CN214492448U

CN214492448U - All-terrain vehicle

Info

Publication number: CN214492448U
Application number: CN202120124247.XU
Authority: CN
Inventors: 不公告发明人
Original assignee: Segway Technology Co Ltd
Current assignee: Segway Technology Co Ltd
Priority date: 2021-01-15
Filing date: 2021-01-15
Publication date: 2021-10-26
Anticipated expiration: 2031-01-15

Abstract

The utility model discloses an all-terrain vehicle, include: a frame; a trailing arm; the wheel axle support is provided with an upper mounting end and a lower mounting end; the inner end of the upper transverse pull rod is connected with the frame, and the outer end of the upper transverse pull rod is arranged at the rear end of the towing arm; the lower transverse pull rod is arranged below the upper transverse pull rod, wherein the mounting axis of the upper mounting end at the rear end of the towing arm and the mounting axis of the outer end of the upper transverse pull rod at the rear end of the towing arm are in non-collinear relation, or the mounting axis of the lower mounting end at the rear end of the towing arm and the mounting axis of the outer end of the lower transverse pull rod at the rear end of the towing arm are in non-collinear relation. Through setting up last tie rod and lower tie rod, can obtain bigger wheel suspension motion stroke's demand to improve the all-terrain vehicle rear suspension comfort performance.

Description

All-terrain vehicle

Technical Field

The utility model belongs to the technical field of the all-terrain vehicle technique and specifically relates to an all-terrain vehicle is related to.

Background

The all-terrain off-road vehicle on the market at present comprises a beach vehicle, and various independent rear suspensions cannot meet the use requirement of large movement stroke of the rear suspension, so that the comfort performance and the off-road performance of the rear suspension of the vehicle are improved, and the up-and-down jumping of wheels can not be accurately controlled after the suspension stroke is effectively increased, so that the integral performance of the rear suspension and the wear rate of tires are directly influenced.

In addition, when a part of independent rear suspensions are used for installing the tie rods and the wheel axle supports, the installation mode that the installation ends of the wheel axle supports and the installation ends of the tie rods share the fasteners coaxially can be adopted, so that the number of the fasteners can be reduced to a certain extent, but the lengths of the fasteners need to be lengthened, the strength of the lengthened fasteners is difficult to guarantee, and the overall stability of the rear suspensions is poor.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides an all-terrain vehicle, this all-terrain vehicle through set up last tie rod and lower tie rod, can make the rear wheel hang and have great motion stroke.

According to the utility model discloses all terrain vehicle, include: a frame; the front end of the towing arm is connected to the frame; the wheel axle support is provided with an upper mounting end and a lower mounting end, and the upper mounting end and the lower mounting end are arranged at intervals up and down and are connected to the rear end of the towing arm; the inner end of the upper transverse pull rod is connected to the frame, and the outer end of the upper transverse pull rod is mounted at the rear end of the towing arm; the inner end of the lower transverse pull rod is connected to the frame, the outer end of the lower transverse pull rod is installed at the rear end of the towing arm, the lower transverse pull rod is located below the upper transverse pull rod, and the installation axis of the upper installation end at the rear end of the towing arm and the installation axis of the outer end of the upper transverse pull rod at the rear end of the towing arm are in a non-collinear relationship; and/or the mounting axis of the lower mounting end at the rear end of the towing arm and the mounting axis of the outer end of the lower tie rod at the rear end of the towing arm are in a non-collinear relationship.

Therefore, the utility model discloses all terrain vehicle through setting up last tie rod and lower tie rod, can improve the demand of bigger wheel suspension motion stroke to hang the comfort performance behind the all terrain vehicle in the improvement.

According to some embodiments of the present invention, in the medial-lateral direction, the mounting axis of the upper mounting end at the rear end of the trailing arm is located outside the mounting axis of the outer end of the upper cross tie at the rear end of the trailing arm; and/or in the outer-inner direction, the mounting axis of the lower mounting end is positioned outside the mounting axis of the outer end of the lower tie rod.

According to some embodiments of the present invention, in the up-down direction, the mounting axis of the upper mounting end is located above the mounting axis of the outer end of the upper cross tie; and/or in the up-down direction, the mounting axis of the lower mounting end is positioned above the mounting axis of the outer end of the lower tie rod.

According to some embodiments of the present invention, in the front-rear direction, the outer end of the upper cross pull rod is located at the rear side of the upper mounting end; and/or in the front-rear direction, the outer end of the lower tie rod is positioned at the rear side of the lower mounting end.

According to some embodiments of the present invention, the mounting axis of the upper mounting end is parallel to the mounting axis of the outer end of the upper cross tie; and/or the mounting axis of the lower mounting end is arranged in parallel with the mounting axis of the outer end of the lower tie rod.

According to the utility model discloses a some embodiments, the wheel axle support correspondence is connected with the shaft, go up the outer end of horizontal pull rod with center line between the outer end of horizontal pull rod is first straight line down, first straight line with the rotatory king pin line parallel arrangement of shaft.

According to some embodiments of the invention, the all-terrain vehicle further comprises: the bracket component is connected to the rear end of the towing arm, and the outer end of the upper transverse pull rod and the outer end of the lower transverse pull rod are respectively connected to the bracket component.

According to some embodiments of the invention, the bracket assembly comprises: the towing device comprises an upper support, an upper two supports, an upper three support, a lower two supports and a lower three support, wherein the upper support and the lower support are oppositely arranged up and down and are connected to the rear end of the towing arm, the upper two supports are connected between the upper support and the upper three supports, the lower two supports are connected between the lower support and the lower three supports, the upper mounting end of a wheel axle support is arranged between the upper support and the upper three supports, the lower mounting end of the wheel axle support is arranged between the lower support and the lower three supports, the outer end of an upper transverse pull rod is arranged between the upper two supports and the upper three supports, and the outer end of a lower transverse pull rod is arranged between the lower two supports and the lower three supports.

