All-terrain vehicles

Abstract

The present invention relates to an all-terrain vehicle. The all-terrain vehicle comprises: a vehicle frame, comprising a front frame, a middle frame, and a rear frame, wherein the front frame is located at the front end of the all-terrain vehicle, the rear frame is located at the rear end of the all-terrain vehicle, and the middle frame is arranged between the front frame and the rear frame; a front wheel group, comprising a left front wheel and a right front wheel; a rear wheel group, comprising a left rear wheel and a right rear wheel; a rear suspension assembly, mounted on the rear frame, comprising a lower rocker arm unit, an upper rocker arm unit, and a rear wheel axle seat unit mounted on the lower rocker arm unit and the upper rocker arm unit, wherein the lower rocker arm unit and the upper rocker arm unit are respectively mounted on the vehicle frame; and the rear suspension assembly further comprises: a control arm unit, vertically located between the lower rocker arm unit and the upper rocker arm unit, wherein one end of the control arm unit is rotatably connected to the rear wheel axle seat unit, and the other end of the control arm unit is rotatably connected to the rear frame.

Description

Technical Field

[0001] The present invention relates to the technical field of all-terrain vehicles, in particular to an all-terrain vehicle. Background Art

[0002] An all-terrain vehicle (ATV) is a vehicle capable of traveling on any terrain. It can be used for off-roading, competitive riding, and freight transportation. A typical ATV consists of a frame, front and rear suspension components, a front wheel assembly, and a rear wheel assembly. The front suspension assembly is mounted at the front end of the frame, the front wheel assembly is mounted on top of the front suspension assembly, and the rear suspension assembly is mounted at the rear end of the frame and supports the rear wheel assembly. However, existing rear suspension assemblies exhibit high randomness when subjected to load, resulting in poor vehicle stability. Summary of the Invention

[0003] Based on this, it is necessary to provide an all-terrain vehicle with good stability in response to the above technical problems.

[0004] To solve the above technical problems, this application provides the following technical solutions:

[0005] An all-terrain vehicle comprises: a frame, including a front frame, a middle frame, and a rear frame, the front frame being located at the front end of the all-terrain vehicle, the rear frame being located at the rear end of the all-terrain vehicle, and the middle frame being arranged between the front frame and the rear frame; a front wheel group comprising a left front wheel and a right front wheel; a rear wheel group comprising a left rear wheel and a right rear wheel; a rear suspension assembly mounted on the rear frame, comprising a lower rocker arm unit, an upper rocker arm unit, and a rear wheel axle seat unit mounted on the lower rocker arm unit and the upper rocker arm unit, the lower rocker arm unit and the upper rocker arm unit being respectively mounted on the frame; the rear suspension assembly further comprises: a control arm unit being located between the lower rocker arm unit and the upper rocker arm unit in a vertical direction, and one end of the control arm unit being rotatably connected to the rear wheel axle seat unit, and the other end of the control arm unit being rotatably connected to the rear frame.

[0006] In one embodiment, the lower rocker arm unit includes a left lower rocker arm and a right lower rocker arm; the upper rocker arm unit includes a left upper rocker arm and a right upper rocker arm, and the rear wheel axle seat unit includes a left rear wheel axle seat and a right rear wheel axle seat; one end of the left lower rocker arm is rotatably connected to the left rear wheel axle seat, the other end of the left lower rocker arm is rotatably mounted on the rear frame, one end of the right lower rocker arm is rotatably connected to the right rear wheel axle seat, and the other end of the right lower rocker arm is rotatably mounted on the rear frame; the control arm unit includes two groups, one group of control arm units is located between the left lower rocker arm and the left upper rocker arm in the vertical direction, and is rotatably connected to the rear frame and the left rear wheel seat respectively; the other group of control arm units is located between the right lower rocker arm and the right upper rocker arm in the vertical direction, and is rotatably connected to the rear frame and the right rear wheel axle seat respectively.

[0007] In one embodiment, the control arm unit includes a control arm and two rotating seats, the two rotating seats are respectively fixed to the rear frame and the corresponding rear wheel axle seats; the control arm is rotatably connected to the rotating seats.

[0008] In one embodiment, the control arm is a rigid arm; the control arm and the rotating seat are rotationally connected via a ball joint.

[0009] In one embodiment, the all-terrain vehicle further includes: a rear shock absorber unit, including a left rear shock absorber and a right rear shock absorber; one end of the left rear shock absorber is mounted on the left lower rocker arm, and the other end extends upward and is connected to the rear frame; one end of the right rear shock absorber is mounted on the right lower rocker arm, and the other end extends upward and is connected to the rear frame.

[0010] In one embodiment, the right upper rocker arm and the left upper rocker arm have an avoidance space, and the left rear shock absorber and the right rear shock absorber extend upward through the corresponding avoidance space.

[0011] In one embodiment, the connection point between the left rear shock absorber and the left lower rocker arm is defined as point M, the connection point between the left lower rocker arm and the left rear wheel axle seat is defined as point F, and the connection point between the left upper rocker arm and the left rear wheel axle seat is defined as point N; along the vertical direction of the all-terrain vehicle, point F and point N do not coincide; and along the direction from the front end to the rear end of the all-terrain vehicle, point M and point F do not coincide.

[0012] In one embodiment, point N and the center of the left rear wheel axle seat are located on the same straight line, and the distance from point M to the straight line is greater than or equal to 20 mm and less than or equal to 40 mm.

[0013] In one embodiment, the middle frame includes: a first type of beam, at least partially located on the same plane S, which includes at least a first crossbeam and a second crossbeam; a second type of beam, respectively connected to the first type of beam, which includes at least a first longitudinal beam; the first longitudinal beam includes a first rod and a second rod, one end of the first rod is connected to the first crossbeam, and the other end of the first rod extends upward and toward the second crossbeam; one end of the second rod is connected to the second crossbeam, and the other end of the second rod extends upward and toward the first crossbeam and is connected to the first rod; the angle between the first rod and the plane S is A1, and the range of A1 is set to be greater than or equal to 5° and less than or equal to 15°; the angle between the second rod and the plane S is A2, and the range of A2 is set to be greater than or equal to 5° and less than or equal to 15°.

[0014] In one embodiment, the angle A1 between the first rod and the plane S is greater than the angle A2 between the second rod and the plane S.

[0015] Compared with the prior art, the all-terrain vehicle is provided with a control arm unit, so that when the rear suspension assembly is subjected to upward force, the control arm unit will also move upward, thereby driving the rear wheel axle seat unit to swing along the movement trajectory of the control arm unit to change the camber angle of the corresponding rear wheel, assist wheel steering and improve the vehicle's passability; at the same time, under the guidance of the control arm unit, it will always have a pulling force on the rear wheel axle seat unit to make the entire vehicle tend to a stable state. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the three-dimensional structure of the all-terrain vehicle provided in this application.

[0017] Figure 2 This is a structural schematic diagram of the vehicle body provided in this application from one perspective.

[0018] Figure 3 This is a schematic diagram of the structure of the vehicle body provided in this application.

[0019] Figure 4 This is a schematic diagram of the three-dimensional structure of the frame provided in this application from one perspective.

[0020] Figure 5 This is a schematic diagram of the three-dimensional structure of the frame provided in this application from another perspective.

[0021] Figure 6 This is a schematic diagram of the three-dimensional structure of the frame provided in this application from another perspective.

[0022] Figure 7 Provided for this application Figure 6 Enlarged view of point A in the middle.

[0023] Figure 8 A schematic side view of the midframe provided for this application.

[0024] Figure 9 This is a schematic diagram of the three-dimensional structure of the frame provided in this application from another perspective.

[0025] Figure 10 Provided for this application Figure 9 Enlarged view of point B in the middle.

[0026] Figure 11 This is a structural schematic diagram of the front suspension assembly provided in this application from one perspective.

[0027] Figure 12 This is a structural schematic diagram of the front suspension assembly provided in this application from another perspective.

[0028] Figure 13 This is a schematic diagram of the three-dimensional structure of the front support plate provided in this application.

[0029] Figure 14 This is a structural schematic diagram of the rear suspension assembly provided in this application from one perspective.

[0030] Figure 15 This is a side structural schematic diagram of the rear suspension assembly provided in this application.

[0031] Figure 16 This is a schematic structural diagram of the left rear wheel axle seat provided in this application.

[0032] Figure 17 This is a structural schematic diagram of the rear suspension assembly provided in this application from another perspective.

[0033] Figure 18 Provided for this application Figure 17 Enlarged view of point C in the middle.

[0034] Figure 19 This is a schematic structural diagram of a rear suspension assembly in another embodiment provided in this application.

[0035] Figure 20 Provided for this application Figure 19 Cross-section of the center and rear suspension components.

[0036] Figure 21 This is a schematic diagram of the state of the rear wheels when the control arm provided in this application is in the lower limit position.

[0037] Figure 22 This is a schematic diagram of the state of the rear wheels when the control arm provided in this application is in the upper limit position.

[0038] Figure 23 A schematic diagram of the electrical component distribution is provided for this application.

[0039] Figure 24 This is a structural diagram of the mode switching switch improved in this application.

[0040] Figure 25 This is a cross-sectional view of the mode switching switch provided in this application.

[0041] Figure 26 This is a partial enlarged view of the gear arrangement of the mode switching switch provided in this application.

[0042] Figure 27 This is a schematic diagram of the angular relationship between the various gear slots provided in this application.

