Steering mechanism and all-terrain vehicle
By simplifying the steering mechanism and adopting a front suspension with a double-layer rocker arm structure, the complexity and maintenance difficulties of the all-terrain vehicle steering mechanism have been solved, resulting in an all-terrain vehicle design that is simple in structure, has a low failure rate, and offers high comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-30
- Publication Date
- 2026-03-13
AI Technical Summary
The steering mechanism of all-terrain vehicles has a complex structure, is difficult to manufacture, has high production costs, and is troublesome to maintain and repair.
The steering mechanism includes handlebars, a column, and two left and right tie rod drive assemblies. The lower end of the column is directly or indirectly connected to the front wheel through the tie rod assembly. Combined with the front suspension with a double-layer rocker arm structure, it coordinates the movement of the left and right front wheels.
The steering mechanism structure has been simplified, the failure rate has been reduced, the vehicle weight has been lightened, the vehicle comfort and safety have been improved, and the all-terrain capability has been enhanced.
Smart Images
Figure CN223990119U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle technology, and in particular to a steering mechanism and an all-terrain vehicle. 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] Currently, the steering mechanism of all-terrain vehicles generally includes a steering wheel, steering shaft, steering universal joint, steering drive shaft, steering gear, steering rocker arm, steering tie rod, steering knuckle arm, left steering knuckle, left steering knuckle kingpin, left steering trapezoidal arm, steering tie rod, right steering trapezoidal arm, right steering knuckle, and right steering knuckle kingpin, etc. The structure is quite complex, difficult to process and manufacture, has high production costs, and is very troublesome to maintain and repair. Utility Model Content
[0004] To address the aforementioned problems, one embodiment of this utility model provides a steering mechanism, including 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 directly or indirectly connected to the left and right front wheels through the two tie rod assemblies.
[0005] Optionally, 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.
[0006] 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.
[0007] The left and right tie rod transmission assemblies are respectively connected to the left and right mounting parts.
[0008] 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.
[0009] 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.
[0010] Optionally, the rotation axis of the rotating component is perpendicular to the rotation axis of the column and is set horizontally.
[0011] Another embodiment of this utility model provides an all-terrain vehicle, including the steering mechanism described in the above embodiment.
[0012] Optionally, the all-terrain vehicle further includes a front suspension, which includes two left and right rocker arm structures and a shock absorber assembly. The first ends of the two left and right rocker arm structures are rotatably connected to the vehicle frame, and the two left and right rocker arm structures are configured to rotate up and down about a rotation axis at their first ends. The second ends of the two left and right rocker arm structures are used to rotatably connect to the two left and right front wheels.
[0013] The shock absorber assembly includes a shock absorber and two shock absorber brackets arranged side by side, with the middle of the two shock absorber brackets rotatably connected to the vehicle frame; the left end of one shock absorber bracket is directly or indirectly rotatably connected to the left rocker arm structure, and the right end of the shock absorber bracket is rotatably connected to the first end of the shock absorber; the right end of the other shock absorber bracket is directly or indirectly rotatably connected to the right rocker arm structure, and the left end of the shock absorber bracket is rotatably connected to the second end of the shock absorber.
[0014] Optionally, the left end of one of the shock-absorbing brackets is rotatably connected to the rocker arm structure on the left side via a left pull rod, and the right end of the other shock-absorbing bracket is rotatably connected to the rocker arm structure on the right side via a right pull rod.
[0015] Optionally, the rocker arm structure includes an upper rocker arm and a lower rocker arm that are distributed vertically. The first ends of the upper rocker arm and the lower rocker arm are used to be directly or intermittently rotatably connected to the vehicle frame, and the second ends of the upper rocker arm and the lower rocker arm are used to be directly or indirectly rotatably connected to the wheel bracket of the front wheel.
[0016] Optionally, the upper rocker arm and the lower rocker arm have the same structure, and the lines connecting the first ends of the upper rocker arm and the mounting points of the vehicle frame are parallel to and of equal length to the lines connecting the second ends of the upper rocker arm and the lower rocker arm to the mounting points of the wheel brackets of the front wheel.