According to some embodiments of the invention, the upper three brackets comprise: the first mounting plate is connected to the upper two supports, a first mounting hole is formed in the first mounting plate and corresponds to the upper mounting end, a second mounting hole is formed in the second mounting plate and corresponds to the outer end of the upper transverse pull rod, the first mounting plate and the second mounting plate are arranged in a staggered mode, and the axes of the first mounting hole and the second mounting hole are in a non-collinear relationship; and/or the lower three brackets comprise: third mounting panel, fourth mounting panel and second connecting plate, the second connecting plate connect in on the lower two supports, the third mounting panel be provided with the third mounting hole and with the mounting end corresponds down, the fourth mounting panel be provided with the fourth mounting hole and with the outer end of drag link is corresponding down, the third mounting panel with the setting of staggering mutually inside and outside the fourth mounting panel, the third mounting hole with the axis of fourth mounting hole is non-collinear relation.

According to some embodiments of the invention, the all-terrain vehicle further comprises: the outer end of the toe-in control rod is connected to the wheel axle support, the inner end of the toe-in control rod is connected to the frame, and the toe-in control rod is located between the upper cross pull rod and the lower cross pull rod.

According to some embodiments of the utility model, the rear end of wheel shaft support is provided with the toe-in knuckle arm seat, the outer end of toe-in control lever connect in on the toe-in knuckle arm seat.

According to some embodiments of the present invention, the length of the toe-in lever is greater than the length of the upper tie-rod and greater than the length of the lower tie-rod; the outer end of the toe-in control rod outwards exceeds a connecting line between the outer end of the upper cross pull rod and the outer end of the lower cross pull rod; and/or the inner end of the toe-in control rod inwards exceeds a connecting line between the inner end of the upper cross pull rod and the inner end of the lower cross pull rod.

According to some embodiments of the invention, the all-terrain vehicle further comprises: the fixed plate is arranged on the rear side of the frame, and the inner end of the toe-in control rod, the inner end of the upper transverse pull rod and the inner end of the lower transverse pull rod are all arranged on the fixed plate.

According to some embodiments of the invention, the all-terrain vehicle further comprises: the driving device is arranged on the frame, the half shaft is in transmission fit with the driving device, and the outer end of the half shaft extends towards the wheel axle support; the stabilizer bar is arranged on the frame and the drag arm, is positioned on the front upper side of the half shaft, and is positioned on the front side of the driving device.

According to some embodiments of the invention, the stabilizer bar comprises: the main rod section is arranged on the frame, the strut sections are connected to the two sides of the main rod section and extend towards the rear direction, and the rear end of the strut section is connected to the upper portion of the towing arm.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a perspective view of an all-terrain vehicle according to an embodiment of the present invention;

fig. 2 is a side view of an all-terrain vehicle according to an embodiment of the invention;

fig. 3 is a top view of an all-terrain vehicle according to an embodiment of the present invention;

fig. 4 is a rear view of an all terrain vehicle according to an embodiment of the present invention;

fig. 5 is an exploded view of an all terrain vehicle according to an embodiment of the present invention;

fig. 6 is an exploded view of a partial structure at one angle of an all-terrain vehicle according to an embodiment of the present invention;

fig. 7 is another angled partial structural side view of an all-terrain vehicle according to an embodiment of the present invention.

Reference numerals:

an all-terrain vehicle 100;

a frame 10; a support 11; a left mounting base 12; a right mount 13;

a trailing arm 20; a damper 21; a first mount 22; a second mount 23; a third mount 24;

a bracket assembly 30; the upper bracket 31; an upper two-bracket 32; an upper three-support 33; a first mounting plate 331;

a first mounting hole 3311; a second mounting plate 332; a second mounting hole 3321; a first connecting plate 333;

the next support 34; a lower second bracket 35; a lower three-support 36; a third mounting plate 361; third mounting holes 3611;

the fourth mounting plate 362; fourth mounting holes 3621; a second connection plate 363;

an axle support 40; an upper mounting end 41; a lower mounting end 42; an axle 43;

a rear brake inlay 44; a joint bearing 45; a toe-in knuckle arm mount 46; a hub bearing 47;

an upper tie bar 50; a lower tie rod 51; a toe-in lever 52;

a fixing plate 60; a drive device 70; a rear drive shaft 71; half shafts 80; a stabilizer bar 90; a main pole segment 91;

a strut section 92; a link section 93;

a bolt 200; a nut 300; 400 a first straight line; 500 rotate the kingpin.

Detailed Description

Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.

An all-terrain vehicle 100 according to an embodiment of the invention is described below with reference to fig. 1-7.

As shown in fig. 1, 4 and 7, atv 100 includes: frame 10, trailing arm 20, bracket assembly 30, axle bracket 40, upper cross tie 50 and lower cross tie 51. Frame 10 is the base of a vehicle and supports substantially all of the components of the vehicle.

As shown in fig. 2 and 5, the towing arm 20 is disposed in the front-rear direction of the vehicle frame 10, and the towing arm 20 may be two, two towing arms 20 are disposed on the left and right sides of the vehicle frame 10, respectively, the towing arm 20 is a main body connected to the front-rear end of the vehicle frame 10, the front end of the towing arm 20 is connected to the vehicle frame 10, and for example, the first mounting seat 22 of the front end of the towing arm 20 may be rotatably connected to the vehicle frame 10 through a joint bearing 45. The number of the bracket assemblies 30 is two, and the two bracket assemblies 30 are respectively connected to the rear ends of the two trailing arms 20, for example, the bracket assembly 30 can be connected to the rear end of the trailing arm 20 in an integrally formed manner, so that the installation steps of connecting the rear end of the trailing arm 20 and the bracket assembly 30 can be reduced, and the production efficiency can be improved.

