Built-in bearing multi-link structure for off-road vehicles

Abstract

The utility model provides a built -in bearing type multi connecting rod structure for off -road vehicle, including and the adjusting frame body of shock absorber connection, the adjusting frame body includes the upper connecting rod and lower connecting rod of swing joint, the connecting place of upper connecting rod and lower connecting rod forms the first installation cavity for installing bearing, and the first installation cavity is arranged at the inboard of adjusting frame body through the cooperation of upper connecting rod and lower connecting rod to cover bearing, the utility model discloses a built -in bearing type multi connecting rod structure for off -road vehicle to solve the connecting rod structure of cooperation use in the existing vehicle and shock absorber, when using bearing connection can make bearing directly expose to the external environment and lead to its easy to be contaminated and damaged and the poor stability of the cooperation mode between the existing each connecting component technical problem.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle parts technology, and in particular relates to a multi-link structure with built-in bearing for off-road vehicles. Background Technology

[0002] To mitigate and attenuate the impact and vibration caused by uneven road surfaces during electric vehicle operation, ensuring smooth driving and ride comfort, vehicles are typically equipped with shock absorbers and a linkage structure that works in conjunction with them. For example, Chinese utility model patent (publication number: CN205769884U, title: A Shock Absorbing Device for Electric Vehicles) discloses a shock absorber for electric vehicles. This device includes an upper linkage and a lower linkage. One end of the upper linkage is mounted on the upper end of the center tube and connected to the rear triangular structure, while the other end is connected to one end of the shock absorber. The lower linkage is mounted on the bottom end of the center tube, also connected to the rear triangular structure, and its other end is connected to the other end of the shock absorber. The shock absorber is positioned between the upper and lower linkages. Furthermore, a battery mounting box is located above the bottom tube of the front triangular structure, housing the battery. A motor mounting bracket is integrated on one side of the mounting box and welded to the frame. The motor mounting bracket has a lower motor cover protective box, in which the motor is installed and connected to the battery.

[0003] In the above technical solutions, the linkage structure, frame, and shock absorbers are typically connected by bearings. However, this structure has certain shortcomings: after installation, the bearings are mostly directly exposed to the external environment, making them susceptible to contamination and damage. At the same time, the fit between the various connecting components lacks sufficient stability. Utility Model Content

[0004] The purpose of this utility model is to provide a multi-link structure with built-in bearings for off-road vehicles to solve the technical problems of existing linkage structures used in conjunction with shock absorbers in vehicles, which expose the bearings directly to the external environment when using bearing connections, making them susceptible to contamination and damage, and the poor stability of the existing connection methods between various connecting parts.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a multi-link structure with built-in bearing for off-road vehicles, including an adjustment frame connected to a shock absorber. The adjustment frame includes an upper link and a lower link that are movably connected. A first mounting cavity for mounting a bearing is formed at the connection between the upper link and the lower link. The first mounting cavity is arranged inside the adjustment frame to cover the bearing through the cooperation of the upper link and the lower link.

[0006] Preferably, the upper connecting rod has connecting portions on both sides, and the end of the connecting portion has a movable groove, and the two sides of the movable groove have mounting holes that communicate with the movable groove.

[0007] Preferably, it also includes a vehicle center tube, wherein the upper connecting rod is connected to a transmission plate at one end near the vehicle center tube and the transmission plate is movably connected to the vehicle center tube, and the lower connecting rod is movably connected to the vehicle center tube at one end near the shock absorber.

[0008] Preferably, the lower connecting rod is provided with a rotating end that matches the connecting part, the first mounting cavity is opened on the rotating end, and the mounting hole corresponds to the first mounting cavity.

[0009] Preferably, the connection between the rotating end and the movable groove is connected to a fastener through the mounting hole.

