Kingpin caster angle variable front axle and vehicle having same

Abstract

A kingpin caster angle variable front axle and a vehicle having same. The front axle comprises: an axle tube, a steering knuckle support and a connector, wherein the steering knuckle support is detachably arranged on the axle tube, a first flange being provided at an end of the axle tube, and a second flange being provided at the end of the steering knuckle support facing the axle tube; an angle adjusting mechanism is provided between the first flange and the second flange, enabling adjustment of the mounting angle of the second flange relative to the first flange; and the connector passes through the first flange and the second flange, thus detachably mounting the steering knuckle support onto the axle tube. While ensuring support strength, the present kingpin caster angle variable front axle facilitates the adjustment of kingpin caster angles on two sides of a vehicle, without affecting the arrangement of the other components on the front axle.

Description

Kingpin caster angle variable front axle and vehicle having the same Technical Field

[0001] The present application relates to the field of automobile chassis, and in particular to a front axle with a variable caster 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 front axle system, which is the core of the chassis, has not had any fundamental 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 has continued to grow. The most common customization method used by OEMs, modification shops, and tuning companies is to increase vehicle height, enhance vehicle maneuverability, and enhance the overall appearance by increasing tire size and replacing or enhancing the suspension system. However, raising the vehicle's chassis also brings with it 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 normal angle between the front drive shaft and the front axle bracket increases due to the change in the front axle installation position. 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, during vehicle operation, the distortion of these components causes significant chassis resonance.

[0005] 2. After the vehicle chassis is raised, the front axle mounting position changes, and the caster angles of the steering knuckle supports on both sides of the front axle (such as the inner ram's horn and monk's head) are simultaneously reduced. As a result, when the vehicle is driving straight, the front wheel will shimmy, the steering wheel will wobble, and the automatic self-centering ability after turning will be weakened. The driver will lose road feel and lack confidence in vehicle control even when driving on normal 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 steering knuckle support on one side can fundamentally solve the problem of vehicle deviation, all front axles currently have the steering knuckle support 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 point 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, it can cause 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 unstructured chassis.

[0008] The fundamental reason these issues remain unresolved is a structural flaw common to all front axles currently on the market: the inability to independently adjust the castor angle on either side of the vehicle, nor the angle between the steering knuckle support and the drive shaft. This leaves consumers with the resulting handling issues and significant safety hazards. All OEMs, tuning shops, and other tuning shops can do is expend significant labor and time on continuous vehicle adjustments, with minimal success, leading to low customer satisfaction. Summary of the Invention

[0009] In order to solve the above problems, the present application provides a front axle with a variable kingpin caster angle and a vehicle having the same. The front axle with a variable kingpin caster angle can easily and independently adjust the kingpin caster angle of the vehicle while ensuring the supporting strength; at the same time, the installation point positions of other components on the bridge tube still maintain the original position angles, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0010] The present application provides a front axle with a variable kingpin caster angle, comprising a bridge tube, a steering knuckle support and a connecting piece, wherein the steering knuckle support is detachably arranged on the bridge tube, a first flange is arranged at the end of the bridge tube, and a second flange is arranged at one end of the steering knuckle support facing the bridge tube, an angle adjustment mechanism is provided between the first flange and the second flange, so that the installation angle of the second flange relative to the first flange is adjustable, and the connecting piece passes through the first flange and the second flange to detachably install the steering knuckle support to the bridge tube.

[0011] Furthermore, the steering knuckle support includes a support body and a connecting pipe connected to the support body, and the second flange is provided at an end of the connecting pipe away from the support body.

[0012] Furthermore, a connecting portion extending into the first flange is formed on the side of the second flange facing the first flange, and the angle adjustment mechanism includes a plurality of protrusions formed on one of the inner side wall of the first flange and the outer side wall of the connecting portion, and a recessed portion formed on the other of the inner side wall of the first flange and the outer side wall of the connecting portion. The protrusions can be combined with different recessed portions to make the installation angle of the second flange relative to the first flange adjustable.

