An all terrain vehicle suspension frame

Abstract

The utility model discloses a kind of all-terrain vehicle shock-absorbing frame, and it is related to shock-absorbing frame technical field. Including middle frame, both sides of middle frame are provided with side frame, first cross plate is fixed in the side of side frame close to middle frame top end, second cross plate is fixed in the side of middle frame close to side frame top end, at least one group of damping components is set between first cross plate and second cross plate. The utility model is provided with middle support, two side frames, first cross plate, second cross plate and damping component, because damping component is set in the bottom of first cross plate and second cross plate, the connecting height with frame is reduced, sufficient space is reserved for car installation, the problem that car installation is inconvenient due to the installation position of shock absorber being too high in prior art is solved.

Description

Technical Field

[0001] This utility model relates to the field of shock-absorbing vehicle frame technology, specifically a shock-absorbing vehicle frame for all-terrain off-road vehicles. Background Technology

[0002] All-terrain vehicles are vehicles that can travel on any terrain, moving freely on terrains where ordinary vehicles have difficulty maneuvering.

[0003] Chinese utility model patent, authorization announcement number CN206243243U, discloses an articulated off-road vehicle. It includes a vehicle body assembly, a power system, an electro-hydraulic system, and a working device. The vehicle body assembly mainly includes a front frame, a connecting frame, and a rear frame. The front frame and the connecting frame are hinged together, and articulated steering is achieved through hydraulic cylinders, with a steering angle of up to 40 degrees. The connecting frame and the rear frame are connected by a slewing bearing, and the floating angle is limited to ±15° by a limiting plate. The provided articulated off-road vehicle uses a hydrostatic transmission method with wheel-side hydraulic motors and an articulated frame, which can minimize the space occupied by the transmission system, achieve a hydrostatic transmission four-wheel drive scheme, and achieve off-road capability.

[0004] The aforementioned shortcomings of the existing technology are that when traversing complex terrain, the all-terrain vehicle's frame needs to adaptively adjust its posture to achieve better passability. However, the existing technology relies on hydraulic cylinders for posture adjustment, which cannot adjust the posture in a timely manner to adapt to complex terrain. Therefore, Chinese utility model patent, authorized announcement number CN216994518U, discloses an all-terrain vehicle shock absorber frame, which solves the technical problem of existing articulated off-road vehicles adjusting their posture to adapt to complex terrain. However, this existing all-terrain vehicle shock absorber frame still has certain shortcomings. For example, the shock absorber is set on the top of the transition beam, which has a high height difference with the frame, making it inconvenient to install the vehicle body later. Utility Model Content

[0005] The purpose of this invention is to provide a shock-absorbing frame for all-terrain off-road vehicles to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a shock-absorbing frame for an all-terrain off-road vehicle, including a central frame, side frames on both sides of the central frame, a first horizontal plate fixed to the top of the side frame near the central frame, a second horizontal plate fixed to the top of the central frame near the side frame, and at least one set of shock-absorbing components between the first and second horizontal plates.

[0007] The second horizontal plate has a through hole in the middle, and the connecting shaft is rotatably connected in the through hole, with one end of the connecting shaft fixed to the side of the first horizontal plate.

[0008] Preferably, two sets of shock-absorbing components are provided between the first horizontal plate and the second horizontal plate, and the two sets of shock-absorbing components are symmetrically arranged on both sides of the first horizontal plate and the second horizontal plate.

[0009] Preferably, the shock absorption assembly includes at least one shock absorption part, which includes a first L-shaped plate fixed to the bottom of the first horizontal plate and a second L-shaped plate fixed to the bottom of the second horizontal plate. The bottom end of the first L-shaped plate and the top end of the second L-shaped plate are both fixed with hinge seats, and the two sides of the shock absorber are respectively movably connected to the two hinge seats.

[0010] Preferably, the shock absorption assembly includes two shock absorption sections, and the shock absorbers of the two shock absorption sections are arranged in an X-shape.

[0011] Preferably, an arc-shaped guide groove is provided on the second horizontal plate located on both sides of the through hole, and the center of the arc-shaped guide groove coincides with the circle of the through hole;

[0012] Two arc-shaped guide blocks are fixed on the side of the first horizontal plate, and the arc-shaped guide blocks are adapted to the arc-shaped guide groove.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] The shock absorber frame of this all-terrain off-road vehicle is equipped with a central support, two side frames, a first cross plate, a second cross plate, and shock absorber components. Because the shock absorber components are located at the bottom of the first and second cross plates, the connection height with the frame is reduced, leaving sufficient space for vehicle installation and solving the problem of inconvenient vehicle installation caused by the excessively high installation position of the shock absorbers in the existing technology.

