Mounting structure of damping device of all-terrain vehicle

Abstract

The utility model discloses a mounting structure of an all-terrain vehicle damping device, which comprises a swing seat and a damping device arranged on the swing seat, one side of the swing seat is rotatably connected to a vehicle frame, the other side of the swing seat is rotatably connected to the swing seat on a steering knuckle, and two ends of the damping device are rotatably connected to the vehicle frame and the swing seat respectively. The damping device, the swing plate and the frame form a triangular structure, the swing seat is provided with a first connecting arm and a second connecting arm which are gradually close to each other in the steering knuckle direction, and one end of the damping device is hinged between the first connecting arm and the second connecting arm, so that the damping device is supported by the first connecting arm and the second connecting arm; the end parts of the first connecting arm and the second connecting arm are fixedly connected to form a first connecting part, and the first connecting part is rotationally connected with the steering knuckle. Compared with the prior art, the shock absorber has the advantages that the shock absorber is mainly supported by the first connecting arm and the second connecting arm, the structure is stable, the probability that the swing seat is damaged is greatly reduced, and the shock absorption effect is effectively improved.

Description

Technical Field

[0001] The utility model relates to the technical field of all-terrain vehicles, in particular to an installation structure of a shock absorption device for an all-terrain vehicle. Background Art

[0002] An all-terrain vehicle is called an "ATV" or "all-terrain four-wheel off-road vehicle". Because of its good off-road performance and the ability to travel on any terrain, it is called an all-terrain vehicle. Since all-terrain vehicles are usually used on roads with complex terrains, there are relatively high requirements for their passability and shock absorption performance. Therefore, some all-terrain off-road vehicles with good shock absorption effects have emerged in the market.

[0003] For example, the Chinese utility model patent "All-terrain Vehicle and Its Rocker Arm Structure" with the patent publication number CN207128537U includes a vehicle frame and a left rear rocker arm and a right rear rocker arm that are respectively arranged on both sides of the vehicle frame, extend from the front end of the vehicle frame and are connected to a rim support. A left shock absorber mounting seat for supporting the left shock absorber of the all-terrain vehicle is arranged at the top of the left rear rocker arm, and a right shock absorber mounting seat for supporting the right shock absorber of the all-terrain vehicle is arranged at the top of the right rear rocker arm.

[0004] In the above solution, the left shock absorber of the all-terrain vehicle is only supported by the left rear rocker arm, and the right shock absorber is only supported by the right rear rocker arm. The structure is not stable. When driving on rough roads for a long time, it may cause damage to the left rear rocker arm and the right rear rocker arm, damage or ineffective shock absorption of the shock absorber, or poor shock absorption effect. Summary of the Utility Model

[0005] In view of the problem that the left shock absorber of the all-terrain vehicle is only supported by the left rear rocker arm and the right shock absorber is only supported by the right rear rocker arm, and the structure is not stable, the technical problem to be solved by the utility model is to provide an installation structure of a shock absorption device for an all-terrain vehicle to solve the above problems.

[0006] The technical solution adopted by the utility model to solve the above technical problems is as follows: It includes a swing seat and a shock absorption device arranged on the swing seat. One side of the swing seat is rotatably connected to the vehicle frame, and the other side is rotatably connected to a steering knuckle. Both ends of the shock absorption device are respectively rotatably connected to the vehicle frame and the swing seat, and the shock absorption device, the swing plate and the vehicle frame form a triangular structure. The swing seat has a first connecting arm and a second connecting arm that gradually approach along the direction of the steering knuckle. One end of the shock absorption device is hinged between the first connecting arm and the second connecting arm, so that the first connecting arm and the second connecting arm support the shock absorption device. The ends of the first connecting arm and the second connecting arm are fixedly connected to form a first connecting part, and the first connecting part is rotatably connected to the steering knuckle.

[0007] A further preferred solution of the utility model is that: on the side of the swing seat away from the first connecting part, there are a second connecting part and a third connecting part. Hinge seats are respectively hinged to the second connecting part and the third connecting part, and the two hinge seats are fixedly connected to the vehicle frame.

