Rear axle suspension system of all-terrain vehicle
By designing a rear axle suspension system that approximates a parallelogram shape, and utilizing ball joint bearings and shock absorbers, the problem of engine-frame interference caused by the swaying of the rear axle suspension system during driving in all-terrain vehicles was solved, thereby improving vehicle safety and handling performance.
Patent Information
- Application Number
- CN202520079897.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-14
- Publication Date
- 2026-01-27
- Estimated Expiration
- 2035-01-14
AI Technical Summary
The existing rear axle suspension system of all-terrain vehicles is prone to swaying up and down during driving, which can cause interference between engine components and the vehicle frame, posing a safety risk.
Design a connection structure including a rear rocker arm, an upper rocker arm mechanism, and a lower rocker arm mechanism to form a rear axle suspension system that is close to a parallelogram. The powertrain is fixed on the rear rocker arm. Ball bearings and shock absorbers are used to enhance the connection stability and flexibility and avoid interference caused by swaying.
This effectively avoids interference between engine components and the chassis, improving vehicle safety and stability, and enhancing driving safety and handling performance.
Smart Images
Figure CN223835346U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of all-terrain vehicle technology, and in particular to a rear axle suspension system for an all-terrain vehicle. Background Technology
[0002] All-terrain vehicles (ATVs) are designed for operation on unpaved roads. They possess strong off-road capabilities and can traverse sand, mud, rocks, and other challenging terrains. The rear axle suspension of an ATV refers to the mechanical structure at the rear of the vehicle responsible for supporting the vehicle's weight, absorbing road impacts, and maintaining vehicle stability. It connects the frame to the rear wheels and is a crucial component of the vehicle's chassis system, directly impacting the vehicle's handling, stability, and ride comfort.
[0003] Considering factors such as cost-effectiveness, flexibility, and traction, all-terrain vehicles generally employ rear-wheel drive and are equipped with engines of varying power outputs depending on the vehicle size. In current designs, some all-terrain vehicles mount their engines on a rear swingarm. This design allows for direct connection between the engine and the rear-wheel drive system, reducing power loss during transmission and improving operational efficiency. Furthermore, in off-road environments, a rear-mounted engine has lower exposure and is less susceptible to debris kicked up from the ground, thus enhancing the protection of core mechanical components.
[0004] Currently, there are two main ways to connect the rear swingarm to the chassis. One method uses two symmetrical rocker arms, which has poor stability, especially under heavy loads. The other method uses an upper and lower rocker arm, with one end connected to the rear swingarm and the other fixed to the same axle on the chassis. This method offers relatively better structural stability. However, when the engine is mounted on the rear swingarm, both methods face the same problem: the rear suspension system constantly swings up and down during driving. If the swing is too violent, engine components may interfere with the chassis, potentially posing additional safety risks in the event of a collision. Utility Model Content
[0005] The technical problem to be solved by this utility model is to provide a rear axle suspension system for an all-terrain vehicle, so as to avoid the problem of interference between engine components and frame caused by the up-and-down swing of the rear axle suspension system during vehicle operation, thereby improving the overall safety of the vehicle.
[0006] To solve the above-mentioned technical problems, the technical solution provided by this utility model is as follows:
[0007] A rear axle suspension system for an all-terrain vehicle includes a rear axle, a connecting mechanism, a frame, a powertrain, and two shock absorbers symmetrically arranged at both ends of the rear axle. The rear axle is mounted on the connecting mechanism, which is fixedly connected to the frame. The powertrain is fixedly mounted on the connecting mechanism and connected to the rear axle to drive its movement. One end of each shock absorber is connected to the frame, and the other end is connected to the connecting mechanism. The connecting mechanism includes a rear rocker arm, an upper rocker arm mechanism, and two lower rocker arm mechanisms symmetrically arranged between the frame and the rear rocker arm. The rear rocker arm is located at the rear of the frame, and two fixed parts are symmetrically arranged along the centerline at the bottom of the rear rocker arm. The rear axle is rotatably connected to the fixed parts. One end of each lower rocker arm mechanism is connected to the bottom of the frame, and the other end is connected to the fixed part. One end of each upper rocker arm mechanism is connected to the middle of the frame, and the other end is connected to the top of the rear rocker arm. The upper rocker arm mechanism is located above and parallel to the lower rocker arm mechanisms. The powertrain is fixedly mounted on the rear rocker arm.
