Suspension structure and all-terrain vehicle

Abstract

The utility model provides a suspension structure and an all-terrain vehicle. The suspension structure comprises a first steering knuckle, a second steering knuckle, a first control arm and a second control arm. The first steering knuckle is connected with a steering wheel on one side of the frame, and a first limiting part is arranged on the first steering knuckle; the second steering knuckle is connected with a steering wheel on the other side of the frame, and a second limiting part is arranged on the second steering knuckle; the first control arm is connected with the frame and the first steering knuckle; and the second control arm is connected with the frame and the second steering knuckle. When the steering wheel steers to a certain turning angle relative to the frame, the first limiting part is in contact with the third limiting part or the second limiting part is in contact with the fourth limiting part, so that the maximum turning angle of left steering or right steering is limited, and the stability of a vehicle in the running process is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle engineering, specifically to a suspension mechanism and an all-terrain vehicle. Background Technology

[0002] In the field of vehicle engineering, especially in the chassis system design of all-terrain vehicles, the suspension system is a crucial component. The suspension system directly affects the vehicle's driving stability, comfort, and safety. Suspension systems typically include steering limit structures to ensure the movement of the steering wheels remains within a safe range. However, existing steering limit structures in suspension systems have some shortcomings in practical applications. Due to the complex road conditions encountered by all-terrain vehicles, the existing steering limit structures in suspension systems often fail to achieve the desired limiting effect in real-world applications. The lack of corresponding mechanical steering limit structures for auxiliary limiting means that when the wheels are turning, relying solely on the existing steering limit structures may not achieve the expected limiting result, leading to instability during vehicle operation. Utility Model Content

[0003] In view of the problems existing in the prior art, the present invention provides a suspension structure and an all-terrain vehicle to improve the technical problem that when the wheels are turned, the steering limit structure of the existing suspension system cannot achieve the expected limit result, resulting in the instability of the vehicle during driving.

[0004] To achieve the above and other related objectives, a first aspect of this utility model provides a suspension structure comprising a first steering knuckle, a second steering knuckle, a first control arm, and a second control arm; the first steering knuckle is connected to a steering wheel on one side of the vehicle frame, and a first limiting portion is provided on the first steering knuckle; the second steering knuckle is connected to a steering wheel on the other side of the vehicle frame, and a second limiting portion is provided on the second steering knuckle; the first control arm connects the vehicle frame and the first steering knuckle; the second control arm connects the vehicle frame and the second steering knuckle.

[0005] The first control arm and the first steering knuckle, as well as the second control arm and the second steering knuckle, are rotatably connected by a seat. The seat is provided with a third limiting part and a fourth limiting part. When turning left, the first limiting part and the third limiting part cooperate to achieve the maximum turning angle limit in the left turning direction. When turning right, the second limiting part and the fourth limiting part cooperate to achieve the maximum turning angle limit in the right turning direction.

[0006] In one embodiment of the suspension structure of this utility model, the seat is a symmetrical component, and the third limiting part and the fourth limiting part are arranged opposite to each other on both sides of the axis of symmetry of the seat.

[0007] In one embodiment of the suspension structure of this utility model, the third limiting part and the fourth limiting part have the same structure and are symmetrical with respect to the axis of symmetry of the seat.

[0008] In one embodiment of the suspension structure of this utility model, the first steering knuckle and the seat body, as well as the second steering knuckle and the seat body, are rotatably connected by ball joint pins.

[0009] In one embodiment of the suspension structure of this utility model, the seat, the third limiting part, and the fourth limiting part are integrally forged structures.

[0010] In one embodiment of the suspension structure of this utility model, the first limiting part includes a first inclined surface, and the third limiting part includes a third inclined surface. When turning left, the first inclined surface and the third inclined surface fit together to achieve the maximum turning angle limitation in the left turning direction.

[0011] In one embodiment of the suspension structure of this utility model, the second limiting part includes a second inclined surface, and the fourth limiting part includes a fourth inclined surface. When turning right, the second inclined surface and the fourth inclined surface fit together to achieve the maximum turning angle limitation in the right turning direction.

[0012] In one embodiment of the suspension structure of this utility model, wheel speed sensors are provided on both the first steering knuckle and the second steering knuckle, and the wheel speed sensors are communicatively connected to the braking device.

