Vehicle body structure and all-terrain vehicle

Abstract

The utility model provides a vehicle body structure and an all-terrain vehicle, the vehicle body structure comprises a frame, two knuckles, a connecting rod assembly and a stabilizer bar, and one side of the frame close to the tail of the vehicle is provided with an installation space for accommodating a rear drive part; the two groups of steering knuckles are respectively connected with the rear wheels on the two sides of the frame; the two sets of connecting rod assemblies are located on the two sides of the vehicle frame in the width direction correspondingly and connected with the two sets of steering knuckles and the vehicle frame correspondingly. The stabilizer bar is connected with the two connecting rod assemblies; the stabilizer bar is arranged around the outer portion of the side, facing the vehicle tail, of the installation space. According to the all-terrain vehicle, the technical problem that due to the fact that the arrangement position of the rear stabilizer bar of an existing all-terrain vehicle is unreasonable, installation and arrangement of a rear drive component on a vehicle frame are affected can be solved.

Description

Technical Field

[0001] This utility model relates to the field of all-terrain vehicle technology, specifically to a vehicle body structure and an all-terrain vehicle. Background Technology

[0002] With the development of technology and the improvement of people's living standards, all-terrain vehicles are gradually gaining recognition for their good passability and driving fun, and are slowly becoming more and more popular. In order to increase the handling stability of all-terrain vehicles, a stabilizer bar mechanism is usually set in the suspension system of all-terrain vehicles to improve the driving stability of all-terrain vehicles.

[0003] In related technologies, a rear stabilizer bar is generally installed on the rear side of an all-terrain vehicle. However, the rear stabilizer bar is usually installed across the width of the vehicle body. This not only occupies the installation space of the rear-drive components behind the frame, affecting the arrangement of the rear-drive components and hindering the compact design of the vehicle structure, but also, due to its proximity to the rear-drive components, the rear stabilizer bar is prone to positional interference with the rear-drive components during vehicle movement, thereby affecting the safety of vehicle operation. Utility Model Content

[0004] In view of the problems existing in the prior art, the present invention provides a vehicle body structure and an all-terrain vehicle to improve the technical problem that the unreasonable setting position of the rear stabilizer bar affects the installation and arrangement of the rear drive components on the frame of the existing all-terrain vehicle.

[0005] To achieve the above and other related objectives, the first aspect of this utility model provides a vehicle body structure, including: a frame, steering knuckles, linkage assemblies, and a stabilizer bar. The frame has an installation space for accommodating rear-drive components on its side near the rear of the vehicle. The steering knuckles include two sets, each connected to a rear wheel on either side of the frame. The linkage assemblies also include two sets, located on opposite sides of the frame's width and connecting the two steering knuckles to the frame. The stabilizer bar connects the two linkage assemblies. The stabilizer bar is arranged around the outside of the installation space facing the rear of the vehicle.

[0006] In one embodiment of this utility model, the stabilizer bar includes a main bar and a secondary bar. The secondary bar includes two sets, and the two sets of secondary bars are respectively connected to the connecting rod assembly on the same side. The two ends of the main bar are respectively rotatably connected to the two sets of secondary bars, forming two first rotation points. Both first rotation points are located above the connecting rod assembly.

[0007] In one embodiment of this utility model, along the height direction of the vehicle body, the installation height of the main rod is higher than the installation height of the connecting rod assembly.

[0008] In one embodiment of this utility model, a rotation support point is provided between the main rod and the frame.

[0009] In one embodiment of this utility model, the linkage assembly includes an upper linkage and a lower linkage, with two sets of auxiliary rods respectively connected to the lower linkage on the same side.

[0010] In one embodiment of the present invention, the steering knuckle is provided with a hinge component, which includes an inner bushing and an outer bushing that are rotatably connected to each other, and the connecting rod assembly is fixedly connected to the inner bushing; both ends of the outer bushing are respectively provided with seals to seal the cavity between the inner bushing and the outer bushing.

