Chassis connecting rod anti-dislocation connecting joint

Abstract

The utility model belongs to the technical field of automobile parts, particularly relates to a chassis connecting rod anti-dislocation connecting joint, and provides the following scheme aiming at the problems that a fixed chassis connecting rod joint provided by the background technology is poor in self-adaptive adjustment and easy to dislocation: the chassis connecting rod anti-dislocation connecting joint comprises two adjacently distributed ball socket joint assemblies, wherein the outer wall of one side of one ball-and-socket connector assembly is in threaded connection with a first connecting rod, the outer wall of one side of the other ball-and-socket connector assembly is in threaded connection with a second connecting rod, and an anti-dislocation compensation assembly is arranged between the first connecting rod and the second connecting rod. According to the utility model, through the synergistic effect of the ball joint assembly and the anti-dislocation compensation assembly, the dynamic adjustment of the butt joint angle of the device is realized. The ball body freely rotates in the mounting seat and is matched with elastic buffering of the air bag, offset of different mounting positions can be self-adapted, stress concentration is effectively dispersed, the first connecting rod and the second connecting rod are detachably connected through the threaded sleeve, only corresponding parts need to be replaced when local damage occurs, and overall disassembly is not needed.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to a chassis connecting rod anti-misalignment connection joint. Background Technology

[0002] Chassis link joints are critical components in automotive chassis systems, primarily used to connect different link assemblies, ensuring stable power transmission and flexible steering. Traditional link joints typically employ a one-piece structure, using rigid connections to secure the components. While this type of structure possesses a certain load-bearing capacity, it is prone to stress concentration under complex operating conditions due to insufficient angle adjustment, thus affecting its service life.

[0003] In existing technologies, chassis linkage joints mostly adopt a fixed design, which cannot adaptively adjust the angle according to dynamic changes in the installation position. Especially during vehicle operation, when the chassis is subjected to multi-dimensional loads, rigid joints are prone to misalignment due to uneven stress, leading to connection failure. Once a joint is damaged, the entire joint needs to be replaced, resulting in high maintenance costs. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this utility model provides a chassis connecting rod anti-misalignment connection joint, which overcomes the deficiencies of existing technologies and effectively solves the problems of poor self-adjustment and easy misalignment of fixed chassis connecting rod joints.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A chassis connecting rod anti-misalignment connection joint includes two adjacent ball joint assemblies. A first connecting rod is screwed to one side of the outer wall of one ball joint assembly, and a second connecting rod is screwed to one side of the outer wall of the other ball joint assembly. An anti-misalignment compensation component is provided between the first and second connecting rods. The anti-misalignment compensation component includes a positioning sleeve welded to the outer wall of one end of the first connecting rod and a positioning post welded to the outer wall of one end of the second connecting rod. The positioning post is slidably connected to the inner wall of the positioning sleeve.

[0007] Preferably, the ball joint assembly includes a mounting base located at the other end of the first and second connecting rods, a threaded sleeve welded to the outer wall of one side of the mounting base, a ball rotatably connected to the inner wall of the mounting base, a screw welded to the outer wall of the top of the ball, and an airbag disposed on the outer wall of the top of the mounting base, wherein the outer walls of the other ends of the first and second connecting rods are screwed to the inner wall of the threaded sleeve.

[0008] Preferably, the ball joint assembly further includes a washer disposed on the top of the airbag and a nut screwed onto the outer wall of the top of the screw.

[0009] Preferably, a reinforcing sleeve is welded to the outer wall of the first connecting rod outside the positioning sleeve, and the outer wall of the reinforcing sleeve is provided with reinforcing ribs distributed at equal intervals.

[0010] Preferably, the inner wall of the top of the mounting base is filled with a buffer ring, and the screw passes through and is disposed inside the buffer ring.

[0011] Preferably, the bottom inner wall of the airbag is slidably connected to the top outer wall of the mounting base, and a first pressure ring is provided at the bottom of the outer wall of the airbag, with the first pressure ring and the airbag being interference-fitted.

[0012] Preferably, a second pressure ring is provided at the top of the outer wall of the airbag, and the second pressure ring is interference-fitted with the airbag.

[0013] The beneficial effects of this utility model are as follows:

[0014] 1. The chassis connecting rod anti-misalignment connection joint designed in this project achieves dynamic adjustment of the device's docking angle through the synergistic effect of the ball joint assembly and the anti-misalignment compensation assembly. The ball rotates freely within the mounting base, and with the elastic cushioning of the airbag, it can adapt to the offset of different installation positions, effectively dispersing stress concentration. Simultaneously, the sliding connection design between the positioning sleeve and the positioning post allows for fine-tuning of the device within a preset range, avoiding the risk of misalignment due to angular deviations and improving the device's environmental adaptability and service life.