[0013] Furthermore, gear teeth are formed on the inner side wall of the first flange and the outer side wall of the connecting portion, the protrusion is formed by the teeth of the gear teeth, and the recess is formed between adjacent teeth of the gear teeth.

[0014] Furthermore, a step surface is formed in the center hole of the first flange, so that the diameter of the center hole of the first flange away from the second flange is smaller than the diameter of the center hole of the first flange close to the second flange. When the steering knuckle support is combined with the bridge tube, the end face of the connecting part abuts against the step surface.

[0015] Furthermore, it also includes a pad, which is arranged on one side of one of the first flange and the second flange. The connecting member passes through the pad, the first flange and the second flange to detachably install the steering knuckle support to the bridge tube.

[0016] Furthermore, the pad is located on a side of the second flange away from the first flange. When the steering knuckle support is fixed to the bridge tube, the second flange is clamped between the first flange and the pad.

[0017] Alternatively, the gasket is located on a side of the first flange away from the second flange, and when the steering knuckle support is fixed on the bridge tube, the first flange is clamped between the second flange and the gasket.

[0018] Furthermore, the connecting parts are connecting bolts and nuts. When the gasket is located on the side of the second flange away from the first flange, a plurality of arc-shaped strip holes are provided on the second flange, and a plurality of circular connecting holes are provided on the first flange and the gasket. The connecting holes correspond to the positions of the strip holes. When the combination position of the steering knuckle support and the bridge tube changes, the projection of the connecting holes onto the plane where the strip holes are located always falls within the coverage range of the strip holes.

[0019] Furthermore, when the gasket is located on the side of the second flange away from the first flange, a first slope is formed on the side of the second flange away from the first flange, and a second slope corresponding to the first slope is formed in the middle of the gasket. When the second flange is clamped between the first flange and the gasket, the first slope is in contact with the second slope.

[0020] Furthermore, the connecting parts are connecting bolts and nuts. When the gasket is located on the side of the first flange away from the second flange, a plurality of arc-shaped strip holes are provided on the first flange, and a plurality of circular connecting holes are provided on the second flange and the gasket. The connecting holes correspond to the positions of the strip holes. When the combination position of the steering knuckle support and the bridge tube changes, the projection of the connecting holes onto the plane where the strip holes are located always falls within the coverage range of the strip holes.

[0021] Furthermore, the pad is annular and is formed by splicing a plurality of arc-shaped sub-plates. After splicing, the pad is sleeved on the steering knuckle support or the bridge tube.

[0022] The present application also provides a vehicle comprising the above-mentioned front axle with a variable castor angle.

[0023] In summary, in the present application, when connecting the steering knuckle support (such as a monk-head type steering knuckle support) to the bridge tube, the relative angle between the steering knuckle support and the bridge tube can be adjusted first, that is, the castor angle of the vehicle can be adjusted. After the adjustment is completed, the raised portion and the recessed portion on the inner wall of the center hole of the first flange and the outer wall of the connecting portion are combined to prevent the steering knuckle support from rotating relative to the bridge tube. Then, the connection between the steering knuckle support and the bridge tube is completed by setting the connecting piece and the pad to prevent the steering knuckle support and the bridge tube from separating from each other. The above-mentioned method of setting the steering knuckle support and the bridge tube separately and the method of combining the two, on the one hand, ensures the integrity of the bridge tube, so that the installation points of various components on the bridge tube, such as the support points of the shock absorber and the connection points of the tie rod, can all be set on the complete bridge tube, which can improve the strength of the front axle. On the other hand, the installation angle of the steering knuckle support relative to the bridge tube can be adjusted by disassembling and assembling the steering knuckle support. Therefore, the variable castor angle front axle can easily and independently adjust the castor angle on both sides of the vehicle while maintaining support strength. At the same time, the mounting points of other components on the axle tube remain at their original positions and angles, without introducing variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0024] 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. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the following specifically cites a preferred embodiment and describes it in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] 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.

