced front axle.

[0021] Furthermore, when performing step S2, the method includes:

[0022] S21: Installing the bridge tube on the chassis of the vehicle;

[0023] S22: installing the inner steering knuckle of the steering knuckle on the bridge tube via the connecting structure, so that the installation angle of the inner steering knuckle relative to the bridge tube is adjustable;

[0024] S23: Installing the half shaft in the bridge tube;

[0025] S24: Connecting the outer steering knuckle to the inner steering knuckle;

[0026] S25: Install the tire on the replaced front axle.

[0027] Furthermore, when performing step S3, the method includes:

[0028] S31: setting marking points on the tires on both sides of the vehicle, measuring the distance between two marking points on the tires, rotating the tires 180°, and measuring the distance between the two marking points on the tires again;

[0029] S32: measuring the difference between the distances of the two tire marking points twice, and determining whether the difference is within a set range;

[0030] S33: When the difference between the distances between the two tire marking points at two different times is not within a set range, the toe angle is adjusted so that the difference is within the set range.

[0031] Furthermore, in step S4, the length of the left wheel sideline of the front wheel is the distance between the set point of the front left tire and the left side longitudinal beam of the vehicle body; the length of the right wheel sideline of the front wheel is the distance between the set point of the front right tire and the right side longitudinal beam of the vehicle body; the length of the left wheel sideline of the rear wheel is the distance between the set point of the rear left tire and the left side longitudinal beam of the vehicle body; and the length of the right wheel sideline of the rear wheel is the distance between the set point of the rear right tire and the right side longitudinal beam of the vehicle body.

[0032] Furthermore, the difference between the left wheel boundary line of the front wheel and the right wheel boundary line of the front wheel, and the difference between the left wheel boundary line of the rear wheel and the right wheel boundary line of the rear wheel are both 0.

[0033] Furthermore, after the adjustments in steps S4 and S5, the figure formed by the four directed line segments corresponding to the wheelbase on the front axle of the vehicle, the wheelbase on the rear axle of the vehicle, the wheelbase on the left side of the vehicle, and the wheelbase on the right side of the vehicle is an isosceles trapezoid or a rectangle.

[0034] Furthermore, after performing step S6, the method may further include adjusting the verticality of the damping spring.

[0035] Furthermore, a spring base with adjustable direction is provided on the bridge tube of the front axle to be replaced, and the verticality of the shock-absorbing spring is adjusted by adjusting the angle between the supporting surface of the shock-absorbing spring and the horizontal plane of the spring base.

[0036] Furthermore, when performing step S7, the fifth setting range is greater than 4.5°.

[0037] Furthermore, after step S7, the method further includes testing whether the steering wheel is aligned and whether the vehicle deviates during an actual driving test of the vehicle. Beneficial effects

[0038] In summary, in the method provided by the present invention, adjustment of the kingpin caster angle does not cause changes in the track width, wheelbase, or coaxiality between the drive shaft and the front axle input shaft. Therefore, during the entire modification process, the vehicle's track width, wheelbase, and coaxiality between the drive shaft and the front axle input shaft can be adjusted to the ideal state. Each adjustment parameter is relatively independent and has little influence on each other. After the vehicle is modified, even if its deviation is adjusted, its track width, wheelbase, and coaxiality between the drive shaft and the front axle input shaft can still be maintained in the ideal state. Therefore, this method can relatively simply and conveniently modify the front axle of a vehicle and can effectively improve the vehicle's handling stability and safety.

[0039] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the following preferred embodiments are specifically cited and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] FIG1 is a schematic structural diagram showing a method for modifying a front axle of an automobile provided by an embodiment of the present invention, wherein the automobile body is combined with an existing front axle.

[0041] FIG2 is a schematic diagram showing the structure of the disassembled existing front axle.

[0042] FIG3 is a schematic structural diagram showing the assembly of the differential assembly and the disconnect assembly on the axle tube of the front axle to be replaced.

[0043] Figure 4 shows a schematic diagram of the exploded structure of the inner steering knuckle, bridge tube and connection structure of the front axle to be replaced.

[0044] FIG. 5 is a schematic structural diagram of gaskets of various types used in FIG. 4 .

[0045] FIG6 is a schematic structural diagram showing the inner steering knuckle of the front axle to be replaced being assembled on the axle tube.

