All-terrain four-wheel motorcycle
By designing a double-layer rocker arm structure and shock absorber components on the all-terrain vehicle, the problems of insufficient suspension travel and body tilt have been solved, achieving stable driving and improved comfort on complex terrain.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-30
- Publication Date
- 2026-03-06
AI Technical Summary
Existing all-terrain vehicles have limited suspension travel and low maximum wheel ground clearance, which restricts their ability to drive on complex terrains, and the vehicle body is prone to tilting when the wheels are independently supported.
It adopts a left and right front swing arm structure and a left and right rear swing arm structure. The front suspension includes a front shock absorber assembly, and the rear suspension includes a rear suspension swing arm and a rear shock absorber. The swing arm structure is designed as a double-layer structure, which can rotate up and down around its first end. Together with the shock absorber, it absorbs vibration and ensures that the wheel is not independently supported on the ground.
It improves the vehicle's ability to pass on all terrain roads, maintains vehicle stability, enhances vehicle comfort and safety, reduces failure rate, and lowers overall vehicle weight.
Smart Images
Figure CN223972660U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle technology, and in particular to an all-terrain four-wheeled motorcycle. Background Technology
[0002] An all-terrain vehicle (ATV) is a vehicle capable of traveling on any terrain, moving freely on areas where ordinary vehicles struggle. In China, it's commonly known as a beach buggy. Because its structure is very similar to a motorcycle, it's also sometimes called a "four-wheeled motorcycle." This type of vehicle has multiple uses and is not limited by road conditions, making it widely used in North America and Western Europe, with its ownership showing a year-on-year upward trend.
[0003] However, existing all-terrain vehicles have limited suspension travel and very low maximum wheel ground clearance, which limits their performance on all-terrain roads. Furthermore, each wheel is independently supported on the ground, so the entire vehicle tilts when any wheel crosses an obstacle. Utility Model Content
[0004] To solve the above problems, this utility model provides an all-terrain four-wheeled motorcycle, including a frame, a suspension system, two front wheels on the left and right and two rear wheels on the left and right, wherein the suspension system includes a front suspension and a rear suspension.
[0005] The front suspension includes two left and right front swing arm structures and a front shock absorber assembly. The first ends of the two left and right front swing arm structures are directly or indirectly rotatably connected to the front end of the vehicle frame, and the two left and right front swing arm structures are configured to rotate up and down about a rotation axis of their first ends. The second ends of the two left and right front swing arm structures are directly or indirectly rotatably connected to the left and right front wheels. The front shock absorber assembly includes a front shock absorber and two shock absorber brackets arranged side by side. The middle of these two shock absorber brackets is directly or indirectly rotatably connected to the vehicle frame. The left end of one shock absorber bracket is directly or indirectly rotatably connected to the left front swing arm structure, and the right end of the shock absorber bracket is rotatably connected to the first end of the front shock absorber. The right end of the other shock absorber bracket is directly or indirectly rotatably connected to the right front swing arm structure, and the left end of the shock absorber bracket is rotatably connected to the second end of the front shock absorber.
[0006] The rear suspension includes a rear suspension control arm, two left and right rear shock absorbers, and two left and right rear swing arms. The middle part of the rear suspension control arm is directly or indirectly rotatably connected to the rear end of the vehicle frame, and the rear suspension control arm is configured to swing up and down about its central axis of rotation. The first ends of the left and right rear swing arms are directly or indirectly rotatably connected to the rear end of the vehicle frame, and the left and right rear swing arms are respectively configured to rotate up and down about their first axis of rotation. The second ends of the left and right rear swing arms are directly or indirectly rotatably connected to the left and right rear wheels, respectively. The upper ends of the left and right rear shock absorbers are rotatably connected to the left and right ends of the suspension control arm, respectively, and the lower ends of the left and right rear shock absorbers are rotatably disposed in the area between the first and second ends of the left and right rear swing arms, respectively.
[0007] Optionally, the left end of one of the shock absorber brackets is rotatably connected to the left-side front rocker arm structure via a left pull rod, and the right end of the other shock absorber bracket is rotatably connected to the right-side front rocker arm structure via a right pull rod.
[0008] Optionally, the front swingarm structure includes an upper front swingarm and a lower front swingarm distributed vertically. The first ends of the upper front swingarm and the lower front swingarm are both used for direct or indirect rotatable connection with the vehicle frame, and the second ends of the upper front swingarm and the lower front swingarm are both used for direct or indirect rotatable connection with the wheel bracket of the front wheel.
[0009] Optionally, the two shock-absorbing brackets are respectively connected to the lower front rocker arms on the left and right sides.
[0010] Optionally, the upper front rocker arm and the lower front rocker arm have the same structure, and the lines connecting the first ends of the upper front rocker arm and the lower front rocker arm to the mounting points of the vehicle frame are parallel to and of equal length to the lines connecting the second ends of the upper front rocker arm and the lower front rocker arm to the mounting points of the wheel brackets of the front wheel.
[0011] Optionally, the first end of the front rocker arm structure is rotatably connected to the frame axle, and the rotation axes of the first ends of the left and right front rocker arm structures are coaxial and arranged along the left and right direction of the frame; the two shock absorber brackets are rotatably connected to the frame axle in the middle, and the rotation axes in the middle of the two shock absorber brackets and the front rocker arm structure are inclined along the front and rear direction of the frame, and the inclination direction is gradually inclined downward from back to front.
[0012] Optionally, the left and right rear shock absorbers are arranged in parallel, and the line connecting the upper ends of the left and right rear shock absorbers to the connection points of the left and right ends of the rear suspension swing arms is parallel to the line connecting the lower ends of the left and right rear shock absorbers to the connection points of the left and right rear swing arms.
[0013] Optionally, the all-terrain four-wheeled motorcycle also includes a battery pack, which is fixedly mounted on the lower end of the frame, and the first ends of the left and right rear swingarms are rotatably connected to the battery pack.
[0014] Optionally, the rotation axis of the middle part of the rear suspension swing arm is arranged along the front-rear direction of the vehicle frame, and the rotation axes of the first ends of the left and right rear swing arms are arranged horizontally along the left-right direction of the vehicle frame.
[0015] Optionally, the rear suspension swing arms are arranged along the left-right direction of the vehicle frame, and both left and right rear swing arms are inclined along the front-rear direction of the vehicle frame, with the inclination direction gradually tilting downwards from front to back.
[0016] Optionally, the all-terrain four-wheeled motorcycle further includes a steering mechanism, which includes a handlebar, a column, and two left and right tie rod transmission assemblies. The column is rotatably mounted on the frame, and the handlebar is fixed to the upper end of the column. The left and right sides of the lower end of the column are connected to or indirectly connected to the left and right front wheels through the two left and right tie rod assemblies, respectively.
