CN216468061U

CN216468061U - All-terrain vehicle

Info

Publication number: CN216468061U
Application number: CN202122389803.9U
Authority: CN
Inventors: 王思林; 程朝阳
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2021-09-29
Filing date: 2021-09-29
Publication date: 2022-05-10
Anticipated expiration: 2031-09-29

Abstract

The utility model relates to the technical field of all-terrain vehicles, in particular to an all-terrain vehicle. An all-terrain vehicle comprising: a frame; a suspension assembly mounted on the frame; the front wheel set is arranged on the suspension assembly; the steering mechanism is connected with the front wheel set and is used for controlling the front wheel set to rotate; the steering mechanism comprises a steering wheel, a first steering rod, an EPS booster, a second steering rod and a steering knuckle, wherein one end of the EPS booster is connected with the first steering rod through the steering knuckle, and the other end of the EPS booster is connected with the second steering rod through the steering knuckle; the EPS booster comprises an input end and an output end, wherein a groove extending along the axis direction of the input end is formed in the outer wall of the input end or the outer wall of the output end, the steering energy connected to the output end or the input end can be adjusted along the groove, and the EPS booster is locked at a preset position. The utility model has the advantages that: the assembly is convenient, the assembly error can be eliminated, and the problem of steering virtual positions is avoided.

Description

All-terrain vehicle

Technical Field

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

Background

An all-terrain vehicle refers to a vehicle that may travel on any terrain. ATVs may be used for off-road, racing and freight. The steering mechanism is one of the important components of an atv that is used to control the ride and steering of the atv. The steering mechanism generally includes a steering wheel, a steering rod, and an EPS booster. The EPS booster is used to provide an assist torque to assist a user in a steering operation. The existing EPS booster and the steering rod are connected through internal splines. Therefore, the assembly is inconvenient, and the problem of steering virtual positions and the like caused by insufficient assembly errors of the EPS booster, the steering engine and the like in the assembly process can not be eliminated.

SUMMERY OF THE UTILITY MODEL

In view of the above, it is necessary to provide an all-terrain vehicle capable of eliminating assembly errors in view of the above technical problems.

In order to solve the technical problems, the utility model provides the following technical scheme:

an all-terrain vehicle comprising: a frame; a suspension assembly mounted on the frame; a front wheel set mounted on the suspension assembly; the steering mechanism is connected with the front wheel set and is used for controlling the front wheel set to rotate; the steering mechanism comprises a steering wheel, a first steering rod, an EPS booster, a second steering rod and a steering knuckle, wherein one end of the EPS booster is connected with the first steering rod through the steering knuckle, and the other end of the EPS booster is connected with the second steering rod through the steering knuckle; the EPS booster comprises an input end and an output end, wherein a groove extending along the axis direction of the input end is formed in the outer wall of the input end or the outer wall of the output end, the steering energy connected to the output end and/or the input end can be adjusted along the groove, and the EPS booster can be locked at a preset position.

In one embodiment, the steering mechanism further comprises a locking member, and the steering knuckle comprises a first yoke and a second yoke rotatably connected with each other; the first joint fork and the first steering rod or the second steering rod are provided with joint fork holes and locking holes, and the input end or the output end can extend into the corresponding joint fork holes; the locking piece penetrates through the locking hole and abuts against the groove bottom of the groove, and the second section fork is locked at the output end or the input end.

In one embodiment, the axis of the locking hole is perpendicular to the axis of the yoke hole.

In one embodiment, a yoke groove with an opening is formed on the outer side of the second yoke, the yoke groove is communicated with the yoke hole, and the locking piece penetrates through the locking hole and can change the size of the opening.

In one embodiment, the locking member includes a bolt and a nut, and one end of the bolt passes through the locking hole and is in threaded connection with the nut.

In one embodiment, the locking member is a bolt member, the locking hole is internally provided with an internal thread, and the bolt is in threaded connection with the internal thread.

In one embodiment, a spacer is sleeved on the locking member, and the spacer abuts against the second yoke.

In one embodiment, the second yoke further has a gasket groove on a side surface thereof having a locking hole, the locking hole is in the gasket groove, and the gasket is used for accommodating the gasket.

In one embodiment, the first yoke is welded to the first steering rod or the second steering rod.

In one embodiment, the all-terrain vehicle further comprises: and the steering machine is connected with the front wheel set, and the steering knuckle is connected with the second steering rod through the steering knuckle and used for assisting steering.

In one embodiment, the sealing member is disposed on an inner wall of the connection cover, and the butt joint is inserted into the connection cover and abuts against the sealing member.