[0017] Optionally, the first end of the rocker arm structure is rotatably connected to the frame shaft, and the rotation axes of the first ends of the left and right 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 shaft in the middle, and the rotation axes in the middle of the two shock absorber brackets and the 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.
[0018] Compared with the prior art, the present invention has the following technical advantages:
[0019] 1. The steering mechanism provided by this utility model has a simple structure, low failure rate, and also reduces the weight of the whole vehicle.
[0020] 2. The front suspension provided by this utility model 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.
[0021] 3. The front suspension provided by this utility model can coordinate the two front wheels on the left and right sides, so that the two front wheels on the left and right sides are not independently supported on the ground, making the vehicle body more stable.
[0022] 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.
[0023] 5. The tie rod transmission assembly provided by this utility model is arranged along the front and rear direction of the vehicle frame, therefore, it can be used in conjunction with the rocker arm structure.
[0024] 6. The front suspension provided by this utility model is suitable for vehicles such as four-wheeled motorcycles, go-karts, farm vehicles, ATVs, and golf carts.
[0025] 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
[0026] 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.
[0027] Figure 1 This is a schematic diagram of the steering mechanism provided in an embodiment of the present invention;
[0028] Figure 2 A partially enlarged view of a steering mechanism provided in an embodiment of the present utility model;
[0029] Figure 3 A side view of a steering mechanism provided in an embodiment of the present invention;
[0030] Figure 4 This is a schematic diagram of the structure of an all-terrain vehicle provided in an embodiment of the present invention;
[0031] Figure 5 A forward view of the front suspension provided in an embodiment of this utility model Figure 1 ;
[0032] Figure 6 Forward view of the front suspension provided in an embodiment of this utility model Figure 2 ;
[0033] Figure 7 A side view of a front suspension provided in an embodiment of the present utility model;
[0034] Figure 8 This is a side perspective view of a front suspension according to an embodiment of the present invention. Detailed Implementation
[0035] 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.
[0036] 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.
[0037] Example 1
[0038] Please refer to Figures 1 to 3 This embodiment provides a steering mechanism 1, including a handlebar 11, a column 12, and two left and right tie rod transmission assemblies (i.e., a left tie rod transmission assembly 15 and a right tie rod transmission assembly 14). The column 12 is rotatably mounted on the frame 2, and the handlebar 11 is fixed to the upper end of the column 12. The lower end of the column 12 is connected to the left and right front wheels on the left and right sides respectively through the two tie rod assemblies.
[0039] 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.
[0040] In one embodiment, the tie rod transmission assembly is arranged along the front-rear direction of the frame 2, 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.
[0041] 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.
[0042] Working principle of steering mechanism 1:
[0043] Turning the handlebar 11 causes the column 12 to rotate. The column 12 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.
[0044] This embodiment does not limit the specific structure of the handlebar 11. As one embodiment, the handlebar 11 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 12.
[0045] In another embodiment, the handlebar 11 has a steering wheel-like structure, that is, the handlebar 11 includes a circular frame, a central hub, and several spokes. The central hub is located inside 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 12.
[0046] A vertical tube is fitted on the outside of the column 12, the column 12 is rotatably connected to the vertical tube, and the vertical tube is fixedly connected to the frame 2.
[0047] In this embodiment, a mounting component 13 is fixedly installed at the lower end of the column 12. The mounting component 13 includes two mounting parts, left and right, which are located on the left and right sides of the column 12, respectively. The left and right tie rod transmission assemblies are respectively connected to the left and right mounting parts.
[0048] Specifically, the mounting component 13 includes an integrally formed central portion 132, a left mounting portion 131, and a right mounting portion 133, with the left mounting portion 131 and the right mounting portion 133 symmetrically arranged on the left and right sides of the central portion 132. The central portion 132 is fixedly connected to the lower end of the column 12.
[0049] 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 15 and the right tie rod drive assembly 14 are also arranged symmetrically from left to right.
