All-terrain vehicle

Abstract

The present application relates to an all-terrain vehicle. An all-terrain vehicle comprises a frame including a front frame and a rear frame; the rear frame includes an inner side facing the front frame and an outer side away from the front frame; a front wheel set including a left front wheel and a right front wheel; a rear wheel set including a left rear wheel and a right rear wheel; a rear suspension assembly mounted on the rear frame, which comprises a lower swing arm unit, an upper swing arm unit and a rear wheel axle seat unit mounted on the lower swing arm unit and the upper swing arm unit, the lower swing arm unit and the upper swing arm unit are respectively mounted on the rear frame; the rear suspension assembly further comprises a rear torsion bar unit between the lower swing arm unit and the upper swing arm unit, which comprises a rear torsion bar and a rear support, the rear support is fixed on the rear frame; the rear torsion bar is located on the inner side of the rear frame and is rotatably mounted on the rear support, and the two ends of the rear torsion bar are movably connected to the upper swing arm unit.

Description

TECHNICAL FIELD

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

[0002] All-terrain vehicle refers to a vehicle that can travel on any terrain. All-terrain vehicles can be used for road off-road, competition and freight. All-terrain vehicles include a frame, a front suspension assembly, a rear suspension assembly, a front wheel set and a rear wheel set. The front suspension assembly is installed on the front side of the frame, and the front wheel set is installed on the front suspension assembly. The rear suspension assembly is installed on the rear side of the frame and carries the rear wheel set. The rear suspension assembly includes a rocker arm unit and a torsion bar unit, the rocker arm unit is installed on the frame, and the torsion bar unit is installed on the rocker arm unit to generate a reaction force and act on the rear wheel set to keep the position of the rear wheel set relatively constant, avoiding the inclination of the all-terrain vehicle. At present, the torsion bar unit is located on the outer side of the frame, and there is no protection structure, which is easy to deform under external force; and the structure is not compact. SUMMARY

[0003] Therefore, it is necessary to provide an all-terrain vehicle with a compact structure and capable of reducing deformation of the torsion bar in view of the above technical problems.

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

[0005] An all-terrain vehicle, comprising: a frame, comprising a front frame and a rear frame, the front frame is located on the front side of the all-terrain vehicle, and the rear frame is located on the rear side of the all-terrain vehicle; wherein the rear frame comprises an inner side facing the front frame and an outer side away from the front frame; a front wheel set comprising a left front wheel and a right front wheel; a rear wheel set comprising a left rear wheel and a right rear wheel; a rear suspension assembly installed on the rear frame, comprising a lower rocker arm unit, an upper rocker arm unit and a rear wheel axle seat unit installed on the lower rocker arm unit and the upper rocker arm unit, the lower rocker arm unit and the upper rocker arm unit are respectively installed on the rear frame; the rear suspension assembly further comprises: a rear torsion bar unit located between the lower rocker arm unit and the upper rocker arm unit, comprising a rear torsion bar and a rear support, the rear support is fixed on the rear frame; the rear torsion bar is located on the inner side of the rear frame and is rotatably installed on the rear support, and the two ends of the rear torsion bar are movably connected to the upper rocker arm unit.

[0006] In one of the embodiments, the lower rocker arm unit comprises a left lower rocker arm and a right lower rocker arm; the upper rocker arm unit comprises a left upper rocker arm and a right upper rocker arm; the torsion bar unit further comprises two rear connecting rods, which are respectively arranged at two ends of the rear torsion bar, one end of one of the rear connecting rods is movably connected with the rear torsion bar, and the other end of the one of the rear connecting rods is movably connected with the left upper rocker arm; one end of the other of the rear connecting rods is movably connected with the rear torsion bar, and the other end of the other of the rear connecting rods is movably connected with the right upper rocker arm.

[0007] In one of the embodiments, the rear connecting rods are connected with the left upper rocker arm and the right upper rocker arm by using joint bearings or ball pins.

[0008] In one of the embodiments, the left lower rocker arm comprises a fifth rocker arm, a sixth rocker arm and a third connecting seat; the third connecting seat is mounted on the rear wheel axle seat unit, one end of the fifth rocker arm is mounted on the third connecting seat, and the other end of the fifth rocker arm is rotatably connected with the rear frame; one end of the sixth rocker arm is connected with the third connecting seat, and the other end of the sixth rocker arm is rotatably connected with the rear frame, and the sixth rocker arm is arranged at an angle with the fifth rocker arm.

[0009] In one of the embodiments, the left lower rocker arm further comprises at least one third connecting rod, the third connecting rod is arranged between the fifth rocker arm and the sixth rocker arm, and two ends of the third connecting rod are fixedly connected with the fifth rocker arm and the sixth rocker arm respectively.

[0010] In one of the embodiments, the left lower rocker arm further comprises a shock absorbing plate, and the all-terrain vehicle further comprises a rear shock absorber; wherein the shock absorbing plate is arranged on the fifth rocker arm, the sixth rocker arm or the third connecting rod, and one end of the rear shock absorber is hingedly connected with the shock absorbing plate.

[0011] In one of the embodiments, the rear wheel axle seat unit comprises a left rear wheel axle seat and a right rear wheel axle seat; the left upper rocker arm comprises a seventh rocker arm, an eighth rocker arm, a fourth connecting seat and a fourth connecting rod, the fourth connecting seat is movably mounted on the left rear wheel axle seat, one end of the seventh rocker arm is mounted on the fourth connecting seat, and the other end of the seventh rocker arm is rotatably connected with the rear frame; one end of the eighth rocker arm is connected with the fourth connecting seat, and the other end of the eighth rocker arm is rotatably connected with the rear frame, and the eighth rocker arm is arranged at an angle with the seventh rocker arm.

[0012] In one of the embodiments, the fourth connecting seat comprises a branch arm part and a connecting part, one end of the branch arm part is rotationally connected with the left rear wheel shaft seat, the other end of the branch arm part is connected with the connecting part, at least part of the outer surface of the connecting part is curved surface, and the seventh rocker and the eighth rocker are welded on the curved surface.

[0013] In one of the embodiments, the curved surface is spherical surface.

[0014] In one of the embodiments, the electric appliance assembly further comprises a mode switching switch, the mode switching switch comprises two-wheel drive position, four-wheel drive position and front-wheel drive lock position, the four-wheel drive position is between the two-wheel drive position and the front-wheel drive lock position, the mode switching switch comprises a shell comprising a cavity, the cavity comprises a first gear slot, a second gear slot and a third gear slot, the second gear slot is between the first gear slot and the third gear slot, and the first gear slot, the second gear slot and the third gear slot are all arc slots, a press plate is rotationally connected with the shell, a gear rod unit is connected with the press plate at one end and is located in the cavity at the other end, and the gear rod unit can swing with the press plate and switch among the first gear slot, the second gear slot and the third gear slot, the second gear slot comprises a first connecting end connected with the first gear slot, the first gear slot comprises a second connecting end connected with the first connecting end, the first connecting end intersects with the second connecting end and has a first intersection point P and a first included angle β1, the second gear slot further comprises a third connecting end connected with the third gear slot, the third gear slot comprises a fourth connecting end connected with the third connecting end, the third connecting end intersects with the fourth connecting end and has a second intersection point Q and a second included angle β2, and the difference between the first included angle β1 and the second included angle β2 is greater than or equal to 5° and less than or equal to 30°.

[0015] Compared with the prior art, the all-terrain vehicle protects the rear torsion bar by arranging the torsion bar on the inner side of the frame, and the rear frame first bears the force in the force receiving process to avoid deformation of the rear torsion bar; at the same time, the torsion bar is located on the inner side of the frame, so that the structure of the entire rear suspension assembly is more compact, the rear torsion bar is less convex, and when viewed from the rear side to the front side of the all-terrain vehicle, the all-terrain vehicle has better integrity and better aesthetics. At the same time, the rear torsion bar is arranged on the inner side of the rear frame to reduce the interference of the rear torsion bar on the installation of other components. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The all-terrain vehicle provided in the present application is shown in the three-dimensional structure schematic diagram.

[0017] Figure 2A structural schematic diagram of the vehicle body from one perspective is provided for the present application.

[0018] Figure 3 A structural schematic diagram of the vehicle body is provided for the present application.

[0019] Figure 4 A structural schematic diagram of the vehicle frame from one perspective is provided for the present application.

[0020] Figure 5 A structural schematic diagram of the vehicle frame from another perspective is provided for the present application.

[0021] Figure 6 A structural schematic diagram of the vehicle frame from yet another perspective is provided for the present application.

[0022] Figure 7 A structural schematic diagram of the vehicle frame is provided for the present application. Figure 6 An enlarged view of portion A.

[0023] Figure 8 A structural schematic diagram of the vehicle frame from yet another perspective is provided for the present application.

[0024] Figure 9 A structural schematic diagram of the vehicle frame from yet another perspective is provided for the present application.

[0025] Figure 10 A structural schematic diagram of the vehicle frame is provided for the present application. Figure 9 An enlarged view of portion B.

[0026] Figure 11 A structural schematic diagram of the front suspension assembly from one perspective is provided for the present application.

[0027] Figure 12 A structural schematic diagram of the front suspension assembly from another perspective is provided for the present application.