[0046] FIG7 is a schematic diagram showing the structure when the half-axle is assembled in the bridge tube of the front axle to be replaced.

[0047] FIG8 is a schematic structural diagram showing the assembly of the outer steering knuckle onto the front axle to be replaced.

[0048] FIG9 is a schematic diagram showing the structure of the combination of the damping spring, the spring base of the front axle to be replaced and the bridge tube.

[0049] FIG10 is a schematic diagram showing the exploded structure of the spring base of the front axle to be replaced.

[0050] FIG11 is a schematic structural diagram of the pressure plate in FIG9 .

[0051] FIG12 is a schematic structural diagram of the support base.

[0052] FIG13 is a schematic structural diagram showing the front axle to be replaced being assembled on the vehicle body.

[0053] FIG14 is a schematic structural diagram showing a situation in which the wheel is in the first position during the first toe angle adjustment.

[0054] FIG15 is a schematic structural diagram showing the wheel being in the second position during the first toe angle adjustment.

[0055] FIG16 is a schematic structural diagram showing the first wheel side line length adjustment.

[0056] FIG17 is a schematic diagram showing the structure when the first wheelbase adjustment is performed.

[0057] FIG18 is a schematic diagram showing a structure for adjusting the angle between the axis of the transmission shaft and the front axle input shaft.

[0058] FIG19 is a schematic diagram showing the structure when adjusting the kingpin caster angle.

[0059] FIG20 is a schematic diagram showing the exploded structure of the caster angle measuring device and the surrounding area at the steering knuckle.

[0060] FIG21 is a schematic diagram showing the exploded structure of the caster angle measuring device.

[0061] FIG22 is a schematic structural diagram showing the wheel being in the first position during the second toe angle adjustment.

[0062] FIG23 is a schematic structural diagram showing the wheel being in the second position during the second toe angle adjustment.

[0063] FIG24 is a flow chart showing the steps in the method for modifying the front axle of an automobile. Modes for Carrying Out the Invention

[0064] In order to further illustrate the technical means and effects adopted by the present invention to achieve the predetermined purpose of the invention, the following is a detailed description with reference to the accompanying drawings and preferred embodiments.

[0065] The present invention provides a method for modifying a front axle of an automobile. The method can modify the front axle of an automobile relatively simply and conveniently, and can effectively improve the handling stability and safety of the vehicle.

[0066] The modification method of the automobile front axle provided by the present invention comprises the following steps:

[0067] S1: Provide a vehicle (see FIG1 , for ease of illustration, FIG1 only shows the front axle 10 and the relevant structure of the chassis 50 of the vehicle), and remove the original front axle 10 of the vehicle from the chassis 50 of the vehicle;

[0068] In this step, as shown in FIG2 , components such as the differential assembly 31 , the disconnect assembly 32 , and the half-shaft 331 (see FIG7 ) can be removed, and components such as the connecting rods and the shock-absorbing springs 34 (see FIG9 ) can be separated from the original front axle 10 , thereby separating the original front axle 10 of the vehicle from the chassis 50 of the vehicle.

[0069] S2: Provide the front axle to be replaced (see FIG3 ), and install the front axle and tire 35 to be replaced on the chassis 50 of the vehicle;

[0070] In this step, the front axle to be replaced can be a split front axle 20. The relevant structure and adjustment methods of the split front axle 20 can be referred to in Chinese patent application numbers CN202110682630.1, CN202121371523.9, CN202121370094.3, CN202223243012.6, CN202223241482.9, CN202223241559.2, CN202223243015.X, CN202321705310.4, and CN202321705340.5. As shown in FIG4 , the split front axle 20 includes a steering knuckle 21, a connecting structure, and an axle tube 23. The steering knuckle 21 is detachably fixedly connected to the bridge tube 23 via a connecting structure. By releasing the fixed connection between the steering knuckle 21 and the bridge tube 23, the steering knuckle 21 can be rotated relative to the bridge tube 23, thereby making the connection position or installation angle between the steering knuckle 21 and the bridge tube 23 adjustable. By adjusting the connection position or installation angle between the steering knuckle 21 and the bridge tube 23, a different angle is formed between the axis of the kingpin mounting point on the steering knuckle 21 and the axis of the drive shaft mounting point on the bridge package, thereby changing the kingpin caster angle associated with the angle. The connecting structure may include, but is not limited to, the description of the above-mentioned patent application, as long as it can achieve the adjustable connection position between the steering knuckle 21 and the bridge tube 23, so that the angle of the kingpin caster angle can be adjusted.

