All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a suspension assembly, a walking assembly, a rotating system and a power system; the walking assembly comprises front wheels and rear wheels; the rotating system is connected with the front wheels and comprises a rotating control assembly and a rotating transmission assembly; the rotating control assembly is connected with the front wheels through the rotating transmission assembly; the rotating transmission assembly comprises a rotating assisting device and a first rotating shaft; the rotating assisting device is arranged at least partially on the first rotating shaft, and the rotating assisting device is located at one end of the first rotating shaft which is away from the rotating control assembly; the length of the first rotating shaft extending along the length direction of the all-terrain vehicle is defined as a first shaft length; the length of the rotating transmission assembly extending along the length direction of the all-terrain vehicle is defined as a total shaft length; the ratio between the first shaft length and the total shaft length is greater than or equal to 0.6 and less than or equal to 0.8. Through the above arrangement, the structure of the rotating transmission assembly is more compact, the loss in the power transmission process is smaller, and the flexibility of user operation is improved.

Description

TECHNICAL FIELD

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

[0002] The all-terrain vehicle refers to a vehicle that can run on any terrain, and can walk freely on the terrain where the ordinary vehicle is difficult to maneuver.

[0003] The conventional steering shaft occupies a larger arrangement space, and when the steering assist device is arranged on the steering shaft, the all-terrain vehicle lacks space for the steering shaft to realize up and down adjustment due to the compact space at the front end of the all-terrain vehicle.

[0004] At the same time, the existing steering shaft has a large loss in the steering power transmission process, which is not convenient for flexible operation of the vehicle. SUMMARY

[0005] In order to solve the problems of the prior art, the purpose of the present application is to provide an all-terrain vehicle, which has a more compact steering shaft structure and can reduce the steering power loss.

[0006] In order to achieve the above purpose, the present application adopts the following technical scheme:

[0007] An all-terrain vehicle, comprising a vehicle frame, a suspension assembly, a walking assembly, a rotating system and a power system; the suspension assembly is connected with the vehicle frame; the walking assembly comprises front wheels and rear wheels, the front wheels are connected to the front part of the vehicle frame through the suspension assembly, and the rear wheels are connected to the rear part of the vehicle frame through the suspension assembly; the steering system is connected with the front wheels, and comprises a steering control assembly and a steering transmission assembly, the steering control assembly is connected with the front wheels through the steering transmission assembly; the power system is in transmission connection with the rear wheels; the steering transmission assembly comprises a steering assist device and a first steering shaft, the steering assist device is at least partially arranged on the first steering shaft, and the steering assist device is located at one end of the first steering shaft away from the steering control assembly, the length of the first steering shaft extending along the length direction of the all-terrain vehicle is defined as the first shaft length, the length of the steering transmission assembly extending along the length direction of the all-terrain vehicle is defined as the total shaft length, and the ratio between the first shaft length and the total shaft length is greater than or equal to 0.6 and less than or equal to 0.8.

[0008] Further, the ratio between the first shaft length and the total shaft length is greater than or equal to 0.65 and less than or equal to 0.75.

[0009] Further, the steering system further comprises a steering gear, and the steering transmission assembly further comprises a second steering shaft, the first steering shaft is connected with the steering gear through the second steering shaft.

[0010] Further, the ratio between the axial length of the first steering shaft and the axial length of the second steering shaft is greater than or equal to 1.6 and less than or equal to 2.4.

[0011] Further, a longitudinal plane perpendicular to the width direction of the all-terrain vehicle is defined, the longitudinal plane bisects the frame along the length direction of the all-terrain vehicle, the projection of the first steering shaft on the longitudinal plane along the width direction of the all-terrain vehicle extends substantially in the direction of the first projection line, the projection of the second steering shaft on the longitudinal plane along the width direction of the all-terrain vehicle extends substantially in the direction of the second projection line, and the angle between the first projection line and the second projection line is greater than or equal to 148° and less than or equal to 174°.

[0012] Further, the first steering shaft comprises an upper cylinder and a pipe cylinder, the pipe cylinder is at least partially arranged in the upper cylinder, and the pipe cylinder is connected to the steering control assembly at an end thereof away from the upper cylinder and is capable of translating relative to the upper cylinder along the axial direction of the pipe cylinder.