[0010] Preferably, the fastener includes an inner thread and an outer thread that are screwed together. One end of the inner thread extends through a mounting hole into a first mounting cavity and passes through the bearing. The outer thread is screwed into the inner thread through a mounting hole on the other side and confines the bearing within the first mounting cavity.

[0011] Preferably, the lower end of the vehicle's central tube is provided with a lower connecting seat, and bearings are installed on both sides of the lower connecting seat. The two ends of the lower connecting rod are fixedly connected to the bearings on both sides by a screw connector, and the bearings cover the inner side of the lower connecting rod.

[0012] Preferably, the upper end of the vehicle tube is provided with an upper connecting seat, and bearings are installed on both sides of the upper connecting seat. The upper part of the transmission plate is fixedly connected to the bearings on both sides by a screw connector, and the bearings cover the inner side of the transmission plate.

[0013] Preferably, the lower end of the transmission plate is movably connected to the shock absorber, and the middle position of both sides of the transmission plate protrudes towards the side closer to the adjustment frame to form an adjustment position, and the adjustment position has a second mounting cavity for installing a bearing.

[0014] Preferably, the upper connecting rod near the shock absorber has a drive groove that corresponds to the adjustment positions on both sides of the transmission plate. The drive groove is movably connected to the adjustment position with a screw connector and covers the bearing in the drive groove.

[0015] By using the above technical solution, compared with the prior art, this utility model has the following beneficial effects: An adjustment frame is constructed by setting an upper connecting rod and a lower connecting rod that can be movably connected to each other. One end of the upper connecting rod has a connecting part with a movable groove. The other end of the upper connecting rod has a driving groove. The lower connecting rod has a rotating end with a first mounting cavity on it, and the other end is movably connected to the vehicle's center tube. When assembling the upper and lower connecting rods, the bearing is first installed in the first mounting cavity, and then the rotating end carrying the bearing is extended into the movable groove of the connecting part, so that the through holes on both sides of the first mounting cavity and the mounting groove on the movable part... After aligning the mounting holes, install the fasteners, allowing one end of the fastener to pass through the mounting hole and secure the bearing within the first mounting cavity. At this point, the bearing is located within the first mounting cavity, which is covered by the rods formed on both sides of the movable groove, thus concealing the bearing internally and preventing it from being exposed to the outside. Simultaneously, the cooperation between the movable groove and the rotating end makes the connection and cooperation between the two more stable. This solves the technical problems of existing linkage structures used in vehicles in conjunction with shock absorbers, where bearings are directly exposed to the external environment when used for connection, leading to their susceptibility to contamination and damage, as well as the poor stability of the existing cooperation methods between various connecting components. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram showing the connection structure of the adjustment frame, vehicle center tube, and shock absorber of this utility model. Figure 3 This is a side view of the connection between the adjustment frame, vehicle center tube, and shock absorber of this utility model. Figure 4 This is a schematic diagram of the adjustment frame structure of this utility model; Figure 5 This is a schematic diagram of a partially exploded structure of the adjustment frame of this utility model; Figure 6 This is a schematic diagram of the upper connecting rod structure of this utility model; Figure 7 This is a schematic diagram of the lower connecting rod structure of this utility model; The utility model reference information is as follows: 1. Shock absorber; 2. Upper connecting rod; 3. Lower connecting rod; 4. Bearing; 5. First mounting cavity; 6. Fastener; 7. Vehicle center tube; 8. Transmission plate; 201. Connecting part; 202. Movable groove; 203. Mounting hole; 204. Drive groove; 301. Rotating end; 601. Inner threaded rod; 602. Outer threaded rod; 701. Lower connecting seat; 702. Upper connecting seat; 801. Adjustment position; The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0018] The following will refer to the appendix in the embodiments of this utility model. Figure 1-7 The technical solutions in the embodiments of this utility model are clearly and completely described herein. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0019] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0020] Furthermore, the use of terms such as "first" and "second" in this utility model is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0021] like Figure 1-7As shown: A multi-link structure with built-in bearing for off-road vehicles includes an adjustment frame connected to the shock absorber 1. The adjustment frame includes an upper link 2 and a lower link 3 that are movably connected. A first mounting cavity 5 for mounting a bearing 4 is formed at the connection between the upper link 2 and the lower link 3. The first mounting cavity 5 is arranged inside the adjustment frame to cover the bearing 4 through the cooperation of the upper link 2 and the lower link 3. This structure achieves effective built-in protection for the bearing 4, preventing it from being directly exposed to the external environment. By building the bearing 4 into the first mounting cavity 5, the pollution and corrosion of the bearing by external dust, mud, and moisture are significantly reduced, extending the service life of the bearing, while enhancing the compactness and aesthetics of the overall structure.

