Control arm structure of all-terrain vehicle and all-terrain vehicle

Abstract

The utility model provides a control arm structure of an all-terrain vehicle and the all-terrain vehicle. The control arm structure comprises a steering knuckle connecting part, a first arm and a second arm. The second arm comprises a first straight section and a second straight section which are connected with each other. In the plane perpendicular to the axis of the first shaft hole, the projections of the first arm, the first straight section and the second straight section in the extending direction form a triangular structure. Through the arrangement of the first arm, the first straight section and the second straight section in the space, a space stress structure of a triangular structure is formed, force from different directions can be uniformly dispersed to all parts of the control arm, local stress concentration is avoided, meanwhile, the space stress structure of the triangular structure is good in mechanical stability, and the stability is good. Energy can be better absorbed and dispersed, the impact resistance is improved, the risk of local deformation or damage is reduced, and therefore the service life of the control arm is prolonged.

Description

TECHNICAL FIELD

[0001] The utility model relates to all terrain vehicle control arm structure design technical field, concretely relates to all terrain vehicle's control arm structure and all terrain vehicle. BACKGROUND

[0002] All terrain vehicle is usually used in cross country, rugged terrain, needs high durability and reliability, in the existing all terrain vehicle, front and rear suspension usually adopts double wishbone type independent suspension structure, and this structure has good stability and maneuverability. Control arm is one of the important component structures of suspension system, and the control arm of all terrain vehicle is usually connected with shock absorber, stabilizer bar, knuckle and other structures, and the structural strength requirement is higher. The current common control arm structure design is relatively simple, and usually has two main pipes in front and back directions, reinforcing structure and connecting structure, and the lightweight design and structural strength of the control arm structure need to be further improved. SUMMARY

[0003] In view of the problems existing in the prior art, the utility model provides a control arm structure of all terrain vehicle and all terrain vehicle to improve the technical problem that the current control arm structure is relatively simple and difficult to consider the structure lightweight and structural strength.

[0004] To achieve the above object and other related objects, the first aspect of the utility model provides a control arm structure of all terrain vehicle, the control arm structure includes a knuckle connecting part, a first arm and a second arm. The knuckle connecting part has a first shaft hole rotatably connected with a knuckle. One end of the first arm is fixedly connected with the knuckle connecting part, and the other end has a first vehicle body connecting part rotatably connected with a vehicle body. The second arm includes a first straight section and a second straight section connected with each other, one end of the first straight section has a second vehicle body connecting part rotatably connected with the vehicle body, the first straight section is connected with the second straight section, and one end of the second straight section away from the first straight section is rotatably connected with the knuckle connecting part. Wherein, in the plane perpendicular to the axis of the first shaft hole, the projection of the extension direction of the first arm, the first straight section and the second straight section forms a triangular structure.

[0005] In the control arm structure embodiment of the utility model, the second arm is a tubular structure, and the tubular structure is integrally bent and formed into the first straight section and the second straight section.

[0006] In the control arm structure embodiment of the utility model, the control arm structure further includes a shock absorber connecting part and a third arm, the shock absorber connecting part is arranged on the first arm, and the third arm is fixedly connected with the shock absorber connecting part and the knuckle connecting part respectively.

[0007] In the control arm structure one embodiment of the utility model, the shock absorber connecting portion has the second shaft hole that rotates with shock absorber connection, the second bushing is inserted on the second shaft hole.

[0008] In the control arm structure one embodiment of the utility model, the second bushing includes the coaxial second sleeve portion and second flange portion, the second sleeve portion is inserted in the second shaft hole, the second flange portion is arranged at one end of the second sleeve portion, and abuts the shock absorber connecting portion.

[0009] In the control arm structure one embodiment of the utility model, the third arm is commonly welded with the second bushing and the shock absorber connecting portion.

[0010] In the control arm structure one embodiment of the utility model, the third arm is commonly welded with the second bushing and the shock absorber connecting portion.