[0008] A further preferred solution of the present utility model is that: a third connecting arm is provided on the side of the first connecting arm and the second connecting arm away from the steering knuckle. The third connecting arm is arranged between the first connecting arm and the second connecting arm, and both ends of the third connecting arm are fixedly connected to the first connecting arm and the second connecting arm respectively.

[0009] A further preferred solution of the present utility model is that: the first connecting arm, the second connecting arm and the third connecting arm are integrally formed into the swing seat.

[0010] A further preferred solution of the present utility model is that: the swing seat is a triangular seat body.

[0011] A further preferred solution of the present utility model is that: an installation plate is provided at the connection between the vehicle frame and the shock absorption device, and a strengthening block is provided on the installation plate.

[0012] A further preferred solution of the present utility model is that: a hinge seat is welded on the strengthening block, and one end of the shock absorption device away from the first connecting arm and the second connecting arm is hinged to the hinge seat.

[0013] A further preferred solution of the present utility model is that: there are two strengthening blocks, which are symmetrically arranged on both sides of the installation plate respectively.

[0014] A further preferred solution of the present utility model is that: the shock absorption device includes a shock absorber body and a shock absorption spring sleeved on the shock absorber body. First limit blocks and second limit blocks are respectively provided at both ends of the shock absorber body. The shock absorption spring is arranged between the first limit block and the second limit block, and both ends of the shock absorption spring respectively abut against the first limit block and the second limit block. A thread is provided on one side of the shock absorber body, and an internal thread is provided in the first limit block. The first limit block and the vibration seat body cooperate to adjust the elastic force of the vibration spring.

[0015] A further preferred solution of the present utility model is that: the first limit block is a nut.

[0016] Compared with the prior art, the present utility model has the following advantages. By providing a first connecting arm and a second connecting arm that gradually approach along the direction of the steering knuckle on the swing seat, one end of the shock absorption device is hinged between the first connecting arm and the second connecting arm, so that the first connecting arm and the second connecting arm form a support for the shock absorption device. When the all-terrain vehicle travels on a road section with complex terrain and the vehicle bumps, the force on the shock absorber mainly depends on the support of the first connecting arm and the second connecting arm. Compared with the prior art where the left shock absorber is only supported by the left rear swing arm and the right shock absorber is only supported by the right rear swing arm, the structure of this solution is relatively stable, greatly reducing the probability of damage to the swing seat and effectively improving the shock absorption effect. Description of the Drawings

[0017] The present utility model will be further described in detail below in conjunction with the accompanying drawings and preferred embodiments. However, those skilled in the art will understand that these drawings are only drawn for the purpose of explaining the preferred embodiments and should not be construed as limiting the scope of the present utility model. In addition, unless otherwise specified, the drawings only schematically show the composition or structure of the described object and may include exaggerated displays, and the drawings are not necessarily drawn to scale.

[0018] Figure 1 One of the three-dimensional structural schematic diagrams of the preferred embodiment of the present utility model;

[0019] Figure 2 The preferred embodiment of the present utility model Figure 1 The partial enlarged view at position A in the preferred embodiment;

[0020] Figure 3 The three-dimensional structural schematic diagram of the preferred embodiment of the present utility model after removing the shock absorber device on one side;

[0021] Figure 4 Another three-dimensional structural schematic diagram of the preferred embodiment of the present utility model;

[0022] Figure 5 The three-dimensional structural schematic diagram of the shock absorber device of the preferred embodiment of the present utility model.

[0023] In the figure: 1. Frame; 2. Swing seat; 21. First connecting arm; 22. Second connecting arm; 23. Third connecting arm; 24. First connecting part; 25. Second connecting part; 26. Third connecting part; 27. Hinge seat; 3. Shock absorber device; 31. Shock absorber body; 32. Shock absorber spring; 33. First limit block; 34. Second limit block; 4. Steering knuckle; 5. Mounting plate; 6. Reinforcing block. Specific embodiments

[0024] The preferred embodiments of the present utility model will be described in detail below with reference to the accompanying drawings. Those skilled in the art will understand that these descriptions are only descriptive and exemplary and should not be construed as limiting the protection scope of the present utility model.

[0025] It should be noted that like reference numerals denote like items in the following drawings. Therefore, once an item is defined in one drawing, it may not be further defined and explained in subsequent drawings.