[0043] Figure 28 This is a structural diagram of the connection between the mode switching switch and the docking connector provided in this application.

[0044] Figure 29 Provided for this application Figure 28 Enlarged view of point D in the middle.

[0045] Figure 30 This is a schematic diagram of the structure of the electrical connector unit provided in this application.

[0046] Figure 31 This is a schematic diagram of the top view of the electrical connector unit provided in this application.

[0047] Figure 32 This is an exploded view of the electrical socket unit provided in this application.

[0048] Figure 33 This is a schematic structural diagram of an electrical socket unit according to another embodiment of the present application. DETAILED DESCRIPTION

[0049] To make the above-mentioned objects, features, and advantages of the present invention more readily apparent, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. The following description sets forth numerous specific details to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways than those described herein, and those skilled in the art may make similar modifications without departing from the scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0050] like Figure 1 As shown, the present application provides an all-terrain vehicle 100. As a universal tool, the all-terrain vehicle 100 can be normally driven in many areas such as beaches, hillsides, and deserts. In order to clearly explain the structure of the all-terrain vehicle 100, the present application Figure 1 The front end, rear end, upper side, lower side, left side and right side of the all-terrain vehicle 100 are defined in FIG. The all-terrain vehicle 100 includes a frame assembly 11, a front suspension assembly 15, a rear suspension assembly 16, a front wheel group 17 and a rear wheel group 18. The frame assembly 11 serves as a skeleton for carrying and connecting the various components on the all-terrain vehicle 100 and bearing various loads from inside and outside the vehicle. The front suspension assembly 15 is arranged near the front end of the all-terrain vehicle 100. It is mounted on the frame assembly 11 and connected to the front wheel group 17 to transmit the force acting between the front wheel group 17 and the frame assembly 11. In addition, the front suspension assembly 15 can buffer the impact force transmitted to the frame assembly 11 by uneven road surfaces, etc., to reduce the vibration caused thereby, and ensure that the all-terrain vehicle 100 can travel smoothly and stably. The rear suspension assembly 16 is disposed near the rear end of the ATV 100. It is mounted on the frame assembly 11 and connected to the rear wheel assembly 18 to transmit forces acting between the rear wheel assembly 18 and the frame assembly 11. Furthermore, the rear suspension assembly 16 cushions impact forces transmitted to the frame assembly 11 from uneven road surfaces, thereby reducing the resulting vibration and ensuring a smooth and stable ride for the ATV 100.

[0051] The vehicle frame assembly 11 comprises a frame 111 and a body 112. The frame 111 utilizes a frame-like structure and serves as a base structure to carry various loads inside and outside the vehicle. The front suspension assembly 15 and the rear suspension assembly 16 are mounted to the front and rear ends of the frame 111, respectively. The layout of the front and rear suspension assemblies 15, 16 on the frame 111 can be customized as needed, but this will not be discussed in detail here. The body 112 is mounted on the frame 111 and at least partially encloses it, thereby protecting its components. The body 112 also serves as the driver's driving position and as a space for passengers and cargo.

[0052] like Figure 4 As shown, the vehicle frame 111 includes a front frame 1111, a middle frame 1112, and a rear frame 1113. The front frame 1111 is located at the front end of the all-terrain vehicle 100 to carry or house components located at the front end, such as the front suspension assembly 15, headlights, and a radiator. The rear frame 1113 is located at the rear end of the all-terrain vehicle 100 to carry or house components located at the rear end, such as the rear suspension assembly 16. The middle frame 1112 serves as a connecting and supporting component, with the front frame 1111 and rear frame 1113 respectively connected to the middle frame 1112. The front frame 1111, middle frame 1112, and rear frame 1113 surround and form a housing 111a. The vehicle body 112 covers the frame 111 and is provided with a cabin 1121. The cabin 1121 serves as a cockpit and / or passenger compartment for the driver or passengers. The cabin 1121 may be partially embedded in the accommodating space 111 a and mounted on the vehicle frame 111 , so that the cabin 1121 may have a larger usable space when the height of the all-terrain vehicle 100 meets the standard.

[0053] like Figures 6 to 8 As shown, the middle frame 1112 serves as a structure that bears the core load of the all-terrain vehicle 100. The middle frame 1112 includes a first type of beam 1112a and a second type of beam 1112b. The first type of beam 1112a and the second type of beam 1112b are connected to each other to basically form a load-bearing structure. In one embodiment, the number of the first type of beam 1112a is multiple, and the multiple first type beams 1112a are arranged at intervals and are basically located in the same plane. Here, the plane where the first type beam 1112a is located is set as plane S. The number of the second type beam 1112b is also multiple, and the multiple second type beams 1112b are arranged at intervals between the multiple first type beams 1112a. It can be understood that the number of the first type beam 1112a can be set to two, three or four. Similarly, the number of the second type beam 1112b Of course, the specific number of the first type beams 1112a and the specific number of the second type beams 1112b can be selected according to actual conditions, and will not be described in detail here.

[0054] In this embodiment, the first type of beam 1112a includes a first transverse beam 1112c and a second transverse beam 1112d. The second type of beam 1112b includes a first longitudinal beam 1112e and a second longitudinal beam 1112h. Along the front-to-back direction of the all-terrain vehicle 100, the first longitudinal beam 1112e is positioned near the front end, and the second longitudinal beam 1112h is positioned near the rear end. The first longitudinal beam 1112e includes a first rod 1112f and a second rod 1112g. One end of the first rod 1112f is connected to the first transverse beam 1112c, and the other end of the first rod 1112f extends toward the second transverse beam 1112d. The angle A1 between the first rod 1112f and plane S is set to be greater than or equal to 5° and less than or equal to 15°. One end of the second rod 1112g is connected to the second crossbeam 1112d, and the other end of the second rod 1112g extends toward the first crossbeam 1112c and is connected to the first rod 1112f. The angle A2 between the second rod 1112g and the plane S is set to be greater than or equal to 5° and less than or equal to 15°. In this way, along the front-to-back direction of the all-terrain vehicle 100, the bottom of the middle frame 1112 can be made to appear to be raised upward (away from the driving surface). In other words, the bottom of the middle frame 1112 bulges upward. In this way, the ground clearance of the all-terrain vehicle 100 at the middle frame 1112 is increased, effectively increasing the passability of the all-terrain vehicle 100 during driving.

[0055] like Figure 8 As shown, in one embodiment, the angle A1 between the first rod 1112f and plane S is greater than the angle A2 between the second rod and plane S. This allows the all-terrain vehicle 100 to maintain good maneuverability when traversing continuously uneven surfaces. Furthermore, the first-type beam 1112a and the second-type beam 1112b are each formed from cut steel pipes. This facilitates material sourcing and processing. The first rod 1112f is welded to the first crossbeam 1112c, and the second rod 1112g is welded to the second crossbeam 1112d. The first rod 1112f and the second rod 1112g are welded together. The first rods 1112f of the second-type beam 1112b are arranged parallel to each other, and the second rods 1112g of the second-type beam 1112b are arranged parallel to each other. That is, the second longitudinal beam 1112h includes a third rod 1112i and a fourth rod 1112j. The third rod 1112i is parallel to the first rod 1112f, with one end connected to the first beam 1112c and the other end extending toward the second beam 1112d. The fourth rod 1112j is parallel to the second rod 1112g, with one end connected to the second beam 1112d and the other end extending toward the first beam 1112c and connected to the third rod 1112i.

[0056] like Figure 7 As shown, the midframe 1112 also includes longitudinal reinforcement tubes 1112k and transverse reinforcement tubes 1112l. There are at least two longitudinal reinforcement tubes 1112k. In this embodiment, two longitudinal reinforcement tubes 1112k are used as an example to specifically describe the location and installation of the longitudinal reinforcement tubes 1112k. The two longitudinal reinforcement tubes 1112k are spaced apart, with the second-type beam 1112b located between the two longitudinal reinforcement tubes 1112k. One end of each longitudinal reinforcement tube 1112k is fixed to the first transverse beam 1112c, and the other end is fixed to the second transverse beam 1112d. The transverse reinforcement tubes 1112l are located between the longitudinal beams 1112b and the corresponding longitudinal reinforcement tubes 1112k. One end of each transverse reinforcement tube 1112l is connected to the longitudinal beam, and the other end of each transverse reinforcement tube 1112l is connected to the longitudinal beam. Thus, the longitudinal reinforcement tube 1112k, the transverse reinforcement tube 1112l, the crossbeam 1112a and the longitudinal beam 1112b together form a mesh-like structure, effectively improving the structural strength and load-bearing capacity of the entire middle frame 1112.

[0057] like Figure 4 and Figure 5 As shown, the front frame 1111 also includes a first pillar 1111h, and the rear frame 1113 also includes a second pillar 1113a. The first pillar 1111h and the second pillar 1113a are commonly referred to as the A-pillar and the B-pillar, respectively. The first pillar 1111h and the second pillar 1113a serve as load-bearing, support, and protection. One end of the first pillar 1111h is connected to the first crossbeam 1112c, and the other end of the first pillar 1111h extends upward. One end of the second pillar 1113a is connected to the second crossbeam 1112d, and the other end of the second pillar 1113a extends upward.

