All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, wherein the frame comprises: an upper main beam, which is arranged on the upper side of the frame; a sub main beam, which is at least partially attached to and connected with the upper main beam, and the at least partially attached sub main beam and the upper main beam are in linear contact or surface contact; a support column, which is used for supporting the upper main beam; the connection position of the support column and the upper main beam is a first support position, and the connection position of the sub main beam and the upper main beam is a second support position; the support column supports the upper main beam through the first support position, and the sub main beam supports the upper main beam through the second support position. The application has the beneficial effect that the third support column and the sub main beam can support the upper main beam at the same time, so that the support of the upper main beam is changed from the point support of the third support column to the common support of the third support column and the sub main beam, and the strength and rigidity of the upper main beam are improved, and the upper main beam is prevented from cracking due to insufficient strength.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and in particular to an all-terrain vehicle. Background Technology

[0002] Currently, the upper main beam of all-terrain vehicles is basically composed of a single main beam tube. However, the rear side of the upper main beam of an all-terrain vehicle bears a large weight, and the rear side of the upper main beam is mainly supported by the C-pillar of the frame, that is, the only support point on the rear side of the upper main beam is the C-pillar of the frame.

[0003] According to the stress analysis, the C-pillar of the frame provides point support for the upper main beam. Therefore, the supporting force from the C-pillar on the upper main beam is mainly concentrated at a single point. Since the strength of a single main beam tube is insufficient to meet the stress requirements of the upper main beam, this poses a risk of frame cracking. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide an all-terrain vehicle that can improve the strength of the upper main beam of the frame.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An all-terrain vehicle includes: a frame; a running gear, at least partially mounted on the frame and including a first running wheel and a second running wheel; a suspension assembly, including a front suspension and a rear suspension, wherein the first running wheel is connected to the frame via the front suspension and the second running wheel is connected to the frame via the rear suspension; and a power assembly, at least partially mounted on the frame. The frame includes: an upper main beam, mounted on the upper side of the frame; a sub-main beam, at least partially attached to and connected to the upper main beam, wherein at least a portion of the sub-main beam and the upper main beam are in line contact or surface contact; and a strut for supporting the upper main beam; the connection between the strut and the upper main beam is a first support position, and the connection between the sub-main beam and the upper main beam is a second support position; the strut supports the upper main beam through the first support position, and the sub-main beam supports the upper main beam through the second support position.

[0007] Furthermore, the frame also includes: a lower main beam, which is located below the upper main beam; one end of a support column is connected to the upper main beam, and the other end of the support column is connected to the lower main beam; one end of a secondary main beam is connected to the support column, and the other end of the secondary main beam is attached to and connected to the upper main beam.

[0008] Furthermore, the columns, lower main beams, and secondary main beams form a frame structure.

[0009] Furthermore, the frame structure is basically triangular in shape.

[0010] Furthermore, the secondary main beam includes a first branch pipe and a second branch pipe. One end of the first branch pipe is connected to a support column, and the other end of the first branch pipe is connected to one end of the second branch pipe. The second branch pipe is attached to and connected to the upper main beam.

[0011] Furthermore, the second branch pipe and the upper main beam are in line contact or surface contact.

[0012] Furthermore, the first branch pipe and the second branch pipe are integrally formed.

[0013] Furthermore, one end of the first branch pipe is connected to the middle of the support column.

[0014] Furthermore, the first support position is located in front of the second support position.

[0015] Furthermore, when the upper main beam is supported by a point support of a column, the maximum bending moment of the upper main beam is the first bending moment; when the upper main beam is supported by both a column and a secondary main beam, the maximum bending moment of the upper main beam is the second bending moment; wherein, the first bending moment is greater than the second bending moment.

[0016] Compared with the prior art, the all-terrain vehicle provided by the present invention can enable the third pillar and the sub-main beam to support the upper main beam simultaneously, thereby changing the support of the upper main beam from the point support of the third pillar to the joint support of the third pillar and the sub-main beam, thereby improving the strength and rigidity of the upper main beam and preventing the upper main beam from cracking due to insufficient strength. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the all-terrain vehicle of the present invention.

[0018] Figure 2 This is a partial structural schematic diagram of the all-terrain vehicle of the present invention.

[0019] Figure 3 This is a schematic diagram of the frame structure of the all-terrain vehicle of the present invention.

[0020] Figure 4 This is a top view of the frame of the all-terrain vehicle of the present invention.

[0021] Figure 5 This is a schematic diagram of the lower main beam of the all-terrain vehicle of the present invention.

[0022] Figure 6 This is a schematic diagram of the rear structure of the all-terrain vehicle frame of the present invention.

[0023] Figure 7 This is a schematic diagram of the front side of the frame of the all-terrain vehicle of the present invention.

[0024] Figure 8 For the present invention Figure 7 A magnified view of a portion of point A in the middle.

[0025] Figure 9 This is a schematic diagram of the front support structure of the all-terrain vehicle of the present invention.

[0026] Figure 10This is a schematic diagram of the installation of the front mounting bracket and front rack of the all-terrain vehicle of the present invention.

[0027] Figure 11 This is a schematic diagram of the installation of the rear mounting frame and rear rack of the all-terrain vehicle of the present invention.

[0028] Figure 12 This is a schematic diagram of the installation of the rear bumper of the all-terrain vehicle of the present invention.

[0029] Figure 13 This is a schematic diagram of the installation of the front rack of the all-terrain vehicle of the present invention.

[0030] Figure 14 For the present invention Figure 13 A magnified view of a section at point B. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0032] like Figure 1 and Figure 2As shown, the all-terrain vehicle 100 includes a frame 11, a running gear 12, a suspension assembly 13, a power assembly 14, a saddle assembly 15, a mounting bracket assembly 16, a braking assembly 17, an electrical assembly 18, a foot pedal assembly 19, a fuel assembly 21, a cooling assembly 22, a body panel 25, a transmission assembly 26, and a steering assembly 27. The suspension assembly 13 includes a front suspension 131 and a rear suspension 132 for connecting the frame 11 and the running gear 12. The running gear 12 is at least partially mounted on the frame 11 and includes a first running wheel 121 and a second running wheel 122. The first running wheel 121 is connected to the frame 11 via the front suspension 131, and the second running wheel 122 is connected to the frame 11 via the rear suspension 132. The running gear 12 is used for the movement of the all-terrain vehicle 100. The power assembly 14 is at least partially mounted on the frame 11 and provides power to the all-terrain vehicle 100. A saddle assembly 15 is at least partially mounted on the frame 11 for riding by a user and / or passenger. A mounting bracket assembly 16 is at least partially mounted on the frame 11 for mounting or removing other components adapted to the all-terrain vehicle 100. A braking assembly 17 is at least partially mounted on the frame 11 and at least partially mounted on the running gear 12 for braking the running gear 12, thereby braking the all-terrain vehicle 100. An electrical assembly 18 is at least partially mounted on the frame 11 for providing power. Specifically, the electrical assembly 18 is mounted on the frame 11 via the mounting bracket assembly 16. A footrest assembly 19 is at least partially mounted on the frame 11 for providing foot support for the user and / or passenger. A fuel assembly 21 is at least partially mounted on the frame 11 for providing power to the power assembly 14. A cooling assembly 22 is at least partially mounted on the frame 11 for cooling the all-terrain vehicle 100. A body panel 25 is at least partially mounted on the frame 11 and at least partially mounted on the mounting bracket assembly 16. A transmission assembly 26 is at least partially mounted on the frame 11. The transmission assembly 26 is connected to the running gear 12 and also to the power assembly 14, for transmitting power from the power assembly 14 to the running gear 12, thereby driving the running gear 12. A control assembly 27 is at least partially connected to the power assembly 14 and is used to change the gears of the all-terrain vehicle 100. To clearly illustrate the technical solution of the present invention, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

