CN112918207B

CN112918207B - All-terrain vehicle

Info

Publication number: CN112918207B
Application number: CN202110213800.1A
Authority: CN
Inventors: 不公告发明人
Original assignee: Segway Technology Co Ltd
Current assignee: Segway Technology Co Ltd
Priority date: 2021-02-25
Filing date: 2021-02-25
Publication date: 2022-11-01
Anticipated expiration: 2041-02-25
Also published as: CN112918207A

Abstract

The invention provides an all-terrain vehicle, the right rear suspension of which comprises: the device comprises a rocker arm, an axle support, a first pull rod, a second pull rod and a third pull rod; the front end of the rocker arm is provided with a connecting part which is connected with the frame; the inner end of the first pull rod is connected to the frame, and the outer end of the first pull rod is connected to the first hinge part; the second pull rod is positioned above the first pull rod, the inner end of the second pull rod is connected to the frame, and the outer end of the second pull rod is connected to the second hinge part; the third pull rod is positioned in front of the first pull rod and the second pull rod, the inner end of the third pull rod is connected to the frame, and the outer end of the third pull rod is connected to the rocker arm. The all-terrain vehicle always keeps the wheel positioning which meets the driving requirement of the vehicle in a larger wheel stroke, thereby leading the all-terrain vehicle to have larger ground clearance, strong obstacle passing capability and capability of buffering and absorbing impact shock from rough ground.

Description

All-terrain vehicle

Technical Field

The invention relates to the technical field of all-terrain vehicles, in particular to an all-terrain vehicle.

Background

For a sports all-terrain vehicle, in order to achieve the largest possible cross-country obstacle crossing capability, the suspension system of the sports all-terrain vehicle is required to provide the largest wheel movement stroke, and have good wheel positioning in the larger wheel movement stroke, and parameters including camber angle variation, toe angle variation and wheel sideslip amount of wheels are required to be as small as possible. The rear suspension of the sports all-terrain vehicle mostly adopts a multi-link suspension system.

In the prior art, a toe-in control rod is adopted to control the change of a toe-in angle of a wheel in a multi-connecting-rod rear suspension system of the same type of product. The structure has poor effect of controlling the toe-in angle of the wheel when the stroke of the wheel is larger, is quite sensitive to manufacturing errors, and is heavy and easy to damage due to the structure that the camber angle of the wheel is controlled by connecting the rocker arm with the pull rod.

Disclosure of Invention

The present invention is directed to solving or improving the above-mentioned technical problems in the related art to some extent. To this end, an embodiment of the invention proposes an all-terrain vehicle comprising:

a frame supported by at least three wheels;

a front suspension connected to a front side of the frame and connected to at least one of the wheels;

a rear suspension including a left rear suspension and a right rear suspension connected to a rear side of the frame, the left rear suspension connected to the at least one wheel and the right rear suspension connected to the at least one wheel;

the left rear suspension and the right rear suspension are symmetrically arranged about a midline of the all-terrain vehicle and both comprise:

the front end of the rocker arm is provided with a connecting part, and the connecting part is connected with the frame;

a wheel axle mount connected to a rear end of the rocker arm, the wheel axle mount having a first hinge and a second hinge;

a first tie rod, an inner end of the first tie rod connected to the frame, an outer end of the first tie rod connected to the first hinge;

the second pull rod is positioned above the first pull rod, the inner end of the second pull rod is connected to the frame, and the outer end of the second pull rod is connected to the second hinged part;

the third pull rod is positioned in front of the first pull rod and the second pull rod, the inner end of the third pull rod is connected to the frame, and the outer end of the third pull rod is connected to the rocker arm.

The all-terrain vehicle provided by the embodiment of the invention has the following beneficial effects: because first pull rod and second pull rod all directly articulate on the shaft support, consequently first pull rod and second pull rod can directly transmit the pulling force to the shaft support when control wheel camber to reduced the rocking arm and received the pulling force of first pull rod and second pull rod, improved the security of rocking arm, also made the back-right hang wholly more stable in the use.