As shown in fig. 2, each of the axle supports 40 has an upper mounting end 41 and a lower mounting end 42, the upper mounting end 41 and the lower mounting end 42 are spaced apart from each other, and the upper mounting end 41 and the lower mounting end 42 are connected to the rear end of the trailing arm 20. Specifically, the upper mounting end 41 is connected to the upper end of the carriage assembly 30, the lower mounting end 42 is connected to the lower end of the carriage assembly 30, and the upper mounting end 41 and the lower mounting end 42 are coaxial with the center of the wheel axle support 40, so that the wheel axle support 40 is stably connected to the carriage assembly 30, and in addition, the wheel axle supports 40 are provided in two, the two wheel axle supports 40 are respectively connected to the carriage assemblies 30 on the left and right sides, and the wheel axle support 40 can be rotatably connected to the wheel axle 43 of the wheel, so as to drive the all-terrain vehicle 100 to move through the rotation of the wheel on the wheel axle support 40.

As shown in fig. 3 and 4, two upper cross tie rods 50 and two lower cross tie rods 51 are provided, the two upper cross tie rods 50 and the two lower cross tie rods 51 are respectively arranged in bilateral symmetry about a longitudinal center line of the frame 10, an inner end of the upper cross tie rod 50 is connected to the frame 10, an outer end of the upper cross tie rod 50 is mounted at a rear end of the towing arm 20, an inner end of the lower cross tie rod 51 is connected to the frame 10, an outer end of the lower cross tie rod 51 is mounted at a rear end of the towing arm 20, and the lower cross tie rod 51 is located below the upper cross tie rod 50. It should be noted that the inner ends of the upper cross tie rod 50 and the lower cross tie rod 51 refer to the ends of the upper cross tie rod 50 and the lower cross tie rod 51 close to the longitudinal center line of the frame 10, and the outer ends of the upper cross tie rod 50 and the lower cross tie rod 51 refer to the ends of the upper cross tie rod 50 and the lower cross tie rod 51 facing the wheel axle support 40. By arranging the upper tie rod 50 and the lower tie rod 51, the camber angle of the all-terrain vehicle 100 during the stroke can be automatically changed, the lateral force born by the wheels can be absorbed simultaneously, and the inclination of the all-terrain vehicle 100 can be reduced when the wheels are steered.

Additionally, as shown in fig. 7, the mounting axis of the upper mounting end 41 on the rear end of the trailing arm 20 is in a non-collinear relationship with the mounting axis of the outer end of the upper cross brace 50 on the trailing arm 20, and/or the mounting axis of the lower mounting end 42 on the trailing arm 20 is in a non-collinear relationship with the mounting axis of the outer end of the lower cross brace 51 on the trailing arm 20.

That is, in one option, the mounting axis of the upper mounting end 41 and the mounting axis of the outer end of the upper cross tie 50 are in a non-collinear relationship, and the mounting axis of the lower mounting end 42 and the mounting axis of the outer end of the lower cross tie 51 are in a collinear relationship, in another option, the mounting axis of the upper mounting end 41 and the mounting axis of the outer end of the upper cross tie 50 are in a collinear relationship, and the mounting axis of the lower mounting end 42 and the mounting axis of the outer end of the lower cross tie 51 are in a non-collinear relationship, in yet another option, the mounting axis of the upper mounting end 41 and the mounting axis of the outer end of the upper cross tie 50, and the mounting axis of the lower mounting end 42 and the mounting axis of the outer end of the lower cross tie 51 are both in a non-collinear relationship.

The embodiment of the utility model provides an in, adopt the third kind mounting means, can be so that go up horizontal pull rod 50 and lower drag link 51 have bigger mobile space in the up-and-down direction to can improve and go up horizontal pull rod 50 and drag link 51 at the ascending motion stroke of up-and-down direction, and then make the all terrain go more smoothly on the uneven road of jolting, thereby improve and drive and experience and feel. In addition, the mounting end of the wheel axle support 40, the end of the upper cross tie rod 50 and the end of the lower cross tie rod 60 all need to be fixed by fasteners, so that the use strength of the fasteners can be reduced, and the structural reliability of the all-terrain vehicle 100 can be improved.

As shown in fig. 4 and 7, the mounting axis of the upper mounting end 41 on the trailing arm 20 is located outside the mounting axis of the outer end of the upper track rod 50 in the inboard and outboard directions, and/or the mounting axis of the lower mounting end 42 is located outside the mounting axis of the outer end of the lower track rod 51 in the outboard and inboard directions. It can be understood that the mounting axes of the upper mounting end 41 and the outer end of the upper cross tie rod 50 are arranged in a staggered manner, and the mounting axes of the lower mounting end 42 and the outer end of the lower cross tie rod 51 are arranged in a staggered manner, so that the size of the space required for arranging the axle support 40, the upper cross tie rod 50 and the lower cross tie rod 51 in the outer-inner direction can be reduced, and in addition, the mounting axes are arranged in a staggered manner to provide a clearance space, so that the installation and the disassembly of the axle support 40, the upper cross tie rod 50 and the lower cross tie rod 51 can be facilitated.

As shown in fig. 4 and 7, the mounting axis of the upper mounting end 41 is located above the mounting axis of the outer end of the upper track rod 50 and/or the mounting axis of the lower mounting end 42 is located above the mounting axis of the outer end of the lower track rod 51 in the up-down direction. It can be understood that the mounting axis of the upper mounting end 41 and the mounting axis of the outer end of the upper cross tie rod 50 are arranged in a staggered manner, and the mounting axis of the lower mounting end 42 and the mounting axis of the outer end of the lower cross tie rod 51 are arranged in a staggered manner, so that the size of the space required for arranging the axle support 40, the upper cross tie rod 50 and the lower cross tie rod 51 in the up-down direction can be reduced, and in addition, the mounting axis is arranged in a staggered manner to provide a clearance space, so that the installation and the disassembly of the axle support 40, the upper cross tie rod 50 and the lower cross tie rod 51 can be facilitated.