[0028] Figure 13 A structural schematic diagram of the front suspension assembly from another perspective is provided for the present application.

[0029] Figure 14 A structural schematic diagram of the rear suspension assembly from one perspective is provided for the present application.

[0030] Figure 15 A structural schematic diagram of the rear suspension assembly from one perspective is provided for the present application.

[0031] Figure 16 A structural schematic diagram of the rear suspension assembly from one perspective is provided for the present application.

[0032] Figure 17 A structural schematic diagram of the rear suspension assembly from another perspective is provided for the present application.

[0033] Figure 18 A structural schematic diagram of the rear suspension assembly from another perspective is provided for the present application. Figure 17 An enlarged view of portion C.

[0034] Figure 19 A schematic view of the rear suspension assembly structure according to another embodiment of the present application.

[0035] Figure 20 A schematic view of the rear suspension assembly structure according to another embodiment of the present application. Figure 19 A sectional view of the rear suspension assembly structure according to another embodiment of the present application.

[0036] Figure 21 A schematic view of the rear wheel state when the control arm is at the lower limit position according to another embodiment of the present application.

[0037] Figure 22 A schematic view of the rear wheel state when the control arm is at the upper limit position according to another embodiment of the present application.

[0038] Figure 23 A schematic view of the electrical component distribution according to another embodiment of the present application.

[0039] Figure 24 A schematic view of the mode switch structure according to another embodiment of the present application.

[0040] Figure 25 A sectional view of the mode switch according to another embodiment of the present application.

[0041] Figure 26 A partial enlarged view of the gear arrangement of the mode switch according to another embodiment of the present application.

[0042] Figure 27 A schematic view of the angle relationship between the gear slots according to another embodiment of the present application.

[0043] Figure 28 A schematic view of the mode switch and the docking head connection according to another embodiment of the present application.

[0044] Figure 29 A schematic view of the electrical connector unit according to another embodiment of the present application. Figure 28 An enlarged view of the D position according to another embodiment of the present application.

[0045] Figure 30 A schematic view of the electrical connector unit according to another embodiment of the present application.

[0046] Figure 31 A top view of the electrical connector unit according to another embodiment of the present application.

[0047] Figure 32 An exploded view of the electrical connector unit according to another embodiment of the present application.

[0048] Figure 33 A schematic view of the electrical connector unit according to another embodiment of the present application. DETAILED DESCRIPTION

[0049] To make the above objectives, features and advantages of the present application more clear and comprehensible, specific embodiments of the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be practiced in a variety of ways beyond the specific embodiments described herein, and it is understood that similar improvements can be made by those skilled in the art without departing from the spirit and scope of the present application, and therefore the present application is not limited to the specific embodiments disclosed below.

[0050] As shown in Figure 1 , the present application provides an all-terrain vehicle 100. The all-terrain vehicle 100 is used as a general-purpose tool, which can normally travel on beaches, slopes, deserts and other places. In order to clearly describe the structure of the all-terrain vehicle 100, the present application defines the front side, rear side, upper side, lower side, left side and right side of the all-terrain vehicle 100. Figure 1 The all-terrain vehicle 100 includes a frame assembly 11, a front suspension assembly 15, a rear suspension assembly 16, a front wheel set 17 and a rear wheel set 18. The frame assembly 11 is used as a skeleton to carry and connect various components on the all-terrain vehicle 100 and bear various loads from inside and outside the vehicle. The front suspension assembly 15 is arranged near the front side of the all-terrain vehicle 100, is mounted on the frame assembly 11 and is connected to the front wheel set 17 to transmit the force acting between the front wheel set 17 and the frame assembly 11. In addition, the front suspension assembly 15 can buffer the impact force transmitted by the uneven road to the frame assembly 11 and the like 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 arranged near the rear side of the all-terrain vehicle 100, is mounted on the frame assembly 11 and is connected to the rear wheel set 18 to transmit the force acting between the rear wheel set 18 and the frame assembly 11. In addition, the rear suspension assembly 16 buffers the impact force transmitted by the uneven road to the frame assembly 11 and the like to reduce the vibration caused thereby and ensure that the all-terrain vehicle 100 can travel smoothly and stably.

[0051] The frame assembly 11 includes a frame 111 and a body 112. The frame 111 is used as a base to bear various loads from inside and outside the vehicle and adopts a frame structure. The front suspension assembly 15 and the rear suspension assembly 16 are respectively mounted on the front side and the rear side of the frame 111. Of course, the layout of the front suspension assembly 15 and the rear suspension assembly 16 on the frame 111 can be arranged correspondingly according to needs, which is not described here. The body 112 is mounted on the frame 111 and wraps at least part of the frame 111 to protect the components on the frame 111. At the same time, the body 112 is also used as a driving place for the driver, a place for accommodating passengers and goods.

[0052] As shown in Figure 4As shown, the 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 side of the ATV 100 to carry or arrange the components located at the front side, such as the front suspension assembly 15, headlamps, water tank, etc. The rear frame 1113 is located at the rear side of the ATV 100 to carry or arrange the components located at the rear side, such as the rear suspension assembly 16, etc. The middle frame 1112 is a connecting and carrying component, and the front frame 1111 and the rear frame 1113 are connected to the middle frame 1112, respectively. The front frame 1111, the middle frame 1112 and the rear frame 1113 surround a receiving space 111a. The body 112 covers the frame 111, and the body 112 is provided with a cabin 1121. The cabin 1121 is used as a driver's cabin and / or a passenger cabin for the driver or the passenger. The cabin 1121 can be partially embedded in the receiving space 111a and mounted on the frame 111, so that the cabin 1121 can obtain more space for use in the case that the height of the ATV 100 meets the standard.

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

[0054] In the embodiment, the first type of beam 1112a includes a first cross beam 1112c and a second cross beam 1112d. The second type of beam 1112b includes a first longitudinal beam 1112e and a second longitudinal beam 1112h. Along the front-rear direction of the all-terrain vehicle 100, the first longitudinal beam 1112e is arranged close to the front side, and the second longitudinal beam 1112h is arranged close to the rear side. 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 cross beam 1112c, and the other end of the first rod 1112f extends toward the second cross beam 1112d, and the included angle between the first rod 1112f and the plane S is A1, which is 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 cross beam 1112d, and the other end of the second rod 1112g extends toward the first cross beam 1112c and is connected to the first rod 1112f. The included angle between the second rod 1112g and the plane S is A2, which is greater than or equal to 5° and less than or equal to 15°. In this way, along the front-rear direction of the all-terrain vehicle 100, the bottom of the middle frame 1112 can be raised upward (away from the driving surface). That is, the bottom of the middle frame 1112 is convex upward. In this way, the ground clearance of the all-terrain vehicle 100 at the middle frame 1112 is improved, effectively increasing the passability of the all-terrain vehicle 100 during driving.

[0055] As shown in the drawings, Figure 8 In an embodiment, the included angle A1 between the first rod 1112f and the plane S is greater than the included angle A2 between the second rod and the plane S. In this way, when the all-terrain vehicle 100 passes through a continuously uneven road surface, a better passability can be maintained. Further, the first type of beam 1112a and the second type of beam 1112b are respectively formed by cutting steel pipes. In this way, the materials and processing are convenient. The first rod 1112f is welded to the first cross beam 1112c, and the second rod 1112g is welded to the second cross beam 1112d. The first rod 1112f and the second rod 1112g are welded and connected. The first rods 1112f in the second type of beam 1112b are arranged parallel to each other, and the second rods 1112g in the second type of 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, and one end of the third rod 1112i is connected to the first cross beam 1112c, and the other end of the third rod 1112i extends toward the second cross beam 1112d. The fourth rod 1112j is parallel to the second rod 1112g, and one end of the fourth rod 1112j is connected to the second cross beam 1112d, and the other end of the fourth rod 1112j extends toward the first cross beam 1112c and is connected to the third rod 1112i.

[0056] As shown in the drawings, Figure 7As shown, the middle frame 1112 further comprises longitudinal reinforcing pipes 1112k and transverse reinforcing pipes 1112l, and the number of the longitudinal reinforcing pipes 1112k is at least two. In this embodiment, the positions and installation of the longitudinal reinforcing pipes 1112k are specifically described by taking two longitudinal reinforcing pipes 1112k as an example. The two longitudinal reinforcing pipes 1112k are arranged at intervals, and the second type of beams 1112b are located between the two longitudinal reinforcing pipes 1112k. One end of each longitudinal reinforcing pipe 1112k is fixed to the first cross beam 1112c, and the other end is fixed to the second cross beam 1112d. The transverse reinforcing pipe 1112l is arranged between the longitudinal beam 1112b and the corresponding longitudinal reinforcing pipe 1112k, and one end of the transverse reinforcing pipe 1112l is connected with the longitudinal beam, and the other end of the transverse reinforcing pipe 1112l is connected with the longitudinal reinforcing pipe 1112k. Thus, the longitudinal reinforcing pipe 1112k, the transverse reinforcing pipe 1112l, the cross beam 1112a and the longitudinal beam 1112b jointly form a network-like structure, which effectively improves the structural strength and carrying capacity of the entire middle frame 1112.

