Swinging thrust rod

Abstract

The application discloses a swing type thrust rod and belongs to the technical field of automobile rear integral axle suspension thrust rod. The middle main rod middle section of the thrust rod is a straight rod, reverse symmetrical folding bending structures are arranged at both ends of the straight rod, swing hinged ball heads are assembled towards each other on the inner sides of the folding bending structures, and the main rod is connected with a lifting lug through the ball head hinged thrust rod. In a top view, the lifting lug and the middle main rod are coaxial and linear, the middle main rod can be tilted and rotated in a vertical plane when the suspension jumps, and no lateral deviation occurs. The application can directly replace the original vehicle thrust rod in situ without modifying the chassis, can improve the problem of rear axle shaking under the bumpy working condition of the traditional thrust rod, can reserve a large suspension jump stroke, and can balance the daily commuting comfort and the off-road performance.

Description

Technical Field

[0001] This invention belongs to the field of automotive rear solid axle suspension thrust rod technology, specifically involving a swing-type thrust rod structure that can be replaced without damage to the original vehicle, adapts to minor bumps, and balances daily commuting comfort with extreme off-road reliability. Background Technology

[0002] Hardcore off-road vehicles, light passenger vehicles, and some family SUVs equipped with solid rear axle suspensions generally use thrust rods to limit the lateral displacement of the rear axle relative to the vehicle body, ensuring lateral stability during vehicle operation. Traditional straight-rod thrust rods consist of a rigid straight rod with rubber bushings at both ends. When the vehicle travels over speed bumps, undulating dirt roads, or slightly asymmetrical bumpy surfaces, the rear axle, constrained by the rigid straight rod's geometry, moves along an arc-shaped trajectory with the suspension's bounce, resulting in lateral shifting and repositioning of the rear axle, affecting ride comfort. Increasing the deformation of the rubber bushings to alleviate this bounce interference reduces lateral limiting stiffness, leading to decreased high-speed stability. Watt's linkage is also a lateral limiting mechanism available for solid rear axle suspensions, offering good control over the rear axle's motion trajectory, but its effective suspension travel is relatively small. Currently, most mainstream hardcore solid rear axle off-road vehicles on the market use Panhard linkages (thrust rods) as their lateral limiting mechanism. It is evident that the existing lateral limiting structure of the integral bridge suspension cannot simultaneously balance daily driving comfort, lateral stiffness, and suspension travel. Summary of the Invention

[0003] The purpose of this invention is to provide a swing-type thrust rod, solving the problem of rear axle swaying during minor bumps in traditional straight thrust rods, achieving multiple technical effects such as non-destructive direct installation on the original vehicle, improved daily commuting comfort, and preservation of extreme off-road performance. To achieve the above objectives, this invention adopts the following technical solution: A swing-type thrust rod, comprising a single thrust rod with a central main rod and two thrust rod connecting lugs located at both ends of the main rod; from a top-down view, the assembly centers of the two lugs are coaxially aligned with the main rod's central straight section, ensuring a straight and stable assembly reference for the entire vehicle; the central section of the main rod is a single, straight rod body, with only the left and right ends featuring a reverse symmetrical folding and bending structure, the left end bending to the left and the right end bending to the right, with opposite bending directions and symmetrical arrangement at both ends; the inner area of ​​each end's bend... The axle is equipped with two swing-hinged ball joints. The two ball joints at the same end are installed facing inwards and matched with the reverse bending angle of the end. This provides sufficient travel for the vertical swing and rotation of the central straight rod, preventing swing jamming and stiffness. The lugs at both ends are hinged to the ball joints through paired hinge holes to form a double-point parallel limiting structure, which completely restricts the lateral movement of the rear axle and releases the adaptive swing freedom of the central straight rod. The lugs are equipped with rubber bushings on the outside, which perfectly match the original vehicle's thrust rod mounting holes, allowing direct alignment with the original vehicle's rear axle and body frame. Beneficial effects

[0004] This invention offers a seamless, non-destructive replacement of the original vehicle's thrust rod, boasting exceptional versatility and a very low modification threshold. The overall mounting holes, distances, and assembly standards perfectly align with the original thrust rod dimensions, eliminating the need for welding brackets, chassis modifications, drilling, or any alterations to the original vehicle structure. The original thrust rod can be directly removed for in-situ replacement. It is easy to install, widely compatible with various vehicle models, enjoys high user acceptance, and has strong mass production and widespread adoption potential.

