Rear suspension and all-terrain vehicle
By combining the suspension arms, shock absorbers, and rocker arms, the problem of vehicle tilt when the rear suspension of the all-terrain vehicle is not at the same height as the two rear wheels is solved, thus improving vehicle balance and 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 existing rear suspension structure of all-terrain vehicles cannot be adjusted when the heights of the two rear wheels are inconsistent, resulting in vehicle tilting and affecting comfort and safety.
It adopts a combination structure of suspension swing arms, left and right shock absorbers and rocker arms. The suspension swing arms are connected to the frame, and the left and right shock absorbers and rocker arms are connected to the wheels respectively. The shock absorbers absorb vibrations and maintain the balance of the vehicle body.
It can adjust the suspension according to road conditions to maintain vehicle balance, improve comfort and safety, and is suitable for various vehicle types.
Smart Images
Figure CN223990124U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle technology, and in particular to a rear suspension 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] Regarding the design of the rear suspension of all-terrain vehicles, please refer to the utility model patent application number 2006201114301, published by the State Intellectual Property Office on October 3, 2007, entitled "Connection Structure of Rear Swing Fork and Frame of Four-Wheeled Motorcycle." This utility model claims protection for a connection structure between the rear swing fork and frame of a four-wheeled motorcycle. The frame and swing fork are connected by tie rods on both sides. Tie rod connecting seats are provided on the left and right sides of the rear of the frame, and corresponding tie rod connecting seats are provided on the front of the swing fork. Shock-absorbing sleeves are installed at both ends of the swing fork tie rods, and then pressed into the tie rod connecting seats of the frame and swing fork, and secured with bolts. Buffer rubber connecting seats are provided at corresponding positions in the middle of the rear of the frame and the front of the swing fork. Buffer rubber is pressed into any one of the connecting seats, and the two buffer rubber connecting seats are secured together with bolts. This connection structure uses tie rods, shock-absorbing sleeves, and buffer rubber for a transitional connection between the swing fork and the frame. Vibrations transmitted from the swing fork to the frame are buffered multiple times, greatly reducing vibration and increasing riding comfort. However, since the two ends of the horizontal fork tie rod of the above structure are respectively pressed into the tie rod connecting seats of the frame and the horizontal fork and fastened with bolts, when the two rear wheels are at different heights, the above-mentioned connection structure between the rear horizontal fork and the frame cannot be adjusted according to the road conditions, and the vehicle body will tilt, making the comfort and safety of the vehicle unsatisfactory. Utility Model Content
[0004] To address the aforementioned problems, one embodiment of this utility model provides a rear suspension, comprising:
[0005] A suspension control arm, the middle portion of which is used for direct or indirect rotatable connection with the vehicle frame, the suspension control arm being configured to swing up and down about a rotation axis in its middle portion;
[0006] The upper ends of the two shock absorbers on the left and right are respectively rotatably connected to the left and right ends of the suspension swing arm;
[0007] The left and right rocker arms have their first ends directly or indirectly rotatably connected to the vehicle frame. The left and right rocker arms are configured to rotate up and down around the rotation axis of their first ends. The second ends of the left and right rocker arms are directly or indirectly rotatably connected to the wheel brackets of the left and right rear wheels.
[0008] The lower ends of the two shock absorbers are respectively rotatably positioned in the area between the first and second ends of the two rocker arms.
[0009] Optionally, the left and right shock absorbers are arranged in parallel, and the line connecting the upper ends of the left and right shock absorbers to the connection points of the left and right ends of the suspension swing arm is parallel to the line connecting the lower ends of the left and right shock absorbers to the connection points of the left and right rocker arms.
[0010] Optionally, the lower end of the shock absorber is connected to the rocker arm on the corresponding side at a point close to the first end of the rocker arm.
[0011] Optionally, the rotation axis of the middle part of the suspension arm is perpendicular to the rotation axis of the first end of the left and right rocker arms.
[0012] Optional, applicable to vehicles with at least two rear wheels arranged on the left and right.