[0011] In one embodiment of the present invention, the hinge component further includes two nylon sleeves, which are respectively embedded at both ends of the outer bushing. The inner diameter of the nylon sleeves is smaller than the inner diameter of the outer bushing. The inner bushing passes through the outer bushing and its two ends pass through the two nylon sleeves respectively, forming a clearance fit with the nylon sleeves.

[0012] In one embodiment of the present invention, along the length direction of the outer bushing, one end of the seal abuts against the end face of the nylon sleeve located on the same side, and the other end is flush with the end face of the outer bushing, and the two end faces of the inner bushing extend to the outer sides of the two end faces of the outer bushing respectively.

[0013] In one embodiment of this utility model, the sealing element is a skeleton oil seal. The outer ring of the skeleton oil seal is fixedly connected to the outer bushing, and the inner ring of the skeleton oil seal is fitted onto the inner bushing and rotatably connected to the inner bushing.

[0014] The second aspect of this utility model also provides an all-terrain vehicle, which includes a vehicle body structure comprising: a frame, steering knuckles, linkage assemblies, and a stabilizer bar. The frame has an installation space for accommodating rear-drive components on its side near the rear. The steering knuckles comprise two sets, each connected to a rear wheel on either side of the frame. The linkage assemblies comprise two sets, located on opposite sides of the frame's width and connecting the two steering knuckles to the frame. The stabilizer bar connects the two linkage assemblies. The stabilizer bar is arranged around the outside of the installation space facing the rear of the vehicle.

[0015] This utility model's vehicle body structure, by surrounding the stabilizer bar on the exterior of the mounting space facing the rear of the vehicle, achieves a clearance arrangement between the stabilizer bar and the mounting space. This prevents the stabilizer bar from occupying internal space within the mounting space, facilitating the arrangement and installation of rear-wheel drive components and contributing to a compact chassis design. Simultaneously, the stabilizer bar does not occupy the external upper space of the mounting space, further facilitating the access and placement of rear-wheel drive components within the mounting space. Furthermore, because the stabilizer bar is located outside the mounting space, it can be isolated from the rear-wheel drive components through the chassis, thereby reducing the probability of collisions and friction between the stabilizer bar and rear-wheel drive components during vehicle operation, ensuring vehicle safety. Attached Figure Description

[0016] 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.

[0017] Figure 1 This is a schematic diagram of the overall three-dimensional structure of an embodiment of the all-terrain vehicle of this utility model;

[0018] Figure 2 This is a partial structural diagram of the vehicle frame in one embodiment of the vehicle body structure of this utility model;

[0019] Figure 3 for Figure 2 A magnified view of a portion of region A in the middle;

[0020] Figure 4 This is a schematic diagram showing the connection between the frame side linkage assembly, steering knuckle, and stabilizer bar in one embodiment of the vehicle body structure of this utility model;

[0021] Figure 5 This is a schematic diagram of the connection structure between the steering knuckle and the connecting rod assembly in one embodiment of the vehicle body structure of this utility model;

[0022] Figure 6 This is an exploded view of the hinged component in one embodiment of the vehicle body structure of this utility model.

[0023] Figure 7 This is a partial cross-sectional view of the mounting structure between the steering knuckle and the connecting rod assembly, according to an embodiment of the vehicle body structure of this utility model.

[0024] Component designation explanation:

[0025] 10. All-terrain vehicle; 1. Vehicle body structure; 11. Frame; 101. Rear drive components; 102. Body; 110. Installation space; 320. Steering knuckle; 330. Linkage assembly; 331. Upper link; 332. Lower link; 333. First pin; 334. Second pin; 335. Connecting part; 3351. Mounting hole; 340. Stabilizer bar; 341. Main rod; 3411. Straight section; 3412. Bent section; 342. Sub-rod; 343. Bearing with seat; 350. Hinge component; 351. Inner bushing; 352. Outer bushing; 3521. Countersunk hole; 353. Seal; 354. Nylon sleeve; 355. Connecting bolt; 356. Nut; 357. End cap. Detailed Implementation

[0026] 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.

[0027] 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.

[0028] 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.