[0026] FIG1 is a schematic diagram of the axle-side structure of a front axle with a variable castor angle provided in an embodiment of the present application.

[0027] FIG2 is a schematic diagram showing the exploded structure of the variable castor angle front axle in FIG1 .

[0028] FIG3 is a schematic front view of the structure of the variable castor angle front axle in FIG1 .

[0029] FIG4 is a schematic diagram of the cross-sectional structure along the IV-IV direction in FIG3 .

[0030] FIG5 is a schematic diagram showing an enlarged structure of the circle in FIG4 .

[0031] FIG6 is a schematic diagram showing the axial structure of the end portion of the bridge tube in FIG2 .

[0032] FIG7 is a schematic diagram showing the axial side structure of the steering knuckle support in FIG2 .

[0033] FIG8 is a schematic diagram showing the axial structure of the pad in FIG2 . Modes for Carrying Out the Invention

[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 with a variable kingpin caster angle and a vehicle having the same. The front axle with a variable kingpin caster angle can easily and independently adjust the kingpin caster angle of the vehicle while ensuring the supporting strength; at the same time, the installation points of other components on the axle tube still maintain their original position angles, and will not introduce variables that affect the chassis wheelbase, steering accuracy, and suspension height.

[0040] FIG1 is a schematic diagram of the axle-side structure of a front axle with a variable kingpin caster angle provided in an embodiment of the present application. FIG2 is a schematic diagram of the exploded structure of the front axle with a variable kingpin caster angle in FIG1 . FIG3 is a schematic diagram of the front view structure of the front axle with a variable kingpin caster angle in FIG1 . FIG4 is a schematic diagram of the cross-sectional structure taken along the IV-IV direction in FIG3 . As shown in FIG1 to FIG4 , the front axle with adjustable caster angle provided in an embodiment of the present application includes a bridge tube 10, a steering knuckle support 20 connected to the bridge tube 10, and a connector 40. The steering knuckle support 20 is detachably mounted on the bridge tube 10. A first flange 11 protruding radially outward is disposed on the end of the bridge tube 10. A second flange 22 is disposed on the end of the steering knuckle support 20 proximate to the bridge tube 10. An angle adjustment structure is provided between the first flange 11 and the second flange 22, so that the installation angle of the second flange 22 relative to the first flange 11 is adjustable. The connector 40 passes through the first flange 11 and the second flange 22 to detachably mount the steering knuckle support 20 on the bridge tube 10. It should be noted that in this application, the relative angle between the steering knuckle support 20 and the bridge tube 10 can be defined as the angle between the axis of the kingpin mounting hole on the steering knuckle support 20 and the plumb plane.

[0041] Furthermore, a connecting portion 23 extending into the first flange 11 is formed on the side of the second flange 22 facing the first flange 11, and the angle adjustment mechanism includes a protrusion formed on one of the inner side wall of the first flange 11 and the outer side wall of the connecting portion 23, and a recessed portion formed on the other of the inner side wall of the first flange 11 and the outer side wall of the connecting portion 23. The protrusion can be combined with different recessed portions to make the installation angle of the second flange 22 relative to the first flange 11 adjustable.

[0042] Furthermore, the steering knuckle support 20 includes a support body 25 (see FIG. 7 ), and a connecting pipe 21 connected to the support body 25 , and a second flange 22 is provided on an end of the connecting pipe 21 away from the support body 25 .

[0043] Furthermore, to facilitate the connection between the axle tube 10 and the steering knuckle support 20, the variable caster front axle also includes a shim plate 30. The shim plate 30 is located on the side of the second flange 22 away from the first flange 11, or on the side of the first flange 11 away from the second flange 22, and is rotatable relative to the connecting tube 21 or the axle tube 10. A connector 40 is connected to the shim plate 30 and can pass through the shim plate 10, the second flange 22, and the second flange 11 to secure the second flange 22 to the first flange 11, thereby achieving a detachable connection between the steering knuckle support 20 and the axle tube 10.