[0013] In one embodiment of the suspension structure of this utility model, the first steering knuckle is connected to the half-shaft on one side of the vehicle frame, and the second steering knuckle is connected to the half-shaft on the other side of the vehicle frame; an annular boss is coaxially provided on the half-shaft outside the connection position with the first steering knuckle and outside the connection position with the second steering knuckle, and the annular boss is located on the detection path of the wheel speed sensor.

[0014] In one embodiment of the suspension structure of this utility model, detection holes are provided on both the first steering knuckle and the second steering knuckle. The detection holes are located in the radial direction of the annular boss portion, and the wheel speed sensor is installed on the detection hole. The wheel speed sensor is communicatively connected to the braking device.

[0015] In one embodiment of the suspension structure of this utility model, the axial direction of the detection hole is perpendicular to the axial direction of the annular boss portion.

[0016] In one embodiment of the suspension structure of this utility model, the annular boss portion adopts a toothed ring, and the toothed ring is sleeved and installed on the half shaft.

[0017] A second aspect of this utility model also provides an all-terrain vehicle, the all-terrain vehicle including a vehicle body and a suspension structure mounted on the vehicle body.

[0018] The suspension structure includes a first steering knuckle, a second steering knuckle, a first control arm, and a second control arm; the first steering knuckle is connected to a steering wheel on one side of the vehicle frame, and a first limiting part is provided on the first steering knuckle; the second steering knuckle is connected to a steering wheel on the other side of the vehicle frame, and a second limiting part is provided on the second steering knuckle; the first control arm connects the vehicle frame and the first steering knuckle; the second control arm connects the vehicle frame and the second steering knuckle.

[0019] The first control arm and the first steering knuckle, as well as the second control arm and the second steering knuckle, are rotatably connected by a seat. The seat is provided with a third limiting part and a fourth limiting part. When turning left, the first limiting part and the third limiting part cooperate to achieve the maximum turning angle limit in the left turning direction. When turning right, the second limiting part and the fourth limiting part cooperate to achieve the maximum turning angle limit in the right turning direction.

[0020] In the suspension structure of this utility model, by setting a first limiting part on the first steering knuckle, a second limiting part on the second steering knuckle, and a third and fourth limiting part on the seat, when the original steering limiting structure on the suspension system cannot achieve the ideal limiting effect, the first limiting part and the third limiting part or the second limiting part and the fourth limiting part are in contact, thereby mechanically limiting the maximum turning angle limit when turning left or right, thus ensuring the stability of the vehicle during driving. At the same time, the seat and the third and fourth limiting parts on the seat can make the connecting parts between the control arms on both sides and the steering knuckle the same component, reducing costs. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a three-dimensional schematic diagram of one embodiment of the suspension structure of this utility model;

[0023] Figure 2 This is a schematic diagram of the connection between the first steering knuckle and the seat in one embodiment of the suspension structure of this utility model;

[0024] Figure 3 This is a schematic diagram of the connection between the second steering knuckle and the seat in one embodiment of the suspension structure of this utility model;

[0025] Figure 4This is a schematic diagram of the angle of the limiting connection when turning left in one embodiment of the suspension structure of this utility model;

[0026] Figure 5 This is a schematic diagram of another angle of the limit connection when turning left in one embodiment of the suspension structure of this utility model;

[0027] Figure 6 This is a schematic diagram of the first steering knuckle and its installation in a ready state in one embodiment of the suspension structure of this utility model;

[0028] Figure 7 This is a three-dimensional schematic diagram of one embodiment of the all-terrain vehicle of this utility model.

[0029] Component designation explanation

[0030] 1. Vehicle body; 11. Frame; 2. Steering wheel; 3. Suspension structure; 31. First steering knuckle; 311. First limiting part; 3111. First inclined surface; 32. Second steering knuckle; 321. Second limiting part; 3211. Second inclined surface; 33. First control arm; 34. Second control arm; 35. Seat; 351. Third limiting part; 3511. Third inclined surface; 352. Fourth limiting part; 3521. Fourth inclined surface; 36. Ball joint pin; 37. Detection hole; 38. Third control arm; 39. Fourth control arm; 301. Wheel speed sensor; 302. Braking device; 303. Half shaft; 3031. Annular boss part; 3032. Outer CV joint; 3033. Half shaft rod; 304. Shock absorber; 305. Steering tie rod. Detailed Implementation

[0031] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. It should also be understood that the terminology used in the embodiments of this utility model is for describing specific implementation schemes and not for limiting the scope of protection of this utility model. Test methods in the following embodiments that do not specify specific conditions are generally performed under conventional conditions or according to the conditions recommended by the respective manufacturers.