[0013] Further, the first steering shaft further comprises a lower cylinder and a sealing member, the lower cylinder is at least partially arranged in the upper cylinder, and the sealing member is arranged at the joint between the upper cylinder and the lower cylinder, and the sealing member is made of rubber.

[0014] Further, the first steering shaft comprises an adjusting mechanism, the first steering shaft is fixedly connected to the frame through the adjusting mechanism, the adjusting mechanism comprises a locked state and an unlocked state, when the adjusting mechanism is in the unlocked state, the first steering shaft is capable of moving along the height direction of the all-terrain vehicle, and the pipe cylinder is capable of translating relative to the upper cylinder along the axial direction of the pipe cylinder, and when the adjusting mechanism is in the locked state, the first steering shaft is kept at a preset position.

[0015] Further, the steering transmission assembly further comprises a steering mounting member, the steering mounting member is at least partially arranged on the first steering shaft and located at an end of the first steering shaft close to the steering control assembly, when one end of the steering transmission assembly is connected to the steering gear, the other end of the steering transmission assembly is overlapped on the frame through the steering mounting member, and the steering mounting member is a hook.

[0016] Further, the steering system further comprises a pipe cylinder mounting bracket, the first steering shaft is connected to the frame through the pipe cylinder mounting bracket, and the steering assisting device is arranged close to the pipe cylinder mounting bracket.

[0017] The steering assisting device of the all-terrain vehicle is arranged on the first steering shaft, and the steering assisting device is located at an end of the first steering shaft away from the steering control assembly, thereby improving the structural compactness of the steering transmission assembly. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 FIG. 1 is a structural schematic diagram of the all-terrain vehicle of the present application;

[0019] Figure 2 FIG. 3 is a schematic diagram of the power system and the transmission system of the all-terrain vehicle of the present application;

[0020] Figure 3Structure diagram of steering system of the all-terrain vehicle of the present application;

[0021] Figure 4 Structure diagram of steering system and frame of the all-terrain vehicle of the present application;

[0022] Figure 5 Structure diagram of fixed support of the all-terrain vehicle of the present application;

[0023] Figure 6 Sectional view of the first steering shaft of the all-terrain vehicle of the present application;

[0024] Figure 7 Exploded view of the column mounting support of the all-terrain vehicle of the present application;

[0025] Figure 8 Front view of the drive system, frame and suspension of the all-terrain vehicle of the present application;

[0026] Figure 9 Top view of the drive system, frame and suspension of the all-terrain vehicle of the present application;

[0027] Figure 10 Structure diagram of the drive system and frame of the all-terrain vehicle of the present application;

[0028] Figure 11 Structure diagram of the drive system and frame of the all-terrain vehicle of the present application; Figure 10 Enlarged view of the middle B;

[0029] Figure 12 Exploded view of the front axle assembly of the all-terrain vehicle of the present application;

[0030] Figure 13 Structure diagram of the first support mechanism, second support mechanism and drive shaft of the all-terrain vehicle of the present application;

[0031] Figure 14 Structure diagram of the first support mechanism of the all-terrain vehicle of the present application. DETAILED DESCRIPTION

[0032] In order for those skilled in the art to better understand the present application, the technical solutions in the specific embodiments of the present application will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present application.

[0033] In order for those skilled in the art to better understand the present application, the technical solutions in the specific embodiments of the present application will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present application.

[0034] It is to be understood that when an element is referred to as being "on" another element, it can be directly on the other element or intervening elements can also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements can also be present. As used herein the terms "vertical", "horizontal", "left", "right", and the like are merely used for the purpose of illustration and do not indicate or imply absolute orientation.

[0035] In the description of the present application, it should be noted that the terms "first", "second" are used only for the purpose of description, and should not be understood as indicating or implying relative importance or implying the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features.

[0036] In the description of the present application, it should be noted that the description "one component is located inside another component" means that one component is located on the side of another component away from the vehicle body cover 12 or away from the outer surface of the all-terrain vehicle 100.

[0037] The present application provides an all-terrain vehicle 100 as shown in Figure 1 The all-terrain vehicle 100 includes a frame 11, a vehicle body cover 12, a suspension assembly 13 and a walking assembly 14. In order to clearly define the technical solutions of the present application, the front side, the rear side, the left side, the right side, the upper side and the lower side as shown in Figure 1 The all-terrain vehicle 100 includes a frame 11, a vehicle body cover 12, a suspension assembly 13 and a walking assembly 14. In order to clearly define the technical solutions of the present application, the front side, the rear side, the left side, the right side, the upper side and the lower side as shown in

[0038] In the description of the present application, it should be noted that the terms "length direction" means parallel to the front and rear direction of the vehicle in the driving state of the driver of the all-terrain vehicle 100, the term "width direction" means parallel to the left and right direction of the vehicle in the driving state of the driver of the all-terrain vehicle 100, and the term "height direction" means parallel to the up and down direction of the vehicle in the driving state of the driver of the all-terrain vehicle 100.