[0013] Another embodiment of this utility model provides an all-terrain vehicle, including a frame, two rear wheels arranged on the left and right, and the rear suspension described in the above embodiment. The rear suspension is located at the rear end of the frame. The middle part of the suspension swing arm is directly or indirectly rotatably connected to the rear end of the frame. The first ends of the two left and right swing arms are directly or indirectly rotatably connected to the rear end of the frame. The second ends of the two left and right swing arms are directly or indirectly rotatably connected to the wheel brackets of the two rear wheels respectively.
[0014] Optionally, it also includes a battery pack, which is fixedly mounted on the lower end of the vehicle frame, and the first ends of the left and right rocker arms are rotatably connected to the battery pack.
[0015] Optionally, the rotation axes of the second ends of the left and right rocker arms are arranged parallel to or coaxial with the rotation axis of the rear wheel.
[0016] Optionally, the suspension arm is arranged along the left-right direction of the vehicle frame, and the rotation axis of the middle part of the suspension arm is arranged perpendicular to the rotation axis of the rear wheel.
[0017] Optionally, the rocker arm is tilted along the front-rear direction of the vehicle frame, and the tilting direction is gradually downward from front to back.
[0018] Compared with the prior art, the present invention has the following technical advantages:
[0019] 1. When the rear suspension provided by this utility model is installed on a vehicle, when one rear wheel passes over a raised road surface, the second end of the rocker arm on the same side as the rear wheel rises, which in turn pushes the shock absorber on the same side as the rocker arm to move upward, thereby causing the end of the suspension swing arm on the same side to swing upward and the end of the suspension swing arm on the other side to swing downward. The left and right ends of the suspension swing arm form a height difference. During this process, the vibration is absorbed by the two shock absorbers on the left and right sides, thus maintaining the balance of the vehicle body.
[0020] 2. The rear suspension provided by this utility model 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.
[0021] 3. The rear suspension 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 not the same, it will not cause the vehicle body to tilt, thereby improving the comfort and safety of the vehicle.
[0022] 4. The rear suspension provided by this utility model is suitable for vehicles such as four-wheeled motorcycles, go-karts, farm vehicles, ATVs, and golf carts.
[0023] 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
[0024] 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.
[0025] Figure 1 The rear suspension structure provided in one embodiment of this utility model Figure 1 ;
[0026] Figure 2 The rear suspension structure provided in one embodiment of this utility model Figure 2 . Detailed Implementation
[0027] 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.
[0028] 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.
[0029] One embodiment of this utility model provides a rear suspension 1, 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.
[0030] Please refer to Figure 1 and Figure 2 The rear suspension 1 includes a suspension arm 11, two shock absorbers on the left and right, and two rocker arms on the left and right. The two rocker arms are located below the suspension arm 11, and the two shock absorbers are connected between the suspension arm 11 and the two rocker arms.
[0031] The middle portion of the suspension arm 11 is used for direct or indirect rotatable connection with the rear end of the frame 2. The suspension arm 11 is configured to swing up and down around its middle portion. When the rear suspension 1 is mounted on the frame 2, the suspension arm 11 is arranged along the left-right direction of the frame 2. The middle portion of the suspension arm 11 is directly or indirectly rotatably connected to the rear end of the frame 2. The suspension arm 11 can swing up and down around its middle portion. That is, when the left end of the suspension arm 11 swings upward along the middle portion, the right end of the suspension arm 11 swings downward along the middle portion; when the right end of the suspension arm 11 swings upward along the middle portion, the left end of the suspension arm 11 swings downward along the middle portion.
[0032] The suspension arm 11 can be connected to the frame 2 via a rotating connection structure with one rotating shaft, or via a rotating connection structure with multiple rotating shafts.
[0033] The two shock absorbers are arranged left and right. The upper end of the left shock absorber 12 is rotatably connected to the left end of the suspension arm 11, meaning that the left shock absorber 12 can rotate relative to the suspension arm 11 around the rotation axis of the upper end of the left shock absorber 12. The upper end of the right shock absorber 13 is rotatably connected to the right end of the suspension arm 11, meaning that the right shock absorber 13 can rotate relative to the suspension arm 11 around the rotation axis of the upper end of the right shock absorber 13.