[0033] like Figure 3As shown, in one implementation, the frame 11 includes a first support column 111, a second support column 112, a third support column 113, a fourth support column 114, an upper main beam 115, and a lower main beam 116. Along the longitudinal direction of the all-terrain vehicle 100, the first support column 111 is located at the front, and the fourth support column 114 is located at the rear. The second support column 112 and the third support column 113 are both located between the first support column 111 and the fourth support column 114, with the second support column 112 located in front of the third support column 113. Along the vertical direction of the all-terrain vehicle 100, the upper main beam 115 is located on the upper side, and the lower main beam 116 is located on the lower side. The first support column 111, the second support column 112, the third support column 113, and the fourth support column 114 are all located between the upper main beam 115 and the lower main beam 116. Specifically, the first support column 111 includes a first pipe component 1111, a second pipe component 1112, and a first sheet metal component 1113. The second support 112 includes a third pipe fitting 1121 and a fourth pipe fitting 1122. The third support 113 includes a fifth pipe fitting 1131, a sixth pipe fitting 1132, a seventh pipe fitting 1133, an eighth pipe fitting 1134, and a second sheet metal part 1135. The fourth support 114 includes a ninth pipe fitting 1141 and a tenth pipe fitting 1142. The upper main beam 115 includes a first main beam 1151 and a second main beam 1152. The lower main beam 116 includes a third main beam 1161 and a fourth main beam 1162. One end of the first pipe fitting 1111 is connected to the first main beam 1151, and the other end of the first pipe fitting 1111 is connected to one end of the first sheet metal part 1113. The other end of the first sheet metal part 1113 is connected to the third main beam 1161. One end of the second pipe fitting 1112 is connected to the second main beam 1152, and the other end of the second pipe fitting 1112 is connected to one end of the first sheet metal part 1113. The other end of the first sheet metal part 1113 is connected to the fourth main beam 1162. One end of the third pipe fitting 1121 is connected to the first main beam 1151, and the other end of the third pipe fitting 1121 is connected to the third main beam 1161. One end of the fourth pipe fitting 1122 is connected to the second main beam 1152, and the other end of the fourth pipe fitting 1122 is connected to the third main beam 1161. One end of the fifth pipe fitting 1131 is connected to the first main beam 1151, and the other end of the fifth pipe fitting 1131 is connected to one end of the seventh pipe fitting 1133. One end of the sixth pipe fitting 1132 is connected to the first main beam 1151, and the other end of the sixth pipe fitting 1132 is connected to the other end of the seventh pipe fitting 1133. One end of the eighth pipe fitting 1134 is connected to the third main beam 1161, and the other end of the eighth pipe fitting 1134 is connected to the fourth main beam 1162. The seventh pipe fitting 1133 and the eighth pipe fitting 1134 are connected by the second sheet metal part 1135. One end of the ninth pipe fitting 1141 is connected to the first main beam 1151, and the other end of the ninth pipe fitting 1141 is connected to the third main beam 1161. One end of the tenth pipe fitting 1142 is connected to the second main beam 1152, and the other end of the tenth pipe fitting 1142 is connected to the fourth main beam 1162.

[0034] In this embodiment, along the left-right direction of the all-terrain vehicle 100, the first main beam 1151 is located to the left of the second main beam 1152, the third main beam 1161 is located to the left of the fourth main beam 1162, the first pipe 1111 is located to the left of the second pipe 1112, the third pipe 1121 is located to the left of the fourth pipe 1122, the fifth pipe 1131 is located to the left of the sixth pipe 1132, and the ninth pipe 1141 is located to the left of the tenth pipe 1142. Along the vertical direction of the all-terrain vehicle 100, the first pipe 1111 and the second pipe 1112 are both located on the upper side of the first sheet metal part 1113, the first main beam 1151 is located on the upper side of the third main beam 1161, the second main beam 1152 is located on the upper side of the fourth main beam 1162, the seventh pipe 1133 is located on the upper side of the eighth pipe 1134, the fifth pipe 1131 and the sixth pipe 1132 are both located on the upper side of the seventh pipe 1133, and the second sheet metal part 1135 is located on the lower side of the seventh pipe 1133 and on the upper side of the eighth pipe 1134. With the above configuration, the first pillar 111, second pillar 112, third pillar 113, fourth pillar 114, upper main beam 115, and lower main beam 116 constitute the basic frame of the vehicle frame 11, thereby improving the strength of the vehicle frame 11. Furthermore, by optimizing the structure of the first pillar 111, second pillar 112, third pillar 113, fourth pillar 114, upper main beam 115, and lower main beam 116—specifically by replacing tubular components with sheet metal structures—the number of tubular components in the vehicle frame 11 is reduced, thereby lowering the weight of the all-terrain vehicle 100 and achieving lightweighting of both the vehicle frame 11 and the all-terrain vehicle 100. Specifically, replacing the tubular components of the lower half of the first pillar 111 with sheet metal parts facilitates the fixed connection of the first pillar 111, and the sheet metal parts facilitate the installation of components of the all-terrain vehicle 100, improving the assemblability of the all-terrain vehicle 100. Specifically, some tubular components of the third pillar 113 are replaced with sheet metal parts. The above-described configuration reduces the need for mounting structures, improves the integration of the frame 11, and facilitates the lightweighting of the frame 11. In this embodiment, the frame 11 can be made of a high-strength 20CrMo material, thereby increasing the strength of the frame 11 and reducing its weight.

[0035] In one implementation, the all-terrain vehicle 100 includes a symmetry plane 101 perpendicular to the left-right direction, and the all-terrain vehicle 100 is substantially symmetrical about the symmetry plane 101. The frame 11 is also substantially symmetrical about the symmetry plane 101. Specifically, the first pipe 1111 and the second pipe 1112 are substantially symmetrical about the symmetry plane 101, the third pipe 1121 and the fourth pipe 1122 are substantially symmetrical about the symmetry plane 101, the fifth pipe 1131 and the sixth pipe 1132 are substantially symmetrical about the symmetry plane 101, the ninth pipe 1141 and the tenth pipe 1142 are substantially symmetrical about the symmetry plane 101, the first main beam 1151 and the second main beam 1152 are substantially symmetrical about the symmetry plane 101, and the third main beam 1161 and the fourth main beam 1162 are substantially symmetrical about the symmetry plane 101. In this embodiment, the seventh pipe 1133 extends substantially in the left-right direction, and the eighth pipe 1134 extends substantially in the left-right direction.

[0036] In one implementation, the first strut 111, the second strut 112, the upper main beam 115, and the lower main beam 116 form a first space; the second strut 112, the third strut 113, the upper main beam 115, and the lower main beam 116 form a second space; and the third strut 113, the fourth strut 114, the upper main beam 115, and the lower main beam 116 form a third space. The front suspension 131 is at least partially disposed in the first space, that is, at least partially disposed between the first strut 111 and the second strut 112. The powertrain 14 is at least partially disposed in the second space, that is, at least partially disposed between the second strut 112 and the third strut 113. The rear suspension 132 is at least partially disposed in the third space, that is, at least partially disposed between the third strut 113 and the fourth strut 114. Specifically, at least a portion of the rear suspension 132 is disposed on the third strut 113. In this embodiment, at least a portion of the rear suspension 132 is mounted on the second sheet metal part 1135.

[0037] like Figure 4As shown, in one implementation, the first main beam 1151 includes a first front beam 1151a, a first connecting beam 1151b, and a first rear beam 1151c. The first front beam 1151a, the first connecting beam 1151b, and the first rear beam 1151c are fixedly connected or integrally formed. The first front beam 1151a is located on the front side of the first connecting beam 1151b, and one end of the first front beam 1151a and the first connecting beam 1151b are connected. The first rear beam 1151c is located on the rear side of the first connecting beam 1151b, and the other end of the first rear beam 1151c is connected to the first connecting beam 1151b. The second main beam 1152 includes a second front beam 1152a, a second connecting beam 1152b, and a second rear beam 1152c. The second front beam 1152a, the second connecting beam 1152b, and the second rear beam 1152c are fixedly connected or integrally formed. The second front beam 1152a is located on the front side of the second connecting beam 1152b, and one end of the second front beam 1152a and the second connecting beam 1152b are connected. The second rear beam 1152c is located on the rear side of the second connecting beam 1152b, and the other end of the second rear beam 1152c and the second connecting beam 1152b are connected. The axes of the first front beam 1151a and the second front beam 1152a are substantially in the same plane. The axes of the first rear beam 1151c and the second rear beam 1152c are substantially in the same plane. The axes of the first connecting beam 1151b and the second connecting beam 1152b are substantially in the same plane. The maximum distance between the axes of the first front beam 1151a and the second front beam 1152a is a first distance S1, and the minimum distance between the axes of the first rear beam 1151c and the second rear beam 1152c is a second distance S2. The first distance S1 is less than the second distance S2. The ratio of the first distance S1 to the second distance S2 is greater than or equal to 0.3 and less than 1. Specifically, the ratio of the first distance S1 to the second distance S2 is greater than or equal to 0.4 and less than or equal to 0.9. In this embodiment, the ratio of the first distance S1 to the second distance S2 is greater than or equal to 0.5 and less than or equal to 0.8. With the above settings, the left and right width of the front part of the upper main beam 115 can be narrower, which is beneficial for the arrangement of the power assembly 14, the control assembly 27, and the cables of the all-terrain vehicle 100; the left and right width of the rear part of the upper main beam 115 can be wider, which is beneficial for the arrangement of the saddle assembly 15, the electrical assembly 18, etc., thereby improving the space utilization of the all-terrain vehicle 100 and making the structure of the all-terrain vehicle 100 more compact.

