The lower ball bearing support of the Pride head is supported by a special bearing housing for compact installation.

Abstract

The lower ball joint of the auxiliary head is a metal piece that, along with its accessories, connects the spring and the spring assist to the chassis of the vehicle. There are various types of the joint, its upper ball joint, and the way they are connected. In one type of these connections, the anti-rotation locking mechanism of the spring assist rod is made by a tab in the inner metal, and due to the presence of this tab in the inner metal of the ball joint, only a free bearing can be used for this type of connection, which does not provide adequate performance for smooth steering while the vehicle is turning. In the present invention, by changing the height of the saucer without changing the ball structure and the anti-rotation mechanism of the auxiliary shaft, it is possible to use deep groove ball bearings of any type and height without the slightest change in the connection height for better performance.

Description

Description of the invention Title of the invention The lower ball bearing of the Pride head is supported by a special bearing housing for compact installation. Technical background of the relevant invention The present achievement is related to the mechanical parts of the suspension system and the ball joint of the vehicle's spring strut. Technical problem and stating the objectives of the invention In most suspension systems, a bearing is located at the ball joint above the shock absorber and the cup, which is subjected to a combined load (radial and axial). But in the old passive MacPherson strut front suspension system, which is designed for light vehicles (such as the Pride) and has parts with traditional geometry, no bearings are provided between the ball and the lower cup. In the front suspension system of this type of vehicle, the functions of the spring support ball joint and its accessories (hub bearing) are as follows: 1--Secure connection of the shock absorber to the vehicle body 2- Secure connection and coil spring restraint 3-Transferring vertical load (vehicle weight + impact from the road) and radial load (forces from turning), which in these vehicles, due to the lack of ball bearings, the radial load from turning the steering wheel is transferred to the steering system, causing it to become stiff. 4- Vibration absorption (the polymer part reduces the residual vibrations after the spring and shock absorber rebound function) 5- Preventing the rotation of the shock absorber rod by a hole with a special geometric shape in accordance with the threaded part of the shock absorber rod in the inner metal tab of the hub (rotation of the rod in the shock absorber also causes wear and premature failure of the felt bowl between the support rod and the body, and also causes an imbalance in the vehicle's balance when passing through severe road shocks and cornering at high speed, which endangers the vehicle's safety). In some cases, these tasks are the responsibility of only the ball or the saucer, but in some cases, these tasks are performed jointly by both of the aforementioned pieces. In shock absorber connections, the vehicle's auxiliary head ball is connected to the chassis with bolts and nuts, and the shock absorber rod, which has a thread on top, passes through the hole in the saucer, then through the bearing, then through the ball, and is connected to the ball with a nut and fixed in place (there is no bearing in this type of connection). But as mentioned above, in the old passive MacPherson strut front suspension system in light vehicles (such as the Pride) that has parts with traditional geometry, no bearing is designed to be located between the ball and the lower cup. At the bottom of the outer shock absorber body, there is a fixed saucer with upward-facing edges, and the coil spring is placed between this saucer and the lower saucer of the ball joint, which has downward-facing edges. During installation, the coil spring is compressed so that it can be placed between these two saucers, and after the spring is released, the potential energy stored in the spring causes the lower ball saucer to be compressed upwards (the ball) and secured in place. In the passive McPherson front suspension system, several common methods are used to connect the shock absorber to the hub, cup, and bearing. In all cases, except for the connection mentioned above, the shock absorber rod passes through the hole in the cup, through the bearing, and then through the hub, and is connected to the hub by a nut and fixed in place. In all connection methods, a mechanism is designed to lock the anti-rotation of the auxiliary shaft in the connections because, as mentioned, the rotation of the shaft in the shock absorber not only causes premature wear and tear of the felt bowl between the auxiliary shaft and its body, but also causes an imbalance in the vehicle's balance when passing through severe road shocks and cornering at high speed, which endangers the vehicle's safety. Different methods have been used for these connections, and all efforts have been made to make it possible to place a type of bearing in them that can properly transfer the vertical load (vehicle weight + impact from the road) and radial load (forces caused by turning) and reduce the pressure on the vehicle's steering wheel when the wheels turn. The bearing located between the upper ball of the shock absorber and the cup reduces pressure on the vehicle's steering box, provides the driver with comfort when turning the steering wheel, especially at standstill and at low vehicle speeds, and also increases the driver's speed when cornering. In the connection in question, no bearings are provided between the upper ball of the shock absorber and its lower cup, which