[0050] The tie rod drive assembly is arranged along the front-rear direction of the frame 2, and its length depends on the installation distance between the front wheel and the frame 2.
[0051] 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.
[0052] In one embodiment, both the left pull rod drive assembly 15 and the right pull rod drive assembly 14 include a first pull rod 141, a rotating member 142, and a second pull rod 143. The rotating member 142 is located below the mounting member 13, and its middle portion is rotatably connected to the frame 2. The two ends of the first pull rod 141 are rotatably connected to the corresponding mounting portion and the upper end of the mounting member 13 (the two ends of the first pull rod 141 of the left pull rod drive assembly 15 are rotatably connected to the left mounting portion 131 and the upper end of the left-side mounting member 13, and the two ends of the first pull rod 141 of the right pull rod drive assembly 14 are rotatably connected to the right mounting portion 133 and the upper end of the right-side mounting member 13). The two ends of the second pull rod 143 are rotatably connected to the lower end of the mounting member 13 and the front wheel.
[0053] Specifically, the first end of the first pull rod 141 is rotatably connected to the mounting portion on the same side. For example, the first end of the first pull rod 141 on the left side is rotatably connected to the left mounting portion 131 of the mounting member 13, and the first end of the first pull rod 141 on the right side is rotatably connected to the right mounting portion 133 of the mounting member 13.
[0054] The second end of the first pull rod 141 is rotatably connected to the upper end of the rotating member 142, the first end of the second pull rod 143 is rotatably connected to the lower end of the rotating member 142, and the second end of the second pull rod 143 is rotatably connected to the front wheel.
[0055] The second end of the first pull rod 141 is rotatably connected to the upper end of the rotating member 142, the first end of the second pull rod 143 is rotatably connected to the lower end of the rotating member 142, and the second end of the second pull rod 143 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 any specific limitations on this.
[0056] 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.
[0057] The middle of the rotating parts 142 on both the left and right sides is rotatably connected to the frame 2. As for whether the rotating parts 142 on both the left and right sides are connected to the frame 2 through the same rotatable connection structure, this embodiment does not impose any restrictions.
[0058] Furthermore, the rotation axes of the left and right rotating components 142 are the same, and the rotation axis of the rotating component 142 is perpendicular to the rotation axis of the column 12 and is horizontally arranged. Since the left and right tie rod transmission assemblies are distributed on the left and right sides of the frame 2, the rotation axis of the rotating component 142 is arranged along the left and right direction of the frame 2. Therefore, it can be concluded that the rotating component 142 can rotate up and down around its rotation axis. The up and down rotation of the rotating component 142 can drive the second tie rod 143 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 left and right second tie rods 143 are opposite. That is, if the left second tie rod 143 pulls the left front wheel 4 backward, then the right second tie rod 143 pushes the right front wheel 3 forward; if the left second tie rod 143 pushes the left front wheel 4 forward, then the right second tie rod 143 pulls the right front wheel 3 backward. Ultimately, this causes the left and right front wheels to rotate in the same direction.
[0059] In this embodiment, the front wheel includes a wheel body 31 and a wheel bracket 32, with the wheel body 31 rotatably connected to the wheel bracket 32. The second end of the second pull rod 143 is rotatably connected to the wheel bracket 32.
[0060] In this embodiment, the tie rod transmission assembly is located on the side of the wheel body 31. Therefore, the second tie rod 143 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.
[0061] As one embodiment, the wheel bracket 32 is connected to the inside of the wheel body 31, therefore, the second tie rod 143 is connected to the inside of the wheel.
[0062] Specifically, the second lever 143 of the left lever drive assembly 15 is connected to the right side of the left front wheel 4, and the second lever 143 of the right lever drive assembly 14 is connected to the left side of the right front wheel 3.
[0063] When the handlebars 11 turn to the left, the column 12 rotates, causing the left mounting part 131 of the mounting part 13 at its lower end to rotate backward and the right mounting part 133 to rotate forward.