In some embodiments, the axle support has a wheel mounting portion for mounting a wheel, and the second hinge portion and the first hinge portion are located on upper and lower sides of a center line of the wheel mounting portion.

In some embodiments, the axle bracket further has a first mounting portion and a second mounting portion;

the rocker arm is provided with a third hinge part and a fourth hinge part which are distributed at intervals along the length direction of the rocker arm;

the first installation part is hinged with the rocker arm through the third hinged part, and the second installation part is hinged with the rocker arm through the fourth hinged part.

In some embodiments, the second mount, first hinge and second hinge are all located rearward of the wheel mount centerline, and the first mount is located forward of the wheel mount centerline.

In some embodiments, the connecting portion, the first mounting portion and the second mounting portion are provided with joint bearings for articulation, and a central point of the joint bearing of the connecting portion, a central point of the joint bearing of the first mounting portion and a central point of the joint bearing of the second mounting portion are located on the same straight line a.

In some embodiments, the first hinge part and the second hinge part are arranged on the upper side and the lower side of the straight line a, and are respectively provided with a joint bearing for hinging, the distance between the joint bearing of the first hinge part and the straight line a is h1, the distance between the joint bearing of the second hinge part and the straight line a is h2, and h1+ h2 is more than or equal to 180mm.

In some embodiments, the straight line a is offset from a centerline of the wheel mounting portion.

In some embodiments, the wheel axle support further has a brake component mounting portion for mounting a brake component thereon, and the brake component mounting portion and the straight line a are offset from both sides of a center line of the wheel mounting portion, respectively.

In some embodiments, the connecting portion is hinged to the frame by a knuckle bearing, and a horizontal distance L between a center point of the knuckle bearing and a center point of the wheel mounting portion is greater than or equal to 900mm.

In some embodiments, 1000mm L1200 mm.

In some embodiments, the rocker arm has a fifth hinge thereon, the fifth hinge being located between the third hinge and the connecting portion;

the outer end of the third pull rod is hinged with the rocker arm through the fifth hinge joint.

In some embodiments, each of the left and right rear suspensions further comprises a shock absorber, and a connection point of the shock absorber to the rocker arm is located between the fifth hinge portion and the connecting portion.

In some embodiments, the straight line a is located on a lower side of a center line of the wheel mounting portion, and the brake component mounting portion is located on an upper side of the center line of the wheel mounting portion.

In some embodiments, the all-terrain vehicle further comprises a stabilizer bar having one end connected to the left rear suspension rocker arm and another end connected to the right rear suspension rocker arm.

In some embodiments, the rocker arm has a sixth hinge thereon for connecting the stabilizer bar, the sixth hinge being located between the connection point of the shock absorber and the rocker arm and the connecting portion.

In some embodiments, the left end of the stabilizer bar is provided with a left-turn extension bar, and the right end of the stabilizer bar is provided with a right-turn extension bar;

one end of the left rotating connecting rod is hinged with the left end of the stabilizing rod, and the other end of the left rotating connecting rod is hinged with the left rear suspension rocker arm;

one end of the right rotating connecting rod is hinged with the right end of the stabilizing rod, and the other end of the right rotating connecting rod is hinged with the rocker arm hung on the right rear portion.

In some embodiments, the rocker arm comprises a rocker arm body and a first rib plate and a second rib plate fixed on the rocker arm body;

the connecting part is positioned at the front end of the rocker arm body, the first rib plate is positioned in the middle area of the rocker arm body, and the second rib plate is positioned at the rear end of the rocker arm body;

the third hinge portion, the fifth hinge portion and the sixth hinge portion are located on the first rib plate, and the fourth hinge portion is located on the second rib plate.

In some embodiments, the distance between the first and second mount portions and the longitudinal central symmetry plane of the all-terrain vehicle is less than the distance between the first and second hinge portions and the longitudinal central symmetry plane of the all-terrain vehicle.