[0011] In the control arm structure one embodiment of the utility model, the first bushing is inserted on the first shaft hole.

[0012] In the control arm structure one embodiment of the utility model, the first bushing includes the coaxial first sleeve portion and first flange portion, the first sleeve portion is inserted in the first shaft hole, and the first flange portion is arranged at one end of the first sleeve portion and abuts the knuckle connecting portion.

[0013] In the control arm structure one embodiment of the utility model, the first arm and the second arm are further fixedly connected with a plurality of reinforcing portions.

[0014] The utility model discloses a second aspect further provides a kind of all terrain vehicle, the all terrain vehicle includes vehicle body, knuckle and the control arm structure that rotates the vehicle body with the knuckle is connected.The control arm structure includes knuckle connecting portion, first arm and second arm.The knuckle connecting portion has with the first shaft hole that knuckle rotates connection.The first arm one end is fixedly connected with the knuckle connecting portion, and the other end has with the first vehicle body connecting portion that vehicle body rotates connection.The second arm includes the first straight section and the second straight section that are connected with each other, the first straight section one end has with the second vehicle body connecting portion that vehicle body rotates connection, the first straight section is connected with the second straight section, and the second straight section one end away from the first straight section is connected with the knuckle connecting portion rotation.The projection of the extension direction of the first arm, first straight section, second straight section in the plane perpendicular to the first shaft hole axis forms triangle structure.

[0015] In the control arm structure of the all-terrain vehicle and the all-terrain vehicle, through arrangement of the first arm, the first straight section and the second straight section in space, a triangular structure space stress structure is formed, forces from different directions can be evenly dispersed to each part of the control arm, and local stress concentration is avoided. Meanwhile, the triangular structure space stress structure has good mechanical stability, can better absorb and disperse energy, improves impact resistance, reduces the risk of local deformation and damage, and thus prolongs the service life of the control arm. Further, the reasonable triangular structure design of the first arm, the first straight section and the second straight section can avoid installation connection of other structural components of the vehicle located at the control arm structure, can better control the gap with the surrounding structural components, and reduces the vehicle assembly difficulty. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical scheme in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other embodiments can be obtained from these drawings without creative labor.

[0017] Figure 1 For the control arm structure of an embodiment of the present application and the steering knuckle connection state diagram Figure 1 ;

[0018] Figure 2 For the control arm structure of an embodiment of the present application and the steering knuckle connection state diagram Figure 2 ;

[0019] Figure 3 For the control arm structure of an embodiment of the present application and the structure diagram Figure 1 ;

[0020] Figure 4 For the control arm structure of an embodiment of the present application and the structure diagram Figure 2 ;

[0021] Figure 5 For the control arm structure of an embodiment of the present application and the structure diagram Figure 3 ;

[0022] Figure 6 For the control arm structure of an embodiment of the present application and the third arm and its connection diagram Figure 1 ;

[0023] Figure 7 For the control arm structure of an embodiment of the present application and the third arm and its connection diagram Figure 2 ;

[0024] Figure 8It is first bushing installation connection schematic view in the embodiment of the utility model control arm structure one;

[0025] Figure 9 It is second bushing installation connection schematic view in the embodiment of the utility model control arm structure one;

[0026] Figure 10 It is first bushing installation state sectional view in the embodiment of the utility model control arm structure one;

[0027] Figure 11 It is second bushing structure schematic view in the embodiment of the utility model control arm structure one;

[0028] Figure 12 It is control arm structure on the vehicle body installation position schematic view of the utility model;

[0029] Figure 13 It is structure schematic view in the embodiment of the utility model all terrain vehicle.