[0029] Please see Figures 1 to 7 This utility model provides a vehicle body structure 1 and an all-terrain vehicle 10. By surrounding the installation space 110 on the outside of the rear side, the stabilizer bar 340 can be arranged to avoid the installation space 110, which facilitates the arrangement and installation of the rear drive components 101 in the installation space 110 and is beneficial to the compact design of the frame 11.

[0030] Please see Figure 1 and Figure 2This utility model provides an all-terrain vehicle 10, which includes a vehicle body structure 1. The vehicle body structure 1 includes a frame 11 and a body 102. The body 102 is mounted on the frame 11, and the frame 11 supports the weight of the entire body 102. Conventional components of existing all-terrain vehicles 10, such as suspension systems, drive systems, braking systems, and electrical systems, can be installed on the frame 11. These conventional components can be designed according to existing technical solutions, and therefore will not be described in detail here, nor will they be considered as limitations. The all-terrain vehicle 10 adopts the vehicle body structure 1 provided by this utility model. For the specific structure of the vehicle body structure 1 of this utility model, please refer to the structural description in the following embodiments.

[0031] Please see Figures 1 to 3 The vehicle body structure 1 includes: a frame 11, a steering knuckle 320, a linkage assembly 330, and a stabilizer bar 340.

[0032] The frame 11 can be a welded profile structure or a one-piece die-cast part, depending on the overall support strength and rigidity requirements of the frame 11. In this embodiment, the frame 11 is a welded profile structure, and a mounting space 110 for accommodating the rear-drive component 101 is provided on one side of the frame 11 located at the rear of the vehicle. The mounting space 110 can be a frame-shaped cavity structure formed by welding multiple profiles, or it can be a separate box structure welded or bolted to the frame of the frame 11. Optionally, in this embodiment, the mounting space 110 is a frame structure formed by welding multiple profiles on the frame 11. The shape of the mounting space 110 is not limited, for example, it can be an approximately rectangular structure, an approximately cylindrical shape, or other irregularly shaped cavity structures. The rear-drive component 101 can be any drive component that can be accommodated and installed in the mounting space 110, such as a motor, reducer, battery pack, or engine, and will be determined based on the specific rear-drive configuration of the all-terrain vehicle 10 in actual production.

[0033] The steering knuckle 320 comprises two sets, each set being disposed on both sides of the frame 11 in the width direction and connected to the rear wheels on both sides of the frame 11. The specific connection method can be referenced from the existing vehicle's steering knuckle 320 and wheel connection structure, and will not be elaborated here. The linkage assembly 330 comprises two sets, also disposed on both sides of the frame 11 in the width direction. Each side's linkage assembly 330 connects the steering knuckle 320 on the same side to the frame 11. The linkage assembly 330 includes an upper linkage 331 and a lower linkage 332, with the upper linkage 331 positioned above the lower linkage 332. One end of the upper linkage 331 connects to the upper half of the steering knuckle 320, and the other end extends toward the frame 11 and is rotatably connected to the frame 11. One end of the lower link 332 is connected to the lower half of the steering knuckle 320, and the other end extends toward the frame 11 and is rotatably connected to the frame 11, thereby realizing a double wishbone independent suspension structure between the link assembly 330 and the frame 11. In other embodiments, the link assembly 330 can also be other structures, such as a five-link structure. It should be noted that the connection between the link assembly 330 and the frame 11 is a conventional setting for vehicles, and the specific connection structure can be referred to the description of the connection structure between the link assembly and the frame in current vehicles, which will not be repeated here.

[0034] The stabilizer bar 340 connects to the link assemblies 330 located on both sides of the frame 11. The stabilizer bar 340 can be connected to the upper link 331 or the lower link 332. The stabilizer bar 340 and the link assembly 330 can be connected via an elastic element, which allows the stabilizer bar 340 to rotate or move within a certain range to adapt to changes in vehicle attitude and meet the requirements for adjusting vehicle handling stability. Alternatively, the stabilizer bar 340 and the link assembly 330 can be connected via a linkage mechanism, which controls the rotation or movement of the stabilizer bar 340 within a certain range to achieve control over vehicle handling stability.