[0032] When numerical ranges are given in the embodiments, it should be understood that, unless otherwise specified in this invention, both endpoints of each numerical range and any value between the two endpoints may be selected. Unless otherwise defined, all technical and scientific terms used in this invention, as well as the prior art known to those skilled in the art and the description of this invention, may be implemented using any prior art methods, equipment, and materials similar to or equivalent to those in the embodiments of this invention.

[0033] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.

[0034] Please see Figures 1 to 7 This utility model provides a suspension structure and an all-terrain vehicle. By contacting the first limiting part 311 provided on the first steering knuckle 31 with the third limiting part 351 provided on the seat 35, the maximum steering angle limit of the steering wheel 2 when turning left is achieved. Similarly, by contacting the second limiting part 321 provided on the second steering knuckle 32 with the fourth limiting part 352 provided on the seat 35, the maximum steering angle limit of the steering wheel 2 when turning right is achieved. This improves the technical problem that when the wheels are turning, the steering limiting structure of the existing suspension system alone cannot achieve the expected result, causing the vehicle to become unstable during driving.

[0035] Please see Figure 1 and Figure 7 This utility model provides an all-terrain vehicle, which includes a vehicle body 1 and a suspension structure 3 mounted on the vehicle body 1. The vehicle body 1 includes a frame 11 and is used to provide mounting points for the suspension structure 3. The suspension structure 3 is used to absorb the impact and vibration caused by uneven roads and reduce the impact force transmitted to the vehicle body. It should be noted that the all-terrain vehicle may also include components other than the suspension structure of this utility model, such as steering system, power system, electrical system and conventional components of existing all-terrain vehicles such as body and shell. These conventional components can be designed according to existing technical solutions, so they will not be described in detail here, nor will they be limited.

[0036] Please see Figures 2 to 5The suspension structure 3 includes at least a first steering knuckle 31, a second steering knuckle 32, a first control arm 33, and a second control arm 34. The first steering knuckle 31 is connected to the steering wheel 2 on one side of the frame 11, and the steering wheel 2 is rotatably mounted on the first steering knuckle 31. The first steering knuckle 31 is connected to the frame 11 through the first control arm 33, and the first steering knuckle 31 and the first control arm 33 are rotatably connected through a seat 35. Specifically, in this embodiment, one end of the first control arm 33 is rotatably connected to the frame 11, and the other end is mounted on the seat 35. The first steering knuckle 31 is rotatably mounted on the end of the first control arm 33 away from the frame 11 through the seat 35. The first steering knuckle 31 is provided with a first limiting part 311, and the seat body 35 is provided with a third limiting part 351 and a fourth limiting part 352. When the first steering knuckle 31 turns left, the first limiting part 311 on the first steering knuckle 31 cooperates with the third limiting part 351 on the seat body 35 located on one side of the first steering knuckle 31 to achieve the maximum turning angle limit in the left turning direction.

[0037] Here, the maximum turning angle limit in the left-turn direction can be the maximum sway angle limit when the steering wheel 2 makes a large left turn at the current driving state to ensure that the vehicle is in a stable state. That is, in order to prevent the steering wheel 2 from turning too large when it turns left at this moment, which would affect the stability of the vehicle during driving, the first limit part 311 and the third limit part 351 abut against each other to limit the rotation angle of the first steering knuckle 31, so that if the steering wheel 2 makes a large turn, the vehicle's steering angle will always remain within the allowable angle.

[0038] Similarly, the second steering knuckle 32 is connected to the steering wheel 2 on the other side of the frame 11. One end of the second control arm 34 is rotatably connected to the frame 11, and the other end is provided with a seat 35. The second control arm 34 and the second steering knuckle 32 are also rotatably connected through the seat 35. A second limiting part 321 is provided on the second steering knuckle 32. When turning right, the second limiting part 321 cooperates with the fourth limiting part 352 on the seat 35 located on one side of the second steering knuckle 32 to achieve the maximum turning angle limit in the right turning direction.