makes the wheels stiff and stiff when turning, and as a result, requires a lot of force to turn the steering wheel, which causes many problems for the driver, especially when parking the car. In the present achievement, this problem has been solved by shortening the height of the lower ball bearing and placing the bearing compactly on it. In this type of connection in the fabric example (the connection in question in the present achievement): In this type of old passive one-piece McPherson strut (200) used for light and inexpensive passenger cars such as the Pride, there is no protrusion on the outer diameter (203) of the shock absorber rod (202) (201) in the part where it passes through the center (221) of the bell (220) to prevent it from rotating, and there is also no place to hold the shock absorber rod in place with a wrench to fully tighten the nut on the top of the shock absorber rod (206). In this connection method, the anti-rotation mechanism of the shock absorber rod is performed by the inner metal (211) of the hub (210), whose tab (212) is located in the middle part of the hub. The outer diameter of the threaded part (205) of the auxiliary shaft (202) is in the geometric shape of a semicircle or a flat hole in the shape of a D, and the rest of the diameter (203) of the auxiliary shaft (202) is completely round. In the inner metal (211) of the ball (210), there is a tab (212) in the middle part, in the center of which a hole (213) in the shape of a D, i.e. in accordance with the shape of the diameter of the thread (205) of the auxiliary rod (202), is created. The anti-rotation mechanism of the auxiliary rod operates by placing the D-shaped part (205) of the auxiliary rod in this hole (221), which both allows the nut (202) of the auxiliary rod (201) to be tightened in place and is considered the anti-rotation mechanism of the shock absorber rod. Due to the geometric shape of the standard ball (210) and the location of the ball tab (212) in the middle of the inner metal (211) where the cavity (213) is used for the anti-rotation mechanism, there is no space to create a housing to use a bearing that is installed tightly in the ball body and is capable of transmitting vertical and torsional pressures. In some cases, the technician is forced to use free ball bearings, the metal type of which causes an abnormal sound, and the plastic type of which, due to its inability to withstand vertical pressures, breaks the body in a short time and loses its effectiveness. And the reason for the abnormal sound in the metal type of spherical roller bearing or the breakage of its plastic type is the increase in the height of the connection and the creation of more pressure on the bearing because the height of this connection is designed without a bearing or any additional parts. In this type of connection, the slightest change in the height of the ball of the support head either changes the height of the connection or shortens the spring support rod in its threaded part for fastening the nut, resulting in a change in the location of the support rod tension. To solve the problem of steering stiffness when the wheel rotates in this type of connection, some attempts have been made to change the location of the anti-rotation mechanism, which is somewhat modeled on the other type of connection method (300), in which a new piece (313) has been designed, which, due to its geometric shape, has a D-shaped geometric shape in its inner diameter (314) at the top and a circular shape with two parallel lines in its outer diameter (315) at the bottom (similar to the geometric shape of the hole inside the lower saucer), can perform the action of the anti-rotation mechanism of the auxiliary shaft by being located between the hub and the lower saucer. In this design, the new internal metal (311), hub (310), and hub tab (212) in the middle part used for the anti-rotation mechanism have been eliminated in order to create a housing (312) for precise and compact installation of the bearing (315). The placement of this piece (313) and the repositioning and retention of the anti-rotation mechanism eliminates the ball tab in the middle (212) to create the necessary space (312) for precise and compact installation of the deep groove ball bearing (315) in the inner metal. Although the above method creates the necessary space for a deep groove ball bearing that can carry both radial and axial loads, due to two factors, the height of this type of connection changes and it becomes ineffective and does not maintain the vehicle's balance. This change in height, which is caused by two factors, increases the front height of the vehicle and moves the connection and suspension system out of the factory standard design, and as a result, more weight is added to the suspension system and front shock absorber connection, which in turn causes the shock absorber connection and its bearing to malfunction. In the design of every car, there is a center of gravity, the center of gravity is a hypothetical point in the car where the entire weight of the car is concentrated. The higher the center of gravity, the greater the likelihood of overturning on slopes and curves, and increasing the height of the car increases this risk, especially if this height change occurs only in the front or only in the rear alone, because the amount of friction between the front and rear wheels varies and the centrifugal force overcomes the weight of the other side of the car and lifts that side, resulting in the car overturning, and in the disclosed example (method above), this problem exists due to the change in height in the front of the car. The first reason for the change in connection height: The vertical height, i.e. the thickness of the deep groove ball bearing (315) installed in this design, is greater than the thickness