[0039] As shown in Figure 1 and Figure 2As shown, specifically, the all-terrain vehicle 100 further comprises a power system 15 and a transmission system 16. The frame 11 is configured to form a main frame of the all-terrain vehicle 100, and the frame 11 surrounds a driver cabin 101 for a user to sit on, and other systems are directly or indirectly connected to the frame 11. The body cover 12 is arranged outside the frame 11 and is configured to cover most of the frame 11. The suspension assembly 13 is connected to the frame 11, and the suspension assembly 13 is configured to connect the walking assembly 14 to the frame 11. The power system 15 is at least partially connected to the frame 11 and is configured to provide driving force for the all-terrain vehicle 100. The transmission system 16 is in driving connection with the power system 15, and the transmission system 16 receives the driving force output by the power system 15 and transmits the driving force to the walking assembly 14. The walking assembly 14 is at least partially arranged below the frame 11, and the walking assembly 14 directly or indirectly receives the driving force output by the transmission system 16 and drives the all-terrain vehicle 100 to walk. The walking assembly 14 comprises front wheels 141 arranged at the front of the all-terrain vehicle 100 and rear wheels 142 arranged at the rear of the all-terrain vehicle 100. The all-terrain vehicle 100 further comprises a steering system 18, which is at least partially connected to the front wheels 141 and is configured to control the steering of the all-terrain vehicle 100. The all-terrain vehicle 100 in the embodiments of the present application can be various types of all-terrain vehicles 100 including SSV and UTV.

[0040] As shown in Figure 1 and Figure 3 As shown, as an implementation manner, the all-terrain vehicle 100 further comprises a steering system 18, which is at least partially connected to the front wheels 141 and is configured to control the steering of the all-terrain vehicle 100. The steering system 18 comprises a steering control assembly 181, a steering transmission assembly 182, and a steering gear 183, one end of the steering transmission assembly 182 is connected to the steering control assembly 181, and the other end of the steering transmission assembly 182 is rotatably connected to the steering gear 183. The steering control assembly 181 is configured to output a rotating force to the steering transmission assembly 182, and the steering transmission assembly 182 transmits the rotating force to the steering gear 183, thereby realizing the steering of the all-terrain vehicle 100, wherein the steering control assembly 181 can be configured as a steering wheel.

[0041] As shown in Figure 3As shown, the steering transmission assembly 182 further includes a first steering shaft 1821, which is connected to the steering control assembly 181. The steering transmission assembly 182 also includes a steering assist device 1822, which is at least partially disposed on the first steering shaft 1821 and located at the end of the first steering shaft 1821 away from the steering control assembly 181. The steering assist device 1822 assists the user in overcoming steering resistance torque, thereby enabling the all-terrain vehicle 100 to steer. It is understood that the placement of the steering assist device 1822 on the first steering shaft 1821 saves space occupied by the steering transmission assembly 182 and avoids obstruction from opposing components of the first steering shaft 1821, improving the overall compactness of the vehicle.

[0042] like Figure 4 As shown, the steering system 18 further includes a column mounting bracket 184, which is located near the power steering device 1822, and the first steering shaft 1821 can be connected to the frame 11 through the column mounting bracket 184.