Compared with the prior art, after the technical scheme is adopted, the utility model at least has the following technical effects: this application is through offering the recess on the outer wall of the input of EPS booster and/or output, and the recess extends along the axis direction of input, output. The steering energy mounted on the output and/or input can be adjusted along the groove. Therefore, assembly errors caused by insufficient assembly precision of the EPS booster, the steering engine and the like in the assembly process are eliminated. Eliminate and turn to clearance and turn to the virtual position, improve and control the precision.

Drawings

Fig. 1 is a schematic structural view of an all-terrain vehicle provided by the present application.

Fig. 2 is a structural view of a vehicle body provided in the present application.

Fig. 3 is a schematic structural diagram of a vehicle frame provided in the present application.

Fig. 4 is a schematic structural diagram of a steering mechanism provided in the present application.

Fig. 5 is an exploded view of the steering mechanism proposed in the present application.

Fig. 6 is an enlarged view at a in fig. 5 provided herein.

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 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 a frame assembly 11, a steering assembly 13, a front suspension assembly 15, a rear suspension assembly 16, a front set of wheels 17, and a rear set of wheels 18. Frame assembly 11 serves as a framework for carrying and connecting the various components of atv 100 and for carrying the various loads from the interior and exterior of the vehicle. Steering assembly 13 is mounted to frame assembly 11 for steering, braking, and driving speed of ATV 100. 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. Furthermore, the front suspension assembly 15 can buffer the impact force transmitted from the rough road to the frame assembly 11, etc., to reduce the shock caused thereby, and ensure that the all-terrain vehicle 100 can run smoothly and stably. A rear suspension assembly 16 is disposed adjacent the rear end of ATV 100 and is mounted to frame assembly 11 and 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 damps the impact force transmitted from the rough 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.

As shown in fig. 2 and 3, the frame assembly 11 includes a frame 111 and a body 112, and the frame 111 is of 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 to protect 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. 3, the vehicle 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 111 a. 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. 4 and 5, steering assembly 13 includes steering mechanism 133, and steering mechanism 133 is partially disposed within cabin 1121 for steering by a driver and controlling the direction of front wheel set 17, thereby controlling the direction of atv 100. The steering mechanism 133 includes a steering wheel 1331, a first steering rod 1332, an EPS booster 1333, a second steering rod 1334, and a steering gear 1335. A steering wheel 1331 is located within the nacelle 1121 for steering operation by the driver. An EPS booster 1333 is mounted on the front frame 1111 and has an input and an output. One end of the first steering rod 1332 is connected to the steering wheel 1331 through a knuckle 1336, and the other end of the first steering rod 1332 is connected to an input end of the EPS booster 1333 through a knuckle 1336. The steering gear 1335 is mounted to the frame 111 and connected to the front wheel set 17. The second steering rod 1334 is provided between the steering gear 1335 and the EPS booster 1333. One end of the second steering rod 1334 is connected to the steering gear 1335 through a steering knuckle 1336, and the other end of the second steering rod 1334 is also connected to the output end of the EPS booster 1333 through a through connection. The steering wheel 1331 is rotated to drive the first steering rod 1332 to move, the acting force of the first steering rod 1332 is transmitted to the second steering rod 1334 through the EPS booster 1333 and drives the second steering rod 1334 to rotate, and the second steering rod 1334 drives the steering machine 1335 to act, so that the steering machine 1335 controls the front wheel set 17 to rotate, and the steering control of the all-terrain vehicle 100 is realized.

As shown in fig. 5 to 6, a groove 1333a is formed on an outer wall of the input end or the output end of the EPS booster 1333, and the groove 1333a extends along an axial direction of the input end or the output end. A knuckle 1336 mounted on the output or input end is adjustable along the groove 1333 a. Thus eliminating assembly errors caused by insufficient assembly accuracy of the EPS booster 1333, the steering gear 1335 and the like in the assembly process. Eliminate and turn to clearance and turn to the virtual position, improve and control the precision. Of course, in other embodiments, the input end and the output end may be simultaneously provided with the grooves 1333a, so that the knuckles 1336 mounted on the input end and the output end can be adjusted.

The knuckle 1336 includes a first yoke 1336a and a second yoke 1336 f. The steering mechanism 133 further includes a second lock 1337, the first yoke 1336a and the second yoke 1336f are rotatably connected to each other, and an end of the first yoke 1336a remote from the second yoke 1336f is locked to the input end of the EPS booster 1333, the output end of the steering wheel 1331, or the steering wheel 1335 by the second lock 1337. An end of the second yoke 1336f remote from the first yoke 1336a is welded to the corresponding first steering rod 1332 or second steering rod 1334. Compared with the existing spline housing mode, the connecting method is convenient to connect and low in cost.