[0008] Compared to existing technologies, this solution effectively improves the rear axle suspension system. Specifically, in this design, the connecting mechanism, serving as the connection structure between the chassis and the rear axle, is designed as several components including a rear swingarm, an upper rocker arm mechanism, and two lower rocker arm mechanisms. The upper and lower rocker arm mechanisms are parallel to each other and connect different positions on the chassis and the rear swingarm, respectively. The powertrain and rear axle are then mounted on the rear swingarm, thus forming a near-parallelogram rear axle suspension system. With this design, even when encountering bumpy roads and experiencing severe vertical movement of the rear axle suspension system, the powertrain mounted on the rear swingarm will only move up and down with the swingarm, without the powertrain moving forward and interfering with the chassis. This avoids potential collisions between the powertrain and the chassis, reducing potential risks and improving the overall safety of the vehicle.
[0009] Furthermore, the lower rocker arm mechanism includes a connecting rod and two first ball bearings, which are fixedly mounted at both ends of the connecting rod. Two first connecting parts are symmetrically arranged along the axis at the bottom of the frame. The inner rings of the two first ball bearings are fixedly connected to the lower ends of the first connecting parts and the fixed parts, respectively. This design of the lower rocker arm mechanism ensures a more robust connection between the connecting rod and the frame. The ball bearings possess excellent rotational flexibility and load-bearing capacity, enabling the lower rocker arm mechanism to handle various complex forces and motion states during vehicle operation. This not only enhances the flexibility of the vehicle's suspension system but also ensures its stability and reliability. In addition, the first ball bearings at both ends of the connecting rod are connected to the first connecting parts and the fixed parts, respectively, further ensuring the stability of the lower rocker arm mechanism connection and resulting in a more balanced distribution of forces on the vehicle during operation.
[0010] Preferably, the upper rocker arm mechanism includes a U-shaped connecting frame and a second ball bearing. The second ball bearing is fixedly connected to the center of the U-shaped connecting frame, and the inner ring of the second ball bearing is fixedly connected to the top of the rear rocker arm. The U-shaped connecting frame and the connecting rod are parallel to each other. As a support element, the U-shaped connecting frame significantly enhances the connection strength between the rear axle and the frame. This design helps prevent relative displacement or deformation between the rear axle and the frame under heavy loads or harsh road conditions, thereby ensuring vehicle stability and safety. Simultaneously, the upper and lower rocker arm mechanisms work together to form a stable support structure, which helps improve vehicle handling performance, making the vehicle more stable during dynamic driving processes such as turning, acceleration, and braking, thus improving driving safety.
[0011] Preferably, two first connectors are symmetrically arranged along the axis at the rear center of the frame. The two first connectors are rotatably connected to both ends of the U-shaped connecting frame, and rubber bushings are provided at the connection points between the first connectors and the U-shaped connecting frame. The rubber bushings have good elasticity and damping properties, providing additional cushioning and fault tolerance. They can effectively absorb and mitigate large vibrations or impacts encountered during driving, thereby reducing noise and vibration during vehicle operation.
[0012] Preferably, the shock absorber includes a buffer element and two third ball bearings. The two third ball bearings are fixedly connected to both ends of the buffer element. Two second connecting elements, symmetrically arranged along the frame axis, are respectively installed on the rear swingarm and the chassis. The inner rings of the third ball bearings are fixedly connected to the second connecting elements. As a key component of the shock absorber system, the buffer element, with its elastic deformation characteristics, can effectively absorb and reduce the impact energy transmitted from the road surface. By using ball bearings to connect the buffer element to the chassis and rear swingarm, it exhibits greater flexibility compared to other rigid connection methods, thereby further enhancing the overall effectiveness of the shock absorber system. This allows the vehicle to maintain excellent performance when facing various complex road conditions.