[0035] The stabilizer bar 340 is arranged around the exterior of the mounting space 110 facing the rear of the vehicle. The stabilizer bar 340 may or may not be connected to the frame of the mounting space 110 facing the rear of the vehicle; this embodiment is not limited in this regard. The stabilizer bar 340 may be an integral curved tubular structure adapted to the shape of the mounting space 110 facing the rear of the vehicle, forming a surrounding arrangement around the outside of the mounting space 110. The stabilizer bar 340 may also be a linkage structure composed of multiple pipes hinged together, the area enclosed by the linkage structure adapting to the shape of the mounting space 110 facing the rear of the vehicle, forming a surrounding arrangement between the stabilizer bar and the mounting space 110. In the height direction of the vehicle body 102, the stabilizer bar 340 may be located above, below, or between the linkage assemblies 330. As long as the stabilizer bar 340 is located outside the mounting space 110 facing the rear of the vehicle, this embodiment does not limit the specific structure and specific height of the stabilizer bar 340.

[0036] By surrounding the mounting space 110 on the rear-facing side, the stabilizer bar 340 is positioned to avoid obstructing the space, thus facilitating the rear-wheel drive component 101's placement and installation within the space and contributing to a more compact chassis design. Furthermore, the stabilizer bar 340 does not occupy the upper outer space of the mounting space 110, further simplifying the access and placement of the rear-wheel drive component 101 within the space. Moreover, because the stabilizer bar 340 is positioned outside the mounting space 110, it is isolated from the rear-wheel drive component 101 via the chassis 11, reducing the probability of collisions and friction between them during vehicle operation and ensuring safer vehicle operation.

[0037] Please see Figure 3 and Figure 4In one embodiment of this utility model, the stabilizer bar 340 includes a main bar 341 and a secondary bar 342, and the secondary bar 342 includes two sets, each set being connected to a connecting rod assembly 330 on the same side. The two sets of secondary bars 342 can be symmetrically arranged at both ends of the main bar 341 along the width direction of the frame 11, or they can be asymmetrically arranged at both ends of the main bar 341. Preferably, in this embodiment, the two sets of secondary bars 342 are symmetrically connected to both ends of the main bar 341. The specific shape of the secondary bar 342 is not limited; for example, it can be a straight bar structure or a bent bar structure. The two secondary bars 342 are rotatably connected to both ends of the main bar 341, and the rotatable connection can take various forms, including but not limited to pin-shaft rotatable connection. In this embodiment, the ends of the secondary bars 342 and the main bar 341 are rotatably connected via a first pin 333. The auxiliary rod 342 connects to the main rod 341 to form a first rotation point B. Along the height direction of the frame 11, the first rotation points B at both ends of the main rod 341 are located above the connecting rod assemblies 330 on both sides. This arrangement not only facilitates the connection, assembly, disassembly, and replacement of the auxiliary rods 342 and the main rod 341 on both sides, but also raises the overall installation position of the stabilizer bar 340 relative to the connecting rod assembly 330, thereby relatively increasing the design length of the auxiliary rod 342 and improving the stress conditions at the first pin 333.

[0038] Further, please refer to Figure 3 and Figure 4 In one embodiment of this utility model, the auxiliary rods 342 on both sides are respectively connected to the lower connecting rod 332 on the same side. The end of the auxiliary rod 342 away from the main rod 341 is rotatably connected to the lower connecting rod 332, specifically, it can be connected to the side of the lower connecting rod 332 near the front of the vehicle, or it can be connected to the side of the lower connecting rod 332 near the rear of the vehicle, or any other position. The rotatable connection method includes, but is not limited to, a pin hinge connection. Optionally, in this embodiment, the auxiliary rod 342 is hinged to the side wall of the lower connecting rod 332 facing the upper connecting rod 331 by a second pin 334, so as to form a second rotation point C between the auxiliary rod 342 and the lower connecting rod 332. With this configuration, the first rotation point B is located above the upper connecting rod 331, and the second rotation point C is located near the lower connecting rod 332. This further increases the design length of the auxiliary rod 342, which not only improves the stress conditions of the second pin 334 at the second rotation point C, but also further improves the stress conditions at the first pin 333. This helps to increase the service life of the stabilizer bar 340 under extreme conditions and improve the vehicle's operating performance.