[0071] Since the separated front axle 20 is a structure in which the steering knuckle 21 and the bridge tube 23 are separated from each other, the method for installing the separated front axle 20 may include the following steps:

[0072] S21: Installing the bridge tube 23 on the chassis 50 of the vehicle;

[0073] Specifically, when installing the bridge tube 23 on the chassis 50 of the vehicle, as shown in Figure 3, the differential assembly 31 and the disconnector assembly 32 removed in step S1 can be first installed on the bridge tube 23, and the shock-absorbing spring 34 and each connecting rod on the vehicle chassis 50 are respectively connected to the spring base 40 (see Figure 7) on the bridge tube 23 and the connection points of each pull rod to achieve the installation of the bridge tube 23 and the chassis 50 of the vehicle.

[0074] It should be noted that, for ease of display, only the structure of the bridge tube 23 (or even part of the bridge tube 23) and the connection relationship with related components are shown in Figures 6 to 8, while the vehicle chassis 50, shock absorber spring 34, differential assembly 31, disconnect assembly 32, various connecting rods and other structures are omitted.

[0075] S22: As shown in FIG4 , the inner steering knuckle 211 of the steering knuckle 21 is mounted on the bridge tube 23 via a connecting structure, so that the mounting angle of the inner steering knuckle 211 relative to the bridge tube 23 is adjustable;

[0076] In the present invention, the connection structure can have various forms. In this embodiment, the structure recorded in application number CN202110682630.1 is taken as an example for explanation. In this embodiment, the connection structure includes gaskets 221 of different models, and connecting bolts that can pass through the gaskets 221 and the bridge tube 23. Figure 5 shows the state of gaskets 221 of multiple models placed in the accessory box. These gaskets 221 are arranged in the oblong holes provided on the inner steering knuckle 211, and the gaskets 221 are provided with connecting holes for the connecting bolts to pass through. Depending on the model of the gasket 221, the position of the axis of the connecting hole on the gasket 221 on the gasket 221 is also different. By passing the connecting bolts through the connecting holes and the corresponding through holes on the bridge tube 23, the inner steering knuckle 211 can be detachably fixed to the bridge tube 23, and the adjustment of the kingpin inclination angle can be achieved by replacing gaskets 221 of different models.

[0077] During installation in step S22, you can first select the same type of gasket 221 for the inner steering knuckles 211 on the left and right sides. For example, if you select gasket No. 0, in gasket No. 0, the axis of the connecting hole on gasket 221 is located in the middle of gasket 221 without deviation; then, as shown in Figure 6, fix the inner steering knuckle 211 to the bridge tube 23 by connecting bolts and gasket 221.

[0078] S23: As shown in FIG7 , the half shaft 331 is installed in the bridge tube 23;

[0079] Specifically, in this embodiment, when the inner diameters of the bridge tube 23 and the inner steering knuckle 211 do not change, the relevant structures on the half-shaft 331, such as the half-shaft dust shield and other structures, can be directly used in the front axle after replacement.

[0080] S24: As shown in FIG8 , the outer steering knuckle 212 is connected to the inner steering knuckle 211 .

[0081] In step S2, as shown in Figures 9 to 12, it is worth mentioning that in order to be able to replace the existing tire with a larger tire 35 and to facilitate the adjustment of each connecting rod, in this embodiment, the spring base 40 supporting the shock-absorbing spring 34 is set to be adjustable in its combination position with the bridge tube 23, so that the angle between the contact surface of the shock-absorbing spring 34 and the spring base 40 and the horizontal plane is adjustable.

[0082] The structure of the spring base 40 for realizing the above functions may refer to but is not limited to the structures of application numbers CN 202220246509.4 and CN 202221377346.X.