[0017] Preferably, the tie rod drive assembly is arranged along the front-rear direction of the vehicle frame, and the left and right sides of the lower end of the column are respectively connected to the inner or outer sides of the left and right front wheels through the left and right tie rod assemblies.
[0018] Optionally, a mounting component is fixedly provided at the lower end of the column. The mounting component includes two mounting parts, which are located on the left and right sides of the column, respectively.
[0019] The left and right tie rod transmission assemblies are respectively connected to the left and right mounting parts.
[0020] Optionally, the tie rod drive assembly includes a first tie rod, a rotating member, and a second tie rod. The rotating member is located below the mounting member, and its middle part is rotatably connected to the vehicle frame. The two ends of the first tie rod are rotatably connected to the mounting part on the corresponding side and the upper end of the rotating member, respectively. The two ends of the second tie rod are rotatably connected to the lower end of the rotating member and the front wheel, respectively.
[0021] Optionally, the front wheel includes a wheel body and a wheel bracket, the wheel body being rotatably connected to the wheel bracket; the second tie rod is rotatably connected to the wheel bracket.
[0022] Optionally, the rotation axes of the two rotating components are coaxial and horizontally arranged along the left-right direction of the vehicle frame.
[0023] Compared with the prior art, the present invention has the following technical advantages:
[0024] 1. The front suspension provided by this utility model includes two left and right front swing arm structures, and the rear suspension includes two left and right rear swing arms. The second ends of the two left and right front swing arm structures are directly or indirectly connected to the two left and right front wheels, respectively, and the second ends of the two left and right rear swing arms are directly or indirectly connected to the two left and right rear wheels, respectively. The two left and right front swing arm structures and the two left and right rear swing arms are all configured to be able to rotate up and down around the rotation axis of their first ends. Therefore, the maximum ground clearance of the wheel is adjusted by the length of the two left and right front swing arm structures and the angle of upward lifting. Therefore, it is applicable to all-terrain roads.
[0025] 2. The front and rear suspensions provided by this utility model can be adjusted according to road conditions. Even if the heights of the two rear wheels on the left and right sides are inconsistent, the vehicle body will not tilt, thereby improving the comfort and safety of the vehicle.
[0026] 3. The front suspension provided by this utility model can coordinate the two front wheels on the left and right, so that the two front wheels on the left and right are not independently supported on the ground, making the vehicle body more stable; at the same time, the rear suspension coordinates the two rear wheels on the left and right, so that the two rear wheels on the left and right are not independently supported on the ground, making the vehicle body more stable.
[0027] 4. This utility model designs the rocker arm structure as a double-layer structure. The upper and lower rocker arms can simultaneously absorb the lateral force from the front wheel. Therefore, the rocker arm structure can be made longer according to actual usage requirements, resulting in a longer vertical travel of the rocker arm structure and a longer extension travel of the shock absorber. This enhances the vehicle's all-terrain capability, allowing it to pass through even more complex road conditions. Moreover, the front suspension is strengthened due to the increased lateral stiffness of the rocker arm structure, reducing forward roll when the front wheel is turning.
[0028] 5. The steering mechanism provided by this utility model has a simple structure, low failure rate, and also reduces the weight of the whole vehicle.
[0029] Of course, any product implementing this utility model does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description
[0030] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0031] Figure 1 This is a structural schematic diagram of an all-terrain four-wheeled motorcycle provided in an embodiment of the present invention;
[0032] Figure 2 Forward view of the front suspension provided in an embodiment of this utility model Figure 1 ;
[0033] Figure 3 Forward view of the front suspension provided in an embodiment of this utility model Figure 2 ;
[0034] Figure 4 A side view of a front suspension provided in an embodiment of the present utility model;
[0035] Figure 5 This is a side perspective view of a front suspension according to an embodiment of the present invention.
[0036] Figure 6 A side view of an all-terrain four-wheeled motorcycle provided in an embodiment of the present invention;
[0037] Figure 7 The rear suspension structure provided in one embodiment of this utility model Figure 1 ;
[0038] Figure 8 The rear suspension structure provided in one embodiment of this utility model Figure 2 ;
[0039] Figure 9 This is a schematic diagram of the steering mechanism provided in an embodiment of the present invention;
[0040] Figure 10 A partially enlarged view of a steering mechanism provided in an embodiment of the present utility model;
[0041] Figure 11 This is a side view of a steering mechanism provided in an embodiment of the present invention. Detailed Implementation
[0042] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0043] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. The terms "above" and "over," and any variations thereof, are intended to describe positional relationships and do not imply direct contact between the described objects.
[0044] Please refer to Figure 1 An embodiment of this utility model provides an all-terrain four-wheeled motorcycle, including a frame 1, a suspension system, two front wheels on the left and right and two rear wheels on the left and right. The suspension system includes a front suspension 5 and a rear suspension 7.
[0045] The front suspension 5 is installed at the front end of the frame 1 and serves as a force transmission device between the front wheels of the vehicle and the frame 1.
[0046] Please refer to Figures 1 to 6 The front suspension 5 includes a left front rocker arm structure 52, a right front rocker arm structure 51, and a front shock absorber assembly. The left front rocker arm structure 52 and the right front rocker arm structure 51 are spaced apart from each other, and the front shock absorber assembly is connected between the left front rocker arm structure 52 and the right front rocker arm structure 51.
[0047] The first ends of both the left front rocker arm structure 52 and the right front rocker arm structure 51 are used for direct or indirect rotatable connection with the frame 1, and the left front rocker arm structure 52 and the right front rocker arm structure 51 are configured to rotate up and down about the rotation axis of their first ends. The second ends of the left front rocker arm structure 52 and the right front rocker arm structure 51 are directly or indirectly rotatably connected to the wheel brackets 32 of the left front wheel 4 and the right front wheel 3, respectively.
[0048] The wheel includes a wheel body 31 and a wheel bracket 32, with the wheel body 31 rotatably connected to the wheel bracket 32. The wheel bracket 32 includes a steering knuckle and a wheel hub. The second end of the front rocker arm structure can be directly or indirectly rotatably connected to the steering knuckle or the wheel hub; this embodiment does not impose specific limitations on this.
[0049] The left front swingarm structure 52 is rotatably connected to the frame 1 via its first end, and the right front swingarm structure 51 is also rotatably connected to the frame 1 via its first end. The rotation axis of the first end of the left front swingarm structure 52 is coaxial or parallel to the rotation axis of the first end of the right front swingarm structure 51. Preferably, the rotation axis of the first end of the left front swingarm structure 52 is coaxial with the rotation axis of the first end of the right front swingarm structure 51, and is arranged along the left-right direction of the frame.