As shown in fig. 4 and 7, in the front and rear direction, the outer end of the upper cross rod 50 is located at the rear side of the upper mounting end 41, and the outer end of the lower cross rod 51 is also located at the rear side of the lower mounting end 42, so that the upper cross rod 50 and the upper mounting end 41 can be conveniently connected, and the lower cross rod 51 and the lower mounting end 42 can be conveniently connected, which can prevent the installation of the upper cross rod 50 and the lower cross rod 51 from affecting the installation of other parts of the all-terrain vehicle 100, and can make the mass distribution of the all-terrain vehicle 100 in the front and rear direction more uniform, so that the structural distribution of the all-terrain vehicle 100 is more reasonable, and the structural design of the all-terrain vehicle 100 can be optimized.

As shown in fig. 7, the mounting axis of the upper mounting end 41 is disposed parallel to the mounting axis of the outer end of the upper cross link 50, and/or the mounting axis of the lower mounting end 42 is disposed parallel to the mounting axis of the outer end of the lower cross link 51. That is, the mounting axis of the upper mounting end 41 and the mounting axis of the outer end of the upper cross tie 50 may be arranged in parallel, the mounting axis of the lower mounting end 42 and the mounting axis of the outer end of the lower cross tie 51 may be arranged in parallel, or the mounting axis of the upper mounting end 41 and the mounting axis of the outer end of the upper cross tie 50 and the mounting axis of the lower mounting end 42 and the mounting axis of the outer end of the lower cross tie 51 may be arranged in parallel.

The embodiment of the utility model provides an in, the installation axis of going up the installation end 41 and going up the installation axis of the outer end of horizontal pull rod 50 and the installation axis of lower installation end 42 and the installation axis of the outer end of horizontal pull rod 51 all adopt parallel arrangement, can make the effort distribution that goes up horizontal pull rod 50 or horizontal pull rod 51 and wheel axle support 40 to the production of bracket component 30 more even like this, avoid causing stress concentration, thereby can protect the structure of bracket component 30, also make simultaneously the connection relation of going up installation end 41 and last horizontal pull rod 50 and the connection relation of lower installation end 42 and horizontal pull rod 51 difficult damaged.

In the embodiment of the present invention, as shown in fig. 5 and 7, the axle 43 is correspondingly connected to the axle support 40, a central connecting line between the outer end of the upper cross tie rod 50 and the outer end of the lower cross tie rod 51 is a first straight line 400, and the first straight line 400 is parallel to the rotation main pin 500 of the axle 43. It can be understood that if the center connecting line between the outer ends of the upper cross tie bar 50 and the outer ends of the lower cross tie bar 51 has a certain inclination angle with the rotation main pin line 500 of the wheel axle 43, when the all-terrain vehicle 100 operates, the outer ends of the upper cross tie bar 50 and the outer ends of the lower cross tie bar 51 generate different forces on the upper end and the lower end of the bracket assembly 30, so as to affect the structural strength of the bracket assembly 30 and the normal rotation of the wheel axle 43, and accordingly, the normal rotation of the wheel axle 43 will cause the connection relationship between the upper cross tie bar 50 and the lower cross tie bar 51 and the bracket assembly 30, and further affect the movement stroke of the upper cross tie bar 50 and the lower cross tie bar 51 in the up-down direction. Therefore, the outer end of the upper cross pull rod 50, the outer end of the lower cross pull rod 51 and the axle support 40 are reasonably arranged, so that the overall structural strength of the all-terrain vehicle 100 can be improved, and the running stability of the all-terrain vehicle can be ensured.

As shown in connection with fig. 5, the all-terrain vehicle may also essentially comprise: the bracket assembly 30, the bracket assembly 30 is connected to the rear end of the trailing arm 20, and the outer end of the upper cross tie 50 and the outer end of the lower cross tie 51 are respectively connected to the bracket assembly 30. Specifically, earlier through connecting the setting respectively on bracket component 30 with the outer end of going up pull rod 50 and lower drag link 51, the bracket component 30 monolithic phase connection that will be provided with last pull rod 50 and lower drag link 51 again sets up in the rear end of trailing arm 20, so set up, not only can make the outer end of going up pull rod 50 and lower drag link 51 install simultaneously and set up on trailing arm 20, can promote the installation effectiveness, and can conveniently go up the dismantlement change of pull rod 50 and lower drag link 51 outer end, only need dismantle bracket component 30 from trailing arm 20 promptly, alright realize going up the dismantlement of pull rod 50 and lower drag link 51 outer end, need not to dismantle last pull rod 50 and lower drag link 51 alone in proper order.

In addition, the bracket assembly 30 not only can increase the strength of the outer ends of the upper cross tie rod 50 and the lower cross tie rod 51 mounted on the towing arm 20, but also can protect the outer ends of the upper cross tie rod 50 and the lower cross tie rod 51, so as to prevent the outer ends of the upper cross tie rod 50 and the lower cross tie rod 51 from being damaged by external force impacting the outer ends of the upper cross tie rod 50 and the lower cross tie rod 51, thereby further improving the structural reliability of the all-terrain vehicle 100.

Further, a rear brake inlay 44 is also provided at the rear end of the trailing arm 20, the rear brake inlay 44 being contactable with the front end of the axle support 40 to prevent the axle 43 of the wheel from rotating by means of the rear brake inlay 44. Specifically, the rear brake inlay 44 may be provided with a brake pad, and the axle 43 of the wheel may be provided with a brake disc, so that the brake pad and the brake disc generate friction to brake the wheel, thereby improving the maneuverability of the all-terrain vehicle 100.