[0039] Here, the maximum steering angle limit in the right-turn direction can be the steering limit of the maximum sway angle that ensures the vehicle remains stable when the steering wheel 2 makes a large right turn at the current driving state. That is, in order to prevent the steering wheel 2 from turning too large when it turns right at this moment, which would affect the stability of the vehicle during driving, the second limit part 321 and the fourth limit part 352 abut against each other to limit the rotation angle of the second steering knuckle 32, so that if the steering wheel 2 makes a large turn, the vehicle steering angle will always remain within the allowable angle.

[0040] In this embodiment, the structures of the first limiting part 311 and the second limiting part 321 are not limited, as long as the first steering knuckle 31 has the first limiting part 311 and can achieve abutment cooperation with the third limiting part 351; and the second steering knuckle 32 has the second limiting part 321 and can achieve abutment cooperation with the fourth limiting part 352. For example, such as Figure 2 As shown, the first limiting part 311 and the first steering knuckle 31 are integrally cast structures, and the first limiting part 311 protrudes outward from the outer side of the connection between the first steering knuckle 31 and the seat body 35.

[0041] The structure of the first control arm 33 and the second control arm 34 is not limited; for example, they can be control arm structures formed by connecting multiple tubular structures. The suspension structure can be a single wishbone independent suspension structure or a double wishbone independent suspension structure. To reduce the adverse effects of wheel bounce and improve the all-terrain vehicle's handling, this embodiment adopts a double wishbone independent suspension structure. That is, the control arm structure of the frame also includes a third control arm 38 and a fourth control arm 39. The third control arm 38 is spaced apart from the first control arm 33 and connects the frame 11 and the first steering knuckle 31. The fourth control arm 39 connects the frame 11 and the second steering knuckle 32. The suspension structure also includes shock absorbers 304, steering tie rods 305, and other structures. The shock absorbers 304 on both sides are connected to the frame 11 and the third control arm 38 and the fourth control arm 39 located on both sides, respectively. The steering tie rod 305 connects the vehicle's steering device and the steering knuckle, driving the steering wheel 2 to rotate. It should be noted that the structure and connection relationship between the shock absorber 304, steering tie rod 305, control arms, and steering wheel are conventional components and conventional connection methods in existing vehicle suspension systems, which are well known in the field of automotive engineering, and will not be described in detail here.

[0042] To meet the strength and durability requirements of all-terrain vehicles under complex driving conditions, in this embodiment of the suspension structure, the seat 35, the third limiting part 351, and the fourth limiting part 352 are made of a single piece of forged material. The single-piece forged structure has higher strength, rigidity, fatigue resistance, and durability. It also has better resistance to impacts from the first limiting part 311 and the second limiting part 321, making it more adaptable to harsh driving conditions and environments, and reducing the risk of component damage due to impacts.

[0043] To avoid the increased manufacturing costs associated with the existing all-terrain vehicle steering limit structure design, where the left and right components are symmetrical and require separate forging or casting, please refer to [the relevant documentation / reference]. Figure 2 and Figure 3In one embodiment of the suspension structure of this utility model, the seat 35 and the third limiting part 351 and the fourth limiting part 352 disposed on the seat 35 are forged parts of an integral structure, and the seat 35 is a symmetrical part. The third limiting part 351 and the fourth limiting part 352 are disposed on both sides of the axis of symmetry of the seat 35, so that the seat 35 connecting the first control arm 33 and the second control arm 34 is the same piece, and a single forging mold can be used, thereby reducing costs. The third limiting part 351 and the fourth limiting part 352 can be the same structure or different structures, as long as they can satisfy the abutment cooperation between the third limiting part 351 and the first limiting part 311 to achieve the maximum left turning angle limit when turning left, and the abutment cooperation between the fourth limiting part 352 and the second limiting part 321 to achieve the maximum right turning angle limit when turning right. To ensure that the left and right sides of the vehicle have the same suspension layout and limiting effect, in this embodiment, the third limiting part 351 and the fourth limiting part 352 have identical structures and are symmetrical with respect to the axis of symmetry of the seat 35. The structures of the third limiting part 351 and the fourth limiting part 352 are not limited. In this embodiment, as... Figure 3 As shown, both the third limiting part 351 and the fourth limiting part 352 are boss structures that protrude from the upper surface of the base 35.