[0050] Furthermore, the rotation axis of the first end of the left front rocker arm structure 52 and the rotation axis of the first end of the right front rocker arm structure 51 are both parallel to the rotation axis of the front wheel (the rotation axis of the front wheel is the rotation axis of the wheel body 31 of the front wheel rotating around the wheel bracket 32).
[0051] The front shock absorber assembly includes a front shock absorber 56 and two shock absorber brackets arranged side-by-side, rotatably connected at the middle. Specifically, the two shock absorber brackets are rotatably connected at the middle via a rotatable connection structure, which is also used to directly or indirectly connect to the vehicle frame 1, thereby rotatably connecting the two shock absorber brackets to the vehicle frame 1. The left end of one of the shock absorber brackets A55 (this shock absorber bracket A55 can be located in front of or behind the other shock absorber bracket B57; this embodiment does not impose any restrictions) is directly or indirectly rotatably connected to the left front rocker arm structure 52. Specifically, the left end of the shock absorber bracket A55 is directly or indirectly rotatably connected to the middle of the left front rocker arm structure 52 (the area between the first and second ends of the left front rocker arm structure 52). The right end of the shock absorber bracket A55 is rotatably connected to the first end of the front shock absorber 56.
[0052] Another shock absorber bracket B57 has its right end directly or indirectly rotatably connected to the right front rocker arm structure 51. Specifically, the right end of the shock absorber bracket B57 is directly or indirectly rotatably connected to the middle part of the right front rocker arm structure 51 (the area between the first and second ends of the right front rocker arm structure 51). The left end of the shock absorber bracket B57 is rotatably connected to the second end of the front shock absorber 56.
[0053] The rotating connection structure may have one or more rotating axes, and this embodiment does not impose any specific limitations on this. As one embodiment, the rotating connection structure has one rotating axis, which is along the longitudinal direction of the vehicle (preferably along the direction of the front rocker arm structure). The rotating axes of the first ends of the left front rocker arm structure 52 and the right front rocker arm structure 51 are along the lateral direction of the vehicle, that is, the rotating axes of the first ends of the left front rocker arm structure 52 and the right front rocker arm structure 51 are perpendicular to the rotating axis of the shock absorber bracket.
[0054] The left and right mentioned in this article correspond to the left and right sides of the vehicle, and the front and rear mentioned in this article correspond to the front and rear of the vehicle.
[0055] In this embodiment, the left front rocker arm structure 52 and the right front rocker arm structure 51 are arranged along the front-rear direction of the vehicle (frame 1).
[0056] The rotating shaft and the front rocker arm structure in the middle of the shock absorber bracket are arranged in parallel. Furthermore, both the rotating shaft and the front rocker arm structure in the middle of the shock absorber bracket are inclined along the front-rear direction of the vehicle frame 1, and the inclination direction is gradually downward from back to front. That is, when the vehicle is on a horizontal ground, the front rocker arm structure forms an acute angle with the horizontal ground. The purpose is to increase the minimum ground clearance of the vehicle frame 1 (or chassis) (if the vehicle frame 1 integrates the battery pack 6, the battery pack 6 is generally fixed at the lower end of the vehicle frame 1, then the minimum height here is the ground clearance of the bottom of the battery pack 6), so as to be suitable for all-terrain roads.
[0057] This embodiment does not impose a specific limitation on the range of this acute angle, which can be set according to actual usage requirements. As one implementation method, the range of this acute angle is 10° to 20°.
[0058] The shock absorber bracket and the corresponding front rocker arm structure can be directly or indirectly connected; this embodiment does not impose any specific limitations on this. As one implementation, the shock absorber bracket is indirectly connected to the corresponding front rocker arm structure.
[0059] Specifically, the left end of the shock absorber bracket A55 is rotatably connected to the left front rocker arm structure 52 via the left tie rod 54, and the right end of the shock absorber bracket B57 is rotatably connected to the right front rocker arm structure 51 via the right tie rod 53.
[0060] Furthermore, the first end of the left pull rod 54 is rotatably connected to the left end of the shock absorber bracket A55. The first end of the left pull rod 54 can be rotatably connected to the shock absorber bracket A55 through a rotatable connection structure with one rotating shaft, or it can be rotatably connected to the shock absorber bracket A55 through a rotatable connection structure with multiple rotating shafts.
[0061] The second end of the left pull rod 54 is rotatably connected to the left front rocker arm structure 52. The second end of the left pull rod 54 can be rotatably connected to the left front rocker arm structure 52 through a rotatable connection structure with one rotation axis, or through a rotatable connection structure with multiple rotation axes.
[0062] The first end of the right tie rod 53 is rotatably connected to the right end of the shock absorber bracket B57. The first end of the right tie rod 53 can be rotatably connected to the shock absorber bracket B57 via a rotatable connection structure with one rotating shaft, or via a rotatable connection structure with multiple rotating shafts.
[0063] The second end of the right pull rod 53 is rotatably connected to the right front rocker arm structure 51. The second end of the right pull rod 53 can be rotatably connected to the right front rocker arm structure 51 through a rotatable connection structure with one rotation axis, or through a rotatable connection structure with multiple rotation axes.
[0064] The rotary connection structure with one rotating shaft described in this article can be a shaft, pin, or bearing, etc., while the rotary connection structure with multiple rotating shafts can be a universal joint, etc.
[0065] The front swing arm structure can be a single-layer front swing arm, with one end rotatably connected to the wheel bracket 32 of the front wheel and the other end rotatably connected to the frame 1. However, because the front suspension 5 needs to ensure the support strength of the single-layer front swing arm, the length of the single-layer front swing arm is relatively short and the volume is small. This results in a relatively short vertical travel of the single-layer front swing arm and a relatively short extension / retraction travel of the front shock absorber, which affects the vehicle's all-terrain capability. In some areas with complex road conditions, the short vertical travel of the front suspension 5 may even prevent the vehicle from passing through at all.
[0066] To solve this technical problem, the front swing arm structure is made into a two-layer or more front swing arm. Considering vehicle stability, it is preferable to make the front swing arm structure into a two-layer front swing arm.
[0067] Specifically, the front rocker arm structure includes an upper front rocker arm and a lower front rocker arm that are distributed vertically. The first ends of the upper front rocker arm and the lower front rocker arm are used to be directly or indirectly rotatably connected to the frame 1, and the second ends of the upper front rocker arm and the lower front rocker arm are directly or indirectly rotatably connected to the wheel bracket 32 of the front wheel.
[0068] The two shock absorber brackets can be connected to the upper front rocker arms on the left and right sides, or they can be connected to the lower front rocker arms on the left and right sides respectively. This embodiment does not impose any specific restrictions on this.
