All-terrain vehicle

Abstract

The application discloses a kind of all-terrain vehicles, comprising: first shock absorber, substantially along left and right direction extends;Second shock absorber is connected to one end of first shock absorber by first force arm, and is connected to the other end of first shock absorber by second force arm;Stabilizing mechanism is at least partially arranged in the lower side of second shock absorber;First walking wheel includes first front wheel and second front wheel, and second walking wheel includes first rear wheel and second rear wheel;When the displacement of first walking wheel or second walking wheel in up and down direction occurs, first shock absorber is compressed or stretched, to adjust the longitudinal stiffness of all-terrain vehicle;When the displacement of one of first front wheel, second front wheel, first rear wheel or second rear wheel in up and down direction occurs, second shock absorber is compressed or stretched, to adjust the lateral stiffness of all-terrain vehicle. By setting, the longitudinal stiffness and lateral stiffness of all-terrain vehicle are separately adjusted, so that the decoupling of linear stiffness and angular stiffness of suspension assembly is realized, and the anti-pitching characteristics of all-terrain vehicle are improved.

Description

Technical Field

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

[0002] The suspension system of an all-terrain vehicle determines its walking ability and maneuverability. The suspension system is used to transmit torque and torsion between the wheels and the frame, and it is a key system and a buffer system for the movement of an all-terrain vehicle.

[0003] In existing technologies, when adjusting shock absorbers to change suspension roll stiffness, the arrangement of the suspension system in an all-terrain vehicle affects the overall longitudinal stiffness of the vehicle, which is detrimental to improving the handling stability of the all-terrain vehicle. Furthermore, the upper and lower mounting points of the shock absorbers in existing all-terrain vehicles are fixed. This configuration requires adjusting the spring stiffness and changing the design parameters of the shock absorbers to adjust for changes in ground clearance caused by manufacturing errors, thus affecting the overall handling performance. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the present invention aims to provide an all-terrain vehicle that allows for individual adjustment of the vehicle's lateral and longitudinal stiffness.

[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, the running gear being at least partially mounted on the frame and including a first running wheel and a second running wheel; a suspension assembly, the suspension assembly including a front suspension and a rear suspension, the first running wheel being connected to the frame via the front suspension, and the second running wheel being connected to the frame via the rear suspension; a power assembly, the power assembly being at least partially mounted on the frame; the suspension assembly further includes an adjustment mechanism, the adjustment mechanism including: a first shock absorber, the first shock absorber extending substantially in a left-right direction; a second shock absorber, one end of the second shock absorber being connected to one end of the first shock absorber via a first force transmission arm, the second... The other end of the shock absorber is connected to the other end of the first shock absorber via a second transmission arm; a stabilizing mechanism is at least partially disposed on the lower side of the second shock absorber; the first travel wheel includes a first front wheel and a second front wheel, and the second travel wheel includes a first rear wheel and a second rear wheel; when the first travel wheel or the second travel wheel undergoes vertical displacement, the first shock absorber compresses or stretches to adjust the longitudinal stiffness of the all-terrain vehicle; when one of the first front wheel, the second front wheel, the first rear wheel, or the second rear wheel undergoes vertical displacement, the second shock absorber compresses or stretches to adjust the lateral stiffness of the all-terrain vehicle.

[0007] Furthermore, the second shock absorber includes a first shock absorber and a second shock absorber. The first shock absorber is obliquely arranged, and the second shock absorber is obliquely arranged. One end of the first shock absorber is rotatably connected to the vehicle frame, and the other end of the first shock absorber is rotatably connected to the first force transmission arm. One end of the second shock absorber is rotatably connected to the vehicle frame, and the other end of the second shock absorber is rotatably connected to the second force transmission arm. One end of the first shock absorber is connected to the first force transmission arm, and the other end of the first shock absorber is connected to the second force transmission arm.

[0008] Furthermore, the stabilizing mechanism includes a stabilizing rod, a first connecting rod, and a second connecting rod. The stabilizing rod extends substantially in the left-right direction. One end of the stabilizing rod is connected to one end of the first connecting rod, and the other end of the stabilizing rod is connected to one end of the second connecting rod. The other end of the first connecting rod is connected to the first force transmission arm, and the other end of the second connecting rod is connected to the second force transmission arm.

[0009] Furthermore, the stabilizing mechanism also includes connectors; the first connecting rod and the stabilizer rod are connected by connectors, and the second connecting rod and the stabilizer rod are connected by connectors; the extension directions of the two connectors are basically the same.

[0010] Furthermore, the connector is provided with several adjustment holes, which are used to change the torque of the stabilizer bar.

[0011] Furthermore, the all-terrain vehicle includes a first state and a second state. When the all-terrain vehicle is in the first state, the first front wheel and the second front wheel are displaced vertically. When the all-terrain vehicle is in the second state, the first rear wheel and the second rear wheel are displaced vertically. When the all-terrain vehicle is in the first state and / or the second state, the first shock absorber is compressed or stretched to adjust the longitudinal stiffness of the all-terrain vehicle.

[0012] 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, the first running wheel being connected to the frame via the front suspension and the second running wheel being connected to the frame via the rear suspension; a power assembly, at least partially mounted on the frame; the suspension assembly further includes an adjustment mechanism, the adjustment mechanism including: a first shock absorber, the first shock absorber extending substantially in a left-right direction; a second shock absorber, one end of the second shock absorber being connected to one end of the first shock absorber via a first force transmission arm, and the other end of the second shock absorber being connected to the other end of the first shock absorber via a second force transmission arm; a stabilizing mechanism, at least partially disposed below the second shock absorber; in a first projection plane perpendicular to the front-rear direction, the projection of the axis of the first shock absorber along the front-rear direction onto the first projection plane is a first projection line, and the projection of the axis of the second shock absorber along the front-rear direction onto the first projection plane is a second projection line, and when the all-terrain vehicle is stationary, the angle between the first projection line and the second projection line is greater than or equal to 0° and less than or equal to 90°.

[0013] Furthermore, when the all-terrain vehicle is stationary, the angle between the first projection line and the second projection line is greater than or equal to 10° and less than or equal to 45°.

[0014] Furthermore, the second shock absorber includes a first shock absorber and a second shock absorber. The first shock absorber is obliquely arranged, and the second shock absorber is obliquely arranged. One end of the first shock absorber is rotatably connected to the vehicle frame, and the other end of the first shock absorber is rotatably connected to the first force transmission arm. One end of the second shock absorber is rotatably connected to the vehicle frame, and the other end of the second shock absorber is rotatably connected to the second force transmission arm. One end of the first shock absorber is connected to the first force transmission arm, and the other end of the first shock absorber is connected to the second force transmission arm.

[0015] Furthermore, the stabilizing mechanism includes a stabilizing rod, a first connecting rod, and a second connecting rod. The stabilizing rod extends substantially in the left-right direction. One end of the stabilizing rod is connected to one end of the first connecting rod, and the other end of the stabilizing rod is connected to one end of the second connecting rod. The other end of the first connecting rod is connected to the first force transmission arm, and the other end of the second connecting rod is connected to the second force transmission arm.

[0016] Furthermore, the stabilizing mechanism also includes connectors, with the first connecting rod and the stabilizer rod connected by connectors, and the second connecting rod and the stabilizer rod connected by connectors; the extension directions of the two connectors are basically the same.

[0017] Furthermore, the connector is provided with several adjustment holes, which are used to change the torque of the stabilizer bar.

[0018] The all-terrain vehicle provided by this invention can adjust its longitudinal stiffness through a third transmission arm, a fourth transmission arm, and a third shock absorber, and can also adjust its lateral stiffness through the same mechanism. This allows for independent adjustment of the longitudinal and lateral stiffness of the all-terrain vehicle, thereby decoupling the linear and angular stiffness of the suspension components and enabling independent adjustment of these parameters, thus improving the anti-pitch characteristics of the all-terrain vehicle. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the all-terrain vehicle of the present invention.

[0020] Figure 2 This is a schematic diagram of the first adjustment mechanism of the all-terrain vehicle of the present invention.

[0021] Figure 3 For the present invention Figure 2 A magnified view of a portion of point A in the middle.