[0083] In this embodiment, as shown in Figures 9-12, the spring base 40 can also have the following structure: it includes a support base 41 for supporting the damping spring 34, and a first support structure 42 for fixing the support base 41 to the vehicle body. The first support structure 42 includes a first fixing plate 421, a second fixing plate 422, and a first connecting member 423. The first fixing plate 421 and the second fixing plate 422 extend in the vertical direction. The first fixing plate 421 is used to be fixed to the bridge tube 23, and the second fixing plate 422 is disposed on the support base 41. One of the first fixing plate 421 and the second fixing plate 422 is formed with a strip hole 424, and the other of the first fixing plate 421 and the second fixing plate 422 is formed with a first fixing hole 425. The strip hole 424 is arc-shaped and is centered on the axis of the bridge tube 23. The first fixing hole 425 corresponds to the position of the strip hole 424. The first connecting member 423 passes through the strip hole 424 and the first fixing hole 425 to secure the second fixing plate 422 to the first fixing plate 421. With this structure, the installation angle of the spring base 40 relative to the vertical line can be changed by changing the position of the first fixing hole 425 and the strip hole 424, thereby changing the orientation of the spring base 40.

[0084] Furthermore, it may also include a second support structure 43, which includes a third fixing plate 431, a connecting plate 432, a connecting seat 433, a pressing plate 434, and a second connecting member 435. The third fixing plate 431 is disposed on the support seat 41, opposite the second fixing plate 422. The connecting plate 432 is connected to the third fixing plate 431 and extends away from the third fixing plate 431. The connecting seat 433 is disposed on the bridge tube 23. The second connecting member 435 connects the pressing plate 434 to the connecting seat 433, and sandwiches the connecting plate 432 between the pressing plate 434 and the bridge tube 23. The combination of the second support structure 43 and the first support structure 42 provides two different fixing points for the spring base 40 on two opposite sides of the spring base 40.

[0085] Furthermore, a plurality of gear teeth are provided on the side of the pressure plate 434 facing the connecting plate 432, and on the side of the connecting plate 432 facing the pressure plate 434, respectively, to facilitate more precise adjustment of the orientation of the spring base 40. Specifically, the opposing surfaces of the connecting plate 432 and the pressure plate 434 are both arcuate, centered about the axis of the bridge tube 23, and the gear teeth are distributed along the length of the arcuate surface. By rotating the support base 41 and adjusting the meshing position of the gear teeth on the pressure plate 434 and connecting plate 432, the orientation of the spring base 40 can be more precisely adjusted.

[0086] S25: As shown in FIG13 , the tire 35 is mounted on the replaced front axle.

[0087] In this embodiment, the size of the replaced tire 35 can be larger than the size of the original tire.

[0088] S3: Adjusting the toe angle of the vehicle after the front axle is replaced, so that the toe angle is adjusted to a first set range.

[0089] Specifically, in this embodiment, the method includes the following steps:

[0090] S31: Marking points are set on tires 35 on both sides of the vehicle (the marking points can be midpoints in the thickness direction of the tire outer circumference), and the distance between the two tire marking points is measured (as shown in FIG14 , the two wheel marking points are the intersections of the dotted lines, and the distance between them is represented by W1). The tires 35 are then rotated 180°, for example, from the front of the vehicle to the rear of the vehicle, and the distance between the two tire marking points is measured again (as shown in FIG15 , the distance between the two tire marking points is represented by W2).

[0091] S32: Measure the difference between the distances of the two tire marking points twice (i.e., the value of |W1-W2|), and determine whether the difference is within a set range;

[0092] In this embodiment, since the size of the tire 35 is already determined, the difference between the distances of the two tire marking points can reflect the toe angle, and the setting range of the difference can be 2-5 mm.

[0093] S33: When the difference between the distances of the two tire marking points at the previous and subsequent times is not within the set range, the toe angle is adjusted so that the difference is within the set range.

[0094] More specifically, the above-mentioned purpose can be achieved by adjusting the front tie rod.

[0095] S4: adjusting the lengths of the left wheel sidelines and the right wheel sidelines of the front and rear wheels of the vehicle after the front axle is replaced, respectively, so that the difference between the lengths of the left wheel sideline and the right wheel sideline of the front wheel and the difference between the lengths of the left wheel sideline and the right wheel sideline of the rear wheel are both within a second set range;

[0096] In this step, the length of the left wheel sideline of the front wheel can be the distance between the set point of the front left tire 35 (preferably the outer side of the left tire 35) and the left side beam 51 of the vehicle body (indicated by A1 in Figure 16), and the length of the right wheel sideline of the front wheel can be the distance between the set point of the front right tire 35 (preferably the outer side of the right tire 35) and the right side beam 51 of the vehicle body (indicated by A2 in Figure 16).