[0005] Significantly improving vehicle comfort for highway commuting: Targeting high-frequency driving scenarios such as daily paved road driving, urban commuting, national highway driving, speed bump driving, and slightly undulating road surfaces, this invention completely eliminates the problems of traditional thrust rod rear axle swaying, bumpy ride, and vehicle body shaking by adaptive swing compensation of the intermediate rod, significantly improving the vehicle's driving quality and ride comfort on flat roads.

[0006] The suspension is level and flat, with no lateral misalignment, resulting in high driving stability whether the suspension is stationary or experiencing vertical movement. From a top-down view, the end hangers and the central main rod always remain coaxial and straight, without bending or misalignment in the left or right direction, ensuring stable lateral limiting performance. When stationary and viewed from the rear of the vehicle, the side hangers, the central main rod, and the rear axle side hangers are all on the same horizontal straight line.

[0007] The ball joint and end caps are bent in the opposite direction, with a unique non-jamming swing function. The reverse bending at both ends creates space for the inner assembly. When the ball joints are installed in opposite directions, the height of the rear axle side hanger remains basically unchanged with the rear axle when the suspension bounces. The body side hanger rises and falls with the body, driving the central main rod to pitch and rotate in the vertical plane to compensate for displacement. The movement only occurs in the vertical direction, and the lateral direction always remains straight. The structure is free from interference, has no binding force, and has sufficient travel.

[0008] The hinged structure is reliable and has good durability. All components of this invention are rigidly hinged, which can effectively reduce the risk of ball head wear, abnormal noise, looseness and failure, and the structure has good durability.

[0009] Dual-condition adaptive operation, balancing comfort and everyday minor bumps during off-road driving: The smooth rotation of the inward-facing ball joints at both ends drives the central straight rod to rotate and swing, actively compensating for minor suspension bounces and displacements. Prioritizing the movement of the central mechanism, the rubber bushings at both ends are kept as stable as possible, thoroughly optimizing commuting comfort. Extreme cross-axle and long-travel off-road conditions: When the central main rod reaches its mechanical limit, the central swing mechanism ceases its compensation function. The large-travel load of the suspension is borne by the flexible deformation of the rubber bushings at both ends, fully preserving the long-travel cushioning and extreme off-road capabilities of a traditional thrust rod. Attached Figure Description

[0010] Figure 1 Overall assembly diagram of the invention; Figure 2Overall top view and rear side view of the invention; Figure 3 Schematic diagram of the structure of this invention (exploded or disassembled); Figure 4 Schematic diagram of the suspension being stretched and raised during vehicle installation; Figure 5 Diagram showing the suspension in compressed state when mounted on a vehicle.

[0011] Explanation of reference numerals in the attached diagram: Thrust rod middle main rod (1); swing hinge ball head (2); thrust rod connecting lug (3); rubber bushing (4); lug hinge hole (5). Detailed Implementation

[0012] The invention will be further described in detail below with reference to the accompanying drawings. The invention includes a single thrust rod intermediate main rod (1), two thrust rod connecting lugs (3), four swing hinge ball heads (2), and two sets of rubber bushings (4); the lug hinge holes (5) are opened on the thrust rod connecting lugs (3). The main rod body is a straight rod, with only the two ends being symmetrically bent in opposite directions. The swing hinge ball heads (2) are arranged on the inside of the bend and installed facing each other inward. The assembly hole positions and center distance of the thrust rod connecting lugs (3) at both ends of the invention are completely aligned with the original factory standard, realizing in-situ non-destructive replacement installation without any chassis modification. Overall motion relationship description: From a top view, throughout the entire process of the vehicle being stationary and the suspension jumping, the two thrust rod connecting lugs (3) and the thrust rod intermediate main rod (1) always maintain a coaxial straight line, without left or right offset, and without changing the lateral reference. From a rear-view perspective, all components are on the same horizontal line when stationary. When the suspension bounces, the height of the rear axle side thrust rod connecting lug (3) remains unchanged with the rear axle, and the body side thrust rod connecting lug (3) rises and falls with the body. It is hinged by the swing hinge ball joint (2), and the middle main rod (1) of the thrust rod pitches and rotates in the vertical plane to adaptively compensate for the suspension bounce. Figure 4 This is for suspension tension and elevation conditions. Figure 5 This is for suspension compression conditions.