[0057] As shown in Figure 4 and Figure 5 , the front frame 1111 further comprises a first upright column 1111h, and the rear frame 1113 further comprises a second upright column 1113a, which are commonly referred to as A column and B column respectively. The first upright column 1111h and the second upright column 1113a are used for bearing, supporting and protecting. One end of the first upright column 1111h is connected with the first cross beam 1112c, and the other end of the first upright column 1111h extends upward. One end of the second upright column 1113a is connected with the second cross beam 1112d, and the other end of the second upright column 1113a extends upward.

[0058] As shown in Figure 9 and Figure 10As shown, in an embodiment, to improve the structural strength of the connection between the rear frame 1113 and the middle frame 1112, a reinforcing structure 1114 is arranged between the rear frame 1113 and the middle frame 1112. The reinforcing structure 1114 includes a first reinforcing rod 1114a, a second reinforcing rod 1114b, and a reinforcing plate 1114c. One end of the first reinforcing rod 1114a is connected to the longitudinal reinforcing tube 1112k on the middle frame 1112, and the other end of the first reinforcing rod 1114a is connected to the second upright column 1113a. The rear frame 1113 further includes a support frame 1113y, one end of the second reinforcing rod 1114b is connected to the support frame 1113y, and the other end of the second reinforcing rod 1114b is connected to the second upright column 1113a. One end of the reinforcing plate 1114c is connected to the first reinforcing rod 1114a, the other end of the reinforcing plate 1114c extends to the rear side of the all-terrain vehicle 100, and spans the second upright column 1113a and is connected to the second reinforcing rod 1114b. In this way, the force concentrated on the second upright column 1113a by the first reinforcing rod 1114a and the second reinforcing rod 1114b is distributed through the reinforcing plate 1114c, thereby avoiding processes such as punching on the second upright column 1113a and reducing the possibility of local deformation of the second upright column 1113a. It should be explained that only the connection mode of the reinforcing rods at the second upright column 1113a is described here, and the above structure can also be used on other upright columns, cross beams or longitudinal beams.

[0059] The first reinforcing rod 1114a is welded to the second upright column 1113a. The second reinforcing rod 1114b is welded to the second upright column 1113a. The reinforcing plate 1114c is integrally formed by stamping. The reinforcing plate 1114c is respectively welded to the first reinforcing rod 1114a and the second reinforcing rod 1114b. The reinforcing plate 1114c is respectively provided with reinforcing pieces 1114d at both ends. Each reinforcing piece 1114d abuts against the corresponding reinforcing rod. In this way, the contact area between the reinforcing plate 1114c and the first reinforcing rod 1114a and the second reinforcing rod 1114b is increased, and the connection strength between the reinforcing plate 1114c and the first reinforcing rod 1114a and the second reinforcing rod 1114b is improved.

[0060] As shown, Figures 2 to 3 The vehicle body 112 includes an interior trim 1122 and an exterior trim 1123. The interior trim 1122 is arranged on the vehicle frame 111 and cooperates with the vehicle frame 111 to enclose 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 on the front side, rear side and side edges of the vehicle frame 111, and is used to shield and protect the front suspension assembly 15, the rear suspension assembly 16 and various electrical devices, etc.

[0061] The interior parts 1122 include a front fender 1122a, an instrument panel 1122b, a footboard 1122c, a rear fender 1122d, and a seat 1122f. The front fender 1122a is arranged near the front side of the all-terrain vehicle 100, and separates the parts located at the front side of the all-terrain vehicle 100 from the cabin 1121, and also serves to block stones, sand, and water, etc. The instrument panel 1122b is mounted at the end of the front fender 1122a away from the ground, and serves to carry various instrument devices on the vehicle, such as a display screen, an instrument panel, etc. The footboard 1122c is mounted at the bottom of the accommodation space 111a, and serves as a carrying plate to carry various parts, such as the seat 1122f, and the position where the feet of the driver or passenger are placed when sitting. The rear fender 1122d is arranged near the rear side of the all-terrain vehicle 100, and separates the parts located at the rear side of the all-terrain vehicle 100 from the cabin 1121. The rear fender 1122d is arranged spaced apart from the front fender 1122a, and the footboard 1122c is located between the rear fender 1122d and the front fender 1122a. In this way, the three together surround the above-mentioned cabin 1121.

[0062] As Figure 11 and Figure 12As shown, the front suspension assembly 15 includes a first lower swing arm unit 151, a first upper swing arm unit 152, a front wheel axle seat unit 153, a front shock absorber unit 154, and a front torsion bar unit 155. The first lower swing arm unit 151 and the first upper swing arm unit 152 are respectively mounted on the vehicle frame 111. And along the vertical direction, the first upper swing arm unit 152 is located above the first lower swing arm unit 151. The front wheel axle seat unit 153 is used to connect the front wheel set 17, and the front wheel axle seat unit 153 is arranged between the first lower swing arm unit 151 and the first upper swing arm unit 152. The first lower swing arm unit 151 and the first upper swing arm unit 152 are respectively rotationally connected with the front wheel axle seat unit 153. One end of the front shock absorber unit 154 is mounted on the first upper swing arm unit 152, and the other end of the front shock absorber unit 154 is connected with the vehicle frame 111 or other components to buffer and filter the vibration brought by the front wheel set 17. Along the vertical direction, the front torsion bar unit 155 is located above the first upper swing arm unit 152, and the front torsion bar unit 155 is movably connected with the first upper swing arm unit 152 and is configured to rotate. When the front wheel set 17 is forced, the first upper swing arm unit 152 is lifted to compress the front shock absorber unit 154, so that the front shock absorber unit 154 absorbs and filters the vibration. At the same time, when the first upper swing arm unit 152 is forced to lift upward during the driving of the all-terrain vehicle 100, the front torsion bar unit 155 moves under the driving of the first upper swing arm unit 152, and the front torsion bar unit 155 is configured to rotate. Therefore, the front torsion bar unit 155 twists relative to the first upper swing arm unit 152, and an opposite force is applied to the first upper swing arm unit 152 during the twisting process to press the front wheel axle seat unit 153 downward. That is, by such arrangement, the first upper swing arm unit 152 will always have a downward pressing force applied to the front wheel axle seat unit 153 to ensure that the front wheel set 17 always has a tendency to contact the ground. Thus, the overall handling performance is effectively improved, the vehicle body 112 is stable during high-speed cornering, and the inclination angle of the vehicle body 112 is reduced. In addition, since the front torsion bar unit 155 is connected with the first upper swing arm unit 152, the counterforce of the twisting of the front torsion bar unit 155 is directly applied to the first upper swing arm unit 152 during the force acting process, so that the front wheel axle seat unit 153 is directly pressed downward by the first upper swing arm unit 152. In this way, the force transmission is more direct and the response is faster.

[0063] With continued reference to 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, and the front wheel axle seat unit 153 includes a left front wheel axle seat 1531 and a right front wheel axle seat 1532. One end of the first left lower rocker arm 1511 is connected to the left front wheel axle seat 1531, and 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 is distributed on both sides of the front frame 1111 and is substantially symmetrically arranged with the first left lower rocker arm 1511. One end of the first right lower rocker arm 1516 is connected to the right front wheel axle seat 1532, and 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. Hereinafter, the structure and function of the first left lower rocker arm 1511 will be described in detail.

[0064] The first left lower rocker arm 1511 includes a first rocker 1512, a second rocker 1513, and a first connecting seat 1514. The first connecting seat 1514 is mounted on the left front wheel axle seat 1531 by means of fasteners such as bolts and screws. One end of the first rocker 1512 is mounted on the first connecting seat 1514, and the other end of the first rocker 1512 is rotatably connected to the front frame 1111. The first rocker 1512 is arranged in an arc shape, and the arc-shaped first rocker 1512 is curved upward. In this way, the arc-shaped first rocker 1512 not only bears a larger force, but also provides a larger 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 1513 is connected to the first connecting seat 1514, and the other end of the second rocker 1513 is rotatably connected to the front frame 1111. The second rocker 1513 is arranged at an angle with the first rocker 1512. The second rocker 1513 is also arranged in an arc shape, and the arc-shaped second rocker 1513 is curved in the same direction as the first rocker 1512, thereby providing a larger downward pressure on the left front wheel axle seat 1531 and ensuring the stability of the left front wheel 171 together with the first rocker 1512.

[0065] In an embodiment, the structure and shape of the first rocker 1512 are substantially the same as those of the second rocker 1513, and the connection modes between them and the respective components are also substantially the same, thereby facilitating the machining and production of the first left lower rocker arm 1511 and cost control. Of course, considering other aspects, the structure of the first rocker 1512 and the second rocker 1513 can also be different, which can be set according to actual conditions.