[0022] Figure 4 This is a schematic diagram of the second adjustment mechanism of the all-terrain vehicle of the present invention.

[0023] Figure 5This is a schematic diagram of the second adjustment mechanism of the all-terrain vehicle of the present invention from another angle.

[0024] Figure 6 This is a schematic diagram of the third adjustment mechanism of the all-terrain vehicle of the present invention.

[0025] Figure 7 This is a schematic diagram of the third adjustment mechanism of the all-terrain vehicle of the present invention from another angle. Detailed Implementation

[0026] 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.

[0027] like Figure 1 As shown, the all-terrain vehicle 100 includes a frame 11, a running gear 12, a suspension assembly 13, a power unit 14, a seat assembly 15, a body panel 16, and a transmission assembly 17. 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 includes a first wheel 121 and a second wheel 122. The first wheel 121 is connected to the frame 11 via the front suspension 131, and the second 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 unit 14 is at least partially mounted on the frame 11 and provides power to the all-terrain vehicle 100. The seat assembly 15 is at least partially mounted on the frame 11 and provides a place for a user and / or passenger to ride. The body panel 16 is at least partially mounted on the frame 11. The transmission assembly 17 is at least partially disposed on the frame 11. The transmission assembly 17 is at least partially connected to the running gear 12 and at least partially connected to the power assembly 14, for transmitting power from the power assembly 14 to the running gear 12, thereby driving the running gear 12. 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.

[0028] like Figure 2As shown, in one implementation, the suspension assembly 13 also includes an adjustment mechanism 131. The adjustment mechanism 131 can be located on the front side of the frame 11, the rear side of the frame 11, or both the front and rear sides of the frame 11. Specifically, when the adjustment mechanism 131 is located on the front side of the frame 11, its two ends are connected to the first drive wheel 121. When the adjustment mechanism 131 is located on the rear side of the frame 11, its two ends are connected to the second drive wheel 122. When the adjustment mechanism 131 is located on both the front and rear sides of the frame 11, the two ends of the front adjustment mechanism 131 are connected to the first drive wheel 121, and the two ends of the rear adjustment mechanism 131 are connected to the second drive wheel 122. Through the above configuration, the adjustment mechanism 131 can independently adjust the lateral stiffness and longitudinal stiffness of the all-terrain vehicle 100, thereby achieving decoupling of the linear stiffness and angular stiffness of the suspension assembly 13. Linear stiffness refers to the ability of a material or structure to resist elastic deformation under stress; angular stiffness refers to roll stiffness, which is the roll moment required for the all-terrain vehicle 100 to tilt by a unit angle under conditions of small roll angle. In this embodiment, the suspension assembly 13 also includes a pushrod mechanism 132. The pushrod mechanism 132 can adjust the relative position between the running gear 12 and the frame 11 by adjusting its own length, thereby changing the ground clearance of the all-terrain vehicle 100 and compensating for manufacturing errors of the all-terrain vehicle 100. The ground clearance of the all-terrain vehicle 100 refers to the distance between the lowest point of the frame 11 and the ground.

[0029] The first traveling wheel 121 includes a first front wheel 1211 and a second front wheel 1212, and the second traveling wheel 122 includes a first rear wheel and a second rear wheel. When the adjustment mechanism 131 is located on the front side of the frame 11, the push rod mechanism 132 includes a first push rod 1321 and a second push rod 1322. The first front wheel 1211 is connected to one end of the adjustment mechanism 131 via the first push rod 1321, and the second front wheel 1212 is connected to the other end of the adjustment mechanism 131 via the second push rod 1322. When the adjustment mechanism 131 is located on the rear side of the frame 11, the push rod mechanism 132 includes a third push rod and a fourth push rod. The first rear wheel is connected to one end of the adjustment mechanism 131 via the third push rod, and the second rear wheel is connected to the other end of the adjustment mechanism 131 via the fourth push rod. When the adjustment mechanism 131 is located on both the front and rear sides of the frame 11, the push rod mechanism 132 includes a first push rod 1321, a second push rod 1322, a third push rod, and a fourth push rod. The first front wheel 1211 is connected to one end of the front adjustment mechanism 131 via the first push rod 1321, and the second front wheel 1212 is connected to the other end of the front adjustment mechanism 131 via the second push rod 1322. The first rear wheel is connected to one end of the rear adjustment mechanism 131 via the third push rod, and the second rear wheel is connected to the other end of the rear adjustment mechanism 131 via the fourth push rod.

[0030] As one implementation, the regulating mechanism 131 includes a first regulating mechanism 133, a second regulating mechanism 134, or a third regulating mechanism 135.

[0031] like Figure 2 and Figure 3 As shown, in one implementation, the first adjustment mechanism 133 includes a first transmission arm 1331, a second transmission arm 1332, a first shock absorber 1333, and a second shock absorber 1334. One end of the first shock absorber 1333 is connected to the first transmission arm 1331, and the other end of the first shock absorber 1333 is connected to the second transmission arm 1332. One end of the second shock absorber 1334 is connected to the first transmission arm 1331, and the other end of the second shock absorber 1334 is connected to the second transmission arm 1332. That is, one end of the second shock absorber 1334 is connected to one end of the first shock absorber 1333 via the first transmission arm 1331, and the other end of the second shock absorber 1334 is connected to the other end of the first shock absorber 1333 via the second transmission arm 1332. The first transmission arm 1331 is also rotatably connected to the frame 11, and the second transmission arm 1332 is also rotatably connected to the frame 11. Specifically, the first shock absorber 1333 is at least partially disposed between the first force transmission arm 1331 and the second force transmission arm 1332, and the second shock absorber 1334 is at least partially disposed between the first force transmission arm 1331 and the second force transmission arm 1332. Along the vertical direction of the all-terrain vehicle 100, the first shock absorber 1333 is at least partially disposed above the second shock absorber 1334.

[0032] Taking the first adjustment mechanism 133 located on the front side of the frame 11 as an example, one end of the first push rod 1321 is connected to the first front wheel 1211, and the other end of the first push rod 1321 is connected to the first force transmission arm 1331. One end of the second push rod 1322 is connected to the second front wheel 1212, and the other end of the second push rod 1322 is connected to the second force transmission arm 1332. Specifically, the first force transmission arm 1331 includes a first fixed end 1331a, a first connecting end 1331b, a second connecting end 1331c, and a third connecting end 1311d. One end of the first connecting end 1331b is connected to the first fixed end 1331a, and the other end of the first connecting end 1331b is connected to the first push rod 1321. One end of the second connecting end 1331c is connected to the first fixed end 1331a, and the other end of the second connecting end 1331c is connected to one end of the first shock absorber 1333. One end of the third connecting end 1311d is connected to the first fixed end 1331a, and the other end of the third connecting end 1311d is connected to one end of the second shock absorber 1334. The first fixed end 1331a is rotatably connected to the frame 11. In this embodiment, the first connecting end 1331b and the first push rod 1321 are rotatably connected, the second connecting end 1331c and the first shock absorber 1333 are rotatably connected, and the third connecting end 1311d and the second shock absorber 1334 are rotatably connected. The second force transmission arm 1332 includes a second fixed end 1332a, a fourth connecting end 1332b, a fifth connecting end 1332c, and a sixth connecting end 1332d. One end of the fourth connecting end 1332b is connected to the second fixed end 1332a, and the other end of the fourth connecting end 1332b is connected to the second push rod 1322. One end of the fifth connecting end 1332c is connected to the second fixed end 1332a, and the other end of the fifth connecting end 1332c is connected to the other end of the first shock absorber 1333. One end of the sixth connecting end 1332d is connected to the second fixed end 1332a, and the other end of the sixth connecting end 1332d is connected to the other end of the second shock absorber 1334. The second fixed end 1332a is rotatably connected to the frame 11. In this embodiment, the fourth connecting end 1332b is rotatably connected to the second push rod 1322, the fifth connecting end 1332c is rotatably connected to the first shock absorber 1333, and the sixth connecting end 1332d is rotatably connected to the second shock absorber 1334.