[0038] As one implementation, the axis of the first connecting beam 1151b intersects obliquely with a straight line extending in the front-rear direction of the all-terrain vehicle 100, and the axis of the second connecting beam 1152b also intersects obliquely with a straight line extending in the front-rear direction of the all-terrain vehicle 100. Specifically, along the front-to-back direction of the all-terrain vehicle 100, the distance between the axes of the first connecting beam 1151b and the second connecting beam 1152b gradually decreases. With the above arrangement, the transition between the first front beam 1151a and the first rear beam 1151c can be improved by the first connecting beam 1151b, and the transition between the second front beam 1152a and the second rear beam 1152c can be improved by the second connecting beam 1152b.

[0039] In this embodiment, a first front beam 1151a is at least partially disposed between the first support column 111 and the second support column 112, and a second front beam 1152a is at least partially disposed between the first support column 111 and the second support column 112. A first connecting beam 1151b is at least partially disposed between the second support column 112 and the third support column 113, and a second connecting beam 1152b is at least partially disposed between the second support column 112 and the third support column 113. A first rear beam 1151c is at least partially disposed between the third support column 113 and the fourth support column 114, and a second rear beam 1152c is at least partially disposed between the third support column 113 and the fourth support column 114.

[0040] like Figure 5As shown, in one implementation, the third main beam 1161 includes a first square tube 1161b and a second square tube 1161c. Along the front-rear direction of the all-terrain vehicle 100, the first square tube 1161b is positioned in front of the second square tube 1161c. One end of the first square tube 1161b is connected to a first sheet metal part 1113, and the other end of the first square tube 1161b is connected to one end of an eighth pipe fitting 1134, with the end of the eighth pipe fitting 1134 connected to the first square tube 1161b being the first end. One end of the second square tube 1161c is connected to the first end, and the first square tube 1161b is connected to one side of the first end, while the second square tube 1161c is connected to the other side of the first end. The other end of the second square tube 1161c is connected to a ninth pipe fitting 1141. Specifically, the first square tube 1161b has several notch structures 1161d. The first square tube 1161b can be bent through the notch structures 1161d. The orientation of the notch structure 1161d can be adjusted according to actual needs; that is, the notch structure 1161d can be set along a preset direction, so that the first square tube 1161b can be bent in the preset direction. The preset direction can be any direction. In this embodiment, the notch structure 1161d includes a first notch 1161e and a second notch 1161f. The first notch 1161e and the second notch 1161f are set in opposite directions. The first square tube 1161b includes a first segment 1161g, a second segment 1161h, and a third segment 1161j, which are integrally formed. Along the left-right direction of the all-terrain vehicle 100, the second segment 1161h bends to the left relative to the first segment 1161g through the first notch 1161e, and the second segment 1161h bends to the right relative to the third segment 1161j through the second notch 1161f. The first segment 1161g and the third segment 1161j are arranged in a basically parallel manner, with the first segment 1161g extending basically in the front-to-back direction. The notch structure 1161d can be formed by laser cutting, manual cutting, or other methods. The notch structure 1161d can be a triangular prism, a triangular pyramid, etc., and its shape can be adjusted according to actual needs, only requiring that it allows the first square tube 1161b to be bent.

[0041] As one implementation, the cross-section of the third main beam 1161 is basically rectangular, meaning the cross-section of the first square tube 1161b and the second square tube 1161c are both basically rectangular. The first square tube 1161b includes a first side 1161k, a second side 1161m, a third side 1161n, and a fourth side 1161p. The notch structure 1161d at least divides the first side 1161k, the second side 1161m, and the third side 1161n, meaning the fourth side 1161p of the first square tube 1161b is in a connected state, thus ensuring that at least one side of the first square tube 1161b is undivided. It is understandable that the notch structure 1161d divides at least any three sides of the first square tube 1161b, and the specific three divided sides can be adjusted according to actual needs. The above-mentioned design can resolve the manufacturing defects of the bent parts, prevent surface depressions in the first square tube 1161b, improve the strength and electrophoretic effect of the first square tube 1161b, and thus enhance the strength of the all-terrain vehicle 100. Specifically, taking the first segment 1161g and the second segment 1161h as examples, the divided first side 1161k includes the first surface on the first segment 1161g and the second surface on the second segment 1161h; the divided second side 1161m includes the third surface on the first segment 1161g and the fourth surface on the second segment 1161h; and the divided third side 1161n includes the fifth surface on the first segment 1161g and the sixth surface on the second segment 1161h. In this embodiment, the first square tube 1161b is bent with the fourth side 1161p as the bending surface, so that the first and second sides are joined, the third and fourth sides are joined, and the fifth and sixth sides are joined, thereby completing the bending of the first square tube 1161b. It can be understood that the bending of the first segment 1161g and the second segment 1161h constitutes the first bend, and the bending of the second segment 1161h and the third segment 1161j constitutes the second bend. The bending methods of the second bend and the first bend are basically the same, but the bending directions are opposite. The first and second sides can be connected by welding, the third and fourth sides can be connected by welding, and the fifth and sixth sides can be connected by welding.

[0042] In one implementation, the first square tube 1161b includes a first cut surface and a second cut surface divided by a notch structure 1161d. The intersection line of the first and second cut surfaces is located on the fourth side surface 1161p. After the first square tube 1161b is bent with the fourth side surface 1161p as the bending surface, the first and second cut surfaces are essentially in contact. The angle η between the first and second cut surfaces is greater than or equal to 0° and less than or equal to 90°. Specifically, the angle η between the first and second cut surfaces is greater than or equal to 15° and less than or equal to 75°. In this embodiment, the angle η between the first and second cut surfaces is greater than or equal to 30° and less than or equal to 60°. Through the above settings, the bending angle of the first square tube 1161b can be controlled by controlling the range of angle η, thereby meeting the tube requirements of different vehicle frames 11. Furthermore, by controlling the range of angle η, the process defects of the bent parts can be solved, the surface depression of the first square tube 1161b can be prevented, the strength of the first square tube 1161b can be improved, the electrophoretic effect of the first square tube 1161b can be improved, and thus the strength of the all-terrain vehicle 100 can be improved.

[0043] In one implementation, the structure of the fourth main beam 1162 is basically the same as that of the third main beam 1161, and the structures of the third main beam 1161 and the fourth main beam 1162 are basically symmetrical about the plane of symmetry 101. Specifically, at least a portion of the fourth main beam 1162 is also bent through a notch structure 1161d. The notch structure 1161d allows at least a portion of the fourth main beam 1162 to be bent in any direction. In this embodiment, the bending method of the fourth main beam 1162 is basically the same as that of the third main beam 1161, thus ensuring that the structures of the fourth main beam 1162 and the third main beam 1161 are basically symmetrical about the plane of symmetry 101. This arrangement solves the manufacturing defects of the bent parts, prevents surface depressions of the fourth main beam 1162, improves the strength of the fourth main beam 1162, enhances the electrophoretic effect of the fourth main beam 1162, and ultimately improves the strength of the all-terrain vehicle 100.

[0044] like Figure 6As shown, in one implementation, the frame 11 also includes a sub-main beam 118. The sub-main beam 118 is disposed below the upper main beam 115 to improve the stress distribution between the upper main beam 115 and the third support column 113. One end of the sub-main beam 118 is connected to the third support column 113, and the other end of the sub-main beam 118 is attached to and connected to the upper main beam 115. The sub-main beam 118 is at least partially disposed between the third support column 113 and the fourth support column 114. Through this arrangement, the third support column 113 and the sub-main beam 118 can simultaneously support the upper main beam 115, thereby changing the support of the upper main beam 115 from a point support by the third support column 113 to a joint support by the third support column 113 and the sub-main beam 118. This optimizes the support position of the upper main beam 115: the support position changes from one to multiple, thereby improving the strength and stiffness of the upper main beam 115 and preventing cracking due to insufficient strength. The secondary main beam 118 is supported by line or surface, meaning that at least a portion of the secondary main beam 118 and the upper main beam 115 are in line or surface contact. Specifically, the connection between the third support column 113 and the upper main beam 115 is the first support position, and the connection between the secondary main beam 118 and the upper main beam 115 is the second support position. The first support position is located in front of the second support position. The third support column 113 supports the upper main beam 115 through the first support position, and the secondary main beam 118 supports the upper main beam 115 through the second support position. Specifically, the secondary main beam 118 includes a fifth main beam 1181 and a sixth main beam 1182. The fifth main beam 1181 is located below the first main beam 1151, with one end connected to the fifth pipe fitting 1131 and the other end attached to and connected to the first main beam 1151. The sixth main beam 1182 is disposed below the second main beam 1152. One end of the sixth main beam 1182 is connected to the sixth pipe fitting 1132, and the other end of the sixth main beam 1182 is attached to and connected to the second main beam 1152. The fifth main beam 1181 is at least partially disposed between the third support 113 and the fourth support 114, and the sixth main beam 1182 is at least partially disposed between the third support 113 and the fourth support 114. In this embodiment, the fifth main beam 1181 is at least partially disposed between the fifth pipe fitting 1131 and the ninth pipe fitting 1141, and the sixth main beam 1182 is at least partially disposed between the sixth pipe fitting 1132 and the tenth pipe fitting 1142.

