Transverse thrust rod assembly structure of lightweight commercial vehicle

Abstract

The utility model is suitable for the technical field of transverse thrust rods, and provides a light-weight commercial vehicle transverse thrust rod assembly structure which comprises a rod body with a rectangular cross section, pin seats are fixed to the two ends of the rod body, and end seat shells fixedly connected with the pin seats penetrate through the pin seats. A spherical pin with the two ends extending to the outside of the end seat shell is arranged in the end seat shell, and a clamping spring matched with the spherical pin is arranged in the end seat shell. According to the utility model, the rod body integrated steel plate material is adopted, so that not only is the tension and compression stress strength requirement met, but also the bending strength under the use working condition is ensured, and meanwhile, the preparation and storage difficulty of the material is greatly reduced. The structure change enables the target price to be reduced by 40%, the rod body is changed into a cold plate from a seamless pipe, and the pin seat is changed into a 45 steel pipe from a 45 steel normalizing piece, so that the cost is effectively controlled.

Description

Technical Field

[0001] This utility model relates to the field of lateral thrust rod technology, and more specifically, to a lightweight commercial vehicle lateral thrust rod assembly structure. Background Technology

[0002] In existing vehicle suspension systems, the lateral thrust bar is a key component, its main function being to limit the lateral displacement of the axle, ensuring vehicle stability and safety. Currently, some tractor rear axles on the market use a friction-welded structure for their lateral thrust bars, with the bar body made of Q355 seamless tubing, the bar head made of normalized 45 steel, and the ball joint made of 40Cr. This design offers high load-bearing capacity in both tension and compression axes, and its safety factor exceeds 3.0, demonstrating strong design redundancy. However, this design also brings a series of problems, such as difficulties in material preparation and storage, high production costs, the need for high-power equipment (such as friction welding equipment, typically with a power of over 200 kW), and relatively low processing efficiency. Furthermore, with changes in vehicle models, the adaptability of existing lateral thrust bars is limited, making it difficult to meet diverse market demands. Utility Model Content

[0003] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a lightweight commercial vehicle lateral thrust rod assembly structure.

[0004] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution:

[0005] This utility model relates to a lightweight commercial vehicle lateral thrust rod assembly structure, including a rod body with a rectangular cross-section. Both ends of the rod body are fixed with pin seats. An end seat housing is fixedly connected to the pin seat through the pin seat. A spherical pin with both ends extending to the outside of the end seat housing is provided inside the end seat housing. A retaining ring that cooperates with the spherical pin is provided inside the end seat housing.

[0006] As a preferred technical solution of this utility model, the rod body is made of one-piece 45 steel plate, the cross-section of the rod body is 50mm*30mm, the pin seat is made of 45 steel pipe, and the rod body and the two pin seats at both ends of the rod body are fixedly connected to each other by welding.

[0007] As a preferred embodiment of this utility model, the pin seat is provided with a mounting hole that mates with the end seat housing.

[0008] As a preferred technical solution of this utility model, the spherical pin is composed of a pin shaft, a bushing and a baffle. The bushing is sleeved on the outside of a section of the pin shaft located inside the end seat housing, and the bushing is in close contact with the inner surface of the end seat housing. The baffle is located at both ends of the bushing and is arranged circumferentially. The snap ring is sleeved on the baffle.

[0009] As a preferred embodiment of this utility model, a groove for engaging with a retaining spring is provided on the inner wall of the end seat housing.

[0010] As a preferred embodiment of this utility model, the bushing is composed of several rubber sleeves.

[0011] The advantages of this utility model are:

[0012] 1. This utility model uses a one-piece 45 steel plate for the rod body, with a 50×30 cross-section design. This satisfies both tensile and compressive strength requirements and ensures bending strength under operating conditions, while significantly reducing the difficulty of material preparation and storage. The structural changes allow for a 40% reduction in the target price. By changing the rod body from a seamless tube to a cold-rolled steel plate, and changing the pin seat from a normalized 45 steel part to a 45 steel pipe fitting, effective cost control is achieved.

[0013] 2. This utility model eliminates the friction welding process, reduces product processing costs, and eliminates equipment energy consumption.

[0014] 3. The end-cap housing of this utility model can be manufactured in stages according to the production cycle, which greatly improves the processing efficiency of the product. This improvement helps to shorten the production cycle and increase production capacity.