[0033] In this embodiment, the first fixed end 1331a, the first connecting end 1331b, the second connecting end 1331c, and the third connecting end 1311d can be integrally formed or fixedly connected by welding or other methods, and there is no relative rotation between the first connecting end 1331b, the second connecting end 1331c, and the third connecting end 1311d. The second fixed end 1332a, the fourth connecting end 1332b, the fifth connecting end 1332c, and the sixth connecting end 1332d can be integrally formed or fixedly connected by welding or other methods, and there is no relative rotation between the fourth connecting end 1332b, the fifth connecting end 1332c, and the sixth connecting end 1332d. When the first adjusting mechanism 133 is located on the rear side of the frame 11, one end of the third push rod is connected to the first rear wheel, and the other end of the third push rod is connected to the first transmission arm 1331. One end of the fourth push rod is connected to the second rear wheel, and the other end of the fourth push rod is connected to the second transmission arm 1332. When the first adjustment mechanism 133 is installed on the front and rear sides of the frame 11, one end of the first push rod 1321 is connected to the first front wheel 1211, and the other end of the first push rod 1321 is connected to the first transmission arm 1331 of the first adjustment mechanism 133 on the front side; one end of the second push rod 1322 is connected to the second front wheel 1212, and the other end of the second push rod 1322 is connected to the second transmission arm 1332 of the first adjustment mechanism 133 on the front side; one end of the third push rod is connected to the first rear wheel, and the other end of the third push rod is connected to the first transmission arm 1331 of the first adjustment mechanism 133 on the rear side; one end of the fourth push rod is connected to the second rear wheel, and the other end of the fourth push rod is connected to the second transmission arm 1332 of the first adjustment mechanism 133 on the rear side. With the above configuration, the longitudinal stiffness of the all-terrain vehicle 100 can be adjusted via the first transmission arm 1331, the second transmission arm 1332, and the first shock absorber 1333. The lateral stiffness of the all-terrain vehicle 100 can also be adjusted via the same components, thus enabling independent adjustment of both longitudinal and lateral stiffness. This decouples the linear and angular stiffness of the suspension assembly 13, allowing for independent adjustment of linear and angular stiffness and improving the anti-pitch characteristics of the all-terrain vehicle 100. Furthermore, the second shock absorber 1334 can replace the stabilizer bar of the all-terrain vehicle 100 and can also replace the shock absorbers on both sides of the all-terrain vehicle 100, thereby optimizing the structure of the all-terrain vehicle 100, reducing the number of components, and ultimately achieving weight reduction. Among them, the stabilizer bar refers to the lateral stabilizer bar structure in the suspension assembly 13, which is used to improve the roll stiffness of the suspension assembly 13, thereby reducing the body roll angle of the all-terrain vehicle 100.

[0034] In one implementation, the axis of the first shock absorber 1333 extends substantially along the left-right direction of the all-terrain vehicle 100. The first connecting end 1331b extends substantially along the direction of the first straight line 1001, the second connecting end 1331c extends substantially along the direction of the second straight line 1002, the third connecting end 1311d extends substantially along the direction of the third straight line 1003, the fourth connecting end 1332b extends substantially along the direction of the fourth straight line 1004, the fifth connecting end 1332c extends substantially along the direction of the fifth straight line 1005, and the sixth connecting end 1332d extends substantially along the direction of the sixth straight line 1006. The second shock absorber 1334 is obliquely positioned and extends substantially along the direction of the seventh straight line 1007. The all-terrain vehicle 100 includes a first projected surface 101 perpendicular to the front-rear direction. Along the longitudinal direction of the all-terrain vehicle 100, the projection of the first straight line 1001 onto the first projection plane 101 is the first projection line; the projection of the second straight line 1002 onto the first projection plane 101 is the second projection line; the projection of the third straight line 1003 onto the first projection plane 101 is the third projection line; the projection of the fourth straight line 1004 onto the first projection plane 101 is the fourth projection line; the projection of the fifth straight line 1005 onto the first projection plane 101 is the fifth projection line; the projection of the sixth straight line 1006 onto the first projection plane 101 is the sixth projection line; the projection of the seventh straight line 1007 onto the first projection plane 101 is the seventh projection line; and the projection of the axis of the first shock absorber 1333 onto the first projection plane 101 is the eighth projection line. The angle between the second and eighth projection lines is angle α, and the angle between the fifth and eighth projection lines is also angle α. The angle between the first and third projection lines is angle β, and the angle between the fourth and sixth projection lines is also angle β. The angle between the seventh and eighth projection lines is called the included angle γ.

[0035] The all-terrain vehicle 100 includes a first state and a second state. The first state refers to the state when the all-terrain vehicle 100 is stationary, and the second state refers to the state when the all-terrain vehicle 100 is in motion. When the all-terrain vehicle 100 is in the first state, the included angle α is greater than or equal to 10° and less than or equal to 90°. The included angle β is greater than or equal to 90° and less than or equal to 180°. The included angle γ is greater than or equal to 0° and less than or equal to 90°. Specifically, the included angle α is greater than or equal to 15° and less than or equal to 87°. The included angle β is greater than or equal to 85° and less than or equal to 175°. The included angle γ is greater than or equal to 15° and less than or equal to 80°. In this embodiment, the included angle α is greater than or equal to 20° and less than or equal to 85°. The included angle β is greater than or equal to 80° and less than or equal to 170°. The included angle γ is greater than or equal to 25° and less than or equal to 65°. With the above configuration, the longitudinal stiffness of the all-terrain vehicle 100 can be adjusted by controlling the relative positions of the first transmission arm 1331, the second transmission arm 1332, and the first shock absorber 1333; the lateral stiffness of the all-terrain vehicle 100 can be adjusted by controlling the relative positions of the first transmission arm 1331, the second transmission arm 1332, and the second shock absorber 1334. This allows for independent adjustment of the longitudinal and lateral stiffness of the all-terrain vehicle 100, thereby decoupling the linear and angular stiffness of the suspension assembly 13, enabling independent adjustment of linear and angular stiffness and improving the anti-pitch characteristics of the all-terrain vehicle 100. Furthermore, with the above configuration, the second shock absorber 1334 can replace the stabilizer bar of the all-terrain vehicle 100 and can also replace the shock absorbers on both sides of the all-terrain vehicle 100, thereby optimizing the structure of the all-terrain vehicle 100, reducing the number of parts, and ultimately achieving weight reduction of the all-terrain vehicle 100.

[0036] In this embodiment, the first adjustment mechanism 133 includes a first position, a second position, and a third position. When the first adjustment mechanism 133 is in the first position, it is located on the front side of the frame 11; when it is in the second position, it is located on the rear side of the frame 11; and when it is in the third position, it is located on both the front and rear sides of the frame 11.

[0037] When the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the first position, if the first front wheel 1211 moves vertically, the first front wheel 1211 drives the first push rod 1321 to rotate, which in turn drives the first transmission arm 1331 to rotate. At this time, the third connecting end 1311d rotates, thereby compressing or extending the second shock absorber 1334, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the first adjustment mechanism 133. When the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the first position, if the second front wheel 1212 moves vertically, the second front wheel 1212 drives the second push rod 1322 to rotate, which in turn drives the second transmission arm 1332 to rotate. At this time, the sixth connecting end 1332d rotates, thereby compressing or extending the second shock absorber 1334, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the first adjustment mechanism 133. When the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the second position, if the first rear wheel displaces vertically, the first rear wheel drives the third push rod to rotate, thereby causing the third push rod to drive the first transmission arm 1331 to rotate. At this time, the third connecting end 1311d rotates, thereby causing the second shock absorber 1334 to compress or extend, thus realizing the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the first adjustment mechanism 133. When the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the second position, if the second rear wheel displaces vertically, the second rear wheel drives the fourth push rod to rotate, thereby causing the fourth push rod to drive the second transmission arm 1332 to rotate. At this time, the sixth connecting end 1332d rotates, thereby causing the second shock absorber 1334 to compress or extend, thus realizing the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the first adjustment mechanism 133. When the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the third position, the working principle of the first adjustment mechanism 133 is a combination of the working principles of the first adjustment mechanism 133 in the first position and the first adjustment mechanism 133 in the second position. That is, when the first front wheel 1211, the second front wheel 1212, the first rear wheel, or the second rear wheel undergoes vertical displacement, the second shock absorber 1334 is in the working state. The second shock absorber 1334 being in the working state means that the second shock absorber 1334 compresses or extends, thereby adjusting the lateral stiffness of the all-terrain vehicle 100 through the first adjustment mechanism 133.