[0069] In one implementation, the two shock absorber brackets are respectively connected to the lower front rocker arms on the left and right sides. Specifically, the left end of the shock absorber bracket A55 is rotatably connected to the lower front rocker arm of the left front rocker arm structure 52 via the left pull rod 54, and the right end of the shock absorber bracket B57 is rotatably connected to the lower front rocker arm of the right front rocker arm structure 51 via the right pull rod 53.
[0070] The upper and lower front rocker arms of the front rocker arm structure on the same side have the same structure. Furthermore, the lines connecting the first ends of the upper and lower front rocker arms of the same side to the mounting points of the frame 1 are parallel to and of equal length to the lines connecting the second ends of the upper and lower front rocker arms of the same side to the mounting points of the wheel bracket 32 of the front wheel. Therefore, the motion relationship of the front rocker arm structure on the same side can form a parallelogram geometric relationship.
[0071] Specifically, the right front rocker arm structure 51 includes an upper right front rocker arm 511 and a lower right front rocker arm 512 distributed vertically. The first ends of both the upper right front rocker arm 511 and the lower right front rocker arm 512 are rotatably connected to the frame 1. The rotation axes of the first ends of the upper right front rocker arm 511 and the lower right front rocker arm 512 are parallel. The second ends of the upper right front rocker arm 511 and the lower right front rocker arm 512 are rotatably connected to the wheel bracket 32 of the right front wheel 3 via a right connector 59. The second ends of both the upper right front rocker arm 511 and the lower right front rocker arm 512 are rotatably connected to the right connector 59. The rotation axes of the second ends of the upper right front rocker arm 511 and the lower right front rocker arm 512 relative to the right connector 59 are parallel and parallel to the rotation axes of the first ends of the upper right front rocker arm 511 and the lower right front rocker arm 512.
[0072] The left front swingarm structure 52 includes an upper left front swingarm 521 and a lower left front swingarm 522 distributed vertically. The first ends of both the upper left front swingarm 521 and the lower left front swingarm 522 are rotatably connected to the frame 1. The rotation axes of the first ends of the upper left front swingarm 521 and the lower left front swingarm 522 are parallel. The second ends of the upper left front swingarm 521 and the lower left front swingarm 522 are rotatably connected to the wheel bracket 32 of the left front wheel 4 via a left connector 58. The second ends of both the upper left front swingarm 521 and the lower left front swingarm 522 are rotatably connected to the left connector 58. The rotation axes of the second ends of the upper left front swingarm 521 and the lower left front swingarm 522 relative to the left connector 58 are parallel and parallel to the rotation axes of the first ends of the upper left front swingarm 521 and the lower left front swingarm 522.
[0073] Furthermore, since the front rocker arm structure is inclined along the front-rear direction of the frame 1, and the inclination direction is gradually downward from back to front, the upper front rocker arm and the lower front rocker arm, which are components of the front rocker arm structure, are also inclined along the front-rear direction of the frame 1, and the inclination direction is gradually downward from back to front.
[0074] The connector is rotatably connected to the wheel bracket 32 of the front wheel, and the axis of rotation of the connector relative to the wheel bracket 32 of the front wheel is perpendicular to the axis of rotation of the first end of the upper and lower front rocker arms.
[0075] This embodiment employs a double-layered front swingarm structure. Both the upper and lower front swingarms can simultaneously absorb lateral forces from the front wheels. Therefore, the front swingarm structure can be made longer according to actual usage requirements, resulting in a longer vertical travel of the front swingarm structure and a longer extension / retraction travel of the front shock absorber. This enhances the vehicle's all-terrain capability, allowing it to handle even more complex road conditions. Furthermore, the enhanced lateral stiffness of the front swingarm structure strengthens the front suspension, reducing forward roll when the front wheels are cornering.
[0076] The rotation axis of the first end of the upper and lower front rocker arms is also parallel to the rotation axis of the front wheel (the rotation axis of the front wheel is the rotation axis of the wheel body 31 of the front wheel rotating around the wheel bracket 32).
[0077] When one front wheel crosses a raised section of road, that front wheel is lifted, causing the second end of the front rocker arm structure on the same side as the wheel to rise. The rocker arm structure then pulls the tie rod on the same side upwards, which in turn pulls the end of the shock absorber bracket on the same side to rotate upwards. The other end of the shock absorber bracket rotates downwards, pushing the front shock absorber 56 towards the other shock absorber bracket, thereby pressing down on the other front wheel. During this process, the front shock absorber 56 is compressed to absorb vibrations, thus maintaining vehicle balance.
[0078] Taking the left front wheel 4 crossing a raised road surface as an example, when the left front wheel 4 crosses the raised road surface, the left front wheel 4 is lifted, the second end of the left front rocker arm structure 52 is lifted, the left front rocker arm structure 52 will pull the left tie rod 54 upward, the left tie rod 54 will pull the left end of the shock absorber bracket A55 to rotate upward, the right end of the shock absorber bracket A55 will rotate downward, pushing the front shock absorber 56 towards the shock absorber bracket B57, the left end of the shock absorber bracket B57 will be raised, the right end will pull down the right tie rod 53, and thus press down the right front wheel 3. In this process, the vibration is absorbed by compressing the front shock absorber 56, thus maintaining the balance of the vehicle body.
[0079] Taking the right front wheel 3 crossing a raised road surface as an example, when the right front wheel 3 crosses the raised road surface, the right front wheel 3 is lifted, the second end of the right front rocker arm structure 51 is lifted, the right front rocker arm structure 51 will pull the right tie rod 53 upward, the right tie rod 53 will pull the right end of the shock absorber bracket B57 to rotate upward, the left end of the shock absorber bracket B57 will rotate downward, pushing the front shock absorber 56 towards the shock absorber bracket A55, the right end of the shock absorber bracket A55 will be raised, the left end will pull down the left tie rod 54, and thus press down the left front wheel 4. In this process, the vibration is absorbed by compressing the front shock absorber 56, thus maintaining the balance of the vehicle body.
[0080] When the front wheels on both sides simultaneously pass over a raised road surface, both front wheels on both sides are lifted, and the second ends of the left front rocker arm structure 52 and the right front rocker arm structure 51 are both lifted. The two front rocker arm structures simultaneously pull the left tie rod 54 and the right tie rod 53 upward. The left tie rod 54 pulls the left end of the shock absorber bracket A55 upward, and the right tie rod 53 pulls the right end of the shock absorber bracket B57 upward. The right end of the shock absorber bracket A55 rotates counterclockwise downward, and the left end of the shock absorber bracket B57 rotates clockwise downward, thereby compressing the front shock absorber 56 to absorb the vibration and thus maintain the vehicle's balance.
[0081] The front suspension 5 provided in this embodiment coordinates the left and right front wheels, so that the left and right front wheels are not independently supported on the ground, making the vehicle body more stable.