[0015] 4. This utility model incorporates welding between the pin seat and the rod body, altering the original connection method and improving overall effectiveness. This improvement enhances the stability and durability of the lateral thrust rod, contributing to improved overall vehicle performance. Attached Figure Description

[0016] Figure 1 This is a structural schematic diagram of a lightweight commercial vehicle lateral thrust rod assembly according to the present invention.

[0017] Figure 2 This is a cross-sectional structural diagram of the transverse thrust rod assembly of this utility model.

[0018] Figure 3 This utility model Figure 2 A magnified schematic diagram of the structure at point A in the middle.

[0019] Figure 4 This is a schematic diagram of the spherical pin and snap ring of this utility model.

[0020] Figure 5This is a schematic diagram of the spherical pin structure.

[0021] In the attached diagram: 1. Rod body; 2. Pin seat; 3. End seat housing; 4. Spherical pin; 401. Pin shaft; 402. Bushing; 403. Baffle; 5. Snap ring. Detailed Implementation

[0022] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are for illustrative purposes only and are not intended to limit the scope of this utility model. The utility model is described in more detail below by way of example with reference to the accompanying drawings. It should be noted that the drawings are all in a very simplified form and use non-precise proportions, and are only used to facilitate and clarify the illustration of the embodiments of this utility model.

[0023] It should be noted that when a component is described as "fixed to" another component, it can be directly on the other component or may have a component in between. When a component is considered "connected to" another component, it can be directly connected to the other component or may have a component in between. When a component is considered "set on" another component, it can be directly set on the other component or may have a component in between. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0025] Example 1: Please refer to Figures 1-5 Structural diagram; the present invention provides the following technical solution:

[0026] Specifically, it refers to a lightweight commercial vehicle lateral thrust rod assembly structure, including a rod body 1 with a rectangular cross-section. The rod body 1 is made of a one-piece 45 steel plate, and the cross-section of the rod body 1 is 50mm*30mm. Pin seats 2 are fixed at both ends of the rod body 1. The pin seats 2 are made of 45 steel tubing. The rod body 1 and the two pin seats 2 at both ends of the rod body 1 are fixedly connected to each other by welding. The welding treatment between the pin seats 2 and the rod body 1 changes the connection method and improves the overall effectiveness.

[0027] The rod body 1 was changed from seamless tube to cold-rolled steel plate, and the pin seat 2 was changed from 45 steel normalized part to 45 steel pipe fitting. The structural changes brought about cost reduction, and the target price can be reduced by 40%. The friction welding process was eliminated in the processing, which reduced the product processing cost and eliminated the energy consumption of the equipment. The power of the existing single-rent equipment is over 200Kw.

[0028] A pin seat 2 has an end seat housing 3 that is fixedly connected to it. A spherical pin 4 with both ends extending to the outside of the end seat housing 3 is provided inside the end seat housing 3. A retaining spring 5 that mates with the spherical pin 4 is also provided inside the end seat housing 3. A retaining groove that mates with the retaining spring 5 is provided on the inner wall of the end seat housing 3. The retaining spring 5 is used to install the spherical pin 4 inside the end seat housing 3. The design of the end seat housing 3 being separate from the pin seat 2 and the rod body 1 allows for separate manufacturing steps according to the production cycle, significantly improving product processing efficiency.

[0029] The pin seat 2 has a mounting hole that mates with the end seat housing 3. Since the pin seat 2 is made of 45 steel pipe, the mounting hole is pre-existing, eliminating the need for drilling, further increasing production capacity and reducing production and processing costs.

[0030] The product is highly adaptable to changes in vehicle models. The manufacturing of the pole body 1 can vary according to the needs of the vehicle, and the processing is simple. As the length changes, the material cutting procedure also changes. With the advancement of national infrastructure construction and highway optimization and reconstruction, a design safety factor between 1.2 and 1.5 is sufficient, and it does not need to exceed 3.0. This rational design safety factor ensures product safety while avoiding resource waste caused by over-design.

[0031] In summary, the transverse thrust rod design proposed in this utility model demonstrates significant beneficial effects in terms of material optimization, cost reduction, improved processing efficiency, enhanced adaptability, and overall effectiveness, and has broad application prospects and market potential.