[0039] Please see Figure 3 and Figure 4In one embodiment of this utility model, along the height direction of the vehicle body, the installation height of the main rod 341 is higher than the installation height of the connecting rod assembly 330. The main rod 341 can be of various shapes, such as a bent pipe structure, a straight pipe structure, or a combination of bent and straight pipe structures, and is not limited to this embodiment. Specifically, the installation height of the main rod 341 being higher than the installation height of the connecting rod assembly 330 means that the main rod 341 is entirely positioned above the upper connecting rod 331. With this configuration, assuming that the first rotation point B is positioned above the connecting rod assembly 330, placing the main rod 341 above the upper connecting rod 331 reduces the bending of the main rod 341 in the height direction of the frame 11, thereby optimizing the force transmission path between the auxiliary rods 342 on both sides and the main rod 341, which is more conducive to improving the vehicle's handling stability.

[0040] Considering the relatively long lateral dimension of the main rod 341, under its own weight, prolonged use is prone to significant swaying and sagging, reducing the connection accuracy between the secondary rod 342 and the main rod 341. This can lead to jamming, misaligned operation, and other adverse operational consequences. Therefore, please refer to... Figure 3 and Figure 4 In one embodiment of this utility model, the main rod 341 includes a straight section 3411 and bent sections 3412 disposed at both ends of the straight section 3411. One end of the bent section 3412 is connected to the straight section 3411, and the other end extends toward the front of the vehicle and is hinged to the auxiliary rod 342 through a first pin 333. A rotational support point is provided between the straight section 3411 and the frame 11. One or more rotational support points can be provided, and the rotational support points can be disposed at both ends of the straight section 3411 or at the middle position of the straight section 3411, as long as they can provide stable support for the straight section 3411. In this embodiment, the frame 11 is fixedly connected with a seated bearing 343, and the straight section 3411 is rotatably connected to the frame 11 through the seated bearing 343 to form a rotational support point. In other embodiments, the frame 11 may be fixedly connected to a mounting base, the mounting base being machined with mounting holes 3351 that match the straight section 3411, and the mounting holes 3351 and the straight section 3411 forming a shaft hole fit to form a rotation support point.

[0041] Specifically, please refer to Figure 3 and Figure 4In this embodiment, the frame 11 is provided with two seated bearings 343, which are respectively located at both ends of the frame 11 in the width direction. The two ends of the straight section 3411 pass through the two seated bearings 343, forming rotational support points at both ends of the straight section 3411. By providing rotational support points between the straight section 3411 and the frame 11, a portion of the weight of the straight section 3411 can be transferred to the frame 11, thereby reducing the downward sag of the straight section 3411 and improving the stress condition at the first pin 333. Simultaneously, since the rotational support can also limit the displacement of the straight section 3411 in the left-right and up-down directions, the force transmission efficiency and accuracy on both sides of the main rod 341 can be better guaranteed.

[0042] Please see Figures 5 to 7 In one embodiment of this utility model, the steering knuckle 320 is provided with a hinge member 350 for connecting the connecting rod assembly 330 and the steering knuckle 320. One or more hinge members 350 may be provided, depending on the connection requirements between the connecting rod assembly 330 and the steering knuckle 320. Optionally, in this embodiment, one steering knuckle 320 is provided with two hinge members 350, corresponding to the upper connecting rod 331 and the lower connecting rod 332 respectively. The hinge member 350 includes an inner bushing 351 and an outer bushing 352. The inner bushing 351 passes through the inner hole of the outer bushing 352 and is rotatably connected to the outer bushing 352. The outer bushing 352 may be integrally formed with the steering knuckle 320 or fixedly connected to the steering knuckle 320 by bolts, etc. Optionally, in this embodiment, the outer bushing 352 is integrally formed with the steering knuckle 320. There are several ways to achieve a rotatable connection between the inner bushing 351 and the outer bushing 352. For example, a slewing bearing can be provided between the inner bushing 351 and the outer bushing 352 to achieve a rotatable connection between them; alternatively, a self-lubricating material can be provided between the inner bushing 351 and the outer bushing 352 to form lubrication between them, thereby achieving a rotatable connection between the inner bushing 351 and the outer bushing 352. Both the upper connecting rod 331 and the lower connecting rod 332 are provided with a connecting part 335, which is connected to the hinge member 350 at the corresponding position.