[0044] Please see Figure 2 In one embodiment of the suspension structure of this utility model, the first limiting part 311 includes a first inclined surface 3111, and the third limiting part 351 includes a third inclined surface 3511. When turning left, the first inclined surface 3111 and the third inclined surface 3511 fit together to achieve the maximum turning angle limit in the left turning direction. Specifically, in this embodiment, the inclined surface direction of the first inclined surface 3111 is inclined downward from one side of the vehicle body 1 towards the side of the steering wheel 2 where the first inclined surface 3111 is located. Similarly, the inclined surface direction of the third inclined surface 3511 is adapted to the inclined surface direction of the first inclined surface 3111. When the vehicle turns to its limit and the wheel jumps down, during the wheel jump process, the inclined surface design of the first inclined surface 3111 is used to avoid the third limiting part 351, preventing the first limiting part 311 and the third limiting part 351 from contacting each other prematurely, so that the fit and limiting between the first inclined surface 3111 and the third inclined surface 3511 intervenes later, ensuring the maximum turning angle limit in the left turning direction when the wheel jumps to its limit. Meanwhile, the inclined surface design of the third inclined surface 3511 provides a draft angle, making it easy to demold the base 35.

[0045] Please see Figure 3In one embodiment of the suspension structure of this utility model, the second limiting part 321 includes a second inclined surface 3211, and the fourth limiting part 352 includes a fourth inclined surface 3521. When turning right, the second inclined surface 3211 and the fourth inclined surface 3521 fit together to achieve the maximum turning angle limit in the right turning direction. Specifically, in this embodiment, the inclined surface direction of the second inclined surface 3211 is inclined downward from one side of the vehicle body 1 towards the side of the steering wheel 2 where the second inclined surface 3211 is located. Similarly, the inclined surface direction of the fourth inclined surface 3521 is adapted to the inclined surface direction of the second inclined surface 3211. When the vehicle turns to its limit and the wheel jumps down, during the wheel jump process, the inclined surface design of the second inclined surface 3211 is used to avoid the fourth limiting part 352, preventing the second limiting part 321 and the fourth limiting part 352 from contacting each other prematurely, so that the fit and limiting between the second inclined surface 3211 and the fourth inclined surface 3521 intervenes later, ensuring the maximum turning angle limit in the right turning direction when the wheel jumps to its limit. The inclined surface design of the fourth inclined surface 3521 provides a draft angle, which facilitates the demolding of the base 35.

[0046] Please see Figure 4 In one embodiment of the suspension structure of this utility model, the first steering knuckle 31 and the seat 35, as well as the second steering knuckle 32 and the seat 35, are rotatably connected by ball joint pins 36. Specifically, the ball joint pins 36 are mounted on the seat 35 to connect the first steering knuckle 31 and the first control arm 33, and to connect the second steering knuckle 32 and the second control arm 34; similarly, the third control arm 38 is connected to the first steering knuckle 31 by ball joint pins 36, and the fourth control arm 39 is connected to the second steering knuckle 32 by ball joint pins 36.

[0047] In existing technology, wheel speed sensors are mounted on the mounting plate of the brake caliper on the steering wheel. Signal acquisition is achieved by drilling holes in the circumference of the brake disc or adding a signal sensing disc structure. To avoid the problems caused by drilling holes in the brake disc affecting local strength or increasing the axial mounting space at the steering wheel due to the signal sensing disc, please refer to [reference needed]. Figure 6In one embodiment of the suspension structure of this utility model, wheel speed sensors 301 are installed on both the first steering knuckle 31 and the second steering knuckle 32, and the wheel speed sensors 301 are communicatively connected to the braking device 302. The wheel speed sensors 301 are used to monitor the rotational speed changes of the steering wheels 2, convert the mechanical motion into electrical signals, and transmit this information to the on-board computer for processing and analysis. The wheel speed sensors 301 can use the Hall effect or magnetoresistive effect to detect the tire rotational speed. In this embodiment, the braking device 302 adopts an EBP braking device, i.e., an electronic braking system. The EBP braking device is installed on the first steering knuckle 31 and the second steering knuckle 32 and is connected to the brake disc in the steering wheels 2. When the braking system provides service braking assistance, it detects the wheel speed of the steering wheels 2 through the detection port of the wheel speed sensors 301, and outputs appropriate braking force to participate in auxiliary braking, adjusting the clamping force of the braking device 302 to ensure the braking balance of the steering wheels 2 on both sides of the frame 11, preventing sideslip, thereby greatly improving the braking safety and high stability of the all-terrain vehicle. It should be noted that the braking device 302 in this embodiment is a conventional braking device in the field of vehicle braking systems. Its structure and working principle are well known in the industry and can be obtained through general commercial means.