[0044] Furthermore, as shown in FIG. 2 , FIG. 4 and FIG. 7 , the support body 25 is substantially hemispherical, and a kingpin mounting hole 251 is formed on a side of the support body 25 away from the first flange 11 .

[0045] Figure 5 is an enlarged schematic diagram of the circled area in Figure 4, and Figure 6 is a schematic diagram of the axial-side structure of the bridge tube end in Figure 2. Referring to Figures 4 through 6, in this embodiment, a stepped surface 111 (see Figure 5) is formed within the center hole of the first flange 11. This ensures that the diameter of the center hole at the end of the first flange 11 away from the second flange 22 is smaller than the diameter of the center hole at the end of the first flange 11 closer to the second flange 22. When the steering knuckle support 20 is coupled to the bridge tube 10, the end surface of the connecting portion 23 abuts against this stepped surface 111.

[0046] As shown in Figure 5 , with the above arrangement, after the steering knuckle support 20 is coupled to the bridge tube 10, the stepped surface 111 on the first flange 11 contacts the end face of the connecting portion 23, the inner sidewall of the first flange 11 contacts the outer sidewall of the connecting portion 23, and the surface of the first flange 11 facing the second flange 22 contacts the surface of the second flange 22 facing the first flange 11. This arrangement enhances the strength of the joint between the steering knuckle support 20 and the bridge tube 10 against forces acting perpendicular to the bridge tube axis.

[0047] Figure 7 is a schematic diagram of the axial structure of the steering knuckle support in Figure 2 . As shown in Figures 4 , 5 , and 7 , a reinforcement tube 24 is further formed at the end of the connecting portion 23 away from the second flange 22. The diameter of the reinforcement tube 24 is smaller than that of the connecting portion 23. When the steering knuckle support 20 is coupled to the bridge tube 10, the reinforcement tube 24 passes through the first flange 11 and extends into the bridge tube 10, conforming to the inner wall of the bridge tube 10. The provision of the reinforcement tube 24 further enhances the strength against forces acting perpendicular to the bridge tube axis.

[0048] Furthermore, in this embodiment, gear teeth 51 are provided on both the inner sidewall of the central hole of the first flange 11 and the outer sidewall of the connecting portion 23 (see Figures 6 and 7). Specifically, the raised portions may be teeth of the gear teeth 51, while the recessed portions are formed between adjacent teeth of the gear teeth 51. The meshing of the multiple teeth of the gear teeth 51 prevents the steering knuckle support 20 from rotating relative to the bridge tube 10 in the circumferential direction of the bridge tube 10.

[0049] Continuing with Figures 2, 6, and 7, in this embodiment, the connector 40 may include connecting bolts 41 and nuts 42. The backing plate 30 is located on the side of the second flange 22 away from the first flange 11. That is, when the connector 40 secures the first flange 11, the second flange 22, and the backing plate 30 together, the second flange 22 is sandwiched between the first flange 11 and the backing plate 30. To accommodate changes in the circumferential coupling position of the steering knuckle support 20 and the bridge tube 10, the second flange 22 is provided with a plurality of arcuate strip holes 221. The first flange 11 and the backing plate 30 are provided with a plurality of circular connecting holes 112. The connecting holes 112 and the strip holes 221 are positioned in a corresponding manner so that, when the coupling position of the steering knuckle support 20 and the bridge tube 10 changes, the projection of the connecting holes 112 onto the plane of the strip holes 221 always falls within the coverage area of ​​the strip holes 221. In this way, when the connecting bolt 41 passes through the connecting hole 112, even if the connection position of the steering knuckle support 20 and the bridge tube 10 changes, the connecting bolt 41 can always pass through the strip hole 221 to complete the connection between the first flange 11, the second flange 22 and the gasket 30.

[0050] In another embodiment, the backing plate 30 is located on the side of the first flange 11 away from the second flange 22. That is, the first flange 11 is sandwiched between the backing plate 30 and the second flange 22. In this case, the arc-shaped strip hole 221 is located on the first flange 11, while the circular connecting hole 112 is located on the second flange 22 and the backing plate 30.