As shown in fig. 7, the bracket assembly 30 includes: the towing arm comprises an upper support 31, an upper second support 32, an upper third support 33, a lower support 34, a lower second support 35 and a lower third support 36, wherein the upper support 31 and the lower support 34 are arranged oppositely up and down and are connected to the rear end of the towing arm 20, the upper second support 32 is connected between the upper support 31 and the upper third support 33, the lower second support 35 is connected between the lower support 34 and the lower third support 36, an upper mounting end 41 of a wheel axle support 40 is arranged between the upper support 31 and the upper third support 33, a lower mounting end 42 of the wheel axle support 40 is arranged between the lower support 34 and the lower third support 36, the outer end of an upper transverse pull rod 50 is arranged between the upper second support 32 and the upper third support 33, and the outer end of a lower transverse pull rod 51 is arranged between the lower second support 35 and the lower third support 36.

It can be understood that the upper bracket 31 and the lower bracket 34 are disposed opposite to each other in the vertical direction, so that the upper mounting end 41 of the wheel axle support 40 and the lower mounting end 42 of the wheel axle support 40 are collinear with the center of the wheel axle support, and the mutual acting force generated after the upper mounting end 41 of the wheel axle support 40 and the bracket assembly 30 are mounted and generated by the inclination angle is prevented from being different from the mutual acting force generated by the lower mounting end 42 of the wheel axle support 40 and the bracket assembly 30, and the structural strength of the bracket assembly 30 is not affected. Therefore, the upper mounting end 41 of the wheel axle support 40 and the lower mounting end 42 of the wheel axle support 40 are both disposed in the vertical direction, which can improve the structural strength of the bracket assembly 30. Moreover, the bracket assembly 30 thus configured can complete the fixation of multiple installations through the bracket, and also can prevent the corresponding installation ends from being in a collinear manner, which may hinder the installation of fasteners.

Further, as shown in fig. 7, the upper three brackets 33 include: the first mounting plate 331 is provided with a first mounting hole 3311, and the first mounting plate 331 corresponds to the upper mounting end 41, the second mounting plate 332 is provided with a second mounting hole 3321, and the second mounting plate 332 corresponds to the outer end of the upper tie bar 50, and the first mounting plate 331 and the second mounting plate 332 are staggered inside and outside such that the axes of the first mounting hole 3311 and the second mounting hole 3321 are in a non-collinear relationship. The first mounting plate 331, the second mounting plate 332, and the first connecting plate 333 may be integrally formed, which facilitates the processing and reduces the mounting steps of the upper three brackets 33. The first mounting plate 331 is disposed to correspond to the upper mounting end 41, so that the first mounting holes 3311 and the upper mounting end 41 can be conveniently mounted. The second mounting plate 332 is arranged corresponding to the outer end of the upper cross pull rod 50, so that the second mounting hole 3321 and the outer end of the upper cross pull rod 50 can be conveniently mounted. The first mounting plate 331 and the second mounting plate 332 are arranged in a staggered manner, that is, the first mounting hole 3311 and the second mounting hole 3321 are arranged in a staggered manner, so that the assembly of the axle support 40, the outer end of the upper cross pull rod 50 and the bracket assembly 30 is more convenient, and the assembled structure is more compact.

Alternatively, as shown in fig. 7, the lower three brackets 36 include: the connecting structure comprises a third mounting plate 361, a fourth mounting plate 362 and a second connecting plate 363, wherein the second connecting plate 363 is connected to the lower second bracket 35, the third mounting plate 361 is provided with a third mounting hole 3611, the third mounting plate 361 corresponds to the lower mounting end 42, the fourth mounting plate 362 is provided with a fourth mounting hole 3621, the fourth mounting plate 362 corresponds to the outer end of the lower cross rod 51, the third mounting plate 361 and the fourth mounting plate 362 are arranged in an inner-outer staggered mode, and the axes of the third mounting hole 3611 and the fourth mounting hole 3621 are in a non-collinear relation. The third mounting plate 361, the fourth mounting plate 362 and the second connecting plate 363 may be integrally formed, which is convenient for processing and reduces the mounting steps of the lower third bracket 36. The third mounting plate 361 is disposed corresponding to the lower mounting end 42, so that the third mounting hole 3611 and the lower mounting end 42 can be conveniently mounted. The fourth mounting plate 362 is disposed to correspond to the lower tie rod 51, so that the fourth mounting hole 3621 can be easily mounted to the lower tie rod 51. The third mounting plate 361 and the fourth mounting plate 362 are arranged in a staggered manner, that is, the staggered arrangement of the first mounting holes 3311 and the second mounting holes 3321 can be realized, so that the assembly of the wheel axle support 40 and the outer end of the lower cross-brace 51 with the bracket assembly 30 becomes more convenient, and the assembled structure is more compact.

Further, as shown in fig. 7, the upper three brackets 33 and the lower three brackets 36 may be disposed by adopting the above two schemes, such that the upper three brackets 33 and the lower three brackets 36 are disposed oppositely in the vertical direction, and the structure of the upper three brackets 33 and the lower three brackets 36 after being connected with the bracket assembly 30 is more reasonable and compact, so as to improve the structural strength of the bracket assembly 30.

In an embodiment of the present invention, the all terrain vehicle 100 further comprises: a toe-in lever 52, an outer end of the toe-in lever 52 being connected to the axle bracket 40, and an inner end of the toe-in lever 52 being connected to the frame 10, the toe-in lever 52 being located between the upper tie bar 50 and the lower tie bar 51. The number of the toe-in levers 52 is two, and the two toe-in levers 52 are arranged symmetrically with respect to the center line of the vehicle frame 10. The toe control lever 52 on the left side may control the left side wheels and the toe control lever 52 on the right side may control the right side wheels, for example, the toe control lever 52 may facilitate the return of the wheels when the vehicle is turning, i.e., the toe control lever 52 may ensure the straight running of the vehicle. Through the toe-in control lever 52, it is also possible to effectively adjust wheel alignment parameters, such as caster, etc., so that the rear wheel can obtain a large movement stroke in the up-down direction, and the movement locus of the rear wheel can be effectively controlled through the toe-in control lever 52.