[0030] Element number explanation:

[0031] 1, all terrain vehicle;10, steering knuckle;20, shock absorber;30, vehicle body;100, steering knuckle connecting portion;110, first axle hole;200, first arm;210, first vehicle body connecting portion;300, second arm;310, first straight section;320, second straight section;330, second vehicle body connecting portion;400, shock absorber connecting portion;410, second axle hole;500, third arm;510, welding groove;600, first bushing;610, first sleeve portion;620, first flange portion;700, second bushing;710, second sleeve portion;720, second flange portion;800, reinforcing portion. Specific implementation

[0032] The following through specific concrete example, the person skilled in the art can easily understand the other advantages and effects of the utility model from the content disclosed in the specification. The utility model can also be implemented or applied by another different specific implementation, and each detail in the specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the utility model. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict. It should also be understood that the terms used in the embodiments of the utility model are for describing specific specific implementation, not for limiting the protection scope of the utility model. The test method in the following embodiments is not specified, usually according to conventional conditions, or according to the conditions recommended by each manufacturer.

[0033] When the embodiments give a numerical range, it should be understood that, unless otherwise stated by the utility model, both ends of each numerical range and any number between the two ends can be selected. Unless otherwise defined, all technical and scientific terms used in the utility model are used in the same sense as those skilled in the art of the prior art and the description of the utility model, and any method, equipment and material of the prior art similar or equivalent to the method, equipment and material in the embodiments of the utility model can be used to realize the utility model.

[0034] It should be understood that the terms such as "upper", "lower", "left", "right", "intermediate" and "one" cited in the specification are only for the convenience of clear description, and are not intended to limit the scope of the utility model, and the change or adjustment of the relative relationship is also considered as the scope of the utility model without substantial change of the technical content.

[0035] In order to improve the technical problems that the existing control arm structure is relatively simple and difficult to consider lightweight and structural strength, the utility model provides a control arm structure of an all-terrain vehicle and an all-terrain vehicle. By changing the arrangement of the control arm structure in space, the force from different directions is evenly distributed to each part of the control arm structure, avoiding local stress concentration, better absorbing and dispersing energy, and improving the impact resistance.

[0036] Please refer to Figure 1 and Figure 13 The first aspect of the utility model provides a control arm structure of an all-terrain vehicle, which is an important part of the vehicle suspension system and is usually connected with the vehicle structure parts such as stabilizer bar, shock absorber, steering knuckle, etc. It should be noted that the control arm structure of the utility model can be widely used in vehicle suspension system, and its specific application position and form can be adjusted according to actual needs. For example, the control arm structure can be used for the upper control arm structure or the lower control arm structure in the front suspension system of the vehicle, or can be used for the upper control arm structure or the lower control arm structure in the rear suspension system of the vehicle. The utility model does not limit the specific application position of the control arm structure, and the core is to realize lightweight design and structural strength improvement through space stress structure and triangular layout.

[0037] Specifically, in this embodiment, the lower control arm structure of the vehicle rear suspension system is taken as an example to illustrate the technical scheme of the utility model in detail. The control arm structure comprises a steering knuckle connecting part 100, a first arm 200 and a second arm 300. The steering knuckle connecting part 100 is rotatably connected with the steering knuckle 10 of the vehicle through the first shaft hole 110, realizing flexible connection of the wheel and the suspension system. The structure of the steering knuckle connecting part 100 is not limited, which can be any suitable type structure meeting the rotatable connection of the steering knuckle 10 and the suspension system. Specifically, please refer to Figure 1In the embodiment, the knuckle connecting part 100 is a sheet metal structure adapted to be fixedly connected with the knuckle 10, so as to reduce the overall design weight of the control arm structure.