[0058] like Figure 9 and Figure 10As shown, in one embodiment, to enhance the structural strength of the connection between the rear frame 1113 and the middle frame 1112, a reinforcement structure 1114 is provided between the rear frame 1113 and the middle frame 1112. Reinforcement structure 1114 includes a first reinforcement rod 1114a, a second reinforcement rod 1114b, and a reinforcement plate 1114c. One end of the first reinforcement rod 1114a is connected to a longitudinal reinforcement tube 1112k on the middle frame 1112, and the other end of the first reinforcement rod 1114a is connected to the second column 1113a. The rear frame 1113 also includes a support bracket 1113y. One end of the second reinforcement rod 1114b is connected to the support bracket 1113y, and the other end of the second reinforcement rod 1114b is connected to the second column 1113a. One end of reinforcement plate 1114c is connected to first reinforcement rod 1114a. The other end of reinforcement plate 1114c extends toward the rear end of ATV 100, spanning second column 1113a and connecting to second reinforcement rod 1114b. This distributes the forces concentrated on second column 1113a by first and second reinforcement rods 1114a, 1114b, through reinforcement plate 1114c. This avoids the need for drilling holes in second column 1113a and reduces the possibility of local deformation of second column 1113a. It should be noted that this description only describes the reinforcement rod connection method for second column 1113a; the above structure can also be applied to other columns, crossbeams, or longitudinal beams.

[0059] The first reinforcing rod 1114a is welded to the second column 1113a. The second reinforcing rod 1114b is welded to the second column 1113a. The reinforcing plate 1114c is integrally formed by stamping. The reinforcing plate 1114c is welded to the first reinforcing rod 1114a and the second reinforcing rod 1114b. Reinforcing tabs 1114d are provided at each end of the reinforcing plate 1114c. Each reinforcing tab 1114d abuts against a corresponding reinforcing rod. This increases the contact area between the reinforcing plate 1114c and the first and second reinforcing rods 1114a, 1114b, thereby improving the connection strength between the reinforcing plate 1114c and the first and second reinforcing rods 1114a, 1114b.

[0060] like Figures 2 to 3 As shown, the vehicle body 112 includes interior trim 1122 and exterior trim 1123. The interior trim 1122 is arranged on the frame 111 and, together with the frame 111, forms a cabin 1121. In other words, the interior trim 1122 is distributed around the cabin 1121. The cabin 1121 has at least one first opening 1121a on one side, through which the driver and passengers can enter and exit the cabin 1121. The exterior trim 1123 is located at the front, rear, and sides of the frame 111 to shield and protect the front suspension assembly 15, rear suspension assembly 16, and various electrical components.

[0061] The interior components 1122 include a front fender 1122a, an instrument panel 1122b, footrests 1122c, a tailgate 1122d, and a seat 1122f. The front fender 1122a is located near the front of the ATV 100, separating components located at the front of the ATV 100 from the cabin 1121 and acting as a barrier against rocks, mud, sand, and water. The instrument panel 1122b is mounted on the end of the front fender 1122a that is away from the ground and supports various instrumentation components on the vehicle, such as the display screen and instrument panel. The footrests 1122c are mounted at the bottom of the accommodating space 111a and serve as a support plate for various components, such as the seat 1122f, and as a footrest for the driver or passengers. The tailgate 1122d is located near the rear of the ATV 100, separating components located at the rear of the ATV 100 from the cabin 1121. The rear baffle 1122d is spaced apart from the front baffle 1122a, and the footrest 1122c is located between the rear baffle 1122d and the front baffle 1122a. In this way, the three together surround and form the cabin 1121.

[0062] like Figure 11 and Figure 12As shown, the front suspension assembly 15 includes a first lower rocker arm unit 151, a first upper rocker arm unit 152, a front wheel axle support unit 153, a front shock absorber unit 154, and a front torsion bar unit 155. The first lower rocker arm unit 151 and the first upper rocker arm unit 152 are each mounted on the vehicle frame 111. The first upper rocker arm unit 152 is vertically positioned above the first lower rocker arm unit 151. The front wheel axle support unit 153 is used to connect to the front wheel set 17 and is located between the first lower rocker arm unit 151 and the first upper rocker arm unit 152. The first lower rocker arm unit 151 and the first upper rocker arm unit 152 are each rotatably connected to the front wheel axle support unit 153. One end of the front shock absorber unit 154 is mounted on the first upper rocker arm unit 152, and the other end is connected to the vehicle frame 111 or other components to buffer and filter vibrations caused by the front wheel set 17. The front torsion bar unit 155 is vertically positioned above the first upper rocker arm unit 152 and is movably connected to the first upper rocker arm unit 152. The front torsion bar unit 155 is configured to rotate. When the front wheel set 17 is subjected to force, the first upper rocker arm unit 152 lifts upward, compressing the front shock absorber unit 154, thereby absorbing and filtering the vibration. Simultaneously, when the ATV 100 is traveling, when the first upper rocker arm unit 152 is forced upward, the front torsion bar unit 155 is driven by the first upper rocker arm unit 152 and is configured to rotate. Consequently, the front torsion bar unit 155 twists relative to the first upper rocker arm unit 152, exerting a force in the opposite direction on the first upper rocker arm unit 152, thereby pressing the front wheel axle seat unit 153 downward. This arrangement ensures that the first upper rocker arm unit 152 consistently exerts a downward pressure on the front wheel axle support unit 153, ensuring that the front wheel set 17 maintains a constant tendency to contact the ground. This effectively improves overall handling performance, ensures the stability of the vehicle body 112 during high-speed cornering, and reduces the tilt angle of the vehicle body 112. Furthermore, because the front torsion bar unit 155 is connected to the first upper rocker arm unit 152, the reaction force of the torsion of the front torsion bar unit 155 during the force application process directly acts on the first upper rocker arm unit 152, thereby directly pressing down the front wheel axle support unit 153 through the first upper rocker arm unit 152. This results in more direct force transmission and faster response.

[0063] Continue to refer Figure 11 and Figure 12The first lower rocker arm unit 151 includes a first left lower rocker arm 1511 and a first right lower rocker arm 1516. The front wheel axle support unit 153 includes a left front wheel axle support 1531 and a right front wheel axle support 1532. One end of the first left lower rocker arm 1511 is connected to the left front wheel axle support 1531, while the other end of the first left lower rocker arm 1511 is rotatably mounted on the front frame 1111. The first right lower rocker arm 1516 and the first left lower rocker arm 1511 are located on either side of the front frame 1111 and are substantially symmetrically arranged. One end of the first right lower rocker arm 1516 is connected to the right front wheel axle support 1532, while the other end of the first right lower rocker arm 1516 is rotatably mounted on the front frame 1111. In this embodiment, the first left lower rocker arm 1511 and the first right lower rocker arm 1516 have the same structure. The structure and function of the lower rocker arms will be described in detail using the first left lower rocker arm 1511 as an example.

[0064] The first left lower rocker arm 1511 includes a first rocker arm 1512, a second rocker arm 1513, and a first connecting base 1514. The first connecting base 1514 is mounted to the left front wheel axle seat 1531 using fasteners such as bolts and screws. One end of the first rocker arm 1512 is mounted to the first connecting base 1514, while the other end is rotatably connected to the front frame 1111. The first rocker arm 1512 is curved and upwardly arched. This not only allows the first rocker arm 1512 to withstand greater forces, but also provides greater downward pressure on the left front wheel axle seat 1531 when the left front wheel axle seat 1531 moves upward, thereby ensuring the stability of the left front wheel 171. One end of the second rocker arm 1513 is connected to the first connecting base 1514, while the other end is rotatably connected to the front frame 1111. The second rocker arm 1513 is arranged at an angle to the first rocker arm 1512. The second rocker arm 1513 is also arc-shaped, and the direction of the arc of the second rocker arm 1513 is the same as the direction of the arc of the first rocker arm 1512, so as to exert a greater downward pressure on the left front wheel axle seat 1531. Together with the first rocker arm 1512, the second rocker arm 1513 ensures the stability of the left front wheel 171.

[0065] In one embodiment, the structure and shape of the first rocker arm 1512 are substantially identical to those of the second rocker arm 1513, and the connection methods between the first rocker arm 1512 and the second rocker arm 1513 are also substantially identical, thereby facilitating the processing and production of the first lower left rocker arm 1511 and controlling costs. Of course, considering other aspects, the structures of the first rocker arm 1512 and the second rocker arm 1513 may also differ, and the specific configuration can be set based on actual conditions.

[0066] like Figure 11 and Figure 12As shown, the first lower left rocker arm 1511 further includes a first connecting rod 1515. The first connecting rod 1515 is disposed between the first rocker arm 1512 and the second rocker arm 1513. Furthermore, the two ends of the first connecting rod 1515 are respectively connected to the first rocker arm 1512 and the second rocker arm 1513, thereby forming the first rocker arm 1512 and the second rocker arm 1513 as a whole, thereby effectively improving the structural strength and operational stability of the first lower left rocker arm 1511.

[0067] The first upper rocker arm unit 152 includes a first left upper rocker arm 1521 and a first right upper rocker arm 1526. The first left upper rocker arm 1521 is located on the same side as the first left lower rocker arm 1511. One end of the first left upper rocker arm 1521 is connected to the left front wheel axle seat 1531, while the other end of the first left upper rocker arm 1521 is pivotally connected to the front frame 1111. The first right upper rocker arm 1526 and the first left upper rocker arm 1521 are arranged on either side of the front frame 1111 and are substantially symmetrical. One end of the first right upper rocker arm 1526 is connected to the right front wheel axle seat 1532, while the other end of the first right upper rocker arm 1526 is pivotally connected to the front frame 1111. In this embodiment, the first left upper rocker arm 1521 and the first right upper rocker arm 1526 have the same structure. The structure and function of the first upper rocker arm unit 152 will be described in detail using the first left upper rocker arm 1521 as an example.