As shown in fig. 4, the outer end of the upper cross rod 50 is located behind the upper mounting end 41, the outer end of the lower cross rod 51 is located behind the lower mounting end 42, the rear end of the axle support 40 is provided with a toe link arm seat 46, and the outer end of the toe link lever 52 is connected to the toe link arm seat 46. Specifically, the toe link arm socket 46 is provided with a threaded hole, and the outer end of the toe control rod 52 can be connected with the threaded hole on the toe link arm socket 46 by a fastener.

In addition, by connecting the upper cross link 50, the lower cross link 51 and the toe control lever 52 to the rear side of the wheel axle bracket 40, it is possible to control the running state of the vehicle by simultaneously controlling the wheel axle bracket 40 in all directions through the upper cross link 50, the lower cross link 51 and the toe control lever 52. It can be understood that if the upper cross tie bar 50, the lower cross tie bar 51 and the toe control bar 52 are arranged in different directions, there may be a case of mutual interference, and thus the control performance can be improved by disposing the upper cross tie bar 50, the upper cross tie bar 50 and the toe control bar 52 at the rear side of the wheel axle bracket 40.

Further, the toe control lever 52 has a length greater than the upper cross link 50 and greater than the lower cross link 51. This allows the toe control lever 52 to have better control performance than the upper and

lower tie rods

50 and 51, i.e., allows the carriage assembly 30 to have a greater stroke in the up-down direction.

Further, the outer end of toe-in lever 52 extends outwardly beyond the line between the outer end of upper cross-link 50 and the outer end of lower cross-link 51, and/or the inner end of toe-in lever 52 extends inwardly beyond the line between the inner end of upper cross-link 50 and the inner end of lower cross-link 51.

That is, the outer end of the toe-in control lever 52 may extend outward beyond the connecting line between the outer end of the upper cross bar 50 and the outer end of the lower cross bar 51, or the inner end of the toe-in control lever 52 may also extend inward beyond the connecting line between the inner end of the upper cross bar 50 and the inner end of the lower cross bar 51, or the outer end of the toe-in control lever 52 may extend outward beyond the connecting line between the outer end of the upper cross bar 50 and the outer end of the lower cross bar 51, and the outer end of the toe-in control lever 52 may also extend outward beyond the connecting line between the outer end of the upper cross bar 50 and the outer end of the lower cross bar 51. In the embodiment of the present invention, by adopting the third solution, the length of the toe-in control rod 52 is greater than the lengths of the upper cross rod 50 and the lower cross rod 51, so that the process of the movement of the bracket assembly 30 in the up-and-down direction is more stable.

In an embodiment of the present invention, as shown in fig. 1 and 4, atv 100 further includes: and the fixing plate 60 is arranged at the rear side of the frame 10, and the inner end of the toe-in control rod 52, the inner end of the upper cross pull rod 50 and the inner end of the lower cross pull rod 51 are arranged on the fixing plate 60. The fixed plate 60 is fixedly connected to the frame 10 such that the inner end of the toe-in control lever 52, the inner end of the upper cross link 50 and the inner end of the lower cross link 51 are fixed, thereby ensuring the stability of the all-terrain vehicle 100.

Further, as shown in fig. 1, atv 100 further comprises: a driving device 70, a half shaft 80 and a stabilizer bar 90, wherein the driving device 70 is arranged on the vehicle frame 10, the half shaft 80 is in driving fit with the driving device 70, the outer end of the half shaft 80 extends towards the wheel axle support 40, the stabilizer bar 90 is arranged on the vehicle frame 10 and the drag arm 20, and the stabilizer bar 90 is arranged on the front side of the half shaft 80 and the front side of the driving device 70. It will be appreciated that the axle shafts 80 are provided in two, one end of each axle shaft 80 being connected to both sides of the driving unit 70, and the other end being provided with the axle 43, the axle 43 passing through the axle support 40 and the hub bearing 47, and the hub bearing 47 being provided to reduce the frictional force between the axle 43 and the axle support 40, thereby protecting the axle support 40. Stabilizer bar 90 is disposed on frame 10 and trailing arm 20 to improve the stability of frame 10, and stabilizer bar 90 is located at the front upper side of half axle 80 to make the rear end space of the vehicle larger, improve the formation of rear suspension motion, and not cause interference to the transmission of half axle 80. Wherein, the driving device can be a fuel engine.

In detail, as shown in fig. 1 and 2, the stabilizer bar 90 includes: the main rod section 91 is disposed on the frame 10, the strut section 92 is connected to both sides of the main rod section 91, the strut section 92 extends in the rear direction, and the rear end of the strut section 92 is connected to the upper side of the trailing arm 20. It will be appreciated that the trailing arm 20 and the trailing arm 20 extend in the same direction, which ensures stability of the stabilizer bar 90 on the trailing arm 20.

As shown in fig. 1 and 2, the all-terrain vehicle 100 further includes a shock absorbing device 21, and a second mounting seat 23 is further provided on the rear end of the trailing arm 20, and the shock absorbing device 21 is connected to the trailing arm 20 through the second mounting seat 23. The number of the damping devices 21 can be two and are respectively arranged above the two towing arms 20, the damping devices 21 can be formed by damping springs, and the damping springs have a buffering effect and can absorb the vibration generated by the vehicle on the bumpy road section, so that the driving comfort can be improved.