[0038] Please refer to Figure 1 and Figure 2 The first arm 200 is a rear arm of the control arm structure, which is a control arm structure close to the tail of the vehicle. One end of the first arm 200 can be fixedly connected with the knuckle connecting part 100 by welding, bolting or other fixed connection methods, to ensure the connection strength and stability between the two. The other end has a first vehicle body connecting part 210 rotatably connected with the vehicle body 30, which is connected with the vehicle body 30 through a rotary connection method (such as hinged or ball joint), so that the first arm 200 can adapt to the movement requirements of the suspension system during vehicle driving. Specifically, in the embodiment, the first arm 200 is welded with the knuckle connecting part 100, and the first vehicle body connecting part 210 is hinged with the vehicle body 30. In the embodiment, the first arm 200 can be a sheet metal structure or a tubular structure, etc. In the lower control arm structure of the rear suspension system of the vehicle, since the first arm 200 is the main force receiving member of the control arm structure and the knuckle 10 and the shock absorber 20 are installed, the first arm 200 is preferably a straight arm structure, which facilitates installation and connection and reduces assembly difficulty.

[0039] Please refer to Figure 1 , Figure 2 and Figure 5The second arm 300 comprises a first straight section 310 and a second straight section 320 connected to each other, and the first straight section 310 is arranged at an angle with the second straight section 320. The angle of the first straight section 310 and the second straight section 320 is not limited, and can be designed according to the layout of the suspension system of a specific vehicle model, as long as the connection of other structural parts of the vehicle located at the control arm structure can be avoided and adapted, the clearance of the control arm structure and the surrounding structural parts can be better ensured, and the assembly difficulty of the vehicle is reduced. For example, the angle between the first straight section 310 and the second straight section 320 can be an obtuse angle, or a right angle or an acute angle. One end of the first straight section 310 is provided with a second vehicle body connecting part 330 rotatably connected with the vehicle body 30. The first straight section 310 is connected with the second straight section 320. The first straight section 310 and the second straight section 320 can be an integral bent metal part or a tubular structure, or can be an integral casting or a split welding structure. The end of the second straight section 320 away from the first straight section 310 is rotatably connected with the knuckle connecting part 100. In the plane perpendicular to the axis line of the first shaft hole 110, the projection of the first arm 200, the first straight section 310 and the second straight section 320 in the extension direction forms a triangular structure. Compared with the planar force structure design of the existing control arm structure, the control arm structure of the utility model adopts a triangular space force structure, which can uniformly disperse the force from different directions to the first arm 200, the second arm 300 and other structures of the control arm structure, avoids local stress concentration, and has good mechanical stability of the triangular space force structure, can better absorb and disperse energy, improves the impact resistance of the control arm structure, reduces the risk of local deformation and damage, improves the overall strength of the control arm structure, thereby prolongs the service life of the control arm.

[0040] Please refer to Figure 1 and Figure 2In the control arm structure embodiment of the utility model, the second arm 300 adopts tubular structure, the tubular structure forms the first straight section 310 and the second straight section 320 through integral bending forming process. Specifically, the tubular structure of the second arm 300 can be made of high-strength material (such as aluminum alloy or high-strength steel), and its cross-sectional shape can be circular, rectangular or other optimized shape, so as to realize lightweight design while ensuring the mechanical properties of the control arm structure. In this embodiment, the second arm 300 is a circular pipe. The tubular structure of the second arm 300 can reduce the amount of material used while ensuring the strength of the control arm structure, thereby realizing lightweight design and reducing the overall weight of the vehicle. The first straight section 310 and the second straight section 320 of the tubular structure are integrally bent and formed, which ensures the integrity and reliability of the structure of the second arm 300, and the integral bending forming process simplifies the manufacturing process. It should be noted that in the plane perpendicular to the axis of the first shaft hole 110, the second arm 300 can be bent upwards or downwards, and can be determined according to the actual avoidance requirements, as long as the projection of the first arm 200, the first straight section 310 and the second straight section 320 in the plane perpendicular to the axis of the first shaft hole 110 forms a triangular structure. When the first straight section 310 and the second straight section 320 are bent, one side of the pipe wall at the bending part is stretched, the wall thickness is thinned, the other side of the pipe wall is extruded, the wall thickness is increased, and the strength of the side with increased wall thickness is also increased. Effectively improve the strength of the bending part, effectively disperse external load when locally stressed, improve the bending and torsional resistance, and avoid the risk of failure of the control arm structure.

