CN115871386A - All-terrain vehicle - Google Patents

All-terrain vehicle Download PDF

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Publication number
CN115871386A
CN115871386A CN202111152377.5A CN202111152377A CN115871386A CN 115871386 A CN115871386 A CN 115871386A CN 202111152377 A CN202111152377 A CN 202111152377A CN 115871386 A CN115871386 A CN 115871386A
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China
Prior art keywords
rocker arm
frame
unit
terrain vehicle
arm unit
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CN202111152377.5A
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Chinese (zh)
Inventor
何安
饶丽华
胡夏阳
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Zhejiang CFMOTO Power Co Ltd
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Zhejiang CFMOTO Power Co Ltd
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Priority to CN202111152377.5A priority Critical patent/CN115871386A/en
Publication of CN115871386A publication Critical patent/CN115871386A/en
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Abstract

The present invention relates to an all-terrain vehicle. An all-terrain vehicle comprising: the all-terrain vehicle comprises a frame, a front frame, a middle frame and a rear frame, wherein the front frame is positioned at the front end of the all-terrain vehicle, the rear frame is positioned at the rear end of the all-terrain vehicle, and the middle frame is arranged between the front frame and the rear frame; the front wheel group comprises a left front wheel and a right front wheel; the rear wheel group comprises a left rear wheel and a right rear wheel; the rear suspension assembly is arranged on the rear frame and comprises a lower rocker arm unit, an upper rocker arm unit and a rear axle seat unit arranged on the lower rocker arm unit and the upper rocker arm unit, and the lower rocker arm unit and the upper rocker arm unit are respectively arranged on a vehicle frame; the rear suspension assembly further includes: and the control arm unit is positioned between the lower rocker arm unit and the upper rocker arm unit along the vertical direction, one end of the control arm unit is rotatably connected to the rear axle seat unit, and the other end of the control arm unit is rotatably connected with the rear frame.

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
Atvs refer to vehicles that may travel on any terrain. ATVs may be used for off-road, racing and freight. A typical all terrain vehicle includes a frame, a front suspension assembly, a rear suspension assembly, a front set of wheels, and a rear set of wheels. The front suspension assembly is arranged at the front end of the frame, the front wheel set is arranged on the front suspension assembly, and the rear suspension assembly is arranged at the rear end of the frame and bears the rear wheel set. But the existing rear suspension component has stronger randomness when being stressed; the stability of the vehicle is poor.
Disclosure of Invention
In view of the above, it is necessary to provide an all-terrain vehicle with good stability.
In order to solve the technical problem, the application provides the following technical scheme:
an all-terrain vehicle comprising: the all-terrain vehicle comprises a frame, a front frame, a middle frame and a rear frame, wherein the front frame is positioned at the front end of the all-terrain vehicle, the rear frame is positioned at the rear end of the all-terrain vehicle, and the middle frame is arranged between the front frame and the rear frame; the front wheel group comprises a left front wheel and a right front wheel; the rear wheel group comprises a left rear wheel and a right rear wheel; the rear suspension assembly is arranged on the rear frame and comprises a lower rocker arm unit, an upper rocker arm unit and a rear axle seat unit arranged on the lower rocker arm unit and the upper rocker arm unit, and the lower rocker arm unit and the upper rocker arm unit are respectively arranged on the frame; the rear suspension assembly further comprises: and the control arm unit is positioned between the lower rocker arm unit and the upper rocker arm unit along the vertical direction, one end of the control arm unit is rotatably connected to the rear axle seat unit, and the other end of the control arm unit is rotatably connected with the rear frame.
In one embodiment, the lower rocker arm unit comprises a left lower rocker arm, a right lower rocker arm; the upper rocker arm unit comprises a left upper rocker arm and a right upper rocker arm, and the rear axle seat unit comprises a left rear axle seat and a right rear axle seat; one end of the left lower rocker arm is rotatably connected with the left rear axle seat, the other end of the left lower rocker arm is rotatably mounted on the rear frame, one end of the right lower rocker arm is rotatably connected with the right rear axle seat, and the other end of the right lower rocker arm is rotatably mounted on the rear frame; the control arm units comprise two groups, wherein one group of control arm units is positioned between the lower left rocker arm and the upper left rocker arm along the vertical direction and is respectively in rotating connection with the rear frame and the left rear wheel seat; and the other group of control arm units are positioned between the right lower rocker arm and the right upper rocker arm along the vertical direction and are respectively in rotating connection with the rear frame and the right rear wheel axle seat.
In one embodiment, the control arm unit comprises a control arm and two rotating seats, and the two rotating seats are respectively fixed on the rear frame and the corresponding rear axle seat; the control arm is rotatably connected with the rotating seat.
In one embodiment, the control arm is a rigid arm; the control arm is rotatably connected with the rotating seat through a ball pair.
In one embodiment, the all-terrain vehicle further comprises: a rear shock absorber unit including a left rear shock absorber and a right rear shock absorber; one end of the left rear shock absorber is mounted on the left lower rocker arm, and the other end of the left rear shock absorber extends upwards and is connected with the rear frame; one end of the right rear shock absorber is installed on the right lower rocker arm, and the other end of the right rear shock absorber extends upwards and is connected with the rear frame.
In one embodiment, the upper right rocker arm and the upper left rocker arm have an avoidance space, and the left rear shock absorber and the right rear shock absorber extend upward through the corresponding avoidance space.
In one embodiment, the joint between the left rear shock absorber and the left lower rocker arm is set as point M, the joint between the left lower rocker arm and the left rear axle seat is set as point F, and the joint between the left upper rocker arm and the left rear axle seat is set as point N; point F does not coincide with point N along the vertical direction of the atv; point M does not coincide with point F along the front to rear direction of the atv.
In one embodiment, the point N and the center of the left rear axle seat are located on the same straight line, and the distance from the point M to the straight line is greater than or equal to 20mm and less than or equal to 40mm.
In one embodiment, the middle frame comprises: the first type of beam is at least partially positioned on the same plane S and at least comprises a first cross beam and a second cross beam; the second type of beam is respectively connected with the first type of beam and at least comprises a first longitudinal beam; the first longitudinal beam comprises a first rod and a second rod, one end of the first rod is connected with the first cross beam, and the other end of the first rod extends upwards and towards the second cross beam; one end of the second rod is connected with the second cross beam, and the other end of the second rod extends upwards and towards the first cross beam and is connected with the first rod; an included angle between the first rod and the plane S is A1, and the range of the A1 is set to be more than or equal to 5 degrees and less than or equal to 15 degrees; an included angle between the second rod and the plane S is A2, and the range of A2 is set to be greater than or equal to 5 degrees and smaller than or equal to 15 degrees.
In one embodiment, an angle A1 between the first bar and the plane S is greater than an angle A2 between the second bar and the plane S.
Compared with the prior art, the all-terrain vehicle is provided with the control arm unit, so that in the upward stress process of the rear suspension assembly, the control arm unit can move upwards along with the control arm unit, and the rear axle seat unit is driven to swing along the movement track of the control arm unit, so that the camber angle of the corresponding rear wheel is changed, the steering of the wheel is assisted, and the trafficability of the vehicle is improved; meanwhile, under the guidance of the control arm unit, the rear axle seat unit always has a pulling force, so that the whole vehicle tends to a stable state.
Drawings
Fig. 1 is a schematic perspective view of an all-terrain vehicle provided by the present application.
Fig. 2 is a schematic structural diagram of a vehicle body provided by the present application from a perspective.
Fig. 3 is a schematic structural diagram of a vehicle body provided by the present application.
Fig. 4 is a perspective view of the frame according to the present disclosure.
Fig. 5 is a schematic view of another perspective structure of the frame provided in the present application.
Fig. 6 is a schematic view of another perspective structure of the frame provided in the present application.
Fig. 7 is an enlarged view at a in fig. 6 provided herein.
Fig. 8 is a side view schematic of a mid-frame provided herein.
Fig. 9 is a schematic view of another perspective structure of the frame provided in the present application.
Fig. 10 is an enlarged view at B in fig. 9 provided herein.
Fig. 11 is a structural schematic diagram of a front suspension assembly provided in the present application from a perspective.
Fig. 12 is a schematic structural view of another perspective of a front suspension assembly provided in the present application.
Fig. 13 is a schematic perspective view of a front support plate provided in the present application.
Fig. 14 is a structural schematic diagram of a rear suspension assembly in a view angle provided in the present application.
Fig. 15 is a side view schematic diagram of a rear suspension assembly provided herein.
Fig. 16 is a schematic structural view of the left rear axle seat provided in the present application.
Fig. 17 is a structural schematic diagram of another perspective view of a rear suspension assembly provided herein.
Fig. 18 is an enlarged view at C of fig. 17 provided herein.
FIG. 19 is a schematic view of a rear suspension assembly in accordance with another embodiment of the present disclosure.
FIG. 20 is a cross-sectional view of the rear suspension assembly of FIG. 19 as provided herein.
Fig. 21 is a schematic view of the state of the rear wheel when the control arm is in the lower limit position according to the present application.
Fig. 22 is a schematic view of the state of the rear wheel when the control arm is at the upper limit position according to the present application.
FIG. 23 provides a schematic view of the distribution of electrical components for the present application.
Fig. 24 is a schematic structural diagram of a mode switch according to the present application.
Fig. 25 is a sectional view of a mode selector switch provided in the present application.
FIG. 26 is a partial enlarged view of the mode switch gear position arrangement provided by the present application.
