FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See section 10 and rule 13]
TITLE: “AN AXLE ASSEMBLY FOR A VEHICLE”
Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.
Nationality: INDIAN
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to an axle assembly of a vehicle. Further, embodiments of the present disclosure relate to constructional configuration of an axle, a stub axle, a kingpin, steering arms and tie rods of the axle assembly along with corresponding orientation of various components therein.
BACKGROUND OF THE DISCLOSURE
Generally, heavy load vehicles such as buses, trucks, utility vehicles, large motorhomes, vans, and other transportation vehicles are built with axle assemblies to maximize load hauling capabilities. Such axles assemblies generally include multiple axles that can endure high loads which are transmitted to the wheels of the vehicle. The axle assemblies in vehicles generally include a stub axle, which is configured to couple an axle beam to a wheel hub of the vehicle, for suitably maneuvering the vehicle. The stub axle may be coupled between the axle beam and a wheel hub in such a way that a shaft of the stub axle is configured to receive the wheel hub. The stub axle may be coupled to the axle beam by means of a kingpin assembly. The kingpin assembly may rigidly connect the stub axle and the axle beam.
Conventionally, the axle assemblies also included a steering arm with a tie rod, where the steering rod is oriented upwardly or above the axle assembly and such configuration may orient the tie rod to be either along a plane or above such plane of the axle in the axle assembly. However, such configuration restrict the vehicles from having a low floor height for ease of boarding and deboarding of commuters. Further, stress may be induced in a region of the axle assembly where the stub axle is coupled to the axle beam by the kingpin assembly. Consequently, due to such stress, coupling between the stub axle and the axle beam may fail.
Conventionally, plates with inclined surfaces have been used to define caster angle and camber angle to the wheels of the vehicle. Such plates are accommodated between the beams and the suspension. Provision of such plates often resulted in a complex axle assembly. Further, provision of such plates may also result in additional stresses on the axle assembly. Moreover, due to added components, the axle assembly may be rendered bulky and produce constrained space for assembling in an assembly line.

The present disclosure is directed at overcoming one or more limitations stated above or any other limitations associated with the conventional arrangements.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the conventional system are overcome, and additional advantages are provided through the provision of a mount and a vibration dampening system in the present disclosure.
Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail and are considered a part of the claimed disclosure.
In a non-limiting embodiment of the disclosure, an axle assembly for a vehicle is disclosed. The axle assembly includes an axle, defined with a kingpin boss at each ends, where each of the kingpin boss is aligned about a wheel axis of the axle. The axle assembly includes a stub axle connectable to the axel about each of the kingpin boss. The stub axle is defined with a pair of arms. The axle assembly also includes a tie rod coupled to an end of the pair of arms where the tie rod extends in a direction perpendicular to the wheel axis. The axle assembly also incudes a steering arm coupled to the stub axel through the tie rod, where at least a portion of the steering arm is structured to extend below the wheel axis.
In an embodiment of the disclosure, the axle is defined with a first section at a first pre-determined height from the wheel axis of the axle.
In an embodiment of the disclosure, the axle is defined with a second section extending from each ends of the first section, the second section being defined at a second pre-determined height from the wheel axis and above the first section.
In an embodiment of the disclosure, the axle is defined by a third section extending from the second section and a free end of the third section is defined by the kingpin boss.
In an embodiment of the disclosure, each of the kingpin boss is defined with a first hole and each of the pair of arms of the stub axle is defined with a second hole extending along a vertical axis of the axle, wherein the stub axle is coupled with the kingpin boss by a kingpin accommodated in the first hole and the second hole.