[0022] An adjustment frame is constructed by setting an upper connecting rod 2 and a lower connecting rod 3 that can be movably connected to each other. One end of the upper connecting rod 2 has a connecting part 201, and a movable groove 202 is formed on the connecting part 201. The other end of the upper connecting rod 2 has a drive groove 204. The lower connecting rod 3 has a rotating end 301 at one end, and a first mounting cavity 5 is formed on the rotating end 301. The other end is movably connected to the vehicle's center tube 7. When assembling the upper connecting rod 2 and the lower connecting rod 3, the bearing 4 is first installed in the first mounting cavity 5. Then, the rotating end 301 carrying the bearing 4 is extended into the movable groove 202 of the connecting part 201, so that the through holes on both sides of the first mounting cavity 5 and the mounting holes 203 on the movable groove 202 are aligned. Then, fastener 6 is installed, so that one end of fastener 6 passes through the mounting hole 203 through the bearing 4 and fixes the bearing 4 in the first mounting cavity 5. At this time, the bearing 4 is located in the first mounting cavity 5, and the first mounting cavity 5 is covered by the rods formed on both sides of the movable groove 202, thereby hiding the bearing 4 inside and preventing it from being exposed to the outside. At the same time, the cooperation between the movable groove 202 and the rotating end 301 can also make the connection and cooperation between the two more stable. This solves the technical problems of the existing linkage structure used in vehicles and shock absorbers, which makes the bearing directly exposed to the external environment when using bearing connection, resulting in its susceptibility to contamination and damage, and the poor stability of the existing cooperation method between various connecting parts.

[0023] like Figure 2-7 As shown: Connecting portions 201 are provided on both sides of the upper connecting rod 2. A movable groove 202 is formed at the end of each connecting portion 201. Mounting holes 203, communicating with the movable groove 202, are provided on both sides of the movable groove 202. The connecting portion 201 is a key part connecting the upper connecting rod 2 and the lower connecting rod 3. The movable groove 202 provides space for the rotating end 301 of the lower connecting rod 3 to accommodate and move, while the mounting holes 203 provide positioning and a channel for the subsequent installation of the fasteners 6. The movable groove structure not only facilitates alignment and installation during assembly but also improves the uniformity of force distribution at the connection node, enhancing the overall stability and reliability of the connecting rod system.

[0024] like Figure 1-3As shown, it also includes the vehicle center tube 4. The upper connecting rod 2, near the end of the vehicle center tube 7, is connected to a transmission plate 8, and the transmission plate 8 and the vehicle center tube 7 are movably connected. The lower connecting rod 3, near the shock absorber 1, is movably connected to the vehicle center tube 7. The transmission plate 8 plays a role in force transmission and motion coordination, enabling effective linkage between the upper connecting rod 2 and the vehicle center tube 7. Through the reasonable layout of multiple movable connection points, coordinated movement between the shock absorber 1, the adjustment frame, and the vehicle center tube 7 is achieved, effectively dispersing and buffering impact loads from the road surface, and improving the vehicle's ride comfort and operational stability.