[0013] Preferably, the buffer component includes a shock absorber, a piston rod, and a damping spring. The piston rod and the shock absorber are slidably fitted, and the piston rod reciprocates inside the shock absorber. Third ball bearings are respectively installed at the non-connected ends of the shock absorber and the piston rod. The damping spring is sleeved on the outside of the shock absorber and the piston rod. One end of the damping spring is fixedly connected to the end of the piston rod furthest from the shock absorber, and the other end of the damping spring is fixedly fitted with a limiting component. The limiting component is slidably fitted with the shock absorber, and a limiting part is provided on the shock absorber to restrict the sliding of the limiting component. Through the synergistic action of the shock absorber, piston rod, and damping spring, vibrations and impacts caused by uneven road surfaces or vehicle movement can be effectively absorbed and mitigated. The design of the limiting component and limiting part prevents the damping spring from being over-compressed or over-stretched under extreme conditions, thereby protecting the buffer component from damage.
[0014] Preferably, the shock absorber includes a shock absorber core with a buffer rubber block inside. The buffer rubber block is fixed to the upper end face of the shock absorber core, and a through clearance hole is provided in the middle of the buffer rubber block, through which the piston rod passes. When the powertrain is mounted on a rear swingarm, the excessive weight of the powertrain itself can cause excessive unsprung mass. Under extreme conditions where the vehicle is airborne, this excessive unsprung mass can cause the shock absorber core piston to impact the upper end face rapidly, further reducing the lifespan of the shock absorber core. The buffer rubber block is usually made of a material with high elasticity and wear resistance. This design can effectively absorb and disperse the energy from the impact between the shock absorber core piston and the upper end face, reducing the probability of damage to the shock absorber core.
[0015] In summary, this all-terrain vehicle's rear axle suspension system can prevent interference between engine components and the chassis caused by the up-and-down swaying of the rear axle suspension system during vehicle operation, thereby improving the overall safety of the vehicle. Attached Figure Description
[0016] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:
[0017] Figure 1 This is a schematic diagram of the overall assembly structure of this utility model;
[0018] Figure 2 This is a schematic diagram of the connection mechanism of this utility model;
[0019] Figure 3 This is a schematic diagram of the lower rocker arm mechanism of this utility model;
[0020] Figure 4 This is a structural schematic diagram of the shock absorption device of this utility model;
[0021] Figure 5 This is a partial sectional view of the shock absorption device of this utility model;
[0022] The components include: rear axle-1, connecting mechanism-2, rear rocker arm-21, fixing part-211, upper rocker arm mechanism-22, U-shaped connecting frame-221, second ball head bearing-222, lower rocker arm mechanism-23, connecting rod-231, first ball head bearing-232, frame-3, first connecting part-31, first connecting piece-32, rubber bushing-321, powertrain-4, shock absorber-5, buffer piece-51, shock absorber-511, limiting part-5111, piston rod-512, shock absorber spring-513, shock absorber core-514, buffer rubber block-5141, clearance hole-5142, limiting piece-515, and third ball head bearing-52. Detailed Implementation
[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.
[0024] In the description of this utility model, it should be understood that the orientation and positional relationship indicated by terms such as "up", "down", "left", "right", "front", "back", "vertical", "bottom", "inner", and "outer" are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0025] like Figure 1 and Figure 2 The rear axle suspension system of an all-terrain vehicle includes a rear axle 1, a connecting mechanism 2, a frame 3, a powertrain 4, and two shock absorbers 5 symmetrically arranged at both ends of the rear axle 1. The rear axle 1 is mounted on the connecting mechanism 2, which is fixedly connected to the frame 3. The powertrain 4 is fixedly mounted on the connecting mechanism 2 and connected to the rear axle 1 to drive its movement. One end of each shock absorber 5 is connected to the frame 3, and the other end is connected to the connecting mechanism 2. The connecting mechanism 2 includes a rear rocker arm 21, an upper rocker arm mechanism 22, and shock absorbers symmetrically arranged between the frame 3 and the rear rocker arm 21. The two lower rocker arm mechanisms 23 are located at the rear of the frame 3. The rear rocker arm 21 is located at the rear of the frame 3. Two fixed parts 211 are symmetrically arranged at the bottom of the rear rocker arm 21 along the center line. The rear axle 1 is rotatably connected to the fixed parts 211. One end of the lower rocker arm mechanism 23 is connected to the bottom of the frame 3 and the other end is connected to the fixed part 211. One end of the upper rocker arm mechanism 22 is connected to the middle of the frame 3 and the other end is connected to the top of the rear rocker arm 21. The upper rocker arm mechanism 22 is located above the lower rocker arm mechanism 23 and is parallel to the lower rocker arm mechanism 23. The powertrain 4 is fixedly installed on the rear rocker arm 21.