[0043] like Figure 3 As shown, further, the length of the first steering shaft 1821 extending along the length direction is defined as the first shaft length L1, and the length of the steering transmission assembly 182 extending along the length direction is defined as the total shaft length L2. As an optional implementation, the ratio between the first shaft length L1 and the total shaft length L2 is greater than or equal to 0.6 and less than or equal to 0.8. Further, the ratio between the first shaft length L1 and the total shaft length L2 is greater than or equal to 0.65 and less than or equal to 0.75. More preferably, the ratio between the first shaft length L1 and the total shaft length L2 is equal to 0.7. If the ratio between the first shaft length L1 and the total shaft length L2 is too large when the total shaft length L2 remains constant, the length of the first shaft length L1 extending along the length direction will be too long, resulting in the first steering shaft 1821 occupying too much arrangement space and reducing the spatial compactness of the all-terrain vehicle 100. If the ratio between the first axle length L1 and the total axle length L2 is too small, the length of the first axle along its length direction will be too short, making it difficult to integrate the power steering device 1822 with the first steering shaft 1821, and making it difficult to achieve deep adjustment of the steering control component 181, thus reducing the spatial compactness and human-machine interaction coordination of the all-terrain vehicle 100. Through the above arrangement, the power steering device 1822 can be integrated with the first steering shaft 1821 while also reducing the layout space occupied by the first steering shaft 1821, thereby improving the spatial compactness of the all-terrain vehicle.

[0044] like Figure 3As shown, further, the steering transmission assembly 182 further comprises a second steering shaft 1823, the second steering shaft 1823 is rotatably connected with the first steering shaft 1821, the first steering shaft 1821 is connected to the steering gear 183 through the second steering shaft 1823, the steering gear 183 is used for transmitting the steering force output by the steering transmission assembly 182 to the front wheel 141. The length of the first steering shaft 1821 extending along its own axis is defined as the first axial length L3, and the length of the second steering shaft 1823 extending along its own axis is defined as the second axial length L4. As an optional implementation, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.6 and less than or equal to 2.4. Further, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.7 and less than or equal to 2.3. More preferably, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.8 and less than or equal to 2.2. It can be understood that if the ratio between the axial length L3 of the first steering shaft 1821 and the axial length L4 of the second steering shaft 1823 is too large, the first steering shaft 1821 occupies too much arrangement space, the first steering shaft 1821 is prone to interfere with its counterpart, and the spatial compactness of the all-terrain vehicle 100 is reduced. If the ratio between the axial length L3 of the first steering shaft 1821 and the axial length L4 of the second steering shaft 1823 is too small, the steering assist device 1822 is difficult to be integrally arranged with the first steering shaft 1821, and the spatial compactness of the all-terrain vehicle 100 is reduced. Through the above arrangement, the steering assist device 1822 is integrally arranged with the first steering shaft 1821, and the first steering shaft 1821 is prevented from interfering with the counterpart of the first steering shaft 1821, and the spatial compactness of the all-terrain vehicle 100 is improved.

[0045] Compared with the related art, the steering transmission assembly 182 in the technical solution of the present application has fewer steering shafts, so that the steering force of the steering transmission assembly 182 is less lost during transmission, and the user can control the steering control assembly 181 more easily, and the human-machine interaction coordination is improved.

[0046] As Figure 3As shown, as an implementation manner, a longitudinal plane 102 perpendicular to the width direction of the all-terrain vehicle 100 is defined, a projection of the first steering shaft 1821 on the longitudinal plane 102 in the width direction extends substantially in the direction of the first projection line 103, and a projection of the second steering shaft 1823 on the longitudinal plane 102 in the width direction extends substantially in the direction of the second projection line 104. As an optional implementation manner, an included angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 148° and less than or equal to 174°. Further, the included angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 153° and less than or equal to 169°. More preferably, the included angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 158° and less than or equal to 164°. In the case that the second steering shaft 1823 is fixed, if the included angle β between the first projection line 103 and the second projection line 104 is too large, it is not conducive to the first steering shaft 1821 and the second steering shaft 1823 to avoid the opponent of the steering system 18 in the width direction. If the included angle β between the first projection line 103 and the second projection line 104 is too small, it is not conducive to the first steering shaft 1821 and the second steering shaft 1823 to avoid the opponent of the steering system 18 in the height direction. Through the above arrangement, it can be avoided that the first steering shaft 1821 interferes with the opponent of the steering system 18, and the spatial compactness of the all-terrain vehicle 100 is also improved.

[0047] As shown in Figure 4 and Figure 6 As an implementation manner, the first steering shaft 1821 includes an upper cylinder 1821a and a pipe column 1821b, the pipe column 1821b is at least partially arranged in the upper cylinder 1821a, one end of the pipe column 1821b away from the upper cylinder 1821a is connected with the steering control assembly 181, and the pipe column 1821b can translate relative to the upper cylinder 1821a along its own axis. Through the above arrangement, the pipe column 1821b can drive the steering control assembly 181 to move, thereby changing the relative position between the steering control assembly 181 and the user, so as to realize the depth adjustment of the steering control assembly 181, so that the steering control assembly 181 can meet the use requirements in different scenes, and the human-computer interaction coordination is improved.