In more detail, a third mounting seat 24 is further disposed between the first mounting seat 22 and the second mounting seat 23, a connecting rod section 93 is further disposed between the rod section 92 and the trailing arm 20, one end of the connecting rod section 93 is connected with the rod section 92, and the other end of the connecting rod section 93 is connected with the trailing arm 20 through the third mounting seat 24. The support rod section 92 and the connecting rod section 93 can rotate relatively, so that when the vehicle bumps in the driving process, the passing performance and the stability of the vehicle can be further improved through the relative rotation of the support rod section 92 and the connecting rod section 93.

The embodiment of the utility model provides an in, all-terrain vehicle 100 still includes rear drive shaft 71, and the one end of rear drive shaft 71 is connected with drive arrangement 70, and the other end can be connected with all-terrain vehicle 100's preceding transmission shaft, and the tie point of rear drive shaft 71 and preceding transmission shaft is located the rear of main pole section 91 to power transmission to the front wheel with drive arrangement 70 output, thereby make the vehicle constitute four wheel drive, and then make the power of vehicle more sufficient, the driving experience is better.

The rear suspension system of atv 100 of embodiments of the present invention is described in detail below.

As shown in fig. 5, one end of the upper tie bar 50 is mounted between the second mounting plate 332 and the upper second bracket 32, one end of the lower tie bar 51 is mounted between the fourth mounting plate 362 and the lower second bracket 35, the upper mounting end 41 of the left axle bracket 70 is similarly mounted between the upper first bracket 31 and the first mounting plate 331, and the lower mounting end 42 of the left axle bracket 70 is mounted between the lower first bracket 34 and the third mounting plate 361, respectively, using bolts 200 and nuts 300. One end of the toe control lever 52 is also mounted to the toe arm mount 46 of the axle bracket 40 with a bolt 200 and a nut 300. The assembled left trailing arm 20 as a whole is mounted to the frame 10 through the hole of the knuckle bearing 45 in the front mounting seat 22 at the front end of the trailing arm 20 by the bolt 200 and the nut 300 and further through the knuckle bearing 45.

In addition, the other ends of the upper cross pull rod 50, the lower cross pull rod 51 and the toe-in control rod 52 are respectively arranged on the fixing plate 60, so that a left suspension guide mechanism is formed, and the change of the camber angle and the wheel side slippage can be accurately controlled when the wheel jumps up and down by utilizing the action of a transverse control force arm exerted by the upper cross pull rod 50 and the lower cross pull rod 51, so that the tire wear amount is reduced.

Wherein the inner ball cage ends of the half shafts 80 of the left and right constant velocity transmissions are respectively mounted in the mounting holes of the rear drive 70, and the outer ball cages are respectively mounted in the hub bearings 47 in the left and right wheel axle supports 40.

Finally, the upper end of the damper 21 is mounted on the support 11 of the frame 10 by using the bolt 200 and the nut 300, and the lower end of the damper 21 is mounted on the rear mounting seat 23 of the trailing arm 20. The right trailing arm 20 assembly is mounted in its entirety to the left.

In addition, after the rear suspension system is assembled, as shown in fig. 2 and 6, in the process of the up-and-down movement of the wheels, the toe-in angle change of the rear wheels can be adjusted and controlled by using the toe-in control rod 52 and rotating along the main pin line formed by the upper and lower joint bearings 45 of the wheel axle support 40, so that the left and right rear wheels have a certain follow-up steering function when the vehicle turns, the whole vehicle tends to be in an understeering state when turning, and the stability of the vehicle when turning sharply is improved.

In addition, as shown in fig. 2, in the suspension system, the stabilizer bar 90 is mounted on the left mounting seat 12 and the right mounting seat 13 of the frame 10 and is disposed above the rear transmission shaft 71, two ends of the stabilizer bar 90 are respectively connected and mounted on the third mounting seats 24 of the rear left and right trailing arms 20 through the strut sections 92, the working direction and the angle of the stabilizer bar 90 are consistent with those of the left and right trailing arms 20, the longitudinal space of the rear cabin of the vehicle can be effectively utilized, and the anti-roll capability of the whole vehicle is improved.

To sum up, the utility model discloses full all terrain vehicle 100 of embodiment provides a unique multi-link formula independent suspension, left side suspension adopts the front end of a vertical trailing arm 20 to be connected with frame 10, trailing arm 20's trailing end connection bracket component 30, axle support 40 is connected with bracket component 30, rethread upper tie rod 50 and lower tie rod 51 with trailing arm 20's bracket component 30 and frame 10 end connection, set up a toe-in control lever 52 again alone in the middle of upper tie rod 50 and lower tie rod 51 of horizontal from top to bottom simultaneously, on the toe-in arm socket 46 of wheel axle bearing 40 is connected to the one end of toe-in control lever 52, the other end is installed with frame 10 afterbody equally, utilize same fixed plate 60 to fix upper tie rod 50, lower tie rod 51 and toe-in control lever 52 with frame 10 afterbody at last. The lower end of the damping device 21 is installed on the towing arm 20, the upper end of the damping device 21 and the towing arm 20 are arranged in the same direction, the damping device 21 and the frame 10 are connected to form a rear suspension guide movement mechanism, the up-and-down regular movement of the wheels is controlled, wheel positioning parameters can be effectively adjusted through the toe-in control rod 52, the rear wheels can obtain a large movement stroke, and the movement track of the rear wheels can be effectively controlled. It should be noted that, in the embodiment of the present invention, all the connection hinge points all adopt the spherical sliding knuckle bearing 45 structure, and can rotate and swing at any angle. The right suspension portion is symmetrically arranged along the mid-plane of the frame.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An all-terrain vehicle, comprising:

a frame;

the front end of the towing arm is connected to the frame;

the wheel axle support is provided with an upper mounting end and a lower mounting end, and the upper mounting end and the lower mounting end are arranged at intervals up and down and are connected to the rear end of the towing arm;

the inner end of the upper transverse pull rod is connected to the frame, and the outer end of the upper transverse pull rod is mounted at the rear end of the towing arm;

a lower tie rod, the inner end of which is connected with the frame and the outer end of which is arranged at the rear end of the towing arm, the lower tie rod is arranged below the upper tie rod,

the mounting axis of the upper mounting end at the rear end of the towing arm and the mounting axis of the outer end of the upper transverse pull rod at the rear end of the towing arm are in a non-collinear relationship; and/or

The mounting axis of the lower mounting end at the rear end of the towing arm and the mounting axis of the outer end of the lower tie rod at the rear end of the towing arm are in a non-collinear relationship.