In some embodiments, the included angle α between the length of the rocker arm and the centerline of the ATV is in the range of 3-9 °.

Other technical effects of the all-terrain vehicle of the embodiments of the invention will be described in detail in the detailed description.

Drawings

FIG. 1 is a schematic perspective view of an all terrain vehicle according to one embodiment of the present invention;

FIG. 2 is a schematic perspective view of a rear suspension according to an embodiment of the present invention;

FIG. 3 is a schematic perspective view of the right rear suspension according to one embodiment of the present invention;

FIG. 4 is an exploded schematic view of FIG. 3;

FIG. 5 is a side view of the rear right suspension in one embodiment of the present invention;

FIG. 6 is a top view of the rear right suspension in one embodiment of the present invention;

FIG. 7 is a rear view of the right rear suspension in one embodiment of the present invention;

FIG. 8 is a perspective view of an axle support according to an embodiment of the present invention;

FIG. 9 is a schematic perspective view of a left rear suspension according to an embodiment of the present invention;

fig. 10 is a perspective view of a rocker arm in an embodiment of the invention.

Reference numerals:

1-a vehicle wheel; 2-a frame; 3-a braking component; 4-a first spherical plain bearing; 5-a sixth spherical plain bearing; 6-a second spherical plain bearing; 7-a third spherical plain bearing; 8-a fifth joint bearing and 9-a fourth joint bearing;

10-a rocker arm; 11-a third hinge; 12-a fourth hinge; 13-a connecting part; 14-a fifth hinge; 15-a sixth hinge;

20-a shock absorber;

30-a first pull rod; 31-a second pull rod; 32-a third pull rod;

40-axle support; 41-a first hinge; 42-a second hinge; 43-a first mounting portion; 44-a second mounting portion; 45-a wheel mounting portion; 46-a brake component mounting portion;

50-a stabilizer bar; 51-left rotation extension bar; 52-right turn bar.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are illustrative and intended to explain the present invention and should not be construed as limiting the present invention.

Referring to fig. 1, the present embodiment provides an all-terrain vehicle comprising: a frame 2, a front suspension and a rear suspension, the frame 2 being supported by at least three wheels 1, wherein the frame 2 in fig. 1 is supported by four wheels 1; the front suspension is connected to the front side of the frame 2 and to at least one wheel 1; the front suspension in fig. 1 is connected to two wheels 1. The rear suspension comprises a left rear suspension and a right rear suspension which are connected to the rear side of the frame 2, the left rear suspension is connected with at least one wheel 1, and the right rear suspension is connected with at least one wheel 1; the left and right rear suspensions in fig. 1 are each connected to a wheel 1. Referring to fig. 1 and 2, the left rear suspension and the right rear suspension are symmetrically arranged about the midline b of the all-terrain vehicle, so that the main constituent components of the left rear suspension and the right rear suspension are the same, and only the arrangement directions or the structural orientations of partial components are different.

Referring to fig. 3-4, the right rear suspension includes: rocker arm 10, axle support 40, first tie rod 30, second tie rod 31 and third tie rod 32. The front end of the rocker arm 10 is provided with a connecting part 13, and the connecting part 13 is connected with the frame 2; specifically, the connecting part 13 is hinged with the frame 2 through a first joint bearing 4; the first joint bearing 4 is matched with a bolt and a nut to realize the hinge joint of the connecting part 13 and the frame 2, and other contents related to the hinge joint in the embodiment can be set according to the example.

Referring to fig. 8, an axle bracket 40 is connected to the rear end of the rocker arm 10, the axle bracket 40 having a first hinge 41 and a second hinge 42; the whole wheel axle support 40 can be an integrated structure, and can be machined by casting and turning and milling processes, so that sufficient structural strength is guaranteed.