[0043] Specifically, the connecting part 335 is fixedly connected to the inner bushing 351. The connecting part 335 can be directly fixedly connected to the inner bushing 351, or it can be indirectly fixedly connected to the inner bushing 351 through other parts. There are various fixed connection methods. In one embodiment, the connecting part 335 is provided with a groove structure, and the hinge member 350 is snapped into the groove. The two sides of the groove correspond to the two end faces of the inner bushing 351, respectively. The two side walls of the groove are machined with mounting holes 3351. After the connecting bolt 355 passes through the mounting holes 3351 on both sides and the inner hole of the inner bushing 351, it is tightened by the nut 356, so that the two side walls of the groove abut and press against the end faces of the inner bushing 351 at the corresponding positions, thereby realizing the fixed connection between the connecting part 335 and the inner bushing 351. Further, in order to facilitate the fixed connection between the connecting part 335 and the inner bushing 351, in this embodiment, please refer to Figure 6 and Figure 7 An end cap 357 is installed in the mounting holes 3351 on both sides of the groove. The boss of the end cap 357 is inserted into the mounting hole 3351 and abuts against the end face of the inner bushing 351 on the corresponding side. The flange end of the end cap 357 facing the end face of the inner bushing 351 abuts against and presses against the side wall of the groove. The other side of the flange end of the end cap 357 presses against the head end face of the nut 356 or the connecting bolt 355. Thus, the indirect fixed connection between the connecting part 335 and the inner bushing 351 is achieved through the end cap 357.

[0044] In other embodiments, the connecting part 335 can also adopt any other method that can achieve a fixed connection with the inner bushing 351. Seals 353 are respectively provided at both ends of the outer bushing 352. The seals 353 can be fixedly connected to the inner hole of the outer bushing 352, or fixedly sleeved on the outer surface of the inner bushing 351, as long as they can provide a sealing effect on the cavity between the inner bushing 351 and the outer bushing 352. The seals 353 can be any sealing structure that meets the sealing requirements, such as O-rings or skeleton oil seals. By providing seals 353 at both ends of the outer bushing 352, not only can the leakage of grease or lubricating fluid in the cavity between the inner bushing 351 and the outer bushing 352 into the external environment be prevented, thus avoiding environmental pollution, but also external contaminants can be prevented from entering the cavity and polluting the internal environment, thus affecting the rotational operation between the inner bushing 351 and the outer bushing 352.

[0045] Please see Figure 6 and Figure 7In one embodiment of this utility model, the hinge member 350 further includes two nylon sleeves 354, which are respectively embedded at both ends of the outer bushing 352. The two nylon sleeves 354 can be thermoformed into the inner hole of the outer bushing 352, or they can be fixedly embedded in the inner hole of the outer bushing 352 by means of interference fit or other methods. Countersunk holes 3521 are machined at both ends of the outer bushing 352, and the countersunk holes 3521 are adapted to fit the nylon sleeves 354, with the nylon sleeves 354 embedded within the countersunk holes 3521. The two nylon sleeves 354 can be coaxially arranged or non-coaxially arranged, as long as the inner holes of both nylon sleeves 354 are coaxially arranged with the inner hole of the outer bushing 352. The inner diameter of the nylon sleeve 354 is smaller than the inner diameter of the outer bushing 352. The inner bushing 351 passes through the outer bushing 352. Both ends of the inner bushing 351 pass through the two nylon sleeves 354 respectively, and a clearance fit is formed between the outer diameter of the inner bushing 351 and the inner diameter of the nylon sleeve 354 to realize the rotational connection between the inner bushing 351 and the nylon sleeve 354, thereby realizing the rotational connection between the inner bushing 351 and the outer bushing 352.

