Method for improving axial movement of main ball seat of V-shaped thrust rod connected with flange

Abstract

A method for improving axial movement of a main ball seat of a flange connection V-shaped thrust rod is characterized in that the main ball seat adopts a metal ball joint, an outer spherical inner sleeve of the metal ball joint is pressed in a shell of the main ball seat of the V-shaped thrust rod, and an inner spherical outer sleeve is pressed on a mandrel of the main ball seat; the bottom of the outer spherical inner sleeve and the bottom of the inner spherical outer sleeve are limited and positioned by an inner hole step of a main ball seat shell of the V-shaped thrust rod and a lower step on a main ball seat mandrel respectively, and axial elastic compensation devices are arranged on the upper portion of the outer spherical inner sleeve and the upper portion of the inner spherical outer sleeve respectively. The axial clearance of the outer spherical inner sleeve and the inner spherical outer sleeve is eliminated through axial compensation of the axial elastic compensation device, and axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve during operation is prevented. The axial elastic compensation devices are arranged at the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve of the metal ball joint of the main ball seat, so that the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve during operation is eliminated, the structure is simple and practical, and the noise generated by the axial movement of the main ball seat can be effectively eliminated.

Description

Technical Field

[0001] The present invention relates to a method for improving the performance of the main ball seat of a V-type thrust rod in a heavy-duty truck, in particular to a method for improving the axial play of the main ball seat of a flange-connected V-type thrust rod; this method for improving the axial play of the main ball seat of a flange-connected V-type thrust rod can reduce the axial play of the inner and outer sleeves of the ball head of the main ball seat under heavy load and can effectively improve the load-bearing performance of the V-type thrust rod; it belongs to the technical field of heavy-duty truck suspensions. Background Art

[0002] The flange-type V-type thrust rod assembly is now widely used in heavy-duty trucks. It is generally arranged on the middle and rear axles of heavy-duty trucks and used in pairs. One end is hinged to the vehicle frame through a spherical pin, and the other end is installed on the axle and hinged to the axle through a spherical plain bearing. Its main function is to stabilize the axle, maintain the stable position of the axle, and at the same time overcome the disadvantage that the leaf spring can only transmit longitudinal and lateral forces and cannot transmit traction force, braking force and their corresponding reaction torques. Therefore, when the heavy-duty truck is overloaded, the V-type thrust rod can effectively and evenly distribute the impact load to the longitudinal beams at both ends of the vehicle body, reducing the impact on the axle housing and the chassis.

[0003] It plays an important role in the V-type thrust rod of heavy-duty trucks, mainly used to prevent the front and rear displacement of the middle and rear axles, as well as prevent the left and right displacement. The V-type thrust rod is usually arranged on the middle and rear axles of heavy-duty trucks and used in pairs; one end is hinged to the vehicle frame through a spherical pin, and the other end is installed on the axle and hinged to the axle through a spherical plain bearing. Its main function is to stabilize the axle, maintain the stable position of the axle, and at the same time overcome the disadvantage that the leaf spring can only transmit longitudinal and lateral forces and cannot transmit traction force, braking force and their corresponding reaction torques. The connection forms of the V-type thrust rod are mainly divided into two types: cross-pin connection and flange connection. For the V-type thrust rod with flange connection, the connection between its main ball seat and the axle is realized through a structure similar to a ball head. The main ball seat of this connection method is perpendicular to the axle; in heavy-duty trucks, from the perspective of the fulcrum, its force condition is relatively more balanced than that of the cross-pin connection, which ensures the stability of the flange connection. However, this connection method is mainly applicable to the situation where the up and down amplitude of the axle is not large. If the heavy-duty truck has a relatively large up and down swing arc, the phenomenon of up and down play of the inner and outer sleeves of the ball head in the main ball seat will occur. This will not only accelerate the wear of the main ball seat assembly, resulting in a decline in the performance of the entire assembly and a significant reduction in service life, but also easily generate noise when it starts to loosen. Therefore, it is very necessary to improve this.

[0004] Through querying and retrieving, no same technical reports were found, only technical literature in related fields. The closest ones are as follows: 1. An invention patent with the patent number CN201880055244.6, titled "Central Joint for a Three-Point Linkage", and the applicant is ZF Friedrichshafen AG. This patent discloses a central joint with a disconnection prevention mechanism. The central joint has a housing that is rotatably and pivotally supported relative to the shaft connection part of the central joint through a ball-and-socket joint. The central joint also has a disconnection prevention mechanism that acts as a stop. This disconnection prevention mechanism extends perpendicular to the central axis of the shaft connection part and prevents the separation of the housing and the shaft connection part in the event of the failure of the ball-and-socket joint. In this patent, a typical main ball seat structure of a flange-type V-thrust rod is disclosed. In the literature disclosed in this patent, the inner and outer sleeves of the ball head are respectively sleeved on the core shaft or in the housing. The inner sleeve is only sleeved on the core shaft through a tight fit, and the outer sleeve is press-fitted into the ball head outer sleeve hole of the housing. Although there is a retaining ring shown as a stop in the figure, there is no textual description, and it can be understood as an ordinary axial retaining ring for a hole. Moreover, in this structure, not only is the inner sleeve prone to loosening during operation under severe jolts, but although this patent proposes a disconnection prevention mechanism provided at the upper part, the up-and-down movement in the initial loosening state cannot be eliminated, which will lead to a huge noise during operation. Regarding the outer ring, although there is an axial retaining ring, if it is an ordinary axial retaining ring, there will also be axial play, which is also very likely to cause the outer sleeve to move up and down in the hole of the housing, generating a huge noise.