[0068] like Figure 12As shown, the first upper left rocker arm 1521 includes a third rocker arm 1522, a fourth rocker arm 1523, a second connecting base 1524, and a second connecting rod 1525. The second connecting base 1524 is secured to the left front wheel axle seat 1531 via fasteners such as bolts and screws. One end of the third rocker arm 1522 is mounted on the second connecting base 1524, and the other end is rotatably connected to the front frame 1111. Furthermore, the third rocker arm 1522 is arc-shaped, with the arc curving upward. This arc not only allows the third rocker arm 1522 to withstand greater forces, but also provides a greater downward pressure on the left front wheel axle seat 1531 when the left front wheel axle seat 1531 moves upward, thereby further ensuring the stability of the left front wheel 171. One end of the fourth rocker arm 1523 is pivotally connected to the second connecting seat 1524. The other end of the fourth rocker arm 1523 is pivotally connected to the front frame 1111 and is arranged at an angle to the third rocker arm 1522. The fourth rocker arm 1523 is also curved, and the direction of its arc aligns with that of the first rocker arm 1512, thereby applying a greater downward force to the left front wheel axle seat 1531. Together with the third rocker arm 1522, the second connecting rod 1525 ensures the stability of the left front wheel 171. A second connecting rod 1525 is disposed between the third rocker arm 1522 and the fourth rocker arm 1523. Its ends are connected to the third rocker arm 1522 and the fourth rocker arm 1523, respectively, forming a single unit with the third rocker arm 1522 and the fourth rocker arm 1523, effectively enhancing the structural strength of the first left upper rocker arm 1521.

[0069] The structure and shape of the third rocker arm 1522 are essentially the same as those of the fourth rocker arm 1523, and their connection methods to various components are also essentially the same. This facilitates the processing and production of the upper left rocker arm, as well as cost control. Of course, considering other factors, the structures of the third rocker arm 1522 and the fourth rocker arm 1523 may also differ, and the specific configuration can be set according to actual circumstances.

[0070] Please refer to Figure 12 The front shock absorber unit 154 includes two front shock absorbers 1541, mounted on the first upper left rocker arm 1521 and the first upper right rocker arm 1526, respectively, to absorb and cushion the impact of the left front wheel 171 and the right front wheel 172, respectively. The number of front shock absorbers 1541 is not limited to two; it can also be one, three, or other number. The specific number can be increased or decreased based on the front shock absorption requirements. Furthermore, the front shock absorbers 1541 are conventional, and their structure and operating principle will not be described in detail here.

[0071] Please refer to Figure 11 and Figure 12The front torsion bar unit 155 includes a front torsion bar 1551, a front support 1552, two front connecting rods 1553, and a front bracket 1554. The front support 1552 is mounted on the front bracket 1554, which is fixed to the front frame 1111. The front torsion bar 1551 is rotatably connected to the front support 1552. One end of the front torsion bar 1551 corresponds to one of the front connecting rods 1553 and is mounted on the left upper rocker arm through the front connecting rod 1553. The front connecting rod 1553 is movably connected to the left upper rocker arm and the front torsion bar 1551. The other end of the front torsion bar 1551 corresponds to the other front connecting rod 1553 and is mounted on the first right upper rocker arm 1526 through the front connecting rod 1553. The front connecting rod 1553 is movably connected to the first right upper rocker arm 1526 and the front torsion bar 1551. In one embodiment, the front connecting rod 1553 is connected to the first upper left rocker arm 1521 or the first upper right rocker arm 1526 via a ball and pin connection. The front connecting rod 1553 is also connected to the front torsion bar 1551 via a ball and pin connection. It should be noted that the ball and pin connection is only one embodiment; a joint bearing connection can also be used.

[0072] Combine Figure 13 As shown, the front bracket 1554 includes a front support plate 1555, a first flange 1556, and a second flange 1557. The first flange 1556 and the second flange 1557 are located at opposite ends of the front support plate 1555. The front support 1552 is secured to the front support plate 1555 via bolts or other structures. The end of the first flange 1556, distal from the front support plate 1555, is connected to the first upper rocker arm unit 152, while the other end of the first flange 1556 is connected to the front frame 1111. When the front torsion bar 1551 receives a load, the load can be transferred to the first upper rocker arm unit 152 via the first flange 1556 or to the front frame 1111 via the second flange 1557. This increases the load transfer path. In one embodiment, the angle between the second flange 1557 and the front support plate 1555 is set to γ, where γ is greater than or equal to 130° and less than or equal to 150°. In this range, the stress value between the second flange 1557 and the front bracket 1554 is relatively small, which is beneficial to the connection between the second flange 1557 and the vehicle frame 111 .

[0073] like Figure 14 and Figure 17As shown, the rear suspension assembly 16 is mounted on the rear frame 1113 and connected to the rear wheel set 18 to cushion and filter vibrations caused by the rear wheel set 18. The rear suspension assembly 16 includes a second lower rocker arm unit 161, a second upper rocker arm unit 162, a rear axle mount unit 163, a rear shock absorber unit 164, and a rear torsion bar unit 166. The second lower rocker arm unit 161 and the second upper rocker arm unit 162 are each mounted on the vehicle frame 111. The second upper rocker arm unit 162 is vertically positioned above the second lower rocker arm unit 161. The rear axle mount unit 163 is used to connect to the rear wheel set 18 and is located between the second lower rocker arm unit 161 and the second upper rocker arm unit 162. The second lower rocker arm unit 161 and the second upper rocker arm unit 162 are each rotationally connected to the rear axle mount unit 163. One end of the rear shock absorber unit 164 is mounted on the second lower rocker arm unit 161, and the other end is connected to the vehicle frame 111 or other components to cushion or absorb vibration. The rear torsion bar unit 166 is mounted on the second upper rocker arm unit 162 and is configured for rotational connection. When the rear wheel set 18 is subjected to force, the second lower rocker arm unit 161 lifts upward, compressing the rear shock absorber unit 164, thereby absorbing and filtering the vibration. At the same time, the second upper rocker arm unit 162 will also be lifted up, and the rear torsion bar unit 166 will move under the drive of the second upper rocker arm unit 162, and because the rear torsion bar unit 166 is configured to rotate, the rear torsion bar unit 166 will twist relative to the second upper rocker arm unit 162, and during the twisting process, it will apply a force in the opposite direction to the second upper rocker arm unit 162 to press the rear wheel axle seat unit 163 downward, that is, by such an arrangement, the second upper rocker arm unit 162 will always have a downward pressure on the rear wheel axle seat unit 163 , to ensure that the rear wheel group 18 always has a tendency to contact the ground, thereby improving the overall handling performance, ensuring the stability of the vehicle body 112 when the vehicle is cornering at high speed, and reducing the tilt angle of the vehicle body 112; secondly, because the rear torsion bar unit 166 is connected to the second upper rocker arm unit 162, during the force application process, the reaction force of the torsion of the rear torsion bar unit 166 directly acts on the second upper rocker arm unit 162, thereby directly pressing the wheel axle seat unit down through the second upper rocker arm unit 162; in this way, the force transmission is more direct and the response is faster.

[0074] Please refer to Figure 14 and Figure 17The second lower rocker arm unit 161 includes a second left lower rocker arm 1611 and a second right lower rocker arm 1617. The rear wheel axle seat unit 163 includes a left rear wheel axle seat 1631 and a right rear wheel axle seat 1632. The rear shock absorber unit 164 includes a left rear shock absorber 1641 and a right rear shock absorber 1642. One end of the second left lower rocker arm 1611 is connected to the left rear wheel axle seat 1631, and the other end of the second left lower rocker arm 1611 is rotatably mounted on the rear frame 1113. The second right lower rocker arm 1617 is arranged on either side of the rear frame 1113 and is substantially symmetrical. One end of the second right lower rocker arm 1617 is connected to the right rear wheel axle seat 1632, and the other end of the second right lower rocker arm 1617 is rotatably mounted on the rear frame 1113. One end of the left rear shock absorber 1641 is mounted on the second left lower rocker arm 1611, and the other end extends upward and is connected to the rear frame 1113. This absorbs and cushions impacts and vibrations from the left rear wheel 181 or the left side of the vehicle. One end of the right rear shock absorber 1642 is mounted on the second right lower rocker arm 1617, and the other end extends upward and is connected to the rear frame 1113. This absorbs and cushions impacts and vibrations from the right rear wheel 182 or the left side of the vehicle. The left and right rear shock absorbers 1641 and 1642 are conventional, and their structures and operating principles will not be described in detail here.

[0075] In one embodiment, the second left lower rocker arm 1611 has the same structure as the second right lower rocker arm 1617. This embodiment uses the second left lower rocker arm 1611 as an example to specifically describe the structure and function of the second lower rocker arm unit 161, as well as the connection and positional relationship between the second lower rocker arm unit 161 and components such as the vehicle frame 111 and the rear shock absorber unit 164.