[0045] In one implementation, the fifth main beam 1181 includes a first branch pipe 1181a and a second branch pipe 1181b. The first branch pipe 1181a and the second branch pipe 1181b are fixedly connected or integrally formed. One end of the first branch pipe 1181a is connected to the fifth pipe fitting 1131, and the other end of the first branch pipe 1181a is connected to one end of the second branch pipe 1181b. The second branch pipe 1181b is attached to and connected to the first main beam 1151, and the second branch pipe 1181b is located on the lower side of the first main beam 1151. Through the above arrangement, the fifth pipe fitting 1131 and the fifth main beam 1181 can simultaneously support the first main beam 1151, thereby changing the support of the first main beam 1151 from a point support by the fifth pipe fitting 1131 to a joint support by the fifth pipe fitting 1131 and the fifth main beam 1181. This optimizes the support position of the first main beam 1151: the support position changes from one to multiple, thus improving the strength and stiffness of the first main beam 1151 and preventing cracking due to insufficient strength. The support of the fifth main beam 1181 is either line support or surface support. In this embodiment, one end of the first branch pipe 1181a can be connected to the middle of the fifth pipe fitting 1131. In this embodiment, when the first main beam 1151 is supported by the point support of the fifth pipe fitting 1131, the maximum bending moment of the first main beam 1151 is the first bending moment; when the first main beam 1151 is supported by the combined support of the fifth pipe fitting 1131 and the fifth main beam 1181, the maximum bending moment of the first main beam 1151 is the second bending moment. The first bending moment is greater than the second bending moment, thereby reducing the bending moment of the first main beam 1151 and thus improving the strength and stiffness of the first main beam 1151.

[0046] In one implementation, the sixth main beam 1182 includes a third branch pipe 1182a and a fourth branch pipe 1182b. The third branch pipe 1182a and the fourth branch pipe 1182b are fixedly connected or integrally formed. One end of the third branch pipe 1182a is connected to the sixth pipe fitting 1132, and the other end of the third branch pipe 1182a is connected to one end of the fourth branch pipe 1182b. The fourth branch pipe 1182b is attached to and connected to the second main beam 1152, and is located below the second main beam 1152. Through this arrangement, the sixth pipe fitting 1132 and the sixth main beam 1182 can simultaneously support the second main beam 1152, thereby improving the strength and rigidity of the second main beam 1152 and preventing cracking due to insufficient strength. The support of the sixth main beam 1182 is either line support or surface support. In this embodiment, one end of the third branch pipe 1182a can be connected to the middle of the sixth pipe fitting 1132. The stress condition of the second main beam 1152 is basically the same as that of the first main beam 1151.

[0047] In this embodiment, the first main beam 1151 and the second branch pipe 1181b can be connected by welding. Specifically, the first main beam 1151 and the second branch pipe 1181b can be connected by lap welding; the second main beam 1152 and the fourth branch pipe 1182b can be connected by welding. Specifically, the second main beam 1152 and the fourth branch pipe 1182b can be connected by lap welding.

[0048] As one implementation, the third pillar 113, the upper main beam 115, and the secondary main beam 118 form a frame structure 119. The frame structure 119 can be a triangular frame, thereby making the support of the upper main beam 115 more stable and the stress distribution more even, thus improving the connection stability of the third pillar 113, the upper main beam 115, and the secondary main beam 118. Specifically, the frame structure 119 includes a first frame 1191 and a second frame 1192. The first branch pipe 1181a, the first main beam 1151, and the fifth pipe fitting 1131 form the first frame 1191. The first frame 1191 can be a triangular frame, thereby making the support of the first main beam 1151 more stable and the stress distribution more even, which is beneficial to improving the connection stability of the first branch pipe 1181a, the first main beam 1151, and the fifth pipe fitting 1131, thus improving the connection stability of the frame 11. The third branch pipe 1182a, the second main beam 1152, and the sixth pipe fitting 1132 form a second frame 1192. The second frame 1192 can be a triangular frame, thereby making the support of the second main beam 1152 more stable and the stress distribution more even. This improves the connection stability of the third branch pipe 1182a, the second main beam 1152, and the sixth pipe fitting 1132, and consequently improves the connection stability of the frame 11. In this embodiment, the first branch pipe 1181a and the fifth pipe fitting 1131 can be connected by welding, and the fifth pipe fitting 1131 and the first main beam 1151 can be connected by welding, thereby improving the connection stability of the first branch pipe 1181a, the first main beam 1151, and the fifth pipe fitting 1131. The third branch pipe 1182a and the sixth pipe fitting 1132 can be connected by welding, and the sixth pipe fitting 1132 and the second main beam 1152 can be connected by welding, thereby improving the connection stability of the third branch pipe 1182a, the second main beam 1152, and the sixth pipe fitting 1132. The first frame 1191 and the second frame 1192 can also be frames of other shapes.

[0049] like Figure 7 and Figure 8As shown, in one implementation, the mounting bracket assembly 16 includes a front bracket 164 and a bumper mechanism 165. The front bracket 164 is at least partially mounted on the frame 11, and the bumper mechanism 165 is at least partially mounted on the front bracket 164. The cooling assembly 22 is also at least partially mounted on the front bracket 164. The all-terrain vehicle 100 also includes a winch assembly 23. The winch assembly 23 is at least partially mounted on the front bracket 164. This configuration facilitates the removal and installation of the front bracket 164, thereby improving its maintainability. Furthermore, by integrating the mounting points of the bumper mechanism 165, the cooling assembly 22, and the winch assembly 23 onto the front bracket 164, the all-terrain vehicle 100 becomes more compact, reducing its weight and cost, and improving its assemblability. Specifically, the front bracket 164 is at least partially mounted on the first sheet metal part 1113. The front bracket 164 and the first sheet metal part 113 can be connected by bolts or other means, thereby improving the maintainability of the front bracket 164.

[0050] In one implementation, the front bracket 164 includes a first fixing member 1641, a second fixing member 1642, and several mounting mechanisms 1643. One end of the first fixing member 1641 is connected to one end of the second fixing member 1642, thus forming the main body of the front bracket 164. Along the vertical direction of the all-terrain vehicle 100, the other end of the first fixing member 1641 is connected to the lower end of the first sheet metal part 1113, and the other end of the second fixing member 1642 is connected to the upper end of the first sheet metal part 1113, thereby achieving a stable connection between the front bracket 164 and the first sheet metal part 1113. Specifically, the first fixing member 1641 and the first sheet metal part 1113 can be connected by detachable connection methods such as bolt connection or riveting; the second fixing member 1642 and the first sheet metal part 1113 can also be connected by detachable connection methods such as bolt connection or riveting. The first fixing member 1641 and the second fixing member 1642 can be connected by welding or bolt connection. In this embodiment, a first connector 1113a is provided at the upper end of the first sheet metal part 1113, and the first sheet metal part 1113 and the second fixing part 1642 are connected through the first connector 1113a, thereby making the connection between the first sheet metal part 1113 and the second fixing part 1642 more stable. A second connector 1113b is provided at the lower end of the first sheet metal part 1113, and the first sheet metal part 1113 and the first fixing part 1641 are connected through the second connector 1113b, thereby making the connection between the first sheet metal part 1113 and the first fixing part 1641 more stable.