[0026] Compared to existing technologies, this solution effectively improves the rear axle suspension system. Specifically, in this design, the connecting mechanism 2, serving as the connection structure between the frame 3 and the rear axle 1, is designed to include several components, including a rear rocker arm 21, an upper rocker arm mechanism 22, and two lower rocker arm mechanisms 23. The upper and lower rocker arm mechanisms 22 and 23 are parallel to each other and connect the frame 3 and the rear rocker arm 21 at different positions. The powertrain 4 and the rear axle 1 are then mounted on the rear rocker arm 21, thus forming a near-parallelogram rear axle suspension system. With this design, even when encountering bumpy roads and experiencing severe vertical movement of the rear axle suspension system, the powertrain 4 mounted on the rear rocker arm 21 will only move up and down with the rear rocker arm 21, without the powertrain 4 moving forward and interfering with the frame 3. This avoids potential collisions between the powertrain 4 and the frame 3, reducing potential risks and improving the overall safety of the vehicle.
[0027] Furthermore, such as Figure 3 As shown, the lower rocker arm mechanism 23 includes a connecting rod 231 and two first ball bearings 232. The two first ball bearings 232 are respectively fixedly installed at both ends of the connecting rod 231. Two first connecting parts 31 are symmetrically arranged along the axis at the bottom of the frame 3, as shown. Figure 1 As shown, the inner rings of the two first ball bearings 232 are fixedly connected to the lower ends of the first connecting part 31 and the fixing part 211, respectively. The design of the lower rocker arm mechanism 23 ensures a more reliable connection between the connecting rod 231 and the frame 3. The ball bearings have excellent rotational flexibility and load-bearing capacity, enabling the lower rocker arm mechanism 23 to cope with various complex forces and motion states during vehicle operation. This not only enhances the flexibility of the vehicle suspension system but also ensures its stability and reliability. In addition, the first ball bearings 232 at both ends of the connecting rod 231 are connected to the first connecting part 31 and the fixing part 211, respectively, further ensuring the stability of the lower rocker arm mechanism 23 connection and making the force distribution on the vehicle more balanced during operation.
[0028] As a preferred option Figure 2As shown, the upper rocker arm mechanism 22 includes a U-shaped connecting frame 221 and a second ball bearing 222. The second ball bearing 222 is fixedly connected to the center of the U-shaped connecting frame 221, and the inner ring of the second ball bearing 222 is fixedly connected to the top of the rear rocker arm 21. The U-shaped connecting frame 221 and the connecting rod 231 are parallel to each other. The U-shaped connecting frame 221, as a support element, significantly enhances the connection strength between the rear axle 1 and the frame 3. This design helps prevent relative displacement or deformation between the rear axle 1 and the frame 3 under heavy loads or harsh road conditions, thereby ensuring the stability and safety of the vehicle. Simultaneously, the upper rocker arm mechanism 22 and the lower rocker arm mechanism 23 cooperate to form a stable support structure, which helps improve the vehicle's handling performance, making the vehicle more stable during dynamic driving processes such as turning, acceleration, and braking, thereby improving driving safety.