[0041] Further, in this embodiment, the control arm structure is a lower control arm, the first straight section 310 and the second straight section 320 are bent downward, that is, bent away from the upper control arm of the vehicle, to increase the installation space between the upper control arm and the lower control arm, and more vehicle structure components can be accommodated between the upper control arm and the lower control arm. The second arm 300 forms the first straight section 310 and the second straight section 320 through integral bending forming process, and the first arm 200 still adopts the form of straight pipe, which can simplify the manufacturing process of the control arm structure. At the same time, the lower control arm provides a fixed connection point for the existing brake pipe arrangement of the vehicle, and the bending structure of the second arm 300 can arrange the brake pipe along the shape of the second arm 300 when the vehicle is in the ready-to-use posture. Compared with the second arm 300 with straight pipe structure, the reserved length of the brake pipe is increased, and when the wheel jumps downward, the longer brake pipe reserved at the bending part is stretched straight, avoiding the problem of mismatching of the length of the brake pipe.

[0042] Please refer to Figure 1 , Figure 6 and Figure 7In the control arm structure one embodiment of the utility model, control arm structure still includes shock absorber connecting portion 400 and third arm 500. Among them, the structure of shock absorber connecting portion 400 is not limited to, can be under the premise of lightweight design, meet the steering knuckle 10 and suspension system rotation connection all suitable type structure. Specifically, please refer to Figure 1 In this embodiment, the steering knuckle connecting portion 100 is a sheet metal structure fixedly connected to the shock absorber 20 to reduce the overall design weight of the control arm structure. The shock absorber connecting portion 400 is welded and fixed to the first arm 200, and the third arm 500 is fixedly connected to the shock absorber connecting portion 400 and the steering knuckle connecting portion 100. Specifically, since the main stress source of the control arm structure is the force of the suspension bounce of the vehicle body transmitted by the wheels and the supporting reaction force of the shock absorber resisting the suspension movement, the third arm 500 is fixedly connected to the shock absorber connecting portion 400 and the steering knuckle connecting portion 100 to disperse the local stress at the shaft hole mounting point of the shock absorber connecting portion 400 and the steering knuckle connecting portion 100. The fixed connection mode of the third arm 500 connecting the shock absorber connecting portion 400 and the steering knuckle connecting portion 100 is not limited, and can be any suitable type of connection mode that can disperse local stress, such as bolt connection, welding, etc.

[0043] Please refer to Figure 6 and Figure 7 In the control arm structure one embodiment of the utility model, shock absorber connecting portion 400 has the second shaft hole 410 rotationally connected with shock absorber 20, and the second bushing 700 is inserted into the second shaft hole 410. The second bushing 700 is fixed in the second shaft hole 410 by interference fit, and the inner hole of the second bushing 700 is used to install the connecting shaft of the shock absorber 20 to realize the rotation connection of the shock absorber 20 and the shock absorber connecting portion 400. The second bushing 700 is preferably made of hard metal material to increase the strength of the sheet metal structure of the shock absorber connecting portion 400 at the second shaft hole 410. In order to improve the structural strength of the shock absorber connecting portion 400 at the second shaft hole 410 under the premise of the existing sheet metal structure strength of the shock absorber connecting portion 400, the overall weight of the shock absorber connecting portion 400 is effectively controlled by locally increasing the structural strength. And the bushing structure is suitable for multiple shaft hole points, and has strong universality.