With reference to fig. 1 and 3, the inner end of the first tie rod 30 is connected to the frame 2, and the outer end of the first tie rod 30 is connected to the first hinge portion 41; the second pull rod 31 is positioned above the first pull rod 30, the inner end of the second pull rod 31 is connected to the frame 2, and the outer end of the second pull rod 31 is connected to the second hinge part 42; a third tie rod 32 is located forward of the first and

second tie rods

30, 31, the inner end of the third tie rod 32 being connected to the frame 2 and the outer end of the third tie rod 32 being connected to the swing arm 10. The "inner" and "outer" referred to herein are based on the centerline b of the all-terrain vehicle as the reference, the centerline b of the all-terrain vehicle is the innermost side, and the directions from the centerline b to the left and right sides are the outer sides. One of the functions of the third pull rod 32 is to control the rotation of the rocker arm 10 about the straight line a; receives a lateral force component (Fy) of shock absorber 20 to reduce the torsional load received by rocker arm 10. Referring to fig. 3 and 4, the connection point of shock absorber 20 to rocker arm 10 is located between fifth hinge 14 and connecting portion 13.

When the right rear suspension is mounted on the vehicle frame 2, the inner ends of the first pull rod 30 and the second pull rod 31 are respectively hinged at two different positions above and below the vehicle frame 2, so that the vehicle frame 2, the first pull rod 30, the wheel axle support 40 and the second pull rod 31 form a four-bar linkage structure, and the vehicle wheel 1 can have a larger up-down movement stroke. The camber positioning of the wheel axle support 40 and the wheel 1 relative to the frame 2 can be controlled by providing the first tie rod 30 and the second tie rod 31. Further, the first pull rod 30 and the second pull rod 31 are both directly hinged to the axle support 40, so that the first pull rod 30 and the second pull rod 31 can directly transmit pulling force to the axle support 40 when controlling camber of the wheel, thereby reducing the pulling force of the first pull rod 30 and the second pull rod 31 on the rocker arm 10, improving the safety of the rocker arm 10, and enabling the rear right suspension to be more stable in the using process. Furthermore, the third pull rod 32 hinged with the rocker arm 10 is arranged to control the moving state of the rocker arm 10, so that the reliability of the wheel 1 in up-and-down bumping is further ensured.

In some embodiments, the wheel axle bracket 40 has a wheel mounting portion 45 for mounting a wheel, and the second hinge portion 42 and the first hinge portion 41 are respectively located on upper and lower sides of a center line c of the wheel mounting portion 45. In the present embodiment, "upper" includes right above, obliquely above, and the like, and "lower" includes right below, obliquely below, and the like. The wheel mounting portion 45 is embodied as a columnar structure having a shaft hole through which the drive shaft can be connected to the wheel 1, thereby transmitting the torque to the wheel 1 to rotate the wheel 1.

In some embodiments, referring to fig. 3, 4 and 8, axle bracket 40 also has a first mounting portion 43 and a second mounting portion 44; the rocker arm 10 is provided with a third hinge part 11 and a fourth hinge part 12, the third hinge part 11 and the fourth hinge part 12 are distributed at intervals along the length direction of the rocker arm 10, and a hinge shaft of the third hinge part 11 and a hinge shaft of the fourth hinge part 12 are coaxially arranged; the first mount portion 43 is hinged to the swing arm 10 by a third hinge 11, and the second mount portion 44 is hinged to the swing arm 10 by a fourth hinge 12. Thus, the wheel axle bracket 40 can rotate about the hinge axis of the third hinge part 11 and the hinge axis of the fourth hinge part 12, and the change of the camber angle is controlled by the first link 30 and the second link 31. The first mounting portion 43 and the second mounting portion 44 are specifically extended structures extending from the wheel mounting portion 45 toward the swing arm 10 in the wheel axial direction, and shaft holes are provided at end portions of the extended structures. The first mounting portion 43 and the second mounting portion 44 are located on the front and rear sides of the center line c of the wheel mounting portion 45.