[0051] In one implementation, the first sheet metal part 1113 includes a first support member 1113c, a second support member 1113d, and a third support member 1113e. The first support member 1113c and the second support member 1113d are arranged substantially parallel to each other, and the third support member 1113e is arranged substantially perpendicular to the first support member 1113c. Along the vertical direction of the all-terrain vehicle 100, both the first support member 1113c and the second support member 1113d are located above the third support member 1113e. One end of the first support member 1113c is connected to one end of the third support member 1113e, and the other end of the first support member 1113c is connected to the first pipe 1111. One end of the second support member 1113d is connected to the other end of the third support member 1113e, and the other end of the second support member 1113d is connected to the second pipe 1112. Furthermore, one end of the third support member 1113e is connected to the third main beam 1161, and the other end of the third support member 1113e is connected to the fourth main beam 1162. Specifically, the first column 111 also includes an eleventh pipe member 1114. One end of the eleventh pipe member 1114 is connected to the upper end of the first support member 1113c and is located on the upper side of the first support member 1113c; the other end of the eleventh pipe member 1114 is connected to the upper end of the second support member 1113d and is located on the upper side of the second support member 1113d. Eleventh pipe fitting 1114 is connected at one end to the lower end of first support member 1113c, and first pipe fitting 1111 is located above eleventh pipe fitting 1114; eleventh pipe fitting 1114 is connected at one end to the lower end of second support member 1113d, and second pipe fitting 1112 is located above eleventh pipe fitting 1114. Specifically, eleventh pipe fitting 1114 and first pipe fitting 1111 are connected by welding, eleventh pipe fitting 1114 and second pipe fitting 1112 are connected by welding, eleventh pipe fitting 1114 and first support member 1113c are connected by welding, and eleventh pipe fitting 1114 and second support member 1113d are connected by welding.

[0052] In this embodiment, a first connecting member 1113a is provided on the first support member 1113c, and a first connecting member 1113a is also provided on the second support member 1113d, thereby connecting the first support member 1113c and the second fixing member 1642, and connecting the second support member 1113d and the second fixing member 1642. A second connecting member 1113b is provided on the third support member 1113e, thereby connecting the third support member 1113e and the first fixing member 1641. The two first connecting members 1113a and the second connecting member 1113b constitute a mounting frame, the shape of which is basically triangular, thereby improving the fixing effect of the front bracket 164. Through the above arrangement, the front bracket 164 can be mounted on the first sheet metal part 1113 through the mounting frame, making the connection between the front bracket 164 and the first sheet metal part 1113 more stable, thereby improving the connection stability of the all-terrain vehicle 100. Specifically, along the front-rear direction of the all-terrain vehicle 100, the first connector 1113a is located on the front side of the first support 1113c, the first connector 1113a is also located on the front side of the second support 1113d, and the second connector 1113b is located on the front side of the third support 1113e.

[0053] As one implementation, the suspension assembly 13 also includes a stabilizer bar 133. The stabilizer bar 133 is at least partially disposed on the first sheet metal part 1113 to stabilize the body of the all-terrain vehicle 100, thereby preventing excessive tilting of the all-terrain vehicle 100 and improving its stability. Specifically, the first support member 1113c is provided with a first mounting hole 1113f, and the second support member 1113d is also provided with a first mounting hole 1113f. The first mounting hole 1113f is used to connect the stabilizer bar 133 and the first support member 1113c, and also to connect the stabilizer bar 133 and the second support member 1113d, thereby achieving the connection between the first sheet metal part 1113 and the stabilizer bar 133. The axis of the first mounting hole 1113f extends substantially in the front-rear direction. In this embodiment, the stabilizer bar 133 can be installed or removed according to actual needs.

[0054] As one implementation, the all-terrain vehicle 100 also includes an information component 24. The information component 24 can be a nameplate used to record information about the all-terrain vehicle 100, such as the manufacturer's name and the product's rated technical data. The first sheet metal part 1113 is also provided with a second mounting hole 1113g. Specifically, the first support member 1113c and the second support member 1113d are both provided with second mounting holes 1113g, which are used to connect the information component 24 and the first sheet metal part 1113. In this embodiment, along the left-right direction of the all-terrain vehicle 100, the first support member 1113c is located to the left of the second support member 1113d. The second mounting hole 1113g is located to the left of the first support member 1113c and to the right of the second support member 1113d. The axis of the second mounting hole 1113g extends substantially along the left-right direction.

[0055] Through the above-described configuration, the first sheet metal part 1113 integrates the mounting points for structures such as the stabilizer bar 133, information component 24, and front bracket 164, thereby achieving integration of these structures. This facilitates the installation and removal of the stabilizer bar 133, information component 24, and front bracket 164, improving their maintainability and ultimately enhancing the maintainability of the all-terrain vehicle 100. Furthermore, this configuration simplifies the structure of the first sheet metal part 1113, increasing the structural compactness of the stabilizer bar 133, information component 24, and front bracket 164, thus improving the overall structural compactness of the all-terrain vehicle 100.

[0056] In one implementation, the lengths of the first pipe 1111 and the second pipe 1112 along the upward direction of the all-terrain vehicle 100 are substantially the same, and the lengths of the first pipe 1111 and the second pipe 1112 along the upward direction of the all-terrain vehicle 100 constitute the first length, while the length of the first sheet metal part 1113 along the vertical direction of the all-terrain vehicle 100 constitutes the second length. The ratio of the first length to the second length is greater than or equal to 0.86 and less than or equal to 1.61. Specifically, the ratio of the first length to the second length is greater than or equal to 0.98 and less than or equal to 1.48. In this embodiment, the ratio of the first length to the second length is greater than or equal to 1.11 and less than or equal to 1.36. Since the first pillar 111 is composed of sheet metal parts and pipes, through the above arrangement, the structure of the first pillar 111 can be simplified while satisfying the requirements of optimal structure and high strength, thereby reducing the mass of the first pillar 111, achieving lightweighting of the first pillar 111, and further achieving lightweighting of the vehicle frame 11.

[0057] like Figure 7 and Figure 9As shown, in one implementation, several mounting mechanisms 1643 are mounted on the first fixing member 1641, and several mounting mechanisms 1643 are mounted on the second fixing member 1642. The bumper assembly 165 is mounted on the front bracket 164 via several mounting mechanisms 1643. The heat dissipation assembly 22 is mounted on the front bracket 164 via several mounting mechanisms 1643. The winch assembly 23 is mounted on the front bracket 1643 via several mounting mechanisms 1643. Specifically, the mounting mechanism 1643 includes a first mounting point 1643a, a second mounting point 1643b, a third mounting point 1643c, and a fourth mounting point 1643d. The bumper assembly 165 includes a front bumper 1651. The heat dissipation assembly 22 includes a cooling module 221. The winch assembly 23 includes a winch 231 and a rope guide bracket 232. The winch 231 is a vertically mounted drum rotated by human or mechanical power. It is a lifting device that completes traction operations by horizontally winding flexible components (wire rope, chain, etc.), and serves as a self-protection and traction device for all-terrain vehicles. The rope guide bracket 232 is a flexible component used to fix the winch 231, thereby making the extension and retraction of the flexible component smoother and improving the working efficiency of the winch 231. The front bumper 1651 is mounted on the front bracket 164 via the first mounting point 1643a. The cooling module 221 is mounted on the front bracket 164 via the second mounting point 1643b. The winch 231 is mounted on the front bracket 164 via the third mounting point 1643c, and the rope guide bracket 232 is mounted on the front bracket 1643d. In this embodiment, the front bumper 1651 is mounted on the first fixing member 1641 via the first mounting point 1643a. The cooling module 221 is mounted on the second fixing member 1642 via the second mounting point 1643b. The winch 231 is mounted on the second fixing member 1642 via the third mounting point 1643c, and the rope guide bracket 232 is mounted on the first fixing member 1641 via the fourth mounting point 1643d. In this embodiment, the front bumper 1651 and the first mounting point 1643a are bolted together, the cooling module 221 and the second mounting point 1643b are bolted together, the winch 231 and the third mounting point 1643c are bolted together, and the rope guide bracket 232 and the fourth mounting point 1643d are bolted together. Through the above arrangement, the mounting points for the front bumper 1651, cooling module 221, winch 231, and rope guide bracket 232 are integrated on the front bracket 164, thereby making the structure of the all-terrain vehicle 100 more compact, reducing the weight and cost of the all-terrain vehicle 100, and improving the assemblability of the all-terrain vehicle 100.

[0058] In one implementation, the all-terrain vehicle 100 includes a projection plane 103 perpendicular to the front-rear direction. The axis of the first traveling wheel 121 extends substantially in the left-right direction, and the axis of the first traveling wheel 121 is substantially located on the projection plane 103. The all-terrain vehicle 100 is cross-sectioned by the projection plane 103. The cross-section is the section formed by the projection plane 103 after removing the traveling component 12 from the all-terrain vehicle 100. The projection of the outer contour of the front support 164 onto the projection plane 103 in the front-rear direction is the projection surface. The ratio of the area of ​​the projection surface to the area of ​​the cross-section is greater than or equal to 0.09 and less than or equal to 0.18. Specifically, the ratio of the area of ​​the projection surface to the area of ​​the cross-section is greater than or equal to 0.1 and less than or equal to 0.17. In this embodiment, the ratio of the area of ​​the projection surface to the area of ​​the cross-section is greater than or equal to 0.12 and less than or equal to 0.15. Furthermore, the ratio of the area of ​​the projection surface to the area of ​​the cross-section is greater than or equal to 0.13 and less than or equal to 0.14. The above configuration allows for a smaller layout space for the front bracket 164, which integrates multiple mounting points. This improves the structural compactness of the front bracket 164, thereby increasing the space utilization of the all-terrain vehicle 100, reducing its weight and cost, and ultimately achieving lightweighting of the all-terrain vehicle 100.