FIG. 27 is a schematic view of the angular relationship between the shift slots provided herein.
Fig. 28 is a schematic structural diagram of the connection between the mode-switching switch and the butt joint provided in the present application.
Fig. 29 is an enlarged view at D of fig. 28 as provided herein.
Fig. 30 is a schematic structural view of an electrical socket unit provided in the present application.
Fig. 31 is a schematic top view of an electrical socket unit provided in the present application.
Fig. 32 is an exploded view of an electrical socket unit provided by the present application.
Fig. 33 is a schematic structural view of an electrical socket unit according to another embodiment of the present disclosure.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will recognize without departing from the spirit and scope of the present invention.
As shown in fig. 1, the present application provides an all terrain vehicle 100. The all-terrain vehicle 100 is a versatile tool that can be used to drive normally in various terrain, such as beach, hillside, desert, and the like. To clearly illustrate the structure of atv 100, the present application defines the front, rear, upper, lower, left, and right sides of atv 100 in fig. 1. Atv 100 includes frame assembly 11, front suspension assembly 15, rear suspension assembly 16, front set of wheels 17, and rear set of wheels 18. The frame assembly 11 serves as a framework for carrying and connecting various components of the atv 100 and for carrying various loads from the inside to the outside of the vehicle. A front suspension assembly 15 is disposed adjacent the front end of ATV 100, is mounted to frame assembly 11, and is connected to front wheel set 17 to transmit forces acting between front wheel set 17 and frame assembly 11. Moreover, the front suspension assembly 15 can buffer the impact force transmitted from the uneven road surface to the frame assembly 11, etc., so as to reduce the vibration caused thereby, and ensure that the all-terrain vehicle 100 can run smoothly and stably. A rear suspension assembly 16 is disposed near the rear end of atv 100 and is mounted to frame assembly 11 and is connected to rear set of wheels 18 for transmitting forces acting between rear set of wheels 18 and frame assembly 11. Furthermore, the rear suspension assembly 16 buffers the impact force transmitted from the uneven road surface to the frame assembly 11, etc., to reduce the shock caused thereby, ensuring that the all-terrain vehicle 100 can run smoothly and stably.
The frame assembly 11 includes a frame 111 and a body 112, wherein the frame 111 has a frame structure and serves as a base for carrying various loads inside and outside the vehicle. The front suspension assembly 15 and the rear suspension assembly 16 are mounted to the front end and the rear end of the frame 111, respectively. Of course, the layout of the front suspension assembly 15 and the rear suspension assembly 16 on the frame 111 may be correspondingly arranged according to the requirement, and is not unfolded here. The body 112 is mounted on the frame 111 and at least partially encloses the frame 111, thereby protecting the parts and components on the frame 111. Meanwhile, the vehicle body 112 is also a driving place as a driver, a place for accommodating passengers and cargo.
As shown in fig. 4, the frame 111 includes a front frame 1111, a middle frame 1112, and a rear frame 1113. Front frame 1111 is located at the front end of ATV 100 to carry or arrange components, such as front suspension assembly 15, headlights, radiator, etc., accordingly located at the front end. Rear frame 1113 is positioned at the rear end of ATV 100 to carry or arrange components such as rear suspension assembly 16 correspondingly positioned at the rear end. The middle frame 1112 is used as a connecting and carrying component, and the front frame 1111 and the rear frame 1113 are respectively connected to the middle frame 1112. And the front frame 1111, the middle frame 1112 and the rear frame 1113 surround to form an accommodating space 111a. Body 112 covers frame 111, and body 112 is provided with cabin 1121. Cabin 1121 serves as a cockpit and/or passenger compartment for use by a driver or passenger. The cabin 1121 may be partially embedded in the accommodating space 111a and mounted on the frame 111, so that the cabin 1121 may obtain a larger usage space under the condition that the height of the all-terrain vehicle 100 meets the standard.
As shown in fig. 6-8, the mid-frame 1112 acts as the structure for the all terrain vehicle 100 to carry the core load. The middle frame 1112 includes a first type of beam 1112a and a second type of beam 1112b. The first type of beam 1112a and the second type of beam 1112b are interconnected to form a substantially load-bearing structure. In one embodiment, the number of the first type beams 1112a is multiple, the multiple first type beams 1112a are spaced apart,and are located substantially in the same plane. Here, a plane on which the first-type beam 1112a is located is set as a plane S. The number of the second type beams 1112b is also plural, and the plural second type beams 1112b are arranged between the plural first type beams 1112a at intervals. It will be appreciated that the number of first type beams 1112a may be two, three, or four. Similarly, the number of second type beams 1112b
Figure RE-GDA0003437135820000041
Two, three or four may be provided. Of course, the specific number of the first type beams 1112a and the specific number of the second type beams 1112b may be selected according to actual situations, and are not described herein again.
In this embodiment, the first type of beam 1112a includes a first beam 1112c and a second beam 1112d. The second type of beam 1112b includes a first stringer 1112e and a second stringer 1112h. First longitudinal beam 1112e is disposed proximate a forward end and second longitudinal beam 1112h is disposed proximate a rearward end along the fore-aft direction of atv 100. The first longitudinal beam 1112e includes a first rod 1112f and a second rod 1112g. One end of the first rod 1112f is connected to the first cross beam 1112c, the other end of the first rod 1112f extends toward the second cross beam 1112d, and an included angle between the first rod 1112f and the plane S is A1, and A1 is set to be greater than or equal to 5 ° and less than or equal to 15 °. One end of the second rod 1112g is connected to the second beam 1112d, and the other end of the second rod 1112g extends toward the first beam 1112c and is connected to the first rod 1112 f. The angle between the second rod 1112g and the plane S is A2, and A2 is set to be greater than or equal to 5 ° and less than or equal to 15 °. In this manner, the bottom of middle frame 1112 can be raised upward (away from the running surface) in the front-to-rear direction of atv 100. That is, the bottom of the middle frame 1112 is upwardly convex. Therefore, the ground clearance of the all-terrain vehicle 100 at the middle frame 1112 is improved, and the trafficability of the all-terrain vehicle 100 in the driving process is effectively increased.
As shown in fig. 8, in one embodiment, the angle A1 between the first rod 1112f and the plane S is greater than the angle A2 between the second rod and the plane S. In this manner, a better ride quality is maintained as ATV 100 traverses a continuously uneven surface. Further, the first-type beam 1112a and the second-type beam 1112b are each cut out from a steel pipe. So the material taking and the processing are both convenient. The first rod 1112f is welded to the first beam 1112c and the second rod 1112g is welded to the second beam 1112d. The first and second rods 1112f and 1112g are connected by welding. The first bars 1112f of the second type of beam 1112b are arranged parallel to each other and the second bars 1112g of the second type of beam 1112b are arranged parallel to each other. That is, the second stringer 1112h includes a third bar 1112i and a fourth bar 1112j. The third rod 1112i is parallel to the first rod 1112f, one end of the third rod 1112i is connected to the first beam 1112c, and the other end of the third rod 1112i extends toward the second beam 1112d. The fourth rod 1112j is parallel to the second rod 1112g, one end of the fourth rod 1112j is connected to the second beam 1112d, and the other end of the fourth rod 1112j extends toward the first beam 1112c and is connected to the third rod 1112 i.
As shown in fig. 7, the middle frame 1112 further includes longitudinal reinforcing tubes 1112k and transverse reinforcing tubes 1112l, and the number of the longitudinal reinforcing tubes 1112k is at least two. In this embodiment, the location and installation of the longitudinal reinforcing tubes 1112k will be specifically described by taking two tubes as an example. Two longitudinal reinforcing tubes 1112k are spaced apart and a second type of beam 1112b is positioned between the two longitudinal reinforcing tubes 1112 k. Each longitudinal reinforcing tube 1112k is secured at one end to a first beam 1112c and at the other end to a second beam 1112d. The transverse reinforcing tubes 1112l are disposed between the stringer 1112b and the corresponding longitudinal reinforcing tubes 1112k, and one end of the transverse reinforcing tubes 1112l is connected to the stringer and the other end of the transverse reinforcing tubes 1112l is connected to the longitudinal reinforcing tubes 1112 k. Thus, the longitudinal reinforcement tubes 1112k, the transverse reinforcement tubes 1112l, the cross beams 1112a, and the longitudinal beams 1112b collectively form a net-like structure, effectively improving the structural strength and load-bearing capacity of the entire mid-frame 1112.
As shown in fig. 4 and 5, the front frame 1111 further includes a first upright 1111h, the rear frame 1113 further includes a second upright 1113a, and the first upright 1111h and the second upright 1113a are generally referred to as an a-pillar and a B-pillar, respectively. First upright 1111h and second upright 1113a are used for load bearing, support and protection. One end of the first upright 1111h is connected to the first beam 1112c, and the other end of the first upright 1111h extends upward. One end of second upright 1113a is connected to second beam 1112d and the other end of second upright 1113a extends upward.