Specifically, referring to fig. 3, 4 and 8, the second mounting portion 44, the first hinge portion 41 and the second hinge portion 42 are all located on the rear side of the centerline of the wheel mounting portion 45, with the first mounting portion 43 located on the front side of the centerline of the wheel mounting portion 45. This arrangement facilitates the machining of the axle support 40 and facilitates a mating connection with the rocker arm 10. The first hinge portion 41, the second hinge portion 42, the first mounting portion 43 and the second mounting portion 44 are all fixedly connected to the wheel mounting portion 45, and the entire wheel axle bracket 40 may be integrally formed as a casting or may be formed by welding the respective portions.

In some embodiments, referring to fig. 5 and 6, the connecting portion 13, the first mounting portion 43, and the second mounting portion 44 are each provided with a joint bearing for articulation, the connecting portion 13 is provided with a first joint bearing 4, the first mounting portion 43 is provided with a second joint bearing 6, the second mounting portion 44 is provided with a third joint bearing 7, and a center point of the first joint bearing 4, a center point of the second joint bearing 6, and a center point of the third joint bearing 7 are located on the same straight line a. The wheel 1 and the swing arm 10 can thereby swing together about the mounting portion 13 in horizontal projection, thereby controlling the horizontal projection tilt angle (i.e., the toe-in-wheel angle) of the axle bearing 40 and the swing arm 10 to be uniform. Wherein the straight line a coincides with the axis of the second joint bearing 6, the axis of the third joint bearing 7.

In some embodiments, the second hinge portion 42 and the first hinge portion 41 are respectively arranged at the upper and lower sides of the straight line a, and each has a joint bearing for hinge, specifically, the first hinge portion 41 is provided with a fourth joint bearing 9, and the second hinge portion 42 is provided with a fifth joint bearing 8; referring to fig. 5, the distance from the fourth spherical plain bearing 9 to the straight line a is h1, the distance from the fifth spherical plain bearing 8 to the straight line a is h2, and h1+ h2 is equal to or greater than 180mm. This dimension ensures that the axle support 40 is not susceptible to fatigue in its construction and improves control of the camber angle of the wheel 1.

Referring to fig. 5, in some embodiments, the straight line a is offset from the centerline of the wheel mounting portion 45. The rear suspension provides further improved control of the camber angle of the wheel 1 by this arrangement.

Referring to fig. 4 and 5, the wheel axle bracket 40 further has a brake component mounting portion 46 for mounting the brake component 3, and the brake component mounting portion 46 and the straight line a are offset from both sides of the center line of the wheel mounting portion 45. Specifically, the brake member mounting portion 46 to which the brake member 3 is mounted may be disposed above the center line c while the straight line a is disposed below the center line c; the mounting portion 46 may be disposed below the center line c of the wheel mounting portion 45, and the straight line a may be disposed above the center line c of the wheel mounting portion 45. The braking member mounting portion 46 is embodied as two protrusions having shaft holes.

Referring to fig. 5 and 6, the connecting portion 13 is hinged to the frame 2 through the first joint bearing 4, and a horizontal distance L between a center point of the first joint bearing 4 and a center point of the wheel mounting portion 45 is greater than or equal to 900mm. The horizontal distance L here refers to a distance between two points in the vehicle front-rear direction, and is not a straight-line distance between the two points. Preferably, L is more than or equal to 1000mm and less than or equal to 1200mm.

Referring to fig. 6 and 7, the inner end of the first pull rod 30 is at a distance L1 from the longitudinal central symmetry plane of the atv (the median line b lies in the longitudinal central symmetry plane) and the inner end of the second pull rod 31 is at a distance L2 from the longitudinal central symmetry plane of the atv, wherein L1 < L2.

In a specific embodiment, L1 is 100mm or less and L2 is 100mm or less.

Referring to fig. 5, the third pull rod 32 and the shock absorber 20 are both hinged to the swing arm 10 through a knuckle bearing, and the distance from the center of the sixth knuckle bearing 5 corresponding to the third pull rod 32 to the straight line a is greater than the distance from the center of the knuckle bearing corresponding to the shock absorber 20 to the straight line a. The all-terrain vehicle can walk more stably due to the arrangement, and the shock absorption effect of the shock absorber 20 is better.