[0076] like Figures 14 to 16As shown, the left rear shock absorber 1641 is mounted on the second left lower rocker arm 1611. The connection between the end of the second left lower rocker arm 1611 away from the rear frame 1113 and the left rear wheel axle seat 1631 is a first connection point F. The connection between the end of the second left upper rocker arm 1621 away from the rear frame 1113 and the left rear wheel axle seat 1631 is a second connection point N. The connection between the left rear shock absorber 1641 and the second left lower rocker arm 1611 is a third connection point M. Vertically, the first connection point F and the second connection point N do not overlap. Furthermore, along the fore-and-aft direction of the all-terrain vehicle 100, the first connection point F is close to the connection between the left rear shock absorber 1641 and the second left lower rocker arm 1611. The second connection point N and the center of the left rear wheel axle seat 1631 are aligned on a straight line Y. A distance L4 from the first connection point F to the straight line Y is greater than or equal to 20 mm and less than or equal to 40 mm. That is, the first connection point F and the second connection point N are staggered, and the first connection point F is set close to the third connection point M. Such a setting can make the force point of the left rear shock absorber 1641 closer to the left rear wheel axle seat 1631, reduce the force arm between the receiving point and the first connection point, and decompose the force to the left rear wheel axle seat 1631, so as to share the force on the second left lower rocker arm 1611, make the second left lower rocker arm 1611 easier to meet the use requirements, and also reduce the cost.

[0077] Please continue to refer to Figure 14 and Figure 17 The second left lower rocker arm 1611 includes a fifth rocker arm 1612, a sixth rocker arm 1613, a third connecting base 1614, and at least one third connecting rod 1615. The third connecting base 1614 is mounted to the left rear wheel axle base 1631 using bolts, screws, and other components. One end of the fifth rocker arm 1612 is mounted to the first connecting base 1514, and the other end of the fifth rocker arm 1612 is rotatably connected to the rear frame 1113. One end of the sixth rocker arm 1613 is connected to the third connecting base 1614, and the other end of the sixth rocker arm 1613 is rotatably connected to the rear frame 1113. Furthermore, the sixth rocker arm 1613 is arranged at an angle to the fifth rocker arm 1612. Of course, the fifth and sixth rocker arms 1612, 1613, may also be directly rotatably connected to the left rear wheel axle base 1631. The third connecting rod 1615 is arranged between the fifth rocker arm 1612 and the sixth rocker arm 1613, and the two ends of the third connecting rod 1615 are fixedly connected to the fifth rocker arm 1612 and the sixth rocker arm 1613 respectively, so that the fifth rocker arm 1612 and the sixth rocker arm 1613 form a whole, thereby effectively improving the structural strength of the second lower left rocker arm 1611.

[0078] The second left lower rocker arm 1611 also includes a shock-absorbing plate 1616, which is mounted on the fifth rocker arm 1612, the sixth rocker arm 1613, or the third connecting rod 1615. One end of the left rear shock absorber 1641 is hingedly connected to the shock-absorbing plate 1616, while the other end of the left rear shock absorber 1641 extends upward and is connected to the rear frame 1113. The shock-absorbing plate 1616 can also be connected to both the fifth rocker arm 1612 and the sixth rocker arm 1613, or the fifth rocker arm 1612 and the third connecting rod 1615. This allows for a common connection and distribution of forces when the suspension is subjected to load, preventing deformation of the connecting rod or rocker arm caused by the load being applied to only one rocker arm. Of course, the above merely illustrates several exemplary mounting methods for the shock-absorbing plate 1616. Numerous variations and improvements are possible without departing from the spirit of the present application, and all of these fall within the scope of protection of the present application.

[0079] Please refer to Figure 14 and Figure 17 The second upper rocker arm unit 162 includes a second upper left rocker arm 1621 and a second upper right rocker arm 1629. The second upper left rocker arm 1621 is located on the same side as the second lower left rocker arm 1611. One end of the second upper left rocker arm 1621 is connected to the left front wheel axle seat 1531, while the other end of the second upper left rocker arm 1621 is pivotally connected to the rear frame 1113. The second upper right rocker arm 1629 and the second upper left rocker arm 1621 are arranged on either side of the rear frame 1113 and are substantially symmetrical. One end of the second upper right rocker arm 1629 is connected to the right rear wheel axle seat 1632, while the other end of the second upper right rocker arm 1629 is pivotally connected to the rear frame 1113. In this embodiment, the second upper left rocker arm 1621 and the second upper right rocker arm 1629 have the same structure. The structure and function of the second upper rocker arm unit 162 will be described in detail using the second upper left rocker arm 1621 as an example.

[0080] The second upper left rocker arm 1621 includes a seventh rocker arm 1622, an eighth rocker arm 1623, a fourth connecting base 1624, and a fourth connecting rod 1627. The fourth connecting base 1624 is rotatably mounted to the left rear wheel axle base 1631 via bolts, screws, or the like. One end of the seventh rocker arm 1622 is fixed to the fourth connecting base 1624, and the other end of the seventh rocker arm 1622 is rotatably connected to the rear frame 1113. One end of the eighth rocker arm 1623 is mounted to the fourth connecting base 1624, and the other end of the eighth rocker arm 1623 is rotatably connected to the rear frame 1113. The eighth rocker arm 1623 corresponds to the seventh rocker arm 1622, is located on the same plane, and is arranged at an angle therebetween. Of course, in other embodiments, the seventh rocker arm 1622 and the eighth rocker arm 1623 may also be directly rotatably connected to the left rear wheel axle base 1631. The seventh rocker arm 1622 and / or the eighth rocker arm 1623 are configured in an arc shape, with the arc-shaped seventh rocker arm 1622 bending toward the eighth rocker arm 1623 to form a clearance space 1621f, or the eighth rocker arm 1623 bending toward the seventh rocker arm 1622 to form a clearance space 1621f. The left rear shock absorber 1641 extends upward through the clearance space 1621f. A fourth connecting rod 1627 is disposed between the seventh rocker arm 1622 and the eighth rocker arm 1623, with its ends fixedly connected to the seventh rocker arm 1622 and the eighth rocker arm 1623, respectively. This allows the seventh rocker arm 1622 and the eighth rocker arm 1623 to form a single unit, effectively enhancing the structural strength of the second upper left rocker arm 1621.

[0081] like Figure 17 and Figure 18 As shown, the fourth connecting base 1624 includes an arm portion 1625 and a fifth connecting portion 1626. One end of the arm portion 1625 is rotatably connected to the left rear wheel axle seat 1631, and the other end of the arm portion 1625 is connected to the fifth connecting portion 1626. At least a portion of the outer surface of the fifth connecting portion 1626 has a curved surface 162a. The seventh rocker arm 1622 and the eighth rocker arm 1623 are respectively connected to the curved surface 162a by welding. It will be appreciated that within the range of the curved surface 162a, the weld positions of the curved surface 162a and the respective rocker arms can be welded at any angle as required. Specifically, by configuring the outer surface of the fifth connecting portion 1626 as the curved surface 162a, the fourth connecting base 1624 can be adapted to accommodate different rocker arms, thereby improving product versatility and effectively reducing costs. In one embodiment, the curved surface 162a is spherical.

[0082] In one embodiment, there are two support arms 1625, with a support space formed between them. A portion of the left rear wheel axle seat 1631 is located within the support space, and the support arms 1625 and the left rear wheel axle seat 1631 are rotatably connected via a pin or bolts in combination with a bushing. There are also two fifth connecting portions 1626, which are interconnected, with the two support arms 1625 correspondingly connected to the two fifth connecting portions 1626. The fifth connecting portion 1626 is spherical, i.e., its curved surface is spherical, further increasing the usable surface area of ​​the outer surface of the fifth connecting portion 1626, thereby increasing the angle at which the fifth connecting portion 1626 can be welded to the rocker arm, and enhancing the versatility of the fourth connecting seat 1624.

[0083] In another embodiment, Figure 19 As shown, rear suspension assembly 16 also includes an adjustment unit 165, which is located between rear axle mount unit 163 and second upper rocker arm unit 162 or second lower rocker arm unit 161. Adjustment unit 165 is used to adjust the camber angle of rear axle mount unit 163 to ensure that ATV 100 meets current usage requirements. Furthermore, if the camber angle of ATV 100 does not meet the requirements due to manufacturing errors, adjustment unit 165 can be used to ensure the accuracy of factory parameters.

[0084] In one embodiment, there are two adjustment units 165. One adjustment unit 165 is located between the second left upper rocker arm 1621 and the left rear wheel axle mount 1631 to adjust the camber angle of the left rear wheel axle mount 1631, and the other adjustment unit 165 is located between the second right upper rocker arm 1629 and the right rear wheel axle mount 1632 to adjust the camber angle of the right rear wheel axle mount 1632. In other words, this arrangement allows the camber angles of both the left and right rear wheels 181 and 182 to be adjusted. Alternatively, one adjustment unit 165 can be located between the second left lower rocker arm 1611 and the left rear wheel axle mount 1631, and the other between the second right lower rocker arm 1617 and the left rear wheel axle mount 1631. It will be appreciated that the adjustment units 165 can also be applied to corresponding locations on the front suspension assembly 15 to adjust the camber angles of the left and right front wheels 171 and 172.