[0038] In this embodiment, when the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the first position, if the first front wheel 1211 and the second front wheel 1212 simultaneously move vertically, the first front wheel 1211 drives the first push rod 1321 to rotate, and the second front wheel 1212 drives the second push rod 1322 to rotate, thereby causing the first transmission arm 1331 and the second transmission arm 1332 to rotate in opposite directions simultaneously. At this time, the second connecting end 1331c and the fourth connecting end 1332b simultaneously apply force to the first shock absorber 1333, thereby compressing or stretching the first shock absorber 1333, thus realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the first adjustment mechanism 133. When the all-terrain vehicle 100 is in the second state and the first adjustment mechanism 133 is in the second position, if the first rear wheel and the second rear wheel simultaneously move vertically, the first rear wheel drives the third push rod to rotate, and the second rear wheel drives the fourth push rod to rotate, thereby causing the first transmission arm 1331 and the second transmission arm 1332 to rotate in opposite directions simultaneously. At this time, the second connecting end 1331c and the fourth connecting end 1332b simultaneously apply force to the first shock absorber 1333, thereby compressing or stretching the first shock absorber 1333, and thus realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the first adjusting mechanism 133. When the all-terrain vehicle 100 is in the second state and the first adjusting mechanism 133 is in the third position, the working principle of the first adjusting mechanism 133 is a combination of the working principles of the first adjusting mechanism 133 in the first position and the first adjusting mechanism 133 in the second position. The all-terrain vehicle 100 also includes a third state and a fourth state. When the first front wheel 1211 and the second front wheel 1212 undergo vertical displacement, the all-terrain vehicle 100 is in the third state; when the first rear wheel and the second rear wheel undergo vertical displacement, the all-terrain vehicle 100 is in the fourth state. When the all-terrain vehicle 100 is in the third state and / or the fourth state, the first shock absorber 1333 is in the working state. The first shock absorber 1333 being in working state means that the first shock absorber 1333 is compressed or stretched, thereby realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the first adjustment mechanism 133.

[0039] like Figure 4 and Figure 5As shown, in one implementation, the second adjustment mechanism 134 includes a third force transmission arm 1341, a fourth force transmission arm 1342, a third shock absorber 1343, several fourth shock absorbers 1344, and a first stabilizing mechanism 1345. One end of the fourth shock absorber 1344 is connected to one end of the third shock absorber 1343 via the third force transmission arm 1341, and the other end of the fourth shock absorber 1344 is connected to the other end of the third shock absorber 1343 via the fourth force transmission arm 1342. The number of fourth shock absorbers 1344 can be adjusted according to actual needs, and the number of fourth shock absorbers 1344 is even. When there are two fourth shock absorbers 1344, each fourth shock absorber 1344 includes a first damping element 1344a and a second damping element 1344b. One end of the first shock absorber 1344a is connected to the frame 11, and the other end is connected to the third transmission arm 1341. One end of the second shock absorber 1344b is connected to the frame 11, and the other end is connected to the fourth transmission arm 1342. One end of the third shock absorber 1343 is connected to the third transmission arm 1341, and the other end is connected to the fourth transmission arm 1342. One end of the first stabilizing mechanism 1345 is connected to the third transmission arm 1341, and the other end is connected to the fourth transmission arm 1342. The first stabilizing mechanism 1345 is also at least partially connected to the frame 11, thereby limiting the position of the first stabilizing mechanism 1345. The third transmission arm 1341 is also rotatably connected to the frame 11, and the fourth transmission arm 1342 is also rotatably connected to the frame 11. Specifically, the first shock absorber 1344a is rotatably connected to the frame 11, the first shock absorber 1344a is rotatably connected to the third force transmission arm 1341, the second shock absorber 1344b is rotatably connected to the frame 11, the second shock absorber 1344b is rotatably connected to the fourth force transmission arm 1342, the first stabilizing mechanism 1345 is rotatably connected to the third force transmission arm 1341, and the first stabilizing mechanism 1345 is rotatably connected to the fourth force transmission arm 1342. In this embodiment, the frame 11 is provided with a first connecting member 111 and a second connecting member 112. The first connecting member 111 is used to fix the first stabilizing mechanism 1345, thereby stabilizing the first stabilizing mechanism 1345 and the frame 11. The second connecting member 112 is used to connect one end of the first shock absorber 1344a and one end of the second shock absorber 1344b, so that the first shock absorber 1344a can be rotatably connected to the second connecting member 112, and the second shock absorber 1344b can be rotatably connected to the second connecting member 112.

[0040] Taking the second adjustment mechanism 134 located on the front side of the frame 11 as an example, one end of the first push rod 1321 is connected to the first front wheel 1211, and the other end of the first push rod 1321 is connected to the third transmission arm 1341. One end of the second push rod 1322 is connected to the second front wheel 1212, and the other end of the second push rod 1322 is connected to the fourth transmission arm 1342. Specifically, in the vertical direction of the all-terrain vehicle 100, the first stabilizing mechanism 1345 is at least partially located below the fourth shock absorber 1344, and the fourth shock absorber 1344 is at least partially located below the third shock absorber 1343. The third shock absorber 1343 is at least partially located between the third transmission arm 1341 and the fourth transmission arm 1342, and the fourth shock absorber 1344 is at least partially located between the third transmission arm 1341 and the fourth transmission arm 1342. In this embodiment, the first damping member 1344a is at least partially disposed below the third damper 1343 and at least partially disposed above the first stabilizing mechanism 1345, and the second damping member 1344b is at least partially disposed below the third damper 1343 and at least partially disposed above the first stabilizing mechanism 1345. The first damping member 1344a is at least partially disposed between the third force transmission arm 1341 and the fourth force transmission arm 1342, and the second damping member 1344b is at least partially disposed between the third force transmission arm 1341 and the fourth force transmission arm 1342.

[0041] Specifically, the third transmission arm 1341 includes a first main body 1341a, a first fixing point 1341b, and several first mounting components. The several first mounting components include a first connection point 1341c, a second connection point 1341d, a third connection point 1341e, and a fourth connection point 1341f. The first main body 1341a, the first fixing point 1341b, and the several first mounting components are integrally formed. It is understood that the first fixing point 1341b and the several first mounting components can also be fixed to the first main body 1341a by welding or other methods. The first connection point 1341c connects to the first push rod 1321, the second connection point 1341d connects to one end of the third shock absorber 1343, and the third connection point 1341e connects to one end of the first shock absorber 1344a. The fourth connection point 1341f connects to one end of the first stabilizing mechanism 1345. The first fixing point 1341b is rotatably connected to the frame 11. In this embodiment, the first connection point 1341c is rotatably connected to the first push rod 1321, the second connection point 1341d is rotatably connected to the third shock absorber 1343, the third connection point 1341e is rotatably connected to the first shock absorber 1344a, and the fourth connection point 1341f is rotatably connected to the first stabilizing mechanism 1345. The fourth transmission arm 1342 includes a second main body 1342a, a second fixing point 1342b, and several second mounting parts. The second mounting parts include a fifth connection point 1342c, a sixth connection point 1342d, a seventh connection point 1342e, and an eighth connection point 1342f. The second main body 1342a, the second fixing point 1342b, and the several second mounting parts are integrally formed. It can be understood that the second fixing point 1342b and the several second mounting parts can also be fixed on the second main body 1342a by welding or other fixing methods. The fifth connection point 1342c is connected to the second push rod 1322, the sixth connection point 1342d is connected to the other end of the third shock absorber 1343, and the seventh connection point 1342e is connected to one end of the second shock absorber 1344b. The eighth connection point 1342f is connected to the other end of the first stabilizing mechanism 1345. The second fixing point 1342b is rotatably connected to the frame 11. In this embodiment, the fifth connection point 1342c is rotatably connected to the second push rod 1322, the sixth connection point 1342d is rotatably connected to the third shock absorber 1343, the seventh connection point 1342e is rotatably connected to the second shock absorber 1344b, and the eighth connection point 1342f is rotatably connected to the first stabilizing mechanism 1345.

