All-terrain vehicle

Abstract

An all-terrain vehicle comprises a vehicle frame, a vehicle body covering part, a walking system, a power system, a transmission system and a suspension system. The power system is supported by the frame and provides power for the walking system, and the suspension system is connected with the walking system and the frame. The suspension system comprises a steering knuckle, an upper control arm, a lower control arm and a shock absorber, and the upper control arm is located above the lower control arm; one end of the upper control arm is connected with the frame, and the other end of the upper control arm is rotationally connected with the steering knuckle; the lower control arm comprises a first sub-arm and a second sub-arm, the ends, away from the longitudinal plane, of the first sub-arm and the second sub-arm are connected with the steering knuckle, the ends, close to the longitudinal plane, of the first sub-arm and the second sub-arm are connected with the frame, the walking wheels are rotationally connected to the side face, away from the longitudinal plane, of the steering knuckle, and the shock absorber is connected with the frame and the upper control arm. Due to the arrangement, the performance of the suspension system is better, and the comfort of the all-terrain vehicle is higher.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an all-terrain vehicle. Background Technology

[0002] All-terrain vehicles (ATVs) are vehicles designed for off-road use. For example, ATVs can travel in deserts and jungles. The suspension system is a crucial component between the chassis and wheels, transmitting forces and torques from the road surface, mitigating and suppressing impacts and vibrations from the road, and reducing system noise. Because ATVs operate on harsh off-road conditions, high-performance suspensions are essential. Double wishbone suspensions are widely used in ATVs due to their high load-bearing capacity, high lateral stiffness, and good grip. To achieve better handling and comfort, a virtual kingpin double wishbone suspension with a split lower control arm structure has emerged. However, in related technologies, the double wishbone suspension has only one ball joint between the upper and lower control arms, resulting in limited degrees of freedom. Furthermore, the kingpin axis of this type of suspension is located inside the wheel and, due to spatial constraints, far from the wheel end. This makes the vehicle prone to swaying when the wheels are subjected to external forces during driving, leading to insufficient comfort. Utility Model Content

[0003] In view of this, this application provides an all-terrain vehicle with high comfort.

[0004] This application provides an all-terrain vehicle, including a frame, body panels, a running gear system, a power system, a transmission system, and a suspension system. The body panels are at least partially mounted on the frame. The running gear system is connected to the frame and at least partially located below the frame, and includes wheels. The power system is supported by the frame and provides power to the running gear system. The transmission system connects the power system and the running gear system. The suspension system connects the running gear system and the frame. The suspension system includes a steering knuckle, an upper control arm, a lower control arm, and a shock absorber. Along the height direction of the frame, the upper control arm is located above the lower control arm. One end of the upper control arm is connected to the frame, and the other end is rotatably connected to the steering knuckle. The lower control arm includes a first sub-arm and a second sub-arm. A longitudinal plane is defined, substantially perpendicular to the width direction of the frame and passing through the center of the frame width. The ends of the first and second sub-arms away from the longitudinal plane are respectively connected to the steering knuckle, and the ends of the first and second sub-arms closer to the longitudinal plane are respectively connected to the frame. The wheels are rotatably connected to the side of the steering knuckle away from the longitudinal plane. The shock absorber connects the frame and the upper control arm.

[0005] Optionally, the upper control arm includes a shock absorber connection, a first support arm, and a second support arm. Along the width direction of the frame, the first support arm and the second support arm are located on the side of the shock absorber connection away from the longitudinal plane. The shock absorber is connected to the shock absorber connection. The frame has a first connection position and a second connection position, which are located on the same side of the longitudinal plane. The end of the first support arm away from the shock absorber connection is connected to the first connection position, and the end of the second support arm away from the shock absorber connection is connected to the second connection position.

[0006] Optionally, the shock absorber connection is rotatably connected to the steering knuckle via a spherical hinge.

[0007] Optionally, the end of the first arm away from the shock-absorbing connection is rotatably connected to the first connection position via a first pivot, and the end of the second arm away from the shock-absorbing connection is rotatably connected to the second connection position via a second pivot.

[0008] Optionally, the frame includes a front axle rotatably connected to a steering knuckle, with a first pivot and a second pivot located above the front axle.

[0009] Optionally, the ends of the first and second subarms furthest from the longitudinal plane are rotatably connected to the steering knuckle via spherical hinges.

[0010] Optionally, along the width direction of the frame, the connection point between the first sub-arm and the frame is higher than the connection point between the second sub-arm and the frame.