[0085] like Figure 20As shown, each adjustment unit 165 includes a first base 1651, a second base 1652, an adjustment plate 1653, and a third locking member 1654. The first base 1651 is rotatably connected to the left rear wheel axle base 1631 or the right rear wheel axle base 1632. The second base 1652 is connected to the second left upper rocker arm 1621 or the second right upper rocker arm 1629. The adjustment plate 1653 is disposed between the first base 1651 and the second base 1652 and is used to adjust the gap between the first base 1651 and the second base 1652, thereby adjusting the overall length of the second left upper rocker arm 1621 and thereby adjusting the camber angle of the corresponding wheel. The third locking member 1654 is used to lock the first base 1651 and the second base 1652 after adjustment, or to unlock the lock between the first base 1651 and the second base 1652.

[0086] In one embodiment, the first base body 1651 and the second base body 1652 are both hollow bases. One end of the third locking member 1654 is passed from the interior of the second base body 1652 to the interior of the first base body 1651. The adjustment piece 1653 is C- or U-shaped, so that the C- or U-shaped adjustment piece 1653 can be directly clamped on the third locking member 1654, so that the size of the gap between the first base body 1651 and the second base body 1652 can be adjusted without removing the third locking member 1654, which is more convenient to use. The adjustable range of the gap between the first base body 1651 and the second base body 1652 is less than or equal to 5 cm. The third locking member 1654 is a bolt, which passes through the first base body 1651 and the second base body 1652 and is connected to a nut, and the adjustment piece 1653 is sleeved on the bolt.

[0087] An arc-shaped groove 1655 is formed on the second base body 1652; the second upper left rocker arm 1621 also includes a connecting tube 1628, and the seventh rocker arm 1622 and the eighth rocker arm 1623 are respectively welded to the connecting tube 1628; a portion of the connecting tube 1628 is embedded in the arc-shaped groove 1655 and welded to the second base body 1652, thereby increasing the contact area between the connecting tube 1628, the second upper left rocker arm 1621 as a whole, and the second base body 1652, thereby improving the strength of the connection between the connecting tube 1628 and the second base body 1652.

[0088] Please refer to Figure 14 and Figure 17The rear torsion bar unit 166 includes a rear torsion bar 1661, a rear support 1662, and two rear links 1663. The rear support 1662 is configured to be fixed and can be fixed to the rear frame 1113 or the vehicle body 112. The rear torsion bar 1661 is rotatably connected to the rear support 1662. One end of the rear torsion bar 1661 corresponds to one of the rear links 1663 and is mounted on the second upper left rocker arm 1621 through the rear link 1663. The rear link 1663 is movably connected to the second upper left rocker arm 1621 and the rear torsion bar 1661. The other end of the rear torsion bar 1661 corresponds to the other rear link 1663 and is mounted on the second upper right rocker arm 1629 through the rear link 1663. The rear link 1663 is movably connected to the second upper right rocker arm 1629 and the rear torsion bar 1661. In one embodiment, the rear link 1663 is connected to the second upper left rocker arm 1621 or the second upper right rocker arm 1629 via a joint bearing and a ball pin; the rear link 1663 is also connected to the rear torsion bar 1661 via a ball pin. It should be noted that the ball pin connection described above is only one embodiment; a joint bearing connection can also be used.

[0089] The rear frame 1113 includes an inner side facing the front frame 1111 and an outer side away from the front frame 1111; the rear torsion bar unit 166 is located on the inner side of the rear frame. The rear torsion bar 1661 is located on the inner side of the rear frame 1113 to make the entire rear suspension assembly 16 more compact, reduce the protrusion of the rear torsion bar 1661, and enhance the overall integrity and aesthetics of the all-terrain vehicle 100 when viewed from the rear end to the front. Furthermore, the placement of the rear torsion bar 1661 on the inner side of the rear frame 1113 reduces the interference of rear torsion forces on the installation of other components. The rear frame 1113 also protects the rear torsion bar 1661, and during force application, the rear frame 1113 bears the primary load, preventing deformation of the rear torsion bar 1661.

[0090] like Figure 14 and Figure 17As shown, the rear suspension assembly 16 also includes a control arm unit 167, located outside the rear frame 1113 and opposite the rear torsion bar unit 166. The control arm unit 167 is located between the second lower rocker arm unit 161 and the second upper rocker arm unit 162. One end of the control arm unit 167 is pivotally connected to the rear axle support unit 163, while the other end of the control arm unit 167 is pivotally connected to the vehicle frame 111. As a result, when the rear suspension assembly 16 is subjected to upward force, the control arm unit 167 also moves upward, causing the rear axle support unit 163 to swing along its trajectory, changing the camber angle of the corresponding rear wheel, assisting wheel steering and improving the vehicle's maneuverability. At the same time, guided by the control arm unit 167, it exerts a constant pulling force on the rear axle support unit 163, maintaining overall vehicle stability.

[0091] In one embodiment, the control arm units 167 have two groups, one group of control arm units 167 is located between the second left lower rocker arm 1611 and the second left upper rocker arm 1612, and are respectively rotatably connected to the rear frame 1113 and the left rear wheel axle seat 1631; the other group of control arm units 167 is located between the second right lower rocker arm 1617 and the second right upper rocker arm 1629, and are respectively rotatably connected to the rear frame 1113 and the right rear wheel axle seat 1632, thereby realizing separate adjustment of the left rear wheel 181 and the right rear wheel 182.

[0092] The control arm unit 167 includes a control arm 1671 and two rotating seats 1672, which are respectively fixed to the rear frame 1113 and the rear wheel axle seat unit 163. The control arm 1671 is rotatably connected to the rotating seat 1672. The control arm 1671 is a rigid arm. The control arm 1671 and the rotating seat 1672 are rotatably connected via a ball pin to achieve relative rotation and swing between the control arm 1671 and the rear frame 1113. Of course, in addition to the above-mentioned ball pin connection, other methods such as a joint bearing connection can also be used. In addition, the control arm 1671 is relatively located on the side of the left rear wheel axle seat 1631 near the front end. Along the vertical axis, the control arm 1671 has a relative lower limit position and an upper limit position. Figure 21 The figure shows the state of the rear wheels when the control arm 1671 is at the lower limit position. Figure 22The figure shows the state of the rear wheels when the control arm 1671 is in the upper limit position. When the rear suspension assembly 16 is subjected to force, the left rear wheel axle seat 1631 and / or the right rear wheel axle seat 1632 will expand or contract under the action of the control arm 1671, that is, the position of the rear wheels is adjusted between the lower limit position and the upper limit position, so that the toe value of the entire rear wheel is maintained in a range that is conducive to the travel of the all-terrain vehicle 100, thereby assisting steering and enabling the all-terrain vehicle 100 to have better passability. The various technical features of the above-mentioned embodiments can be combined arbitrarily. For the sake of simplicity, not all possible combinations of the various technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0093] like Figure 23 As shown, ATV 100 also includes an electrical assembly 19 and an electronic control unit 21. Both electrical assembly 19 and electronic control unit 21 are mounted on the frame assembly 11, and at least a portion of electrical assembly 19 is electrically and signal-connected to the electronic control unit 21 to implement the basic electrical functions of ATV 100. The electronic control unit 21, or ECU (Electronic Control Unit), also known as the "on-board computer," monitors various input data (such as braking and shifting) and vehicle operating conditions (acceleration, slippage, fuel consumption, etc.). It calculates information transmitted by various sensors according to pre-designed programs, processes the information, and transmits the parameters to relevant actuators, such as electrical assembly 19, to perform various predetermined control functions.

[0094] In one embodiment, the electrical assembly 19 includes an instrumentation device 200 and a switch device 203. The instrumentation device 200 includes various electrical instruments, such as an ammeter, a charging indicator light or voltmeter, an oil pressure gauge, a temperature gauge, a fuel gauge, a speedometer, an odometer, and an engine tachometer. The instrumentation device 200 primarily displays the operating status of the relevant devices while the ATV 100 is in motion. The sound generating device 201 primarily emits sounds to provide prompts or warnings. The switch device 203 includes a mode switch 2031, an air conditioning switch (not shown), and a temperature control switch (not shown). The mode switch 2031, the air conditioning switch, and the temperature control switch are generally mounted on the instrument panel 1122b for easy operation by the driver and front passenger. The mode switch 2031, the air conditioning switch, the temperature control switch, etc. are electrically and signal-connected to the electronic control unit 21 via a wiring harness 2042, thereby controlling a series of functions of the ATV 100, such as switching between two-wheel drive and four-wheel drive, turning on the air conditioning, and adjusting the air conditioning temperature.

[0095] like Figures 24 to 27As shown, the mode switch 2031 includes a two-wheel drive (2WD) position 2031a, a four-wheel drive (4WD) position 2031b, and a front-wheel drive (FWD) lock position 2031c. The four-wheel drive (4WD) position 2031b is located between the two-wheel drive (2WD) position 2031a and the front-wheel drive (FWD) lock position 2031c. The two-wheel drive (2WD) position 2031a enables the ATV 100 to operate in two-wheel drive mode. The four-wheel drive (4WD) position 2031b enables the ATV 100 to operate in four-wheel drive mode. The front-wheel drive (FWD) lock position locks the front wheels of the ATV 100. The mode switch 2031 includes a housing 2031d, a push button 2031x, a switch shaft 2031t, and a gear lever unit 2031u. The housing 2031d includes a chamber 2031za, a first gear slot 2031e, a second gear slot 2031f, and a third gear slot 2031j. The first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j are all located within the chamber 2031za. The second gear slot 2031f is located between the first gear slot 2031e and the third gear slot 2031j. The push plate 2031x is rotatably connected to the housing 2031d via the switch shaft 2031t. One end of the gear lever unit 2031u is connected to the push plate 2031x, and the other end of the gear lever unit 2031u can swing with the push plate 2031x to switch between the first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j, thereby achieving mutual switching between the two-wheel drive gear position 2031a, the four-wheel drive gear position 2031b, and the front-wheel drive lock gear position 2031c.