[0066] As shown in FIG. 1, the first lower rocker arm unit 151 includes a first left lower rocker arm 1511 and a first right lower rocker arm 1516, and the front wheel axle seat unit 153 includes a left front wheel axle seat 1531 and a right front wheel axle seat 1532. One end of the first left lower rocker arm 1511 is connected to the left front wheel axle seat 1531, and 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 is distributed on both sides of the front frame 1111 and is substantially symmetrically arranged with the first left lower rocker arm 1511. One end of the first right lower rocker arm 1516 is connected to the right front wheel axle seat 1532, and 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. Hereinafter, the structure and function of the first left lower rocker arm 1511 will be described in detail. Figure 11 and Figure 12As shown, the first left lower rocker arm 1511 further comprises a first connecting rod 1515. The first connecting rod 1515 is arranged between the first rocker 1512 and the second rocker 1513. Moreover, the two ends of the first connecting rod 1515 are connected with the first rocker 1512 and the second rocker 1513 respectively, so that the first rocker 1512 and the second rocker 1513 form an integral whole, thereby effectively improving the structural strength and working stability of the first left lower rocker arm 1511.

[0067] The first upper rocker arm unit 152 comprises a first left upper rocker arm 1521 and a first right upper rocker arm 1526. The first left upper rocker arm 1521 is located at the same side as the first left lower rocker arm 1511, and one end of the first left upper rocker arm 1521 is connected with the left front wheel shaft seat 1531 correspondingly, and the other end of the first left upper rocker arm 1521 is rotatably connected to the front frame 1111. The first right upper rocker arm 1526 is arranged on both sides of the front frame 1111 and is substantially symmetrically arranged with the first left upper rocker arm 1521. One end of the first right upper rocker arm 1526 is connected with the right front wheel shaft seat 1532 correspondingly, and the other end of the first right upper rocker arm 1526 is rotatably 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. Herein, the structure and function of the first upper rocker arm unit 152 will be described in detail taking the first left upper rocker arm 1521 as an example.

[0068] As shown in FIG. 1, the first upper rocker arm unit 152 further comprises a first connecting rod 1524. The first connecting rod 1524 is arranged between the first left upper rocker arm 1521 and the first right upper rocker arm 1526. Moreover, the two ends of the first connecting rod 1524 are connected with the first left upper rocker arm 1521 and the first right upper rocker arm 1526 respectively, so that the first left upper rocker arm 1521 and the first right upper rocker arm 1526 form an integral whole, thereby effectively improving the structural strength and working stability of the first upper rocker arm unit 152. Figure 12As shown, the first left upper swing arm 1521 comprises a third swing lever 1522, a fourth swing lever 1523, a second connecting seat 1524 and a second connecting rod 1525, the second connecting seat 1524 is fixed on the left front wheel axle seat 1531 by means of bolts, screws or other fasteners. One end of the third swing lever 1522 is installed on the second connecting seat 1524, and the other end of the third swing lever 1522 is rotatably connected with the front frame 1111. Moreover, the third swing lever 1522 is in an arc shape, and the arc-shaped third swing lever 1522 is upwardly arched. The arc-shaped third swing lever 1522 not only bears a larger force, but also provides a larger downward pressure to 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 fourth swing lever 1523 is rotatably connected with the second connecting seat 1524, and the other end of the fourth swing lever 1523 is rotatably connected with the front frame 1111 and is arranged at an angle with the third swing lever 1522. The fourth swing lever 1523 is also arranged in an arc shape, and the direction of the arch of the arc-shaped fourth swing lever 1523 is consistent with the direction of the arch of the first swing lever 1512, so as to provide a larger downward pressure to the left front wheel axle seat 1531, thereby ensuring the stability of the left front wheel 171 together with the third swing lever 1522. The second connecting rod 1525 is arranged between the third swing lever 1522 and the fourth swing lever 1523, and the two ends of the second connecting rod 1525 are connected with the third swing lever 1522 and the fourth swing lever 1523 respectively, so that the third swing lever 1522 and the fourth swing lever 1523 form an integral whole, thereby effectively improving the structural strength of the first left upper swing arm 1521.

[0069] The structure and shape of the third swing lever 1522 are basically the same as those of the fourth swing lever 1523, and the connection modes between them and various components are also basically the same. In this way, the processing and production of the left upper swing arm and cost control are facilitated. Of course, considering other aspects, the structures of the third swing lever 1522 and the fourth swing lever 1523 can also be different, and the specific structures can be set according to actual conditions.

[0070] Please refer to Figure 12 The front shock absorber unit 154 comprises two front shock absorbers 1541, and the two front shock absorbers 1541 are respectively installed on the first left upper swing arm 1521 and the first right upper swing arm 1526 to absorb and buffer the impact of the left front wheel 171 and the right front wheel 172. Here, the number of front shock absorbers 1541 is not limited to two, and it can also be one, three or other. The specific number can be increased or decreased according to the front shock absorbing requirements. Moreover, the front shock absorber 1541 is a prior art, and its structure and working principle are not 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, the front bracket 1554 is fixed on the front frame 1111, the front torsion bar 1551 is rotatably connected with 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 swing arm through the front connecting rod 1553, and the front connecting rod 1553 is movably connected with the left upper swing arm and the front torsion bar 1551. The other end of the front torsion bar 1551 corresponds to the other of the front connecting rods 1553 and is mounted on the first right upper swing arm 1526 through the front connecting rod 1553, and the front connecting rod 1553 is movably connected with the first right upper swing arm 1526 and the front torsion bar 1551. In an embodiment, the front connecting rod 1553 is connected with the first left upper swing arm 1521 or the first right upper swing arm 1526 through a ball pin. The front connecting rod 1553 is also connected with the front torsion bar 1551 through a ball pin. It should be explained that the ball pin connection is only one of the embodiments, and a joint bearing connection can also be adopted.

[0072] In combination Figure 13 As shown in the figure, the front bracket 1554 includes a front bracket plate 1555, a first flange 1556, and a second flange 1557. The first flange 1556 and the second flange 1557 are respectively located at two ends of the front bracket plate 1555. The front support 1552 is fixed on the front bracket plate 1555 through a bolt or the like. One end of the first flange 1556 away from the front bracket plate 1555 is connected with the first upper swing arm unit 152, and the other end of the first flange 1556 is connected with the front frame 1111. When the front torsion bar 1551 is subjected to a force, the load can be transmitted to the first upper swing arm unit 152 through the first flange 1556 or to the front frame 1111 through the second flange 1557. In this way, the load transmission path is increased. In an embodiment, the included angle between the second flange 1557 and the front bracket plate 1555 is set as γ, and γ is greater than or equal to 130° and less than or equal to 150°. Within this range, the stress value between the second flange 1557 and the front bracket 1554 is small, which is beneficial to the connection between the second flange 1557 and the frame 111.

[0073] As Figure 14 and Figure 17As shown, the rear suspension assembly 16 is mounted on the rear frame 1113 and connected with the rear wheel set 18 to buffer and filter the vibration brought by the rear wheel set 18. The rear suspension assembly 16 comprises a second lower swing arm unit 161, a second upper swing arm unit 162, a rear wheel axle seat unit 163, a rear shock absorber unit 164 and a rear torsion bar unit 166. The second lower swing arm unit 161 and the second upper swing arm unit 162 are respectively mounted on the frame 111. And along the vertical direction, the second upper swing arm unit 162 is located above the second lower swing arm unit 161. The rear wheel axle seat unit 163 is used to connect the rear wheel set 18, and the rear wheel axle seat unit 163 is arranged between the second lower swing arm unit 161 and the second upper swing arm unit 162. And the second lower swing arm unit 161 and the second upper swing arm unit 162 are respectively rotationally connected with the rear wheel axle seat unit 163. One end of the rear shock absorber unit 164 is mounted on the second lower swing arm unit 161, and the other end of the rear shock absorber unit 164 is connected with the frame 111 or other components to buffer or absorb vibration. The rear torsion bar unit 166 is mounted on the second upper swing arm unit 162 and is configured to be rotationally connected. When the rear wheel set 18 is forced, the second lower swing arm unit 161 is lifted to compress the rear shock absorber unit 164, so that the rear shock absorber unit 164 absorbs and filters the vibration. At the same time, the second upper swing arm unit 162 is also lifted, and the rear torsion bar unit 166 is driven by the second upper swing arm unit 162 to move, and since the rear torsion bar unit 166 is configured to rotate, the rear torsion bar unit 166 is twisted relative to the second upper swing arm unit 162, and an opposite force is applied to the second upper swing arm unit 162 during the twisting process to press the rear wheel axle seat unit 163 downward, that is, by such arrangement, the second upper swing arm unit 162 will always have a downward pressing force applied to the rear wheel axle seat unit 163 to ensure that the rear wheel set 18 always has a tendency to contact the ground, thereby improving the overall handling performance and ensuring the stability of the vehicle body 112 when the vehicle is at high speed and over the bend, and reducing the inclination angle of the vehicle body 112. Secondly, since the rear torsion bar unit 166 is connected with the second upper swing arm unit 162, the reaction force of the rear torsion bar unit 166 during the force action is directly applied to the second upper swing arm unit 162, so that the second upper swing arm unit 162 directly presses the rear wheel axle seat unit downward. 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 axle seat unit 163 includes a left rear axle seat 1631 and a right rear axle seat 1632, and 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 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 disposed on the two sides of the rear frame 1113 and is substantially symmetrically arranged. One end of the second right lower rocker arm 1617 is connected to the right rear 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 of the left rear shock absorber 1641 extends upward and is connected to the rear frame 1113, for absorbing and buffering the impact and vibration of the left rear wheel 181 or the left region. One end of the right rear shock absorber 1642 is mounted on the second right lower rocker arm 1617, and the other end of the right rear shock absorber 1642 extends upward and is connected to the rear frame 1113, for absorbing and buffering the impact and vibration of the right rear wheel 182 or the left region. Here, the left rear shock absorber 1641 and the right rear shock absorber 1642 are prior art, and their structures and working principles are not described in detail here.