[0026] This embodiment mainly describes the installation structure of a shock absorber device for an all-terrain vehicle, which is specifically as follows:

[0027] As Figures 1 to 5As shown in the figure, an installation structure of a shock absorber device 3 for an all-terrain vehicle includes a swing seat 2 and a shock absorber device 3 provided on the swing seat 2. The swing seat 2 is used to support the shock absorber device 3. One side of the swing seat 2 is rotatably connected to the vehicle frame 1, and the other side is rotatably connected to the steering knuckle 4. Both ends of the shock absorber device 3 are rotatably connected to the vehicle frame 1 and the swing seat 2 respectively, and the shock absorber device 3, the swing plate and the vehicle frame 1 form a triangular structure. The setting of the triangular structure enhances the stability of the shock absorber device 3. The swing seat 2 has a first connecting arm 21 and a second connecting arm 22 that gradually approach along the direction of the steering knuckle 4. One end of the shock absorber device 3 is hinged between the first connecting arm 21 and the second connecting arm 22, so that the first connecting arm 21 and the second connecting arm 22 support the shock absorber device 3. The ends of the first connecting arm 21 and the second connecting arm 22 are fixedly connected to form a first connecting portion 24. The first connecting portion 24 is rotatably connected to the steering knuckle 4. When the all-terrain vehicle is driving on a road section with complex terrain and the vehicle bumps, the force on the shock absorber mainly depends on the support of the first connecting arm 21 and the second connecting arm 22. Compared with the prior art where the left shock absorber is only supported by the left rear swing arm and the right shock absorber is only supported by the right rear swing arm, the structure of this solution is relatively stable, greatly reducing the probability of damage to the swing seat 2 and effectively improving the shock absorption effect.

[0028] As Figure 2 shown, on the side of the swing seat 2 away from the first connecting portion 24, there are a second connecting portion 25 and a third connecting portion 26. Hinge seats 27 are respectively hinged to the second connecting portion 25 and the third connecting portion 26. The two hinge seats 27 are fixedly connected to the vehicle frame 1. The two hinge seats 27 can be fixed to the vehicle frame 1 by screws or by welding. Preferably, the two hinge seats 27 are welded to the vehicle frame 1.

[0029] Specifically, on the side of the first connecting arm 21 and the second connecting arm 22 away from the steering knuckle 4, there is a third connecting arm 23. The third connecting arm 23 is provided between the first connecting arm 21 and the second connecting arm 22, and both ends of the third connecting arm 23 are fixedly connected to the first connecting arm 21 and the second connecting arm 22 respectively. The design of the third connecting arm 23 enhances the force-bearing strength of the swing seat 2, improves the support strength of the first connecting arm 21 and the second connecting arm 22, and makes the entire swing seat 2 structure more stable. The swing seat 2 formed by integrally molding the first connecting arm 21, the second connecting arm 22 and the third connecting arm 23. The first connecting arm 21, the second connecting arm 22 and the third connecting arm 23 of the swing seat 2 enclose a triangular support seat body.

[0030] Specifically, an installation plate 5 is provided at the connection between the vehicle frame 1 and the shock absorber device 3. The installation plate 5 is welded to the vehicle frame 1. A reinforcing block 6 is provided on the installation plate 5. A part of the reinforcing block 6 covers the vehicle frame 1, and a part of it covers the installation plate 5. A hinge seat 27 is welded to the reinforcing block 6. One end of the shock absorber device 3 away from the first connecting arm 21 and the second connecting arm 22 is hinged to the hinge seat 27. The reinforcing block 6 plays a strengthening role, avoiding that during the driving of the all-terrain vehicle, the installation plate 5 is damaged due to low strength under force, resulting in the failure of the shock absorber device 3 and reducing the shock absorption effect. Preferably, there are two reinforcing blocks 6, which are symmetrically arranged on both sides of the installation plate 5 respectively, enhancing the force-bearing strength on both sides of the installation plate 5.