[0096] refer to Figure 25 The gear lever unit 2031u includes a switching lever 2031v, an elastic member 2031x and a sphere 2031y. One end of the switching lever 2031v is connected to the pressing plate 2031x and can swing in the housing 2031d under the drive of the pressing plate 2031x. A fourth mounting hole 2031w is opened at the end of the switching lever 2031v away from the pressing plate 2031x, and the elastic member 2031x is installed in the fourth mounting hole 2031w. Part of the sphere 2031y is located in the fourth mounting hole 2031w and abuts against the elastic member 2031x. The other end can swing and fall into the first gear slot 2031e, the second gear slot 2031f or the third gear slot 2031j.

[0097] like Figure 26 and Figure 27As shown, the first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j are all arc-shaped slots, and the first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j are connected in sequence. The second gear slot 2031f includes a first connecting end connected to the first gear slot 2031e, and the first gear slot 2031e includes a second connecting end connected to the first connecting end. The first connecting end and the second connecting end intersect and have a first intersection point P and a first angle β1. The second gear slot 2031f also includes a third connecting end connected to the third gear slot 2031j. The third gear slot 2031j includes a fourth connecting end connected to the third connecting end. The third connecting end and the fourth connecting end intersect and have a second intersection point Q and a second angle β2. The difference between the first angle β1 and the second angle β2 is greater than or equal to 5° and less than or equal to 30°. That is, the slope of the second gear slot 2031f close to the third gear slot 2031j is greater than the slope of the second gear slot 2031f close to the first gear slot 2031e, and the transition between the first gear slot 2031e and the second gear slot 2031f is smoother than the transition between the second gear slot 2031f and the third gear slot 2031j. In this way, when switching gears, the damping of the switching rod 2031v switching from the second gear slot 2031f to the third gear slot 2031j can be greater than the damping of the switching rod 2031v switching from the first gear slot 2031e to the second gear slot 2031f, that is, the force value for switching each gear is different, and the force value required for the operation from the four-wheel drive gear to the front-wheel drive lock gear 2031c becomes larger, avoiding the phenomenon of over-shifting when switching from the two-wheel drive gear 2031a to the four-wheel drive gear 2031b, thereby improving driving safety.

[0098] In one embodiment, if Figure 27 As shown, along the axis Z direction of the chamber 2031za, the position of the second intersection Q is relatively higher than the position of the first intersection P. Thus, combined with the aforementioned angles, the travel of the four-wheel drive gear 2031b to switch to the front-wheel drive lock gear 2031c can be extended, thereby increasing the damping when the switching lever 2031v switches from the second gear slot 2031f to the third gear slot 2031j, further preventing over-shifting during the switching process.

[0099] Please refer to Figure 26 and Figure 27The second shift groove 2031f includes a second curved segment 2031g, a first straight segment 2031h, and a second straight segment 2031i. One end of the first straight segment 2031h is connected to the first shift groove 2031e, and the other end is connected to the second curved segment 2031g. The second straight segment 2031i is connected to the third shift groove 2031j at one end, and the other end is connected to the second curved segment 2031g. The first shift groove 2031e includes at least a third straight segment 2031k, and the third shift groove 2031j includes at least a fourth straight segment 2031z. The third straight segment 2031k intersects with the first straight segment 2031h to form a first angle β1, and the fourth straight segment 2031z intersects with the second straight segment 2031i to form a second angle β2. The first angle β1 is greater than or equal to 120° and less than or equal to 140°, and the second angle β2 is greater than or equal to 100° and less than or equal to 125°.

[0100] Furthermore, the first straight segment intersects with plane A1 to form a third angle β3, and the second straight segment intersects with plane A1 to form a fourth angle β4. The difference between the fourth angle β4 and the third angle β3 is greater than or equal to 5° and less than or equal to 30°. The third angle β3 is greater than or equal to 45° and less than or equal to 60°, and the fourth angle β4 is greater than or equal to 55° and less than or equal to 75°. This arrangement also ensures that the slope of the second straight segment 2031i relative to plane A1 is greater than the slope of the first straight segment 2031h relative to plane A1. Consequently, the force required to shift the switch lever 2031v from the second gear slot 2031f to the third gear slot 2031j is greater.

[0101] In one embodiment, the third straight segment 2031k intersects with plane A1 to form a fifth angle β5; the fourth straight segment 2031z intersects with plane A1 to form a sixth angle β6, with the fifth angle β5 and the sixth angle β6 being substantially the same. This arrangement ensures that the operating force required to switch from the two-wheel drive gear position 2031a to the four-wheel drive gear position 2031b is substantially equal to the operating force required to switch from the front-wheel drive lock gear position 2031c to the four-wheel drive gear position 2031b, thereby improving operational consistency.

[0102] like Figure 25 、 Figure 28 and Figure 29As shown, the housing 2031d has output contacts 2031l protruding from the outer surface of the housing 2031d. The output contacts 2031l are connected to circuit boards on corresponding switch devices 203, such as the circuit board 1981n within the mode switch 2031, the circuit board within the air conditioning switch, or the circuit board within the temperature control switch. The wiring harness 2042 includes a docking connector 2031n connected to the output contacts 2031l. The docking connector 2031n is connected to the output contacts 2031l, thereby establishing an electrical / signal connection between the switch devices 203 and the electronic control unit 21. The outer surface of the housing 2031d includes a connection cover 2031m surrounding the output contacts 2031l. The connection cover 2031m can be integral with the housing 2031d or separate from it. A seal 2031q is provided on either the connection cover 2031m or the docking connector 2031n. After the docking connector 2031n is mated with the output contacts 2031l, the seal 2031q seals the gap between the docking connector 2031n and the connection cover 2031m, ensuring a relatively sealed state for the output contacts 2031l. This prevents short-circuiting and erosion between the output contacts 2031l and the docking connector 2031n due to water or other factors. Furthermore, the connection cover 2031m also serves as a guide during the docking process, facilitating the connection between the docking connector 2031n and the output contacts 2031l and facilitating assembly.

[0103] In one embodiment, the docking connector 2031n is provided with a second receiving groove 2031o and a second slot 2031p. The second receiving groove 2031o houses connection contacts corresponding to the output contacts 2031l. The second slot 2031p surrounds the second receiving groove 2031o, and a sealing member 2031q is disposed within the second slot 2031p. The connection cover 2031m is pluggable into the second slot 2031p and sealedly connected to the sealing member 2031q. This not only achieves sealing through the sealing member 2031q, but the docking connector 2031n also covers the connection cover 2031m, increasing the sealing path and enhancing the sealing effect. The second receiving groove 2031o and the second slot 2031p are concentrically disposed. The sealing member 2031q is sleeved onto the outer wall of the second slot 2031p. The sealing member 2031q is configured as a rubber or silicone seal ring. An annular sealing protrusion 2031r is circumferentially provided on the outer wall of the sealing member 2031q. The sealing protrusion 2031r seals against the inner wall of the connecting cover 2031m. Here, there are multiple sealing protrusions 2031r, spaced axially along the second slot 2031p. In another embodiment, the sealing member 2031q can be directly provided on the inner wall of the connecting cover 2031m, with the butt joint 2031n inserted into the connecting cover 2031m and abutting against the sealing member 2031q.

[0104] like Figure 23 As shown, electrical assembly 19 also includes a battery 1922 and an electrical connector unit 204. Battery 1922 is mounted on midframe 1112 and is used to store electricity. Electrical connector unit 204 is connected to battery 1922 via a wiring harness 2042 and mounted on frame 111 to power the modified parts of ATV 100, thereby preventing damage to the original wiring harness of ATV 100 during the modification process.

[0105] like Figure 31 As shown, the electrical connector unit 204 includes a connector 2021, a wiring harness 2042, terminals 2043, and a power lock 2044. Terminals 2043 are connected to the battery via the wiring harness 2042. The power lock 2044 is connected between the connector 2021 and the battery 1922, and the activation and deactivation of the power lock 2044 are linked to the activation and deactivation of the ATV 100. Specifically, when the ATV 100 is started or powered on, the power lock 2044 is activated. When the ATV 100 is turned off, the power lock 2044 is deactivated. The terminals 2043 include first-type terminals 2043a and second-type terminals 2043b. The first-type terminals 2043a are electrically connected to the battery 1922 via the wiring harness 2042, while the second-type terminals 2043b are electrically connected to the power lock 2044 via the wiring harness 2042, and then to the battery 1922 via the power lock 2044. Thus, the electrical connection between the second-type terminal 2043b and the battery 1922 is controlled by the power lock 2044. Therefore, when adding a modified part (aftermarket part) to the ATV 100 and the modified part requires continuous power, the modified part can be connected to the corresponding first-type terminal 2043a that is not controlled by the power lock 2044. When the power supply of the modified part needs to be controlled by the start / stop of the ATV 100, the modified part can be connected to the corresponding second-type terminal 2043b that is controlled by the power lock 2044.