[0005] 2. Patent document DE112006000910T5 discloses a main ball seat structure of a flange-type V-type thrust rod, the inner and outer sleeves of the main ball seat lack effective axial stops, and only have an anti-disengagement mechanism of a central joint, which is constructed as a transverse lock and is called a stop element. The central joint has a ball and socket joint and is connected to a rigid shaft. The transverse lock is only oriented in the transverse direction of the vehicle; that is, it is only oriented in a single spatial direction. Although a movable space is provided in this way, the movable space prevents the transverse lock from colliding with adjacent components when the structural height of the central joint is low, especially when the rigid shaft has strong compression and / or rebound movement. However, if the transverse lock is used as a stop after the connection between the inner ring and the outer ring of the ball and socket joint is loose, then this method is at the expense of the safety of the central joint separation. In this case, the separation of the central joint can only be prevented by the two ends of the transverse lock when there is no swing deflection angle of the central joint. If, on the other hand, the central joint deflects due to the rocking motion, the chassis forces that attempt to separate the central joint must be absorbed completely by only the single end of the transverse lock. If this single effective end of the transverse lock that prevents separation of the central joint is then subjected to additional loads in addition to the normal operating loads that occur during driving, for example due to special events such as running over a curb, this can cause the single effective end to bend completely or even break. Such a shortened transverse lock can no longer prevent separation, since it is more likely to break away from the central joint during further driving, and thus the aforementioned problem cannot be solved.

[0006] 3. Patent No. CN200720062370.3 discloses a V-type thrust rod for automobile suspension, including two riveted ball heads, a V-type ball head, two sleeves, and a flange mounting seat. One end of the two sleeves is respectively connected to a riveted ball head, and the other end is simultaneously connected to a V-type ball head. The riveted ball head is a pin-type rubber joint structure, and the V-type ball head is a pin-hole type rubber joint structure. The V-type thrust rod, the riveted ball head, the V-type ball head, and the sleeve are assembled by hot riveting. The pin-type rubber joint and the pin-hole rubber joint are pressed into the riveted ball head and the V-type ball head respectively by axial pre-compression; the pre-compression amount of the rubber joint is adjusted by the gasket to adjust the stiffness performance of the rubber joint; the elastic retaining ring is used through the hole to prevent the rubber joint from axially disengaging; the flange mounting seat is fixed to the V-type ball head mounting seat on the drive axle by bolts, and the flange mounting seat cooperates with the conical surface of the pin-hole rubber joint at the end of the V-type ball head through a 1:10 taper to achieve rotation and swinging at a certain torque within a certain angle, which is convenient for transmitting forces in all directions. However, this technical solution still relies solely on ordinary axial retaining rings to limit the axial position of the outer jacket, and the problem of up and down movement mentioned above still exists.

[0007] All of the above patents relate to engine mounts and propose improvements to automotive mounts from a structural aspect. Among them, CN201880055244.6 is the closest technical solution, but none of these improved technical solutions effectively solve the problem of axial movement of the inner and outer sleeves of the main ball seat during operation; therefore, further research and improvement are still needed. Summary of the Invention

[0008] The technical problem to be solved by the present invention is to provide an improvement method for the axial movement of the main ball seat of a flange-connected V-type thrust rod and a main ball seat manufactured according to this method, which can reduce the axial movement of the inner and outer sleeves of the ball head under heavy load and effectively improve the bearing performance of the V-type thrust rod, aiming at the serious axial movement of the inner and outer sleeves of the main ball seat of the flange-connected V-type thrust rod, which is prone to generate noise and even cause disengagement.

[0009] The present invention is mainly realized through the following technical solutions: An improvement method for the axial movement of the main ball seat of a flange-connected V-type thrust rod. The main ball seat uses a metal ball joint. The outer spherical inner sleeve of the metal ball joint is press-fitted into the inner shell of the main ball seat of the V-type thrust rod, and the inner spherical outer sleeve is press-fitted onto the main ball seat core shaft. Among them, the bottoms of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively limited and positioned by the inner hole step of the inner shell of the main ball seat of the V-type thrust rod and the lower step on the main ball seat core shaft. Axial elastic compensation devices are respectively arranged on the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve. The axial compensation of the axial elastic compensation device is used to eliminate the axial clearance of the outer spherical inner sleeve and the inner spherical outer sleeve in the inner shell of the main ball seat of the V-type thrust rod and on the main ball seat core shaft, and prevent the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve during operation.

[0010] Further, the axial compensation of the axial elastic compensation device is used to eliminate the axial clearance of the outer spherical inner sleeve and the inner spherical outer sleeve in the inner shell of the main ball seat of the V-type thrust rod and on the main ball seat core shaft. The outer spherical inner sleeve and the inner spherical outer sleeve are respectively press-fitted into the inner hole of the inner shell of the main ball seat of the V-type thrust rod and onto the main ball seat core shaft. The lower parts of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively limited by the steps in the inner hole of the inner shell of the main ball seat of the V-type thrust rod and on the main ball seat core shaft. Axial elastic compensation devices are respectively arranged in the inner hole of the inner shell of the main ball seat of the V-type thrust rod and on the main ball seat core shaft at the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve. The axial elastic compensation device is provided with a self-locking elastic compensation stop that can axially adjust its position. The self-locking elastic compensation stop is obliquely clamped into the card slots arranged in the inner hole of the inner shell of the main ball seat of the V-type thrust rod and on the main ball seat core shaft in a self-locking manner, and the axial position is adjusted by the depth of obliquely entering the card slot, so as to eliminate the clearance between the self-locking elastic compensation stop and the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve, and prevent the noise caused by the up and down movement of the outer spherical inner sleeve and the inner spherical outer sleeve due to the clearance with the retaining ring during operation.