[0015] 2. The chassis connecting rod anti-misalignment connection joint designed in this paper has a first connecting rod and a second connecting rod that are detachably connected by a threaded sleeve. In case of partial damage, only the corresponding part needs to be replaced, without the need for complete disassembly. Furthermore, the welding design of the reinforcing sleeve and the reinforcing rib further enhances the torsional resistance of the joint, which can reduce replacement costs while ensuring stability. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of a chassis connecting rod anti-misalignment connection joint proposed in this utility model;

[0017] Figure 2 This is a schematic diagram of the internal connection structure of the reinforcing sleeve of the chassis connecting rod anti-misalignment connection joint proposed in this utility model;

[0018] Figure 3 This is a schematic diagram showing the overall structure of a chassis connecting rod anti-misalignment connection joint proposed in this utility model.

[0019] Figure 4 This is an enlarged schematic diagram of part A of the chassis connecting rod anti-misalignment connection joint proposed in this utility model;

[0020] Figure 5This is a schematic diagram showing the disassembled structure of the ball joint assembly of the chassis connecting rod anti-misalignment connection joint proposed in this utility model.

[0021] In the diagram: 1. Ball joint assembly; 11. Mounting base; 12. Threaded sleeve; 13. Ball; 14. Screw; 15. Airbag; 16. Washer; 17. Nut; 2. First connecting rod; 3. Second connecting rod; 4. Anti-misalignment compensation assembly; 41. Positioning sleeve; 42. Positioning post; 5. Reinforcing sleeve; 6. Reinforcing rib; 7. Buffer ring; 8. First pressure ring; 9. Second pressure ring. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0023] Reference Figures 1-5 In Embodiment 1, a chassis connecting rod anti-misalignment connection joint includes two adjacent ball joint assemblies 1. One ball joint assembly 1 is screwed to one side of its outer wall with a first connecting rod 2, and the other ball joint assembly 1 is screwed to one side of its outer wall with a second connecting rod 3. An anti-misalignment compensation component 4 is provided between the first connecting rod 2 and the second connecting rod 3. The anti-misalignment compensation component 4 includes a positioning sleeve 41 welded to one end of the outer wall of the first connecting rod 2 and a positioning post 42 welded to one end of the outer wall of the second connecting rod 3. The positioning post 42 is slidably connected to the inner wall of the positioning sleeve 41.

[0024] In this embodiment, the positioning sleeve 41 is welded to the end of the first connecting rod 2, and the positioning pin 42 is welded to one end of the second connecting rod 3. The two are connected by a clearance fit sliding connection. When the first connecting rod 2 and the second connecting rod 3 are displaced by external force, the positioning pin 42 slides along the inner wall of the positioning sleeve 41, limiting radial displacement while allowing axial fine adjustment. The reinforcing sleeve 5 covers the outside of the positioning sleeve 41, and the reinforcing ribs 6 evenly distributed on its surface further improve bending strength by increasing the moment of inertia of the cross section.

[0025] In embodiment 2, the ball joint assembly 1 includes a mounting base 11 located at the other end of the first connecting rod 2 and the second connecting rod 3, a threaded sleeve 12 welded to the outer wall of one side of the mounting base 11, a ball 13 rotatably connected to the inner wall of the mounting base 11, a screw 14 welded to the top outer wall of the ball 13, and an airbag 15 disposed on the top outer wall of the mounting base 11. The outer walls of the other ends of the first connecting rod 2 and the second connecting rod 3 are screwed to the inner wall of the threaded sleeve 12. The ball joint assembly 1 also includes a washer 16 disposed on the top of the airbag 15 and a nut 17 screwed to the top outer wall of the screw 14.

[0026] In this embodiment, the threaded sleeve 12 of the mounting base 11 is threadedly connected to the other end of the first connecting rod 2 and the second connecting rod 3. The ball 13 is rotatably connected to the inner wall of the mounting base 11, and the screw 14 welded to the top of the ball 13 passes through the buffer ring 7 and is locked with the nut 17 to form an adjustable joint. The airbag 15 is located on the top of the mounting base 11, the bottom of the airbag 15 is installed on the mounting base 11 through the first pressure ring 8, and the top of the airbag 15 is fixed by the second pressure ring 9.

[0027] A reinforcing sleeve 5 is welded to the outer wall of the first connecting rod 2 outside the positioning sleeve 41, and reinforcing ribs 6 are provided on the outer wall of the reinforcing sleeve 5 at equal intervals.