[0051] In other words, among the first flange 11, the second flange 22 and the gasket 30, the structure in the middle position is provided with an arc-shaped strip hole 221, while the other two are provided with circular connecting holes 112, so as to be compatible with the position adjustment between the steering knuckle support 20 and the bridge tube 10 while completing the assembly.

[0052] Figure 8 shows a schematic diagram of the axial structure of the backing plate in Figure 2. As shown in Figures 1, 2, and 8, in this embodiment, the backing plate 30 is annular and can be assembled from multiple arc-shaped sub-plates. Figure 8 shows an example of two semicircular sub-plates assembled together. After assembly, the backing plate 30 is sleeved onto the connecting tube 21 or the bridge tube 10. The assembly of multiple sub-plates facilitates the installation of the backing plate 30, which in turn facilitates the securement between the steering knuckle support 20 and the bridge tube 10.

[0053] It is understandable that in another embodiment, the pad 30 can be directly sleeved on the bridge pipe 10 or the connecting pipe 21 in a circular ring shape during manufacture.

[0054] Continuing with Figures 5 and 8 , a first slope 222 is formed on the side of the second flange 22 away from the first flange 11, where the second flange 22 contacts the connecting pipe 21. A second slope 31 corresponding to the first slope 222 is formed in the middle of the backing plate 30. When the second flange 22 is clamped between the first flange 11 and the backing plate 30, the first slope 222 contacts the second slope 31. The provision of the first slope 222 further stabilizes the connection between the second flange 22 and the connecting pipe 21. Furthermore, the combined action of the first slope 222 and the second slope 31 allows the backing plate 30 and the first flange 11 to more reliably clamp the second flange 22.

[0055] When connecting the steering knuckle support 20 (such as a monk-head type steering knuckle support) to the bridge tube 10, the relative angle between the steering knuckle support 20 and the bridge tube 10 can be adjusted first, that is, the kingpin caster angle of the vehicle is adjusted first. After the adjustment is completed, the inner wall of the first flange 11 and the raised portion and the recessed portion on the outer wall of the connecting portion 23 are combined to prevent the steering knuckle support 20 from rotating relative to the bridge tube 10; then the connection between the steering knuckle support 20 and the bridge tube 10 is completed through the connecting piece 40 and the pad 30 to prevent the steering knuckle support 20 and the bridge tube 10 from separating from each other. The separately mounted steering knuckle support 20 and axle tube 10, and their combination, ensure the integrity of the axle tube 10, allowing the mounting points of various components on the axle tube 10 (such as the shock absorber support points and the tie rod connection points) to be located on the intact axle tube 10, thus ensuring the strength of the front axle. Furthermore, the mounting angle of the steering knuckle support 20 relative to the axle tube 10 can be adjusted by disassembling and assembling the steering knuckle support 20. Therefore, this variable-castor front axle can easily and independently adjust the castor angle on both sides of the vehicle while maintaining support strength. At the same time, the mounting points of all components on the axle tube 10 remain at their original angles, without introducing variables that affect the chassis wheelbase, steering accuracy, or suspension height.

[0056] The present application also provides a vehicle including a body, a chassis, wheels, an engine, a differential, etc., wherein the chassis is located at the bottom of the body, including an axle pack and the above-mentioned front axle with a variable kingpin caster angle, the front axle with a variable kingpin caster angle is located between the axle pack and the front wheels, and the front wheels are connected to the front axle with a variable kingpin caster angle through a kingpin. For other technical features of the vehicle, please refer to the prior art and will not be repeated here.

[0057] 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.

[0058] 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 with variable caster angle, characterized in that: It includes a bridge tube, a steering knuckle support and a connecting piece, wherein the steering knuckle support is detachably arranged on the bridge tube, a first flange is arranged at the end of the bridge tube, a second flange is arranged at one end of the steering knuckle support facing the bridge tube, an angle adjustment mechanism is arranged between the first flange and the second flange, so that the installation angle of the second flange relative to the first flange is adjustable, and the connecting piece passes through the first flange and the second flange to detachably install the steering knuckle support to the bridge tube.