[0011] Further, the self-locking elastic compensation stopper is self-locked and obliquely clamped into the inner hole of the main ball seat housing of the V-shaped thrust rod and the card slot on the main ball seat core shaft. Wide slots are respectively opened at positions on the main ball seat core shaft or in the inner hole of the main ball seat housing of the V-shaped thrust rod above the outer spherical inner sleeve and the inner spherical outer sleeve. The width of the wide slot is greater than the thickness of the self-locking elastic compensation stopper. The upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are extended into the wide slots, and then the self-locking elastic compensation stopper is obliquely clamped into the wide slots at a radially self-locking slope. As the self-locking elastic compensation stopper is radially clamped into the wide slot, the self-locking elastic compensation stopper simultaneously moves axially downward until the lower end face of the stopper of the self-locking elastic compensation stopper closely adheres to the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve and stops, thereby eliminating the clearance between the self-locking elastic compensation stopper and the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve.

[0012] Further, when the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are extended into the wide slots, the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively closely attached to the steps on the inner hole of the main ball seat housing of the V-shaped thrust rod and the main ball seat core shaft when the outer spherical inner sleeve and the inner spherical outer sleeve are respectively installed on the main ball seat core shaft or in the inner hole of the main ball seat housing of the V-shaped thrust rod, and it is ensured that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are higher than the lower end faces of the wide slots in the inner hole of the main ball seat housing of the V-shaped thrust rod and on the main ball seat core shaft, so that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are extended into the inner surfaces of the wide slots in the inner hole of the main ball seat housing of the V-shaped thrust rod and on the main ball seat core shaft.

[0013] Further, ensuring that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are higher than the lower end faces of the wide slots in the inner hole of the main ball seat housing of the V-shaped thrust rod and on the main ball seat core shaft means that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve protrude 0.5 - 1.5 mm into the wide slots compared with the lower end faces of the wide slots in the inner hole of the main ball seat housing of the V-shaped thrust rod and on the main ball seat core shaft.

[0014] Further, when the self-locking elastic compensation stopper is obliquely clamped into the wide slot at a radially self-locking slope, the upper end face of the wide slot and the upper end face of the stopper of the self-locking elastic compensation stopper are in an inclined contact, and the slope of the inclined contact is the radially self-locking slope, ensuring that the force direction of the upper end face of the wide slot and the upper end face of the stopper of the self-locking elastic compensation stopper is such that the radial component force is always less than the radial elastic force of the self-locking elastic compensation stopper, so that the self-locking elastic compensation stopper always maintains a radially self-locking state of moving in the direction of being clamped into the wide slot and will not radially withdraw by itself.

[0015] Further, the oblique contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop means that at least a part of the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop is a self-locking inclined surface relative to the axis of the main ball seat, and the other opposite upper end surface is an arc surface. The contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop is the contact between the inclined surface and the arc surface, and the radius of curvature of the arc of the arc surface needs to be greater than 6 mm. The contact angle between the inclined surface and the arc surface is the self-locking angle, that is, the radial self-locking relative to the axis of the main ball seat.

[0016] Further, the contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop being the contact between the inclined surface and the arc surface means that the upper end surface of the wide groove is an inclined surface of the upper end surface arranged obliquely with respect to the axis of the main ball seat, so that when the self-locking elastic compensation stop is snapped into the wide groove, the arc angle of the upper end surface of the self-locking elastic compensation stop is in oblique contact with the inclined surface of the upper end surface of the wide groove, and it is ensured that the normal force at the contact point between the arc angle of the upper end surface of the self-locking elastic compensation stop and the inclined surface of the upper end surface of the wide groove forms a radial self-locking angle with the axis of the main ball seat; as the self-locking elastic compensation stop extends into the wide groove, the lower end surface of the self-locking elastic compensation stop gradually moves downward until it abuts against the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve, eliminating the clearance between the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve and the self-locking elastic compensation stop, and ensuring that the self-locking elastic compensation stop will not come out of the wide groove by itself during vehicle operation.

[0017] Further, the contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop being the contact between the inclined surface and the arc surface means that at least a section of the upper end surface of the self-locking elastic compensation stop is a retaining ring inclined surface, and the port of the upper end surface of the wide groove is a rounded port corner. When the self-locking elastic compensation stop is snapped into the wide groove, the rounded port corner is in contact with the retaining ring inclined surface of the self-locking elastic compensation stop, and it is ensured that the direction of the normal force at the contact point between the retaining ring inclined surface of the self-locking elastic compensation stop and the inclined surface of the rounded corner of the wide groove forms a radial self-locking angle with the axis of the main ball seat; as the self-locking elastic compensation stop extends into the wide groove, the lower end surface of the self-locking elastic compensation stop gradually moves downward until it abuts against the upper end surface of the outer spherical inner sleeve and / or the inner spherical outer sleeve, eliminating the clearance between the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve and the self-locking elastic compensation stop, and ensuring that the self-locking elastic compensation stop will not come out of the wide groove by itself during vehicle operation.

[0018] Furthermore, the contact between the upper end surface of the wide groove of the wide groove and the upper end surface of the stop of the self-locking elastic compensating stop is an inclined surface and an arc-shaped surface, which means that both the self-locking elastic compensating stop and the upper end surface of the wide groove of the wide groove have at least a section of an inclined surface, and the upper end surface of the stop of the self-locking elastic compensating stop has the same inclination as the upper end surface of the wide groove of the wide groove, forming an inclined sliding fitting surface, and the normal force of the contact of the formed inclined sliding fitting surface forms a radial self-locking angle with the axial direction of the main ball seat, ensuring that the self-locking elastic compensating stop will not automatically fall out of the wide groove during vehicle operation.

[0019] Furthermore, the self-locking angle is the angle between the normal force direction of the oblique contact between the upper end face of the wide groove of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop and the axis of the main ball seat, and the angle value is 5-14 degrees.