of the center tab (212) of the inner metal (211) in a standard hub. In the mentioned design, a little of this increase in thickness is compensated by raising the bearing mounting location upwards, but this increase in thickness is greater than the lower part of the bearing (315) in this design being in line with the lower part of the middle tab (212) of the inner metal (211) of the fabric ball (210), and the lower part of the bearing (315) is positioned lower, and when installing the connection, the upper edge (222) of the lower saucer (220) is positioned lower than the standard position, and the connection height is increased. - The second reason for the change in connection height: The second reason for this increase in height is the presence of an added piece (313) to transfer the anti-rotation locking mechanism between the ball and the lower saucer. Between the top and bottom of this piece (313), there is a part (316) that is placed between the bearing (315) and the lower saucer (220) and is the step and holder of the bearing. The thickness of this part (316) also increases the connection height, which limits the use of the bearing. It is worth noting that in the above-mentioned design, when installing the connection, the height of the shock absorber rod (202) that must be placed outside the hub (310) has been reduced, and for this reason, both the number of threads (205) on the shock absorber rod (202) for tightening the nut has been reduced, and the location of the tension point of the auxiliary rod (207) has been changed, which also takes the connection out of its standard design and will cause problems such as steering confusion and even cutting the auxiliary rod. In the disclosed example mentioned, in addition to changing the vehicle's center of gravity and reducing balance, increasing the connection height increases the pressure on the suspension connection and creates more tension on the bearing, which reduces the performance and durability of the installed bearing. In the present achievement, instead of changing the structure of the hub, its lower saucer, if necessary, by reducing the height to the required size, is placed in a chamber for compact installation of a deep groove ball bearing, whether of the ball or needle type or any other type, so that after compact installation of this bearing in its center, there is no slightest change in the connection height, the location of the spring, the location of the shock absorber rod tension on top of the hub, and the amount of thread to tighten the nut. All the problems that existed in the previously disclosed examples have been resolved in the present achievement, and the most important advantage of the new achievement is lower pressure and greater efficiency of the bearing, resulting in smoother steering due to no change in the connection height and no change in the location of the shock absorber rod tension, which results in smoother steering and driver comfort with minimal change in the height and engineering structure of the vehicle. A description of the state of the prior art and the history of developments related to the claimed invention. In searches conducted on international sites, examples of changing the type of rotary lock mechanism have been revealed, many of which use new connecting parts, such as shock absorbers with a special groove on the support rod, etc. In these designs, a new connection has been created, and to use them, it is necessary to change the main connecting parts, such as the type of shock absorber, and in some cases, it is necessary to replace the entire connection system, which is not economical for light and inexpensive cars, especially considering that a large number of these cars have been produced and placed on the market. Of course, there are also examples of this type of connection disclosed, such as example (300), with a slight change, in which the location of the anti-rotation mechanism is somewhat modeled on the connection method of passenger cars, but heavy, and in which, by removing the anti-rotation locking mechanism from the inner metal of the ball, an attempt is made to prevent the rotation of the auxiliary shaft by maximizing the upward static pressure resulting from the potential of the spiral spring. For this purpose, an intermediate bushing or so-called nut inside the bearing between the saucer and the bearing, whose inner and outer diameters are completely round, has been used. However, this is not the case on light cars such as the Pride, because the car is light. The method of using the upward static pressure resulting from the potential of the spiral spring is ineffective because this method is used for passenger cars, but heavy. The connection example (300) has also been disclosed, which has moved the location of the anti-rotation locking mechanism to install a bearing. It has also been fully explained above, and its problems when road shocks are encountered and the transfer of the vehicle's weight when passing through corners have been clearly stated, and these problems are also fully applicable to the similar disclosed example. No similar example was found in which this type of connection had a bearing mounted compactly in the lower hub shell to reduce the force when the wheel rotates. But in the new invention, the lower saucer (110) with a new design in this type of connection (100) while maintaining the shape and dimensions of the steering head ball (210) in the standard state, provides the necessary space (111) for installing a bearing (113) that can transfer vertical load (vehicle weight + impact from the road) and radial load (forces caused by twisting) in the lower saucer of the hub and with the least change in the connection height and also in the location of the shock absorber rod tension above the hub. This reduction in the height