[0032] Example 2:

[0033] Based on Specific Embodiment 1, the difference in this embodiment is as follows:

[0034] like Figure 3 , Figure 5 As shown, the spherical pin 4 consists of a pin shaft 401, a bushing 402, and a baffle 403. The bushing 402 is fitted around a section of the pin shaft 401 located inside the end seat housing 3, and the bushing 402 is in close contact with the inner surface of the end seat housing 3. The baffle 403 is located at both ends of the bushing 402 and is arranged circumferentially. The retaining ring 5 is fitted onto the baffle 403. The bushing 402 is composed of several rubber sleeves.

[0035] Rubber material itself has good elasticity. In this embodiment, the bushing 402 is designed as several rubber sleeves. During the operation of the spherical pin 4, when subjected to lateral thrust, the rubber sleeves can undergo elastic deformation, playing a buffering role, effectively absorbing and dispersing the impact force, reducing direct impact on components such as the rod body 1 and pin seat 2, reducing the risk of component damage, and extending the product's service life. The elastic characteristics of the rubber sleeves allow the bushing 402 to better adapt to different working loads and operating conditions. Under conditions of large load changes or complex operating conditions, the rubber sleeves can automatically adjust their deformation degree to ensure that the fit between the spherical pin 4 and the end seat housing 3 is always in good condition, ensuring the normal operating performance of the lateral thrust rod assembly.

[0036] Furthermore, the bushing 402, composed of several rubber sleeves, is easier to install due to the flexibility of rubber, reducing assembly difficulty. Also, if a section of the rubber sleeve wears or is damaged, that section can be replaced individually, eliminating the need to replace the entire bushing 402, thus reducing maintenance costs. During vehicle operation, the lateral thrust rod assembly is subjected to various vibrations from the road surface. The rubber sleeve bushing 402 can absorb and dampen these vibrations, reducing the transmission of vibrations to other vehicle components and improving vehicle stability and comfort.

[0037] The above are merely specific embodiments of this utility model, but the technical features of this utility model are not limited thereto. Any simple changes, equivalent substitutions, or modifications made based on this utility model to solve essentially the same technical problems and achieve essentially the same technical effects are all covered within the protection scope of this utility model.

Claims

1. A light commercial vehicle transverse thrust rod assembly structure characterized in that: It comprises a rod body (1) with a rectangular cross section, both ends of which are fixed with pin seats (2); The pin seat (2) is throughly penetrated by an end seat shell (3) fixedly connected with the pin seat (2), the end seat shell (3) is provided with a spherical pin (4) extending to the outside of the end seat shell (3) at both ends, and the end seat shell (3) is provided with a circlip (5) matched with the spherical pin (4).

2. A light-weight commercial vehicle track rod assembly structure according to claim 1, characterized in that, The rod body (1) is made of an integral 45 steel plate, and the cross section of the rod body (1) is 50mm*30mm.

3. A light-weight commercial vehicle track rod assembly structure as claimed in claim 2, wherein, The pin seat (2) is made of a 45 steel pipe.

4. A light-weight commercial vehicle track rod assembly structure according to claim 3, characterized in that, The rod body (1) and the two pin seats (2) at both ends of the rod body (1) are fixedly connected into an integral by welding.

5. A light-weight commercial vehicle track rod assembly structure as claimed in claim 4, wherein, The pin seat (2) is provided with a mounting hole matched with the end seat shell (3).

6. A light-weight commercial vehicle track rod assembly structure according to claim 1, wherein The spherical pin (4) is composed of a pin shaft (401), a shaft sleeve (402) and a baffle (403), the shaft sleeve (402) is sleeved outside a section of the pin shaft (401) inside the end seat shell (3), and the shaft sleeve (402) is in contact with the inner surface of the end seat shell (3), the baffle (403) is circumferentially arranged at both ends of the shaft sleeve (402), and the circlip (5) is sleeved on the baffle (403).

7. A light-weight commercial vehicle track rod assembly structure as claimed in claim 6, wherein, The inner wall of the end seat shell (3) is provided with a clamping groove matched with the circlip (5).

8. A light-weight commercial vehicle track rod assembly structure according to claim 6, characterized in that, The shaft sleeve (402) is composed of several rubber sleeves.

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