[0020] Beneficial effects of the present invention: The present invention provides axial elastic compensation devices on the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve of the flange-connected V-shaped thrust rod main ball seat, respectively. The axial elastic compensation devices automatically eliminate the axial clearance between the elastic stopper and the outer spherical inner sleeve and the inner spherical outer sleeve formed during the assembly and operation of the main ball seat, and can effectively eliminate the noise caused by the axial clearance between the elastic stopper and the outer spherical inner sleeve and the inner spherical outer sleeve, and can effectively prevent the axial movement of the main ball seat during operation, thereby improving the stability of operation. The main advantages are as follows: 1. The present invention respectively arranges axial elastic compensation devices on the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve, which can prevent the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve at the same time. In this way, the axial movement of both the outer spherical inner sleeve and the inner spherical outer sleeve can be eliminated, effectively avoiding the deficiency that the outer spherical inner sleeve only has a stopper to prevent the outer spherical inner sleeve from falling out, but has no stopper to prevent the axial movement. Only in this way can the axial movement of the entire main ball seat be effectively eliminated; 2. The present invention adopts a self-locking elastic compensation stopper and an elastic retaining ring that obliquely enters the slot, so that the axial clearance between the outer spherical inner sleeve, the inner spherical outer sleeve and the elastic retaining ring can be automatically compensated when the elastic retaining ring enters the slot, effectively eliminating the existing stopper that is only an axial stopper but cannot eliminate the axial clearance caused by processing accuracy or running wear; and through experimental research, it is found that this is crucial to eliminating the axial movement of the main ball seat. At present, the axial noise of many main ball seats is caused by the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve of the main ball seat. Therefore, only by effectively eliminating the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve of the main ball seat can the noise of the main ball seat be effectively eliminated; 3. The present invention adopts an inclined self-locking method for compensation. The upper end surface of the wide groove contacts the upper end surface of the self-locking elastic compensation stop at an inclined angle of the self-locking angle, and the radial component force of the contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop is always less than the elastic tension of the self-locking elastic compensation stop. This can effectively prevent the risk of the radial detachment of the self-locking elastic compensation stop and avoid the detachment of the self-locking elastic compensation stop during operation. 4. The present invention uses the contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop as the contact between an inclined surface and an arc surface, which can effectively reduce the resistance of the self-locking elastic compensation stop inserted into the wide groove, enabling the self-locking elastic compensation stop to quickly insert into the wide groove under the action of its own elastic force. Description of the Drawings

[0021] Figure 1 It is a schematic diagram of the closest structure of the existing flange-connected V-type thrust rod main ball seat; Figure 2 Schematic diagram of the overall structure of the present invention; Figure 3 Schematic diagram of the principle of the axial elastic compensation device of the present invention; Figure 4 Schematic diagram of the structure of the axial elastic compensation device of an embodiment of the present invention; Figure 5 Schematic diagram of the axial elastic compensation device of another embodiment of the present invention; Figure 6 Schematic diagram of the axial elastic compensation device of another embodiment of the present invention.

[0022] Explanation of the reference numerals in the drawings: 1. Outer spherical inner sleeve; 2. V-type thrust rod main ball seat housing; 3. Outer spherical inner sleeve 3; 4. Main ball seat core shaft; 5. Inner hole step; 6. Lower step; 7. Axial elastic compensation device; 8. Main ball seat; 9. Wide groove; 10. Self-locking elastic compensation stop; 11. Lower end surface of the stop; 12. Lower end surface of the wide groove; 13. Upper end surface of the wide groove; 14. Upper end surface of the stop; 15. Main ball seat axis; 16. Inner hole; 17. Arc contact surface; 18. Force application point; 19. Direction of the normal force. Detailed Embodiment

[0023] The following will describe the present invention in detail with reference to the drawings and specific embodiments.

[0024] As is known to those skilled in the art, the main spherical seat of the V-type thrust rod is a component in the vehicle body that bears a large amount of force. Especially when driving on a complex and uneven road surface, the vehicle swings greatly, and it is necessary to prevent the front and rear displacement of the middle and rear axles and the left and right displacement through the V-type thrust rod. In this way, a large torsional force will be generated on the main spherical seat of the V-type thrust rod, which will easily cause the up-and-down movement force of the outer spherical inner sleeve and the inner spherical outer sleeve of the metal joint of the main spherical seat of the V-type thrust rod. If the outer spherical inner sleeve and the inner spherical outer sleeve become loose, it will cause the axial movement of the main spherical seat. When the axial movement of the main spherical seat is severe, it will cause the outer spherical inner sleeve or the inner spherical outer sleeve of the metal joint of the main spherical seat of the V-type thrust rod to fall off, that is, axially slide out. Even if it is blocked by a stop and does not fall off, it will also generate a lot of noise due to the up-and-down axial movement, affecting the overall performance of the vehicle.

[0025] Through research on various solutions, the present invention has found a simplest but very effective method to eliminate the axial clearance between the outer spherical inner sleeve and the inner spherical outer sleeve of the metal joint of the main spherical seat of the V-type thrust rod and prevent the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve of the metal joint of the main spherical seat of the V-type thrust rod, that is, to automatically eliminate the axial clearance between the outer spherical inner sleeve and the inner spherical outer sleeve of the metal joint of the main spherical seat of the V-type thrust rod through an axial elastic compensation device, so as to effectively eliminate the noise generated by the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve of the metal joint of the main spherical seat of the V-type thrust rod. The following are several specific embodiments. Embodiment 1

[0026] This embodiment is a method for improving the axial movement of the main spherical seat of the flange-connected V-type thrust rod. The main spherical seat 8 of the flange-connected V-type thrust rod uses a metal spherical joint, and the inner spherical outer sleeve 1 of the metal spherical joint is press-fitted into the V-type thrust rod main spherical seat housing 2, and the outer spherical inner sleeve 3 is press-fitted onto the main spherical seat core shaft 4. Among them, the bottoms of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are respectively limited and positioned by the inner hole step 5 of the V-type thrust rod main spherical seat housing 2 and the lower step 6 on the main spherical seat core shaft 4. Axial elastic compensation devices 7 are respectively arranged on the upper parts of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3, and the axial compensation of the axial elastic compensation device 7 is used to eliminate the axial clearance between the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 in the V-type thrust rod main spherical seat housing 2 and on the main spherical seat core shaft 4, and prevent the axial movement of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 during operation.