[0015] Meanwhile, an arc-shaped guide groove and an arc-shaped guide block are also provided. When the side frame rotates, the arc-shaped guide block will slide synchronously in the arc-shaped guide groove, which will guide the rotation trajectory of the first horizontal plate and prevent the connecting shaft from separating laterally from the second and first horizontal plates, thus improving the connection stability of the shock-absorbing frame. Attached Figure Description

[0016] Figure 1 This is the left-side axial view of the present invention;

[0017] Figure 2 This is a bottom view of the present invention;

[0018] Figure 3 for Figure 2 Enlarged view of section A;

[0019] Figure 4 This is an exploded view of the first and second horizontal plates.

[0020] In the diagram: 1. Side frame; 2. Middle frame; 3. First horizontal plate; 301. First L-shaped plate; 302. Arc-shaped guide block; 4. Second horizontal plate; 401. Second L-shaped plate; 402. Through hole; 403. Arc-shaped guide groove; 5. Shock absorption assembly; 501. Hinge seat; 502. Shock absorber; 6. Connecting shaft. Detailed Implementation

[0021] 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.

[0022] like Figures 1-3 As shown, this utility model provides a technical solution: a shock-absorbing frame for an all-terrain off-road vehicle, including a central frame 2, with side frames 1 on both sides of the central frame 2. One side frame 1 is connected to the front drive wheel and other components of the off-road vehicle, and the other side frame 1 is connected to the rear drive wheel and other components of the off-road vehicle. A first horizontal plate 3 is fixed to the top of the side frame 1 near the central frame 2 by high-strength bolts or welding. A second horizontal plate 4 is fixed to the top of the central frame 2 near the side frame 1 by high-strength bolts or welding. A through-hole is opened in the middle of the second horizontal plate 4. The connecting shaft 6 is rotatably connected within the through hole 402, and one end of the connecting shaft 6 is fixed to the side of the first horizontal plate 3. Thus, during off-road driving, when the vehicle is traveling on rough terrain, the tires on the side frames 1 will tend to rotate relative to the central frame 2 due to the undulation of the ground. At this time, the connecting shaft 6 rotates within the through hole 402, providing a fulcrum for the relative rotation of the side frames 1 and the central frame 2. The first horizontal plate 3 rotates synchronously with the side frames 1, while the second horizontal plate 4 remains relatively fixed to the central frame 2, thereby adjusting the vehicle's posture to adapt to complex terrain.

[0023] like Figure 1 As shown, at least one set of damping components 5 is provided between the first horizontal plate 3 and the second horizontal plate 4. Specifically, in this scheme, two sets of damping components 5 are provided between the first horizontal plate 3 and the second horizontal plate 4, and the two sets of damping components 5 are symmetrically arranged on both sides of the first horizontal plate 3 and the second horizontal plate 4.

[0024] like Figure 2 and Figure 3As shown, the shock absorber assembly 5 includes at least one shock absorber section, which includes a first L-shaped plate 301 fixed to the bottom of the first horizontal plate 3 and a second L-shaped plate 401 fixed to the bottom of the second horizontal plate 4. Hinges 501 are fixed to the bottom end of the first L-shaped plate 301 and the top end of the second L-shaped plate 401. The shock absorber 502 is movably connected to the two hinges 501 on both sides. When the side frame 1 rotates relative to the center frame 2, the first horizontal plate 3 drives the first L-shaped plate 301 to move synchronously. The shock absorber 502 is linked with the first L-shaped plate 301 and the second L-shaped plate 401 through the hinge seats 501 on both sides. The impact force transmitted from the ground to the tire is transmitted to the first L-shaped plate 301 through the side frame 1 and the first cross plate 3, and then buffered and absorbed by the shock absorber 502. At the same time, the second L-shaped plate 401 is relatively fixed with the middle frame 2, providing stable support for the shock absorber 502, so that the impact force gradually decreases during the transmission process, avoiding large vibrations from directly affecting the main body structure.

[0025] In one specific embodiment of this solution, the shock absorption assembly 5 includes two shock absorption sections. The shock absorbers 502 of the two shock absorption sections are arranged in an X-shape. This cross arrangement can not only provide stable support for the central frame 2 and the two side frames 1, but also improve the structural stability of the central frame 2 and the two side frames 1 during relative rotation. In addition, when the two cross shock absorbers 502 undergo tensile and compressive deformations respectively, the impact energy is offset by elastic forces in different directions. Compared with a single shock absorption section structure, its shock absorption response is faster and its torsional resistance is stronger. It can effectively reduce the amplitude of bumps when the vehicle is driving on complex terrain, improve driving comfort and the service life of the frame.