Referring to fig. 4, the rocker arm 10 has a fifth hinge 14, and the fifth hinge 14 is located between the third hinge 11 and the connecting portion 13; the outer end of the third pull rod 32 is hinged to the rocker arm 10 via a fifth hinge 14. Specifically, the outer end of the third pull rod 32 is hinged to the fifth hinge portion 14 through the sixth joint bearing 5.

Referring to fig. 2-4, the right rear suspension further includes a shock absorber 20, and a connection point of the shock absorber 20 and the rocker arm 10 is located between the fifth hinge portion 14 and the connecting portion 13. The shock absorber 20 is rotatably connected with the rocker arm 10, particularly connected to the middle area of the rocker arm 10, the shock absorber 20 is composed of a spring, a hydraulic shock absorber and the like, the upper end of the shock absorber is connected with the frame 2 through a joint bearing, and the lower end of the shock absorber is connected with the rocker arm 10 through a joint bearing; when the rear suspension works, the shock absorber 20 generates telescopic motion, impact energy from the ground through the wheel 1 is absorbed when the spring is compressed, the absorbed energy is released when the spring is extended, and the released energy is converted into heat to be dissipated through the hydraulic shock absorber.

Referring to fig. 2, in some embodiments, the atv further comprises a stabilizer bar 50, one end of the stabilizer bar 50 is connected to the left rear suspension rocker arm 10, and the other end is connected to the right rear suspension rocker arm 10. As shown in fig. 2, the stabilizer bar 50 may have a C-shape.

Further, the rocker arm 10 has a sixth hinge 15 for connecting the stabilizer 50, and the sixth hinge 15 is located between the connection point of the damper 20 and the rocker arm 10 and the connection portion 13. A left rotating connecting rod 51 is arranged at the left end of the stabilizer 50, and a right rotating connecting rod 52 is arranged at the right end of the stabilizer 50; one end of a left rotating connecting rod 51 is hinged with the left end of the stabilizing rod 50, and the other end of the left rotating connecting rod is hinged with the rocker arm 10 hung at the left rear part; one end of the right-turn connecting rod 52 is hinged with the right end of the stabilizer bar 50, and the other end is hinged with the rocker arm 10 hung at the right rear.

Referring to fig. 10, the rocker arm 10 includes a rocker arm body 101, and a first rib plate 102 and a second rib plate 103 fixed on the rocker arm body 101; the connecting part 13 is positioned at the front end of the rocker arm body 101, the first rib plate 102 is positioned in the middle area of the rocker arm body 101, and the second rib plate 103 is positioned at the rear end of the rocker arm body 101; the third 11, fifth 14 and sixth 15 hinge joints are located on the first web 102 and the fourth 12 hinge joint is located on the second web 103.

Referring to fig. 10, the first rib plate 102 includes a U-shaped rib plate having a U-shaped cross section and a mounting seat rib plate connected to a rear end of the U-shaped rib plate, a connection point of the shock absorber 20 and the swing arm 10 is located on the U-shaped rib plate, and the third hinge portion 11 and the fifth hinge portion 14 are located on the mounting seat rib plate. Wherein the openings of the U-shaped rib plates are directed upwards for facilitating connection with relevant components such as the shock absorber 20. Both the U-shaped rib plate and the mounting seat rib plate can be welded on the rocker arm body 101, and one cross section of the rocker arm body 101 is circular.

In one embodiment, the third hinge portion 11 and the fifth hinge portion 14 are both in a clipping structure, the third pull rod 32 is hinged to the fifth hinge portion 14 through the corresponding clipping structure, the first mounting portion 43 is hinged to the third hinge portion 11 through the corresponding clipping structure, and the clipping structure of the third hinge portion 11 and the clipping structure of the fifth hinge portion 14 face opposite directions. Specifically, the jaw structure of the third hinge 11 opens outwardly and the jaw structure of the fifth hinge 14 opens inwardly.