In an embodiment of the disclosure, the end of the pair of arms is defined with at least one third hole extending along the wheel axis of the axle.
In an embodiment of the disclosure, one of the ends of the tie rod are defined by at least one fourth hole and the steering arm is defined by at least one fifth hole, where the at least one fourth hole and the at least one fifth hole are aligned on a common plane for connecting the steering arm to the stub axel through the tie rod.
In an embodiment of the disclosure, at least one bolt extends through the at least one fifth hole of the steering arm, the at least one fourth hole of the tie rod and the at least one third hole of the pair of arms for coupling the steering arm, the tie rod, and the stub axle.
In an embodiment of the disclosure, at least one dowel ring is positioned on a section where the steering arm adjoins the tie rod.
In an embodiment of the disclosure, kingpin boss is aligned at a first pre-determined angle from the vertical axis of the axle, when viewed from a front view of the axel.
In an embodiment of the disclosure, the kingpin boss is aligned at a second pre-determined angle from the wheel axis of the axle, when viewed from a side view of the axel.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates a top perspective view of an axle assembly, in accordance with an embodiment of the present disclosure.

Figure 2 illustrates a front view of a front axle beam in the axle assembly from Figure 1, in accordance with an embodiment of the present disclosure.
Figure 3 illustrates a perspective view of the front axle beam in the axle assembly, in accordance with an embodiment of the present disclosure.
Figure 4 illustrates a side view of the front axle beam, in accordance with an embodiment of the present disclosure.
Figure 5 illustrates a magnified perspective view of a section of the front axle beam, in accordance with an embodiment of the present disclosure.
Figure 6 illustrates a top perspective view of a kingpin boss in the axle assembly, in accordance with an embodiment of the present disclosure.
Figure 7 illustrates a front view of the front axle beam with a stub axle, in accordance with an embodiment of the present disclosure.
Figure 8 illustrates an assembled perspective view of a stub axle with a tie rod and a steering arm, in accordance with an embodiment of the present disclosure.
Figure 9 illustrates an exploded perspective view of the stub axle with the tie rod and the steering arm from Figure 7, in accordance with an embodiment of the present disclosure.
Figure 10 illustrates a central cut sectional view of the stub axle with the tie rod, in accordance with an embodiment of the present disclosure.
The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mount and the vibration dampening system without departing from the principles of the disclosure described.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described after which form the
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subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other arrangements for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
In the present document, the word “exemplary” is used to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an arrangement that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the arrangement proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mount and the system.
The following paragraphs describe the present disclosure with reference to Figures 1-10. In the figures, the same element or elements which have the same functions are indicated by the same reference signs. One skilled in the art would appreciate the component disclosed in the claims, maybe any component which may be used in any given system but not limiting to vehicle and the like.

Figures 1-3 illustrate an axle assembly (100) of a vehicle (not shown for sake of simplicity) in accordance with the present disclosure. The axle assembly (100) may include the axle (1) and multiple parts may be coupled to the axle (1). The axle (1) may be a structure that is defined with multiple sections. The axle (1) may be defined by a first section (1a) at a first pre¬determined height (H1) from a wheel axis (A-A) of the axle (1). The first section (1a) may be an elongated structure however, the shape and cross sectional profile of such first section may not be considered as a limitation and the first section (1a) may be of any shape including but not limited to a cylindrical shape, I or H profile. The axle (1) may be defined with a second section (1b) at each end of the first section (1a). The second section (1b) may extend from the ends of the first section (1a). The second section (1b) of the axle (1) may be defined at a second pre-determined height (H2) from the wheel axis (A-A) and the second section (1b) may be oriented above the first section (1a). The first pre-determined height (H1) of the first section (1a) may be greater than the second pre-determined height (H2) of the second section (1b) of the axle (1). Further, the axle (1) may be defined by a third section (1c) extending from the ends of the second section (1b).
Further, the axle (1) may be defined with a kingpin boss (2) at each end. The kingpin boss (2) may extend from the ends of the third section (1c). In an embodiment, the kingpin boss (2) may be defined as a cylindrical structure with a first hole (2a) extending through the cylindrical structure. As seen from Figure 2, the kingpin boss (2) may be oriented at a first pre-determined angle (X) from a vertical axis (B-B) of the axle (1), when viewed from a front view of the axle (1). The kingpin boss (2) may be oriented to be inclined at the first pre-determined angle (X) towards the center of the axle (1). This inclination of the kingpin boss (2) at the first pre¬determined angle (X) may provide camber to the wheels of the vehicle. In an embodiment, the above orientation of the kingpin boss (2) at the first pre-determined angle (X) eliminates the usage of external plates for imparting camber onto the wheels of the vehicle.
With reference to Figure 4, the kingpin boss (2) is aligned at a second pre-determined angle (Y) from the vertical axis (B-B) of the axle (1), when viewed from a side view of the axle (1). The inclination of the kingpin boss (2) at the second pre-determined angle (Y) ensures that the required caster is imparted to the wheels of the vehicle. Consequently, such configuration of the kingpin boss (2) eliminates usage of additional inclined plates for imparting caster onto the wheels of the vehicle. In an embodiment, the kingpin boss (2) is configured such that required camber and caster is directly imparted to the wheels of the vehicle without usage of additional