As shown in fig. 9 and 10, in one embodiment, a reinforcing structure 1114 is provided between the rear frame 1113 and the middle frame 1112 to improve the structural strength of the connection between the rear frame 1113 and the middle frame 1112. The reinforcement structure 1114 includes a first reinforcement bar 1114a, a second reinforcement bar 1114b, and a reinforcement plate 1114c. One end of the first reinforcing rod 1114a is connected to the longitudinal reinforcing tube 1112k on the middle frame 1112, and the other end of the first reinforcing rod 1114a is connected to the second upright 1113 a. Rear frame 1113 further includes a support bracket 1113y, and second reinforcement rod 1114b has one end connected to support bracket 1113y and the other end connected to second stud 1113 a. One end of the reinforcing plate 1114c is connected to the first reinforcing rod 1114a, and the other end of the reinforcing plate 1114c extends toward the rear end of the atv 100, crosses the second pillar 1113a, and is connected to the second reinforcing rod 1114 b. In this way, the reinforcing plate 1114c can distribute the acting force of the first reinforcing rod 1114a and the second reinforcing rod 1114b concentrated on the second column 1113a, thereby avoiding processes such as punching holes on the second column 1113a and reducing the possibility of local deformation of the second column 1113 a. It should be understood that only the connection manner of the reinforcing rods at the second column 1113a is illustrated here, and the above structure can also be applied to other columns, cross beams or longitudinal beams.
First reinforcement bar 1114a is welded to second stud 1113 a. Second reinforcement rod 1114b is welded to second stud 1113 a. The reinforcing plate 1114c is integrally formed by punching. The reinforcing plate 1114c is welded to the first reinforcing bar 1114a and the second reinforcing bar 1114 b. Reinforcing pieces 1114d are provided at both ends of the reinforcing plate 1114c, respectively. Each reinforcing piece 1114d abuts against a corresponding reinforcing rod. As such, to increase the contact area between the reinforcing plate 1114c and the first and second reinforcing bars 1114a and 1114b, the connection strength between the reinforcing plate 1114c and the first and second reinforcing bars 1114a and 1114b is improved.
As shown in fig. 2-3, the body 112 includes an interior trim piece 1122 and an exterior trim piece 1123. The interior component 1122 is disposed on the frame 111, and encloses with the frame 111 to form a cabin 1121. In other words, the interior trim 1122 is distributed around the cabin 1121. At least one first opening 1121a is formed at one side of the cabin 1121, and a driver and passengers can enter and exit the cabin 1121 through the first opening 1121 a. The exterior trim 1123 is located at the front, rear, and side edges of the frame 111 to shield and protect the front suspension assembly 15, the rear suspension assembly 16, and various electric devices.
Interior 1122 includes front flap 1122a, dash panel 1122b, foot pedal 1122c, rear flap 1122d, and seat 1122f. Front baffle 1122a is disposed near the front end of atv 100 to separate the components at the front end of atv 100 from cabin 1121 and to act as a barrier to stones, silt, and water. A dashboard 1122b is mounted on the end of front bezel 1122a remote from the ground for carrying various instrument devices, such as a display screen, a dashboard, etc., on the vehicle. The foot rest 1122c is installed at the bottom of the accommodating space 111a and serves as a loading plate for loading various components such as a seat 1122f, and a position where the feet of a driver or a passenger are placed when the driver or the passenger is seated. Tailgate 1122d is positioned adjacent the rear end of atv 100 and separates the components at the rear end of atv 100 from cabin 1121. Back shield 1122d is spaced apart from front shield 1122a, and foot pedal 1122c is positioned between back shield 1122d and front shield 1122 a. Thus, the capsule 1121 is formed by the three components together.
As shown in fig. 11 and 12, the front suspension assembly 15 includes a first lower rocker arm unit 151, a first upper rocker arm unit 152, a front axle seat unit 153, a front shock absorber unit 154, and a front torsion bar unit 155. The first lower rocker arm unit 151 and the first upper rocker arm unit 152 are respectively mounted to the vehicle frame 111. And the first upper rocker arm unit 152 is located relatively above the first lower rocker arm unit 151 in the vertical direction. The front axle seat unit 153 is used for connecting the front wheel set 17, and the front axle seat unit 153 is provided between the first lower rocker arm unit 151 and the first upper rocker arm unit 152. The first lower rocker arm unit 151 and the first upper rocker arm unit 152 are rotatably connected to the front axle seat unit 153, respectively. One end of the front shock absorber unit 154 is mounted to the first upper swing arm unit 152, and the other end of the front shock absorber unit 154 is connected to the vehicle frame 111 or other components to absorb and filter vibrations from the front wheel set 17. The front torsion bar unit 155 is located above the first upper rocker arm unit 152 in the vertical direction, and the front torsion bar unit 155 is movably connected to the first upper rocker arm unit 152, and the front torsion bar unit 155 is configured to rotate. When the front wheel set 17 is subjected to a force, the first upper rocker arm unit 152 is lifted up to compress the front damper unit 154, so that the front damper unit 154 absorbs and filters the vibration. Meanwhile, when the first upper rocker arm unit 152 is forced to lift upward during the driving of the atv 100, the front torsion bar unit 155 is moved by the first upper rocker arm unit 152, and the front torsion bar unit 155 is configured to rotate. Therefore, the front torsion bar unit 155 twists with respect to the first upper rocker arm unit 152 and applies a force in the opposite direction to the first upper rocker arm unit 152 during the twisting process to press the front axle seat unit 153 downward. That is, by such an arrangement, the first upper rocker arm unit 152 always has a downward pressing force to the front axle seat unit 153, so as to ensure that the front wheel set 17 always has a tendency to contact the ground. Thereby effectively improving the overall operation performance, ensuring the stability of the vehicle body 112 when the vehicle is over-bent at a high speed and reducing the inclination angle of the vehicle body 112. Secondly, also since the front torsion bar unit 155 is connected to the first upper rocker arm unit 152, a torsional reaction force of the front torsion bar unit 155 directly acts on the first upper rocker arm unit 152 during the application of a force, thereby directly pressing the front axle seat unit 153 through the first upper rocker arm unit 152. In this manner, the transfer of force is more direct and the response is faster.
With continued reference to fig. 11 and 12, first lower rocker arm unit 151 includes a first left lower rocker arm 1511 and a first right lower rocker arm 1516, and front axle seat unit 153 includes a left front axle seat 1531 and a right front axle seat 1532. One end of the first left lower rocker arm 1511 is correspondingly connected to the left front axle seat 1531, and the other end of the first left lower rocker arm 1511 is rotatably mounted on the front frame 1111. The first right lower swing arm 1516 and the first left lower swing arm 1511 are distributed on both sides of the front frame 1111 and are substantially symmetrically disposed. One end of the first right lower rocker arm 1516 is correspondingly connected to the right front axle seat 1532, and the other end of the first right lower rocker arm 1516 is rotatably mounted on the front frame 1111. In the present embodiment, the first left lower rocker arm 1511 is identical in structure to the first right lower rocker arm 1516. Here, the first left lower rocker arm 1511 is taken as an example to specifically describe the structure and function of the lower rocker arm.
The first lower left rocker arm 1511 includes a first rocker 1512, a second rocker 1513, and a first connector 1514. The first connecting base 1514 is mounted on the left front axle seat 1531 by fasteners such as bolts, screws, etc. One end of the first rocker 1512 is mounted on the first connecting base 1514, and the other end of the first rocker 1512 is rotatably connected to the front frame 1111. Moreover, the first rockers 1512 are disposed in an arc shape, and the first rockers 1512 in the arc shape are curved upward, so that the acting force exerted by the first rockers 1512 in the arc shape is larger, and when the left front axle seat 1531 moves upward, the effect of the first rockers 1512 in the arc shape on pressing down the left front axle seat 1531 is larger, and the driving stability of the left front wheel 171 can be further ensured. One end of the second rocking bar 1513 is connected to the first connection seat 1514, and the other end of the second rocking bar 1513 is rotatably connected with the front frame 1111. And the second rocking bar 1513 is disposed at an angle to the first rocking bar 1512. The second rockers 1513 are also arc-shaped, and the direction of the arc-shaped second rockers 1513 is the same as the direction of the arc of the first rockers 1512, so as to apply a larger downward pressing force to the left front axle seat 1531, and to jointly act with the first rockers 1512 to ensure the driving stability of the left front wheel 171.
In one embodiment, the first rockers 1512 are substantially identical in structure and shape to the second rockers 1513, and their connections to the various components, to facilitate ease of manufacture and production, and cost control of the first left lower rocker arm 1511. Of course, the first rockers 1512 and the second rockers 1513 may have different structures in consideration of other aspects, and may be set according to actual conditions.
As shown in fig. 11 and 12, the first left lower swing arm 1511 further includes a first connecting rod 1515. The first connecting rod 1515 is disposed between the first rocker 1512 and the second rocker 1513. In addition, two ends of the first connecting rod 1515 are respectively connected to the first rocking bar 1512 and the second rocking bar 1513, so that the first rocking bar 1512 and the second rocking bar 1513 form a whole, and the structural strength and the working stability of the first lower left rocking arm 1511 are effectively improved.
First upper rocker arm unit 152 includes a first upper left rocker arm 1521 and a first upper right rocker arm 1526, first upper left rocker arm 1521 and first lower left rocker arm 1511 are located on the same side, one end of first upper left rocker arm 1521 is correspondingly connected to left front axle seat 1531, and the other end of first upper left rocker arm 1521 is rotatably connected to front frame 1111. The first right upper swing arm 1526 and the first left upper swing arm 1521 are arranged on both sides of the front frame 1111 and are arranged substantially symmetrically. One end of the first right upper rocker arm 1526 is correspondingly connected with the right front wheel axle seat 1532, and the other end of the first right upper rocker arm 1526 is rotatably connected to the front frame 1111. In this embodiment, the first left upper rocker arm 1521 is identical in structure to the first right upper rocker arm 1526. The structure and function of the first upper rocker arm unit 152 will be described in detail by taking the first upper left rocker arm 1521 as an example.