[0013] Working principle: 1. In normal highway commuting and minor bumpy conditions, when the vehicle is driving on paved roads, passing speed bumps, and driving on slightly undulating roads, the height of the rear axle side thrust rod connecting lug (3) is stable, and the body side thrust rod connecting lug (3) rises and falls slightly with the road bumps. The swing hinge ball joint (2) rotates smoothly, and the middle main rod (1) of the thrust rod adapts to pitch and rotate, offsetting the small jump displacement of the suspension. The lateral rigidity is always maintained, completely eliminating the problem of left and right swing of the rear axle and body sway, greatly improving the driving comfort and stability of daily commuting and long-distance commuting. 2. In extreme cross-axle and off-road long-travel conditions, the suspension jump exceeds the swing range of the middle main rod (1), the mechanism reaches the mechanical limit, the swing no longer continues, the load is transferred to the rubber bushings (4) at both ends, and the large-travel buffer is completed by the elastic deformation of the rubber bushings (4), completely preserving the original vehicle's extreme off-road and cross-axle passing performance.

Claims

1. A swing-type thrust rod, characterized in that, It includes a single thrust rod, a central main rod (1), and two thrust rod connecting lugs (3) respectively assembled at both ends of the main rod; from a top view, the assembly centers of the two lugs are arranged coaxially with the main body of the central main rod (1); one lug is used to hinge the rear axle of the vehicle, and the other lug is used to hinge the body beam support; the main body of the thrust rod, the central main rod (1), is a straight rod structure, with only the left and right ends of the main rod having a reverse symmetrical folding and bending structure, the left end bending to the left and the right end bending to the right; two swing hinge ball heads (2) are assembled on the inner side of the bend at each end of the main rod, and the two swing ball heads at the same end are connected to each other. The movable hinge ball joints (2) are arranged facing each other; the thrust rod connecting lug (3) is provided with a pair of lug hinge holes (5), and the swing hinge ball joints (2) are correspondingly assembled in the lug hinge holes (5) to realize the direct hinge between the middle main rod (1) of the thrust rod and the thrust rod connecting lug (3); the swing hinge ball joints (2) arranged in pairs at the same end form a parallel limiting hinge structure, which can limit the lateral movement between the rear axle and the vehicle body, and allow the middle main rod (1) to generate vertical swing and its own rotational movement; the outer side of the thrust rod connecting lug (3) is provided with a vehicle assembly hole, and a rubber bushing (4) is assembled in the assembly hole.

2. The swing-type thrust rod according to claim 1, characterized in that, The swing hinge ball head (2) is fixed to the inner side of the bend at the end of the middle main rod (1) of the thrust rod; the thrust rod connecting lug (3) can generate vertical displacement and does not rotate itself; the middle main rod (1) achieves its own rotation swing by means of the internal rotating pair of the swing hinge ball head (2); the small jump displacement of the suspension is compensated by the rotation swing of the middle main rod (1); the rubber bushing (4) is used to bear the ultimate jump load of the suspension.

3. The swing-type thrust rod according to claim 1, characterized in that, The two swing hinge ball heads (2) are arranged on the inside of the end bend, and the opposite installation method is used to adapt to the reverse bending angle of the two ends, so as to provide sufficient unblocked stroke for the rotation swing of the middle main rod (1).

4. The swing-type thrust rod according to claim 1, characterized in that, The four swing hinge ball heads (2) have the same structural specifications; the two swing hinge ball heads at the same end are arranged in parallel and facing each other to achieve lateral limit. Under the premise of ensuring lateral rigidity and stability, the middle main rod (1) is allowed to achieve adaptive swing compensation.

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