[0048] Further, the first steering shaft 1821 further comprises a lower column 1821c and a sealing member 1821d, the lower column 1821c is at least partially arranged in the upper column 1821a, and the lower column 1821c is arranged between the upper column 1821a and the tube column 1821b, and the sealing member 1821d is arranged at the joint between the lower column 1821c and the upper column 1821a, wherein the sealing member 1821d can be arranged as rubber. It can be understood that, by arranging the sealing member 1821d, the liquid and / or stones and other objects can be prevented from entering the first steering shaft 1821, so as to avoid the liquid and / or stones and other objects from being worn with the first steering shaft 1821, thereby prolonging the service life of the first steering shaft 1821.

[0049] As shown in Figure 4 and Figure 6 as an implementation manner, the first steering shaft 1821 further comprises an adjusting mechanism 1821e, the first steering shaft 1821 is fixedly connected with the frame 11 through the adjusting mechanism 1821e, and the adjusting mechanism 1821e is used for adjusting the height and depth of the steering control assembly 181.

[0050] Specifically, the adjusting mechanism 1821e comprises a locked state and an unlocked state, when the adjusting mechanism 1821e is in the unlocked state, the first steering shaft 1821 can move along the height direction, and the tube column 1821b can translate along the axial direction of the tube column 1821b relative to the upper column 1821a, thereby driving the steering control assembly 181 to move along the height direction. When the adjusting mechanism 1821e is in the locked state, the first steering shaft 1821 can be kept at a preset position, that is, the user can fix the use height of the steering control assembly 181 according to own demand. Through the above arrangement, the steering control assembly 181 can move along the height direction and be fixed, thereby realizing the height and depth adjustment of the steering control assembly 181, so that the steering control assembly 181 can meet the use demand in different scenes, and the human-computer interaction coordination is improved.

[0051] As shown in Figure 4 and Figure 5As shown, further, the steering transmission assembly 182 includes a steering mount 1821f arranged at one end of the steering transmission assembly 182 away from the steering gear 183, and when the one end of the steering transmission assembly 182 is connected with the steering gear 183, the other end of the steering transmission assembly 182 is overlapped on the frame 11 through the steering mount 1821f, wherein the steering mount 1821f is arranged as a hook. In the width direction, the steering mount 1821f is a substantially "U"-shaped groove. Specifically, the steering mount 1821f is arranged on the adjusting mechanism 1821e, and the steering mount 1821f is welded or integrally formed with the adjusting mechanism 1821e. The frame 11 includes a front frame 115 arranged at least partially in front of the steering control assembly 181, and the front frame 115 is provided with a fixed support 1151 matched with the steering mount 1821f, and the one end of the steering transmission assembly 182 is overlapped on the fixed support 1151 through the steering mount 1821f. Wherein the fixed support 1151 is arranged as a sheet metal member, and the fixed support 1151 is welded with the front frame 115. When the steering mount 1821f is overlapped with the fixed support 1151, the fixed support 1151 is arranged at least partially in the groove of the steering mount 1821f. In the connection process of the steering transmission assembly 182 and the frame 11, the one end of the steering transmission assembly 182 is first overlapped on the fixed support 1151 through the steering mount 1821f, and then the other end of the steering transmission assembly 182 is connected with the steering gear 183, and finally the adjusting mechanism 1821e is fixedly connected to the fixed support 1151 through the fastener, so as to realize the connection of the steering transmission assembly 182 and the front frame 115. It can be understood that, due to the large weight of the steering transmission assembly 182, through the above arrangement, the connection difficulty between the steering transmission assembly 182 and the steering gear 183 can be reduced, and the connection stability between the steering transmission assembly 182 and the front frame 115 can be improved.

[0052] Optionally, the steering mount 1821f can also be arranged on the first steering shaft 1821 and fixedly connected with the first steering shaft 1821.