As shown in fig. 12, the first upper left rocker arm 1521 includes a third rocker arm 1522, a fourth rocker arm 1523, a second connecting seat 1524 and a second connecting rod 1525, and the second connecting seat 1524 is fixed on the left front axle seat 1531 by a fastener such as a bolt or a screw. One end of the third rocking bar 1522 is installed on the second connecting seat 1524, and the other end of the third rocking bar 1522 is rotatably connected with the front frame 1111. The third rocker 1522 is arc-shaped, and the arc-shaped third rocker 1522 is arched upward. The arc-shaped third rocking bar 1522 not only bears a larger acting force, but also has a larger effect of pressing the left front axle seat 1531 downwards when the left front axle seat 1531 moves upwards, so that the driving stability of the left front wheel 171 can be ensured. One end of the fourth rocking bar 1523 is rotatably connected to the second connecting seat 1524, and the other end of the fourth rocking bar 1523 is rotatably connected to the front frame 1111 and is disposed at an angle with the third rocking bar 1522. The fourth rocker 1523 is also arc-shaped, and the direction of the arc-shaped arc of the fourth rocker 1523 is consistent with the direction of the arc-shaped arc of the first rocker 1512, so as to provide a larger and downward pressing force to the left front axle seat 1531, and ensure the driving stability of the left front wheel 171 together with the third rocker 1522 and the action. The second connecting rod 1525 is located between third rocker 1522 and the fourth rocker 1523 to the both ends of second connecting rod 1525 are connected with third rocker 1522 and fourth rocker 1523 respectively, thereby make third rocker 1522 and fourth rocker 1523 constitute a whole, in order to improve first upper left rocker 1521's structural strength effectively.
The third rocking bar 1522 has substantially the same structure and shape as the fourth rocking bar 1523, and the connection between them and the respective components is substantially the same. Thus, the processing and production of the left upper rocker arm and the cost control are facilitated. Of course, in consideration of other aspects, the structures of the third rocking bar 1522 and the fourth rocking bar 1523 may be different, and may be set according to actual conditions.
Referring to fig. 12, the front shock absorber unit 154 includes two front shock absorbers 1541, and the two front shock absorbers 1541 are respectively mounted on the first left upper rocker arm 1521 and the first right upper rocker arm 1526 to respectively absorb and cushion the impact of the left front wheel 171 and the right front wheel 172. Here, the number of the front dampers 1541 is not limited to the above two, and it may be one, three, or others. The specific number can be increased/decreased according to the requirement of front shock absorption. The front damper 1541 is conventional, and the structure and operation principle thereof will not be described in detail here.
Referring to fig. 11 and 12, the front torsion bar unit 155 includes a front torsion bar 1551, a front bracket 1552, two front links 1553, and a front bracket 1554. The front support 1552 is mounted on a front support 1554, the front support 1554 is fixed on the front support 1111, the front torsion bar 1551 is rotatably connected with the front support 1552, one end of the front torsion bar 1551 corresponds to one of the front connecting rods 1553 and is mounted on the upper left rocker arm through the front connecting rod 1553, and the front connecting rod 1553 is movably connected with the upper left rocker arm and the front torsion bar 1551. The other end of the front torsion bar 1551 corresponds to the other front connecting rod 1553, and is mounted on the first right upper rocker arm 1526 through the front connecting rod 1553, and the front connecting rod 1553 is movably connected with the first right upper rocker arm 1526 and the front torsion bar 1551. In one embodiment, the front link 1553 and the first left upper rocker arm 1521 or the first right upper rocker arm 1526 are connected by a ball and pin connection. The front linkage 1553 and the front torsion bar 1551 are also connected by a ball pin. It should be explained that the ball and pin connection is only one of the embodiments, which may also be used with a joint bearing connection.
Referring to FIG. 13, front brace 1554 includes a front plate 1555, a first flange 1556, and a second flange 1557. The first flange 1556 and the second flange 1557 are respectively located at two ends of the front plate 1555. The front support 1552 is fixed on the front support plate 1555 through a bolt and other structures. One end of the first flange 1556, which is far away from the front support plate 1555, is connected with the first upper rocker arm unit 152, and the other end of the first flange 1556 is connected with the front frame 1111. After the torque rod 1551 receives the force, the load can be transmitted to the first upper rocker arm unit 152 through the first flange 1556 and can also be transmitted to the front bracket 1111 through the second flange 1557. Thus, the load transmission path is increased. In one embodiment, the angle between the second cuff 1557 and the front plate 1555 is set to γ, where γ is greater than or equal to 130 ° and less than or equal to 150 °. In the range, the stress value between the second flange 1557 and the front bracket 1554 is small, and connection between the second flange 1557 and the frame 111 is facilitated.
As shown in fig. 14 and 17, the rear suspension assembly 16 is mounted to the rear frame 1113 and is coupled to the rear wheel set 18 to dampen and filter vibrations imparted by the rear wheel set 18. The rear suspension assembly 16 includes a second lower rocker arm unit 161, a second upper rocker arm unit 162, a rear axle seat unit 163, a rear shock absorber unit 164, and a rear torsion bar unit 166. The second lower rocker arm unit 161 and the second upper rocker arm unit 162 are mounted on the vehicle frame 111, respectively. And the second upper rocker arm unit 162 is located relatively above the second lower rocker arm unit 161 in the vertical direction. The rear axle seat unit 163 is used to connect the rear wheel set 18, and the rear axle seat unit 163 is disposed between the second lower rocker arm unit 161 and the second upper rocker arm unit 162. And the second lower rocker arm unit 161 and the second upper rocker arm unit 162 are rotatably connected to the rear axle seat unit 163, respectively. One end of the rear shock absorber unit 164 is mounted on the second lower swing arm unit 161, and the other end of the rear shock absorber unit 164 is connected to the vehicle frame 111 or other parts to absorb or dampen vibrations. The rear torsion bar unit 166 is mounted to the second upper rocker arm unit 162 and is configured to be rotatably coupled. When the rear wheel set 18 is subjected to a force, the second lower swing arm unit 161 is lifted up to compress the rear damper unit 164, so that the rear damper unit 164 absorbs and filters the vibration. At the same time, the second upper rocker arm unit 162 is also lifted, the rear torsion bar unit 166 is moved by the second upper rocker arm unit 162, and since the rear torsion bar unit 166 is configured to rotate; therefore, the torsion bar unit 166 twists relative to the second upper rocker arm unit 162, and applies an acting force in the opposite direction to the second upper rocker arm unit 162 during the twisting process to press the rear axle seat unit 163 downward, that is, by such an arrangement, the second upper rocker arm unit 162 always applies a downward pressing acting force to the rear axle seat unit 163 to ensure that the rear wheel set 18 always has a tendency of contacting the ground, thereby improving the overall handling performance, ensuring the stability of the vehicle body 112 during the high-speed over-bending of the vehicle, and reducing the inclination angle of the vehicle body 112; secondly, also because the rear torsion bar unit 166 is connected to the second upper rocker arm unit 162, during the action of force, the torsional reaction force of the rear torsion bar unit 166 acts directly on the second upper rocker arm unit 162, thereby pressing the axle seat unit directly through the second upper rocker arm unit 162; in this manner, the transfer of force is more direct and the response is faster.
Referring to fig. 14 and 17, the second lower rocker arm unit 161 includes a second left lower rocker arm 1611 and a second right lower rocker arm 1617, the rear axle seat unit 163 includes a left rear axle seat 1631 and a right rear axle seat 1632, and the rear shock absorber unit 164 includes a left rear shock absorber 1641 and a right rear shock absorber 1642. One end of the second left lower rocker 1611 is correspondingly connected to the left rear axle seat 1631, and the other end of the second left lower rocker 1611 is rotatably mounted on the rear frame 1113. The second right lower swing arm 1617 and the second left lower swing arm 1611 are arranged on both sides of the rear frame 1113, and are arranged substantially symmetrically. One end of the second right lower rocker 1617 is correspondingly connected to the right rear axle seat 1632, and the other end of the second right lower rocker 1617 is rotatably mounted on the rear frame 1113. One end of a left rear shock absorber 1641 is mounted on the second left lower swing arm 1611, and the other end extends upward and is connected to the rear frame 1113 for absorbing and damping shock and vibration of the left rear wheel 181 or left region. One end of a right rear shock absorber 1642 is mounted to the other end of the second right lower swing arm 1617 to extend upward and is connected to the rear frame 1113 for absorbing and damping shock and vibration of the right rear wheel 182 or left region. Here, the left rear shock absorber 1641 and the right rear shock absorber 1642 are prior art, and the structure and the operation principle thereof will not be described in detail herein.
In one embodiment, the second left lower rocker arm 1611 is identical in structure to the second right lower rocker arm 1617. Here, in the present embodiment, the structure and the function of the second lower rocker arm unit 161, and the connection and the positional relationship between the second lower rocker arm unit 161 and the vehicle frame 111, the rear shock absorber unit 164, and the like will be specifically described by taking the second left lower rocker arm 1611 as an example.