[0044] Please refer to Figure 7 and Figure 11In the control arm structure embodiment of the utility model, the second bushing 700 adopts T-shaped structure, the second bushing 700 includes coaxially arranged second sleeve part 710 and second flange part 720, the second sleeve part 710 is inserted into the second shaft hole 410 by interference fit, avoids the problem that it is difficult to guarantee the coaxiality by welding gasket at the second shaft hole 410 to increase the local thickness, reduces the assembly difficulty. The second flange part 720 is arranged at one end of the second sleeve part 710, and the radial dimension of the second flange part 720 is greater than the diameter dimension of the second shaft hole 410, the second flange part 720 abuts against the shock absorber connecting part 400, after the assembly and connection of the control arm structure, the thickness of the shock absorber connecting part 400 is locally increased by the second flange part 720 in the axial direction of the second shaft hole 410.

[0045] Further, in the control arm structure embodiment of the utility model, the third arm 500 is commonly welded and connected with the second bushing 700 and the shock absorber connecting part 400. Specifically, in an embodiment, please refer to Figure 3 and Figure 6 The third arm 500 is pressed between the second flange part 720 and the shock absorber connecting part 400 through the second bushing 700, so that the common welding connection of the third arm 500, the second bushing 700 and the shock absorber connecting part 400 is realized. In another embodiment, please refer to Figure 9 The second sleeve part 710 is inserted into the second shaft hole 410 of the shock absorber connecting part 400, and the second flange part 720 is attached to the shock absorber connecting part 400. The third arm 500 is completely or partially wrapped outside the second flange part 720, and the second flange part 720 does not directly contact the third arm 500. The third arm 500 is attached to the shock absorber connecting part 400 outside the second flange part 720. And the common welding of the third arm 500, the shock absorber connecting part 400 and the second bushing 700 is realized through the same welding seam. The above only exemplarily shows two relative position relationships of the third arm 500, the shock absorber connecting part 400 and the second bushing 700, but is not limited thereto. Compared with the gap that may exist in the traditional bolt or insertion connection, the welding connection can uniformly distribute the load, optimize the force transmission path, better cope with the impact load generated during vehicle driving, and significantly improve the overall performance, impact resistance and structural strength at the stress point of the control arm.

[0046] Please refer to Figure 3 and Figure 6In the control arm structure embodiment of the utility model, according to the design installation position of shock absorber connecting portion 400, shock absorber connecting portion 400 can be directly welded on second arm 300, also can be welded and fixed on second arm 300 through other indirect structural members. Since third arm 500 is sheet metal structure, can be comprehensively determined according to the installation path between shock absorber connecting portion 400 and steering knuckle connecting portion 100. And welding groove 510 is set up on third arm 500, shock absorber connecting portion 400 and first arm 200 are welded and connected with third arm 500 through welding groove 510, the stability and reliability of structure are enhanced, the design of welding groove 510 makes the welding area concentrate in the specific position of third arm 500, the force transmission path between third arm 500 and first arm 200 is optimized, so that the load from shock absorber connecting portion 400 and third arm 500 can be more efficiently dispersed to first arm 200, and then dispersed to the whole control arm structure, reduces local stress concentration.

[0047] Please refer to Figure 10 In the control arm structure embodiment of the utility model, first bushing 600 is inserted in first shaft hole 110, and the first bushing 600 is fixed in first shaft hole 110 by interference fit, the inner hole of first bushing 600 is used to install the connecting shaft of steering knuckle 10, so as to realize the rotary connection of steering knuckle 10 and steering knuckle connecting portion 100. First bushing 600 is preferably made of hard metal material to increase the sheet metal structure strength of steering knuckle connecting portion 100 at first shaft hole 110. Specifically, in this embodiment, the structure of first bushing 600 is consistent with that of second bushing 700. First bushing 600 includes coaxially arranged first sleeve portion 610 and first flange portion 620, first sleeve portion 610 is inserted in first shaft hole 110, and first flange portion 620 is arranged at one end of first sleeve portion 610 and abuts against steering knuckle connecting portion 100, which will not be described here.

