Front damping mechanism of all-terrain vehicle

Abstract

The front damping mechanism of the all-terrain vehicle comprises a steering knuckle assembly and a damper, an upper swing arm and a lower swing arm are connected to the steering knuckle assembly in a rotating mode, an adjusting connecting rod is hinged to the lower swing arm, the upper end of the adjusting connecting rod penetrates through the upper swing arm and is hinged to a transmission rod arranged above the upper swing arm, and the damper is installed on the transmission rod. The adjusting connecting rod comprises a first threaded rod hinged to the transmission rod, a second threaded rod hinged to the lower swing arm and a threaded sleeve in threaded connection with the first threaded rod and the second threaded rod. One end of the upper swing arm, one end of the lower swing arm and one end of the shock absorber are all connected with the chassis of the all-terrain vehicle, the transmission rod is fixed to the vehicle frame, the adjusting connecting rod with the adjustable length is arranged between the transmission rod and the lower swing arm, the adjusting connecting rod with the adjustable length can rapidly adjust the shock absorption hardness and the elevation angle of the steering knuckle assembly, the adjusting range is large, and operation is convenient. Operation is convenient, and the vehicle body can be freely adjusted from the comfortable state to the moving chassis.

Description

Technical Field

[0001] The utility model relates to the technical field of all - terrain vehicles, and specifically relates to a front shock - absorbing mechanism for an all - terrain vehicle. Background Technique

[0002] In the prior art, the upper end of the shock absorber of the front shock - absorbing structure of an all - terrain vehicle is connected to the vehicle frame, and the lower end is connected to the upper swing arm or the lower swing arm. This front shock - absorbing structure mainly adjusts the softness and hardness of shock absorption by adjusting the spring pressure of the shock absorber and adjusts the elevation angle of the steering knuckle by changing the length of the shock absorber. There are not only problems such as a small adjustment range, but also the driving road conditions of all - terrain vehicles are complex, and the above - mentioned adjustment methods are not user - friendly in terms of operation convenience and practicality. Content of the Utility Model

[0003] Aiming at the deficiencies of the prior art, the utility model provides a front shock - absorbing mechanism for an all - terrain vehicle, which is used to solve the problems that in the prior art, the front shock - absorbing structure of an all - terrain vehicle generally can only adjust the spring pressure of the shock absorber to change the softness and hardness of shock absorption, and the adjustment range of the elevation angle of the steering knuckle is small.

[0004] To solve the above - mentioned technical problems, the utility model provides the following technical solutions:

[0005] A front shock - absorbing mechanism for an all - terrain vehicle includes a steering knuckle assembly and a shock absorber. An upper swing arm and a lower swing arm are rotatably connected to the steering knuckle assembly. An adjusting link is hinged to the lower swing arm. The upper end of the adjusting link penetrates through the upper swing arm and is hinged to a transmission rod arranged above the upper swing arm. The shock absorber is installed on the transmission rod.

[0006] The adjusting link includes a first threaded rod hinged to the transmission rod, a second threaded rod hinged to the lower swing arm, and a threaded sleeve threadedly connected to the first threaded rod and the second threaded rod.

[0007] Preferably, both the upper swing arm and the lower swing arm are rotatably connected to the steering knuckle assembly through ball - head universal joints.

[0008] Preferably, the ball - head universal joints and the adjusting link are located in the same vertical plane as the bearings of the steering knuckle assembly.

[0009] Preferably, the surface of the threaded sleeve is provided with a flat groove for screwing and nut heads. The nut heads are arranged at both ends of the threaded sleeve, and the flat groove is arranged on the surface of the middle part of the threaded sleeve.

[0010] Compared with the prior art, the utility model has the following beneficial effects:

[0011] One end of the upper swing arm, the lower swing arm and the shock absorber of the present utility model is connected to the chassis of the all-terrain vehicle. The transmission rod is fixed on the vehicle frame. An adjustable connecting rod with adjustable length is arranged between the transmission rod and the lower swing arm. The adjustable connecting rod with adjustable length can quickly change the shock softness and hardness, so as to realize the working conditions that the vehicle handling is suitable for various road surfaces. When it is necessary to change the elevation angle of the knuckle assembly, directly twist the threaded sleeve of the adjustable connecting rod, and the overall length of the adjustable connecting rod can be changed, so as to achieve the effect of changing the elevation angle of the knuckle assembly. The adjustment range is large, the operation is convenient, and the practicability is strong, which solves the problems of small adjustment range and inconvenient operation in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic diagram of the overall structure of the present utility model;

[0013] Figure 2 It is a front view of the present utility model;

[0014] Figure 3 It is a rear view of the present utility model;

[0015] Figure 4 It is a top view of the present utility model;

[0016] Figure 5 It is a bottom view of the present utility model;

[0017] Figure 6 It is a side view of the present utility model.

