CN216994518U

CN216994518U - All-terrain off-road vehicle damping frame

Info

Publication number: CN216994518U
Application number: CN202220911271.2U
Authority: CN
Inventors: 包玉龙
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-04-20
Filing date: 2022-04-20
Publication date: 2022-07-19
Anticipated expiration: 2032-04-20

Abstract

The utility model belongs to the technical field of off-road vehicle frames, and discloses an all-terrain off-road vehicle damping frame which comprises a front frame with a frame structure and a rear frame with a frame structure. The utility model has the beneficial effects that: the self-adaptive posture adjustment device has the advantages that when the device passes through complex terrains, particularly rugged terrains, and the force points of four tires are not equal in height, the posture can be adjusted in a self-adaptive mode through rotation in two mutually perpendicular directions, the device is adaptive to different terrains in space, and the adaptability and the trafficability of the off-road vehicle to different terrains are improved.

Description

All-terrain off-road vehicle damping frame

Technical Field

The utility model belongs to the technical field of off-road vehicle frames, and particularly relates to a damping frame of an all-terrain off-road vehicle.

Background

An all-terrain vehicle refers to a vehicle that can travel on any terrain, and can freely travel on terrains where ordinary vehicles are difficult to maneuver.

The utility model discloses a chinese utility model 201620236890.0, which discloses a wheeled off-road vehicle frame with a single hinge structure, belonging to a vehicle hinge structure. Preceding frame reinforcement and preceding frame main part welding, back frame reinforcement and back frame main part welding, axle sleeve left end and preceding frame main part welded fastening, it is spacing with the circular bead left side of axle sleeve here, the bush overlaps outside the axle sleeve, it is spacing with axle sleeve circular bead right side, first packing ring overlaps on the bush, it is still spacing with axle sleeve circular bead right side, back frame reinforcement overlaps on the bush, with the right-hand member face contact of first packing ring, the second packing ring overlaps on the bush, with the right-hand member face contact of back frame main part, first lock nut and second lock nut in proper order with axle sleeve threaded connection. The advantage is novel structure, adopts single articulated structure can realize well that the vehicle around the relative rotation of direction of traveling around the frame around traveling in-process, has guaranteed passenger's safety and travelling comfort well when complicated non-structural topography is traveling.

Chinese utility model patent 201621252907.8 discloses an articulated cross country vehicle. The electric vehicle comprises a vehicle body assembly, a power system, an electro-hydraulic system and a working device, wherein the vehicle body assembly mainly comprises a front vehicle frame, a connecting frame and a rear vehicle frame, the front vehicle frame and the connecting frame are hinged together, the hinged steering is realized through an oil cylinder, and the steering angle can reach 40 degrees; the connecting frame is connected with the rear frame through the slewing bearing, and the floating angle is limited to +/-15 degrees through the limiting plate, so that the utility model has the beneficial effects that: the articulated off-road vehicle provided by the utility model adopts the wheel hydraulic motor and the articulated vehicle frame in a static pressure transmission mode, so that the occupied space of a transmission system can be reduced to the maximum extent.

The above prior art enables all-terrain vehicles to have better passing capacity, however, the following technical problems still exist in all-terrain formation:

1. when passing through a rugged terrain, and the force points of the four tires are not equal in height, the technical solution in the prior art cannot solve the problem;

2. when the all-terrain off-road vehicle passes through a complex terrain, the posture of the frame of the all-terrain off-road vehicle can be adjusted in a self-adaptive mode to obtain better trafficability characteristic, the posture adjustment in the prior art is completed by means of a hydraulic cylinder, and the posture cannot be adjusted in time to adapt to the complex terrain.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a damping frame of an all-terrain off-road vehicle, and aims to solve the problem that when the all-terrain off-road vehicle passes through complex terrain, particularly high and low terrain, and the force points of four tires are unequal in height, the frame of the all-terrain off-road vehicle cannot be adjusted in posture in a self-adaptive manner, so that better trafficability is obtained.