2. The all-terrain vehicle of claim 1, characterized in that the mounting axis of the upper mounting end at the trailing arm rear end is located outboard of the trailing arm rear end mounting axis at the outer end of the upper cross tie in the inboard and outboard directions; and/or

In the outer-inner direction, the mounting axis of the lower mounting end is positioned outside the mounting axis of the outer end of the lower tie rod.

3. The all-terrain vehicle of claim 1, characterized in that the mounting axis of the upper mounting end is located above the mounting axis of the outer end of the upper cross link in an up-down direction; and/or

In the up-down direction, the mounting axis of the lower mounting end is positioned above the mounting axis of the outer end of the lower tie rod.

4. The all-terrain vehicle of claim 1, characterized in that an outer end of the upper cross link is located rearward of the upper mounting end in a fore-aft direction; and/or

In the front-rear direction, the outer end of the lower tie rod is positioned at the rear side of the lower mounting end.

5. The all-terrain vehicle of claim 1, characterized in that a mounting axis of the upper mounting end is disposed parallel to a mounting axis of an outer end of the upper cross link; and/or

And the mounting axis of the lower mounting end is parallel to the mounting axis of the outer end of the lower tie rod.

6. The all-terrain vehicle of claim 1, characterized in that an axle is correspondingly connected to the axle support, and a center connecting line between the outer end of the upper cross tie rod and the outer end of the lower cross tie rod is a first straight line, and the first straight line is arranged in parallel with a rotation main pin line of the axle.

7. The all-terrain vehicle of claim 1, further comprising: the bracket component is connected to the rear end of the towing arm, and the outer end of the upper transverse pull rod and the outer end of the lower transverse pull rod are respectively connected to the bracket component.

8. The all-terrain vehicle of claim 7, characterized in that the bracket assembly comprises: the towing device comprises an upper support, an upper two supports, an upper three support, a lower two supports and a lower three support, wherein the upper support and the lower support are oppositely arranged up and down and are connected to the rear end of the towing arm, the upper two supports are connected between the upper support and the upper three supports, the lower two supports are connected between the lower support and the lower three supports, the upper mounting end of a wheel axle support is arranged between the upper support and the upper three supports, the lower mounting end of the wheel axle support is arranged between the lower support and the lower three supports, the outer end of an upper transverse pull rod is arranged between the upper two supports and the upper three supports, and the outer end of a lower transverse pull rod is arranged between the lower two supports and the lower three supports.

9. The all-terrain vehicle of claim 8, characterized in that the upper three brackets comprise: the first mounting plate is connected to the upper two supports, a first mounting hole is formed in the first mounting plate and corresponds to the upper mounting end, a second mounting hole is formed in the second mounting plate and corresponds to the outer end of the upper transverse pull rod, the first mounting plate and the second mounting plate are arranged in a staggered mode, and the axes of the first mounting hole and the second mounting hole are in a non-collinear relationship; and/or

The lower three brackets include: third mounting panel, fourth mounting panel and second connecting plate, the second connecting plate connect in on the lower two supports, the third mounting panel be provided with the third mounting hole and with the mounting end corresponds down, the fourth mounting panel be provided with the fourth mounting hole and with the outer end of drag link is corresponding down, the third mounting panel with the setting of staggering mutually inside and outside the fourth mounting panel, the third mounting hole with the axis of fourth mounting hole is non-collinear relation.

10. The all-terrain vehicle of claim 1, further comprising: the outer end of the toe-in control rod is connected to the wheel axle support, the inner end of the toe-in control rod is connected to the frame, and the toe-in control rod is located between the upper cross pull rod and the lower cross pull rod.

11. The all-terrain vehicle of claim 10, characterized in that a rear end of the wheel axle bracket is provided with a toe link arm mount to which an outer end of the toe control rod is connected.

12. The all-terrain vehicle of claim 10, characterized in that the toe control rod has a length greater than the length of the upper cross-pull rod and greater than the length of the lower cross-pull rod;

the outer end of the toe-in control rod outwards exceeds a connecting line between the outer end of the upper cross pull rod and the outer end of the lower cross pull rod; and/or

The inner end of the toe-in control rod inwards exceeds a connecting line between the inner end of the upper cross pull rod and the inner end of the lower cross pull rod.

13. The all-terrain vehicle of claim 10, further comprising: the fixed plate is arranged on the rear side of the frame, and the inner end of the toe-in control rod, the inner end of the upper transverse pull rod and the inner end of the lower transverse pull rod are all arranged on the fixed plate.

14. The all-terrain vehicle of claim 1, further comprising: the driving device is arranged on the frame, the half shaft is in transmission fit with the driving device, and the outer end of the half shaft extends towards the wheel axle support;

the stabilizer bar is arranged on the frame and the drag arm, is positioned on the front upper side of the half shaft, and is positioned on the front side of the driving device.

15. The all-terrain vehicle of claim 14, characterized in that the stabilizer bar comprises: the main rod section is arranged on the frame, the strut sections are connected to the two sides of the main rod section and extend towards the rear direction, and the rear end of the strut section is connected to the upper portion of the towing arm.