[0034] The upper ends of the left and right shock absorbers can be rotatably connected to the corresponding ends of the suspension arm 11 through a rotatable connection structure with one rotating shaft, or through a rotatable connection structure with multiple rotating shafts.
[0035] The two rocker arms are positioned left and right, and are configured to rotate up and down around their first ends. The first ends of the two rocker arms are directly or indirectly rotatably connected to the rear end of the frame 2, and the second ends of the two rocker arms 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 rocker arms can be directly or indirectly rotatably connected to the steering knuckles or the wheel hubs. When the rear suspension 1 is mounted on the frame 2, the two rocker arms are positioned left and right, and both rocker arms are tilted along the front-rear direction of the frame 2. Specifically, the tilt direction is gradually downward from front to back, that is, when the vehicle is on a level surface, the rocker arms form an acute angle with the level surface. The purpose is to increase the minimum ground clearance of the frame 2 (or chassis) (if the frame 2 integrates the battery pack 3, the battery pack 3 is generally fixed at the lower end of the frame 2, then the minimum height here is the ground clearance of the bottom of the battery pack 3), to be suitable for all-terrain roads.
[0036] 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°.
[0037] The first end of the left rocker arm 14 is directly or indirectly rotatably connected to the frame 2, meaning that the left rocker arm 14 can rotate up and down around the rotation axis of its first end. The first end of the right rocker arm 15 is directly or indirectly rotatably connected to the frame 2, meaning that the right rocker arm 15 can rotate up and down around the rotation axis of its first end.
[0038] The first end of the left rocker arm 14 and the first end of the right rocker arm 15 can be directly or indirectly rotatably connected to the frame 2 coaxially, or they can be directly or indirectly rotatably connected to the frame 2 non-coaxially. This embodiment does not impose any restrictions on this. In this embodiment, it is preferred that the first end of the left rocker arm 14 and the first end of the right rocker arm 15 are directly or indirectly rotatably connected to the frame 2 coaxially.
[0039] When the rear suspension 1 is installed on the vehicle, the second end of the left rocker arm 14 is directly or indirectly rotatably connected to the wheel bracket of the left rear wheel 4 of the vehicle, that is, the left rocker arm 14 can rotate relative to the wheel bracket of the left rear wheel 4 about the rotation axis of its second end; the second end of the right rocker arm 15 is directly or indirectly rotatably connected to the wheel bracket of the right rear wheel 5 of the vehicle, that is, the right rocker arm 15 can rotate relative to the wheel bracket of the right rear wheel 5 about the rotation axis of its second end. The rotation axes of the second ends of the left rocker arm 14 and the right rocker arm 15 are both 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 wheel body of the rear wheel). Therefore, the rotation axis of the middle part of the suspension swing arm 11 is perpendicular to the rotation axis of the rear wheel.
[0040] As one embodiment, the rotation axis of the middle part of the suspension swing arm 11 is arranged along the front-rear direction of the vehicle frame 2, 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.
[0041] The lower end of the left shock absorber 12 is rotatably mounted on the left rocker arm 14, meaning the left shock absorber 12 can rotate relative to the left rocker arm 14 around its lower end. The lower end of the right shock absorber 13 is rotatably mounted on the right rocker arm 15, meaning the right shock absorber 13 can rotate relative to the right rocker arm 15 around its lower end. Since the first ends of the left and right rocker arms are used for direct or indirect rotatable connection with the frame 2, and the second ends of the left and right 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 shock absorbers are rotatably connected to the area between the first and second ends of the left and right rocker arms (i.e., the middle part of the rocker arm).
[0042] The lower ends of the two shock absorbers can be rotatably connected to the rocker arm on the corresponding side through a rotatable connection structure with one rotating shaft, or through a rotatable connection structure with multiple rotating shafts.
[0043] 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.
[0044] In this embodiment, the left shock absorber 12 and the right shock absorber 13 are arranged in parallel. The line connecting the upper end of the left shock absorber 12 to the left end of the suspension arm 11 and the upper end of the right shock absorber 13 to the right end of the suspension arm 11 is parallel to the line connecting the lower end of the left shock absorber 12 to the left rocker arm 14 and the lower end of the right shock absorber 13 to the right rocker arm 15. Therefore, the motion relationship between the suspension arm 11 and the two shock absorbers can be close to a parallelogram geometry (a parallelogram in its natural state, which will change slightly after movement).