[0075] In an embodiment, the second left lower rocker arm 1611 and the second right lower rocker arm 1617 have the same structure. In this embodiment, the structure, function, and connection and positional relationship between the second left lower rocker arm 1611 and the rear frame 111, the rear shock absorber unit 164, and other components are described in detail.

[0076] As Figures 14 to 16As shown, the left rear shock absorber 1641 is installed 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 axle seat 1631 is the 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 axle seat 1631 is the second connection point N, and the connection between the left rear shock absorber 1641 and the second left lower rocker arm 1611 is the third connection point M. In the vertical direction, the first connection point F and the second connection point N do not coincide. And in the front-rear 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 axle seat 1631 are on a straight line Y, and the distance L4 from the first connection point F to the straight line Y is between greater than or equal to 20mm and less than or equal to 40mm. That is, the first connection point F and the second connection point N are staggered, and the first connection point F is arranged close to the third connection point M. In this way, the force point of the left rear shock absorber 1641 can be made closer to the left rear axle seat 1631, the force arm between the force point and the first connection point can be reduced, the force can be decomposed to the left rear axle seat 1631, the force on the second left lower rocker arm 1611 can be shared, the second left lower rocker arm 1611 can more easily meet the use requirements, and the cost is also reduced.

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

[0078] The second left lower rocker arm 1611 further comprises a shock absorbing plate 1616, which is arranged on the fifth rocker arm 1612, the sixth rocker arm 1613 or the third connecting rod 1615. One end of a left rear shock absorber 1641 is hingedly connected to the shock absorbing plate 1616, and 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 the fifth rocker arm 1612 and the sixth rocker arm 1613, or the fifth rocker arm 1612 and the third connecting rod 1615, so as to share the force by being connected together and to avoid deformation of the connecting rod or the rocker arm caused by force acting on only one rocker arm. Of course, the above is only an exemplary description of several installation modes of the shock absorbing plate 1616, and several modifications and improvements can be made without departing from the concept of the present application, which are 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 comprises a second left upper rocker arm 1621 and a second right upper rocker arm 1629. The second left upper rocker arm 1621 is located on the same side as the second left lower rocker arm 1611, and one end of the second left upper rocker arm 1621 is connected to the left front axle seat 1531, and the other end of the second left upper rocker arm 1621 is rotatably connected to the rear frame 1113. The second right upper rocker arm 1629 is arranged on the two sides of the rear frame 1113 and is substantially symmetrically arranged. One end of the second right upper rocker arm 1629 is connected to the right rear axle seat 1632, and the other end of the second right upper rocker arm 1629 is rotatably connected to the rear frame 1113. In the present embodiment, the second left upper rocker arm 1621 and the second right upper rocker arm 1629 have the same structure. Hereinafter, the structure and function of the second upper rocker arm unit 162 will be described in detail with the second left upper rocker arm 1621 as an example.

[0080] The second left upper rocker arm 1621 comprises a seventh rocker 1622, an eighth rocker 1623, a fourth connecting seat 1624 and a fourth connecting rod 1627. The fourth connecting seat 1624 is rotatably installed on the left rear wheel shaft seat 1631 by bolts, screws or the like. One end of the seventh rocker 1622 is fixed to the fourth connecting seat 1624, and the other end of the seventh rocker 1622 is rotatably connected to the rear frame 1113. One end of the eighth rocker 1623 is installed on the fourth connecting seat 1624, and the other end of the eighth rocker 1623 is rotatably connected to the rear frame 1113. The eighth rocker 1623 corresponds to the seventh rocker 1622, is located on the same plane and is arranged at an angle therebetween. Of course, in other embodiments, the seventh rocker 1622 and the eighth rocker 1623 can be directly rotatably connected to the left rear wheel shaft seat 1631. The seventh rocker 1622 and / or the eighth rocker 1623 are arranged in an arc shape, and the arc-shaped seventh rocker 1622 is bent towards the eighth rocker 1623 to form an avoidance space 1621f or the eighth rocker 1623 is bent towards the seventh rocker 1622 to form an avoidance space 1621f. The left rear shock absorber 1641 extends upwards through the avoidance space 1621f. The fourth connecting rod 1627 is arranged between the seventh rocker 1622 and the eighth rocker 1623, and both ends of the fourth connecting rod 1627 are fixedly connected to the seventh rocker 1622 and the eighth rocker 1623 respectively, so that the seventh rocker 1622 and the eighth rocker 1623 form an integral whole, thereby effectively improving the structural strength of the second left upper rocker arm 1621.

[0081] As shown in Figure 17 and Figure 18 , the fourth connecting seat 1624 comprises 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 shaft seat 1631, and the other end of the arm portion 1625 is connected to the fifth connecting portion 1626. At least part of the outer surface of the fifth connecting portion 1626 has a curved surface 162a. The seventh rocker 1622 and the eighth rocker 1623 are connected to the curved surface 162a by welding. It can be understood that within the range of the curved surface 162a, the curved surface 162a and the welding positions of the respective rockers can be welded at any angle as required, i.e. by arranging the outer surface of the fifth connecting portion 1626 as a curved surface 162a, the fourth connecting seat 1624 can be adapted to rockers with different requirements, thereby improving the versatility of the product and effectively reducing costs. In an embodiment, the curved surface 162a is a spherical surface.

[0082] In an embodiment, the number of the arm portions 1625 is two, and a support space is formed between the two arm portions 1625, part of the left rear wheel axle seat 1631 is located in the support space, and the arm portions 1625 and the left rear wheel axle seat 1631 are rotatably connected through a pin shaft or a bolt combined shaft sleeve and the like. The number of the fifth connecting portions 1626 is also two, and the two fifth connecting portions 1626 are connected to each other, and the two arm portions 1625 are correspondingly connected to the two fifth connecting portions 1626. The fifth connecting portion 1626 is spherical, that is, the curved surface is spherical, so as to further increase the applicable area of the outer surface of the fifth connecting portion 1626, thereby increasing the weldable angle between the fifth connecting portion 1626 and the rocker, and improving the versatility of the fourth connecting seat 1624.

[0083] In another embodiment, as shown in Figure 19 The rear suspension assembly 16 further comprises an adjusting unit 165, which is arranged between the rear wheel axle seat unit 163 and the second upper rocker arm unit 162 or the second lower rocker arm unit 161, and is used to adjust the camber angle of the rear wheel axle seat unit 163, so that the all-terrain vehicle 100 meets the current use requirements. At the same time, when the all-terrain vehicle 100 is shipped, there may be a camber angle that does not meet the requirements due to machining errors, which can be adjusted through the adjusting unit 165 to ensure the accuracy of the parameters in the shipped state.

[0084] In an embodiment, the number of the adjusting units 165 is two, one of which is arranged between the second left upper rocker arm 1621 and the left rear wheel axle seat 1631 to adjust the camber angle of the left rear wheel axle seat 1631, and the other is arranged between the second right upper rocker arm 1629 and the right rear wheel axle seat 1632 to adjust the camber angle of the right rear wheel axle seat 1632. That is, through such arrangement, the camber angles of the left rear wheel 181 and the right rear wheel 182 can be adjusted. Alternatively, one of the adjusting units 165 is arranged between the second left lower rocker arm 1611 and the left rear wheel axle seat 1631, and the other is arranged between the second right lower rocker arm 1617 and the left rear wheel axle seat 1631. It can be understood that here, the adjusting unit 165 can also be applied to the corresponding position of the front suspension assembly 15 to adjust the camber angles of the left front wheel 171 and the right front wheel 172.

[0085] As shown in Figure 20As shown, each adjusting unit 165 comprises a first seat body 1651, a second seat body 1652, an adjusting piece 1653 and a third locking piece 1654. The first seat body 1651 is rotationally connected with the left rear wheel shaft seat 1631 or the right rear wheel shaft seat 1632. The second seat body 1652 is connected with the second left upper swing arm 1621 or the second right upper swing arm 1629. The adjusting piece 1653 is arranged between the first seat body 1651 and the second seat body 1652, and is used to adjust the gap between the first seat body 1651 and the second seat body 1652, so as to adjust the overall length of the second left upper swing arm 1621, thereby realizing the adjustment of the corresponding wheel camber. The third locking piece 1654 is used to lock the first seat body 1651 and the second seat body 1652 after adjustment; or unlock the locking between the first seat body 1651 and the second seat body 1652.

[0086] In an embodiment, the first seat body 1651 and the second seat body 1652 are both hollow seats. One end of the third locking piece 1654 is arranged from the inside of the second seat body 1652 to the inside of the first seat body 1651. The adjusting piece 1653 is in a C or U shape, so that the C or U shaped adjusting piece 1653 can be directly clamped on the third locking piece 1654, thereby realizing the adjustment of the gap size between the first seat body 1651 and the second seat body 1652 without disassembling the third locking piece 1654, and the use is more convenient. The adjustable range of the gap between the first seat body 1651 and the second seat body 1652 is less than or equal to 5 cm. The third locking piece 1654 is a bolt, which is arranged through the first seat body 1651 and the second seat body 1652 and connected with a nut, and the adjusting piece 1653 is sleeved on the bolt.