[0048] Further, in the control arm structure embodiment of the utility model, third arm 500 is welded and connected with first bushing 600 and steering knuckle connecting portion 100. Specifically, in an embodiment, please refer to Figure 4 And Figure 7 Third arm 500 is pressed between first flange portion 620 and steering knuckle connecting portion 100 through first bushing 600, so as to realize the welded connection of third arm 500, first bushing 600 and steering knuckle connecting portion 100. In another embodiment, please refer to Figure 8The first sleeve part 610 is inserted into the first shaft hole 110 of the knuckle connecting part 100, and the first flange part 620 is attached to the knuckle connecting part 100. The third arm 500 completely covers or partially covers the outside of the first flange part 620, and the first flange part 620 is not in direct contact with the third arm 500. The third arm 500 is attached to the knuckle connecting part 100 outside the first flange part 620. The third arm 500, the knuckle connecting part 100 and the first sleeve part 600 are welded together through the same welding seam. The above only exemplarily shows two relative position relationships of the third arm 500, the knuckle connecting part 100 and the first sleeve part 600, but is not limited thereto.

[0049] Please refer to Figures 1 to 3 In the control arm structure embodiment of the utility model, a plurality of reinforcing parts 800 are further fixedly connected between the first arm 200 and the second arm 300, for enhancing the overall rigidity and strength of the control arm structure. The plurality of reinforcing parts 800 can be connected with the first arm 200 and the second arm 300 through welding, bolt connection or other fixing modes. Specifically, the reinforcing part 800 can be in the form of a plate, a rib or other optimized shape, and the material thereof can be the same as or different from that of the first arm 200 and the second arm 300, for example, high-strength steel, aluminum alloy or other lightweight high-strength materials. Further, please refer to Figure 3 In the embodiment, part of the reinforcing parts 800 are located at the welded connection between the shock absorber connecting part 400 and the first arm 200, so as to increase the welded connection area of the shock absorber connecting part 400 and the first arm 200 and ensure the installation stability of the shock absorber connecting part 400.

[0050] Please refer to Figure 12 And Figure 13 The utility model discloses a second aspect further provides a kind of all terrain vehicle, which includes knuckle 10, shock absorber 20 and the control arm structure described in any of the above embodiments, and the control arm structure is rotatably connected with vehicle body 30 and knuckle 10.The control arm structure includes knuckle connecting part 100, first arm 200 and second arm 300.Knuckle connecting part 100 has the first shaft hole 110 rotatably connected with knuckle 10.The one end of first arm 200 is fixedly connected with knuckle connecting part 100, and the other end of first arm 200 has the first vehicle body connecting part 210 rotatably connected with vehicle body.The second arm 300 includes the first straight section 310 and the second straight section 320 connected with each other, and the one end of first straight section 310 has the second vehicle body connecting part 330 rotatably connected with vehicle body 30, and first straight section 310 is connected with second straight section 320, and the one end of second straight section 320 away from first straight section 310 is rotatably connected with knuckle connecting part 100. Among them, in the plane perpendicular to the axis of first shaft hole 110, the projection of the extension direction of first arm 200, first straight section 310, second straight section 320 forms triangular structure.

[0051] It should be noted that the all-terrain vehicle 1 of the present application can also include components other than the control arm structure of the present application, such as the chassis system, power system, electrical system, and conventional components of the existing all-terrain vehicle, such as the body structure 30 and interior trim. These conventional components can be designed according to the existing technical solutions, and therefore are not described in detail here and are not limited.

[0052] The control arm structure of the all-terrain vehicle and the all-terrain vehicle provided by the present application form a triangular space stress structure through the arrangement of the first arm, the first straight section and the second straight section in space, which can uniformly disperse the force from different directions to each part of the control arm, avoid local stress concentration, and at the same time, the triangular space stress structure has good mechanical stability, can better absorb and disperse energy, improve the impact resistance, reduce the risk of local deformation and damage, thereby prolonging the service life of the control arm. Further, the reasonable triangular structure design of the first arm, the first straight section and the second straight section can avoid the installation connection of other structural components of the vehicle located at the control arm structure, can better ensure the installation gap of the control arm structure and the surrounding structural members, and reduce the difficulty of vehicle assembly. To improve the current relatively simple control arm structure, it is difficult to consider the lightweight structure and structural strength. Therefore, the present application effectively overcomes some practical problems in the prior art and has high utilization value and use significance.