[0046] Compared to using a slewing bearing to achieve the rotational connection between the inner bushing 351 and the outer bushing 352, this embodiment uses a nylon sleeve 354 to achieve the rotational connection between the inner bushing 351 and the outer bushing 352. This saves on the cost of manufacturing the hinge component 350, and because nylon itself has self-lubricating properties, it can continue to operate without additional lubrication, thus reducing operating and maintenance costs. Furthermore, compared to a slewing bearing, the nylon sleeve 354 also absorbs vibration and reduces mechanical noise, which is more conducive to improving the vehicle's noise reduction performance.

[0047] Please see Figure 6 and Figure 7 In one embodiment of this utility model, along the length of the outer bushing 352, at both ends of the outer bushing 352, one end face of the seal 353 abuts against the end face of the nylon sleeve 354 located on the same side, while the other end face is flush with the end face of the outer bushing 352 on the same side. The two end faces of the inner bushing 351 extend to the outer sides of the two end faces of the outer bushing 352, respectively. At both ends of the outer bushing 352, the extension lengths of the inner bushing 351 can be equal or unequal, as long as the end face of the inner bushing 351 protrudes beyond the end face of the outer bushing 352. This arrangement allows the seal 353 to be completely contained within the outer bushing 352, thereby reducing the probability of the seal 353 leaking and being damaged. Meanwhile, the two end faces of the inner bushing 351 are extended to the outer sides of the two end faces of the outer bushing 352, which facilitates the axial positioning and pressing between the connecting part 335 and the inner bushing 351, ensuring the stability of the fixed connection between the connecting part 335 and the inner bushing 351, thereby ensuring the stability of the rotational connection between the connecting rod assembly 330 and the steering knuckle 320.

[0048] Please see Figure 7 In one embodiment of this utility model, the sealing element 353 is a skeleton oil seal. The skeleton oil seal can be a single-lip skeleton oil seal, a double-lip skeleton oil seal, or other structural forms. In actual design and selection, the sealing requirements between the inner bushing 351 and the outer bushing 352 are taken into account. The skeleton oil seal includes an outer ring and an inner ring. The outer ring is the skeleton of the skeleton oil seal, and the inner ring is the sealing lip of the skeleton oil seal. The outer ring is fixedly connected to the outer bushing 352, that is, the skeleton is fixedly connected to the outer bushing 352. Specifically, the skeleton oil seal is accommodated in the countersunk hole 3521 at the end of the outer bushing 352. The outer circumferential surface of the skeleton oil seal and the hole wall of the countersunk hole 3521 form a tight fit connection to achieve the fixed connection between the outer ring of the skeleton oil seal and the outer bushing 352. The inner ring of the skeleton oil seal is fitted onto the inner bushing 351, meaning the sealing lip is fitted onto the outer circumferential surface of the inner bushing 351 and fits tightly against it to form a sealed connection. When the inner bushing 351 rotates relative to the outer bushing 352, the sealing lip rotates relative to the outer circumferential surface of the inner bushing 351. By using a skeleton oil seal, it is not necessary to machine groove structures on the inner bushing 351 or the outer bushing 352 to achieve the installation of the seal 353 between the inner bushing 351 and the outer bushing 352. This simplifies the installation structure of the seal 353, facilitates the machining of the inner bushing 351 and the outer bushing 352, and reduces the overall manufacturing cost of the hinge component 350. Furthermore, since the skeleton oil seal is a standard component, the procurement cost is lower and the procurement cycle is shorter. Meanwhile, the skeleton oil seal has a better sealing effect than structures such as O-ring seals, which helps to ensure a good sealing environment between the inner bushing 351 and the outer bushing 352, thereby extending the service life of the inner bushing 351 and the outer bushing 352.