As shown in fig. 14 to 16, the left rear shock absorber 1641 is mounted on the second left lower rocker arm 1611, a connection point between one end of the second left lower rocker arm 1611 away from the rear frame 1113 and the left rear axle seat 1631 is a first connection point F, a connection point between one end of the second left upper rocker arm 1621 away from the rear frame 1113 and the left rear axle seat 1631 is a second connection point N, and a connection point between the left rear shock absorber 1641 and the second left lower rocker arm 1611 is a third connection point M. The first connection point F is not coincident with the second connection point N in the vertical direction. And, along the fore-and-aft direction of ATV 100, the first connection point F is close to the connection between the left rear shock absorber 1641 and the second left lower rocker arm 1611, the second connection point N is on a straight line Y with the center of the left rear axle seat 1631, and the distance L from the first connection point F to the straight line Y 4 Greater than or equal to 20mm and less than or equal to 40mm. That is to say first tie point F and second tie point N stagger, and first tie point F is close to third tie point M and sets up, so set up, can make left rear shock absorber 1641's stress point and left back wheel axle bed 1631 closer, reduce the arm of force between the point of accepting and the first tie point, and on decomposing left back wheel axle bed 1631 with the atress, realize the atress on the second left lower rocker 1611 of sharing, make the second left lower rocker 1611 satisfy the user demand more easily, the cost is also reduced simultaneously.
With continued reference to fig. 14 and 17, the second left lower rocker arm 1611 includes a fifth rocker 1612, a sixth rocker 1613, a third connecting link 1614, and at least one third connecting link 1615. Third connecting section 1614 is mounted on left rear axle seat 1631 by means of bolts, screws, etc. One end of the fifth rocking bar 1612 is mounted to the first connecting seat 1514, and the other end of the fifth rocking bar 1612 is rotatably connected to the rear frame 1113. One end of the sixth rocking lever 1613 is connected to the third connecting link 1614, and the other end of the sixth rocking lever 1613 is rotatably connected to the rear frame 1113. And, the sixth rocking bar 1613 is disposed at an angle with the fifth rocking bar 1612. Of course, the fifth rocker 1612 and the sixth rocker 1613 may also be directly and rotatably connected to the left rear axle seat 1631. The third connecting rod 1615 is disposed between the fifth rocker 1612 and the sixth rocker 1613, and two ends of the third connecting rod 1615 are respectively and fixedly connected to the fifth rocker 1612 and the sixth rocker 1613, so that the fifth rocker 1612 and the sixth rocker 1613 form a whole, and the structural strength of the second lower left rocker 1611 is effectively improved.
The second left lower rocker arm 1611 further includes a damping plate 1616, and the damping plate 1616 is disposed on the fifth rocker arm 1612, the sixth rocker arm 1613, or the third connecting rod 1615. One end of the left rear damper 1641 is hinged to the damper plate 1616, and the other end of the left rear damper 1641 extends upward and is connected to the rear frame 1113. The damping plate 1616 may also be connected to the fifth rocker 1612 and the sixth rocker 1613, or the fifth rocker 1612 and the third connecting rod 1615, so as to avoid deformation of the connecting rod or the rockers due to stress of only one rocker by connecting together and sharing the stress of the suspension. Of course, the above description is only illustrative of several mounting ways of the damping plate 1616, and several variations and modifications can be made without departing from the spirit of the present application, which all fall within the protection scope of the present application.
Referring to fig. 14 and 17, the second upper rocker arm unit 162 includes a second left upper rocker arm 1621 and a second right upper rocker arm 1629, the second left upper rocker arm 1621 and the second left lower rocker arm 1611 are located on the same side, one end of the second left upper rocker arm 1621 is correspondingly connected to the left front axle seat 1531, and the other end of the second left upper rocker arm 1621 is rotatably connected to the rear frame 1113. The second right upper swing arm 1629 and the second left upper swing arm 1621 are routed on both sides of the rear frame 1113, and are disposed substantially symmetrically. One end of the second right upper rocker 1629 is correspondingly connected to the right rear axle seat 1632, and the other end of the second right upper rocker 1629 is rotatably connected to the rear frame 1113. In this embodiment, the second left upper rocker arm 1621 is identical in structure to the second right upper rocker arm 1629. Here, the second left upper rocker arm 1621 is taken as an example to specifically describe the structure and function of the second upper rocker arm unit 162.
The second upper left rocker arm 1621 includes a seventh rocker 1622, an eighth rocker 1623, a fourth connecting seat 1624 and a fourth connecting rod 1627, the fourth connecting seat 1624 is rotatably mounted on the left rear axle seat 1631 through a bolt, a screw and the like, one end of the seventh rocker 1622 is fixed to the fourth connecting seat 1624, and the other end of the seventh rocker 1622 is rotatably connected with the rear frame 1113. One end of the eighth rocking bar 1623 is mounted to the fourth connecting seat 1624, and the other end of the eighth rocking bar 1623 is rotatably connected to the rear frame 1113. And the eighth rocker 1623 corresponds to the seventh rocker 1622 and is located on the same plane with an angle therebetween. Of course, in other embodiments, the seventh rocking lever 1622 and the eighth rocking lever 1623 may also be directly rotatably connected to the left rear axle seat 1631. The seventh rocking bar 1622 and/or the eighth rocking bar 1623 are/is configured to be arc-shaped, and the arc-shaped seventh rocking bar 1622 is bent toward the eighth rocking bar 1623 to form an avoiding space 1621f or the eighth rocking bar 1623 is bent toward the seventh rocking bar 1622 to form an avoiding space 1621f. The left rear absorber 1641 extends upward through the avoidance space 1621f. The fourth connecting rod 1627 is disposed between the seventh rocker 1622 and the eighth rocker 1623, and both ends of the fourth connecting rod 1627 are respectively fixedly connected with the seventh rocker 1622 and the eighth rocker 1623, so that the seventh rocker 1622 and the eighth rocker 1623 constitute a whole, and the structural strength of the second upper left rocker 1621 is effectively improved.
As shown in fig. 17 and 18, fourth connecting seat 1624 includes a supporting arm portion 1625 and a fifth connecting portion 1626, one end of supporting arm portion 1625 is rotatably connected to left rear axle seat 1631, the other end of supporting arm portion 1625 is connected to fifth connecting portion 1626, and at least a portion of an outer surface of fifth connecting portion 1626 has a curved surface 162a. The seventh rocking bar 1622 and the eighth rocking bar 1623 are connected to the curved surface 162a by welding, respectively. It can be understood that, in the within range of curved surface 162a, curved surface 162a and each rocker welding position can carry out the welding of arbitrary angle as required, set up to curved surface 162a through the surface with fifth connecting portion 1626 promptly, can make the rocker of the different demands of fourth connecting seat 1624 ability adaptation to promote the commonality of product, effective reduce cost. In one embodiment, the curved surface 162a is a spherical surface.
In one embodiment, the number of the support arms 1625 is two, a support space is formed between the two support arms 1625, a portion of the left rear axle seat 1631 is located in the support space, and the support arms 1625 and the left rear axle seat 1631 are rotatably connected by a pin or a bolt coupled with a shaft sleeve. The number of the fifth connecting portions 1626 is also two, and two fifth connecting portions 1626 are connected to each other, and two support arm portions 1625 are correspondingly connected to the two fifth connecting portions 1626. Fifth connecting portion 1626 is globular, and the curved surface is the sphere promptly to further improve the application area of fifth connecting portion 1626 surface, thereby increase the angle of weldable between fifth connecting portion 1626 and the rocker, improve fourth connecting seat 1624's commonality.
In another embodiment, as shown in fig. 19, the rear suspension assembly 16 further includes an adjusting unit 165, and the adjusting unit 165 is disposed between the rear axle seat unit 163 and the second upper rocker arm unit 162 or the second lower rocker arm unit 161 to adjust the camber angle of the rear axle seat unit 163, so that the all-terrain vehicle 100 meets the current use requirement. Meanwhile, when the all-terrain vehicle 100 leaves the factory, the camber angle does not meet the requirement due to machining errors, and the adjustment can be performed through the adjusting unit 165, so that the accuracy of factory state parameters is ensured.
In one embodiment, the number of the adjusting units 165 is two, one of the adjusting units 165 is disposed between the second upper left rocker arm 1621 and the left rear axle seat 1631 to adjust the camber angle of the left rear axle seat 1631, and the other adjusting unit 165 is disposed between the second upper right rocker arm 1629 and the right rear axle seat 1632 to adjust the camber angle of the right rear axle seat 1632. That is, by so setting, it is possible to achieve that both the camber angle of the left rear wheel 181 and the right rear wheel 182 can be adjusted. Alternatively, one of the adjusting units 165 is disposed between the second left lower rocker arm 1611 and the left rear axle seat 1631, and the other is disposed between the second right lower rocker arm 1617 and the left rear axle seat 1631. It is understood that the adjusting unit 165 may be applied to a position corresponding to the front suspension assembly 15 to achieve the camber angle adjustment of the left and right front wheels 171 and 172.
As shown in fig. 20, each adjusting unit 165 includes a first fastening body 1651, a second fastening body 1652, an adjusting blade 1653, and a third fastening member 1654. First seat 1651 is rotatably connected to left rear axle seat 1631 or right rear axle seat 1632. The second base 1652 is connected to the second left upper rocker arm 1621 or the second right upper rocker arm 1629, and the adjusting piece 1653 is disposed between the first base 1651 and the second base 1652, and is configured to adjust a gap between the first base 1651 and the second base 1652, so as to adjust an overall length of the second left upper rocker arm 1621, thereby implementing adjustment of a corresponding camber angle. Third locking member 1654 is used for locking adjusted first seat 1651 and second seat 1652; or unlocking the lock between the first seat 1651 and the second seat 1652.