In one embodiment, the first yoke 1336a has a yoke hole 1336b, a locking hole 1336c and a yoke groove 1336 d. Either the input or output can extend into the yoke bore 1336 b. The second locking member 1337 penetrates through the locking hole 1336c and abuts against the bottom of the groove 1333a, and locks the second yoke 1336f at the output end or the input end. Wherein the axis of the locking hole 1336c is disposed perpendicular to the axis of the yoke hole 1336 b. The yoke groove 1336d is located outside the first yoke 1336a and has an opening. The yoke groove 1336d communicates with the yoke hole 1336b, and the second locking member 1337 penetrates through the locking hole 1336c and is capable of changing the size of the opening, so that the first yoke 1336a is tightened and locked at the input end or the output end of the EPS booster 1333 or the locking of the first yoke 1336a is released, and the position of the first yoke 1336a relative to the input end or the output end of the EPS booster 1333 is adjusted.

Referring to fig. 6, a second gasket 1338 is sleeved on the second locking member 1337. The second yoke 1336f further has a gasket groove 1336e formed in a side surface thereof where the locking hole 1336c is formed. The second washer 1338 is fitted into the washer groove 1336e to improve the stability of the connection between the second locker 1336 and the second yoke 1336 f. The second locking member 1337 is provided as a bolt member, and the locking hole 1336c is internally provided with an internal thread, to which the bolt is threadedly coupled. Alternatively, the second locking member 1337 is provided with a bolt and nut combination, and one end of the bolt is inserted through the locking hole 1336c and engaged with the nut. Of course, in other embodiments, the second locking member 1337 can be provided with other structures, which will not be described herein.

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.

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 utility model. 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

1. An all-terrain vehicle comprising:

a frame;

a suspension assembly mounted on the frame;

a front wheel set mounted on the suspension assembly;

the steering mechanism is connected with the front wheel set and is used for controlling the front wheel set to rotate;

the steering mechanism comprises a steering wheel, a first steering rod, an EPS booster, a second steering rod and a steering knuckle, wherein one end of the EPS booster is connected with the first steering rod through the steering knuckle, and the other end of the EPS booster is connected with the second steering rod through the steering knuckle;

the EPS booster is characterized by comprising an input end and an output end, wherein a groove extending along the axis direction of the input end is formed in the outer wall of the input end or the outer wall of the output end, the steering energy connected to the output end or the input end can be adjusted along the groove, and the steering energy can be locked at a preset position.

2. The all-terrain vehicle of claim 1, characterized in that the steering mechanism further comprises a lock, and the steering knuckle comprises a first yoke and a second yoke rotatably connected to each other; the first joint fork and the first steering rod or the second steering rod are provided with joint fork holes and locking holes, and the input end or the output end can extend into the corresponding joint fork holes;

the locking piece penetrates through the locking hole and abuts against the groove bottom of the groove, and the second section fork is locked at the output end or the input end.

3. The all-terrain vehicle of claim 2, characterized in that an axis of the locking aperture is disposed perpendicular to an axis of the yoke aperture.

4. The all-terrain vehicle of claim 2, characterized in that the second yoke has a yoke slot with an opening formed on an outer side thereof, the yoke slot is in communication with the yoke hole, and the locking member is disposed through the locking hole and is capable of changing the size of the opening.

5. The all-terrain vehicle of claim 2, characterized in that the retaining member comprises a bolt and a nut, one end of the bolt passing through the locking aperture and being in threaded connection with the nut.

6. The all-terrain vehicle of claim 2, characterized in that the locking member is provided as a bolt member, an internal thread being provided in the locking hole, and the bolt being in threaded connection with the internal thread.

7. The all-terrain vehicle of claim 5 or 6, characterized in that a washer is sleeved on the locking member, and the washer abuts against the second yoke.

8. The all-terrain vehicle of claim 7, characterized in that the second section of the fork further defines a spacer groove on a side defining a locking aperture, the locking aperture being in the spacer groove, the spacer being configured to receive the spacer.

9. The all-terrain vehicle of claim 2, characterized in that the first yoke is welded to either the first steering rod or the second steering rod.

10. The all-terrain vehicle of claim 2, characterized in that the all-terrain vehicle further comprises:

and the steering machine is connected with the front wheel set, and the steering knuckle is connected with the second steering rod through the steering knuckle and used for assisting steering.