[0106] In some embodiments, as Figure 31 and Figure 33As shown, the first type of terminal 2043a includes a first terminal 2043c and a second terminal 2043d. The second type of terminal 2043b includes a third terminal 2043e. First terminal 2043c is connected to the positive terminal of battery 1922 via wiring harness 2042, while second terminal 2043d is connected to the negative terminal of battery 1922. This creates a continuous power supply circuit between first terminal 2043c, second terminal 2043d, and the positive and negative terminals of battery 1922. The power lock 2044 is linked to the start switch of ATV 100. That is, when ATV 100 is started, power lock 2044 is activated, and when ATV 100 is turned off, power lock 2044 is deactivated. One end of power lock 2044 is connected to the positive terminal of battery 1922, and the other end is connected to third terminal 2043e via wiring harness 2042. When power lock 2044 is on, third terminal 2043e connects to the positive terminal of battery 1922. When power lock 2044 is off, third terminal 2043e is disconnected from the positive terminal of battery 1922. Thus, third terminal 2043e, power lock 2044, second terminal 2043d, and battery 1922 form a power supply circuit controlled by power lock 2044. During the installation of a modified accessory on ATV 100, if continuous power is required, the accessory can be connected to first terminal 2043c and second terminal 2043d. If power supply to the modified accessory needs to be controlled by the on / off function of ATV 100, the accessory's wiring harness can be connected to second terminal 2043d and third terminal 2043e.

[0107] In other embodiments, Figure 33 As shown, first-type terminal 2043a includes first terminal 2043c and second terminal 2043d, while second-type terminal 2043b includes third terminal 2043e and fourth terminal 2043f. First terminal 2043c is connected to the positive terminal of battery 1922, and second terminal 2043d is connected to the negative terminal of battery 1922, forming a continuous power supply circuit. Third terminal 2043e is connected to the negative terminal of battery 1922 via wiring harness 2042, and fourth terminal 2043f is connected to power lock 2044 via wiring harness 2042, and then to the positive terminal of battery 1922 via power lock 2044. This forms a power supply circuit controlled by power lock 2044. Of course, the number of the first type of terminals 2043a and the second type of terminals 2043b can be three, four or more respectively. The connection between the terminals 2043 and the power lock 2044 and the battery 1922 can be a combination of the above two embodiments, or one of the above two embodiments or other forms. The specific choice can be set according to actual needs and is not limited here.

[0108] like Figure 31 and Figure 33 As shown, the electrical connector unit 204 also includes a fuse box 2045, a wiring cover 2047, and a blocking plate 2046. The fuse box 2045 is provided on the corresponding wiring harness 2042 to protect the battery 1992 and to minimize power supply problems with the battery 1922. The wiring cover 2047 is provided on the wiring base 2021 to protect the terminal 2043 and thereby prevent metal falling objects from causing a short circuit in the terminal 2043. There are multiple blocking plates 2046, and the multiple blocking plates 2046 are provided at intervals on the connector. Adjacent two terminal 2043 are isolated by the blocking plates 2046 to prevent the wiring harness 2042 between adjacent terminal 2043 from interfering with each other. Here, the blocking plates 2046 and the connector are integrated.

[0109] In one embodiment, fuse box 2045 includes a main fuse 2045a and multiple sub-fuses 2045b. Main fuse 2045a is located near the positive terminal of battery 1922. One sub-fuse 2045b is located on the wiring harness 2042 connecting terminal 2043 to the positive terminal of battery 1922. Another sub-fuse 2045b is located on the wiring harness 2042 connecting terminal 2043 to the power lock 2044. In this embodiment, main fuse 2045a and sub-fuses 2045b located on the wiring harness 2042 connecting terminal 2043 to the positive terminal of battery 1922 are arranged in series, thereby providing dual protection and further preventing power supply problems to battery 1922.

[0110] like Figure 31 As shown, wiring harness 2042 includes a first wiring harness 2042a and a second wiring harness 2042c. One end of first wiring harness 2042a is connected to terminal 2043, and the other end of first wiring harness 2042a is provided with a male terminal 2042b. One end of second wiring harness 2042c is connected to battery 1922, and the other end of second wiring harness 2042c is provided with a female terminal 2042d. Male terminal 2042b plugs into female terminal 2042d, thereby achieving electrical connection between terminal block 2021 and battery 1922. This integration of wiring harness 2042 on terminal block 2021 and battery 1922 makes wiring between the two very simple and convenient.

[0111] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. An all-terrain vehicle comprising: A vehicle frame, comprising a front frame, a middle frame and a rear frame, wherein the front frame is located at the front end of the all-terrain vehicle, the rear frame is located at the rear end of the all-terrain vehicle, and the middle frame is arranged between the front frame and the rear frame; Front wheel set, including left front wheel and right front wheel; Rear wheel group, including left rear wheel and right rear wheel; a rear suspension assembly mounted on the rear frame, comprising a lower rocker arm unit, an upper rocker arm unit, and a rear wheel axle seat unit mounted on the lower rocker arm unit and the upper rocker arm unit, wherein the lower rocker arm unit and the upper rocker arm unit are respectively mounted on the vehicle frame; Characterized in that, the rear suspension assembly further comprises: a control arm unit, located between the lower rocker arm unit and the upper rocker arm unit in a vertical direction, with one end of the control arm unit being rotatably connected to the rear wheel axle seat unit, and the other end of the control arm unit being rotatably connected to the rear frame; The rear suspension assembly drives the rear wheel axle seat unit to move upward through the control arm unit to change the camber angle of the corresponding rear wheel; the left rear wheel axle seat unit and / or the right rear wheel axle seat unit will expand or contract under the action of the control arm, and the control arm unit moves between the lower limit position and the upper limit position to change the toe value of the rear wheel.

2. The all-terrain vehicle according to claim 1, characterized in that The lower rocker arm unit includes a left lower rocker arm and a right lower rocker arm; the upper rocker arm unit includes a left upper rocker arm and a right upper rocker arm; the rear wheel axle seat unit includes a left rear wheel axle seat and a right rear wheel axle seat; one end of the left lower rocker arm is rotatably connected to the left rear wheel axle seat, and the other end of the left lower rocker arm is rotatably mounted on the rear frame; one end of the right lower rocker arm is rotatably connected to the right rear wheel axle seat, and the other end of the right lower rocker arm is rotatably mounted on the rear frame; The control arm units include two groups, one group of control arm units is located between the left lower rocker arm and the left upper rocker arm in the vertical direction, and is respectively rotatably connected to the rear frame and the left rear wheel seat; the other group of control arm units is located between the right lower rocker arm and the right upper rocker arm in the vertical direction, and is respectively rotatably connected to the rear frame and the right rear wheel axle seat.

3. The all-terrain vehicle according to claim 1 or 2, characterized in that: The control arm unit includes a control arm and two rotating seats, and the two rotating seats are respectively fixed to the rear frame and the corresponding rear wheel axle seat; The control arm is rotatably connected to the rotating seat.

4. The all-terrain vehicle according to claim 3, characterized in that The control arm is a rigid arm; the control arm and the rotating seat are rotationally connected via a ball pair.

5. The all-terrain vehicle according to claim 2, wherein: The all-terrain vehicle further comprises: The rear shock absorber unit includes a left rear shock absorber and a right rear shock absorber; one end of the left rear shock absorber is mounted on the left lower rocker arm, and the other end extends upward and is connected to the rear frame; one end of the right rear shock absorber is mounted on the right lower rocker arm, and the other end extends upward and is connected to the rear frame.

6. The all-terrain vehicle according to claim 5, characterized in that The right upper rocker arm and the left upper rocker arm have an avoidance space, and the left rear shock absorber and the right rear shock absorber extend upward through the corresponding avoidance space.

7. The all-terrain vehicle according to claim 5, characterized in that Assume that the connection point between the left rear shock absorber and the left lower rocker arm is point M, the connection point between the left lower rocker arm and the left rear wheel axle seat is point F, and the connection point between the left upper rocker arm and the left rear wheel axle seat is point N; Along the vertical direction of the ATV, point F and point N do not coincide; Along the direction from the front end to the rear end of the all-terrain vehicle, point M and point F do not coincide with each other.

8. The all-terrain vehicle according to claim 7, characterized in that Point N and the center of the left rear wheel axle seat are located on the same straight line, and the distance from point M to the straight line is greater than or equal to 20 mm and less than or equal to 40 mm.

9. The all-terrain vehicle according to claim 1, wherein the mid-frame comprises: A first type of beam, at least partially located on the same plane S, comprising at least a first crossbeam and a second crossbeam; The second type of beams are respectively connected to the first type of beams and include at least a first longitudinal beam; The first longitudinal beam includes a first rod and a second rod, one end of the first rod is connected to the first crossbeam, and the other end of the first rod extends upward and toward the second crossbeam; one end of the second rod is connected to the second crossbeam, and the other end of the second rod extends upward and toward the first crossbeam and is connected to the first rod; The included angle between the first rod and the plane S is A1, and the range of A1 is set to be greater than or equal to 5° and less than or equal to 15°; the included angle between the second rod and the plane S is A2, and the range of A2 is set to be greater than or equal to 5° and less than or equal to 15°.

10. The all-terrain vehicle according to claim 9, characterized in that An included angle A1 between the first rod and the plane S is greater than an included angle A2 between the second rod and the plane S.

Images