Referring to fig. 4 and 8, the distance between the first mount portion 43, the second mount portion 44 and the longitudinal center symmetry plane of the all terrain vehicle is less than the distance between the first hinge portion 41 and the longitudinal center symmetry plane of the all terrain vehicle and the distance between the second hinge portion 42 and the longitudinal center symmetry plane of the all terrain vehicle. That is, the first and second mounting

portions

43, 44 are closer to the longitudinal center symmetry plane of the all-terrain vehicle than the first and

second hinge portions

41, 42. The arrangement facilitates the connection of the wheel axle support 40 and the rocker arm 10, and the whole structure of the rear suspension is more compact, so that the occupied space is reduced.

Referring to fig. 6, the angle α between the length of rocker arm 10 and the centerline of the atv is in the range of 3-9 °. To improve the stability of the rear suspension.

In conclusion, the improvements relating to the rear suspension of an all-terrain vehicle according to the embodiments described above result in an all-terrain vehicle having a large ground clearance, a strong ability to pass obstacles, and an ability to cushion and absorb impact shocks from rough terrain. And in a larger wheel stroke, the wheel alignment meeting the vehicle running requirement is always kept.

In the present embodiment, the directional qualifiers such as "upper", "lower", "left" and "right" are used in the state where the relevant component is mounted on the vehicle.

In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "length", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be interconnected within two elements or in a relationship where two elements interact with each other unless otherwise specifically limited. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the present disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples" and 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 disclosure. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. An all-terrain vehicle comprising:

a frame (2), said frame (2) being supported by at least three wheels (1);

a front suspension connected to the front side of the frame (2) and to at least one of the wheels (1);

a rear suspension comprising a left rear suspension and a right rear suspension connected to a rear side of the frame (2), the left rear suspension being connected to at least one of the wheels (1), the right rear suspension being connected to at least one of the wheels (1);

the left and right rear suspensions are symmetrically disposed about a centerline of the all terrain vehicle and each include:

the front end of the rocker arm (10) is provided with a connecting part (13), and the connecting part (13) is connected with the frame (2);

an axle support (40), the axle support (40) being connected to a rear end of the rocker arm (10), the axle support (40) having a first articulation (41) and a second articulation (42);

a first tie rod (30), the inner end of the first tie rod (30) being connected to the frame (2), the outer end of the first tie rod (30) being connected to the first hinge (41);

a second tie rod (31), the second tie rod (31) being located above the first tie rod (30), the inner end of the second tie rod (31) being connected to the frame (2), the outer end of the second tie rod (31) being connected to the second hinge (42);

a third tie rod (32), said third tie rod (32) being located forward of said first tie rod (30) and said second tie rod (31), an inner end of said third tie rod (32) being connected to said vehicle frame (2), an outer end of said third tie rod (32) being connected to said swing arm (10).

2. The all-terrain vehicle of claim 1, characterized in that the wheel axle bracket (40) has a wheel mount (45) for mounting a wheel, the second hinge portion (42) and the first hinge portion (41) being located on upper and lower sides of a centerline of the wheel mount (45), respectively.

3. The all-terrain vehicle of claim 2, characterized in that the axle bracket (40) further has a first mounting portion (43) and a second mounting portion (44);

the rocker arm (10) is provided with a third hinge part (11) and a fourth hinge part (12), and the third hinge part (11) and the fourth hinge part (12) are distributed at intervals along the length direction of the rocker arm (10);

the first mounting portion (43) is hinged to the rocker arm (10) through the third hinge portion (11), and the second mounting portion (44) is hinged to the rocker arm (10) through the fourth hinge portion (12).

4. The all-terrain vehicle of claim 3, characterized in that the second mount (44), first hinge (41), and second hinge (42) are all located rearward of a centerline of the wheel mount (45), and the first mount (43) is located forward of the centerline of the wheel mount (45).