The embodiment of the utility model is realized as follows:

the utility model provides an all terrain cross country vehicle shock attenuation frame, includes frame construction's preceding frame and frame construction's back frame, the connection of preceding frame and back frame is equipped with the transition beam, and the middle part of passing the transition beam is articulated through a pin joint with preceding frame, and the both ends of passing the transition beam articulate with the back frame respectively, and the direction of swing of transition beam and preceding frame is perpendicular to the direction of swing of transition beam and back frame.

Furthermore, the front frame is provided with a first support, the first support is connected with the transition beam through two first shock absorbers, an included angle A is formed between the first support and the front frame, and the included angle A is larger than or equal to 5 degrees.

Furthermore, an arch bridge is arranged on the transition beam at the bottom of the first support, and an arch door at the bottom of the arch bridge is used for passing through a transmission shaft of an automobile transmission system.

Furthermore, two second shock absorbers are hinged to the side face of the arch bridge, and the other ends of the second shock absorbers are hinged to the rear frame.

Furthermore, two ends of the transition beam are respectively provided with a first limiting block for limiting the upward swinging angle of the rear frame, and the swinging angle is less than or equal to 30 degrees.

Furthermore, the first limiting block comprises a fixed seat, the fixed seat is welded on two sides of the transition beam, a mandrel is arranged on the fixed seat, a rubber pad is sleeved on the mandrel, and most of the rubber pads are in contact with the rear frame when the upward swinging angle of the rear frame is limited.

Furthermore, two second limiting blocks are arranged on one side of the front frame, which is located on the transition beam, and are respectively located on two sides of the front frame and used for limiting the rotation angle of the transition beam, and the rotation swing angle is less than or equal to 30 degrees.

Furthermore, the swing angle is less than or equal to 20 degrees, and the rotary swing angle is less than or equal to 20 degrees.

Furthermore, the first limiting block comprises a fixed seat, the fixed seat is welded on two sides of the transition beam, a mandrel is arranged on the fixed seat, a rubber pad is sleeved on the mandrel, and the rubber pad is in contact with the rear frame when the upward swinging angle of the rear frame is limited.

The utility model has the positive effects that:

the transition beam is arranged by connecting the front frame with the rear frame, the middle part of the transition beam is hinged with the front frame through a hinged joint, two end parts of the transition beam are respectively hinged with the rear frame, the swing direction of the transition beam and the front frame is perpendicular to the swing direction of the transition beam and the rear frame, the terrain with particularly high and low fluctuation is realized when the cross-country vehicle passes through complex terrain, and the acting points of four tires are not equal in height, the posture can be adjusted in a self-adaptive manner through the rotation in two mutually perpendicular directions, the cross-country vehicle can adapt to different terrains in space, and the adaptability and the trafficability of the cross-country vehicle to different terrains are improved.

Drawings

FIG. 1 is a schematic three-dimensional structure of a shock-absorbing frame of an all terrain off-road vehicle according to the present invention;

FIG. 2 is an enlarged view of the shock absorbing frame M of the all terrain cross country vehicle shown in FIG. 1 in accordance with the present invention;

FIG. 3 is an elevation view of the shock absorbing frame of the all terrain cross-country vehicle shown in FIG. 2 in accordance with the present invention;

FIG. 4 is a top view of the shock absorbing frame of the all terrain cross country vehicle shown in FIG. 3 in accordance with the present invention;

illustration of the drawings: 1-preceding frame, 2-first support, 3-second bumper shock absorber, 4-back frame, 5-transition beam, 6-first bumper shock absorber, 7-connecting seat, 8-stand, 9-first bumper shock absorber pin joint, 10-arch bridge, 11-second pin joint, 12-arch bridge via hole, 13-third hinge joint, 14-linking bridge, 15-second stopper, 16-third hinge joint, 17-first stopper, 18-connecting axle, 19-fixing nut.

Detailed Description

The utility model is described in detail below with reference to the following figures and specific examples:

the specific embodiment is as follows:

in the description of the present invention, it is to be understood that the terms "central," "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 are used in the orientations and positional relationships indicated in the drawings for convenience in describing the utility model and to simplify the description, but are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and are not to be construed as limiting the utility model.