[0064] The transmission process between the left mounting part 131 and the left tie rod transmission assembly 15: The left mounting part 131 rotates backward and drives the upper end of the rotating part 142 to move backward through the first tie rod 141. Then the lower end of the rotating part 142 moves forward and pushes the second tie rod 143 forward. The second tie rod 143 pushes the right side of the left front wheel 4 forward, causing it to turn to the left.
[0065] Meanwhile, the transmission process between the right mounting part 133 and the right pull rod transmission assembly 14 is as follows: the right mounting part 133 rotates forward and drives the upper end of the rotating part 142 to move forward through the first pull rod 141, then the lower end of the rotating part 142 moves backward and pushes the second pull rod 143 to move backward. The second pull rod 143 pulls the right side of the right front wheel 3 backward, causing it to turn to the left.
[0066] When the handlebars 11 turn to the right, the column 12 rotates, causing the left mounting part 131 of the mounting part 13 at its lower end to rotate forward and the right mounting part 133 to rotate backward.
[0067] The transmission process between the left mounting part 131 and the left pull rod transmission assembly 15: The left mounting part 131 rotates forward and drives the upper end of the rotating part 142 to move forward through the first pull rod 141. Then the lower end of the rotating part 142 moves backward and pulls the second pull rod 143 to move backward. The second pull rod 143 pulls the left side of the left front wheel 4 backward, causing it to turn to the right.
[0068] Meanwhile, the transmission process between the right mounting part 133 and the right pull rod transmission assembly 14 is as follows: the right mounting part 133 rotates backward and drives the upper end of the rotating part 142 to move backward through the first pull rod 141, then the lower end of the rotating part 142 moves forward and pushes the second pull rod 143 forward, and the second pull rod 143 pushes the left side of the right front wheel 3 forward, causing it to turn to the right.
[0069] 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.
[0070] The steering mechanism provided in this embodiment has a simple structure, a low failure rate, and also reduces the weight of the entire vehicle.
[0071] The steering mechanism provided in this embodiment is applicable to vehicles such as four-wheeled motorcycles, go-karts, farm vehicles, ATVs, and golf carts.
[0072] Example 2
[0073] This embodiment provides an all-terrain vehicle, including the steering mechanism described in Embodiment 1 above.
[0074] Example 3
[0075] This embodiment provides an all-terrain vehicle that includes not only the steering mechanism described in Embodiment 1 above, but also a front suspension.
[0076] Please refer to Figures 4 to 8 The front suspension 5 includes a left rocker arm structure 52, a right rocker arm structure 51, and a shock absorber assembly. The left rocker arm structure 52 and the right rocker arm structure 51 are spaced apart from each other, and the shock absorber assembly is connected between the left rocker arm structure 52 and the right rocker arm structure 51.
[0077] The first ends of both the left rocker arm structure 52 and the right rocker arm structure 51 are used for direct or indirect rotatable connection with the frame 2, and the left rocker arm structure 52 and the right 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 rocker arm structure 52 and the right 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.
[0078] The front 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 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.
[0079] When the front suspension 5 is installed on the vehicle, the left rocker arm structure 52 is rotatably connected to the frame 2 via its first end, and the right rocker arm structure 51 is also rotatably connected to the frame 2 via its first end. The rotation axis of the first end of the left rocker arm structure 52 is coaxial or parallel to the rotation axis of the first end of the right rocker arm structure 51. Preferably, the rotation axis of the first end of the left rocker arm structure 52 is coaxial with the rotation axis of the first end of the right rocker arm structure 51 and is arranged along the left-right direction of the frame.
[0080] Furthermore, the rotation axis of the first end of the left rocker arm structure 52 and the rotation axis of the first end of the right 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).
[0081] The shock absorber assembly includes a 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 for direct or indirect connection to the vehicle frame 2. The purpose is to rotatably connect the two shock absorber brackets to the vehicle frame 2. The left end of one shock absorber bracket A55 (which can be located in front of or behind the other shock absorber bracket B57, this embodiment is not limited in this regard) is directly or indirectly rotatably connected to the left 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 rocker arm structure 52 (the area between the first and second ends of the left rocker arm structure 52). The right end of the shock absorber bracket A55 is rotatably connected to the first end of the shock absorber 56.