increase in this achievement causes greater steering smoothness due to the pressure exerted on the bearing. Providing a solution to an existing technical problem along with an accurate, sufficient, and integrated description of the invention In this invention, necessary explanations are mentioned below for a better understanding by experts in this field, but it should be kept in mind that this explanation or the presented drawing is only an example for a better understanding and is not necessarily an absolute interpretation of the invention. Below, various aspects and embodiments of the present invention are presented with respect to the figures provided in the "technical drawing" file. These aspects and embodiments merely indicate a representative of the present invention, so the present achievement is not specifically limited to any of these cases. The present application includes a general aspect (connection of a shock absorber system whose anti-wheel locking mechanism of the shock absorber rod is located on the inner metal middle tab of the hub, and this hub tab and its type of structure prevent the installation of the bearing without increasing its height) and a specific aspect (installation of a bearing with the ability to transmit vertical load and radial load in the lower hub cup in this type of connection) and is a set of various embodiments. Since this type of connection (a connection in which the anti-rotation locking mechanism of the shock absorber rod is located on the middle tab of the inner metal of the hub) is not of optimal quality due to the inability to place a suitable bearing without changing the connection height or not permanently maintaining the shock absorber rod rotation locking mechanism in the prior art and has deficiencies in performance and durability, the present invention discloses a newly designed lower hub cup (111) for this type of connection (200) that has the necessary space (112) for compact and permanent installation of a bearing (113) with vertical and radial load transmission capacity so that by using this new cup, the connection height, the tension location (207) of the shock absorber rod on top of the hub (210) and the anti-rotation locking mechanism of the shock absorber rod do not change much by using this new bearing cup. In this invention, the height of the upper part (112) of the saucer (111) that is located under the ball of the spring-loaded head (210) is reduced, if necessary, to the required amount, i.e. the thickness of the bearing (113) and the washer (115), to provide the necessary space to create a housing in which the bearing can be installed in a compact and permanent manner (of a type that can transfer vertical and radial loads), so that after installing the bearing and the washer on top of it in the new design, the longitudinal height of this saucer becomes close to the size of the previous standard saucer. A round washer (115) having a hole (116) in its center and a cylindrical edge (117) facing downwards at the bottom of the hole is placed inside the inner cup (119) of the bearing so that when the wheel rotates, the inner cup absorbs the axial pressure from the underside of the inner metal tongue (212) of the ball by the upper surface of the washer (118) and the outer cup (120) of the bearing (113) which is compressed inside the created housing (112) of the saucer can provide free rotation and radial operation for the new saucer (110) and consequently the wheel. This height change will have no effect on the location of the spring under the saucer (114). Then, the bearing (113), which can be a deep groove ball or needle type (better radial load containment), is installed in a fixed or movable housing (112) in a compact and permanent manner in the saucer (111) and is prepared (110) to be placed in the connection (100). The method of assembling this type of connection with this invention, which is a saucer with a new design (110) for this type of connection (100), is the same as assembling the standard and factory type connection (200) and with the least change in the height of the connection (200), the tension part of the shock absorber rod (207) is placed above the ball of the shock absorber head (210) and also the amount of thread (205) remaining on the head of the shock absorber rod above the ball to fasten the nut on top of the ball (210). Explanation of shapes, maps and diagrams Figure 1: A newly designed ball bearing lower saucer in the present invention, in which the bearing location is compactly created, cut from the side view. Figure 2: A newly designed ball bearing lower saucer with the desired bearing mounted compactly inside, cut from the side view and from the front view. Figure 3: Round washer on top of the lower ball bearing from different views. Figure 4: How the round washer is positioned on the bearing mounted on top of the saucer. Figure 5: New bearing after bearing installation and washer placement on top of it, from the front and top view. Figure 6: Newly designed saucer after bearing installation next to a standard factory saucer from the front view, showing equal height of both models. Figure 7: The ball bearing in this type of connection in the standard and previous factory samples from different views. Figure 8: The internal metal in a standard ball joint of this type of connection. Figure 9: Standard spring-loaded ball head in this type of connection. Figure 10: The inner metal of the ball bearing in the previous example, with the middle tab removed and the installation location of the deep groove ball bearing created. Figure 11: New piece added in previous attempt that moves the shock rod anti-rotation locking mechanism below the hub and above the cup. Figure 12: A ball bearing in a previous attempt where the inner metal center tab has been removed to create a bearing