[0029] As a preferred option, such as Figure 1 As shown, two first connecting members 32 are symmetrically arranged along the axis at the rear center of the frame 3. The two first connecting members 32 are rotatably connected to both ends of the U-shaped connecting frame 221, and rubber bushings 321 are provided at the connection between the first connecting members 32 and the U-shaped connecting frame 221. The rubber bushings 321 have good elasticity and damping properties, which can provide additional cushioning and fault tolerance. They can effectively absorb and mitigate large vibrations or impacts encountered during driving, thereby reducing noise and vibration during vehicle operation.
[0030] As a preferred option, such as Figure 1 and 4 As shown, the shock absorber 5 includes a buffer element 51 and two third ball bearings 52. The two third ball bearings 52 are fixedly connected to both ends of the buffer element 51. Both the rear swingarm 21 and the frame 3 are equipped with two second connecting parts symmetrically arranged along the axis of the frame 3. The inner rings of the third ball bearings 52 are fixedly connected to the second connecting parts. As a key component of the shock absorber system, the buffer element 51, with its elastic deformation characteristics, can effectively absorb and reduce the impact energy transmitted from the road surface. By using ball bearings to connect the buffer element 51 to the frame 3 and the rear swingarm 21, it exhibits greater flexibility compared to other rigid connection methods, thereby further enhancing the overall effectiveness of the shock absorber system. This allows the vehicle to maintain excellent performance when facing various complex road conditions.
[0031] As a preferred option, such as Figure 4As shown, the buffer component 51 includes a shock absorber 511, a piston rod 512, and a shock-absorbing spring 513. The piston rod 512 and the shock absorber 511 are slidably coupled, and the piston rod 512 reciprocates inside the shock absorber 511. Third ball bearings 52 are respectively provided at the non-connected ends of the shock absorber 511 and the piston rod 512. The shock-absorbing spring 513 is sleeved on the outside of the shock absorber 511 and the piston rod 512. One end of the shock-absorbing spring 513 is fixedly connected to the end of the piston rod 512 away from the shock absorber 511, and a limiting member 515 is fixedly provided at the other end of the shock absorber 513. The limiting member 515 is slidably coupled with the shock absorber 511, and a limiting part 5111 is provided on the shock absorber 511 to restrict the sliding of the limiting member 515. Through the synergistic action of the shock absorber 511, the piston rod 512, and the shock-absorbing spring 513, vibrations and impacts caused by uneven road surfaces or vehicle movement can be effectively absorbed and mitigated. The design of the limiting member 515 and the limiting part 5111 can prevent the shock-absorbing spring 513 from being over-compressed or stretched under extreme conditions, thereby protecting the buffer member 51 from damage.
[0032] As a preferred option, such as Figure 5 As shown, the shock absorber 511 includes a shock absorber core 514, inside which is a buffer rubber block 5141. The buffer rubber block 5141 is fixed to the upper end face of the shock absorber core 514, and a through clearance hole 5142 is provided in the middle of the buffer rubber block 5141, through which the piston rod 512 passes. When the powertrain 4 is installed on the rear swing arm 21, the excessive weight of the powertrain 4 itself will cause excessive unsprung mass. Under extreme conditions of vehicle airborne conditions, the excessive unsprung mass will cause the piston of the shock absorber core 514 to impact the upper end face rapidly, further reducing the life of the shock absorber core 514. The buffer rubber block 5141 is usually made of a material with high elasticity and wear resistance. This design can effectively absorb and disperse the energy from the impact between the piston of the shock absorber core 514 and the upper end face, reducing the probability of damage to the shock absorber core 514.
[0033] In summary, this all-terrain vehicle's rear axle suspension system can prevent interference between engine components and the chassis caused by the up-and-down swaying of the rear axle suspension system during vehicle operation, thereby improving the overall safety of the vehicle.