[0087] An arc-shaped groove 1655 is arranged on the second seat body 1652. The second left upper swing arm 1621 further comprises a connecting pipe 1628, a seventh swing rod 1622 and an eighth swing rod 1623 which are welded to the connecting pipe 1628. Part of the connecting pipe 1628 is embedded in the arc-shaped groove 1655 and welded with the second seat body 1652, thereby increasing the contact area between the connecting pipe 1628 and the second seat body 1652, and improving the connection strength between the connecting pipe 1628 and the second seat 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 connecting rods 1663. The rear support 1662 is configured to be fixedly arranged, which can be fixed on the rear frame 1113 or other components such as the vehicle body 112. The rear torsion bar 1661 is rotatably connected with the rear support 1662, and one end of the rear torsion bar 1661 corresponds to one of the rear connecting rods 1663, and is installed on the second left upper swing arm 1621 through the rear connecting rod 1663, and the rear connecting rod 1663 is movably connected with the second left upper swing arm 1621 and the rear torsion bar 1661; the other end of the rear torsion bar 1661 corresponds to the other rear connecting rod 1663, and is installed on the second right upper swing arm 1629 through the rear connecting rod 1663, and the rear connecting rod 1663 is movably connected with the second right upper swing arm 1629 and the rear torsion bar 1661. In an embodiment, the rear connecting rod 1663 is connected with the second left upper swing arm 1621 or the second right upper swing arm 1629 through a joint bearing or a ball pin. The rear connecting rod 1663 is also connected with the rear torsion bar 1661 through a ball pin. It should be explained that the ball pin connection is only one of the embodiments, and the 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, so that the structure of the whole rear suspension assembly 16 is more compact, the rear torsion bar 1661 is less protruded, and the overall appearance of the ATV 100 is better when viewed from the rear side to the front side. At the same time, the rear torsion bar 1661 is arranged on the inner side of the rear frame 1113, which reduces the interference of the rear torsion bar 1661 with other components, protects the rear torsion bar 1661 through the rear frame 1113, and first bears the rear torsion bar 1661 in the stress process to avoid the deformation of the rear torsion bar 1661.

[0090] As shown in FIG. 1, the rear suspension assembly 16 includes a rear frame 1113, a rear torsion bar unit 166, a second left upper swing arm 1621, a second right upper swing arm 1629, a second left lower swing arm 1631, and a second right lower swing arm 1639. Figure 14 and Figure 17As shown, the rear suspension assembly 16 further comprises a control arm unit 167, which is located outside the rear frame 1113 and opposite to 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 rotatably connected to the rear axle seat unit 163, and the other end of the control arm unit 167 is rotatably connected to the frame 111. In this way, during the upward force of the rear suspension assembly 16, the control arm unit 167 will also move upward, thereby driving the rear axle seat unit 163 to swing along the movement track of the control arm unit 167 to change the camber angle of the corresponding rear wheel, assist the steering of the wheel and improve the passability of the vehicle; at the same time, under the guidance of the control arm unit 167, there is always a pulling force on the rear axle seat unit 163 to make the vehicle tend to be in a stable state.

[0091] In an embodiment, the control arm unit 167 has two groups, one of which is located between the second left lower rocker arm 1611 and the second left upper rocker arm 1612 and is rotatably connected to the rear frame 1113 and the left rear axle seat 1631 respectively; 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 is rotatably connected to the rear frame 1113 and the right rear axle seat 1632 respectively, so as to realize the separate adjustment of the left rear wheel 181 and the right rear wheel 182.

[0092] The control arm unit 167 comprises a control arm 1671 and two rotating seats 1672, which are respectively fixed to the rear frame 1113 and the rear 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 by a ball pin to realize the relative rotation and swing between the control arm 1671 and the rear frame 1113. Of course, in addition to the ball pin connection, other connections such as joint bearing connection can also be used. Moreover, the control arm 1671 is located on the side close to the front side of the left rear axle seat 1631. Along the vertical axis, the control arm 1671 has a lower limit position and an upper limit position. Figure 21 The state of the rear wheel when the control arm 1671 is at the lower limit position is shown. Figure 22The state of the rear wheel when the control arm 1671 is in the upper limit position is shown. During the process of the rear suspension assembly 16 being stressed, the left rear wheel axle seat 1631 and / or the right rear wheel axle seat 1632 will be expanded or contracted under the action of the control arm 1671, so that the position of the rear wheel 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 beneficial to the driving of the all-terrain vehicle 100, thereby assisting in steering and enabling the all-terrain vehicle 100 to have better passability. The technical features of the above embodiments can be combined in any way. In order to make the description simple, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not contradict, they should be considered as within the scope of the present disclosure.

[0093] As shown in Figures 23 to 27 The all-terrain vehicle 100 also includes an electrical component assembly 19 and an electronic control unit 21. The electrical component assembly 17 and the electronic control unit 21 are both mounted on the frame assembly 11, and the electrical component assembly 19 is at least partially electrically / signal connected with the electronic control unit 21 to realize the basic electrical functions of the all-terrain vehicle 100. The electronic control unit 21, also known as ECU (ECU, Electronic Control Unit), is also called "vehicle computer", which is used to monitor various input data (such as brakes, gear shifting, etc.) and various states of vehicle operation (acceleration, skidding, fuel consumption, etc.), and calculate the information transmitted by various sensors according to the pre-designed program. After processing, various parameters are sent to relevant actuators such as the electrical component assembly 19 to perform various predetermined control functions.

[0094] In an embodiment, the electrical component assembly 19 includes an instrument device 200 and a switch device 203. The instrument device 200 includes various electrical instruments such as an ammeter, a charging indicator light or a voltmeter, an oil pressure gauge, a temperature gauge, a fuel gauge, a speedometer and odometer, an engine speed gauge, etc. The instrument device 200 is mainly used to display the working conditions of the devices during the driving of the all-terrain vehicle 100. The sound device 201 is mainly used to emit sound to play a prompting or warning role. The switch device 203 includes a mode switching switch 2031, an air conditioning switch (not marked in the figure), and a temperature adjustment switch (not marked in the figure), etc. The mode switching switch 2031, the air conditioning switch, and the temperature adjustment switch are basically installed on the instrument panel 1122b to facilitate the operation of the driver and the front passengers. The mode switching switch 2031, the air conditioning switch, and the temperature adjustment switch are electrically / signal connected with the electronic control unit 21 through the wire harness 2042, thereby controlling a series of functions such as the switching of two-wheel drive and four-wheel drive of the all-terrain vehicle 100, the turning on of the air conditioner, the adjustment of the air conditioning temperature, etc.

[0095] As shown in Figure 25As shown, the mode switching switch 2031 includes a two-wheel drive position 2031a, a four-wheel drive position 2031b, and a front-wheel lock position 2031c. The four-wheel drive position 2031b is located between the two-wheel drive position 2031a and the front-wheel lock position 2031c. The two-wheel drive position 2031a enables the two-wheel drive operation of the all-terrain vehicle 100. The four-wheel drive position 2031b enables the four-wheel drive operation of the all-terrain vehicle 100. The front-wheel lock enables the front-wheel lock of the all-terrain vehicle 100. The mode switching switch 2031 includes a housing 2031d, a pressing plate 2031x, a switch shaft 2031t, and a gear lever unit 2031u. The housing 2031d includes a cavity 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 located in the cavity 2031za. The second gear slot 2031f is located between the first gear slot 2031e and the third gear slot 2031j. The pressing plate 2031x is rotationally connected to the housing 2031d through the switch shaft 2031t. One end of the gear lever unit 2031u is connected to the pressing plate 2031x, and the other end of the gear lever unit 2031u can swing with the pressing plate 2031x and switch between the first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j, thereby enabling the mutual switching between the two-wheel drive position 2031a, the four-wheel drive position 2031b, and the front-wheel lock position 2031c.

[0096] Reference Figure 26 The gear lever unit 2031u includes a switching lever 2031v, an elastic member 2031x, and a ball 2031y. One end of the switching lever 2031v is connected to the pressing plate 2031x and can swing in the housing 2031d under the driving of the pressing plate 2031x. The other end of the switching lever 2031v away from the pressing plate 2031x is provided with a fourth mounting hole 2031w. The elastic member 2031x is installed in the fourth mounting hole 2031w. Part of the ball 2031y is located in the fourth mounting hole 2031w and abuts against the elastic member 2031x, and 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] As Figure 27 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 sequentially connected. The second gear slot 2031f includes a first connecting end connected to the first gear slot 2031e, 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 included angle β1; the second gear slot 2031f further 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 included angle β2; the difference between the first included angle β1 and the second included angle β2 is greater than or equal to 5° and less than or equal to 30°. That is, the slope of the side of the second gear slot 2031f close to the third gear slot 2031j is greater than the slope of the side 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 more gradual 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 is 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 of each gear switching is different, and the force value required for operation when switching from the four-wheel drive gear to the front-wheel drive lock gear 2031c is increased, avoiding the phenomenon of switching over when switching from the two-wheel drive gear 2031a to the four-wheel drive gear 2031b, directly switching from the two-wheel drive gear 2031a to the front-wheel drive lock gear 2031c, and improving the safety of driving.