[0028] The inner wall of the top of the mounting base 11 is filled with a buffer ring 7, and the screw 14 is disposed inside the buffer ring 7.

[0029] The bottom inner wall of the airbag 15 is slidably connected to the top outer wall of the mounting base 11, and a first pressure ring 8 is provided at the bottom of the outer wall of the airbag 15. The first pressure ring 8 and the airbag 15 are interference-fitted. A second pressure ring 9 is provided at the top of the outer wall of the airbag 15, and the second pressure ring 9 and the airbag 15 are interference-fitted.

[0030] The buffer ring 7 is filled with highly elastic rubber material on the top inner wall of the mounting base 11 and wraps around the screw 14 to absorb vibration energy. When compressed, the airbag 15 provides elastic restoring force through deformation. The interference fit between the first pressure ring 8 and the second pressure ring 9 and the airbag 15 ensures stable installation of the airbag 15.

[0031] Working principle:

[0032] Dynamic angle adjustment: When the chassis shifts due to uneven road surface or steering, the ball 13 rotates freely within the mounting base 11, causing the first connecting rod 2 and the second connecting rod 3 to adjust to the appropriate angle. The airbag 15 deforms under pressure, and the impact load is offset by the elastic restoring force. The buffer ring 7 further absorbs high-frequency vibrations and avoids stress concentration.

[0033] Anti-misalignment compensation: When the first link 2 and the second link 3 are misaligned, the positioning post 42 slides along the inner wall of the positioning sleeve 41 to limit the radial misalignment range. The reinforcing sleeve 5 and the reinforcing rib 6 enhance the torsional stiffness at the connection and ensure stable axial force transmission.

[0034] Modular maintenance: If the first link 2 or the second link 3 is damaged, they can be unscrewed and replaced individually without disassembling the entire structure, which significantly reduces maintenance costs.

[0035] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A chassis connecting rod anti-misalignment connection joint, comprising two adjacently distributed ball joint assemblies (1), characterized in that, One of the ball joint components (1) has a first connecting rod (2) screwed to one side of its outer wall, and the other ball joint component (1) has a second connecting rod (3) screwed to one side of its outer wall. An anti-misalignment compensation component (4) is provided between the first connecting rod (2) and the second connecting rod (3). The anti-misalignment compensation component (4) includes a positioning sleeve (41) welded to the outer wall of one end of the first connecting rod (2) and a positioning post (42) welded to the outer wall of one end of the second connecting rod (3). The positioning post (42) is slidably connected to the inner wall of the positioning sleeve (41).

2. A misplacement prevention connecting joint of chassis connecting rods according to claim 1, characterized in that, The ball joint assembly (1) includes a mounting base (11) located at the other end of the first connecting rod (2) and the second connecting rod (3), a threaded sleeve (12) welded to the outer wall of one side of the mounting base (11), a ball (13) rotatably connected to the inner wall of the mounting base (11), a screw (14) welded to the outer wall of the top of the ball (13), and an airbag (15) disposed on the outer wall of the top of the mounting base (11), and the outer wall of the other end of the first connecting rod (2) and the second connecting rod (3) is screwed to the inner wall of the threaded sleeve (12).

3. A misplacement prevention connecting joint of chassis connecting rods according to claim 1, characterized in that, The ball joint assembly (1) also includes a washer (16) disposed on the top of the airbag (15) and a nut (17) screwed onto the outer wall of the top of the screw (14).

4. A misplacement prevention connecting joint of chassis connecting rods according to claim 1, characterized in that, A reinforcing sleeve (5) is welded to the outer wall of the first connecting rod (2) outside the positioning sleeve (41), and reinforcing ribs (6) are provided on the outer wall of the reinforcing sleeve (5) at equal intervals.

5. A misplacement prevention connecting joint of chassis connecting rods according to claim 2, characterized in that, The inner wall of the top of the mounting base (11) is filled with a buffer ring (7), and the screw (14) is disposed inside the buffer ring (7).

6. A misplacement prevention connecting joint of chassis connecting rods according to claim 2, characterized in that, The bottom inner wall of the airbag (15) is slidably connected to the top outer wall of the mounting base (11), and a first pressure ring (8) is provided at the bottom of the outer wall of the airbag (15), and the first pressure ring (8) and the airbag (15) are interference fit.

7. A misplacement prevention connecting joint of chassis connecting rods according to claim 2, characterized in that, A second pressure ring (9) is provided on the top of the outer wall of the airbag (15), and the second pressure ring (9) and the airbag (15) are interference-fitted.

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