In one embodiment, each of the first seat body 1651 and the second seat body 1652 is a hollow seat. One end of the third locking member 1654 penetrates from the inside of the second seat body 1652 to the inside of the first seat body 1651. The adjusting piece 1653 is C-shaped or U-shaped, so that the C-shaped or U-shaped adjusting piece 1653 can be directly clamped on the third locking piece 1654, and the size of the gap between the first seat body 1651 and the second seat body 1652 can be adjusted without disassembling the third locking piece 1654, thereby being more convenient to use. The adjustable range of the gap between the first seat 1651 and the second seat 1652 is less than or equal to 5cm. The third locking member 1654 is a bolt, the bolt penetrates through the first seat body 1651 and the second seat body 1652 and is connected with a nut, and the adjusting piece 1653 is sleeved on the bolt.
The second seat 1652 has an arc slot 1655; the second upper left rocker arm 1621 further comprises a connecting pipe 1628, and a seventh rocker arm 1622 and an eighth rocker arm 1623 are respectively welded to the connecting pipe 1628; the connecting pipe 1628 is partially embedded in the arc-shaped groove 1655 and welded to the second seat 1652, so that the contact area between the connecting pipe 1628 and the second upper left rocker arm 1621 as a whole and the second seat 1652 is increased, and the connection strength between the connecting pipe 1628 and the second seat 1652 is improved.
Referring to fig. 14 and 17, rear torsion bar unit 166 includes a rear torsion bar 1661, a rear mount 1662, and two rear links 1663. The rear bracket 1662 is configured to be fixedly disposed, and may be fixed to the rear frame 1113 or to the vehicle body 112, etc. A rear torsion bar 1661 is rotatably connected to the rear mount 1662, one end of the rear torsion bar 1661 corresponds to one of the rear links 1663 and is mounted on the second upper left rocker 1621 by a rear link 1663, and the rear link 1663 is movably connected to the second upper left rocker 1621 and the rear torsion bar 1661; the other end of the rear torsion bar 1661 corresponds to another rear link 1663, and is mounted on the second upper right rocker 1629 by the rear link 1663, and the rear link 1663 is movably connected with the second upper right rocker 1629 and the rear torsion bar 1661. In one embodiment, the rear link 1663 is connected to the second upper left rocker 1621 or the second upper right rocker 1629 via a knuckle bearing, ball pin; the rear link 1663 is also ball pinned to the rear torsion bar 1661. It should be explained that the ball and pin connection described above is only one of the embodiments, and it is also possible to use a joint bearing connection.
The rear shelf 1113 includes an inner side facing toward the front shelf 1111 and an outer side facing away from the front shelf 1111; the rear torsion bar unit 166 is located inside the rear frame. Rear torsion bar 1661 is located on the inside of rear frame 1113 to provide a more compact overall rear suspension assembly 16, to reduce rear torsion bar 1661 from bulging, and to provide better integrity and aesthetics to atv 100 as viewed from the rear end to the front end of atv 100. Meanwhile, rear torsion bar 1661 is placed inside rear frame 1113 to reduce interference of rear torsion on mounting of other components, and rear torsion bar 1661 is also protected by rear frame 1113 and is first borne by rear frame 1113 during a force application process to prevent rear torsion bar 1661 from deforming.
As shown in fig. 14 and 17, the rear suspension assembly 16 further includes a control arm unit 167, the control arm unit 167 is located outside the rear frame 1113, and the position of the control arm unit 167 is located opposite to the position of the rear torsion bar unit 166. The control arm unit 167 is located between the second lower rocker arm unit 161 and the second upper rocker arm unit 162. One end of the control arm unit 167 is rotatably connected to the rear axle seat unit 163, and the other end of the control arm unit 167 is rotatably connected to the frame 111. In this way, in the process of upward force application of the rear suspension assembly 16, the control arm unit 167 will also move upward, so as to drive the rear axle seat unit 163 to swing along the movement track of the control arm unit 167, so as to change the camber angle of the corresponding rear wheel, assist the steering of the wheels, and improve the passing performance of the vehicle; meanwhile, under the guidance of the control arm unit 167, it always has a pulling force on the rear axle seat unit 163, so that the vehicle as a whole tends to a stable state.
In one embodiment, the control arm units 167 have two sets, wherein one set of the control arm units 167 is located between the second lower left rocker arm 1611 and the second upper left rocker arm 1612, and is rotatably connected to the rear frame 1113 and the left rear axle seat 1631 respectively; the other set of control arm unit 167 is located between the second lower right rocker 1617 and the second upper right rocker 1629, and is respectively connected to the rear frame 1113 and the right rear axle seat 1632 in a rotating manner, so as to realize the respective adjustment of the left rear wheel 181 and the right rear wheel 182.
Wherein, control arm unit 167 includes control arm 1671 and two rotating seats 1672, and two rotating seats 1672 are fixed on rear frame 1113 and rear axle seat unit 163 respectively. The control arm 1671 is rotatably connected to the rotary base 1672. Control arm 1671 is a rigid arm. The control arm 1671 is rotatably connected with the rotating base 1672 through a ball pin, so that the control arm 1671 and the rear frame 1113 can rotate and swing relatively. Of course, instead of the ball and pin connection described above, other connections may be used, such as a joint bearing connection. Control arm 1671 is located on the side of left rear axle seat 1631 near the front end. Along a vertical axis, control arm 1671 has a relative lower limit position and an upper limit position. Fig. 21 shows the rear wheel position with the control arm 1671 in the lower limit position. Fig. 22 shows the rear wheel in the upper limit position of control arm 1671. During stressing of rear suspension assembly 16, left and/or right rear wheel axle seats 1631 and 1632 are expanded or contracted by control arms 1671, i.e., the position of the rear wheels is adjusted between lower and upper limit positions, so that the toe-in value of the entire rear wheels is maintained within a range favorable for the atv 100 to travel, thereby assisting steering and allowing better trafficability of atv 100. All the possible combinations of the technical features of the embodiments described above may not be described for the sake of brevity, but should be considered as being within the scope of the present disclosure as long as there is no contradiction between the combinations of the technical features.
As shown in FIG. 23, ATV 100 also includes electrical components 19 and electronic control unit 21. The electrical components 17 and the electronic control unit 21 are mounted on the frame assembly 11, and at least a portion of the electrical components 19 is electrically/signally connected to the electronic control unit 21 for performing basic electrical functions of the all-terrain vehicle 100. The Electronic Control Unit 21, also called an "Electronic Control Unit" or "vehicle computer", is used for monitoring various input data (such as braking, gear shifting, etc.) and various operating states of the vehicle (such as acceleration, slippage, fuel consumption, etc.), calculating information transmitted by various sensors according to a pre-designed program, processing the information, and sending various parameters to relevant actuators, such as the electrical component 19, etc., to execute various predetermined Control functions.
In one embodiment, the electrical assembly 19 includes a meter device 200 and a switch device 203. The meter device 200 includes various electric instruments such as an ammeter, a charge indicator lamp or voltmeter, an oil pressure gauge, a thermometer, a fuel gauge, a vehicle speed and mileage meter, an engine tachometer, and the like. Meter device 200 is primarily operable to display the operation of devices associated with the operation of ATV 100 during travel. The sound generating device 201 is mainly used for generating sound to play a role of prompting or warning. The switching device 203 includes a mode switching switch 2031, an air conditioning switch (not shown), a temperature adjusting switch (not shown), and the like. The mode changeover switch 2031, the air conditioner switch, and the temperature adjustment switch are basically mounted on the dash panel 1122b for the driver and the front passenger to operate. The mode switch 2031, the air conditioner switch, the temperature adjustment switch, and the like are electrically/signal connected to the electronic control unit 21 via the wiring harness 2042, thereby controlling a series of functions of the atv 100, such as switching between the two-drive and the four-drive, turning on the air conditioner, and adjusting the temperature of the air conditioner.
As shown in fig. 24 to 27, the mode switching switch 2031 includes a two-drive position 2031a, a four-drive position 2031b, and a front-drive dead-lock position 2031c. The four-drive gear 2031b is located between the two-drive gear 2031a and the forward-drive-dead-lock gear 2031c. Second-drive gear 2031a realizes the second-drive operation of atv 100. Four-drive gear 2031b enables four-drive operation of ATV 100. The front wheel lock-up achieves a front wheel lock-up of the all-terrain vehicle 100. The mode switch 2031 includes a housing 2031d, a pressing plate 2031x, a switch shaft 2031t, and a shift lever unit 2031u. The housing 2031d includes a cavity 2031za, a first gear groove 2031e, a second gear groove 2031f, and a third gear groove 2031j. The first, second, and third gear grooves 2031e, 2031f, 2031j are located within the cavity 2031 za. The second gear groove 2031f is located between the first gear groove 2031e and the third gear groove 2031j. The pressing plate 2031x is rotatably connected to the housing 2031d via a switch rotation shaft 2031 t. One end of the shift lever unit 2031u is connected to the pressing plate 2031x, and the other end of the shift lever unit 2031u can swing along with the pressing plate 2031x and switch among the first shift groove 2031e, the second shift groove 2031f, and the third shift groove 2031j, thereby realizing the mutual switching among the second-drive shift 2031a, the fourth-drive shift 2031b, and the front-drive dead-lock shift 2031c.