[0082] Another shock absorber bracket B57 has its right end directly or indirectly rotatably connected to the right 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 rocker arm structure 51 (the area between the first and second ends of the right rocker arm structure 51). The left end of the shock absorber bracket B57 is rotatably connected to the second end of the shock absorber 56.
[0083] The rotating connection structure may have one or more rotating axes, and this embodiment does not impose a specific limitation on this. As one embodiment, the rotating connection structure has one rotating axis, which is along the front-rear direction of the vehicle (preferably along the direction of the rocker arm structure). The rotating axes of the first ends of the left rocker arm structure 52 and the right rocker arm structure 51 are along the left-right direction of the vehicle, that is, the rotating axes of the first ends of the left rocker arm structure 52 and the right rocker arm structure 51 are perpendicular to the rotating axis of the shock absorber bracket.
[0084] 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.
[0085] In this embodiment, the left rocker arm structure 52 and the right rocker arm structure 51 are arranged along the front-rear direction of the vehicle (frame 2).
[0086] The rotating shaft and rocker arm structure in the middle of the shock absorber bracket are arranged in parallel. Furthermore, both the rotating shaft and rocker arm structure in the middle of the shock absorber bracket are inclined along the front-rear direction of the vehicle frame 2, and the inclination direction is gradually downward from back to front. That is, when the vehicle is on a horizontal ground, the rocker arm structure forms an acute angle with the horizontal ground. The purpose is to increase the minimum ground clearance of the vehicle frame 2 (or chassis) (if the vehicle frame 2 integrates a battery pack, the battery pack is generally fixed at the lower end of the vehicle frame 2, then the minimum height here is the ground clearance of the bottom of the battery pack), so as to be suitable for all-terrain roads.
[0087] 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°.
[0088] The shock absorber bracket and the corresponding 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 rocker arm structure.
[0089] Specifically, the left end of the shock absorber bracket A55 is rotatably connected to the left 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 rocker arm structure 51 via the right tie rod 53.
[0090] 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.
[0091] The second end of the left pull rod 54 is rotatably connected to the left rocker arm structure 52. The second end of the left pull rod 54 can be rotatably connected to the left rocker arm structure 52 through a rotatable connection structure with one rotation axis, or through a rotatable connection structure with multiple rotation axes.
[0092] 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.
[0093] The second end of the right pull rod 53 is rotatably connected to the right rocker arm structure 51. The second end of the right pull rod 53 can be rotatably connected to the right rocker arm structure 51 through a rotatable connection structure with one rotation axis, or through a rotatable connection structure with multiple rotation axes.
[0094] 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.
[0095] The rocker arm structure can be a single-layer rocker arm, with one end rotatably connected to the wheel bracket 32 of the front wheel and the other end rotatably connected to the frame 2. However, because the front suspension 5 needs to ensure the support strength of the single-layer rocker arm, the length of the single-layer rocker arm is relatively short and its volume is small. This results in a relatively short vertical travel of the single-layer rocker arm and a relatively short extension / retraction travel of the shock absorber, affecting 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.
[0096] To solve this technical problem, the rocker arm structure is made into a two-layer or more rocker arm. Considering vehicle stability, it is preferable to make the rocker arm structure into a two-layer rocker arm.
[0097] Specifically, the rocker arm structure includes an upper rocker arm and a lower rocker arm that are distributed vertically. The first ends of the upper rocker arm and the lower rocker arm are used to be directly or indirectly rotatably connected to the frame 2. The second ends of the upper rocker arm and the lower rocker arm are used to be directly or indirectly rotatably connected to the wheel bracket 32 of the front wheel.
[0098] The two shock-absorbing brackets can be connected to the upper rocker arms on the left and right sides, or they can be connected to the lower rocker arms on the left and right sides respectively. This embodiment does not impose any specific restrictions on this.