[0034] In summary, the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A rear axle suspension system for an all-terrain vehicle, comprising a rear axle (1), a connecting mechanism (2), a frame (3), a powertrain (4), and two shock absorbers (5) symmetrically arranged at both ends of the rear axle (1), wherein the rear axle (1) is mounted on the connecting mechanism (2), the connecting mechanism (2) is fixedly connected to the frame (3), the powertrain (4) is fixedly mounted on the connecting mechanism (2) and connected to the rear axle (1) to drive the rear axle (1) to move, one end of each shock absorber (5) is connected to the frame (3), and the other end is connected to the connecting mechanism (2), characterized in that: The connecting mechanism (2) includes a rear rocker arm (21), an upper rocker arm mechanism (22), and two lower rocker arm mechanisms (23) symmetrically arranged between the frame (3) and the rear rocker arm (21). The rear rocker arm (21) is located behind the frame (3). The bottom of the rear rocker arm (21) is symmetrically arranged with two fixing parts (211) along the center line. The rear axle (1) is rotatably connected to the fixing parts (211). One end of the lower rocker arm mechanism (23) is connected to the bottom of the frame (3), and the other end is connected to the fixing part (211). One end of the upper rocker arm mechanism (22) is connected to the middle of the frame (3), and the other end is connected to the top of the rear rocker arm (21). The upper rocker arm mechanism (22) is located above the lower rocker arm mechanism (23) and is parallel to the lower rocker arm mechanism (23). The powertrain (4) is fixedly installed on the rear rocker arm (21).
2. The rear axle suspension system of the all-terrain vehicle according to claim 1, characterized in that: The lower rocker arm mechanism (23) includes a connecting rod (231) and two first ball bearings (232). The two first ball bearings (232) are fixedly installed at both ends of the connecting rod (231). The bottom of the frame (3) is symmetrically provided with two first connecting parts (31) along the axis. The inner rings of the two first ball bearings (232) are fixedly connected to the lower ends of the first connecting parts (31) and the fixing parts (211) respectively.
3. The rear axle suspension system of the all-terrain vehicle according to claim 2, characterized in that: The upper rocker arm mechanism (22) includes a U-shaped connecting frame (221) and a second ball bearing (222). The second ball bearing (222) is fixedly connected to the center of the U-shaped connecting frame (221). The inner ring of the second ball bearing (222) is fixedly connected to the top of the rear rocker arm (21). The U-shaped connecting frame (221) and the connecting rod (231) are parallel to each other.
4. The rear axle suspension system of the all-terrain vehicle according to claim 3, characterized in that: Two first connectors (32) are symmetrically arranged along the axis at the rear center of the frame (3). The two first connectors (32) are rotatably connected to the two ends of the U-shaped connecting frame (221). A rubber bushing (321) is provided at the connection between the first connector (32) and the U-shaped connecting frame (221).
5. The rear axle suspension system of the all-terrain vehicle according to claim 1, characterized in that: The shock absorption device (5) includes a buffer (51) and two third ball bearings (52). The two third ball bearings (52) are fixedly connected to both ends of the buffer (51). The rear rocker (21) and the frame (3) are each provided with two second connecting parts (33) symmetrical along the axis of the frame (3). The inner ring of the third ball bearing (52) is fixedly connected to the second connecting parts (33).
6. The rear axle suspension system of the all-terrain vehicle according to claim 5, characterized in that: The buffer (51) includes a shock absorber (511), a piston rod (512), and a shock-absorbing spring (513). The piston rod (512) and the shock absorber (511) are slidably fitted together. The piston rod (512) reciprocates inside the shock absorber (511). A third ball bearing (512) is provided at each of the non-connected ends of the shock absorber (511) and the piston rod (512). The shock-absorbing spring (513) is sleeved on the shock absorber (511) and the piston rod (512). Outside the piston rod (512), one end of the damping spring (513) is fixedly connected to the end of the piston rod (512) away from the damper (511), and the other end of the damping spring (513) is fixedly provided with a limiting member (515). The limiting member (515) is slidably engaged with the damper (511), and the damper (511) is provided with a limiting part (5111). The limiting part (5111) can limit the sliding of the limiting member (515).
7. The rear axle suspension system of the all-terrain vehicle according to claim 6, characterized in that: The shock absorber (511) includes a shock absorber core (514), and a buffer rubber block (5141) is provided inside the shock absorber core (514). The buffer rubber block (5141) is fixed on the upper end face of the shock absorber core (514). A through clearance hole (5142) is provided in the middle of the buffer rubber block (5141), and the piston rod (512) passes through the clearance hole (5142).