[0045] In one embodiment, the suspension arm 11 is connected to the vehicle frame 2 via a rotating connection structure with a rotating shaft. The upper ends of the left and right shock absorbers are rotatably connected to the corresponding ends of the suspension arm 11 via a rotating connection structure with a rotating shaft. The lower ends of the left and right shock absorbers are rotatably connected to the rocker arm on the corresponding side via a rotating connection structure with multiple rotating shafts.
[0046] Furthermore, the rotation axis of the middle part of the suspension arm 11 is parallel to the rotation axis of the upper end of the left and right shock absorbers, respectively.
[0047] When one rear wheel crosses a raised section of road, the second end of the rocker arm on the same side as that rear wheel rises, which in turn pushes the shock absorber on the same side of the rocker arm upward. This causes the end of the suspension swing arm 11 on the same side to swing upward, while the other end of the suspension swing arm 11 swings downward, pressing down on the shock absorber on the other side. During this process, the vibration is absorbed by the two shock absorbers on the left and right sides, thus maintaining the vehicle's balance.
[0048] Taking the left rear wheel 4 crossing a raised road surface as an example, the left rear wheel 4 is lifted along the raised road surface. This causes the second end of the left rocker arm 14 to rise, which in turn pushes the left shock absorber 12 upwards. This causes the left end of the suspension swing arm 11 to swing upwards, and the right end of the suspension swing arm 11 to swing downwards, pressing down on the right shock absorber 13. During this process, the vibration is absorbed by both shock absorbers, thus maintaining vehicle balance.
[0049] Similarly, the right rear wheel 5 operates on the same principle when crossing a raised surface. When the right rear wheel 5 is lifted along the raised surface, the second end of the right rocker arm 15 rises, which in turn pushes the right shock absorber 13 upwards. This causes the right end of the suspension arm 11 to swing upwards, while the left end of the suspension arm 11 swings downwards, pressing down on the left shock absorber 12. During this process, the vibrations are absorbed by both shock absorbers, thus maintaining vehicle balance.
[0050] When the left and right rear wheels pass over a raised road surface at the same time, the left rear wheel 4 and the right rear wheel 5 are lifted along the raised road surface. Then the second end of the left rocker arm 14 and the second end of the right rocker arm 15 are both lifted, which will compress the left shock absorber 12 and the right shock absorber 13 at the same time. The vibration is absorbed by these two shock absorbers, thus maintaining the balance of the vehicle body.
[0051] The rear suspension 1 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.
[0052] The rear suspension 1 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.
[0053] This utility model does not limit the applicable vehicles for the rear suspension 1. Any vehicle with at least two rear wheels can use the rear suspension 1, such as four-wheeled motorcycles, go-karts, farm vehicles, ATVs, golf carts, etc., so that these vehicles can travel on any terrain.
[0054] Another embodiment of this utility model provides an all-terrain vehicle, which includes a frame 2, two rear wheels on the left and right, and a rear suspension 1 as described in the above embodiment. The rear suspension 1 is located at the rear end of the frame 2.
[0055] The middle part of the suspension arm 11 is directly or indirectly rotatably connected to the vehicle frame 2. In this embodiment, the rotation axis of the middle part of the suspension arm 11 is the length direction of the vehicle (i.e., the front-to-back direction). The length direction of the suspension arm 11 is the width direction of the vehicle (i.e., the left-to-right direction). The suspension arm 11 can rotate up and down around the rotation axis of its middle part. That is, when the left end of the suspension arm 11 swings upward along the rotation axis of the middle part, the right end of the suspension arm 11 swings downward along the rotation axis of the middle part; when the right end of the suspension arm 11 swings upward along the rotation axis of the middle part, the left end of the suspension arm 11 swings downward along the rotation axis of the middle part.