[0048] Please see Figure 1 and Figure 4 In one embodiment of the suspension structure of this utility model, the first steering knuckle 31 is connected to the half-shaft 303 on one side of the frame 11, and the second steering knuckle 32 is connected to the half-shaft 303 on the other side of the frame 11; one end of the half-shaft 303 is connected to the vehicle's differential, and the other end is connected to the steering wheel 2. The differential distributes power to the steering wheels on both sides, allowing the steering wheels 2 to rotate at different speeds to adapt to the needs of turning. An annular boss 3031 is coaxially provided on the half-shaft 303 outside the connection position with the first steering knuckle 31. The annular boss 3031 is located at the first... On the detection path of the wheel speed sensor 301 on the first steering knuckle 31, the annular boss 3031 can be any suitable structure that enables the wheel speed sensor 301 to sense changes and generate pulse signals when the half-shaft 303 rotates, thereby detecting the wheel speed and satisfying the wheel speed detection of the steering wheel 2. Similarly, annular bosses 3031 are coaxially provided on the half-shaft 303 outside the connection position of the second steering knuckle 32. The annular bosses 3031 are located on the detection path of the wheel speed sensor 301 and are used to detect the rotational speed of the steering wheel on that side. Furthermore, detection holes 37 are provided on both the first steering knuckle 31 and the second steering knuckle 32. The location of the detection holes 37 on the steering knuckle is not limited, as long as they are located in a certain radial direction of the annular bosses 3031. Wheel speed sensors 301 are provided on the detection holes 37. The wheel speed sensors 301 are used to cooperate with the annular bosses 3031 to detect the wheel speed of the steering wheel 2. The wheel speed sensors 301 are also communicatively connected to the braking device 302.

[0049] Please see Figure 5 In one embodiment of the suspension structure of this utility model, the maximum steering angle limit in the left-turn direction can be set to prevent the angle of the outer CV joint 3032 of the half-shaft 303 from exceeding the allowable maximum swing angle when the steering wheel 2 jumps downward or vertically to its lowest position relative to the vehicle body and makes a large left turn at that moment. Specifically, to prevent the angle between the outer CV joint 3032 and the half-shaft rod 3033 from exceeding the maximum allowable swing angle in the current state, and to prevent interference between the half-shaft 303 and other components of the suspension structure, thus affecting the stability of the vehicle, the first limiting part 311 and the third limiting part 351 abut to achieve mechanical limiting, preventing further changes in the angle between the outer CV joint 3032 and the half-shaft rod 3033. Similarly, the second limiting part 321 and the fourth limiting part 352 abut to achieve mechanical limiting, preventing further changes in the angle between the outer CV joint 3032 and the half-shaft rod 3033 of the right half-shaft 303; thereby ensuring vehicle stability.

[0050] Please see Figure 2 To ensure the effective wheel speed monitoring of the wheel speed sensor 301 installed on the detection hole 37 in conjunction with the annular boss 3031, in this embodiment, the axial direction of the detection hole 37 is perpendicular to the axial direction of the annular boss 3031, that is, the axial direction of the detection hole 37 coincides with a certain radial direction of the annular boss 3031. Furthermore, in this embodiment, the annular boss 3031 is a gear ring, which is sleeved and installed on the half shaft 303, that is, the gear ring is sleeved and installed on the outer ball cage cup of the half shaft 303. When the half shaft 303 rotates, the gear ring rotates accordingly. The wheel speed sensor 301 detects the alternating change in the gap between the tooth tip and tooth root of the gear ring, generates a pulse signal, and communicates with the braking device 302 to realize the detection of wheel speed, thereby meeting the requirements of wheel speed detection of the whole vehicle and adding anti-lock braking and other functions.