[0042] In this embodiment, the first main body 1341a is further provided with a plurality of first replacement points 1341g, which are used to replace the mounting points of the third shock absorber 1343 and the first shock absorber 1344a. The second main body 1342a is further provided with a plurality of second replacement points 1342g, which are used to replace the mounting points of the third shock absorber 1343 and the second shock absorber 1344b. Through the above arrangement, the transmission ratio between the shock absorber and the traveling assembly 12 can be adjusted by changing the mounting points of the third shock absorber 1343 and the fourth shock absorber 1344, thereby achieving the adjustability of the shock absorber's stiffness.

[0043] In one implementation, the first stabilizing mechanism 1345 includes a first stabilizing rod 1345a, a first connecting rod 1345b, and a second connecting rod 1345c. One end of the first stabilizing rod 1345a is connected to one end of the first connecting rod 1345b, and the other end of the first connecting rod 1345b is connected to a fourth connection point 1341f. The other end of the first stabilizing rod 1345a is connected to one end of the second connecting rod 1345c, and the other end of the second connecting rod 1345c is connected to an eighth connection point 1342f. The first stabilizing rod 1345a and the second connecting member 112 are rotatably connected. Specifically, the first stabilizing rod 1345a extends substantially along the left-right direction of the all-terrain vehicle 100. A third connecting member 1345d is provided at both ends of the first stabilizing rod 1345a. The third connecting members 1345d at both ends of the first stabilizing rod 1345a are arranged in the same direction, that is, the extension directions of the third connecting members 1345d at both ends of the first stabilizing rod 1345a are substantially the same. The first stabilizer bar 1345a and the first connecting rod 1345b are connected by a third connector 1345d, and the first stabilizer bar 1345a and the second connecting rod 1345c are also connected by the third connector 1345d. The third connector 1345d is provided with several first adjustment holes 1345e, the centers of which are substantially aligned on the same straight line. These first adjustment holes 1345e are used to change the distance between the first stabilizer bar 1345a and the first connecting rod 1345b, and to change the distance between the first stabilizer bar 1345a and the second connecting rod 1345c. This allows for adjustment of the stiffness of the first stabilizer bar 1345a by changing its torque, thereby enabling individual modification of the roll stiffness of the first stabilizing mechanism 1345.

[0044] When the second adjustment mechanism 134 is located at the rear of the frame 11, one end of the third push rod is connected to the first rear wheel, and the other end of the third push rod is connected to the third transmission arm 1341. One end of the fourth push rod is connected to the second rear wheel, and the other end of the fourth push rod is connected to the fourth transmission arm 1342. When the second adjustment mechanism 134 is installed on the front and rear sides of the frame 11, one end of the first push rod 1321 is connected to the first front wheel 1211, and the other end of the first push rod 1321 is connected to the third force transmission arm 1341 of the front second adjustment mechanism 134; one end of the second push rod 1322 is connected to the second front wheel 1212, and the other end of the second push rod 1322 is connected to the fourth force transmission arm 1342 of the front second adjustment mechanism 134; one end of the third push rod is connected to the first rear wheel, and the other end of the third push rod is connected to the third force transmission arm 1341 of the rear second adjustment mechanism 134; one end of the fourth push rod is connected to the second rear wheel, and the other end of the fourth push rod is connected to the fourth force transmission arm 1342 of the rear second adjustment mechanism 134. With the above configuration, the longitudinal stiffness of the all-terrain vehicle 100 can be adjusted via the third transmission arm 1341, the fourth transmission arm 1342, and the third shock absorber 1343, and the lateral stiffness of the all-terrain vehicle 100 can be adjusted via the third transmission arm 1341, the fourth transmission arm 1342, and the fourth shock absorber 1344. This allows for independent adjustment of the longitudinal and lateral stiffness of the all-terrain vehicle 100, thereby decoupling the linear and angular stiffness of the suspension assembly 13, enabling independent adjustment of linear and angular stiffness and improving the anti-pitch characteristics of the all-terrain vehicle 100. Furthermore, with the above configuration, the first stabilizing mechanism 1345 can replace the stabilizer bar of the all-terrain vehicle 100, and the fourth shock absorber 1344 can replace the shock absorbers on both sides of the all-terrain vehicle 100, thereby optimizing the structure of the all-terrain vehicle 100, reducing the number of parts, and ultimately achieving weight reduction of the all-terrain vehicle 100.

[0045] In one implementation, the axis of the third shock absorber 1343 extends substantially along the left-right direction of the all-terrain vehicle 100. The first shock absorber 1344a is obliquely positioned, and the second shock absorber 1344b is also obliquely positioned. Specifically, the first shock absorber 1344a extends substantially along the eighth straight line 1008, and the second shock absorber 1344b extends substantially along the ninth straight line 1009. The all-terrain vehicle 100 includes a first projection plane 101 perpendicular to the front-rear direction. Along the front-rear direction of the all-terrain vehicle 100, the projection of the eighth straight line 1008 onto the first projection plane 101 is the ninth projection line, the projection of the ninth straight line 1009 onto the first projection plane 101 is the tenth projection line, and the projection of the axis of the third shock absorber 1343 onto the first projection plane 101 is the eleventh projection line. The acute angle formed by the ninth and eleventh projection lines is angle θ, and the acute angle formed by the tenth and eleventh projection lines is angle θ. When the all-terrain vehicle 100 is in the first state, the included angle θ is greater than or equal to 0° and less than or equal to 90°. Specifically, the included angle θ is greater than or equal to 5° and less than or equal to 70°. In this embodiment, the included angle θ is greater than or equal to 10° and less than or equal to 45°. Through the above settings, the longitudinal stiffness of the all-terrain vehicle 100 can be adjusted by controlling the relative positions of the third transmission arm 1341, the fourth transmission arm 1342, and the third shock absorber 1343; the lateral stiffness of the all-terrain vehicle 100 can be adjusted by controlling the relative positions of the third transmission arm 1341, the fourth transmission arm 1342, and the fourth shock absorber 1344. That is, the longitudinal stiffness and lateral stiffness of the all-terrain vehicle 100 can be adjusted independently, thereby achieving the decoupling of the linear stiffness and angular stiffness of the suspension assembly 13, that is, achieving independent adjustment of linear stiffness and angular stiffness, and improving the anti-pitch characteristics of the all-terrain vehicle 100. Furthermore, through the above-mentioned configuration, the balance bar of the all-terrain vehicle 100 can be replaced by the first stabilizing mechanism 1345, and the shock absorbers on both sides of the all-terrain vehicle 100 can be replaced by the fourth shock absorber 1344, thereby achieving structural optimization of the all-terrain vehicle 100, reducing the number of parts of the all-terrain vehicle 100, and thus achieving lightweighting of the all-terrain vehicle 100.

[0046] In this embodiment, the second adjustment mechanism 134 also includes a first position, a second position, and a third position. When the second adjustment mechanism 134 is in the first position, it is located on the front side of the frame 11; when it is in the second position, it is located on the rear side of the frame 11; and when it is in the third position, it is located on both the front and rear sides of the frame 11.

[0047] When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the first position, if the first front wheel 1211 moves vertically, the first front wheel 1211 drives the first push rod 1321 to rotate, which in turn drives the third transmission arm 1341 to rotate. At this time, the third connection point 1341e rotates, thereby compressing or extending the first shock absorber 1344a, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134. When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the first position, if the second front wheel 1212 moves vertically, the second front wheel 1212 drives the second push rod 1322 to rotate, which in turn drives the fourth transmission arm 1342 to rotate. At this time, the seventh connection point 1342e rotates, thereby compressing or extending the second shock absorber 1344b, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134. When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the second position, if the first rear wheel displaces vertically, the first rear wheel drives the third push rod to rotate, which in turn drives the third transmission arm 1341 to rotate. At this time, the third connection point 1341e rotates, thereby compressing or extending the first shock absorber 1344a, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134. When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the second position, if the second rear wheel displaces vertically, the second rear wheel drives the fourth push rod to rotate, which in turn drives the fourth transmission arm 1342 to rotate. At this time, the seventh connection point 1342e rotates, thereby compressing or extending the second shock absorber 1344b, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134. When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the third position, the working principle of the second adjustment mechanism 134 is a combination of the working principles of the second adjustment mechanism 134 in the first position and the second adjustment mechanism 134 in the second position. That is, when the first front wheel 1211 or the first rear wheel undergoes vertical displacement, the first shock absorber 1344a is in a working state; when the second front wheel 1212 or the second rear wheel undergoes vertical displacement, the second shock absorber 1344b is in a working state. Specifically, the first shock absorber 1344a being in a working state means that the first shock absorber 1344a is compressed or stretched, thereby adjusting the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134; the second shock absorber 1344b being in a working state means that the second shock absorber 1344b is compressed or stretched, thereby adjusting the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134.