[0027] Among them, the axial clearance between the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 in the V-shaped thrust rod main ball seat housing 2 and on the main ball seat core shaft 4 is eliminated by the axial compensation of the axial elastic compensation device 7. The inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are respectively press-fitted into the inner hole 16 of the V-shaped thrust rod main ball seat housing 2 and on the main ball seat core shaft 4. The lower parts of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are respectively limited by the steps in the inner hole 16 of the V-shaped thrust rod main ball seat housing 2 and on the main ball seat core shaft 4. Axial elastic compensation devices 7 are respectively arranged in the inner hole 16 of the V-shaped thrust rod main ball seat housing 2 and on the main ball seat core shaft 4 at the upper parts of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3. The axial elastic compensation device 7 is provided with a self-locking elastic compensation stop 10 capable of axially adjusting its position. The self-locking elastic compensation stop 10 is obliquely clamped into the card slots arranged in the inner hole 16 of the V-shaped thrust rod main ball seat housing 2 and on the main ball seat core shaft 4 in a self-locking manner, and the axial position is adjusted by the depth of obliquely entering the card slot, so as to eliminate the clearance between the self-locking elastic compensation stop 10 and the upper parts of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3, and prevent the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 from generating up-and-down coking noise due to the clearance with the retaining ring during operation.

[0028] Moreover, the self-locking elastic compensation stop 10 is obliquely clamped into the card slots arranged in the inner hole 16 of the V-shaped thrust rod main ball seat housing 2 and on the main ball seat core shaft 4 in a self-locking manner. Wide slots 9 are respectively opened at the positions above the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 on the main ball seat core shaft 4 or in the inner hole 16 of the V-shaped thrust rod main ball seat housing 2. The width of the wide slot 9 is greater than the thickness of the self-locking elastic compensation stop 10. The upper end faces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are extended into the wide slot 9, and then the self-locking elastic compensation stop 10 is obliquely clamped into the wide slot 9 with a radial self-locking slope. As the self-locking elastic compensation stop 10 is radially clamped into the wide slot 9, the self-locking elastic compensation stop 10 simultaneously moves axially downward until the stop lower end face 11 of the self-locking elastic compensation stop 10 closely adheres to the upper end faces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 and stops, so as to eliminate the clearance between the self-locking elastic compensation stop 10 and the upper end faces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3. And once there is a clearance between the self-locking elastic compensation stop 10 and any one of the upper end faces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 during operation, the self-locking elastic compensation stop 10 quickly moves inward under the action of its own elastic force, and at the same time axially makes up and eliminates the existing clearance downward. In this way, the noise during operation is completely avoided.

[0029] The inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are inserted into the wide groove 9. The inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are respectively installed on the main ball seat core shaft 4 or the inner hole 16 of the V-shaped thrust rod main ball seat shell 2. The inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are respectively tightly attached to the inner hole 16 of the V-shaped thrust rod main ball seat shell 2 and the step on the main ball seat core shaft 4, and the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are higher than the inner hole 16 of the V-shaped thrust rod main ball seat shell 2 and the main ball seat core shaft. The wide groove lower end surface 12 of the wide groove 9 makes the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 extend into 16 of the V-shaped thrust rod main ball seat shell 2 and the inner surface of the wide groove 9 on the main ball seat core shaft 4, leaving space for the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 to move downward. Once there is a gap (clearance) between the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 and the lower end surface of the self-locking elastic compensation stop 10, the self-locking elastic compensation stop 10 can continue to extend into the inner surface of the wide groove 9, and at the same time, the lower end surface of the self-locking elastic compensation stop 10 can also move axially downward.

[0030] The method for ensuring that the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 are higher than the inner hole 16 of the main ball seat shell 2 of the V-type thrust rod and the lower end surface 12 of the wide groove 9 on the main ball seat core shaft 4 is that the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 protrude into the wide groove 9 by a height H than the inner hole 16 of the main ball seat shell 2 of the V-type thrust rod and the lower end surface 12 of the wide groove 9 on the main ball seat core shaft 4, and H is 0.5-1.5mm; preferably H is 0.8-1mm; the required downward distance can be converted according to the errors that are easy to occur in processing and the wear clearance that may occur during operation, combined with the inclination of the self-locking inclined surface, and the height H is reserved.

[0031] The self-locking elastic compensating stopper 10 is inserted into the wide groove 9 with a radial self-locking slope, and the wide groove upper end surface 13 of the wide groove 9 and the stop upper end surface 14 of the self-locking elastic compensating stopper 10 are in oblique contact, and the oblique contact slope is a radial self-locking slope, ensuring that the force direction of the wide groove upper end surface 13 of the wide groove 9 and the stop upper end surface 14 of the self-locking elastic compensating stopper 10 is guaranteed to be the radial component force is always smaller than the radial elastic force of the self-locking elastic compensating stopper 10, so that the self-locking elastic compensating stopper 10 always maintains the radial self-locking state of moving in the direction of insertion into the wide groove 9 and will not automatically exit radially. It should be noted that this point needs to be fully paid attention to. If the angle is too small, the radial stroke of the self-locking elastic compensating stopper in the wide groove will be very long, and the depth of the wide groove cutting into the shell or the core shaft will be very deep, which will affect the strength of the shell or the core shaft; and if the angle is too large, the self-locking elastic compensating stopper cannot be self-locked, it is easy to radially disengage, and the elastic force required to go inward is insufficient.