[0097] Similarly, the length of the left wheel sideline of the rear wheel can be the distance between the outer side surface of the rear left tire 35 and the left side vehicle body longitudinal beam 51 (indicated by B1 in Figure 16), and the length of the right wheel sideline of the rear wheel can be the distance between the outer side surface of the rear right tire 35 and the right side vehicle body longitudinal beam 51 (indicated by B2 in Figure 16).

[0098] The difference in length between the left and right wheel sidelines of the front wheels can be represented by |A1-A2|, and the difference in length between the left and right wheel sidelines of the rear wheels can be represented by |B1-B2|.

[0099] The second setting range is 0-2 mm. Preferably, the lengths of the left and right wheel edges of the front and rear wheels are equal. That is, the difference between the lengths of the left and right wheel edges of the front wheel and the difference between the lengths of the left and right wheel edges of the rear wheel are both zero.

[0100] If the difference between the length of the left wheel sideline and the length of the right wheel sideline of the current wheel and / or the difference between the length of the left wheel sideline and the length of the right wheel sideline of the rear wheel does not meet the second set range, the difference can be adjusted by adjusting the front thrust rod and / or the rear thrust rod.

[0101] S5: adjusting the front and rear wheelbases of the left and right sides of the vehicle after the front axle is replaced so that the differences between the front and rear wheelbases of the left and right sides are both within a third set range;

[0102] In this embodiment, the front-to-rear wheelbase on the left or right side may be the distance between the center of the front wheel and the center of the rear wheel on the same side (C1 and C2 are used to represent the left front-to-rear wheelbase and the right front-to-rear wheelbase, respectively, in FIG17 ).

[0103] That is, the difference between the front and rear wheelbases of the left and right sides is |C1-C2|. Preferably, the front and rear wheelbases of the left and right sides are equal, that is, the difference between the front and rear wheelbases of the left and right sides is 0.

[0104] In this embodiment, the front and rear wheelbases on the left and right sides can be adjusted by the front and rear control arms so that the difference between the front and rear wheelbases on the left and right sides meets the third set range.

[0105] The third set range can be determined as needed. Preferably, after the adjustments in steps S4 and S5, the figure formed by the four directed line segments corresponding to the wheelbase on the front axle of the vehicle (the distance between the center lines of the tracks left by the front wheels on the vehicle's support plane), the wheelbase on the rear axle of the vehicle (the distance between the center lines of the tracks left by the rear wheels on the vehicle's support plane), the left wheelbase, and the right wheelbase is an isosceles trapezoid or a rectangle.

[0106] S6: Adjust the connection between the transmission shaft 332 and the front axle input shaft 333 so that the transmission shaft 332 and the front axle input shaft 333 are coaxially arranged (see Figure 18. For ease of display, the wheels and related structures of the rear half of the vehicle are omitted in Figure 18).

[0107] In this embodiment, the above effect can be achieved by adjusting the control arm.

[0108] Furthermore, after performing the adjustments in steps S3 to S6 , the verticality of the damping spring 34 may be adjusted so that the verticality of the damping spring 34 conforms to a fourth set range.

[0109] The fourth setting range can be determined as needed.

[0110] The verticality of the damping spring 34 can be the deviation of the center line of the damping spring 34 in the vertical direction when the damping spring 34 is installed on the front axle. The verticality of the damping spring 34 here can also be understood as the degree of bending of the damping spring 34 when installed on the vehicle body.

[0111] When performing the above adjustment, the above effect can be achieved by adjusting the angle between the support surface of the damping spring 34 on the spring base 40 and the horizontal plane on the bridge tube 23 .

[0112] S7: Adjust the vehicle's castor angle by adjusting the installation angle of the steering knuckle 21 relative to the bridge tube 23 so that the vehicle's castor angle is within the fifth set range (see Figure 19. For ease of display, the wheels are omitted in Figure 19, and the related structures around the steering knuckle 21 and the bridge tube 23 are displayed) to complete the vehicle modification.

[0113] In this embodiment, the fifth setting range is greater than 4.5°, preferably 4.5°. To facilitate adjustment of the installation angle of the steering knuckle 21, in this embodiment, a caster angle measuring device 60 can be provided and directly fixed to the steering knuckle 21 to perform real-time measurement of the caster angle.