[0018] In the figure: 1. Knuckle assembly; 2. Upper swing arm; 3. Lower swing arm; 4. Adjustable connecting rod; 401. First threaded rod; 402. Second threaded rod; 403. Threaded sleeve; 4031. Flat groove; 4032. Nut head; 5. Shock absorber; 6. Transmission rod; 7. Ball head universal joint. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0019] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present utility model.

[0020] Such as Figure 1-6As shown in the figure, the present utility model provides a technical solution: a front shock absorption mechanism for an all-terrain vehicle, which includes a knuckle assembly 1 and a shock absorber 5. An upper swing arm 2 and a lower swing arm 3 are rotatably connected to the knuckle assembly 1. Both the upper swing arm 2 and the lower swing arm 3 are rotatably connected to the knuckle assembly 1 through ball universal joints 7. An adjusting link 4 is hinged to the lower swing arm 3. The bearings of the ball universal joint 7 and the adjusting link 4 are located in the same vertical plane with the knuckle assembly 1.

[0021] The upper end of the adjusting link 4 penetrates through the upper swing arm 2 and is hinged to a transmission rod 6 arranged above the upper swing arm 2. The shock absorber 5 is installed on the transmission rod 6. The adjusting link 4 includes a first threaded rod 401 hinged to the transmission rod 6, a second threaded rod 402 hinged to the lower swing arm 3, and a threaded sleeve 403 threadedly connected to the first threaded rod 401 and the second threaded rod 402. The surface of the threaded sleeve 403 is provided with a flat groove 4031 for screwing and a nut head 4032. The nut head 4032 is arranged at both ends of the threaded sleeve 403, and the flat groove 4031 is arranged on the surface of the middle part of the threaded sleeve 403.

[0022] Working principle: One end of the upper swing arm 2, the lower swing arm 3 and the shock absorber 5 is connected to the chassis of the all-terrain vehicle, and the transmission rod 6 is fixed to the vehicle frame. An adjusting link 4 with an adjustable length is arranged between the transmission rod 6 and the lower swing arm 3. When it is necessary to change the elevation angle of the knuckle assembly 1, directly twist the threaded sleeve 403 of the adjusting link 4, and the overall length of the adjusting link 4 can be changed, so as to achieve the effect of changing the shock absorption softness and hardness of the shock absorber 5 and changing the elevation angle of the knuckle assembly 1. The adjustment range is large, the operation is convenient, and the vehicle body can be quickly adjusted from a comfortable state to a sports chassis.

[0023] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or sequence between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device.

[0024] Although the embodiments of the present utility model have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principle and spirit of the present utility model. The scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. A front shock absorbing mechanism for an all-terrain vehicle, comprising a steering knuckle assembly (1) and a shock absorber (5), characterized in that: The steering knuckle assembly (1) is rotatably connected to an upper swing arm (2) and a lower swing arm (3); an adjusting link (4) is hingedly connected to the lower swing arm (3); the upper end of the adjusting link (4) passes through the upper swing arm (2) and is hingedly connected to a transmission rod (6) arranged above the upper swing arm (2); and the shock absorber (5) is mounted on the transmission rod (6).

2. The front shock absorbing mechanism of an all-terrain vehicle according to claim 1, characterized in that: The adjusting connecting rod (4) comprises a threaded rod 1 (401) hinged to the transmission rod (6), a threaded rod 2 (402) hinged to the lower swing arm (3), and a threaded sleeve (403) threadedly connected to the threaded rod 1 (401) and the threaded rod 2 (402).

3. The front shock absorbing mechanism of an all-terrain vehicle according to claim 1, characterized in that: The upper swing arm (2) and the lower swing arm (3) are both rotatably connected to the steering knuckle assembly (1) via a ball joint (7).

4. The front shock absorbing mechanism of an all-terrain vehicle according to claim 3, characterized in that: The ball joint (7) and the adjusting connecting rod (4) are both located in the same vertical plane as the bearing of the steering knuckle assembly (1).

5. The front shock absorbing mechanism of an all-terrain vehicle according to claim 2, characterized in that: The surface of the threaded sleeve (403) is provided with a flat groove (4031) and a nut head (4032) for screwing, the nut head (4032) is arranged at both ends of the threaded sleeve (403), and the flat groove (4031) is arranged on the surface of the middle part of the threaded sleeve (403).

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