[0031] As Figure 5 shown, the shock absorber device 3 includes a shock absorber body 31 and a shock absorber spring 32 sleeved on the shock absorber body 31. First limit blocks 33 and second limit blocks 34 are respectively provided at both ends of the shock absorber body 31. The shock absorber spring 32 is arranged between the first limit block 33 and the second limit block 34, and both ends of the shock absorber spring 32 respectively abut against the first limit block 33 and the second limit block 34. There is a thread on one side of the shock absorber body. An internal thread is provided in the first limit block 33. The first limit block 33 and the vibration seat body cooperate to adjust the elastic force of the vibration spring. By adjusting the elasticity of the shock absorber spring 32, the elastic force of the spring can be adjusted according to the road conditions to adapt to different road sections and achieve a better shock absorption effect, and the adjustment is simple and convenient.

[0032] Specifically, the first limit block 33 is a nut. The outer dimension of the nut is larger than the diameter of the witness spring, and the nut always abuts against the vibration spring. By rotating the nut towards the vibration spring, the shock absorber spring 32 is further compressed to enhance the elastic force of the shock absorber spring 32. By rotating the nut in the reverse direction, the elastic force of the shock absorber spring 32 is weakened.

[0033] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present utility model is usually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0034] The above has introduced in detail the installation structure of a shock absorber device for an all-terrain vehicle provided by the present utility model. Specific examples are used in this article to elaborate on the principle and implementation manner of the present utility model. The description of the above embodiments is only used to help understand the present utility model and its core idea. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of the present utility model, several improvements and modifications can still be made to the present utility model, and these improvements and modifications also fall within the protection scope of the claims of the present utility model.

Claims

1. An installation structure of a shock absorbing device for an all-terrain vehicle, comprising a swing seat and a shock absorbing device arranged on the swing seat, wherein one side of the swing seat is rotatably connected to a vehicle frame, and the other side is rotatably connected to a steering knuckle, and both ends of the shock absorbing device are rotatably connected to the vehicle frame and the swing seat, respectively, and the shock absorbing device, the swing plate and the vehicle frame form a triangular structure, characterized in that: The swing seat has a first connecting arm and a second connecting arm that gradually approach each other along the direction of the steering knuckle. One end of the shock absorbing device is hinged between the first connecting arm and the second connecting arm, so that the first connecting arm and the second connecting arm form a support for the shock absorbing device. The ends of the first connecting arm and the second connecting arm are fixedly connected to form a first connecting part, and the first connecting part is rotatably connected to the steering knuckle.

2. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 1, characterized in that: The swing seat has a second connection part and a third connection part on one side away from the first connection part. The second connection part and the third connection part are respectively hinged with hinge seats, and the two hinge seats are fixedly connected to the frame.

3. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 1, characterized in that: A third connecting arm is provided on the side of the first connecting arm and the second connecting arm away from the steering knuckle. The third connecting arm is provided between the first connecting arm and the second connecting arm, and both ends of the third connecting arm are fixedly connected to the first connecting arm and the second connecting arm respectively.

4. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 3, characterized in that: The first connecting arm, the second connecting arm and the third connecting arm are integrally formed into the swing seat.

5. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 1, characterized in that: The swing seat is a triangular seat body.

6. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 1, characterized in that: A mounting plate is provided at the connection between the vehicle frame and the shock absorbing device, and a reinforcing block is provided on the mounting plate.

7. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 6, characterized in that: An articulated seat is welded on the reinforcing block, and one end of the shock absorbing device away from the first connecting arm and the second connecting arm is hinged on the articulated seat.

8. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 6, characterized in that: There are two reinforcing blocks, which are symmetrically arranged on both sides of the mounting plate.

9. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 1, characterized in that: The shock absorbing device includes a shock absorber body and a shock absorbing spring sleeved on the shock absorber body, a first limit block and a second limit block are respectively provided at both ends of the shock absorber body, the shock absorbing spring is arranged between the first limit block and the second limit block, and the two ends of the shock absorbing spring are respectively abutted against the first limit block and the second limit block, a thread is provided on one side of the shock absorbing body, an internal thread is provided in the first limit block, and the first limit block cooperates with the vibration seat body to adjust the elastic force of the vibration spring.

10. The mounting structure of the shock absorbing device for an all-terrain vehicle according to claim 9, characterized in that: The first limiting block is a nut.

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