[0059] In one implementation, the ratio of the width of the projection surface in the left-right direction to the width of the cross-section in the left-right direction is greater than or equal to 0.16 and less than or equal to 0.31. The ratio of the height of the projection surface in the up-down direction to the height of the cross-section in the up-down direction is greater than or equal to 0.24 and less than or equal to 0.47. Specifically, the ratio of the width of the projection surface in the left-right direction to the width of the cross-section in the left-right direction is greater than or equal to 0.18 and less than or equal to 0.29. The ratio of the height of the projection surface in the up-down direction to the height of the cross-section in the up-down direction is greater than or equal to 0.28 and less than or equal to 0.43. In this embodiment, the ratio of the width of the projection surface in the left-right direction to the width of the cross-section in the left-right direction is greater than or equal to 0.21 and less than or equal to 0.26. The ratio of the height of the projection surface in the up-down direction to the height of the cross-section in the up-down direction is greater than or equal to 0.31 and less than or equal to 0.39. The above configuration allows for a smaller layout space for the front bracket 164, which integrates multiple mounting points. This improves the structural compactness of the front bracket 164, thereby increasing the space utilization of the all-terrain vehicle 100, reducing its weight and cost, and ultimately achieving lightweighting of the all-terrain vehicle 100.

[0060] In one implementation, the first fixing member 1641 and the second fixing member 1642 are arranged perpendicularly or intersectingly. Along the front-rear and vertical directions of the all-terrain vehicle 100, the front bumper 1651 is at least partially located on the front side of the first fixing member 1641, the rope guide bracket 232 is at least partially located between the first fixing member 1641 and the front bumper 1651, the winch 231 is at least partially located on the rear side of the first fixing member 1641 and at least partially located on the lower side of the second fixing member 1642, the cooling module 221 is at least partially located on the upper side of the second fixing member 1642, and the front bracket 164 is at least partially located on the front side of the first fixing member 1641. Specifically, a third connecting member 1644 is provided on both the left and right sides of the first fixing member 1641. In this embodiment, the third connecting member 1644 may only be provided on the left and right sides of the first fixing member 1641, used to connect the first fixing member 1641 and the front bumper 1651. The third connecting member 1644 and the first fixing member 1641 can be connected by bolts, welding, or other methods.

[0061] In this embodiment, the third connecting member 1644 can also be disposed on the left and right sides of the first fixing member 1641 and connect the first fixing member 1641 and the second fixing member 1642, thereby serving as a reinforcing structure for the connection between the first fixing member 1641 and the second fixing member 1642, making the connection between the first fixing member 1641 and the second fixing member 1642 more stable. Furthermore, the third connecting member 1644 is also used to connect the first fixing member 1641 and the front bumper 1651. The third connecting member 1644 can be connected to the first fixing member 1641 by bolts, welding, or other means. Simultaneously, the third connecting member 1644 can be connected to the second fixing member 1642 by bolts, welding, or other means, thereby achieving the connection between the first fixing member 1641 and the second fixing member 1642, and the connection between the first fixing member 1641 and the front bumper 1651. The first mounting point 1643a is disposed on the third connecting member 1644. The first mounting point 1643a can be a mounting hole, and its axis extends substantially in the left-right direction. In this manner, the mounting points of the front bumper 1651 can be located on the left and right sides of the front bracket 164, that is, the mounting points of the front bumper 1651 are located on the sides of the front bracket 164. This facilitates the removal and installation of the front bumper 1651, improves its maintainability, and consequently improves the maintainability of the all-terrain vehicle 100. Furthermore, the front bumper 1651 can be installed or removed according to actual needs.

[0062] like Figure 10As shown, in one implementation, the mounting bracket assembly 16 further includes a fourth mounting bracket 167. The fourth mounting bracket 167 is at least partially disposed on the frame 11 to provide storage space for cargo. Specifically, the fourth mounting bracket 167 may be disposed on the front side and / or the rear side of the frame 11. The fourth mounting bracket 167 is at least partially disposed on the upper main beam 115. In this embodiment, the fourth mounting bracket 167 is at least partially disposed between the first main beam 1151 and the second main beam 1152, with one end of the fourth mounting bracket 167 connected to the first main beam 1151 and the other end connected to the second main beam 1152. This arrangement makes the connection between the fourth mounting bracket 167 and the frame 11 more stable and facilitates the installation or removal of the fourth mounting bracket 167, thereby simplifying the structure of the fourth mounting bracket 167, improving its structural compactness, and enhancing its maintainability, thus improving the maintainability and structural compactness of the all-terrain vehicle 100.

[0063] like Figures 10 to 12As shown, in one implementation, the fourth mounting frame 167 includes a front mounting frame 1671, a front shelf 1672, a rear mounting frame 1673, and a rear shelf 1674. The front shelf 1672 and rear shelf 1674 are shelves for the all-terrain vehicle 100, and the front mounting frame 1671 and rear mounting frame 1673 are connecting frames for the shelves. The connecting frames are mounted on the vehicle frame 11 and at least partially between the first main beam 1151 and the second main beam 1152. The shelves are mounted on the vehicle frame 11 via the connecting frames. Along the longitudinal direction of the all-terrain vehicle 100, the front mounting frame 1671 is located on the front side of the vehicle frame 11 and forms a detachable connection with the vehicle frame 11, at least partially between the first main beam 1151 and the second main beam 1152. The rear mounting frame 1673 is located on the rear side of the vehicle frame 11 and forms a detachable connection with the vehicle frame 11, at least partially between the first main beam 1151 and the second main beam 1152. The front rack 1672 is mounted on the frame 11 via a front mounting bracket 1671, and the rear rack 1674 is mounted on the frame 11 via a rear mounting bracket 1673. Specifically, the mounting bracket assembly 16 also includes a fifth mounting bracket 168. The fifth mounting bracket 168 is at least partially mounted on the frame 11 and serves to connect the suspension assembly 13 and the frame 11. Specifically, the fifth mounting bracket 168 includes a first shock absorber bracket 1681. The first shock absorber bracket 1681 is at least partially located on the front side of the frame 11, and is at least partially located between the first main beam 1151 and the second main beam 1152. Both ends of the first shock absorber 1681 are provided with first connection points 1681a. One side of the front mounting bracket 1671 is connected to one end of the first shock absorber 1681 through the first connection point 1681a, and the other side of the front mounting bracket 1671 is also connected to the other end of the first shock absorber 1681 through the first connection point 1681a, thereby fixing the front mounting bracket 1671 and the vehicle frame 11. In addition, the front mounting bracket 1671 is provided with a second connection point 1671a, which is located on the front side of the front mounting bracket 1671 and is used to connect the front mounting bracket 1671 and the upper main beam 115. Specifically, the front mounting bracket 1671 is connected to the first main beam 1151 through the second connection point 1671a, and the front mounting bracket 1671 is also connected to the second main beam 1152 through the second connection point 1671a. The above-described configuration makes the connection between the front mounting bracket 1671 and the frame 11 more stable, thereby improving the connection stability of the all-terrain vehicle 100. It also allows the front mounting bracket 1671 and the front rack 1672 to be installed or removed as a single unit, thus improving the ease of maintenance for both. In this embodiment, the width of the front mounting bracket 1671 in the left-right direction is greater than the width of the upper main beam 115 in the left-right direction, allowing the front mounting bracket 1671 to secure a larger area of ​​the front rack 1672, increasing the cargo space of the front rack 1672.The width of the upper main beam 115 in the left-right direction refers to the distance between the first main beam 1151 and the second main beam 1152 in the left-right direction.