[0053] The above embodiments only exemplarily illustrate the principles and effects of the present application, and are not used to limit the present application. Any person skilled in the art can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes completed by those skilled in the art without departing from the spirit and technical thought disclosed by the present application should be covered by the claims of the present application.

Claims

1. A control arm structure for an all-terrain vehicle, characterized in that, include: The steering knuckle connecting part has a first shaft hole for rotatable connection with the steering knuckle; The first arm has one end fixedly connected to the steering knuckle connection part, and the other end has a first vehicle body connection part that is rotatably connected to the vehicle body. The second arm includes a first straight section and a second straight section connected to each other. One end of the first straight section has a second vehicle body connection part that is rotatably connected to the vehicle body. The first straight section is connected to the second straight section. The end of the second straight section opposite to the first straight section is rotatably connected to the steering knuckle connection part. In a plane perpendicular to the axis of the first shaft hole, the projections of the extension directions of the first arm, the first straight segment, and the second straight segment form a triangular structure.

2. The control arm structure according to claim 1, characterized in that, The second arm is a tubular structure, which is integrally bent into the first straight section and the second straight section.

3. The control arm structure according to claim 1, characterized in that, The control arm structure also includes a shock absorber connection part and a third arm. The shock absorber connection part is disposed on the first arm, and the third arm is fixedly connected to the shock absorber connection part and the steering knuckle connection part respectively.

4. The control arm structure according to claim 3, characterized in that, The shock absorber connection part has a second shaft hole that is rotatably connected to the shock absorber, and a second bushing is inserted into the second shaft hole.

5. The control arm structure according to claim 4, characterized in that, The second bushing includes a second sleeve portion and a second flange portion coaxially arranged. The second sleeve portion is inserted into the second shaft hole, and the second flange portion is disposed at one end of the second sleeve portion and abuts against the shock absorber connection portion.

6. The control arm structure according to claim 4, characterized in that, The third arm is welded together to connect the second bushing and the shock absorber connection.

7. The control arm structure according to claim 3, characterized in that, The third arm is provided with a welding groove, and the shock absorber connection part and the first arm are welded together with the third arm through the welding groove.

8. The control arm structure according to claim 1, characterized in that, A first bushing is inserted into the first shaft hole.

9. The control arm structure according to claim 8, characterized in that, The first bushing includes a first sleeve portion and a first flange portion coaxially arranged. The first sleeve portion is inserted into the first shaft hole, and the first flange portion is disposed at one end of the first sleeve portion and abuts against the steering knuckle connection portion.

10. The control arm structure according to claim 1, characterized in that, Multiple reinforcing parts are fixedly connected between the first arm and the second arm.

11. An all-terrain vehicle, characterized in that, include: The vehicle body, the steering knuckle, and the control arm structure that rotatably connects the vehicle body and the steering knuckle; The control arm structure includes: The steering knuckle connecting part has a first shaft hole for rotatable connection with the steering knuckle; The first arm has one end fixedly connected to the steering knuckle connection part, and the other end has a first vehicle body connection part that is rotatably connected to the vehicle body. The second arm includes a first straight section and a second straight section connected to each other. One end of the first straight section has a second vehicle body connection part that is rotatably connected to the vehicle body. The first straight section is connected to the second straight section. The end of the second straight section opposite to the first straight section is rotatably connected to the steering knuckle connection part. In a plane perpendicular to the axis of the first shaft hole, the projections of the extension directions of the first arm, the first straight segment, and the second straight segment form a triangular structure.

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