mounting location. Figure 13: A ball bearing with a ball bearing embedded in the inner metal in the previous attempt. Figure 14: How the ball joint, bearing, new part, and saucer are positioned in the previous attempt in this type of connection from a cutaway view. Figure 15: How the standard ball joint and factory cup are positioned, and the shock absorber rod tension location is on top of the inner metal of the ball joint in this type of connection, from the front view. Figure 16: The location of the standard ball joint and the ball bearing lower cup installed in the present invention from the front view, which shows the absence of a change in the height and location of the shock absorber rod tension on top of the inner metal of the ball compared to the standard sample. Figure 17: The location of the lower ball bearing in the sample exposed in the previous attempt and the location of the shock absorber rod tension on top of the ball relative to the front view. Figure 18: Comparison and placement of the ball head and its lower saucer, as well as the height and tension location of the support rod from the front view, respectively from the left, the current achievement, the standard model, and the sample disclosed in the previous attempt. Figure 19: Side view of the shock absorber used in this type of connection, whose anti-rotation locking mechanism for the auxiliary shaft is created by creating a D geometric shape on the threaded part of the auxiliary shaft. Figure 20: Complete shock absorber connection from the front and side views, respectively from the left, standard model, present achievement, and the sample disclosed in the previous attempt, showing the height of this type of connection and the location of the shock absorber rod tension in all 3 models. A clear and precise statement of the advantages of the claimed invention over prior inventions. - Very low production cost, up to one third of the cost compared to previous models. - No noise like the round metal model or the cover breaking in the plastic model. - The standard ball joint has a high durability and lifespan. In the previous example, if the bearing failed prematurely, the car owner would have to replace the entire ball joint. However, in the current achievement, if the bearing failed, only the lower ball joint, which has a much lower price, is replaced. - Maintain the anti-rotation locking mechanism of the auxiliary shaft. - Maintaining the height of this type of connection while softening the steering by compactly installing the bearings. - Maintaining the location of the shock absorber rod tension on the ball with minimal change. - Possibility of compact installation of any type of bearing, ball and even angular contact, at any height in the housing on the saucer, which makes the steering smoother, and the reason for this is the absence of height restrictions compared to previous models, where the bearing was either of the round bottom type without changing the saucer and the ball between them, or the middle metal tab inside the ball is removed and installed inside the ball. - No significant change in the height of the connection, which results in no change in the height of the front of the vehicle, which maintains the center of gravity, stability, and balance of the vehicle, and less pressure on the connection, which results in greater steering smoothness when the wheels turn. - Longer durability and better bearing performance due to reduced stress on the front linkage. - Driver comfort due to better steering control and less force required to turn the wheels. Description of at least one implementation method for implementing the invention The front wheels are opened and the linkage is removed. A new bearing housing or cup is replaced with the old cup and a ball is placed on it. The control arm nut is tightened in place and the shock absorber linkage is ready to be installed on the vehicle. Explicit mention of the industrial application of the invention By manufacturing and supplying this part and without the need to replace the steering head, the steering smoothness of vehicles using this type of shock absorber connection can be increased due to the lack of increase in the height of the connection and the front of the vehicle while maintaining the stability and balance of the vehicle. This increase in steering smoothness also reduces friction in the steering system components, which reduces costs for owners of these types of vehicles.

Claims

Claim What is claimed: Claim 1) What is claimed is "a lower ball bearing saucer for the head of the Pride with a special bearing housing for its compact installation" for a type of vehicle shock absorber connection in which the locking mechanism of the auxiliary shaft rotation is done by placing the D-shaped part of the threaded part of the auxiliary shaft inside the hole in the inner metal tab of the ball, which is of the same shape. Due to the presence of this tab in the middle part of the inner metal, only free bearings can be used in its connection without the slightest change in the structure of the ball and the anti-rotation locking mechanism of the auxiliary shaft, and also by maintaining the height of this type of connection, and consists of: - a lower ball bearing saucer with a lower height; - a bearing for compact installation; And - The washer has a hole in the center and a cylindrical edge at its bottom, so that the lower ball cup is lower than the factory height if necessary to create a compact mounting chamber for a deep groove needle or ball bearing on top. Any type of bearing can be used for compact mounting in a fixed or movable chamber of the lower ball cup with the help of this connection. Claim 2) According to claim 1, a washer having a hole in the center and a cylindrical edge at its bottom can also be placed on the bearing.