[0064] Specifically, along the longitudinal direction of the all-terrain vehicle 100, the rear end of the upper main beam 115 is provided with a mounting part 1157 and a third connection point 1158. The mounting part 1157 is used to connect the upper main beam 115 and the rear mounting frame 1673. The third connection point 1158 is also used to connect the upper main beam 115 and the rear mounting frame 1673. The rear mounting frame 1673 is provided with a fourth connection point 1673a and a fifth connection point 1673b. The fourth connection point 1673a is located at both ends of the rear mounting frame 1673 and at the front side of the rear mounting frame 1673, that is, the fourth connection point 1673a is located at both ends of the front side of the rear mounting frame 1673. The fifth connection point 1673b is located at the lower side of the rear mounting frame 1673 and at both ends of the rear mounting frame 1673, that is, the fifth connection point 1673b is located at both ends of the lower side of the rear mounting frame 1673. Mounting part 1157 is connected to the fourth connection point 1673a, and third connection point 1158 is connected to the fifth connection point 1673b. The number of mounting parts 1157 and fourth connection points 1673a is the same, and the number of third connection points 1158 and fifth connection points 1673b is the same, thereby achieving the connection between the rear mounting bracket 1673 and the upper main beam 115. In this embodiment, the rear end of the first main beam 1151 is provided with mounting part 1157 and third connection point 1158, and the rear end of the second main beam 1152 is also provided with mounting part 1157 and third connection point 1158. Mounting part 1157 is at least partially disposed on the lower side of the first main beam 1151, and at least partially disposed on the lower side of the second main beam 1152. Mounting section 1157 and fourth connection point 1673a can be connected by detachable means such as bolts, and third connection point 1158 and fifth connection point 1673b can be connected by detachable means such as bolts, thereby facilitating the disassembly or installation of the rear mounting bracket 1673 and improving the maintainability and replaceability of the rear mounting bracket 1673. It is understood that the third connection point 1158 can be located at the rear end of the upper main beam 115 or at the rear end of the secondary main beam 118. Specifically, at least a portion of the third connection points 1158 can be located at the rear end of the first main beam 1151 and / or the rear end of the fifth main beam 1181, and at least a portion of the third connection points 1158 can be located at the rear end of the second main beam 1152 and / or the rear end of the sixth main beam 1182.

[0065] As one implementation, the fifth connection point 1673b is provided with a first connection hole 1673c and a second connection hole 1673d. The bumper assembly 165 also includes a rear bumper 1652. The rear bumper 1652 is basically U-shaped. The first connection hole 1673c is used to connect the upper main beam 115 and the rear mounting bracket 1673, and the second connection hole 1673d is used to connect the rear mounting bracket 1673 and the rear bumper 1652. The axis of the first connection hole 1673c extends along the front-rear direction of the all-terrain vehicle 100, which facilitates the stable connection between the rear mounting bracket 1673 and the upper main beam 115. The axis of the second connecting hole 1673d extends along the left-right direction of the all-terrain vehicle 100 and is located on the left and right sides of the rear mounting bracket 1673. This allows the mounting points of the rear bumper 1652 to be located on the left and right sides of the all-terrain vehicle 100, facilitating the installation or removal of the rear bumper 1652, improving its maintainability, and consequently enhancing the maintainability of the all-terrain vehicle 100. Furthermore, the rear bumper 1652 can be installed or removed according to actual needs.

[0066] In this embodiment, the mounting part 1157 is provided with a third connecting hole 1157a and a fourth connecting hole 1157b. The axis of the third connecting hole 1157a extends along the vertical direction of the all-terrain vehicle 100, facilitating the connection between the third connecting hole 1157a and the fourth connecting point 1673a, thereby ensuring a stable connection between the mounting part 1157 and the rear mounting bracket 1673. A sixth connecting point 1652a is provided on the front side of both ends of the rear bumper 1652, meaning the sixth connecting point 1652a is located on the front side of the rear bumper 1652 and at both ends of the rear bumper 1652. The axis of the fourth connecting hole 1157b extends substantially along the horizontal direction of the all-terrain vehicle 100, facilitating the connection between the fourth connecting hole 1157b and the sixth connecting point 1652a, thereby ensuring a stable connection between the mounting part 1157 and the rear bumper 1652, and consequently, a stable connection between the upper main beam 115 and the rear bumper 1652. A seventh connection point 1652b is provided on the upper side of both ends of the rear bumper 1652, that is, the seventh connection point 1652b is located on the upper side of the rear bumper 1652 and at both ends of the rear bumper 1652. The seventh connection point 1652b connects to the second connection hole 1673d, thereby making the rear mounting bracket 1673 and the rear bumper 1652 stably connected. In this way, the connection of the rear bumper 1652 can be made more stable, thereby improving the connection stability of the all-terrain vehicle 100.

[0067] like Figure 10 , Figure 13 and Figure 14As shown, in one implementation, the front rack 1672 includes a first component 1672a, a second component 1672b, a first mounting tube 1672c, and a second mounting tube 1672d. The first component 1672a is disposed on the front mounting bracket 1671, and the second component 1672b is disposed on the front mounting bracket 1671. One end of the first mounting tube 1672c is disposed on the first component 1672a, and the other end is disposed on the second component 1672b. One end of the second mounting tube 1672d is disposed on the first component 1672a, and the other end is disposed on the second component 1672b. The first mounting tube 1672c and the front mounting bracket 1671 are connected via the first component 1672a, and the first mounting tube 1672c and the front mounting bracket 1671 are also connected via the second component 1672b. The second mounting tube 1672d and the front mounting bracket 1671 are connected by the first component 1672a, and the second mounting tube 1672d and the front mounting bracket 1671 are also connected by the second component 1672b. This arrangement makes the connection between the front rack 1672 and the front mounting bracket 1671 more stable, facilitating the installation or removal of the front rack 1672 and the front mounting bracket 1671, thereby improving their maintainability. Furthermore, this arrangement also facilitates the integrated installation or removal of the front rack 1672 and at least part of the vehicle body panel 25, thereby improving the maintainability of the vehicle body panel 25. Specifically, the first component 1672a and the second component 1672b are arranged substantially parallel to each other, and the first component 1672a extends substantially along the longitudinal direction of the all-terrain vehicle 100. The structures of the first component 1672a and the second component 1672b are substantially identical, and the first component 1672a and the second component 1672b are arranged substantially symmetrically about the plane of symmetry 101. The first mounting tube 1672c extends substantially along the left-right direction of the all-terrain vehicle 100, and at least a portion of the second mounting tube 1672d extends substantially along the left-right direction of the all-terrain vehicle 100. The first mounting tube 1672c is positioned in front of the second mounting tube 1672d. In this embodiment, the first component 1672a, the second component 1672b, the first mounting tube 1672c, and the second mounting tube 1672d substantially form a rectangular frame, thereby making the structure of the front shelf 1672 more stable and facilitating cargo loading. The distance between the first component 1672a and the second component 1672b in the left-right direction is less than the length of the first mounting tube 1672c in the left-right direction, and the distance between the first component 1672a and the second component 1672b in the left-right direction is also less than the length of the second mounting tube 1672d in the left-right direction. This allows for a larger cargo-carrying area formed by the first mounting tube 1672c and the second mounting tube 1672d while still providing a secure hold for the first component 1672a and the second component 1672b, thus increasing cargo space.

[0068] As one implementation method, the first mounting tube 1672c and the second mounting tube 1672d can be made of aluminum, thereby reducing the weight of the front rack 1672, achieving the lightweighting of the front rack 1672, and thus improving the lightweighting of the all-terrain vehicle 100.

[0069] In one implementation, the front mounting bracket 1671 is provided with an eighth connection point 1671b and a ninth connection point 1671c. The first component 1672a is provided with a tenth connection point 1672e and an eleventh connection point 1672f, and the second component 1672b is also provided with a tenth connection point 1672e and an eleventh connection point 1672f. The number of eighth connection points 1671b and tenth connection points 1672e is the same, and they are connected. The number of ninth connection points 1671c and eleventh connection points 1672f is the same, and they are connected. Through this arrangement, the front mounting bracket 1671 and the first component 1672a can be stably connected, and the front mounting bracket 1671 and the second component 1672b can be stably connected, thereby achieving a stable connection between the front mounting bracket 1671 and the front shelf 1672. Specifically, the eighth connection point 1671b has a first hole 1671d, and the tenth connection point 1672e can be a first bolt. The first hole 1671d and the first bolt are connected by a nut, thereby achieving a stable connection between the eighth connection point 1671b and the tenth connection point 1672e. The ninth connection point 1671c has a second hole 1671e, and the eleventh connection point 1672f can be a second bolt. The second hole 1671e and the second bolt are connected by a nut, thereby achieving a stable connection between the ninth connection point 1671c and the eleventh connection point 1672f.

