一种重载汽车V型推力杆

Abstract

一种重载汽车V型推力杆，包括V型推力杆杆体、主球座和小端球铰；V型推力杆杆体的V型顶部与主球座连接，V型推力杆杆体的两根呈V型布置的推力杆端头分别与小端球铰连接；主球座的外球形内套压装在V型推力杆端部外壳内，内球形外套压装在主球座芯轴上；外球形内套和内球形外套的底部分别由V型推力杆端部外壳的内孔台阶和主球座芯轴上的下部台阶限制定位，在外球形内套和内球形外套的上部分别设置轴向弹性补偿装置，利用轴向弹性补偿装置消除外球形内套和内球形外套的轴向游隙。本实用新型通过轴向弹性补偿装置消除重载汽车V型推力杆运行时的轴向窜动，具有结构简单实用，可有效消除重载汽车V型推力杆因轴向窜动产生的噪音。

Claims

1. A heavy duty truck V- push rod, the heavy duty truck V- push rod comprising a V- push rod body, a primary ball seat, and a small end ball joint; wherein, The V-shaped top of the V-shaped thrust rod body is connected to the main ball seat. The two V-shaped thrust rod ends of the V-shaped thrust rod body are respectively connected to a small end ball joint. The outer spherical inner sleeve of the main ball seat is press-fitted into the V-shaped thrust rod end shell, and the inner spherical outer sleeve is press-fitted onto the main ball seat spindle. The key feature is that 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 V-shaped thrust rod end shell and the lower step on the main ball seat spindle. Axial elastic compensation devices are respectively provided on the upper part of the outer spherical inner sleeve and the inner spherical outer sleeve. The axial compensation of the axial elastic compensation devices is used to eliminate the axial clearance of the outer spherical inner sleeve and the inner spherical outer sleeve, and to prevent axial movement of the outer spherical inner sleeve and the inner spherical outer sleeve during operation.

2. The heavy-duty vehicle V-shaped thrust rod as described in claim 1, characterized in that: The aforementioned axial compensation method for eliminating axial clearance between the outer spherical inner sleeve and the inner spherical outer sleeve utilizes an axial elastic compensation device. This involves pressing the outer spherical inner sleeve and the inner spherical outer sleeve into the inner bore of the V-shaped thrust rod end housing and onto the main ball bearing mandrel, respectively. The lower portions of the outer spherical inner sleeve and the inner spherical outer sleeve are respectively limited by steps within the inner bore of the V-shaped thrust rod end housing and on the main ball bearing mandrel. Axial elastic compensation devices are also provided within the inner bore of the V-shaped thrust rod end housing and on the main ball bearing mandrel at the upper part of the outer spherical inner sleeve and the inner spherical outer sleeve. The device, the axial elastic compensation device, is equipped with a self-locking elastic compensation stop that can adjust its axial position. The self-locking elastic compensation stop is obliquely engaged in a self-locking manner into the inner hole of the V-shaped thrust rod end housing and the slot on the main ball seat spindle. The axial position is adjusted by the depth of oblique engagement into the slot, thereby eliminating the clearance between the self-locking elastic compensation stop and the upper part of the outer spherical inner sleeve and the inner spherical outer sleeve, and preventing the outer spherical inner sleeve and the inner spherical outer sleeve from generating noise due to the clearance with the retaining ring during operation.

3. The heavy duty truck V push rod of claim 2, wherein: The self-locking elastic compensation stop is obliquely inserted into the grooves on the inner hole of the V-shaped thrust rod end housing and the main ball bearing mandrel. Wide grooves are cut into the main ball bearing mandrel and the inner hole of the V-shaped thrust rod end housing, respectively, at the upper part of the outer spherical inner sleeve and the inner spherical outer sleeve. The width of the wide grooves is greater than the thickness of the self-locking elastic compensation stop. The upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve are inserted into the wide grooves, and then the self-locking elastic compensation stop is obliquely inserted into the wide grooves with a radial self-locking angle. As the self-locking elastic compensation stop radially inserts into the wide grooves, it simultaneously moves axially downwards until its lower end surface is tightly against the upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve, thus eliminating the clearance between the self-locking elastic compensation stop and the upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve.