[0082] The front suspension 5 provided in this embodiment can be adjusted according to road conditions. Even if the heights of the two front wheels on the left and right sides are not the same, it will not cause the vehicle body to tilt, thereby improving the comfort and safety of the vehicle.
[0083] One embodiment of this utility model provides a rear suspension 7, which is installed at the rear end of a vehicle and serves as a force transmission device between the rear wheels of the vehicle and the vehicle frame.
[0084] Please refer to Figure 7 and Figure 8 The rear suspension 7 includes a rear suspension control arm 71, two left and right rear shock absorbers, and two left and right rear swing arms. The two left and right rear swing arms are located below the rear suspension control arm 71, and the two left and right rear shock absorbers are connected between the rear suspension control arm 71 and the two left and right rear swing arms.
[0085] The middle part of the rear suspension control arm 71 is directly or indirectly rotatably connected to the vehicle frame 1, and the rear suspension control arm 71 is configured to swing up and down around its middle part.
[0086] In this embodiment, the rear suspension control arm 71 is arranged along the left and right direction of the vehicle frame 1. The middle part of the rear suspension control arm 71 is directly or indirectly rotatably connected to the vehicle frame 1. The rear suspension control arm 71 can swing up and down around its middle part. That is, when the left end of the rear suspension control arm 71 swings upward along the middle part, the right end of the rear suspension control arm 71 swings downward along the middle part; when the right end of the rear suspension control arm 71 swings upward along the middle part, the left end of the rear suspension control arm 71 swings downward along the middle part.
[0087] The rear suspension control arm 71 can be connected to the frame 1 via a rotating connection structure with one rotating shaft, or via a rotating connection structure with multiple rotating shafts.
[0088] The two rear shock absorbers are arranged left and right. The upper end of the left rear shock absorber 72 is rotatably connected to the left end of the rear suspension control arm 71, meaning that the left rear shock absorber 72 can rotate relative to the rear suspension control arm 71 around the rotation axis at the upper end of the left rear shock absorber 72. The upper end of the right rear shock absorber 73 is rotatably connected to the right end of the rear suspension control arm 71, meaning that the right rear shock absorber 73 can rotate relative to the rear suspension control arm 71 around the rotation axis at the upper end of the right rear shock absorber 73.
[0089] The upper ends of the left and right rear shock absorbers can be rotatably connected to the corresponding ends of the rear suspension control arm 71 through a rotatable connection structure with one rotating shaft, or through a rotatable connection structure with multiple rotating shafts.
[0090] The two rear swingarms are positioned left and right, and are configured to rotate up and down around their first ends. The first ends of the two rear swingarms are directly or indirectly rotatably connected to the vehicle frame 1. The second ends of the two rear swingarms are directly or indirectly rotatably connected to the wheel brackets of the left and right rear wheels. The wheel brackets include steering knuckles and wheel hubs; therefore, the second ends of the rear swingarms can be directly or indirectly rotatably connected to either the steering knuckles or the wheel hubs.
[0091] The two rear swingarms are set in the left-right direction, and both rear swingarms are tilted along the front-rear direction of the frame 1. Specifically, the tilt direction is gradually downward from front to back. That is, when the vehicle is on a level ground, the rear swingarms form an acute angle with the level ground. The purpose is to increase the minimum ground clearance of the frame 1 (or chassis) (if the frame 1 integrates the battery pack 6, the battery pack 6 is generally fixed at the lower end of the frame 1, then the minimum height here is the ground clearance of the bottom of the battery pack 6), so as to be suitable for all-terrain roads.
[0092] This embodiment does not impose a specific limitation on the range of this acute angle, which can be set according to actual usage requirements. As one implementation method, the range of this acute angle is 10° to 20°.
[0093] The first end of the left rear swingarm 74 is directly or indirectly rotatably connected to the frame 1, meaning that the left rear swingarm 74 can rotate up and down around the rotation axis of its first end. The first end of the right rear swingarm 75 is directly or indirectly rotatably connected to the frame 1, meaning that the right rear swingarm 75 can rotate up and down around the rotation axis of its first end.
[0094] The first end of the left rear rocker arm 74 and the first end of the right rear rocker arm 75 can be directly or indirectly rotatably connected to the frame 1 coaxially, or they can be directly or indirectly rotatably connected to the frame 1 non-coaxially. This embodiment does not impose any restrictions on this. In this embodiment, it is preferred that the first end of the left rear rocker arm 74 and the first end of the right rear rocker arm 75 be directly or indirectly rotatably connected to the frame 1 coaxially.
[0095] The second end of the left rear rocker arm 74 is directly or indirectly rotatably connected to the wheel bracket of the left rear wheel 9 of the vehicle, meaning the left rear rocker arm 74 can rotate relative to the wheel bracket of the left rear wheel 9 about its second end's rotation axis. The second end of the right rear rocker arm 75 is directly or indirectly rotatably connected to the wheel bracket of the right rear wheel 8 of the vehicle, meaning the right rear rocker arm 75 can rotate relative to the wheel bracket of the right rear wheel 8 about its second end's rotation axis. The rotation axes of the second ends of both the left and right rear rocker arms 74 and 75 are parallel to or coaxial with the rotation axis of the rear wheel (the rear wheel includes the rear wheel body and the wheel bracket, the wheel body is rotatably connected to the wheel bracket, and the rotation axis of the rear wheel is the rotation axis of the rear wheel body). Therefore, the rotation axis of the middle part of the rear suspension swing arm 71 is perpendicular to the rotation axis of the rear wheel.
[0096] As one embodiment, the rotation axis of the middle part of the rear suspension swing arm 71 is arranged along the front-rear direction of the vehicle frame 1, and the rotation axes of the first ends of the left and right rear swing arms are arranged horizontally along the left-right direction of the vehicle frame.
[0097] The lower end of the left rear shock absorber 72 is rotatably mounted on the left rear rocker arm 74, meaning the left rear shock absorber 72 can rotate relative to the left rear rocker arm 74 around its lower end. The lower end of the right rear shock absorber 73 is rotatably mounted on the right rear rocker arm 75, meaning the right rear shock absorber 73 can rotate relative to the right rear rocker arm 75 around its lower end. Since the first ends of the left and right rear rocker arms are used for direct or indirect rotatable connection with the frame 1, and the second ends of the left and right rear rocker arms are used for direct or indirect rotatable connection with the wheel bracket of the rear wheel, the lower ends of the left and right rear shock absorbers are rotatably connected to the area between the first and second ends of the left and right rear rocker arms (i.e., the middle part of the rear rocker arms).
[0098] The lower ends of the left and right rear shock absorbers can be rotatably connected to the corresponding rear rocker arm through a rotatable connection structure with one rotating shaft, or through a rotatable connection structure with multiple rotating shafts.