[0098] In an embodiment, as shown in Figure 26 along the axis Z direction of the chamber 2031za, the position of the second intersection point Q is relatively higher than the position of the first intersection point P. In this way, in combination with the above-mentioned angle, the stroke of switching from the four-wheel drive gear 2031b to the front-wheel drive lock gear 2031c can be extended, so that the damping of the switching rod 2031v switching from the second gear slot 2031f to the third gear slot 2031j is increased, further avoiding the phenomenon of over-shifting during the switching process.

[0099] Please refer to Figure 27 and Figure 25The second gear slot 2031f comprises a second arc segment 2031g, a first straight segment 2031h and a second straight segment 2031i. One end of the first straight segment 2031h is connected with the first gear slot 2031e, and the other end is connected with the second arc segment 2031g. One end of the second straight segment 2031i is connected with the third gear slot 2031j, and the other end is connected with the second arc segment 2031g. The first gear slot 2031e comprises at least a third straight segment 2031k, and the third gear slot 2031j comprises at least a fourth straight segment 2031z. The third straight segment 2031k intersects with the first straight segment 2031h to form a first included angle β1, and the fourth straight segment 2031z intersects with the second straight segment 2031i to form a second included angle β2. The first included angle β1 is greater than or equal to 120° and less than or equal to 140°, and the second included angle β2 is greater than or equal to 100° and less than or equal to 125°.

[0100] Further, the first straight segment intersects with the plane A1 and forms a third included angle β3, and the second straight segment intersects with the plane A1 and forms a fourth included angle β4. The difference between the fourth included angle β4 and the third included angle β3 is greater than or equal to 5° and less than or equal to 30°. The third included angle β3 is greater than or equal to 45° and less than or equal to 60°, and the fourth included angle β4 is greater than or equal to 55° and less than or equal to 75°. In this way, the slope of the second straight segment 2031i relative to the plane A1 is greater than the slope of the first straight segment 2031h relative to the plane A1. Thus, the force required for the shift lever 2031v to switch from the second gear slot 2031f to the third gear slot 2031j is increased.

[0101] In an embodiment, the third straight segment 2031k intersects with the plane A1 and forms a fifth included angle β5, and the fourth straight segment 2031z intersects with the plane A1 and forms a sixth included angle β6. The fifth included angle β5 is substantially the same as the sixth included angle β6. In this way, the operating force value when the two-wheel drive gear 2031a is switched to the four-wheel drive gear 2031b is substantially equal to the operating force value when the front-wheel lock gear 2031c is switched to the four-wheel drive gear 2031b, thereby improving the consistency of the operation.

[0102] As shown in FIG. 6, the shift lever 2031v is in the second gear slot 2031f, and the shift lever 2031v is in the third gear slot 2031j. Figure 28 , Figure 29 and Figure 23As shown, the housing 2031d has an output contact 2031l protruding from the outer surface of the housing 2031d. The output contact 2031l is connected to the circuit board on the corresponding switch device 203, such as the circuit board 1981n in the mode switching switch 2031, the circuit board in the air conditioning switch, the circuit board in the temperature adjustment switch, etc. The wire harness 2042 has a butt joint 2031n connected to the output contact 2031l, and the butt joint 2031n is connected to the output contact 2031l, so that the switch device 203 is electrically / signal connected to the electronic control unit 21. The outer surface of the housing 2031d has a connecting cover 2031m circumferentially surrounding the output contact 2031l, which can be integrally formed with the housing 2031d or separately formed. The connecting cover 2031m or the butt joint 2031n is provided with a sealing member 2031q, which can seal the gap between the butt joint 2031n and the connecting cover 2031m after the butt joint 2031n is butted against the output contact 2031l, so that the output contact 2031l is in a relatively sealed state, and the output contact 2031l and the butt joint 2031n are prevented from being short-circuited and ablated by water, etc. At the same time, the connecting cover 2031m also plays a guiding role during the butting process, which is conducive to the connection of the butt joint 2031n and the output contact 2031l, and the assembly is more convenient.

[0103] In an embodiment, the butt joint 2031n is provided with a second receiving groove 2031o and a second insertion groove 2031p, the second receiving groove 2031o is provided with a connecting contact corresponding to the output contact 2031l; the second insertion groove 2031p is arranged around the second receiving groove 2031o, the sealing member 2031q is arranged in the second insertion groove 2031p, and the connecting cover 2031m can be inserted into the second insertion groove 2031p and sealingly connected with the sealing member 2031q. That is, the sealing is realized not only by the sealing member 2031q, but also by covering the butt joint 2031n with the connecting cover 2031m, which increases the sealing path and improves the sealing effect. The second receiving groove 2031o and the second insertion groove 2031p are concentrically arranged. The sealing member 2031q is sleeved on the outer wall of the second insertion groove 2031p. At the same time, the sealing member 2031q is arranged as a rubber sealing ring or a silica gel sealing ring. The outer side wall of the sealing member 2031q is provided with an annular sealing protrusion 2031r, which sealingly abuts against the inner wall of the connecting cover 2031m. Here, the number of the sealing protrusions 2031r is multiple, and the multiple sealing protrusions 2031r are arranged at intervals along the axial direction of the second insertion groove 2031p. In another embodiment, the sealing member 2031q can also be directly arranged on the inner wall of the connecting cover 2031m, and the butt joint 2031n is inserted into the connecting cover 2031m and abuts against the sealing member 2031q.

[0104] As Figure 31As shown, the electrical component 19 further includes a battery 1922 and an electrical adapter unit 204. The battery 1922 is mounted on the middle frame 1112 for storing electric power. The electrical adapter unit 204 is connected with the battery 1922 through a wire harness 2042 and is mounted on the vehicle frame 111 for providing power to the aftermarket accessories of the ATV 100, so as to avoid damaging the original wire harness of the ATV 100 during the modification process.

[0105] As shown in FIG. 1, the electrical component 19 includes a battery 1922 and an electrical adapter unit 204. The battery 1922 is mounted on the middle frame 1112 for storing electric power. The electrical adapter unit 204 is connected with the battery 1922 through a wire harness 2042 and is mounted on the vehicle frame 111 for providing power to the aftermarket accessories of the ATV 100, so as to avoid damaging the original wire harness of the ATV 100 during the modification process. Figure 31 As shown, the electrical adapter unit 204 includes a terminal block 2021, a wire harness 2042, terminal posts 2043 and a power lock 2044. The terminal posts 2043 are connected with the battery 1922 through the wire harness 2042. The power lock 2044 is connected between the terminal block 2021 and the battery 1922, and the opening / closing of the power lock 2044 is linked with the starting / closing of the ATV 100. That is, when the ATV 100 is started or powered on, the power lock 2044 is opened. When the ATV 100 is turned off, the power lock 2044 is closed. The terminal posts 2043 include first type terminal posts 2043a and second type terminal posts 2043b. The first type terminal posts 2043a are electrically connected with the battery 1922 through the wire harness 2042, and the second type terminal posts 2043b are electrically connected to the power lock 2044 through the wire harness 2042 and are electrically connected to the battery 1922 through the power lock 2044. In this way, the electrical connection between the second type terminal posts 2043b and the battery 1922 needs to be controlled by the power lock 2044, so that when the aftermarket accessories need to be continuously powered during the modification process of the ATV 100, the accessories can be connected with the corresponding first type terminal posts 2043a which are not controlled by the power lock 2044. When the power supply of the accessories needs to be controlled by the starting / closing of the ATV 100, the accessories can be connected with the corresponding second type terminal posts 2043b which are controlled by the power lock 2044.

[0106] In some embodiments, as Figure 33 and Figure 33As shown, the first type of terminal post 2043a includes a first terminal post 2043c and a second terminal post 2043d. The second type of terminal post 2043b includes a third terminal post 2043e. The first terminal post 2043c is connected to the positive terminal of the battery 1922 through the wiring harness 2042, and the second terminal post 2043d is connected to the negative terminal of the battery 1922, so that a continuous power supply loop is formed between the first terminal post 2043c, the second terminal post 2043d, and the positive and negative terminals of the battery 1922. The power lock 2044 is linked to the starting switch of the all-terrain vehicle 100, that is, when the all-terrain vehicle 100 is started, the power lock 2044 is opened, and when the all-terrain vehicle 100 is turned off, the power lock 2044 is also closed. One end of the power lock 2044 is connected to the positive terminal of the battery 1922, and the other end is connected to the third terminal post 2043e through the wiring harness 2042. When the power lock 2044 is opened, the third terminal post 2043e is in communication with the positive terminal of the battery 1922, and when the power lock 2044 is closed, the third terminal post 2043e is disconnected from the positive terminal of the battery 1922. In this way, a power supply loop is formed between the third terminal post 2043e, the power lock 2044, the second terminal post 2043d, and the battery 1922, which is controlled by the power lock 2044; during the process of adding the modification kit to the all-terrain vehicle 100, when the modification kit needs continuous power supply, the modification kit can be connected to the first terminal post 2043c and the second terminal post 2043d. When the power supply of the modification kit needs to be controlled by the start / closure of the all-terrain vehicle 100, the wiring harness of the modification kit can be connected to the second terminal post 2043d and the third terminal post 2043e.