[0048] In this embodiment, when the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the first position, if the first front wheel 1211 and the second front wheel 1212 simultaneously move vertically, the first front wheel 1211 drives the first push rod 1321 to rotate, and the second front wheel 1212 drives the second push rod 1322 to rotate, thereby causing the third force transmission arm 1341 and the fourth force transmission arm 1342 to rotate in opposite directions simultaneously. At this time, the second connection point 1341d and the fifth connection point 1342c simultaneously apply force to the third shock absorber 1343, thereby compressing or stretching the third shock absorber 1343, thus realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134. When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the second position, if the first and second rear wheels simultaneously move vertically, the first rear wheel drives the third push rod to rotate, and the second rear wheel drives the fourth push rod to rotate, thereby causing the third transmission arm 1341 and the fourth transmission arm 1342 to rotate in opposite directions simultaneously. At this time, the second connection point 1341d and the fifth connection point 1342c simultaneously apply force to the third shock absorber 1343, thereby compressing or stretching the third shock absorber 1343, thus realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134. When the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the third position, the working principle of the second adjustment mechanism 134 is a combination of the working principles of the second adjustment mechanism 134 in the first position and the second adjustment mechanism 134 in the second position. The all-terrain vehicle 100 also includes a third state and a fourth state. When the first front wheel 1211 and the second front wheel 1212 undergo vertical displacement, the all-terrain vehicle 100 is in the third state; when the first rear wheel and the second rear wheel undergo vertical displacement, the all-terrain vehicle 100 is in the fourth state. When the all-terrain vehicle 100 is in the third state and / or the fourth state, the third shock absorber 1343 is in the working state. The third shock absorber 1343 being in the working state means that the third shock absorber 1343 is compressed or stretched, thereby adjusting the longitudinal stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134.

[0049] In this embodiment, when the all-terrain vehicle 100 is in the second state and the second adjustment mechanism 134 is in the first position, the second position, or the third position, the first stabilizing mechanism 1345 can increase the roll stiffness of the suspension assembly 13, thereby reducing the body roll angle of the all-terrain vehicle 100.

[0050] like Figure 6 and Figure 7As shown, in one implementation, the third adjustment mechanism 135 includes a fifth transmission arm 1351, a sixth transmission arm 1352, a fifth shock absorber 1353, several sixth shock absorbers 1354, and a second stabilizing mechanism 1355. One end of the sixth shock absorber 1354 is connected to one end of the fifth shock absorber 1353 via the fifth transmission arm 1351, and the other end of the sixth shock absorber 1354 is connected to the other end of the fifth shock absorber 1353 via the sixth transmission arm 1352. The number of sixth shock absorbers 1354 can be adjusted according to actual needs, and the number of sixth shock absorbers 1354 is even. When there are two sixth shock absorbers 1354, each sixth shock absorber 1354 includes a third damping element 1354a and a fourth damping element 1354b. One end of the third shock absorber 1354a is connected to the frame 11, and the other end is connected to the fifth transmission arm 1351. One end of the fourth shock absorber 1354b is connected to the frame 11, and the other end is connected to the sixth transmission arm 1352. One end of the fifth shock absorber 1353 is connected to the fifth transmission arm 1351, and the other end is connected to the sixth transmission arm 1352. One end of the second stabilizing mechanism 1355 is connected to the fifth transmission arm 1351, and the other end is connected to the sixth transmission arm 1352. The second stabilizing mechanism 1355 is also at least partially connected to the frame 11, thereby limiting the position of the second stabilizing mechanism 1355. The fifth transmission arm 1351 is also rotatably connected to the frame 11, and the sixth transmission arm 1352 is also rotatably connected to the frame 11. Specifically, the third shock absorber 1354a is rotatably connected to the frame 11, the third shock absorber 1354a is rotatably connected to the fifth force transmission arm 1351, the fourth shock absorber 1354b is rotatably connected to the frame 11, the fourth shock absorber 1354b is rotatably connected to the sixth force transmission arm 1352, the second stabilizing mechanism 1355 is rotatably connected to the fifth force transmission arm 1351, and the second stabilizing mechanism 1355 is rotatably connected to the sixth force transmission arm 1352. In this embodiment, a fourth connecting member 113 is provided on the frame. The fourth connecting member 113 is used to fix the first stabilizing mechanism 1345, thereby making the first stabilizing mechanism 1345 and the frame 11 stably connected. The fourth connecting member 113 is used to connect one end of the third shock absorber 1354a and one end of the fourth shock absorber 1354b, so that the third shock absorber 1354a can be rotatably connected to the fourth connecting member 113, and the fourth shock absorber 1354b can be rotatably connected to the fourth connecting member 113. Specifically, the fourth connector 113 includes a first axle hole, a second axle hole, and a third axle hole. The line connecting the center of the first axle hole and the center of the second axle hole extends substantially along the left-right direction of the all-terrain vehicle 100. Along the vertical direction of the all-terrain vehicle 100, the third axle hole is at least partially located above the first axle hole, and at least partially located above the second axle hole, with the first and second axle holes being substantially symmetrically arranged about the center of the third axle hole.The third shaft hole can be rotatably connected to at least part of the second stabilizing mechanism 1355. The first shaft hole and the third damper 1354a can be connected by a rotating shaft, thereby achieving a rotatable connection between the third damper 1354a and the fourth connector 113. The second shaft hole and the fourth damper 1354b can be connected by a rotating shaft, thereby achieving a rotatable connection between the fourth damper 1354b and the fourth connector 113.

[0051] Taking the third adjustment mechanism 135 located on the front side of the frame 11 as an example, one end of the first push rod 1321 is connected to the first front wheel 1211, and the other end of the first push rod 1321 is connected to the fifth transmission arm 1351. One end of the second push rod 1322 is connected to the second front wheel 1212, and the other end of the second push rod 1322 is connected to the sixth transmission arm 1352. Specifically, in the vertical direction of the all-terrain vehicle 100, the second stabilizing mechanism 1355 is at least partially located above the sixth shock absorber 1354 and at least partially located below the fifth shock absorber 1353, that is, the second stabilizing mechanism 1355 is at least partially located between the sixth shock absorber 1354 and the fifth shock absorber 1353. The sixth shock absorber 1354 is at least partially located below the fifth shock absorber 1353. The fifth damper 1353 is at least partially disposed between the fifth force transmission arm 1351 and the sixth force transmission arm 1352, the sixth damper 1354 is at least partially disposed between the fifth force transmission arm 1351 and the sixth force transmission arm 1352, and the second stabilizing mechanism 1355 is at least partially disposed between the fifth force transmission arm 1351 and the sixth force transmission arm 1352. In this embodiment, the third damping member 1354a is at least partially disposed below the fifth damper 1353 and at least partially disposed below the second stabilizing mechanism 1355, and the fourth damping member 1354b is at least partially disposed below the fifth damper 1353 and at least partially disposed below the second stabilizing mechanism 1355. The third damping member 1354a is at least partially disposed between the fifth force transmission arm 1351 and the sixth force transmission arm 1352, and the fourth damping member 1354b is at least partially disposed between the fifth force transmission arm 1351 and the sixth force transmission arm 1352.