[0099] The rotary connection structure with one rotating shaft described in this article can be a shaft, pin, or bearing, etc., while the rotary connection structure with multiple rotating shafts can be a universal joint, etc.
[0100] In this embodiment, the left rear shock absorber 72 and the right rear shock absorber 73 are arranged in parallel. The line connecting the upper end of the left rear shock absorber 72 to the left end of the rear suspension control arm 71 and the upper end of the right rear shock absorber 73 to the right end of the rear suspension control arm 71 is parallel to the line connecting the lower end of the left rear shock absorber 72 to the left rear rocker arm 74 and the lower end of the right rear shock absorber 73 to the right rear rocker arm 75. Therefore, the motion relationship between the rear suspension control arm 71 and the two rear shock absorbers can be close to a parallelogram geometric relationship (a parallelogram in its natural state, which will change slightly after movement).
[0101] In one embodiment, the rear suspension swing arm 71 is connected to the vehicle frame 1 via a rotating connection structure having a rotating shaft. The upper ends of the left and right rear shock absorbers are rotatably connected to the corresponding ends of the rear suspension swing arm 71 via a rotating connection structure having a rotating shaft. The lower ends of the left and right rear shock absorbers are rotatably connected to the corresponding side rear rocker arm via a rotating connection structure having multiple rotating shafts.
[0102] Furthermore, the rotation axis of the middle part of the rear suspension swing arm 71 is parallel to the rotation axis of the upper end of the left and right rear shock absorbers, respectively.
[0103] The rotation axis of the middle part of the rear suspension swing arm 71 is perpendicular to the rotation axis of the first end of the left and right rear swing arms.
[0104] Furthermore, the rotation axis in the middle of the rear suspension swing arm 71 and the rotation axes at the first ends of the left and right rear swing arms are all horizontally arranged.
[0105] When one rear wheel crosses a raised section of road, the second end of the rear swing arm on the same side as that rear wheel rises, which in turn pushes the rear shock absorber on the same side of the swing arm upward. This causes the end of the rear suspension swing arm 71 on the same side to swing upward, while the other end of the rear suspension swing arm 71 swings downward, pressing down on the other side's rear shock absorber. During this process, the vibrations are absorbed by the two rear shock absorbers, thus maintaining vehicle balance.
[0106] Taking the left rear wheel 9 crossing a raised road surface as an example, when the left rear wheel 9 is lifted along the raised surface, the second end of the left rear rocker arm 74 rises, which in turn pushes the left rear shock absorber 72 upward, causing the left end of the rear suspension rocker arm 71 to swing upward and the right end of the rear suspension rocker arm 71 to swing downward, pressing down the right rear shock absorber 73. During this process, the vibration is absorbed by the two rear shock absorbers, thus maintaining the vehicle's balance.
[0107] Similarly, the right rear wheel 8 operates on the same principle when crossing a raised surface. When the right rear wheel 8 is lifted along the raised surface, the second end of the right rear rocker arm 75 rises, which in turn pushes the right rear shock absorber 73 upwards. This causes the right end of the rear suspension control arm 71 to swing upwards, and the left end of the rear suspension control arm 71 to swing downwards, pressing down on the left rear shock absorber 72. During this process, the vibrations are absorbed by both rear shock absorbers, thus maintaining vehicle balance.
[0108] When the left and right rear wheels pass over a raised road surface at the same time, the left rear wheel 9 and the right rear wheel 8 are lifted along the raised road surface. Then the second end of the left rear rocker arm 74 and the second end of the right rear rocker arm 75 are both lifted, which will compress the left rear shock absorber 72 and the right rear shock absorber 73 at the same time. The vibration is absorbed by these two rear shock absorbers, thus maintaining the balance of the vehicle body.
[0109] The rear suspension 7 provided in this embodiment coordinates the left and right rear wheels, so that the left and right rear wheels are not independently supported on the ground, making the vehicle body more stable.
[0110] The rear suspension 7 provided in this embodiment can be adjusted according to road conditions. Even if the heights of the two rear wheels on the left and right sides are inconsistent, it will not cause the vehicle body to tilt, thereby improving the comfort and safety of the vehicle.
[0111] As one embodiment, the battery pack 6 is integrated onto the frame 1. This embodiment does not limit the location of the battery pack 6 within the frame 1. Taking the battery pack 6 being fixedly mounted at the lower end of the frame 1 as an example, the first ends of both the left rear rocker arm 74 and the right rear rocker arm 75 are rotatably connected to the battery pack 6.
[0112] Please refer to Figures 9 to 11 This embodiment provides a steering mechanism 2, including a handlebar 21, a column 22, and two left and right tie rod transmission assemblies (i.e., a left tie rod transmission assembly 25 and a right tie rod transmission assembly 24). The column 22 is rotatably mounted on the frame 1, and the handlebar 21 is fixed to the upper end of the column 22. The lower end of the column 22 is connected to the left and right front wheels on the left and right sides respectively through the two tie rod assemblies.
[0113] This embodiment does not restrict the orientation of the tie rod drive assembly, as long as it can simultaneously act on both front wheels to achieve steering.
[0114] In one embodiment, the tie rod drive assembly is arranged along the front-rear direction of the frame 1, and the lower left and right sides of the column 22 are respectively connected to the inner or outer sides of the left and right front wheels through the left and right tie rod assemblies.
[0115] The inner side of the two front wheels refers to the side where the two front wheels face each other, that is, the right side of the left front wheel 4 is its inner side, and the left side of the right front wheel 3 is its inner side. The outer side of the two front wheels refers to the side where the two front wheels are back to back, that is, the left side of the left front wheel 4 is its outer side, and the right side of the right front wheel 3 is its outer side.
[0116] Working principle of steering mechanism 2:
[0117] Turning the handlebar 21 causes the column 22 to rotate. The column 22 pulls one front wheel backward through a lever transmission assembly and pushes the other front wheel forward through another lever transmission assembly, causing the two front wheels to rotate in the same direction.
[0118] This embodiment does not limit the specific structure of the handlebar 21. As one embodiment, the handlebar 21 includes an integrally formed left and right handlebars and a middle connecting part. The two handlebars are symmetrically arranged on the left and right sides of the middle connecting part, and the middle connecting part is fixedly connected to the upper end of the column 22.
[0119] In another embodiment, the handlebar 21 has a steering wheel-like structure, comprising a circular frame, a central hub, and several spokes. The central hub is located within the circular frame, and the circular frame and the central hub are connected by several spokes. The central hub is fixedly connected to the upper end of the column 22.
[0120] A vertical tube is fitted on the outside of the upright 22, the upright 22 is rotatably connected to the vertical tube, and the vertical tube is fixedly connected to the frame 1.