[0114] As shown in Figures 20 and 21, the kingpin caster angle measuring device 60 of this embodiment may include a fixing seat 61 and a level measuring instrument 62. A measuring device fixing portion 213 may be provided on the steering knuckle 21. The measuring device fixing portion 213 is provided at the corner of the extension arm in the steering knuckle 21. It includes an inclined surface that can abut against the fixing seat 61, and a groove that can accommodate the support rod 611 provided on the fixing seat 61. In this way, the fixing seat 61 is directly installed on the steering knuckle 21, and then a level measuring instrument 62 is placed in the accommodating cavity provided on the fixing seat 61, and the level measuring instrument 62 is fixed to the measuring device fixing portion 213.

[0115] Through the above arrangement, the caster angle can be measured in real time when the connection position between the steering knuckle 21 and the bridge tube 23 is adjusted.

[0116] 4 to 6 , when making adjustments, a suitable type of gasket 221 can be selected and the steering knuckle 21 can be fixed to a suitable angle using the gasket 221. It should be noted that the gaskets 221 used with the left and right steering knuckles 21 may not be of the same type.

[0117] It should be noted that, since the front axle is a type in which the steering knuckle 21 and the bridge tube 23 are separated, and the connection position of the steering knuckle 21 and the bridge tube 23 can be adjusted through the connection structure, the adjustment of the kingpin caster angle can be changed by changing the connection position.

[0118] Therefore, the various adjustments performed in steps S4 to S6 will not be affected by the adjustment of the kingpin caster angle, which allows the vehicle to maintain the original state of the track, wheelbase and coaxiality of the drive shaft 332 and the front axle input shaft 333 to the greatest extent possible when adjusting the kingpin caster angle.

[0119] After adjusting the caster angle in step S7, the method may further include adjusting the toe angle again (see Figures 22 and 23) to bring the toe angle into the first set range. This adjustment method and requirements may be the same as those in step S3. The toe angle can be represented by the difference between W3 and W4, and will not be further described here.

[0120] Furthermore, after step S7 is completed, the vehicle may be subjected to an actual driving test to test whether the steering wheel is aligned and whether the vehicle deviates.

[0121] When the steering wheel is not aligned, the steering wheel can be aligned by adjusting the steering rod.

[0122] When the vehicle deviates, it can continue to adjust the kingpin caster angle according to step S7. During this adjustment step, the steering knuckles on the left and right sides of the vehicle can be adjusted to different angles as needed. In this embodiment, different types of gaskets can be selected for adjustment to prevent the vehicle from deviating.

[0123] Because adjustment of the caster angle in this method does not cause changes in the track width, wheelbase, or the coaxiality between the drive shaft 332 and the front axle input shaft 333, the vehicle's track width, wheelbase, and the coaxiality between the drive shaft 332 and the front axle input shaft 333 can be adjusted to the ideal state during the entire modification process. Each adjustment parameter is relatively independent and has minimal impact on each other. After the vehicle is modified, even if its deviation is adjusted, its track width, wheelbase, and the coaxiality between the drive shaft 332 and the front axle input shaft 333 can still be maintained in the ideal state. Therefore, this method allows for relatively simple and convenient modification of the vehicle chassis 50's control kit, and can effectively improve the vehicle's handling stability and safety.

[0124] It should be noted that the above-mentioned step numbers such as steps S1, S2, ... S7, S21 ... S25, S31 ... S33 are only used to identify and represent the corresponding steps, and are not used to limit the order of the steps.

[0125] The above description is merely a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Although the present invention has been disclosed as a preferred embodiment, it is not intended to limit the present invention. Any technician familiar with the present profession can make some changes or modifications to equivalent embodiments of equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention. Industrial Applicability

[0126] In this method, adjusting the caster angle does not alter the track, wheelbase, or coaxiality between the drive shaft and the front axle input shaft. Therefore, during the modification process, the vehicle's track, wheelbase, and coaxiality between the drive shaft and the front axle input shaft can be adjusted to their ideal state. Each adjustment parameter is relatively independent and has minimal impact on each other. After the vehicle is modified, even if its deviation is adjusted, its track, wheelbase, and coaxiality between the drive shaft and the front axle input shaft remain ideal. Therefore, this method allows for relatively simple and convenient modification of the vehicle's chassis control package, effectively improving the vehicle's handling stability and safety.