[0052] Specifically, the fifth transmission arm 1351 includes a third main body 1351a, a third fixing point 1351b, and several third mounting components. The third mounting components include a first mounting point 1351c, a second mounting point 1351d, a third mounting point 1351e, and a fourth mounting point 1351f. The third main body 1351a, the third fixing point 1351b, and the several third mounting components are integrally formed. Understandably, the third fixing point 1351b and the several third mounting components can also be fixed to the third main body 1351a by welding or other methods. The first mounting point 1351c connects to the first push rod 1321, the second mounting point 1351d connects to one end of the fifth shock absorber 1353, and the third mounting point 1351e connects to one end of the third shock absorber 1354a. The fourth mounting point 1351f connects to one end of the second stabilizing mechanism 1355, and the third fixing point 1351b is rotatably connected to the frame 11. In this embodiment, the first mounting point 1351c is rotatably connected to the first push rod 1321, the second mounting point 1351d is rotatably connected to the fifth shock absorber 1353, the third mounting point 1351e is rotatably connected to the third shock absorber 1354a, and the fourth mounting point 1351f is rotatably connected to the second stabilizing mechanism 1355. The sixth transmission arm 1352 includes a fourth main body 1352a, a fourth fixing point 1352b, and several fourth mounting components. The fourth mounting components include the fifth mounting point 1352c, the sixth mounting point 1352d, the seventh mounting point 1352e, and the eighth mounting point 1352f. The fourth main body 1352a, the fourth fixing point 1352b, and the several fourth mounting components are integrally formed. It can be understood that the fourth fixing point 1352b and the several fourth mounting components can also be fixed on the fourth main body 1352a by welding or other fixing methods. The fifth mounting point 1352c is connected to the second push rod 1322, the sixth mounting point 1352d is connected to the other end of the fifth shock absorber 1353, and the seventh mounting point 1352e is connected to one end of the fourth shock absorber 1354b. The eighth mounting point 1352f is connected to the other end of the second stabilizing mechanism 1355. The fourth fixing point 1352b is rotatably connected to the frame 11. In this embodiment, the fifth mounting point 1352c is rotatably connected to the second push rod 1322, the sixth mounting point 1352d is rotatably connected to the fifth shock absorber 1353, the seventh mounting point 1352e is rotatably connected to the fourth shock absorber 1354b, and the eighth mounting point 1352f is rotatably connected to the second stabilizing mechanism 1355.

[0053] In this embodiment, the third main body 1351a is further provided with a plurality of third replacement points 1351g, which are used to replace the mounting points of the fifth shock absorber 1353 and the third shock absorber 1354a. The fourth main body 1352a is further provided with a plurality of fourth replacement points 1352g, which are used to replace the mounting points of the fifth shock absorber 1353 and the fourth shock absorber 1354b. Through the above arrangement, the transmission ratio between the shock absorber and the traveling assembly 12 can be adjusted by changing the mounting points of the fifth shock absorber 1353 and the sixth shock absorber 1354, thereby achieving the adjustability of the shock absorber's stiffness.

[0054] In one implementation, the second stabilizing mechanism 1355 includes a second stabilizer bar 1355a, a third connecting rod 1355b, and a fourth connecting rod 1355c. One end of the second stabilizer bar 1355a is connected to one end of the third connecting rod 1355b, and the other end of the third connecting rod 1355b is connected to a fourth mounting point 1351f. The other end of the second stabilizer bar 1355a is connected to one end of the fourth connecting rod 1355c, and the other end of the fourth connecting rod 1355c is connected to an eighth mounting point 1352f. The second stabilizer bar 1355a and the fourth connecting member 113 are rotatably connected. Specifically, the second stabilizer bar 1355a is rotatably connected to a third shaft hole. The second stabilizer bar 1355a is at least partially disposed between the fifth shock absorber 1353 and the sixth shock absorber 1354, and the second stabilizer bar 1355a extends substantially along the longitudinal direction of the all-terrain vehicle 100. With the above configuration, the second stabilizer bar 1355a can be placed on the upper side of the frame 11, thereby saving the arrangement space of the second stabilizer mechanism 1355 and reducing the weight of the second stabilizer mechanism 1355, thereby reducing the weight of the suspension assembly 13 and achieving the lightweighting of the all-terrain vehicle 100.

[0055] Both ends of the second stabilizer bar 1355a are provided with fifth connecting members 1355d. The fifth connecting members 1355d at both ends of the second stabilizer bar 1355a are arranged in opposite directions, that is, the extension directions of the fifth connecting members 1355d at both ends of the second stabilizer bar 1355a are basically opposite. The second stabilizer bar 1355a and the third connecting bar 1355b are connected by the fifth connecting members 1355d, and the second stabilizer bar 1355a and the fourth connecting bar 1355c are also connected by the fifth connecting members 1355d. The fifth connecting member 1355d is provided with a plurality of second adjusting holes 1355e, and the centers of the plurality of second adjusting holes 1355e are basically on the same straight line. Several second adjustment holes 1355e are used to change the distance between the second stabilizer 1355a and the third connecting rod 1355b, and to change the distance between the second stabilizer 1355a and the fourth connecting rod 1355c. This allows the stiffness of the second stabilizer 1355a to be adjusted by changing the torque of the second stabilizer 1355a, thereby enabling the individual change of the roll stiffness of the second stabilizing mechanism 1355.

[0056] When the third adjustment mechanism 135 is located at the rear of the frame 11, one end of the third push rod is connected to the first rear wheel, and the other end of the third push rod is connected to the fifth transmission arm 1351. One end of the fourth push rod is connected to the second rear wheel, and the other end of the fourth push rod is connected to the sixth transmission arm 1352. When the third adjustment mechanism 135 is installed on the front and rear sides of the frame 11, one end of the first push rod 1321 is connected to the first front wheel 1211, and the other end of the first push rod 1321 is connected to the fifth transmission arm 1351 of the front third adjustment mechanism 135; one end of the second push rod 1322 is connected to the second front wheel 1212, and the other end of the second push rod 1322 is connected to the sixth transmission arm 1352 of the front third adjustment mechanism 135; one end of the third push rod is connected to the first rear wheel, and the other end of the third push rod is connected to the fifth transmission arm 1351 of the rear third adjustment mechanism 135; one end of the fourth push rod is connected to the second rear wheel, and the other end of the fourth push rod is connected to the sixth transmission arm 1352 of the rear third adjustment mechanism 135. With the above configuration, the longitudinal stiffness of the all-terrain vehicle 100 can be adjusted via the fifth transmission arm 1351, the sixth transmission arm 1352, and the fifth shock absorber 1353, and the lateral stiffness of the all-terrain vehicle 100 can be adjusted via the fifth transmission arm 1351, the sixth transmission arm 1352, and the sixth shock absorber 1354. This allows for independent adjustment of the longitudinal and lateral stiffness of the all-terrain vehicle 100, thereby decoupling the linear and angular stiffness of the suspension assembly 13, enabling independent adjustment of linear and angular stiffness and improving the anti-pitch characteristics of the all-terrain vehicle 100. Furthermore, with the above configuration, the second stabilizing mechanism 1355 can replace the stabilizer bar of the all-terrain vehicle 100, and the sixth shock absorber 1354 can replace the shock absorbers on both sides of the all-terrain vehicle 100, thereby optimizing the structure of the all-terrain vehicle 100, reducing the number of components, and ultimately achieving weight reduction of the all-terrain vehicle 100.

[0057] In one implementation, the axis of the fifth shock absorber 1353 extends substantially along the left-right direction of the all-terrain vehicle 100. The third shock absorber 1354a and the fourth shock absorber 1354b are obliquely positioned. Specifically, the third shock absorber 1354a extends substantially along the tenth straight line 1010, and the fourth shock absorber 1354b extends substantially along the eleventh straight line 1011. The all-terrain vehicle 100 includes a first projection plane 101 perpendicular to the front-rear direction. Along the front-rear direction of the all-terrain vehicle 100, the projection of the tenth straight line 1010 onto the first projection plane 101 is the twelfth projection line, the projection of the eleventh straight line 1011 onto the first projection plane 101 is the thirteenth projection line, and the projection of the axis of the fifth shock absorber 1353 onto the first projection plane 101 is the fourteenth projection line. The acute angle formed by the twelfth and fourteenth projection lines is angle φ, and the acute angle formed by the thirteenth and fourteenth projection lines is angle φ. When the all-terrain vehicle 100 is in the first state, the included angle φ is greater than or equal to 0° and less than or equal to 90°. Specifically, the included angle φ is greater than or equal to 5° and less than or equal to 70°. In this embodiment, the included angle φ is greater than or equal to 10° and less than or equal to 45°. Through the above settings, the longitudinal stiffness of the all-terrain vehicle 100 can be adjusted by controlling the relative positions of the fifth transmission arm 1351, the sixth transmission arm 1352, and the fifth shock absorber 1353; the lateral stiffness of the all-terrain vehicle 100 can be adjusted by controlling the relative positions of the fifth transmission arm 1351, the sixth transmission arm 1352, and the sixth shock absorber 1354. That is, the longitudinal stiffness and lateral stiffness of the all-terrain vehicle 100 can be adjusted independently, thereby achieving the decoupling of the linear stiffness and angular stiffness of the suspension assembly 13, that is, achieving independent adjustment of linear stiffness and angular stiffness, and improving the anti-pitch characteristics of the all-terrain vehicle 100. Furthermore, through the above-mentioned configuration, the balance bar of the all-terrain vehicle 100 can be replaced by the second stabilizing mechanism 1355, and the shock absorbers on both sides of the all-terrain vehicle 100 can be replaced by the sixth shock absorber 1354, thereby achieving structural optimization of the all-terrain vehicle 100, reducing the number of parts of the all-terrain vehicle 100, and thus achieving lightweighting of the all-terrain vehicle 100.