[0121] In this embodiment, a mounting component 23 is fixedly installed at the lower end of the column 22. The mounting component 23 includes two mounting parts, left and right, which are located on the left and right sides of the column 22, respectively. The left and right tie rod transmission assemblies are respectively connected to the left and right mounting parts.
[0122] Specifically, the mounting component 23 includes an integrally formed central portion 232, a left mounting portion 231, and a right mounting portion 233, with the left mounting portion 231 and the right mounting portion 233 symmetrically arranged on the left and right sides of the central portion 232. The central portion 232 is fixedly connected to the lower end of the column 22.
[0123] In this embodiment, the left front wheel 4 and the right front wheel 3 are arranged symmetrically from left to right. Therefore, the left tie rod drive assembly 25 and the right tie rod drive assembly 24 are also arranged symmetrically from left to right.
[0124] The tie rod drive assembly is arranged along the front-rear direction of the frame 1, and its length depends on the installation distance between the front wheel and the frame 1.
[0125] This embodiment does not limit the specific structure of the tie rod drive assembly, nor does it limit the number of tie rods included in the tie rod drive assembly; it can be determined according to the actual shape of the vehicle.
[0126] In one embodiment, both the left tie rod drive assembly 25 and the right tie rod drive assembly 24 include a first tie rod 241, a rotating member 242, and a second tie rod 243. The rotating member 242 is located below the mounting member 23, and its middle portion is rotatably connected to the frame 1. The two ends of the first tie rod 241 are rotatably connected to the corresponding mounting portion and the upper end of the mounting member 23 (the two ends of the first tie rod 241 of the left tie rod drive assembly 25 are rotatably connected to the left mounting portion 231 and the upper end of the left mounting member 23, and the two ends of the first tie rod 241 of the right tie rod drive assembly 24 are rotatably connected to the right mounting portion 233 and the upper end of the right mounting member 23), and the two ends of the second tie rod 243 are rotatably connected to the lower end of the mounting member 23 and the front wheel.
[0127] Specifically, the first end of the first pull rod 241 is rotatably connected to the mounting portion on the same side. For example, the first end of the first pull rod 241 on the left side is rotatably connected to the left mounting portion 231 of the mounting member 23, and the first end of the first pull rod 241 on the right side is rotatably connected to the right mounting portion 233 of the mounting member 23.
[0128] The second end of the first pull rod 241 is rotatably connected to the upper end of the rotating member 242, the first end of the second pull rod 243 is rotatably connected to the lower end of the rotating member 242, and the second end of the second pull rod 243 is rotatably connected to the front wheel.
[0129] The second end of the first pull rod 241 is rotatably connected to the upper end of the rotating member 242, the first end of the second pull rod 243 is rotatably connected to the lower end of the rotating member 242, and the second end of the second pull rod 243 is rotatably connected to the front wheel through a rotatable connection structure. The rotatable connection structure may have one rotating shaft or multiple rotating shafts. This embodiment does not impose specific limitations on this.
[0130] The rotary connection structure with one rotating shaft described in this article can be a rotating shaft, a rotating pin, or a bearing, etc., while the rotary connection structure with multiple rotating shafts can be a universal joint, etc.
[0131] The middle of the rotating parts 242 on both the left and right sides is rotatably connected to the frame 1. As for whether the rotating parts 242 on both the left and right sides are connected to the frame 1 through the same rotatable connection structure, this embodiment does not impose any restrictions.
[0132] Furthermore, the rotation axes of the left and right rotating components 242 are the same, and the rotation axis of the rotating component 242 is perpendicular to the rotation axis of the column 22 and is horizontally arranged. Since the left and right tie rod transmission assemblies are distributed on the left and right sides of the frame 1, the rotation axis of the rotating component 242 is arranged along the left and right direction of the frame 1. Therefore, it can be concluded that the rotating component 242 can rotate up and down around its rotation axis. The up and down rotation of the rotating component 242 can drive the second tie rod 243 to move forward or backward, so as to push or pull the front wheel to steer. When performing a steering operation, the movement directions of the second tie rods 243 on the left and right sides are opposite. That is, if the second tie rod 243 on the left pulls the left front wheel 4 backward, then the second tie rod 243 on the right pushes the right front wheel 3 forward; if the second tie rod 243 on the left pushes the left front wheel 4 forward, then the second tie rod 243 on the right pulls the right front wheel 3 backward. Ultimately, this causes the left and right front wheels to rotate in the same direction.
[0133] In this embodiment, the wheel includes a wheel body 31 and a wheel bracket 32, and the wheel body 31 is rotatably connected to the wheel bracket 32. The second end of the second pull rod 243 is rotatably connected to the wheel bracket 32.
[0134] In this embodiment, the tie rod transmission assembly is located on the side of the wheel body 31. Therefore, the second tie rod 243 is connected to the side of the wheel body 31. It can be connected to the inner side of the wheel or the outer side of the wheel, depending on the specific structure of the wheel bracket 32.
[0135] As one embodiment, the wheel bracket 32 is connected to the inside of the wheel body 31, therefore, the second tie rod 243 is connected to the inside of the wheel.
[0136] Specifically, the second lever 243 of the left lever drive assembly 25 is connected to the right side of the left front wheel 4, and the second lever 243 of the right lever drive assembly 24 is connected to the left side of the right front wheel 3.
[0137] When the handlebars 21 turn to the left, the column 22 rotates, causing the left mounting part 231 of the mounting part 23 at its lower end to rotate backward and the right mounting part 233 to rotate forward.
[0138] The transmission process between the left mounting part 231 and the left tie rod transmission assembly 25: The left mounting part 231 rotates backward and drives the upper end of the rotating part 242 to move backward through the first tie rod 241. Then the lower end of the rotating part 242 moves forward and pushes the second tie rod 243 forward. The second tie rod 243 pushes the right side of the left front wheel 4 forward, causing it to turn to the left.
[0139] Meanwhile, the transmission process between the right mounting part 233 and the right tie rod transmission assembly 24 is as follows: the right mounting part 233 rotates forward and drives the upper end of the rotating part 242 to move forward through the first tie rod 241, then the lower end of the rotating part 242 moves backward and pushes the second tie rod 243 to move backward. The second tie rod 243 pulls the right side of the right front wheel 3 backward, causing it to turn to the left.
[0140] When the handlebars 21 turn to the right, the column 22 rotates, causing the left mounting part 231 of the mounting part 23 at its lower end to rotate forward and the right mounting part 233 to rotate backward.
[0141] The transmission process between the left mounting part 231 and the left pull rod transmission assembly 25: The left mounting part 231 rotates forward and drives the upper end of the rotating part 242 to move forward through the first pull rod 241. Then the lower end of the rotating part 242 moves backward and pulls the second pull rod 243 to move backward. The second pull rod 243 pulls the left side of the left front wheel 4 backward, causing it to turn to the right.