[0099] In one implementation, the two shock absorber brackets are connected to the lower rocker arms on the left and right sides, respectively. Specifically, the left end of the shock absorber bracket A55 is rotatably connected to the lower rocker arm of the left 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 rocker arm of the right rocker arm structure 51 via the right pull rod 53.
[0100] The upper and lower rocker arms of the rocker arm structure on the same side have the same structure. Furthermore, the lines connecting the first ends of the upper and lower rocker arms of the rocker arm structure on the same side to the mounting points of the frame 2 are parallel to and of equal length to the lines connecting the second ends of the upper and lower 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 rocker arm structure on the same side can form a parallelogram geometric relationship.
[0101] Specifically, the right rocker arm structure 51 includes an upper right rocker arm 511 and a lower right rocker arm 512 distributed vertically. The first ends of both the upper right rocker arm 511 and the lower right rocker arm 512 are rotatably connected to the frame 2. The rotation axes of the first ends of the upper right rocker arm 511 and the lower right rocker arm 512 are parallel. The second ends of the upper right rocker arm 511 and the lower right 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 rocker arm 511 and the lower right rocker arm 512 are rotatably connected to the right connector 59. The rotation axes of the second ends of the upper right rocker arm 511 and the lower right 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 rocker arm 511 and the lower right rocker arm 512.
[0102] The left rocker arm structure 52 includes an upper left rocker arm 521 and a lower left rocker arm 522 distributed vertically. The first ends of both the upper left rocker arm 521 and the lower left rocker arm 522 are rotatably connected to the frame 2. The rotation axes of the first ends of the upper left rocker arm 521 and the lower left rocker arm 522 are parallel. The second ends of the upper left rocker arm 521 and the lower left rocker arm 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 rocker arm 521 and the lower left rocker arm 522 are rotatably connected to the left connector 58. The rotation axes of the second ends of the upper left rocker arm 521 and the lower left rocker arm 522 relative to the left connector 58 are parallel and parallel to the rotation axes of the first ends of the upper left rocker arm 521 and the lower left rocker arm 522.
[0103] Furthermore, since the rocker arm structure is inclined along the front-rear direction of the frame 2, and the inclination direction is gradually downward from back to front, the upper rocker arm and the lower rocker arm, which are components of the rocker arm structure, are also inclined along the front-rear direction of the frame 2, and the inclination direction is gradually downward from back to front.
[0104] 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 rocker arm and the lower rocker arm.
[0105] This embodiment employs a double-layered rocker arm structure. Both the upper and lower rocker arms can simultaneously absorb lateral forces from the front wheels. Therefore, the rocker arm structure can be made longer depending on actual usage requirements, resulting in a longer vertical travel of the rocker arm and a longer extension / retraction travel of the shock absorber. This enhances the vehicle's all-terrain capability, allowing it to handle even more complex road conditions. Furthermore, the increased lateral stiffness of the rocker arm structure strengthens the front suspension, reducing forward roll when the front wheels are turning.
[0106] The rotation axis of the first end of the upper rocker arm and the lower rocker arm is also parallel to the rotation axis of the wheel bracket 32 of the front wheel (the rotation axis of the wheel bracket 32 of the front wheel is the rotation axis of the wheel body 31 of the front wheel rotating around the wheel bracket 32).
[0107] When one front wheel crosses a raised section of road, that wheel is lifted, causing the second end of the rocker arm on the same side as the wheel to rise. The rocker arm 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 shock absorber 56 towards the other shock absorber bracket, thus pressing down on the other front wheel. During this process, the shock absorber 56 is compressed to absorb vibrations, thereby maintaining vehicle balance.
[0108] 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 rocker arm structure 52 is lifted, the left 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 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 shock absorber 56 is compressed to absorb the vibration, thus maintaining the balance of the vehicle body.
[0109] 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 rocker arm structure 51 is lifted, the right 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 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 shock absorber 56 is compressed to absorb the vibration, thus maintaining the balance of the vehicle body.
[0110] 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 rocker arm structure 52 and the right rocker arm structure 51 are both lifted. The two 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 shock absorber 56 to absorb the vibration and thus maintain the vehicle's balance.
[0111] 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.