[0056] The first ends of the left rocker arm 14 and the right rocker arm 15 are both directly or indirectly rotatably connected to the vehicle frame 2. In this embodiment, the rotation axes of the first ends of the left rocker arm 14 and the right rocker arm 15 are both in the width direction of the vehicle (i.e., the left-right direction), and the rotation axes of the first ends of the left rocker arm 14 and the right rocker arm 15 are coaxial. The second end of the left rocker arm 14 is directly or indirectly rotatably connected to the wheel bracket of the left rear wheel 4, and the second end of the right rocker arm 15 is directly or indirectly rotatably connected to the wheel bracket of the right rear wheel 5. The rotation axes of the second ends of the left rocker arm 14 and the right rocker arm 15 are parallel to or coaxial with the rotation axes of the rear wheels. Therefore, the rotation axis of the middle part of the suspension swing arm 11 is perpendicular to the rotation axis of the rear wheels.
[0057] As one embodiment, the battery pack 3 is integrated onto the frame 2. This embodiment does not limit the location of the battery pack 3 on the frame 2. Taking the battery pack 3 being fixedly installed at the lower end of the frame 2 as an example, the first ends of both the left rocker arm 14 and the right rocker arm 15 are rotatably connected to the battery pack 3.
[0058] 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 rear suspension, characterized in that, Comprising: a suspension swing arm, a middle part of the suspension swing arm being directly or indirectly rotationally connected with a vehicle frame, the suspension swing arm being configured to be able to swing up and down around a rotation axis of the middle part thereof; left and right two shock absorbers, upper ends of the left and right two shock absorbers being respectively rotationally connected with left and right two ends of the suspension swing arm; left and right two swing arms, first ends of the left and right two swing arms being directly or indirectly rotationally connected with the vehicle frame, the left and right two swing arms being respectively configured to be able to rotate up and down around rotation axes of the first ends thereof, second ends of the left and right two swing arms being directly or indirectly rotationally connected with wheel supports of left and right two rear wheels; lower ends of the left and right two shock absorbers being respectively rotationally arranged on regions between the first ends and the second ends of the left and right two swing arms.
2. The rear suspension of claim 1, wherein The left and right two shock absorbers are arranged in parallel, and a line connecting points of the upper ends of the left and right two shock absorbers with the left and right two ends of the suspension swing arm is parallel to a line connecting points of the lower ends of the left and right two shock absorbers with the left and right two swing arms.
3. The rear suspension of claim 1, wherein The connecting points of the lower ends of the shock absorbers with the swing arms of the corresponding sides are close to the first ends of the swing arms.
4. The rear suspension of claim 1, wherein The rotation axis of the middle part of the suspension swing arm is perpendicular to the rotation axes of the first ends of the left and right two swing arms.
5. The rear suspension of claim 1, wherein Suitable for a vehicle with at least two left and right arranged rear wheels.
6. An all-terrain vehicle characterized by, Comprising the vehicle frame, the left and right arranged two rear wheels and the rear suspension as claimed in any one of claims 1 to 5, the rear suspension being arranged at a rear end of the vehicle frame; the middle part of the suspension swing arm being directly or indirectly rotationally connected with the rear end of the vehicle frame, the first ends of the left and right two swing arms being directly or indirectly rotationally connected with the rear end of the vehicle frame, the second ends of the left and right two swing arms being respectively directly or indirectly rotationally connected with the wheel supports of the left and right two rear wheels.
7. The ATV of claim 6, wherein, Further comprising a battery pack, the battery pack being fixedly arranged at a lower end of the vehicle frame, the first ends of the left and right two swing arms being rotationally connected with the battery pack.
8. The ATV of claim 6, wherein, The rotation axes of the second ends of the left and right two swing arms are arranged in parallel with or coaxially with the rotation axes of the rear wheels.
9. The ATV of claim 6, wherein, The suspension swing arm is arranged along a left-right direction of the vehicle frame, and the rotation axis of the middle part of the suspension swing arm is arranged perpendicularly to the rotation axes of the rear wheels.
10. The all-terrain vehicle of claim 6, characterized in that, The swing arms are obliquely arranged along an anterior-posterior direction of the vehicle frame, and the oblique direction is gradually inclined downward from front to back. The swing arms are obliquely arranged along an anterior-posterior direction of the vehicle frame, and the oblique direction is gradually inclined downward from front to back.