[0142] Meanwhile, the transmission process between the right mounting part 233 and the right tie rod transmission assembly 24 is as follows: the right mounting part 233 rotates backward and drives the upper end of the rotating part 242 to move backward through the first tie rod 241, then the lower end of the rotating part 242 moves forward and pushes the second tie rod 243 forward. The second tie rod 243 pushes the left side of the right front wheel 3 forward, causing it to turn to the right.
[0143] The steering mechanism provided in this embodiment has a simple structure, a low failure rate, and also reduces the weight of the entire vehicle.
[0144] This embodiment does not limit the use of four-wheeled motorcycles, such as ATVs, go-karts, farm vehicles, golf carts, etc.
[0145] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.
Claims
1. An all-terrain quadricycle characterized in that, The vehicle frame, the suspension system, the left and right front wheels and the left and right rear wheels, the suspension system comprises a front suspension and a rear suspension; The front suspension comprises two left and right front swing arm structures and a front shock absorber assembly, the first end of the left and right front swing arm structures is directly or indirectly connected with the front end of the vehicle frame, the left and right front swing arm structures are configured to rotate up and down around the rotation axis of the first end, the second end of the left and right front swing arm structures is directly or indirectly connected with the left and right front wheels, the front shock absorber assembly comprises a front shock absorber and two shock absorber supports arranged in front and back, the middle part of the two shock absorber supports is directly or indirectly connected with the vehicle frame, the left end of one of the shock absorber supports is directly or indirectly connected with the left front swing arm structure, the right end of the shock absorber support is connected with the first end of the front shock absorber, the right end of the other shock absorber support is directly or indirectly connected with the right front swing arm structure, and the left end of the shock absorber support is connected with the second end of the front shock absorber. The rear suspension comprises a rear suspension swing arm, two left and right rear shock absorbers and two left and right rear swing arms, the middle part of the rear suspension swing arm is directly or indirectly connected with the rear end of the vehicle frame, the rear suspension swing arm is configured to swing up and down around the rotation axis of the middle part, the first end of the left and right rear swing arms is directly or indirectly connected with the rear end of the vehicle frame, the left and right rear swing arms are respectively configured to rotate up and down around the rotation axis of the first end, the second end of the left and right rear swing arms is directly or indirectly connected with the left and right rear wheels, and the upper end of the left and right rear shock absorbers is respectively connected with the left and right ends of the suspension swing arm, and the lower end of the left and right rear shock absorbers is respectively arranged on the area between the first end and the second end of the left and right rear swing arms.
2. All-terrain quad bike according to claim 1, characterized in that, The left end of one of the shock absorber supports is connected with the left front swing arm structure through a left pull rod, and the right end of the other shock absorber support is connected with the right front swing arm structure through a right pull rod.
3. The ATV of claim 1, wherein, The front swing arm structure comprises an upper front swing arm and a lower front swing arm arranged in an up-down manner, the first end of the upper front swing arm and the lower front swing arm is directly or indirectly connected with the vehicle frame, and the second end of the upper front swing arm and the lower front swing arm is directly or indirectly connected with the wheel support of the front wheel.
4. All-terrain quad bike according to claim 3, characterized in that, The two shock absorber supports are respectively connected with the left and right lower front swing arms.
5. The ATV of claim 3, wherein, The upper front swing arm and the lower front swing arm are identical in structure, the line between the mounting point of the first end of the upper front swing arm and the lower front swing arm and the vehicle frame is parallel to the line between the mounting point of the second end of the upper front swing arm and the lower front swing arm and the wheel support of the front wheel, and the length of the two lines is equal.
6. The ATV of claim 1, wherein, The first end of the front swing arm structure is rotationally connected with the frame shaft, and the rotation axes of the first ends of the left and right front swing arm structures are coaxial and arranged along the left-right direction of the frame; the middle parts of the two damping supports are rotationally connected with the frame shaft, and the rotation axes of the middle parts of the two damping supports and the front swing arm structure are all arranged obliquely along the front-rear direction of the frame, and the oblique directions are gradually inclined downward from back to front.
7. The ATV of claim 1, wherein, The left and right rear dampers are arranged in parallel, and the line connecting the upper ends of the left and right rear dampers with the connection points of the left and right ends of the rear suspension swing arm is parallel to the line connecting the lower ends of the left and right rear dampers with the connection points of the left and right rear swing arms.
8. The ATV of claim 1, wherein, A battery pack is further included, which is fixedly arranged at the lower end of the frame, and the first ends of the left and right rear swing arms are rotationally connected with the battery pack.
9. The ATV of claim 1, wherein, The rotation axes of the middle parts of the rear suspension swing arms are arranged along the front-rear direction of the frame, and the rotation axes of the first ends of the left and right rear swing arms are horizontally arranged along the left-right direction of the frame.
10. The ATV of claim 1, wherein, The rear suspension swing arm is arranged along the left-right direction of the frame, and the left and right rear swing arms are both arranged obliquely along the front-rear direction of the frame, and the oblique directions are gradually inclined downward from front to back.
11. The ATV of claim 1, wherein, A steering mechanism is further included, which comprises a handlebar, a column and two left and right pull rod transmission assemblies, the column is rotationally arranged on the frame, and the handlebar is fixed at the upper end of the column; the left and right sides of the lower end of the column are respectively connected or indirectly connected with the left and right front wheels through the left and right pull rod assemblies.
12. All-terrain quad bike according to claim 11, characterized in that The pull rod transmission assembly is arranged along the front-rear direction of the frame, and the left and right sides of the lower end of the column are respectively connected with the inner sides or outer sides of the left and right front wheels through the left and right pull rod assemblies.
13. All-terrain quadricycle according to claim 11, characterized in that, The lower end of the column is fixedly arranged with a mounting member, the mounting member comprises two left and right mounting parts, and the two mounting parts are respectively located on the left and right sides of the column; The left and right pull rod transmission assemblies are respectively connected with the left and right mounting parts.
14. All-terrain quad bike according to claim 13, characterized in that The pull rod transmission assembly comprises a first pull rod, a rotating member and a second pull rod, the rotating member is located below the mounting member, and the middle part of the rotating member is rotationally connected with the frame; the two ends of the first pull rod are respectively rotationally connected with the mounting part and the upper end of the rotating member on the corresponding side, and the two ends of the second pull rod are respectively rotationally connected with the lower end of the rotating member and the front wheel.
15. All-terrain quad bike according to claim 14, characterized in that The rotation axes of the left and right rotating members are coaxial and arranged horizontally along the left-right direction of the frame.