[0032] The inclined contact between the upper end surface 13 of the wide groove 9 and the upper end surface 14 of the self-locking elastic compensation stopper 10 means that at least a part of one of the upper end surfaces of the upper end surface 13 of the wide groove 9 and the upper end surface 14 of the self-locking elastic compensation stopper 10 is a self-locking inclined surface relative to the axis of the main ball seat, that is, the inclined angle is the self-locking angle; and the other opposite upper end surface is an arc surface 17. The contact between the upper end surface 13 of the wide groove 9 and the upper end surface 14 of the self-locking elastic compensation stopper 10 is the contact between an inclined surface and an arc surface, and the radius of curvature of the arc of the arc surface 17 needs to be greater than 6 mm. The contact angle between the inclined surface and the arc surface is the self-locking angle, that is, the radial self-locking relative to the axis 15 of the main ball seat; in this way, through the contact between the arc surface and the inclined surface, when the self-locking elastic compensation stopper 10 is inserted, the frictional resistance can be reduced, and self-locking can be maintained, so as to ensure that the self-locking elastic compensation stopper is inserted into the wide groove under the action of the elastic force.

[0033] And the contact between the upper end surface 13 of the wide groove 9 and the upper end surface 14 of the self-locking elastic compensation stopper 10 being the contact between an inclined surface and an arc surface means that the upper end surface 13 of the wide groove 9 is an inclined surface of the upper end surface arranged obliquely with respect to the axis of the main ball seat, so that when the self-locking elastic compensation stopper 10 is inserted into the wide groove 9, the arc angle of the upper end surface 14 of the self-locking elastic compensation stopper 10 is in inclined contact with the inclined surface of the upper end surface 13 of the wide groove 9, and it is ensured that the normal force direction 19 of the contact point 18 between the arc angle of the upper end surface 14 of the self-locking elastic compensation stopper 10 and the inclined surface of the upper end surface 13 of the wide groove 9 forms a radial self-locking angle with the axial direction of the main ball seat; as the self-locking elastic compensation stopper 10 extends into the wide groove 9, the lower end surface 11 of the self-locking elastic compensation stopper 10 gradually moves downward until the lower end surface 11 abuts against the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3, eliminating the clearance between the upper end surfaces of the inner spherical outer sleeve 1 and the outer spherical inner sleeve 3 and the self-locking elastic compensation stopper 10, ensuring that the self-locking elastic compensation stopper 10 will not come out of the wide groove 9 by itself during the operation of the vehicle.

[0034] Moreover, the self-locking angle a is the included angle between the normal force direction of the inclined contact between the upper end surface 13 of the wide groove 9 and the upper end surface 14 of the self-locking elastic compensation stopper 10 and the axis of the ball head, and the angle value is 5 - 14 degrees; preferably, 8 - 12 degrees is the best; when it is greater than 14 degrees, it is difficult to achieve self-locking, and the stability of the self-locking elastic compensation stopper 10 will be greatly affected. Embodiment 2

[0035] The principle of the second embodiment is the same as that of the first embodiment, except for the structural differences. Specifically, the upper end surface 217 of the wide groove 209 in the second embodiment contacts the upper end surface 214 of the self-locking elastic compensation stop 210, where at least a section of the upper end surface 214 of the self-locking elastic compensation stop 210 is a retaining ring inclined surface 213, and the port of the upper end surface 217 of the wide groove 209 is a circular arc-shaped port fillet 220. When the self-locking elastic compensation stop 210 is snapped into the wide groove 209, the port fillet 220 contacts the retaining ring inclined surface 213 of the self-locking elastic compensation stop 210, and it is ensured that the normal force direction at the contact point between the upper end surface 214 of the self-locking elastic compensation stop 210 and the arc-shaped inclined surface of the upper end surface 217 of the wide groove forms a radial self-locking angle with the axis of the main ball seat. As the self-locking elastic compensation stop 210 extends into the wide groove 209, the lower end surface 211 of the self-locking elastic compensation stop 210 gradually moves downward until the lower end surface 211 abuts against the upper end surface of the outer spherical inner sleeve 201 and / or the inner spherical outer sleeve 202, eliminating the clearance between the upper end surface of the outer spherical inner sleeve 201 and the inner spherical outer sleeve 202 and the self-locking elastic compensation stop 210, ensuring that the self-locking elastic compensation stop 210 will not come out of the wide groove 209 during vehicle operation.

[0036] Moreover, the self-locking angle is the included angle between the normal force direction at the inclined contact point between the upper end surface 217 of the wide groove and the upper end surface 214 of the self-locking elastic compensation stop and the axis of the main ball seat, and the angle value is 8 - 12 degrees.

[0037] The others are the same as those in the first embodiment. The Third Embodiment

[0038] The principle of the third embodiment is the same as that of the first embodiment, except for the structural differences. Specifically, at least a section of the upper end surface 317 of the wide groove 309 in the inner hole of the main ball seat housing of the V-type thrust rod and on the main ball seat core shaft and the upper end surface 314 of the self-locking elastic compensation stop 310 are both inclined surfaces, namely the wide groove inclined surface 319 and the stop inclined surface 320 respectively, and the slopes of the wide groove inclined surface 319 and the stop inclined surface 320 are the same, forming an inclined sliding fit surface. And the normal force of the formed inclined sliding fit surface contact forms a radial self-locking angle with the axis of the main ball seat, ensuring that the self-locking elastic compensation stop will not come out of the wide groove during vehicle operation. When the self-locking elastic compensation stop 310 extends into the wide groove 309, the lower end surface 311 of the self-locking elastic compensation stop 310 gradually moves downward until the lower end surface 311 abuts against the upper end surface 321 of the outer spherical inner sleeve and / or the inner spherical outer sleeve, eliminating the clearance between the upper end surface 321 of the outer spherical inner sleeve and the inner spherical outer sleeve and the self-locking elastic compensation stop 310, ensuring that the self-locking elastic compensation stop 310 will not come out of the wide groove 309 during vehicle operation.