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and do not limit the utility model.

The first embodiment is as follows:

as shown in fig. 1, a structure diagram of a damping frame for an all-terrain go-anywhere vehicle provided by an embodiment of the present invention includes a front frame 1 having a frame structure and a rear frame 4 having a frame structure, a transition beam 5 is disposed at a connection between the front frame 1 and the rear frame 4, a middle portion of the transition beam 5 is hinged to the front frame 1 through a hinge point, two end portions of the transition beam 5 are respectively hinged to the rear frame 4, a swing direction of the transition beam 5 and the front frame 1 is perpendicular to a swing direction of the transition beam 5 and the rear frame 4, specifically, the front frame 1 and the transition beam 5 are connected through a hinge point, the hinge point is a connecting shaft 18 disposed on the transition beam 5, a through hole passing through the frame is disposed on a frame where the front frame 1 and the transition beam 5 are close to each other, the connecting shaft 18 is fitted in the through hole, so that the transition beam 5 can swing around an axis direction of a vehicle, the frame 4 and the transition beam 5, the hinge point is a third hinge point 16, the swing direction of the transition beam 5 and the front frame 1 is perpendicular to the swing direction of the transition beam 5 and the rear frame 4, namely the rear frame 4 can swing around the axis direction perpendicular to the advancing direction of the automobile, so that the front frame 1 and the rear frame 5 are matched, and meanwhile, the twisting motion in two directions is realized, and further, when the all-terrain cross-country vehicle passes through complex terrains, particularly rugged terrains, and the force application points of four tires are not high enough, the posture of the frame of the all-terrain cross-country vehicle cannot be adjusted in a self-adaptive manner, so that better trafficability is obtained.

Example two:

as shown in fig. 1, on the basis of the first embodiment, a first bracket 2 is arranged on one side of the front frame 1 close to the transition beam 5, the first bracket 2 is connected with the transition beam 5 through two first shock absorbers 6, and the two first shock absorbers 6 are connected to two ends of the transition beam 5, so that impact force from the ground when the transition beam 5 swings can be absorbed, and a shock absorption effect is further achieved.

Specifically, the two ends of the first support 2 are respectively provided with a stand column 8, the bottom of the stand column 8 is connected with a connecting seat 7, and the connecting seat 7 is welded on the front frame 1.

Furthermore, the upright post 8 and the front frame 1 form an included angle A which is more than or equal to 5 degrees, so that the first bracket 2 is inclined towards the rear frame.

Example three:

as shown in fig. 1, on the basis of the second embodiment, an arch bridge 10 is arranged on the transition beam 5 at the bottom of the first bracket 2, an arch door 12 is arranged at the bottom of the arch bridge 10, the arch door is a through hole and is used for passing through a transmission shaft of an automobile transmission system, two second shock absorbers 3 are hinged to the side surface of the arch bridge 10, and the other ends of the second shock absorbers 3 are hinged to the rear frame 4.

On one hand, a through channel is provided for a transmission shaft of an automobile transmission system, on the other hand, a fixed position is provided for the subsequent installation of other components, and a frame structure is added on the transition beam, so that the structural strength of the transition beam is enhanced.

In addition, the side of the arch bridge 10 is hinged with two second shock absorbers 3 through a first hinge point 9, the other end of each second shock absorber 3 is hinged on a connecting support 14 of the rear frame 4 through a third hinge point 13, the two second shock absorbers 3, the transition beam 5, the arch bridge 10 and the rear frame 4 form a multi-link mechanism, and the two second shock absorbers 3 have a shock absorption effect, so that the shock absorption function is realized on the basis of increasing the rear workshop strength, the matching of the front frame 1 and the rear frame 5 is realized, and meanwhile, the twisting in two directions is realized, and further, when the all-terrain cross-country vehicle passes through complex terrains, particularly rugged terrains, and the force points of four tires are not high, the posture of the frame of the all-terrain cross-country vehicle can not be adjusted in a self-adaptive manner, so as to obtain better trafficability.