[0025] like Figure 2-6 As shown: The lower connecting rod 3 is provided with a rotating end 301 that matches the connecting part 201. The first mounting cavity 5 is opened on the rotating end 301, and the mounting hole 203 corresponds to the first mounting cavity 5. The rotating end 301 is the core part of the lower connecting rod 3 to realize the rotation function. Its cooperation with the connecting part 201 ensures that the upper and lower connecting rods can rotate relative to each other. The precise matching between the rotating end 301 and the connecting part 201 in the structure ensures the accurate positioning and reliable load bearing of the bearing 4, making the connecting rod rotate flexibly and with low resistance during movement, while improving the rigidity and precision of the connection.

[0026] like Figure 2-6 As shown, a fastener 6 is connected to the connection between the rotating end 301 and the movable groove 202 via a mounting hole 203. The fastener 6 is a key component ensuring reliable connection between the upper and lower connecting rods and clamping the bearing. The preload provided by the fastener 6 securely locks the rotating end within the movable groove, effectively preventing loosening of the connection, ensuring effective force transmission, and improving the safety and durability of the entire connecting rod structure under dynamic loads.

[0027] like Figure 1-7 As shown, fastener 6 includes an inner screw 601 and an outer screw 602 screwed together. One end of the inner screw 601 extends into the first mounting cavity 5 through the mounting hole 203 and passes through the bearing 4. The outer screw 602 is screwed into the inner screw 601 through the mounting hole 203 on the other side, confining the bearing 4 within the first mounting cavity 5. This fastening method using the inner and outer screws reliably clamps the bearing 4 from both sides, ensuring the bearing 4 is securely installed within the cavity and effectively preventing axial movement of the bearing. This structure also facilitates adjustment of the preload, making installation and maintenance convenient.

[0028] like Figure 3-5As shown in Figure 7: The lower end of the vehicle's central tube 7 is provided with a lower connecting seat 701. Bearings 4 are installed inside both sides of the lower connecting seat 701. The two ends of the lower connecting rod 3 are fixedly connected to the bearings 4 on both sides by a screw connector, and the bearings 4 are covered inside the lower connecting rod 3. The bearings 4 are built in and covered by the structure of the lower connecting rod 3, which also plays the role of protecting the bearings and avoiding contamination, while ensuring the rotational flexibility and structural strength of the connection point between the vehicle's central tube 7 and the lower connecting rod 3.

[0029] like Figure 1-3 As shown: The upper end of the vehicle's central tube 7 is provided with an upper connecting seat 702. Bearings 4 are installed on both sides of the upper connecting seat 702. The upper part of the transmission plate 8 is fixedly connected to the bearings 4 on both sides by a screw connector, and the bearings 4 cover the inner side of the transmission plate 8. This design continues the protection concept of the bearings 4 being built-in, so that the connection point between the transmission plate 8 and the upper end of the vehicle's central tube 7 also has high reliability, good sealing performance and smooth rotation characteristics.

[0030] like Figure 1-3 As shown: the lower end of the transmission plate 8 is movably connected to the shock absorber 1. The middle positions on both sides of the transmission plate 8 protrude towards the side of the adjustment frame to form an adjustment position 801. The adjustment position 801 has a second mounting cavity for mounting the bearing 4. The adjustment position 801 and its second mounting cavity provide another important movable connection point between the transmission plate and the upper connecting rod. Its beneficial effects are: this structure increases the system's adjustment freedom, better adapts to changes in the shock absorber's motion trajectory during operation, optimizes the force transmission path, and helps improve the suspension system's response performance and adaptability.

[0031] like Figure 1-3 As shown: The upper link 2 near the shock absorber 1 has a drive groove 204 that corresponds to the adjustment positions 801 on both sides of the transmission plate 8. The drive groove 204 is connected to the adjustment position 801 with a screw and the bearing 4 is covered in the drive groove 204. The cooperation between the drive groove 204 and the adjustment position 801 realizes a stable and flexible connection between the upper link 2 and the transmission plate 8. The built-in covering structure of the bearing 4 once again plays a protective role, ensuring the reliability of the connection point for long-term use, and thus ensuring the overall performance of the multi-link suspension system.