[0070] In this embodiment, the tenth connection point 1672e can be integrally formed with the first component 1672a or welded to the first component 1672a; the tenth connection point 1672e can also be integrally formed with the second component 1672b or welded to the second component 1672b. The eleventh connection point 1672f can also be integrally formed with the first component 1672a or welded to the first component 1672a; the eleventh connection point 1672f can also be integrally formed with the second component 1672b or welded to the second component 1672b. It is understood that the tenth connection point 1672e and the eleventh connection point 1672f can be adjusted according to actual needs. Through the above methods, the connection between the front shelf 1672 and the front mounting bracket 1671 can be made more stable, facilitating the installation or disassembly of the front shelf 1672 and the front mounting bracket 1671, thereby improving the maintainability of the front shelf 1672 and the front mounting bracket 1671. Furthermore, through the tenth connection point 1672e and the eleventh connection point 1672f, the relative position of the first component 1672a and the front mounting bracket 1671 can be determined after the first component 1672a and the front mounting bracket 1671 are connected, that is, the first component 1672a is positioned, thereby improving the positional accuracy of the connection points on the first component 1672a and improving the assemblability of the first component 1672a; similarly, after the second component 1672b and the front mounting bracket 1671 are connected, the relative position of the second component 1672b and the front mounting bracket 1671 can be determined, that is, the second component 1672b is positioned, thereby improving the positional accuracy of the connection points on the second component 1672b and improving the assemblability of the second component 1672b.

[0071] In one implementation, when the tenth connection point 1672e is welded to the first component 1672a, the tenth connection point 1672e is welded to the second component 1672b, and the eleventh connection point 1672f is welded to the first component 1672a, and the eleventh connection point 1672f is welded to the second component 1672b, the first component 1672a is provided with a third hole 1672m and a fourth hole 1672n, and the second component 1672b is also provided with a third hole 1672m and a fourth hole 1672n. The tenth connection point 1672e and the eleventh connection point 1672f have basically the same structure, and both the tenth connection point 1672e and the eleventh connection point 1672f are positioning parts. The third hole 1672m and the fourth hole 1672n are mounting holes. Along the vertical direction of the all-terrain vehicle 100, the third hole 1672m is located on the lower side of the first component 1672a, and the third hole 1672m is located on the lower side of the second component 1672b; the fourth hole 1672n is located on the lower side of the first component 1672a, and the fourth hole 1672n is located on the lower side of the second component 1672b. That is, both the third hole 1672m and the fourth hole 1672n are located on the lower side of the front mounting bracket 1671. Specifically, the tenth connection point 1672e is at least partially located in and connected to the third hole 1672m, and the eleventh connection point 1672f is at least partially located in and connected to the fourth hole 1672n. That is, the positioning element is at least partially located in the mounting hole and forms a fixed connection with the mounting hole. In this embodiment, at least one end of the tenth connection point 1672e is disposed in and welded to the third hole 1672m, thereby achieving a stable connection between the tenth connection point 1672e and the first component 1672a, and a stable connection between the tenth connection point 1672e and the second component 1672b. At least one end of the eleventh connection point 1672f is disposed in and welded to the fourth hole 1672n, thereby achieving a stable connection between the eleventh connection point 1672f and the first component 1672a, and a stable connection between the eleventh connection point 1672f and the second component 1672b. Through the above arrangement, the connection between the front rack 1672 and the front mounting frame 1671 can be made more stable, thereby improving the stability of the all-terrain vehicle 100; by setting the tenth connection point 1672e and the eleventh connection point 1672f, the front rack 1672 is positioned on the front mounting frame 1671 by the positioning element and connected to the front mounting frame 1671 by the positioning element. The positional accuracy of the connection points on the first component 1672a and the second component 1672b can be improved. Specifically, by setting the tenth connection point 1672e and the eleventh connection point 1672f, they can play a positioning role during the installation of the front rack 1672 and the front mounting bracket 1671, thereby improving the assemblability of the first component 1672a and the second component 1672b.

[0072] As one implementation method, the structures of the rear shelf 1674 and the front shelf 1672 are basically the same, and the structures of the front mounting bracket 1671 and the rear mounting bracket 1673 are basically the same. The connection method between the rear shelf 1674 and the rear mounting bracket 1673 is the first connection, and the connection method between the front shelf 1672 and the front mounting bracket 1671 is the second connection. The first connection and the second connection are basically the same, and will not be described in detail here.

[0073] In one implementation, the first component 1672a is provided with a fifth connecting hole 1672g and a sixth connecting hole 1672h, and the second component 1672b is also provided with a fifth connecting hole 1672g and a sixth connecting hole 1672h. The first mounting tube 1672c is provided with a seventh connecting hole 1672j, and the second mounting tube 1672d is provided with an eighth connecting hole 1672k. The number of seventh connecting holes 1672j and fifth connecting holes 1672g is the same, and the seventh connecting holes 1672j and fifth connecting holes 1672g are connected, thereby achieving a stable connection between the first mounting tube 1672c and the first component 1672a, and a stable connection between the first mounting tube 1672c and the second component 1672b. The number of eighth connecting holes 1672k and sixth connecting holes 1672h is the same, and the eighth connecting holes 1672k and sixth connecting holes 1672h are connected, thereby achieving a stable connection between the second mounting tube 1672d and the first component 1672a, and a stable connection between the second mounting tube 1672d and the second component 1672b. This arrangement facilitates the installation or removal of the first mounting tube 1672c and the second mounting tube 1672d, thereby improving their maintainability. Specifically, the tenth connecting point 1672e is located between the fifth connecting hole 1672g and the sixth connecting hole 1672h, and the eleventh connecting point 1672f is located between the fifth connecting hole 1672g and the sixth connecting hole 1672h. Specifically, one end of the first component 1672a is provided with a fifth connecting hole 1672g, and the other end of the first component 1672a is provided with a sixth connecting hole 1672h; one end of the second component 1672b is also provided with a fifth connecting hole 1672g, and the other end of the second component 1672b is also provided with a sixth connecting hole 1672h. The seventh connecting hole 1672j can be a threaded hole, and the seventh connecting hole 1672j and the fifth connecting hole 1672g can be connected by bolts. The eighth connecting hole 1672k can be a threaded hole, and the eighth connecting hole 1672k and the sixth connecting hole 1672h can be connected by bolts. In this embodiment, along the vertical direction of the all-terrain vehicle 100, the seventh connecting hole 1672j is located on the lower side of the first mounting tube 1672c, and the eighth connecting hole 1672k is located on the lower side of the second mounting tube 1672d, thereby facilitating the assembly and installation of the front rack 1672.

[0074] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A running gear assembly, which is at least partially disposed on the frame and includes a first running wheel and a second running wheel; A suspension assembly, comprising a front suspension and a rear suspension, wherein a first traveling wheel is connected to the vehicle frame via the front suspension, and a second traveling wheel is connected to the vehicle frame via the rear suspension; A powertrain assembly, at least partially disposed on the vehicle frame; Its features are, The frame includes: Upper main beam, which is disposed on the upper side of the vehicle frame; The secondary main beam is at least partially attached to and connected to the upper main beam, and at least part of the secondary main beam and the upper main beam are in line contact or surface contact. The third pillar is used to support the upper main beam; The fourth support column is used to support the upper main beam, and the fourth support column is located behind the third support column; The connection between the third support column and the upper main beam is the first support position, and the connection between the secondary main beam and the upper main beam is the second support position; the third support column supports the upper main beam through the first support position, and the secondary main beam supports the upper main beam through the second support position; The front section of the secondary main beam is connected to the third support column, and together with the third support column and the upper main beam, they form a triangular frame to support the upper main beam; the rear section of the secondary main beam is connected to the upper end of the fourth support column.

2. The all-terrain vehicle according to claim 1, characterized in that, The chassis also includes: The lower main beam is located below the upper main beam; One end of the third support column is connected to the upper main beam, and the other end of the third support column is connected to the lower main beam; One end of the secondary main beam is connected to the third support column, and the other end of the secondary main beam is attached to and connected to the upper main beam.

3. The all-terrain vehicle according to claim 1, characterized in that, The secondary main beam includes a first branch pipe and a second branch pipe. One end of the first branch pipe is connected to the third support column, and the other end of the first branch pipe is connected to one end of the second branch pipe. The second branch pipe and the upper main beam are attached and connected.

4. The all-terrain vehicle according to claim 3, characterized in that, The second branch pipe and the upper main beam are in line contact or surface contact.

5. The all-terrain vehicle according to claim 3, characterized in that, The first branch pipe and the second branch pipe are integrally formed.

6. The all-terrain vehicle according to claim 3, characterized in that, One end of the first branch pipe is connected to the middle of the third support column.

7. The all-terrain vehicle according to claim 1, characterized in that, The first support position is located in front of the second support position.

8. The all-terrain vehicle according to claim 1, characterized in that, When the upper main beam is supported by the point support of the third column, the maximum bending moment of the upper main beam is the first bending moment; when the upper main beam is supported by the joint support of the third column and the secondary main beam, the maximum bending moment of the upper main beam is the second bending moment; wherein, the first bending moment is greater than the second bending moment.

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