4. The heavy duty truck V push rod of claim 3, wherein: The process of extending the upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve into the wide groove involves placing the upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve tightly against the steps on the inner holes of the V-shaped thrust rod end housing and the main ball seat mandrel, respectively, when the outer spherical inner sleeve and the inner spherical outer sleeve are respectively installed on the main ball seat mandrel or the inner hole of the V-shaped thrust rod end housing. This ensures that the upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve are higher than the lower end surface of the wide groove in the inner hole of the V-shaped thrust rod end housing, so that the upper surfaces of the outer spherical inner sleeve and the inner spherical outer sleeve extend into the inner surface of the wide groove in the inner hole of the V-shaped thrust rod end housing.

5. The heavy duty truck V push rod of claim 4, wherein: The upper end face of the outer spherical inner sleeve and the inner spherical outer sleeve is higher than the lower end face of the wide groove in the inner hole of the V-shaped thrust rod end shell. The upper end face of the outer spherical inner sleeve and the inner spherical outer sleeve protrudes 0.5-1mm into the wide groove.

6. The heavy duty truck V push rod of claim 3, wherein: The self-locking elastic compensation stop is inserted into the wide groove at a radial self-locking angle. This means that the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop are in oblique contact, and the angle of this oblique contact is a radial self-locking angle. This ensures that the radial component of the force on the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop is always less than the radial elastic force of the self-locking elastic compensation stop. This allows the self-locking elastic compensation stop to always move in the direction of insertion into the wide groove and will not automatically retract radially, thus maintaining a radial self-locking state.

7. The heavy duty truck V push rod of claim 6, wherein: The oblique contact between the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop means that at least one part of the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop is a self-locking oblique surface relative to the axis of the main ball seat, while the other 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 self-locking elastic compensation stop is a contact between the oblique surface and the arc surface, and the contact angle between the oblique surface and the arc surface is the self-locking angle, that is, radial self-locking relative to the axis of the main ball seat.

8. The heavy duty truck V push rod of claim 7, wherein: The contact between the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop is a contact of inclined surface and arc surface. This means that the upper end face of the wide groove is an inclined surface arranged obliquely to the axis of the main ball seat. This ensures that when the self-locking elastic compensation stop is engaged in the wide groove, the arc angle of the upper end face of the self-locking elastic compensation stop makes oblique contact with the inclined surface of the upper end face of the wide groove. It also ensures that the normal force of the arc angle of the upper end face of the self-locking elastic compensation stop in contact with the inclined surface 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 self-locking elastic compensation stop gradually moves downward until it hits the upper end face of the outer spherical inner sleeve and the inner spherical outer sleeve, eliminating the clearance between the upper end face 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 detach from the wide groove during vehicle operation.

9. The heavy duty truck V push rod of claim 7, wherein: The contact between the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop is a contact of inclined surface and arc surface. This means that at least one section of the upper end face of the self-locking elastic compensation stop is a retaining ring inclined surface, and the port of the upper end face of the wide groove is an arc-shaped port fillet. When the self-locking elastic compensation stop is inserted into the wide groove, the port fillet contacts the retaining ring inclined surface of the self-locking elastic compensation stop, and ensures that the normal force of the arc angle of the upper end face of the self-locking elastic compensation stop contacting the inclined surface of the upper end face of the wide groove forms a radial self-locking angle with the axial direction of the main ball seat. As the self-locking elastic compensation stop extends into the wide groove, the lower end face of the self-locking elastic compensation stop gradually moves downward.

10. The heavy-duty vehicle V-shaped thrust rod as described in claim 6, characterized in that: The radial self-locking slope is such that the upper end face of the wide groove and the upper end face of the self-locking elastic compensation stop are in oblique contact, and the normal force direction is at an angle of 5-14 degrees with the axis of the main ball seat.

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