[0011] Optionally, the upper control arm includes a first arm and a second arm, which are arranged along the length of the frame. The shock absorber is connected to the first arm or the second arm. The frame has a first connection position and a second connection position, which are located on the same side of the longitudinal plane. The end of the first arm near the longitudinal plane is connected to the first connection position, and the end of the second arm near the longitudinal plane is connected to the second connection position.

[0012] Optionally, the ends of the first and second arms furthest from the longitudinal plane are rotatably connected to the steering knuckle.

[0013] Optionally, the running wheel includes a rim and a tire, with the tire positioned on the outer circumference of the rim, and the length of the steering knuckle being less than the inner diameter of the rim.

[0014] The all-terrain vehicle of this application has a suspension system including a steering knuckle, an upper control arm, a lower control arm, and a shock absorber. Along the height direction of the frame, the upper control arm is located above the lower control arm. One end of the upper control arm is connected to the frame, and the other end of the upper control arm is rotatably connected to the steering knuckle. The lower control arm includes a first sub-arm and a second sub-arm. The ends of the first and second sub-arms away from the longitudinal plane are respectively connected to the steering knuckle, and the ends of the first and second sub-arms close to the longitudinal plane are respectively connected to the frame. The travel wheel is rotatably connected to the side of the steering knuckle away from the longitudinal plane. The shock absorber connects the frame and the upper control arm, thereby giving the lower control arm more degrees of freedom, allowing for flexible suspension system tuning, making it easy to obtain ideal kinematic and compliance characteristics of the suspension system, while improving the suspension system's resistance to disturbances and providing superior directional stability during acceleration / braking. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of an all-terrain vehicle in one embodiment of this application;

[0016] Figure 2 This is a schematic diagram of the connection structure between the suspension system, the running wheel, and the frame on the front left side of an all-terrain vehicle in one embodiment of this application;

[0017] Figure 3 This is a schematic diagram of the connection structure between the suspension system and the frame on the front left side of an all-terrain vehicle in one embodiment of this application;

[0018] Figure 4 This is a front view of the connection structure between the suspension system and the frame on the front left side of an all-terrain vehicle in one embodiment of this application;

[0019] Figure 5 This is a schematic diagram of the overall structure of the suspension system on the front left side of an all-terrain vehicle in one embodiment of this application;

[0020] Figure 6 This is a front view of the suspension system on the left front side of an all-terrain vehicle in one embodiment of this application. Detailed Implementation

[0021] To further illustrate the technical means and effects adopted by this application to achieve the intended purpose, the following description, in conjunction with the accompanying drawings and embodiments, is provided. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0023] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the embodiments and features described below can be combined with each other.

[0024] Please see Figure 1 and Figure 2 An all-terrain vehicle 100 includes a frame 11, a body panel 12, a running gear 13, a power system 14, and a transmission system 15. The body panel 12 is at least partially disposed on the frame 11, the running gear 13 is connected to the frame 11 and at least partially located below the frame 11, the power system 14 is supported by the frame 11, and the transmission system 15 connects the power system 14 and the running gear 13, thereby providing power to the running gear 13.

[0025] To facilitate the description of the technical solutions in this application, the front, rear, left, right, up, and down directions are also defined as shown in the figure. Among them, the front-rear direction refers to the length direction of the frame 11, the left-right direction refers to the width direction of the frame 11, and the up-down direction refers to the height direction of the frame 11.

[0026] The following describes the connection method between the front wheel located on the left side of the frame 11 and the frame 11.

[0027] Please see Figure 3 and Figure 4 In some embodiments, the suspension system 16 includes a steering knuckle 161, an upper control arm 162, a lower control arm 163, and a shock absorber 164. Along the height direction of the frame 11, the upper control arm 162 is located above the lower control arm 163, and the shock absorber 164 connects the frame 11 and the upper control arm 162.

[0028] Please see Figure 2 and Figure 5 In some embodiments, the upper control arm 162 is an integral structure, with one end of the upper control arm 162 connected to the frame 11 and the other end of the upper control arm 162 rotatably connected to the steering knuckle 161.

[0029] In some embodiments, a plane that is substantially perpendicular to the width direction of the frame 11 and passes through the center of the width of the frame 11 is defined as the longitudinal plane S. The upper control arm 162 includes a shock-absorbing connection 1621, a first support arm 1622 and a second support arm 1623. Along the width direction of the frame 11, the first support arm 1622 and the second support arm 1623 are located on the side of the shock-absorbing connection 1621 away from the longitudinal plane S.

[0030] In some embodiments, the shock-absorbing connection 1621 is rotatably connected to the steering knuckle 161 via a spherical hinge.