[0051] The suspension structure provided by this utility model, by setting a first limiting part on the first steering knuckle, a second limiting part on the second steering knuckle, and a third and fourth limiting part on the seat, allows the first and third limiting parts, or the second and fourth limiting parts, to contact when the original steering limiting structure on the suspension system cannot achieve the ideal limiting effect. This mechanically limits the maximum steering angle when turning left or right, thus ensuring the stability of the vehicle during driving. Furthermore, the seat and the third and fourth limiting parts on the seat allow the connecting parts between the control arms and steering knuckles on both sides to be the same component, reducing costs. Therefore, this utility model effectively overcomes some practical problems in the prior art and has high utilization value and practical significance.

[0052] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A suspension structure, characterized in that, include: The first steering knuckle is connected to the steering wheel on one side of the frame, and a first limiting part is provided on the first steering knuckle; The second steering knuckle is connected to the steering wheel on the other side of the frame, and a second limiting part is provided on the second steering knuckle; The first control arm connects the vehicle frame and the first steering knuckle; The second control arm connects the vehicle frame and the second steering knuckle; The first control arm and the first steering knuckle, as well as the second control arm and the second steering knuckle, are rotatably connected by a seat. The seat is provided with a third limiting part and a fourth limiting part. When turning left, the first limiting part and the third limiting part cooperate to achieve the maximum turning angle limit in the left turning direction. When turning right, the second limiting part and the fourth limiting part cooperate to achieve the maximum turning angle limit in the right turning direction.

2. The suspension structure according to claim 1, characterized in that, The base is a symmetrical component, and the third limiting part and the fourth limiting part are disposed opposite to each other on both sides of the axis of symmetry of the base.

3. The suspension structure according to claim 2, characterized in that, The third limiting part and the fourth limiting part have the same structure and are symmetrical with respect to the axis of symmetry of the seat.

4. The suspension structure according to claim 1, characterized in that, The first steering knuckle and the seat body, as well as the second steering knuckle and the seat body, are rotatably connected by ball joint pins.

5. The suspension structure according to claim 1, characterized in that, The base, the three limiting parts, and the fourth limiting part are an integral forged structure.

6. The suspension structure according to claim 1, characterized in that, The first limiting part includes a first inclined surface, and the third limiting part includes a third inclined surface. When turning left, the first inclined surface and the third inclined surface fit together to achieve the maximum turning angle limitation in the left turning direction.

7. The suspension structure according to claim 1, characterized in that, The second limiting part includes a second inclined surface, and the fourth limiting part includes a fourth inclined surface. When turning right, the second inclined surface and the fourth inclined surface fit together to achieve the maximum turning angle limitation in the right turning direction.

8. The suspension structure according to claim 1, characterized in that, Both the first and second steering knuckles are equipped with wheel speed sensors, which are communicatively connected to the braking device.

9. The suspension structure according to claim 1, characterized in that, The first steering knuckle is connected to a half-shaft on one side of the vehicle frame, and the second steering knuckle is connected to a half-shaft on the other side of the vehicle frame; an annular boss is coaxially provided on the half-shaft outside the connection position with the first steering knuckle and outside the connection position with the second steering knuckle, and the annular boss is located on the detection path of the wheel speed sensor.

10. The suspension structure according to claim 9, characterized in that, Both the first steering knuckle and the second steering knuckle have detection holes located in the radial direction of the annular boss portion. The wheel speed sensor is installed on the detection hole and is communicatively connected to the braking device.

11. The suspension structure according to claim 10, characterized in that, The axial direction of the detection hole is perpendicular to the axial direction of the annular boss.

12. The suspension structure according to claim 9, characterized in that: The annular boss portion adopts a gear ring, which is sleeved and installed on the half shaft.

13. An all-terrain vehicle, characterized in that, include: The vehicle body and the suspension structure mounted on the vehicle body; The suspension structure includes: The first steering knuckle is connected to the steering wheel on one side of the frame, and a first limiting part is provided on the first steering knuckle; The second steering knuckle is connected to the steering wheel on the other side of the frame, and a second limiting part is provided on the second steering knuckle; The first control arm connects the vehicle frame and the first steering knuckle; The second control arm connects the vehicle frame and the second steering knuckle; The first control arm and the first steering knuckle, as well as the second control arm and the second steering knuckle, are rotatably connected by a seat. The seat is provided with a third limiting part and a fourth limiting part. When turning left, the first limiting part and the third limiting part cooperate to achieve the maximum turning angle limit in the left turning direction. When turning right, the second limiting part and the fourth limiting part cooperate to achieve the maximum turning angle limit in the right turning direction.

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