Referring to fig. 25, the shift lever unit 2031u includes a switch lever 2031v, an elastic member 2031x, and a ball 2031y, one end of the switch lever 2031v is connected to the pressing plate 2031x and can swing within the housing 2031d under the driving of the pressing plate 2031x, one end of the switch lever 2031v far away from the pressing plate 2031x is provided with a fourth mounting hole 2031w, the elastic member 2031x is mounted within the fourth mounting hole 2031w, a portion of the ball 2031y is located within the fourth mounting hole 2031w and abuts against the elastic member 2031x, and the other end can swing in a switching manner to fall into the first shift groove 2031e, the second shift groove 2031f, or the third shift groove 2031j.
As shown in fig. 26 and 27, the first, second, and third shift grooves 2031e, 2031f, 2031j are arc-shaped grooves, and the first, second, and third shift grooves 2031e, 2031f, 2031j are connected in this order. The second gear groove 2031f includes a first connection end connected to the first gear groove 2031e, and the first gear groove 2031e includes a second connection end connected to the first connection end, the first connection end and the second connection end intersecting each other and having a first intersection point P and a first included angle β 1 (ii) a The second gear groove 2031f further comprises a third connection end connected to the third gear groove 2031j, the third gear groove 2031j comprises a fourth connection end connected with the third connection end, the third connection end intersects with the fourth connection end and has a second intersection point Q and a second included angle β 2 (ii) a First included angle beta 1 At a second angle beta with respect to 2 The difference of (a) is not less than 5 ° and not more than 30 °. That is, the slope of the second gear groove 2031f on the side closer to the third gear groove 2031j is greater than the slope of the second gear groove 2031f on the side closer to the first gear groove 2031e, and the transition between the first gear groove 2031e and the second gear groove 2031f is more gradual than the transition between the second gear groove 2031f and the third gear groove 2031j. Thus, when the gears are switched, the damping of the switching rod 2031v switched from the second gear groove 2031f to the third gear groove 2031j is greater than the damping of the switching rod 2031v switched from the first gear groove 2031e to the second gear groove 2031f, that is, the force value for switching each gear is different, and the force value required for operation when the four-wheel drive gear is switched to the pre-drive dead-lock gear 2031c is increased, so that the phenomenon of gear over-shifting caused by directly switching the two-wheel drive gear 2031a to the pre-drive dead-lock gear 2031c when the two-wheel drive gear 2031a is switched to the four-wheel drive gear 2031b is avoided, and the driving safety is improved.
In one embodiment, as shown in fig. 27, the second intersection point Q is located relatively higher than the first intersection point P along the axis Z of the cavity 2031 za. Thus, in combination with the above-mentioned angles, the stroke of the four-gear shift 2031b to the front-drive-dead-lock shift 2031c can be prolonged, so that the damping of the switching rod 2031v from the second gear groove 2031f to the third gear groove 2031j is increased, and the over-shift phenomenon during the switching process is further avoided.
Referring to fig. 26 and 27, the second gear groove 2031f includes a second arc-shaped section 2031g, a first straight section 2031h, and a second straight section 2031i. One end of the first straight section 2031h is connected to the first gear groove 2031e, and the other end is connected to the second arc-shaped section 2031g. One end of the second straight section 2031i is connected to the third gear groove 2031j, and the other end is connected to the second arc-shaped section 2031g. The first gear groove 2031e at least comprises a third straight section 2031k, the third gear groove 2031j at least comprises a fourth straight section 2031z, and the third straight section 2031k intersects with the first straight section 2031h to form a first included angle β 1 Fourth straight segment 2031z intersects second straight segment 2031i to form a second included angle β 2 . First included angle beta 1 120 degrees or more and 140 degrees or less, and a second included angle beta 2 Is 100 ° or more and 125 ° or less.
Go toStep a, the first straight section and the plane A 1 Intersect and form a third angle beta 3 The second straight section and the plane A 1 Intersect and form a fourth angle of inclusion beta 4 Fourth angle of inclination beta 4 At an angle beta to the third 3 The difference of (a) is not less than 5 ° and not more than 30 °. Third included angle beta 3 Greater than or equal to 45 degrees and less than or equal to 60 degrees, and a fourth included angle beta 4 Is 55 DEG or more and 75 DEG or less. So arranged, second straight section 2031i can also be opposite to plane A 1 Is greater than the first straight section 2031h relative to the plane A 1 The gradient of (c). So that a force value required for the switching lever 2031v to switch from the second gear groove 2031f to the third gear groove 2031j becomes large.
In one embodiment, the third straight section 2031k and the plane A 1 Intersect and form a fifth angle beta 5 (ii) a Fourth straight section 2031z and plane A 1 Intersect and form a sixth angle beta 6 Fifth angle of inclination beta 5 Angle beta with sixth angle 6 Are substantially the same. With this arrangement, the operation force value for switching from the second-drive range 2031a to the fourth-drive range 2031b can be made substantially equal to the operation force value for switching from the fourth-drive range 2031b from the pre-drive dead-lock range 2031c, and the consistency of the operation can be improved.
As shown in fig. 25, 28 and 29, the housing 2031d has output contacts 2031l, and the output contacts 2031l protrude from the outer surface of the housing 2031 d. The output contacts 2031l are connected to circuit boards on corresponding switching devices 203, such as a circuit board 1981n in the mode switch 2031, a circuit board in the air-conditioning switch, a circuit board in the temperature-adjusting switch, and the like. The harness 2042 has a butt joint 2031n connected to the output contact 2031l, and the butt joint 2031n is connected to the output contact 2031l, so that the switching device 203 is electrically/signal-connected to the electronic control unit 21. The outer surface of the housing 2031d has a connection cap 2031m arranged circumferentially around the output contact 2031l, and the connection cap 2031m may be integrated with the housing 2031d or may be separated from the housing 2031 d. A sealing member 2031q is provided on the connection cap 2031m or the butt joint 2031n, and after the butt joint 2031n is butted with the output contact 2031l, the sealing member 2031q can seal the gap between the butt joint 2031n and the connection cap 2031m, so that the output contact 2031l is in a relatively sealed state, and short circuit ablation of the output contact 2031l and the butt joint 2031n due to water or the like is avoided. Meanwhile, in the butt joint process, the connecting cover 2031m also plays a role in guiding, which is beneficial to the connection of the butt joint 2031n and the output contact 2031l, and the assembly is more convenient.
In one embodiment, the butt joint 2031n has a second receiving groove 2031o and a second slot 2031p, and the second receiving groove 2031o has a connecting contact corresponding to the output contact 2031l therein; the second slot 2031p surrounds the second receiving groove 2031o, the sealing element 2031q is disposed in the second slot 2031p, and the connecting cover 2031m can be inserted into the second slot 2031p and is connected to the sealing element 2031q in a sealing manner. That is, not only the seal 2031q is used to realize sealing, but also the butt joint 2031n is covered on the connecting cap 2031m, thereby increasing the sealing path and improving the sealing effect. The second receiving groove 2031o is disposed concentrically with the second slot 2031 p. The sealing element 2031q is disposed on an outer wall of the second slot 2031 p. Meanwhile, the sealing member 2031q is a rubber seal ring or a silicone seal ring. An annular convex seal portion 2031r is provided on the outer side wall of the seal 2031q in the circumferential direction, and the convex seal portion 2031r is in sealing contact with the inner wall of the connecting cover 2031 m. Here, the number of the sealing protrusion 2031r is plural, and the plural sealing protrusions 2031r are provided at intervals along the axial direction of the second insertion groove 2031 p. In another embodiment, the sealing element 2031q may be directly disposed on the inner wall of the connection cap 2031m, and the butt joint 2031n is inserted into the connection cap 2031m and abuts against the sealing element 2031 q.
As shown in fig. 23, the electrical assembly 19 further includes a battery 1922 and an electrical socket unit 204. A battery 1922 is mounted on the middle frame 1112 for storing power. Electrical connector block 204 is connected to battery 1922 via wiring harness 2042 and is mounted to frame 111 to provide power to the retrofit components of atv 100 to prevent damage to the original wiring harness of atv 100 during the retrofit process.
As shown in fig. 31, the electrical socket unit 204 includes a wire socket 2021, a wire harness 2042, a post 2043, and a power lock 2044. The terminal 2043 is connected to the battery via a harness 2042. Power lock 2044 is connected between wire holder 2021 and battery 1922, and opening and closing of power lock 2044 is interlocked with opening/closing of all-terrain vehicle 100. I.e., when atv 100 is started or powered up, power lock 2044 is unlocked. When atv 100 is off, power lock 2044 is closed. The terminals 2043 include a first type terminal 2043a and a second type terminal 2043b, the first type terminal 2043a is electrically connected to the battery 1922 through a wiring harness 2042, and the second type terminal 2043b is electrically connected to the power supply lock 2044 through the wiring harness 2042 and is electrically connected to the battery 1922 through the power supply lock 2044. In this way, the electrical connection between the second type of terminal 2043b and the battery 1922 needs to be controlled by the power lock 2044, so that in the process of installing the modified part (aftermarket part) of the atv 100, when the modified part needs to be continuously powered, the modified part can be connected with the corresponding first type of terminal 2043a which is not controlled by the power lock 2044. When the power supply of the modified device needs to be controlled by the on/off of the atv 100, the modified device may be connected to the corresponding second type of terminal 2043b controlled by the power lock 2044.