Claims

1. A method for modifying a front axle of an automobile, characterized in that: The steps include: S1: Provide a vehicle, and remove the original front axle of the vehicle from the vehicle chassis; S2: providing a front axle to be replaced, and installing the front axle to be replaced on the vehicle chassis, wherein the front axle to be replaced comprises a steering knuckle, a connecting structure and a bridge tube, wherein the steering knuckle is detachably fixed to the bridge tube via the connecting structure, and an installation angle of the steering knuckle relative to the bridge tube is adjustable; S3: adjusting the toe angle of the vehicle after the front axle is replaced, and adjusting the toe angle to a first set range; S4: adjusting the lengths of the left wheel sidelines and the right wheel sidelines of the front and rear wheels of the vehicle after the front axle is replaced, respectively, so that the difference between the lengths of the left wheel sideline and the right wheel sideline of the front wheel and the difference between the lengths of the left wheel sideline and the right wheel sideline of the rear wheel are both within a second set range; S5: adjusting the front and rear wheelbases of the left and right sides of the vehicle after the front axle is replaced, so that the difference between the front and rear wheelbases of the left and right sides is within a third setting range; S6: adjusting the connection between the transmission shaft and the front axle input shaft so that the transmission shaft and the front axle input shaft are coaxially arranged; S7: adjusting the installation angle of the steering knuckle relative to the bridge tube, and adjusting the castor angle of the vehicle so that the castor angle of the vehicle is within a fifth setting range.

2. The modification method of the front axle of an automobile according to claim 1, characterized in that: When performing step S2, the method includes: S21: installing the bridge pipe on the chassis of the vehicle; S22: installing the inner steering knuckle of the steering knuckle on the bridge tube through the connecting structure, so that the installation angle of the inner steering knuckle relative to the bridge tube is adjustable; S23: installing the half shaft in the bridge tube; S24: Connecting the outer steering knuckle to the inner steering knuckle; S25: Install the tire on the replaced front axle.

3. The modification method of the automobile front axle according to claim 2, characterized in that: When performing step S3, the method includes: S31: setting marking points on the tires on both sides of the vehicle respectively, and measuring the distance between two marking points on the tires, rotating the tires 180 degrees, and measuring the distance between the two marking points on the tires again; S32: measuring the difference between the distances of the two tire marking points twice, and determining whether the difference is within a set range; S33: When the difference between the distances of the two tire mark points at two previous and subsequent times is not within the set range, the toe angle is adjusted so that the difference is within the set range.

4. The modification method of the automobile front axle according to claim 1, characterized in that: In step S4, the length of the left wheel sideline of the front wheel is the distance between the set point of the front left tire and the left side longitudinal beam of the vehicle body; the length of the right wheel sideline of the front wheel is the distance between the set point of the front right tire and the right side longitudinal beam of the vehicle body; the length of the left wheel sideline of the rear wheel is the distance between the set point of the rear left tire and the left side longitudinal beam of the vehicle body; the length of the right wheel sideline of the rear wheel is the distance between the set point of the rear right tire and the right side longitudinal beam of the vehicle body.

5. The method for modifying the front axle of an automobile according to claim 4, characterized in that: The difference between the left wheel sideline of the front wheel and the right wheel sideline of the front wheel, and the difference between the left wheel sideline of the rear wheel and the right wheel sideline of the rear wheel are both 0.

6. The method for modifying the front axle of an automobile according to claim 1, characterized in that: After the adjustment in step S4 and step S5, the figure formed by the four directed line segments corresponding to the wheelbase on the front axle of the vehicle, the wheelbase on the rear axle of the vehicle, the wheelbase on the left side of the vehicle and the wheelbase on the right side of the vehicle is an isosceles trapezoid or a rectangle.

7. The method for modifying the front axle of an automobile according to claim 1, characterized in that: After performing step S6, the method may further include adjusting the verticality of the damping spring.

8. The method for modifying the front axle of an automobile according to claim 7, characterized in that: A spring base with adjustable orientation is provided on the bridge tube of the front axle to be replaced. The verticality of the damping spring is adjusted by adjusting the angle between the supporting surface of the damping spring on the spring base and the horizontal plane.

9. The method for modifying the front axle of an automobile according to claim 7, characterized in that: When performing step S7, the fifth setting range is greater than 4.5°.

10. The method for modifying the front axle of an automobile according to claim 1, characterized in that: After step S7, the method further includes testing whether the steering wheel is aligned and whether the vehicle deviates during an actual driving test on the vehicle.

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