2. The variable caster front axle according to claim 1, characterized in that: The steering knuckle support includes a support body and a connecting pipe connected to the support body, and the second flange is arranged at an end of the connecting pipe away from the support body.

3. The variable caster front axle according to claim 2, characterized in that: A connecting portion extending into the first flange is formed on the side of the second flange facing the first flange, and the angle adjustment mechanism includes a plurality of protrusions formed on one of the inner side wall of the first flange and the outer side wall of the connecting portion, and a recessed portion formed on the other of the inner side wall of the first flange and the outer side wall of the connecting portion. The protrusions can be combined with different recessed portions to make the installation angle of the second flange relative to the first flange adjustable.

4. The variable caster front axle according to claim 3, characterized in that: Gear teeth are formed on the inner side wall of the first flange and the outer side wall of the connecting portion, the protrusion is formed by the teeth of the gear teeth, and the recess is formed between adjacent teeth of the gear teeth.

5. The variable caster front axle according to claim 3, characterized in that: A step surface is formed in the center hole of the first flange, so that the diameter of the center hole of the first flange away from the second flange is smaller than the diameter of the center hole of the first flange close to the second flange. When the steering knuckle support is combined with the bridge tube, the end face of the connecting part abuts against the step surface.

6. The variable caster front axle according to claim 1, characterized in that: It also includes a gasket, which is arranged on one side of the first flange and the second flange. The connecting member passes through the gasket, the first flange and the second flange to detachably mount the steering knuckle support to the bridge tube.

7. The variable caster front axle according to claim 6, characterized in that: The gasket is located on the side of the second flange away from the first flange. When the steering knuckle support is fixed on the bridge tube, the second flange is clamped between the first flange and the gasket. Alternatively, the gasket is located on a side of the first flange away from the second flange, and when the steering knuckle support is fixed on the bridge tube, the first flange is clamped between the second flange and the gasket.

8. The variable caster front axle according to claim 7, characterized in that: The connecting parts are connecting bolts and nuts. When the gasket is located on the side of the second flange away from the first flange, a plurality of arc-shaped strip holes are provided on the second flange, and a plurality of circular connecting holes are provided on the first flange and the gasket. The connecting holes correspond to the positions of the strip holes. When the combined position of the steering knuckle support and the bridge tube changes, the projection of the connecting holes onto the plane where the strip holes are located always falls within the coverage range of the strip holes.

9. The variable caster front axle according to claim 8, characterized in that: When the gasket is located on the side of the second flange away from the first flange, a first slope is formed on the side of the second flange away from the first flange, and a second slope corresponding to the first slope is formed in the middle of the gasket. When the second flange is clamped between the first flange and the gasket, the first slope is in contact with the second slope.

10. The variable caster front axle according to claim 7, characterized in that: The connecting parts are connecting bolts and nuts. When the gasket is located on the side of the first flange away from the second flange, a plurality of arc-shaped strip holes are provided on the first flange, and a plurality of circular connecting holes are provided on the second flange and the gasket. The positions of the connecting holes and the strip holes correspond to each other. When the combined position of the steering knuckle support and the bridge tube changes, the projection of the connecting holes onto the plane where the strip holes are located always falls within the coverage range of the strip holes.

11. The variable caster front axle according to claim 6, characterized in that: The pad is annular and is formed by splicing a plurality of arc-shaped sub-plates. After splicing, the pad is sleeved on the steering knuckle support or the bridge tube.

12. The variable caster front axle according to claim 1, characterized in that: A reinforcement tube is formed on one end of the steering knuckle support close to the first flange. When the steering knuckle support is combined with the bridge tube, the reinforcement tube passes through the first flange and extends into the bridge tube to fit with the inner wall of the bridge tube.

13. A vehicle, characterized in that: A front axle with a variable caster angle comprising the method described in any one of claims 1 to 12.

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