[0058] In this embodiment, the third adjustment mechanism 135 also includes a first position, a second position, and a third position. When the third adjustment mechanism 135 is in the first position, it is located on the front side of the frame 11; when it is in the second position, it is located on the rear side of the frame 11; and when it is in the third position, it is located on both the front and rear sides of the frame 11.

[0059] When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the first position, if the first front wheel 1211 moves vertically, the first front wheel 1211 drives the first push rod 1321 to rotate, which in turn drives the fifth transmission arm 1351 to rotate. At this time, the third mounting point 1351e rotates, thereby compressing or extending the third shock absorber 1354a, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the third adjustment mechanism 135. When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the first position, if the second front wheel 1212 moves vertically, the second front wheel 1212 drives the second push rod 1322 to rotate, which in turn drives the sixth transmission arm 1352 to rotate. At this time, the seventh mounting point 1352e rotates, thereby compressing or extending the fourth shock absorber 1354b, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the third adjustment mechanism 135. When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the second position, if the first rear wheel displaces vertically, the first rear wheel drives the third push rod to rotate, which in turn drives the fifth transmission arm 1351 to rotate. At this time, the third mounting point 1351e rotates, thereby compressing or extending the third shock absorber 1354a, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the third adjustment mechanism 135. When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the second position, if the second rear wheel displaces vertically, the second rear wheel drives the fourth push rod to rotate, which in turn drives the sixth transmission arm 1352 to rotate. At this time, the seventh mounting point 1352e rotates, thereby compressing or extending the fourth shock absorber 1354b, thus achieving the adjustment of the lateral stiffness of the all-terrain vehicle 100 by the third adjustment mechanism 135. When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the third position, the working principle of the third adjustment mechanism 135 is a combination of the working principles of the third adjustment mechanism 135 in the first position and the third adjustment mechanism 135 in the second position. That is, when the first front wheel 1211 or the first rear wheel undergoes vertical displacement, the third shock absorber 1354a is in working condition; when the second front wheel 1212 or the second rear wheel undergoes vertical displacement, the fourth shock absorber 1354b is in working condition. Specifically, the third shock absorber 1354a being in working condition means that the third shock absorber 1354a is compressed or stretched, thereby adjusting the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134; the fourth shock absorber 1354b being in working condition means that the fourth shock absorber 1354b is compressed or stretched, thereby adjusting the lateral stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134.

[0060] In this embodiment, when the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the first position, if the first front wheel 1211 and the second front wheel 1212 simultaneously move vertically, the first front wheel 1211 drives the first push rod 1321 to rotate, and the second front wheel 1212 drives the second push rod 1322 to rotate, thereby causing the fifth transmission arm 1351 and the sixth transmission arm 1352 to rotate in opposite directions simultaneously. At this time, the second mounting point 1351d and the fifth mounting point 1352c simultaneously apply force to the fifth shock absorber 1353, thereby compressing or stretching the fifth shock absorber 1353, thus realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the third adjustment mechanism 135. When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the second position, if the first and second rear wheels simultaneously move vertically, the first rear wheel drives the third push rod to rotate, and the second rear wheel drives the fourth push rod to rotate, thereby causing the fifth transmission arm 1351 and the sixth transmission arm 1352 to rotate in opposite directions simultaneously. At this time, the second mounting point 1351d and the fifth mounting point 1352c simultaneously apply force to the fifth shock absorber 1353, thereby compressing or stretching the fifth shock absorber 1353, thus realizing the adjustment of the longitudinal stiffness of the all-terrain vehicle 100 by the third adjustment mechanism 135. When the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the third position, the working principle of the third adjustment mechanism 135 is a combination of the working principles of the third adjustment mechanism 135 in the first and second positions. The all-terrain vehicle 100 also includes a third state and a fourth state. When the first front wheel 1211 and the second front wheel 1212 undergo vertical displacement, the all-terrain vehicle 100 is in the third state; when the first rear wheel and the second rear wheel undergo vertical displacement, the all-terrain vehicle 100 is in the fourth state. When the all-terrain vehicle 100 is in the third state and / or the fourth state, the third shock absorber 1343 is in the working state. The third shock absorber 1343 being in the working state means that the third shock absorber 1343 is compressed or stretched, thereby adjusting the longitudinal stiffness of the all-terrain vehicle 100 by the second adjustment mechanism 134.

[0061] In this embodiment, when the all-terrain vehicle 100 is in the second state and the third adjustment mechanism 135 is in the first, second, or third position, the second stabilizing mechanism 1355 can increase the roll stiffness of the suspension assembly 13, thereby reducing the body roll angle of the all-terrain vehicle 100.

[0062] 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 suspension assembly further includes an adjustment mechanism, which is a third adjustment mechanism, and the third adjustment mechanism includes: The fifth lever arm, The sixth lever arm, The fifth shock absorber extends substantially in the left-right direction; The sixth shock absorber, one end of which is connected to the fifth shock absorber via the fifth force transmission arm, and the other end of which is connected to the fifth shock absorber via the sixth force transmission arm; The second stabilizing mechanism, in the vertical direction of the all-terrain vehicle, is at least partially disposed above the sixth shock absorber and at least partially disposed below the fifth shock absorber, that is, at least partially disposed between the sixth shock absorber and the fifth shock absorber; the second stabilizing structure includes a second stabilizer bar, a third connecting rod, and a fourth connecting rod, the second stabilizer bar extending substantially in the front-rear direction, one end of the third connecting rod connecting to the fifth force transmission arm and the other end connecting to the second stabilizer bar, one end of the fourth connecting rod connecting to the sixth force transmission arm and the other end connecting to the second stabilizer bar; The first traveling wheel includes a first front wheel and a second front wheel, and the second traveling wheel includes a first rear wheel and a second rear wheel; When the first or second wheel moves vertically, the fifth shock absorber compresses or stretches to adjust the longitudinal stiffness of the all-terrain vehicle. When any one of the first front wheel, the second front wheel, the first rear wheel, or the second rear wheel undergoes vertical displacement, the sixth shock absorber compresses or stretches to adjust the lateral stiffness of the all-terrain vehicle.

2. The all-terrain vehicle according to claim 1, characterized in that, The sixth shock absorber includes a third shock absorber and a fourth shock absorber. The third shock absorber is obliquely arranged, and the fourth shock absorber is obliquely arranged. One end of the third shock absorber is rotatably connected to the vehicle frame, and the other end of the third shock absorber is rotatably connected to the fifth force transmission arm. One end of the fifth shock absorber is connected to the fifth force transmission arm, and the other end of the fifth shock absorber is connected to the sixth force transmission arm.

3. The all-terrain vehicle according to claim 1, characterized in that, The all-terrain vehicle includes a first state and a second state. When the all-terrain vehicle is in the first state, the first front wheel and the second front wheel are displaced vertically. When the all-terrain vehicle is in the second state, the first rear wheel and the second rear wheel are displaced vertically. When the all-terrain vehicle is in the first state and the second state, the fifth shock absorber is compressed or stretched to adjust the longitudinal stiffness of the all-terrain vehicle.

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