[0112] 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.
[0113] 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. A steering mechanism characterised in that, The steering mechanism comprises a handlebar, a stand and two pull rod transmission assemblies, the stand is rotatably arranged on a frame, and the handlebar is fixed to an upper end of the stand; left and right sides of a lower end of the stand are connected with left and right front wheels through the two pull rod transmission assemblies directly or indirectly.
2. The steering mechanism of claim 1, wherein, The pull rod transmission assemblies are arranged along a front-rear direction of the frame, and the left and right sides of the lower end of the stand are connected with inner sides or outer sides of the left and right front wheels through the two pull rod transmission assemblies.
3. The steering mechanism of claim 1, wherein, A mounting member is fixedly arranged at the lower end of the stand, and the mounting member comprises two mounting portions arranged on the left and right sides of the stand respectively. The two pull rod transmission assemblies are connected with the two mounting portions respectively.
4. The steering mechanism of claim 3, wherein, The pull rod transmission assembly comprises a first pull rod, a rotating member and a second pull rod, the rotating member is arranged below the mounting member, a middle portion of the rotating member is rotatably connected with the frame, two ends of the first pull rod are rotatably connected with the mounting portion on the corresponding side and an upper end of the rotating member respectively, and two ends of the second pull rod are rotatably connected with a lower end of the rotating member and the front wheel respectively.
5. The steering mechanism of claim 4, wherein, The front wheel comprises a wheel body and a wheel support, the wheel body is rotatably connected with the wheel support, and the second pull rod is rotatably connected with the wheel support.
6. The steering mechanism of claim 4, wherein, A rotation axis of the rotating member is perpendicular to a rotation axis of the stand and is arranged horizontally.
7. An all-terrain vehicle characterized by, The steering mechanism comprises any one of claims 1 to 6.
8. The ATV of claim 7, wherein, The front suspension further comprises two rocker structures and a shock absorber assembly, first ends of the two rocker structures are rotatably connected with the frame, the two rocker structures are configured to rotate up and down about the rotation axis of the first ends, and second ends of the two rocker structures are used to rotatably connect with the left and right front wheels. The shock absorber assembly comprises a shock absorber and two shock absorber supports arranged side by side in front and back, middle portions of the two shock absorber supports are rotatably connected with the frame, a left end of one of the shock absorber supports is rotatably connected with the rocker structure on the left side directly or indirectly, a right end of the shock absorber support is rotatably connected with a first end of the shock absorber, a right end of the other shock absorber support is rotatably connected with the rocker structure on the right side directly or indirectly, and a left end of the shock absorber support is rotatably connected with a second end of the shock absorber.
9. The ATV of claim 8, wherein, The left end of one of the shock absorber supports is rotatably connected with the rocker structure on the left side through a left pull rod, and the right end of the other shock absorber support is rotatably connected with the rocker structure on the right side through a right pull rod.
10. The all-terrain vehicle of claim 8, characterized in that, The rocker structure comprises an upper rocker and a lower rocker arranged in an up-down distribution, the first ends of the upper rocker and the lower rocker are used to rotatably connect with the frame directly or indirectly, and the second ends of the upper rocker and the lower rocker are used to rotatably connect with the wheel supports of the front wheels directly or indirectly.
11. The all-terrain vehicle of claim 10, characterized in that, The upper rocker and the lower rocker are of the same structure, and a line between the mounting points of the first ends of the upper rocker and the lower rocker and a line between the mounting points of the second ends of the upper rocker and the lower rocker are parallel and equal in length.
12. The all-terrain vehicle of claim 8, characterized in that, The first end of the rocker arm structure is pivotally connected with the frame shaft, and the rotation axes of the first ends of the left and right rocker arm structures are coaxial and arranged along the left-right direction of the frame; the two shock-absorbing supports are pivotally connected with the frame shaft at the middle parts, and the rotation axes of the middle parts of the two shock-absorbing supports and the rocker arm structure are all arranged in an inclined manner along the front-rear direction of the frame, and the inclined directions are gradually inclined downward from the rear to the front.