inclined plates. In an embodiment, the direct alignment of the wheels to the required camber and the required caster through the axle (1), ensures that the stresses induced in the kingpin boss (2) of the axle (1) are minimized.
Reference is made to Figure 5 and Figure 6 which illustrate a magnified view of the kingpin boss (2). The end of the third section (1c) which is defined with the kingpin boss (2) may be defined with a circular lug (10) and a cotter pin hole (9). The circular lug (10) may be a protrusion that extends from the ends of the third section (1c) in the axle (1) adjoins the kingpin boss (2). Further, the cotter pin hole (9) may be the hole that is defined above the circular lug
(10) and may extend through the width of the axle (1). The cotter pin hole (9) may also be
oriented at the ends of the third section (1c) in the axle (1) that adjoins the kingpin boss (2).
Further, the cotter pin hole (9) may be oriented to extend along a direction that is substantially
perpendicular to the vertical axis (B-B) and the wheel axis (A-A) of the axle (1). The cotter pin
hole (9) may be configured to receive a cotter pin [not shown]. In an embodiment, the cotter
pin hole (9) is oriented above the circular lug (10) ensures that the pivot axis of with respect to
the cotter pin is shifted upwardly. Therefore, stresses in the third section (1c) of the axle (1)
and the kingpin boss (2) are reduced.
Reference is made to Figure 6 which is illustrative of top perspective view of the kingpin boss (2). One of the top end or the bottom end of the kingpin boss (2) is defined a protrusion (11). The protrusion (11) may be defined along a portion of the circumference of the kingpin boss (2). The constructional configuration of the protrusion (11) and the region where the protrusion
(11) is defined on the kingpin boss (2) may reduce the overall stress on the kingpin boss (2).
Reference is further made to Figure 7 which illustrates a front view of the axle assembly (100). The axle assembly (100) may include a stub axle (3) which may be coupled to the kingpin boss (2) on each end of the axle (1). The stub axle (3) may be coupled to the kingpin boss (2) by means of a kingpin (5) which may extend through the first hole (2a) of the kingpin boss (2)The stub axle (3) may be defined by a shaft (3s) on one end and a pair of arms (3a) on the opposite end. The pair of arms (3a) may extend away from the shaft (3s) and each of the pair of arms (3a) may be positioned at a pre-determined distance away from the other. Further, the pair of arms (3a) in the stub axle (3) may extend in a direction that is parallel to the wheel axis (A-A) of the axle (1). The pair of arms (3a) may be defined as structures that are cantilevered in the stub axle (3) and the pair of arms (3a) may be defined by an end (3b). Furthermore, the pair of arms (3a) may be defined by a second hole (3c) that extends along a same axis and in a direction