Example four:

on the basis of the third embodiment, two ends of the transition beam 5 are respectively provided with a first limiting block 17 for limiting the upward swing angle of the rear frame, and the swing angle is less than or equal to 30 degrees. The first limiting blocks 17 comprise fixing seats, the fixing seats are welded on the two sides of the transition beam 5, a mandrel is arranged on the fixing seats, a rubber pad is sleeved on the mandrel, when the upward swinging angle of the rear frame is limited, the rubber pad is in contact with the rear frame, two second limiting blocks 15 are arranged on one side, located on the transition beam, of the front frame 1 and located on the two sides of the front frame 1 respectively and used for limiting the rotating angle of the transition beam, and the rotating swinging angle is smaller than or equal to 30 degrees.

The foregoing has outlined broadly some of the aspects and features of the various embodiments, which should be construed to be merely illustrative of various potential applications. Other beneficial results can be obtained by applying the disclosed information in a different manner or by combining various aspects of the disclosed embodiments. Other aspects and a more complete understanding may be obtained by reference to the detailed description of the exemplary embodiments taken in conjunction with the accompanying drawings, based on the scope defined by the claims.

The above examples illustrate the present invention in detail. It is to be understood that the above description is not intended to limit the present invention, and the present invention is not limited to the above examples, and that various changes, modifications, additions, deletions, and substitutions which may be made by those skilled in the art within the spirit of the present invention are also within the scope of the present invention.

Claims

1. The utility model provides an all terrain cross country vehicle shock attenuation frame, includes frame construction's preceding frame and frame construction's back frame, its characterized in that, the connection of preceding frame and back frame is equipped with the transition beam, and the middle part of crossing the transition beam is articulated through a pin joint with preceding frame, and the both ends of crossing the transition beam are articulated with the back frame respectively, cross the swing direction of transition beam and preceding frame, the perpendicular to swing direction of transition beam and back frame.

2. The all-terrain off-road vehicle damping frame as claimed in claim 1, wherein the front frame is provided with a first bracket, the first bracket is connected with the transition beam through two first dampers, the first bracket and the front frame form an included angle A, and the included angle A is larger than or equal to 5 degrees.

3. The all-terrain off-road vehicle damping frame as claimed in claim 2, wherein an arch bridge is arranged on the transition beam at the bottom of the first support, and a bottom arch of the arch bridge is used for passing through a transmission shaft of a vehicle transmission system.

4. An all-terrain off-road vehicle shock-absorbing frame as claimed in claim 3, wherein two second shock absorbers are hinged to the side of the arch bridge, and the other ends of the second shock absorbers are hinged to the rear frame.

5. The all-terrain off-road vehicle damping frame as claimed in any one of claims 1 to 4, wherein a first limiting block is respectively arranged at two ends of the transition beam and used for limiting an upward swinging angle of the rear frame, and the swinging angle is less than or equal to 30 degrees.

6. The all-terrain off-road vehicle damping frame as claimed in claim 5, wherein the first limiting block comprises a fixed seat welded on two sides of the transition beam, a mandrel is arranged on the fixed seat, a rubber pad is sleeved on the mandrel, and the rubber pad is in contact with the rear frame when limiting the upward swinging angle of the rear frame.

7. The all-terrain off-road vehicle damping frame as claimed in claim 5, wherein two second limiting blocks are arranged on one side of the front frame, which is located on the transition beam, and are respectively located on two sides of the front frame, and are used for limiting the rotation angle of the transition beam, and the rotation swing angle is less than or equal to 30 degrees.

8. The all-terrain off-road vehicle damping frame as defined in claim 7, wherein the swing angle is less than or equal to 20 degrees, and the rotation swing angle is less than or equal to 20 degrees.

9. The all-terrain off-road vehicle damping frame as claimed in claim 7, wherein the first limiting block comprises a fixed seat welded on two sides of the transition beam, a mandrel is arranged on the fixed seat, a rubber pad is sleeved on the mandrel, and most of the rubber pads are in contact with the rear frame when limiting the upward swinging angle of the rear frame.