[0053] As Figure 3 and Figure 4As shown, further, the steering mount 1821f and the fixed bracket 1151 are configured for surface contact. The contact surface between the steering mount 1821f and the fixed bracket 1151 is defined as a preset plane 105, and a reference plane 106 is defined perpendicular to the height direction of the all-terrain vehicle 100. The angle θ between the preset plane 105 and the reference plane 106 is greater than or equal to 21° and less than or equal to 33°. Further, the angle θ between the preset plane 105 and the reference plane 106 is greater than or equal to 24° and less than or equal to 30°. More preferably, the angle between the preset plane 105 and the reference plane 106 is 27°. It is understandable that if the angle θ between the preset plane 105 and the reference plane 106 is too large, during the connection process between the steering mount 1821f and the fixed bracket 1151, the end of the steering transmission assembly 182 near the steering control assembly 181 needs to be raised to a higher height, which increases the difficulty of connecting the steering mount 1821f and the fixed bracket 1151. If the angle θ between the preset plane 105 and the reference plane 106 is too small, the steering mounting component 1821f is prone to detaching from the fixed bracket 1151, resulting in low connection stability between the steering transmission assembly 182 and the front frame 115. The above-mentioned design reduces the difficulty of connecting the steering transmission assembly 182 and the front frame 115 while also increasing the connection stability between them.

[0054] like Figure 5 As shown, in one implementation, the fixed bracket 1151 includes a bearing surface 1151a and a supporting surface 1151b. The bearing surface 1151a abuts against the steering mount 1821f and is used to connect the steering mount 1821f. The supporting surfaces 1151b are distributed on the left and right sides of the bearing surface 1151a and are used to support the bearing surface 1151a. The angle η formed by the bearing surface 1151a and the supporting surface 1151b is greater than 0° and less than 180°. Through the above arrangement, the supporting effect of the fixed bracket 1151 is improved, thereby increasing the connection strength between the fixed bracket 1151 and the steering mount 1821f.

[0055] like Figure 4 As shown, in one implementation, the first steering shaft 1821 is connected to the front frame 115 via a column mounting bracket 184, wherein the column mounting bracket 184 and the front frame 115 are detachably connected. It is understood that when the opposing component of the first steering shaft 1821 is connected to the front frame 115, by providing the aforementioned detachable column mounting bracket 184, interference between the opposing component of the first steering shaft 1821 and the column mounting bracket 184 during assembly can be avoided, thereby reducing the assembly difficulty between the first steering shaft 1821 and the front frame 115 and improving the assembly efficiency of the steering system 18.

[0056] As shown in Figure 7 Further, the pipe column mounting bracket 184 includes bushings 1841 arranged at least partially in the front frame 115, and the number of the bushings 1841 arranged in the front frame 115 is at least two, wherein the bushings 1841 are arranged as steel members. When the pipe column mounting bracket 184 is connected with the front frame 115, the fasteners pass through the bushings 1841 and the front frame 115 at least partially.

[0057] Specifically, the pipe column mounting bracket 184 further includes first bracket mounting plates 1842 and second bracket mounting plates 1843 distributed along the width direction, and the bushings 1841 are arranged at least partially between the first bracket mounting plates 1842 and the second bracket mounting plates 1843 and are limited by the first bracket mounting plates 1842 and the second bracket mounting plates 1843 on both sides. When the pipe column mounting bracket 184 is connected with the front frame 115, the fasteners pass through the bushings 1841, the front frame 115, the first mounting plates 1842 and the second mounting plates 1843 at least partially. It can be understood that the pipe column mounting bracket 184 can limit the movement of the bushings 1841 through the first bracket mounting plates 1842 and the second bracket mounting plates 1843 on both sides, thereby improving the connection stability between the pipe column mounting bracket 184 and the front frame 115.

[0058] Further, one end of the first bracket mounting plate 1842 and the second bracket mounting plate 1843 is fixedly connected, thereby increasing the connection strength between the pipe column mounting bracket 184 and the front frame 115. The other end of the first mounting plate 1842 and the second mounting plate 1843 is provided with positioning holes 1842a, and the number of the positioning holes 1842a is consistent with the number of the bushings 1841. The positioning holes 1842a are used for positioning the bushings 1841, and the fasteners are arranged in the positioning holes 1842a and the bushings 1841 to connect the pipe column mounting bracket 184 with the front frame 115. Through the above arrangement, the connection stability between the pipe column mounting bracket 184 and the front frame 115 is improved.