that is perpendicular to the arms (3a). In an embodiment, the second hole (3c) may be defined with a diameter that is equivalent to the diameter of the first hole (2a) on the kingpin boss (2).
Further, the bottom arm of the pair of arms (3a) may be defined by at least one third hole (3d) [hereinafter referred to as the third hole]. The third hole (3d) may be defined at the end (3b) of the bottom arm of the pair of arms (3). The third hole (3d) may be configured to extend along the wheel axis (A-A) of the axle (1) and the third hole (3d) may extend in a direction perpendicular to the second hole (3c) of the arms (3a). The axle assembly (100) may further include a tie rod (4). One end of the tie rod (4) may be defined by at least one fourth hole (4a) [hereinafter referred to as the fourth hole]. The fourth hole (4a) may be defined as a through hole that extends through the width of the tie rod (4). The fourth hole (4a). the fourth hole (4a) may be configured to extend along the wheel axis (A-A) of the axle and may be defined with a diameter that is equivalent to the diameter of the third hole (3d) on the arm (3a) of the stub axle (3). The axle assembly (100) also includes a steering arm (6). The steering arm (6) may be defined as a structure with at least one fifth holes (6a) [hereinafter referred to as the fifth hole] at a top end of the steering arm (6).
The tie rod (4) may be positioned adjacent to the bottom arm of the pair of arms (3) of the stub axle (3) such that the third hole (3d) defined on the end (3b) of the arms (3) lie adjacent to the fourth holes (4a) defined on the tie rod (4). The third holes (3d) and the fourth holes (4a) may be configured to lie along the same wheel axis (A-A) and may be aligned along a common plane (ZZ). The steering arm (6) may also be positioned adjacent to the tie rod (4). The steering arm (6) may be positioned such that the fifth holes (6a) of the steering arm (6) are oriented to lie along the same wheel axis (A-A) and are aligned with the fourth hole (4a) of the tie rod (4) and the third hole (3d) of the arm (3) of the stub axle (3) along the common plane (ZZ). The steering arm (6) is positioned to extend below the wheel axis (A-A) of the axle (1). The steering arm (6) is oriented such that the connecting portion of the steering arm (6) extends below the wheel axis (A-A) of the axle (1). Further, the above configuration of the axle (1) with the first section (1a), the second section (1b) and the third section (1c) with varying heights enables the steering arm (6) to be oriented to lie below the wheel axis (A-A). Consequently, the floor height of the vehicle can be lowered for improving ergonomics of the vehicle and enabling the easier boarding and departing of passengers from the vehicle.
Further, axle assembly (100) may include a dowel ring (8) that is positioned between the tie rod (4) and the steering arm (6) as seen from the Figure 9 and Figure 10. The dowel ring (8)
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may be defined with an outer diameter that is equivalent to or lesser than the diameter of the fifth hole (6a) of the steering arm (6) and the fourth hole (4a) of the tie rod (4). In an embodiment, the fifth hole (6a) of the steering arm (6) and the fourth hole (4a) of the tie rod (4) may be defined with a slot for receiving the dowel ring (8). The dowel ring (8) may be accommodated in the region where steering arm (6) adjoins the tie rod (4). In an embodiment, a section of the dowel ring (8) may be press fitted with the steering arm (6) and another section of the dowel ring (8) may be coupled with the tie rod (4) by a clearance fitting arrangement. Further, the stub axle (3) is fixedly coupled with the tie rod (4) and the steering arm (6) by means of a bolt (7). The bolt (7) may be configured to extend through the at least one fifth hole (6a) of the steering arm (6), the at least one fourth hole (4a) of the tie rod (4) and the at least one third hole (3d) of the pair of arms (3a). Thus, the steering arm (6), the tie rod (4), and the stub axle (3) are fixedly coupled together by the bolt (7). The above configuration of coupling the steering arm (6) with the tie rod (4) by means of the intermediate dowel ring (8) ensures that the stresses on the stub axle (3), the tie rod (4) and the steering arm (6) are reduced. The dowel ring (8) may be configured to take up the longitudinal and vertical loads subjected on the axle assembly (100). Further, the tensile load on the axle assembly (100) is borne by the bolt (7).
The arrangement of the stub axle (3) with the tie rod (4) and the steering arm (6) is further coupled to the axle (1) by means of the kingpin boss (2) on the axle (1) and the kingpin (5). The second holes (3c) on the arms (3a) of the axle (3) are aligned with the first hole (2a) on the kingpin boss (2) such that the second holes (3c) and the first holes (2a) extend along the same axis. Further, the kingpin (5) is inserted to extend through the second holes (3c) of the axle (3) and the first holes (2a) of the kingpin boss (2) for fixedly connecting the stub axle (3) with the kingpin boss (2) of the axle (1). The cotter pin [not shown] may also be inserted through the cotter pin hole (9) for connecting the kingpin (5) with the kingpin boss (2). The above configuration of the axle (1) with the inclination of the kingpin boss (2) along the wheel axis (A-A) and the vertical axis (B-B) eliminates the need usage of additional plates for imparting the caster and camber to the wheels of the vehicle.
Equivalents
With respect to the use of substantially any plural and/or singular terms, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is

appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth for sake of clarity.
It will be understood by those within the art that, in general, terms used, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities

of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
While various aspects and embodiments have been disclosed, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.
Referral Numerals:

Description Referral numerals
Axle 1
First section 1a
Seconds section 1b
Third section 1c
Kingpin boss 2
First hole 2a
Stub axle 3
Arm 3a
End 3b
Second hole 3c
Third hole 3d
Tie rod 4
Fourth hole 4a
Kingpin 5
Steering arm 6
Fifth hole 6a
Bolt 7
Dowel ring 8
Cotter pin hole 9
Circular lug 10
Protrusion 11
Axle assembly 100

We Claim:
1. An axle assembly (100) for a vehicle, the axle assembly (100) comprising:
an axle (1), defined with a kingpin boss (2) at each ends, wherein each of the kingpin boss (2) being aligned about a wheel axis (A-A) of the axle (1);
a stub axle (3) connectable to the axel (1) about each of the kingpin boss (2), the stub axle (3) being defined with a pair of arms (3a);
a tie rod (4) coupled to an end (3b) of the pair of arms (3a), wherein the tie rod (4) extends in a direction perpendicular to the wheel axis (A-A); and
a steering arm (6) coupled to the stub axel (3) through the tie rod (4), wherein at least a portion of the steering arm (6) is structured to extend below the wheel axis (A-A).
2. The axle assembly (100) as claimed in claim 1, wherein the axle (1) is defined with a first section (1a) at a first pre-determined height (H1) from the wheel axis (A-A) of the axle (1).
3. The axle assembly (100) as claimed in claim 1, wherein the axle (1) is defined with a second section (1b) extending from each ends of the first section (1a), the second section (1b) being defined at a second pre-determined height (H2) from the wheel axis (A-A) and above the first section (1a).
4. The axle assembly (100) as claimed in claim 1, wherein the axle (1) is defined by a third section (1c) extending from the second section (1b) and a free end of the third section (1c) is defined by the kingpin boss (2).
5. The axle assembly (100) as claimed in claim 1, wherein each of the kingpin boss (2) is defined with a first hole (2a) and each of the pair of arms (3a) of the stub axle (3) is defined with a second hole (3c) extending along a vertical axis (B-B) of the axle (1), wherein the stub axle (3) is coupled with the kingpin boss (2) by a kingpin (5) accommodated in the first hole (2a) and the second hole (3c).
6. The axle assembly (100) as claimed in claim 1, wherein the end (3b) of the pair of arms (3a) is defined with at least one third hole (3d) extending along the wheel axis (A-A) of the axle (1).

7. The axle assembly (100) as claimed in claim 1, wherein one of the ends of the tie rod (4) are defined by at least one fourth hole (4a) and the steering arm (6) is defined by at least one fifth hole (6a), wherein the at least one fourth hole (4a) and the at least one fifth hole (6a) are aligned on a common plane (ZZ) for connecting the steering arm (6) to the stub axel (3) through the tie rod (4).
8. The axle assembly (100) as claimed in claim 1, comprising at least one bolt (7) extending through the at least one fifth hole (6a) of the steering arm (6), the at least one fourth hole (4a) of the tie rod (4) and the at least one third hole (3d) of the pair of arms (3a) for coupling the steering arm (6), the tie rod (4), and the stub axle (3).
9. The axle assembly (100) as claimed in claim 1, comprising at least one dowel ring (8) positioned on a section where the steering arm (6) adjoins the tie rod (4).
10. The axle assembly (100) as claimed in claim 1, wherein kingpin boss (2) is aligned at a first pre-determined angle (X) from the vertical axis (B-B) of the axle (1), when viewed from a front view of the axel (1).
11. The axle assembly (100) as claimed in claim 1, wherein, the kingpin boss (2) is aligned at a second pre-determined angle (Y) from the wheel axis (A-A) of the axle (1), when viewed from a side view of the axel (1).