[0031] The frame 11 has a first connection position 111 and a second connection position 112. The first connection position 111 and the second connection position 112 are located on the same side of the longitudinal plane S. The end of the first support arm 1622 away from the shock-absorbing connection part 1621 is connected to the first connection position 111, and the end of the second support arm 1623 away from the shock-absorbing connection part 1621 is connected to the second connection position 112.

[0032] In some embodiments, the first connection bit 111 and the second connection bit 112 are substantially at the same horizontal level.

[0033] In some embodiments, the end of the first arm 1622 away from the shock-absorbing connection 1621 is rotatably connected to the first connection position 111 via the first pivot 1624, and the end of the second arm 1623 away from the shock-absorbing connection 1621 is rotatably connected to the second connection position 112 via the second pivot 1625.

[0034] Please see Figure 2 and Figure 4 In some embodiments, the frame 11 includes a front axle 116, which is rotatably connected to a steering knuckle 161. A first pivot 1624 and a second pivot 1625 are located above the front axle 116, so that the first control arm 1622 and the first connection position 111 are arranged at a higher position, which helps to increase the roll center and reduce the roll angle of the all-terrain vehicle 100 when cornering, thereby improving the driving stability of the all-terrain vehicle 100.

[0035] Please see Figure 2 and Figure 5 In some embodiments, one end of the shock absorber 164 is connected to the shock absorber connection 1621. The frame 11 also has a third connection position 113, which is disposed above the first connection position 111 and the second connection position 112 along the height direction of the frame 11. The other end of the shock absorber 164 is connected to the third connection position 113.

[0036] In some embodiments, one end of the shock absorber 164 is rotatably connected to the third connection position 113 via a first pin 1641, and the other end of the shock absorber 164 is rotatably connected to the shock-absorbing connection part 1621 via a second pin 1642.

[0037] In some other embodiments, the upper control arm 162 is a split structure (not shown in the figure), and the upper control arm 162 includes a first arm 1622 and a second arm 1623, which are arranged along the length direction of the frame 11.

[0038] The frame 11 has a first connection position 111 and a second connection position 112. The first connection position 111 and the second connection position 112 are located on the same side of the longitudinal plane S. The end of the first support arm 1622 near the longitudinal plane S is connected to the first connection position 111, and the end of the second support arm 1623 near the longitudinal plane S is connected to the second connection position 112.

[0039] In some embodiments, one end of the shock absorber 164 is connected to the first support arm 1622, and the other end of the shock absorber 164 is connected to the third connection position 113.

[0040] In some embodiments, one end of the shock absorber 164 is connected to the second arm 1623, and the other end of the shock absorber 164 is connected to the third connection position 113.

[0041] In some embodiments, the ends of the first arm 1622 and the second arm 1623 that are away from the longitudinal plane S are respectively rotatably connected to the steering knuckle 161.

[0042] Please see Figure 2 and Figure 5 In some embodiments, the lower control arm 163 includes a first sub-arm 1631 and a second sub-arm 1632, the first sub-arm 1631 and the second sub-arm 1632 are located on the same side of the longitudinal plane S, and the first sub-arm 1631 and the second sub-arm 1632 are arranged along the length direction of the frame 11.

[0043] The ends of the first sub-arm 1631 and the second sub-arm 1632 away from the longitudinal plane S are respectively connected to the steering knuckle 161. The frame 11 also has a fourth connection position 114 and a fifth connection position 115, wherein the fourth connection position 114 and the fifth connection position 115 are located below the first connection part and the second connection part.

[0044] The first sub-arm 1631 is connected to the fourth connection position 114 at one end near the longitudinal plane S, and the second sub-arm 1632 is connected to the fourth connection position 114 at the other end near the longitudinal plane S.

[0045] Please see Figure 4 and Figure 6In some embodiments, the ends of the first sub-arm 1631 and the second sub-arm 1632 away from the longitudinal plane S are rotatably connected to the steering knuckle 161 via ball joints. By connecting the ends of the first sub-arm 1631 and the second sub-arm 1632 away from the longitudinal plane S to the steering knuckle 161, and the ends of the first sub-arm 1631 and the second sub-arm 1632 near the longitudinal plane S to the frame 11, the running wheel 131 is rotatably connected to the side of the steering knuckle 161 away from the longitudinal plane S, and the shock absorber 164 connects the frame 11 and the upper control arm 162, the lower control arm 163 has more degrees of freedom, the suspension system is more flexible in tuning, and it is easier to obtain ideal kinematic and compliance characteristics of the suspension system. At the same time, it can improve the anti-disturbance ability of the suspension system and bring superior directional stability during acceleration / braking.