[0026] like Figure 4 As shown, an arc-shaped guide groove 403 is provided on the second horizontal plate 4 located on both sides of the through hole 402. The center of the arc of the arc-shaped guide groove 403 coincides with the center of the through hole 402. At the same time, two arc-shaped guide blocks 302 are fixed on the side of the first horizontal plate 3. The arc-shaped guide blocks 302 are adapted to the arc-shaped guide groove 403 to prevent the arc-shaped guide blocks 302 from interfering with the deflection of the side frame 1.

[0027] In this plan, such as Figure 4 As shown, the cross-sections of the arc-shaped guide groove 403 and the arc-shaped guide block 302 are T-shaped. When the side frame 1 rotates, the arc-shaped guide block 302 will slide synchronously in the arc-shaped guide groove 403, which will guide and limit the rotation trajectory of the first horizontal plate 3, prevent the connecting shaft 6 from separating from the second horizontal plate 4 and the first horizontal plate 3, and improve the connection stability between the second horizontal plate 4 and the first horizontal plate 3.

[0028] Working principle: When the vehicle passes through complex terrain, especially undulating terrain, and the impact points of the four tires are not at the same height, the side frames 1 on both sides rotate relative to the central frame 2 due to the undulation of the ground, thereby adjusting the vehicle's posture. At this time, the connecting shaft 6 rotates in the through hole 402, and the arc-shaped guide block 302 slides synchronously along the arc-shaped guide groove 403, providing stable guidance for the relative rotation of the side frames 1 and the central frame 2. At the same time, the first horizontal plate 3 rotates with the side frame 1, driving the first L-shaped plate 301 to move, so that the X-shaped cross-set shock absorbers 502 undergo tensile or compressive deformation through the hinge seat 501. Utilizing the elastic damping characteristics of the shock absorber 502, the impact energy transmitted from the ground is quickly absorbed, effectively improving the vehicle's passability and driving comfort on complex terrain. At the same time, because the shock absorber component 5 is set at the bottom of the first horizontal plate 3 and the second horizontal plate 4, the connection height with the frame is reduced, leaving sufficient space for vehicle installation and solving the problem of inconvenient vehicle installation caused by the excessively high installation position of the shock absorber in the prior art.

[0029] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended embodiments and their equivalents.

Claims

1. An all-terrain vehicle suspension frame comprising a central frame (2), characterized in that: A side frame (1) is provided on both sides of the central frame (2). A first horizontal plate (3) is fixed to the top of the side frame (1) near the central frame (2). A second horizontal plate (4) is fixed to the top of the central frame (2) near the side frame (1). At least one set of shock-absorbing components (5) is provided between the first horizontal plate (3) and the second horizontal plate (4). The second horizontal plate (4) has a through hole (402) in the middle, and the connecting shaft (6) is rotatably connected in the through hole (402), and one end of the connecting shaft (6) is fixed to the side of the first horizontal plate (3).

2. The all-terrain off-road vehicle shock absorber frame according to claim 1, characterized in that: Two sets of shock-absorbing components (5) are provided between the first horizontal plate (3) and the second horizontal plate (4). The two sets of shock-absorbing components (5) are symmetrically arranged on both sides of the first horizontal plate (3) and the second horizontal plate (4).

3. The all-terrain off-road vehicle shock absorber frame according to claim 1, characterized in that: The shock-absorbing assembly (5) includes at least one shock-absorbing part, which includes a first L-shaped plate (301) fixed to the bottom of the first horizontal plate (3) and a second L-shaped plate (401) fixed to the bottom of the second horizontal plate (4). The bottom end of the first L-shaped plate (301) and the top end of the second L-shaped plate (401) are both fixed with hinge seats (501). The two sides of the shock absorber (502) are movably connected to the two hinge seats (501) respectively.

4. The all-terrain off-road vehicle shock absorber frame according to claim 3, characterized in that: The shock absorption assembly (5) includes two shock absorption sections, and the shock absorbers (502) of the two shock absorption sections are arranged in an X-shape.

5. The all-terrain off-road vehicle shock absorber frame according to claim 1, characterized in that: An arc-shaped guide groove (403) is provided on the second horizontal plate (4) located on both sides of the through hole (402), and the arc center of the arc-shaped guide groove (403) coincides with the circle of the through hole (402); Two arc-shaped guide blocks (302) are fixed on the side of the first horizontal plate (3), and the arc-shaped guide blocks (302) are adapted to the arc-shaped guide groove (403).

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