5. The all-terrain vehicle of claim 3, characterized in that the connecting portion (13), the first mounting portion (43) and the second mounting portion (44) are each provided with a joint bearing for articulation, the centre point of the joint bearing of the connecting portion (13), the centre point of the joint bearing of the first mounting portion (43) and the centre point of the joint bearing of the second mounting portion (44) being located on the same straight line a.

6. The all-terrain vehicle of claim 5, characterized in that the first articulation (41) and the second articulation (42) are arranged on both the upper and lower sides of the line a and each have a joint bearing for articulation, the joint bearing of the first articulation (41) being at a distance h1 from the line a, the joint bearing of the second articulation (42) being at a distance h2 from the line a, h1+ h2 ≧ 180mm.

7. The all-terrain vehicle of claim 5, characterized in that the straight line a is offset from a centerline of the wheel mounting portion (45).

8. The all-terrain vehicle of claim 7, characterized in that the wheel axle support (40) further has thereon a brake component mounting portion (46) for mounting a brake component (3), the brake component mounting portion (46) and the line a being offset from either side of a centerline of the wheel mounting portion (45), respectively.

9. The all-terrain vehicle of claim 1, characterized in that the connection portion (13) is articulated to the frame (2) by means of a joint bearing, the horizontal distance L between the centre point of the joint bearing and the centre point of the wheel mounting (45) being greater than or equal to 900mm.

10. The all-terrain vehicle of claim 9, characterized in that 1000mm ≦ L ≦ 1200mm.

11. The all-terrain vehicle of claim 3, characterized in that the rocker arm (10) has a fifth hinge (14) thereon, the fifth hinge (14) being located between the third hinge (11) and the connection (13);

the outer end of the third pull rod (32) is hinged with the rocker arm (10) through the fifth hinge part (14).

12. The all-terrain vehicle of claim 11, characterized in that the rear left and rear right suspensions each further comprise a shock absorber (20), the connection point of the shock absorber (20) to the rocker arm (10) being located between the fifth hinge portion (14) and the connecting portion (13).

13. The all-terrain vehicle of claim 12, characterized in that it further comprises a stabilizer bar (50), which stabilizer bar (50) has one end connected to the left rear suspended rocker arm (10) and the other end connected to the right rear suspended rocker arm (10), the rocker arm (10) having a sixth hinge portion (15) thereon for connecting the stabilizer bar (50), the sixth hinge portion (15) being located between the connection point of the shock absorber (20) and the rocker arm (10) and the connection portion (13).

14. The all-terrain vehicle of claim 8, characterized in that the straight line a is located below a centerline of the wheel mounting portion (45), and the braking component mounting portion (46) is located above the centerline of the wheel mounting portion (45).

15. The all-terrain vehicle of claim 13, characterized in that the rocker arm (10) comprises a rocker arm body (101) and first and second webs (102, 103) secured to the rocker arm body (101);

the connecting part (13) is positioned at the front end of the rocker arm body (101), the first rib plate (102) is positioned in the middle area of the rocker arm body (101), and the second rib plate (103) is positioned at the rear end of the rocker arm body (101);

the third hinge part (11), the fifth hinge part (14) and the sixth hinge part (15) are all located on the first rib plate (102), and the fourth hinge part (12) is located on the second rib plate (103).

16. The all-terrain vehicle of claim 5, characterized in that the distance between the first mounting portion (43), the second mounting portion (44) and the longitudinal central symmetry plane of the all-terrain vehicle is smaller than the distance between the first hinge portion (41) and the longitudinal central symmetry plane of the all-terrain vehicle and the distance between the second hinge portion (42) and the longitudinal central symmetry plane of the all-terrain vehicle.

17. The all-terrain vehicle of claim 1, characterized in that the included angle α between the length direction of the rocker arm (10) and the centerline of the all-terrain vehicle is in the range of 3 ° to 9 °.