[0046] In some embodiments, along the width direction of the frame 11, the connection point between the first sub-arm 1631 and the frame 11 is higher than the connection point between the second sub-arm 1632 and the frame 11, that is, the position of the fourth connection position 114 is higher than the position of the fifth connection position 115, so that the kingpin axis of the all-terrain vehicle 100 is closer to the end face of the travel wheel 131 away from the longitudinal plane S, which is beneficial to improving the anti-disturbance capability of the suspension system, thereby improving the directional stability of the all-terrain vehicle 100 during acceleration or braking.

[0047] Please see Figure 2 and Figure 5 In some embodiments, the travel wheel 131 is rotatably connected to the side of the steering knuckle 161 away from the longitudinal plane S. The travel wheel 131 includes a rim 1311 and a tire 1312, the tire 1312 being disposed on the outer circumferential surface of the rim 1311, and the length of the steering knuckle 161 being less than the inner diameter of the rim 1311.

[0048] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel, said body panel being at least partially disposed on a vehicle frame; A walking system, at least partially located under the vehicle frame, the walking system including wheels; A power system, which is supported by the vehicle frame and provides power to the running gear; A transmission system that drivesly connects the power system and the walking system; A suspension system that connects the running gear and the vehicle frame; The suspension system is characterized by comprising a steering knuckle, an upper control arm, a lower control arm, and a shock absorber. Along the height direction of the vehicle frame, the upper control arm is positioned above the lower control arm. One end of the upper control arm is connected to the vehicle frame, and the other end is rotatably connected to the steering knuckle. The lower control arm comprises a first sub-arm and a second sub-arm. A longitudinal plane is defined as a plane substantially perpendicular to the width direction of the vehicle frame and passing through the center of the vehicle frame's width. The ends of the first sub-arm and the second sub-arm away from the longitudinal plane are respectively connected to the steering knuckle, and the ends of the first sub-arm and the second sub-arm close to the longitudinal plane are respectively connected to the vehicle frame. The travel wheel is rotatably connected to the side of the steering knuckle away from the longitudinal plane. The shock absorber connects the vehicle frame and the upper control arm.

2. The all-terrain vehicle as described in claim 1, characterized in that, The upper control arm includes a shock-absorbing connection, a first support arm, and a second support arm. Along the width direction of the vehicle frame, the first support arm and the second support arm are located on the side of the shock-absorbing connection away from the longitudinal plane. The shock absorber is connected to the shock-absorbing connection. The vehicle frame has a first connection position and a second connection position. The first connection position and the second connection position are located on the same side of the longitudinal plane. The end of the first support arm away from the shock-absorbing connection is connected to the first connection position, and the end of the second support arm away from the shock-absorbing connection is connected to the second connection position.

3. The all-terrain vehicle as described in claim 2, characterized in that, The shock-absorbing connection is rotatably connected to the steering knuckle via a spherical hinge.

4. The all-terrain vehicle as described in claim 2, characterized in that, The end of the first arm away from the shock-absorbing connection is rotatably connected to the first connection position via a first pivot, and the end of the second arm away from the shock-absorbing connection is rotatably connected to the second connection position via a second pivot.

5. The all-terrain vehicle as described in claim 4, characterized in that, The vehicle frame includes a front axle rotatably connected to the steering knuckle, and the first pivot and the second pivot are located above the front axle.

6. The all-terrain vehicle as described in claim 1, characterized in that, The ends of the first sub-arm and the second sub-arm away from the longitudinal plane are rotatably connected to the steering knuckle via spherical hinges.

7. The all-terrain vehicle as described in claim 6, characterized in that, Along the width direction of the frame, the connection point between the first sub-arm and the frame is higher than the connection point between the second sub-arm and the frame.

8. The all-terrain vehicle as described in claim 1, characterized in that, The upper control arm includes a first arm and a second arm, which are arranged along the length of the frame. The shock absorber is connected to the first arm or the second arm. The frame has a first connection position and a second connection position, which are located on the same side of the longitudinal plane. The end of the first arm near the longitudinal plane is connected to the first connection position, and the end of the second arm near the longitudinal plane is connected to the second connection position.

9. The all-terrain vehicle as described in claim 8, characterized in that, The ends of the first arm and the second arm that are away from the longitudinal plane are respectively rotatably connected to the steering knuckle.

10. The all-terrain vehicle as described in claim 1, characterized in that, The traveling wheel includes a rim and a tire, the tire being disposed on the outer circumference of the rim, and the length of the steering knuckle being less than the inner diameter of the rim.

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