In some embodiments, as shown in fig. 31 and 33, the first-type posts 2043a include a first post 2043c and a second post 2043d. The second-type post 2043b includes a third post 2043e. The first terminal 2043c is connected with the positive terminal of the storage battery 1922 through the wiring harness 2042, and the second terminal 2043d is connected with the negative terminal of the storage battery 1922, so that a continuous power supply loop is formed among the positive and negative terminals of the first terminal 2043c, the second terminal 2043d and the storage battery 1922. The power lock 2044 is linked with the start switch of the atv 100, that is, the atv 100 is started, the power lock 2044 is opened, the atv 100 is extinguished, and the power lock 2044 is also closed. One end of the power supply lock 2044 is connected to the positive electrode of the battery 1922, and the other end is connected to the third terminal 2043e via the wire harness 2042. When the power lock 2044 is opened, the third terminal 2043e communicates with the positive electrode of the battery 1922, and when the power lock 2044 is closed, the third terminal 2043e is disconnected from the positive electrode of the battery 1922. Thus, a power supply loop controlled by the power lock 2044 is formed among the third binding post 2043e, the power lock 2044, the second binding post 2043d and the storage battery 1922; during the process of mounting the modified part to the atv 100, when the modified part needs to be continuously powered, the modified part may be connected to the first terminal 2043c and the second terminal 2043d. When the power supply of the retrofit is required to be controlled by the opening/closing of the atv 100, the harness of the retrofit may be connected to the second terminal 2043d and the third terminal 2043e.
In other embodiments, as shown in fig. 33, the first type of terminal 2043a includes a first terminal 2043c and a second terminal 2043d, and the second type of terminal 2043b includes a third terminal 2043e and a fourth terminal 2043f, where the first terminal 2043c is connected to the positive pole of the storage battery 1922, and the second terminal 2043d is connected to the negative pole of the storage battery 1922, so as to form a continuous power supply loop; the third terminal 2043e is connected to the negative electrode of the battery 1922 via a wire harness 2042, and the fourth terminal 2043f is connected to the power supply lock 2044 via the wire harness 2042, and is connected to the positive electrode of the battery 1922 via the power supply lock 2044. This forms a power-taking loop controlled by power lock 2044. Of course, the number of the first type of terminals 2043a and the second type of terminals 2043b may be three, four or other, and the connection between the terminals 2043, the power lock 2044 and the storage battery 1922 may be a combination of the two embodiments, or one or other of the two embodiments, which is specifically selected, may be set according to actual requirements, and is not limited herein.
As shown in fig. 31 and 33, the electrical socket unit 204 further includes a fuse box 2045, a wiring cover 2047, and a blocking plate 2046. The fuse box 2045 is provided on the corresponding harness 2042, thereby protecting the battery 1992 and avoiding the problem of power feeding of the battery 1922 as much as possible. The wiring cap 2047 covers the wiring base 2021 to protect the wiring post 2043, thereby preventing the wiring post 2043 from short circuit caused by metal falling. Connect and hinder baffle 2046's quantity for the polylith, and the connecting seat is located to the polylith connecing hinders baffle 2046 interval, keeps apart through connecing hindering baffle 2046 between two adjacent terminals 2043 to avoid the pencil 2042 interact between the adjacent a plurality of terminals 2043. Here, the receiving partition 2046 is integral with the connecting socket.
In one embodiment, the fuse box 2045 includes a total fuse 2045a and a plurality of partial fuses 2045b, the total fuse 2045a is disposed near the positive electrode of the battery 1922, one of the partial fuses 2045b is disposed on the wiring harness 2042 of the terminal 2043 connected to the positive electrode of the battery 1922, and the other partial fuse 2045b is disposed on the wiring harness 2042 of the terminal 2043 connected to the power lock 2044. In this embodiment, the total fuse 2045a and the sub fuse 2045b provided on the wiring harness 2042 in which the terminal 2043 is connected to the positive electrode of the battery 1922 are connected in series, so that double protection is realized, and the problem of power feeding of the battery 1922 is further avoided.
As shown in fig. 31, the wire harness 2042 includes a first wire harness 2042a and a second wire harness 2042c, one end of the first wire harness 2042a is connected to the terminal 2043, and the other end of the first wire harness 2042a is provided with a male terminal 2042b. One end of the second wire harness 2042c is connected to the battery 1922, and the other end of the second wire harness 2042c is provided with a female terminal 2042d. The male terminal 2042b and the female terminal 2042d are inserted to electrically connect the connector 2021 and the battery 1922. Thus, the wire harness 2042 on the wire holder 2021 and the battery 1922 is integrated, and the wiring therebetween is very simple and convenient.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent should be subject to the appended claims.

Claims (10)

1. An all-terrain vehicle comprising:
the all-terrain vehicle comprises a vehicle frame, a front frame and a rear frame, wherein the front frame is positioned at the front end of the all-terrain vehicle, the rear frame is positioned at the rear end of the all-terrain vehicle, and the middle frame is arranged between the front frame and the rear frame;
the front wheel group comprises a left front wheel and a right front wheel;
the rear wheel group comprises a left rear wheel and a right rear wheel;
the rear suspension assembly is arranged on the rear frame and comprises a lower rocker arm unit, an upper rocker arm unit and a rear axle seat unit arranged on the lower rocker arm unit and the upper rocker arm unit, and the lower rocker arm unit and the upper rocker arm unit are respectively arranged on the frame;
characterized in that, the rear suspension subassembly still includes:
and the control arm unit is positioned between the lower rocker arm unit and the upper rocker arm unit along the vertical direction, one end of the control arm unit is rotatably connected to the rear axle seat unit, and the other end of the control arm unit is rotatably connected with the rear frame.
2. The all-terrain vehicle of claim 1, characterized in that the lower rocker arm unit comprises a left lower rocker arm, a right lower rocker arm; the upper rocker arm unit comprises a left upper rocker arm and a right upper rocker arm, and the rear axle seat unit comprises a left rear axle seat and a right rear axle seat; one end of the left lower rocker arm is rotatably connected with the left rear axle seat, the other end of the left lower rocker arm is rotatably mounted on the rear frame, one end of the right lower rocker arm is rotatably connected with the right rear axle seat, and the other end of the right lower rocker arm is rotatably mounted on the rear frame;
the control arm units comprise two groups, wherein one group of control arm units is positioned between the lower left rocker arm and the upper left rocker arm along the vertical direction and is respectively in rotating connection with the rear frame and the left rear wheel seat; and the other group of control arm units are positioned between the right lower rocker arm and the right upper rocker arm along the vertical direction and are respectively in rotating connection with the rear frame and the right rear wheel axle seat.
3. The all-terrain vehicle of claim 1 or 2, characterized in that the control arm unit comprises a control arm and two swivel seats, which are fixed to the rear frame and the corresponding rear wheel axle seats, respectively;
the control arm is rotatably connected with the rotating seat.
4. The all-terrain vehicle of claim 3, characterized in that the control arm is a rigid arm; the control arm is rotatably connected with the rotating seat through a ball pair.
5. The all-terrain vehicle of claim 2, characterized in that the all-terrain vehicle further comprises:
a rear shock absorber unit including a left rear shock absorber and a right rear shock absorber; one end of the left rear shock absorber is mounted on the left lower rocker arm, and the other end of the left rear shock absorber extends upwards and is connected with the rear frame; one end of the right rear shock absorber is mounted on the right lower rocker arm, and the other end of the right rear shock absorber extends upwards and is connected with the rear frame.
6. The all-terrain vehicle of claim 5, characterized in that the upper right rocker arm and the upper left rocker arm have an avoidance space, and the left rear shock absorber and the right rear shock absorber extend upwardly through the respective avoidance spaces.
7. The all-terrain vehicle of claim 5, characterized in that, assuming that the junction between the left rear shock absorber and the left lower rocker arm is point M, the junction between the left lower rocker arm and the left rear axle seat is point F, and the junction between the left upper rocker arm and the left rear axle seat is point N;
point F does not coincide with point N along the vertical direction of the atv;
point M does not coincide with point F along the front to rear direction of the atv.
8. The all-terrain vehicle of claim 7, characterized in that point N is collinear with the center of the left rear axle seat and point M is spaced from the line by a distance greater than or equal to 20mm and less than or equal to 40mm.
9. The all-terrain vehicle of claim 1, the mid-frame comprising:
the first type of beam is at least partially positioned on the same plane S and at least comprises a first cross beam and a second cross beam;
the second type of beam is respectively connected with the first type of beam and at least comprises a first longitudinal beam;
the first longitudinal beam comprises a first rod and a second rod, one end of the first rod is connected with the first cross beam, and the other end of the first rod extends upwards and towards the second cross beam; one end of the second rod is connected with the second cross beam, and the other end of the second rod extends upwards and towards the first cross beam and is connected with the first rod;
an included angle between the first rod and the plane S is A1, and the range of the A1 is set to be more than or equal to 5 degrees and less than or equal to 15 degrees; an included angle between the second rod and the plane S is A2, and the range of the A2 is set to be greater than or equal to 5 degrees and smaller than or equal to 15 degrees.
10. The all-terrain vehicle of claim 9, characterized in that the angle A1 between the first rod and the plane S is greater than the angle A2 between the second rod and the plane S.
CN202111152377.5A 2021-09-29 2021-09-29 All-terrain vehicle Pending CN115871386A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111152377.5A CN115871386A (en) 2021-09-29 2021-09-29 All-terrain vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111152377.5A CN115871386A (en) 2021-09-29 2021-09-29 All-terrain vehicle

Publications (1)

Publication Number Publication Date
CN115871386A true CN115871386A (en) 2023-03-31

Family

ID=85756191

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111152377.5A Pending CN115871386A (en) 2021-09-29 2021-09-29 All-terrain vehicle

Country Status (1)

Country Link
CN (1) CN115871386A (en)

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