[0032] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A multi-link structure with built-in bearings for off-road vehicles, comprising an adjustment frame connected to a shock absorber (1), characterized in that: The adjustment frame includes an upper connecting rod (2) and a lower connecting rod (3) that are movably connected. A first mounting cavity (5) for mounting a bearing (4) is formed at the connection between the upper connecting rod (2) and the lower connecting rod (3). The first mounting cavity (5) is arranged inside the adjustment frame to cover the bearing (4) through the cooperation of the upper connecting rod (2) and the lower connecting rod (3).

2. The multi-link structure with built-in bearing for off-road vehicles according to claim 1, characterized in that: The upper connecting rod (2) has connecting parts (201) on both sides, and the end of the connecting part (201) has a movable groove (202). The movable groove (202) has mounting holes (203) on both sides that are connected to the movable groove (202).

3. The multi-link structure with built-in bearing for off-road vehicles according to claim 1, characterized in that: It also includes a vehicle center tube (7), the upper connecting rod (2) is connected to a transmission plate (8) at one end near the vehicle center tube (7) and the transmission plate (8) is movably connected to the vehicle center tube (7), and the lower connecting rod (3) is movably connected to the vehicle center tube (7) at one end near the shock absorber (1).

4. The multi-link structure with built-in bearing for off-road vehicles according to claim 2, characterized in that: The lower connecting rod (3) is provided with a rotating end (301) that matches the connecting part (201), the first mounting cavity (5) is opened on the rotating end (301), and the mounting hole (203) corresponds to the first mounting cavity (5).

5. The multi-link structure with built-in bearing for off-road vehicles according to claim 4, characterized in that: The connection between the rotating end (301) and the movable groove (202) is connected to a fastener (6) through the mounting hole (203).

6. The multi-link structure with built-in bearing for off-road vehicles according to claim 5, characterized in that: The fastener (6) includes an inner screw (601) and an outer screw (602) screwed together. One end of the inner screw (601) extends into the first mounting cavity (5) through a mounting hole (203) and passes through the bearing (4). The outer screw (602) is screwed into the inner screw (601) through the mounting hole (203) on the other side and confines the bearing (4) within the first mounting cavity (5).

7. The multi-link structure with built-in bearing for off-road vehicles according to claim 3, characterized in that: The lower end of the vehicle tube (7) is provided with a lower connecting seat (701). Bearings (4) are installed on both sides of the lower connecting seat (701). The two ends of the lower connecting rod (3) are fixedly connected to the bearings (4) on both sides by a screw connector and the bearings (4) cover the inner side of the lower connecting rod (3).

8. The multi-link structure with built-in bearing for off-road vehicles according to claim 7, characterized in that: The upper end of the vehicle tube (7) is provided with an upper connecting seat (702), and bearings (4) are installed on both sides of the upper connecting seat (702). The upper part of the transmission plate (8) is fixedly connected to the bearings (4) on both sides by a screw and the bearings (4) cover the inner side of the transmission plate (8).

9. The multi-link structure with built-in bearing for off-road vehicles according to claim 3, characterized in that: The lower end of the transmission plate (8) is movably connected to the shock absorber (1). The middle position on both sides of the transmission plate (8) protrudes towards the side close to the adjustment frame to form an adjustment position (801). The adjustment position (801) has a second mounting cavity for installing the bearing (4).

10. The multi-link structure with built-in bearing for off-road vehicles according to claim 9, characterized in that: The upper connecting rod (2) near the shock absorber (1) has a drive groove (204) that corresponds to the adjustment position (801) on both sides of the transmission plate (8). The drive groove (204) is connected to the adjustment position (801) with a screw and covers the bearing (4) in the drive groove (204).

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