[0049] This utility model's vehicle body structure, by surrounding the stabilizer bar on the exterior of the mounting space facing the rear of the vehicle, achieves a clearance arrangement between the stabilizer bar and the mounting space. This prevents the stabilizer bar from occupying internal space within the mounting space, facilitating the arrangement and installation of rear-wheel drive components and contributing to a compact chassis design. Simultaneously, the stabilizer bar does not occupy external upper space within the mounting space, further simplifying the access and placement of rear-wheel drive components. Furthermore, because the stabilizer bar is located outside the mounting space, it can be isolated from the rear-wheel drive components via the chassis, reducing the probability of collisions and friction between them during vehicle operation and ensuring vehicle safety. Therefore, this utility model effectively overcomes some practical problems in the prior art, thus possessing high utilization value and practical significance.

[0050] 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 vehicle body structure, characterized in that, include: The vehicle frame has a mounting space for accommodating rear-drive components on the side near the rear of the vehicle. The steering knuckle comprises two sets, each set of which is connected to the rear wheels on both sides of the vehicle frame. The linkage assembly includes two sets, which are located on both sides of the vehicle frame in the width direction and respectively connect the two sets of steering knuckles and the vehicle frame; A stabilizer bar connects the two sets of the aforementioned linkage assemblies; The stabilizer bar is arranged around the outside of the mounting space facing the rear of the vehicle.

2. The vehicle body structure according to claim 1, characterized in that, The stabilizer bar includes a main bar and a secondary bar. The secondary bar includes two sets, and the two sets of secondary bars are respectively connected to the connecting rod assembly on the same side. The two ends of the main bar are respectively rotatably connected to the two sets of secondary bars, forming two first rotation points. Both first rotation points are located above the connecting rod assembly.

3. The vehicle body structure according to claim 2, characterized in that, Along the height direction of the vehicle body, the installation height of the main rod is higher than the installation height of the connecting rod assembly.

4. The vehicle body structure according to claim 2, characterized in that, A rotational support point is provided between the main rod and the vehicle frame.

5. The vehicle body structure according to claim 2, characterized in that, The linkage assembly includes an upper linkage and a lower linkage, with two sets of auxiliary rods respectively connected to the lower linkage on the same side.

6. The vehicle body structure according to claim 1, characterized in that, The steering knuckle is provided with a hinge component, which includes an inner bushing and an outer bushing that are rotatably connected to each other. The connecting rod assembly is fixedly connected to the inner bushing. Seals are provided at both ends of the outer bushing to seal the cavity between the inner bushing and the outer bushing.

7. The vehicle body structure according to claim 6, characterized in that, The hinge component further includes two nylon sleeves, which are respectively embedded at both ends of the outer bushing. The inner diameter of the nylon sleeve is smaller than the inner diameter of the outer bushing. The inner bushing passes through the outer bushing and its two ends pass through the two nylon sleeves respectively, forming a clearance fit with the nylon sleeves.

8. The vehicle body structure according to claim 7, characterized in that, Along the length of the outer bushing, one end of the seal abuts against the end face of the nylon sleeve on the same side, and the other end is flush with the end face of the outer bushing. The two end faces of the inner bushing extend to the outer sides of the two end faces of the outer bushing, respectively.

9. The vehicle body structure according to claim 6, characterized in that, The sealing element is a skeleton oil seal. The outer ring of the skeleton oil seal is fixedly connected to the outer bushing, and the inner ring of the skeleton oil seal is fitted onto the inner bushing and rotatably connected to the inner bushing.

10. An all-terrain vehicle, characterized in that, Includes a vehicle body structure, the vehicle body structure comprising: The vehicle frame has a mounting space for accommodating rear-drive components on the side near the rear of the vehicle. The steering knuckle comprises two sets, each set of which is connected to the rear wheels on both sides of the vehicle frame. The linkage assembly includes two sets, which are located on both sides of the vehicle frame in the width direction and respectively connect the two sets of steering knuckles and the vehicle frame; A stabilizer bar connects the two sets of the aforementioned linkage assemblies; The stabilizer bar is arranged around the outside of the mounting space facing the rear of the vehicle.

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