[0107] In other embodiments, as Figure 31 As shown, the first type of terminal post 2043a includes a first terminal post 2043c and a second terminal post 2043d, and the second type of terminal post 2043b includes a third terminal post 2043e and a fourth terminal post 2043f. The first terminal post 2043c is connected to the positive terminal of the battery 1922, and the second terminal post 2043d is connected to the negative terminal of the battery 1922 to form a continuous power supply loop; the third terminal post 2043e is connected to the negative terminal of the battery 1922 through the wiring harness 2042, and the fourth terminal post 2043f is connected to the power lock 2044 through the wiring harness 2042 and connected to the positive terminal of the battery 1922 through the power lock 2044. In this way, a power supply loop is formed which is controlled by the power lock 2044. Of course, the number of the first type of terminal post 2043a and the second type of terminal post 2043b can be three, four, or other, and the connection between the terminal post 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 the actual needs, and this is not limited here.

[0108] AsFigure 33 and Figure 31 As shown in the figure, the electrical connector unit 204 further comprises a fuse box 2045, a terminal cover 2047 and a terminal isolation plate 2046. The fuse box 2045 is arranged on the corresponding wire harness 2042 to protect the battery 1922 and avoid the battery 1922 from feeding problems as much as possible. The terminal cover 2047 is arranged on the terminal seat 2021 to protect the terminal post 2043 and avoid the terminal post 2043 from short circuit caused by metal falling objects. The terminal isolation plate 2046 is arranged on the terminal seat in a plurality of pieces and is arranged between two adjacent terminal posts 2043 to avoid the wire harness 2042 between the two adjacent terminal posts 2043 from affecting each other. Here, the terminal isolation plate 2046 is integrated with the terminal seat.

[0109] In an embodiment, the fuse box 2045 comprises a total fuse 2045a and a plurality of partial fuses 2045b. The total fuse 2045a is arranged near the positive electrode of the battery 1922. One of the partial fuses 2045b is arranged on the wire harness 2042 connecting the terminal post 2043 and the positive electrode of the battery 1922, and the other partial fuse 2045b is arranged on the wire harness 2042 connecting the terminal post 2043 and the power lock 2044. In this embodiment, the total fuse 2045a and the partial fuse 2045b arranged on the wire harness 2042 connecting the terminal post 2043 and the positive electrode of the battery 1922 are arranged in series to achieve double protection and further avoid the battery 1922 from feeding problems.

[0110] As shown in the figure, ​ The wire harness 2042 comprises a first wire harness 2042a and a second wire harness 2042c. One end of the first wire harness 2042a is connected with the terminal post 2043, and the other end of the first wire harness 2042a is provided with a terminal male end 2042b. One end of the second wire harness 2042c is connected with the battery 1922, and the other end of the second wire harness 2042c is provided with a terminal female end 2042d. The terminal male end 2042b is inserted into the terminal female end 2042d to achieve the electrical connection between the terminal seat 2021 and the battery 1922. In this way, the wire harness 2042 on the terminal seat 2021 and the battery 1922 is integrated, and the connection between them is very simple and convenient.

[0111] The above-described embodiments only express several embodiments of the present application, and the description is more specific and detailed, but it cannot be understood as a limitation on the scope of the patent. It should be noted that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. An all-terrain vehicle, comprising: The vehicle frame includes a front frame and a rear frame, the front frame being located at the front of the all-terrain vehicle and the rear frame being located at the rear of the all-terrain vehicle; wherein the rear frame includes an inner side facing the front frame and an outer side away from the front frame; The front wheel assembly includes the left front wheel and the right front wheel; The rear wheel assembly includes the left rear wheel and the right rear wheel; A rear suspension assembly, mounted on the rear frame, includes a lower control arm unit, an upper control arm unit, and a rear wheel axle mount unit mounted on the lower control arm unit and the upper control arm unit, wherein the lower control arm unit and the upper control arm unit are respectively mounted on the rear frame; The rear suspension assembly is characterized in that it further includes: The rear torsion bar unit is located between the lower rocker arm unit and the upper rocker arm unit. It includes a rear torsion bar and a rear support. The rear support is fixed to the rear frame. The rear torsion bar is located inside the rear frame and is rotatably mounted on the rear support. Both ends of the rear torsion bar are movably connected to the upper rocker arm unit. The upper rocker arm unit includes an upper left rocker arm and an upper right rocker arm. The upper left rocker arm includes a seventh rocker arm and an eighth rocker arm. The seventh rocker arm or the eighth rocker arm is set to be arc-shaped, and the arc-shaped seventh rocker arm bends towards the eighth rocker arm to form a clearance space, or the arc-shaped eighth rocker arm bends towards the seventh rocker arm to form a clearance space. The rear shock absorber unit has one end connected to the rear frame and the other end connected to the lower rocker arm unit. The rear shock absorber unit extends upward through the clearance space. Along the longitudinal direction of the all-terrain vehicle, the rear support of the rear torsion bar is located on one side of the center of the rear wheel axle unit, and the rear shock absorber unit is located on the other side of the center of the rear wheel axle unit.

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 rear torsion bar unit also includes: Two rear connecting rods are respectively located at both ends of the rear torsion bar. One end of one rear connecting rod is movably connected to the rear torsion bar, and the other end of the other rear connecting rod is movably connected to the upper left rocker arm. One end of the other rear connecting rod is movably connected to the rear torsion bar, and the other end of the other rear connecting rod is movably connected to the upper right rocker arm.

3. The all-terrain vehicle according to claim 2, characterized in that, The rear connecting rod is connected to the upper left rocker arm and the upper right rocker arm by a joint bearing or a ball joint.

4. The all-terrain vehicle according to claim 2, characterized in that, The lower left rocker arm includes a fifth rocker arm, a sixth rocker arm, and a third connecting seat; The third connecting seat is mounted on the rear wheel axle seat unit, one end of the fifth rocker arm is mounted on the third connecting seat, and the other end of the fifth rocker arm is rotatably connected to the rear frame; One end of the sixth rocker arm is connected to the third connecting seat, and the other end is rotatably connected to the rear frame. The sixth rocker arm and the fifth rocker arm are set at an angle.

5. The all-terrain vehicle according to claim 4, characterized in that, The lower left rocker arm also includes at least one third connecting rod, which is located between the fifth rocker arm and the sixth rocker arm, and both ends of the third connecting rod are fixedly connected to the fifth rocker arm and the sixth rocker arm, respectively.

6. The all-terrain vehicle according to claim 5, characterized in that, The lower left rocker arm also includes a damping plate, and the rear damper unit includes a left rear damper and a right rear damper; The damping plate is mounted on the fifth rocker arm, the sixth rocker arm, or the third connecting rod, and one end of the left rear damper is hinged to the damping plate.

7. The all-terrain vehicle according to claim 2, characterized in that, The rear wheel axle unit includes a left rear wheel axle and a right rear wheel axle; The upper left rocker arm also includes a fourth connecting seat and a fourth connecting rod. The fourth connecting seat is movably mounted on the left rear wheel axle seat. One end of the seventh rocker arm is mounted on the fourth connecting seat, and the other end of the seventh rocker arm is rotatably connected to the rear frame. One end of the eighth rocker arm is connected to the fourth connecting seat, and the other end of the eighth rocker arm is rotatably connected to the rear frame. The eighth rocker arm and the seventh rocker arm are set at an angle.

8. The all-terrain vehicle according to claim 7, characterized in that, The fourth connecting seat includes a support arm and a connecting part. One end of the support arm is rotatably connected to the left rear wheel axle seat, and the other end of the support arm is connected to the connecting part. At least part of the outer surface of the connecting part is curved, and the seventh rocker and the eighth rocker are welded to the curved surface.

9. The all-terrain vehicle according to claim 8, characterized in that, The surface in question is a sphere.

10. The all-terrain vehicle according to claim 1, characterized in that, Also includes: An electrical component includes a mode switching switch, the mode switching switch including a two-wheel drive gear, a four-wheel drive gear and a front-wheel drive lock-up gear, the four-wheel drive gear being located between the two-wheel drive gear and the front-wheel drive lock-up gear; The mode switching switch includes: The outer casing includes a cavity, and the interior of the cavity includes a first gear slot, a second gear slot, and a third gear slot, wherein the second gear slot is located between the first gear slot and the third gear slot, and the first gear slot, the second gear slot, and the third gear slot are all arc-shaped slots. The push plate is rotatably connected to the outer casing; A gear lever unit, one end of which is connected to the button plate, and the other end is located in the cavity, and can swing with the button plate and switch between the first gear slot, the second gear slot and the third gear slot; The second gear slot includes a first connecting end connected to the first gear slot, the first gear slot 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 included angle β1; The second gear slot also includes a third connecting end connected to the third gear slot. The third gear slot 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 included angle β2. The difference between the first included angle β1 and the second included angle β2 is greater than or equal to 5° and less than or equal to 30°.

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