[0039] The self-locking angle is the angle between the normal force direction of the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stopper in oblique contact with the axis of the main ball seat, and the angle value is 5-14 degrees.

[0040] The rest is the same as the first embodiment.

[0041] It should be noted that the above-listed embodiments are only used to clearly and completely describe the technical solutions of the present invention in combination with the accompanying drawings; obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments, and the terms such as "upper", "lower", "front", "back", "middle" and so on quoted in this specification are only for the convenience of description, and are not used to limit the scope of the present invention. The change or adjustment of their relative relationship should also be regarded as the scope of the present invention without substantial change in the technical content. At the same time, the structure, proportion, size, etc. illustrated in the drawings of the specification are only used to match the content disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no substantial technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the effect and purpose that can be achieved by the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the present invention.

[0042] Beneficial effects of the present invention: The present invention provides axial elastic compensation devices on the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve of the flange-connected V-shaped thrust rod main ball seat, respectively. The axial elastic compensation devices automatically eliminate the axial clearance between the elastic stopper and the outer spherical inner sleeve and the inner spherical outer sleeve formed during the assembly and operation of the main ball seat, and can effectively eliminate the noise caused by the axial clearance between the elastic stopper and the outer spherical inner sleeve and the inner spherical outer sleeve, and can effectively prevent the axial movement of the main ball seat during operation, thereby improving the stability of operation. The main advantages are as follows: 1) The present invention respectively arranges axial elastic compensation devices on the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve, which can prevent the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve at the same time. In this way, the axial movement of both the outer spherical inner sleeve and the inner spherical outer sleeve can be eliminated, effectively avoiding the deficiency that the outer spherical inner sleeve only has a stopper to prevent the outer spherical inner sleeve from falling out, but has no stopper to prevent the axial movement. Only in this way can the axial movement of the entire main ball seat be effectively eliminated; 2) The present invention adopts a self-locking elastic compensation stopper and an elastic retaining ring that obliquely enters the slot, so that the axial clearance between the outer spherical inner sleeve, the inner spherical outer sleeve and the elastic retaining ring can be automatically compensated when the elastic retaining ring enters the slot, effectively eliminating the existing stopper that is only an axial stopper but cannot eliminate the axial clearance caused by machining accuracy or running wear; and through experimental research, it is found that this is crucial to eliminating the axial movement of the main ball seat. At present, the axial noise of many main ball seats is caused by the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve of the main ball seat. Therefore, only by effectively eliminating the axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve of the main ball seat can the noise of the main ball seat be effectively eliminated; 3) The present invention adopts an oblique self-locking method for compensation. The upper end surface of the wide groove contacts the upper end surface of the self-locking elastic compensation stop in an oblique contact at a self-locking angle. The radial component of the contact between the upper end surface of the wide groove and the upper end surface of the stop of the self-locking elastic compensation stop is always smaller than the elastic tension of the self-locking elastic compensation stop. This can effectively prevent the risk of radial disengagement of the self-locking elastic compensation stop and avoid disengagement of the self-locking elastic compensation stop during operation. 4) The present invention adopts the contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensating stop as the contact between the inclined surface and the arc surface, which can effectively reduce the resistance of the self-locking elastic compensating stop inserted into the wide groove, so that the self-locking elastic compensating stop can be quickly inserted into the wide groove under the action of its own elastic force.

Claims

1. A method for improving the axial end play of the main ball seat of a flange-connected V-type thrust rod. The main ball seat uses a metal ball joint, and the outer spherical inner sleeve of the metal ball joint is press-fitted into the housing of the main ball seat of the V-type thrust rod, and the inner spherical outer sleeve is press-fitted onto the main ball seat core shaft. It is characterized in that: The bottom parts of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively limited and positioned by the inner hole step of the V-type thrust rod main ball seat housing and the lower step on the main ball seat mandrel. Axial elastic compensation devices are respectively arranged on the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve. The axial clearance between the outer spherical inner sleeve and the inner spherical outer sleeve is eliminated by the axial compensation of the axial elastic compensation device, preventing the axial displacement of the outer spherical inner sleeve and the inner spherical outer sleeve during operation.

2. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 1, characterized in that: The axial clearance between the outer spherical inner sleeve and the inner spherical outer sleeve in the V-type thrust rod main ball seat housing and on the main ball seat mandrel is eliminated by the axial compensation of the axial elastic compensation device. The outer spherical inner sleeve and the inner spherical outer sleeve are respectively press-fitted into the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel. The lower parts of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively limited by the steps in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel. Axial elastic compensation devices are respectively arranged in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel at the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve. The axial elastic compensation device is provided with a self-locking elastic compensation stop that can axially adjust its position. The self-locking elastic compensation stop is obliquely clamped into the card slots arranged in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel in a self-locking manner, and the axial position is adjusted by the depth of the oblique entry into the card slot, thereby eliminating the clearance between the self-locking elastic compensation stop and the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve, preventing the up and down displacement noise of the outer spherical inner sleeve and the inner spherical outer sleeve during operation due to the clearance with the retaining ring.

3. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 2, wherein: The self-locking elastic compensation stop is obliquely clamped into the card slots arranged in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel in a self-locking manner. Wide slots are respectively opened at the positions on the main ball seat mandrel or in the inner hole of the V-type thrust rod main ball seat housing at the upper parts of the outer spherical inner sleeve and the inner spherical outer sleeve. The width of the wide slot is greater than the thickness of the self-locking elastic compensation stop. The upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are extended into the wide slots, and then the self-locking elastic compensation stop is obliquely clamped into the wide slots with a radial self-locking slope. As the self-locking elastic compensation stop is radially clamped into the wide slot, the self-locking elastic compensation stop simultaneously moves axially downward until the stop lower end face of the self-locking elastic compensation stop closely adheres to the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve and stops, thereby eliminating the clearance between the self-locking elastic compensation stop and the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve.

4. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 3, characterized in that: The upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are extended into the wide slots. When the outer spherical inner sleeve and the inner spherical outer sleeve are respectively installed on the main ball seat mandrel or in the inner hole of the V-type thrust rod main ball seat housing, the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively closely attached to the steps in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel, and it is ensured that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are higher than the lower end faces of the wide slots in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel, so that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are extended into the inner surfaces of the wide slots in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat mandrel.

5. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 4, characterized in that: It is stated that the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve are higher than the lower end face of the wide groove in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat core shaft, and the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve protrude into the wide groove by 0.5 - 1.5 mm compared to the lower end face of the wide groove in the inner hole of the V-type thrust rod main ball seat housing and on the main ball seat core shaft.

6. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 3, characterized in that: It is stated that the self-locking elastic compensation stop is obliquely inserted into the wide groove with a radial self-locking slope, which means that the upper end face of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop are in an oblique contact, and the slope of the oblique contact is the radial self-locking slope. It is ensured that the force direction of the upper end face of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop is such that the radial component force is always less than the radial elastic force of the self-locking elastic compensation stop, so that the self-locking elastic compensation stop always maintains a state of moving in the direction of being inserted into the wide groove and will not radially withdraw by itself.

7. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 6, characterized in that: It is stated that the upper end face of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop being in an oblique contact means that at least a part of the upper end face of the upper end face of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop is a self-locking inclined plane relative to the axis of the main ball seat, and the opposite upper end face is an arc surface. The contact between the upper end face of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop is the contact between the inclined plane and the arc surface, and the radius of curvature of the arc of the arc surface needs to be greater than 6 mm. The contact angle between the inclined plane and the arc surface is the self-locking angle, that is, the radial self-locking relative to the axis of the main ball seat.

8. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 7, characterized in that: It is stated that the contact between the upper end face of the wide groove and the upper end face of the stop of the self-locking elastic compensation stop being the contact between the inclined plane and the arc surface means that the upper end face of the wide groove is the inclined plane of the upper end face of the stop arranged obliquely with respect to the axis of the main ball seat, so that when the self-locking elastic compensation stop is inserted into the wide groove, the arc angle of the upper end face of the stop of the self-locking elastic compensation stop is in oblique contact with the inclined plane of the upper end face of the wide groove, and it is ensured that the normal force at the contact point between the arc angle of the upper end face of the stop of the self-locking elastic compensation stop and the inclined plane of the upper end face of the wide groove forms a radial self-locking angle with the axis of the main ball seat; as the self-locking elastic compensation stop extends into the wide groove, the lower end face of the stop of the self-locking elastic compensation stop gradually moves downward until it abuts against the upper end face of the outer spherical inner sleeve and / or the inner spherical outer sleeve, eliminating the clearance between the upper end faces of the outer spherical inner sleeve and the inner spherical outer sleeve and the self-locking elastic compensation stop, ensuring that the self-locking elastic compensation stop will not come out of the wide groove by itself during vehicle operation.

9. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 7, characterized in that: The upper end surface of the wide groove contacts with the upper end surface of the self-locking elastic compensation stop, which is the contact between an inclined surface and an arc surface. It means that at least a section of the upper end surface of the self-locking elastic compensation stop is a retaining ring inclined surface, and the port of the upper end surface of the wide groove is a round-arc port fillet. When the self-locking elastic compensation stop is snapped into the wide groove, the port fillet contacts with the retaining ring inclined surface of the self-locking elastic compensation stop, and it is ensured that the normal force direction of the contact point between the retaining ring inclined surface of the self-locking elastic compensation stop and the arc angle of the wide groove forms a radial self-locking angle with the axis of the main ball seat; as the self-locking elastic compensation stop extends into the wide groove, the lower end surface of the self-locking elastic compensation stop gradually moves downward until it abuts against the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve, eliminating the clearance between the upper end surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve and the self-locking elastic compensation stop, and ensuring that the self-locking elastic compensation stop will not come out of the wide groove by itself during vehicle operation.

10. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 7, characterized in that: The contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop is the contact between an inclined surface and an arc surface, which means that at least a section of both the self-locking elastic compensation stop and the upper end surface of the wide groove is an inclined surface, and the slopes of the upper end surface of the self-locking elastic compensation stop and the upper end surface of the wide groove are the same, forming an inclined sliding fit surface. And the normal force of the formed inclined sliding fit surface contact forms a radial self-locking angle with the axis of the main ball seat, ensuring that the self-locking elastic compensation stop will not come out of the wide groove by itself during vehicle operation.

11. The method for improving the axial end play of the main ball seat of the flange-connected V-type thrust rod according to claim 8, 9 or 10, characterized in that: The self-locking angle is the included angle between the normal force direction of the inclined contact between the upper end surface of the wide groove and the upper end surface of the self-locking elastic compensation stop and the axis of the main ball seat, and the angle value is 5 - 14 degrees.

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