[0059] As shown in Figure 7 As an implementation manner, the front frame 115 includes longitudinal beams 1152 extending substantially along the length direction, and the bushings 1841 pass through the longitudinal beams 1152 at least partially. The longitudinal beams 1152 include longitudinal beam mounting portions 1152a consistent with the number of the bushings 1841, and in the process of connecting the bushings 1841 with the longitudinal beams 1152, the bushings 1841 pass through the longitudinal beam mounting portions 1152a to make the bushings 1841 and the longitudinal beams 1152 interference fit, wherein the longitudinal beam mounting portions 1152a can be arranged in through holes. Through the above arrangement, the connection strength between the pipe column mounting bracket 184 and the front frame 115 is improved.

[0060] As shown in Figure 7As shown in the figures, as an implementation form, the pipe column mounting bracket 184 is also detachably connected with the first steering shaft 1821. Specifically, the bushing 1841 is also at least partially arranged on the first steering shaft 1821, and during the connection of the pipe column mounting bracket 184 and the first steering shaft 1821, the fastener is arranged in the bushing 1841 and the positioning hole 1842a, thereby connecting the pipe column mounting bracket 184 and the first steering shaft 1821. Through the above arrangement, the connection strength between the pipe column mounting bracket 184 and the first steering shaft 1821 is improved.

[0061] As shown in the figures, Figure 8 and Figure 9 As an implementation form, the front suspension 132 includes a left upper swing arm 1324 and a left lower swing arm 1325 arranged on the left side of the vehicle frame 11, and the left upper swing arm 1324 is arranged above the left lower swing arm 1325. The front suspension 132 also includes a right upper swing arm 1326 and a right lower swing arm 1327 arranged on the right side of the vehicle frame 11, and the right upper swing arm 1326 is arranged above the right lower swing arm 1327. The walking assembly 14 also includes a left front wheel 143 arranged on the left side of the vehicle frame 11 and a right front wheel 144 arranged on the right side of the vehicle frame 11, wherein the left front wheel 143 is connected to the vehicle frame 11 through the left upper swing arm 1324 and the left lower swing arm 1325, and the right front wheel 144 is connected to the vehicle frame 11 through the right upper swing arm 1326 and the right lower swing arm 1327. Through the above arrangement, the connection of the walking assembly 14 and the vehicle frame 11 can be realized.

[0062] As shown in the figures, Figure 10 Further, the transmission system 16 includes a transmission shaft 161 and a front axle assembly 162, and both ends of the transmission shaft 161 are rotatably connected to the power system 15 and the front axle assembly 162, thereby transmitting the power output by the power system 15 to the front axle assembly 162.

[0063] As shown in the figures, Figure 8 and Figure 9 Specifically, the left upper swing arm 1324 includes a first mounting shaft 1324a, and the left upper swing arm 1324 is rotatably connected to the vehicle frame 11 through the first mounting shaft 1324a. The left lower swing arm 1325 includes a second mounting shaft 1325a, and the left lower swing arm 1325 is rotatably connected to the vehicle frame 11 through the second mounting shaft 1325a. Both the left upper swing arm 1324 and the left lower swing arm 1325 can rotate relative to the vehicle frame 11. A first mounting plane 107 perpendicular to the width direction of the all-terrain vehicle 100 is defined, and the axis of the first mounting shaft 1324a and the axis of the second mounting shaft 1325a both coincide with the first mounting plane 107.

[0064] Further, the right upper swing arm 1326 comprises a third mounting shaft 1326a, the right upper swing arm 1326 is rotatably connected with the frame 11 through the third mounting shaft 1326a, the right lower swing arm 1327 comprises a fourth mounting shaft 1327a, the right lower swing arm 1327 is rotatably connected with the frame 11 through the fourth mounting shaft 1327a, and the right upper swing arm 1326 and the right lower swing arm 1327 are both rotatable relative to the frame 11. A second mounting plane 108 perpendicular to the width direction of the all-terrain vehicle 100 is defined, and the axis of the third mounting shaft 1326a and the axis of the fourth mounting shaft 1327a both coincide with the second mounting plane 108.

[0065] As shown in Figure 8 Further, the transmission system 16 further comprises a left half shaft 163 and a right half shaft 164, and the front axle assembly 162 comprises a left output end 1621 and a right output end 1622, wherein the left and right ends of the left half shaft 163 are respectively drivingly connected to the left front wheel 143 and the left output end 1621, and the left and right ends of the right half shaft 164 are respectively drivingly connected to the right front wheel 144 and the right output end 1622, so that the front axle assembly 162 can transmit power to the front wheel 141 through the half shafts, thereby driving the front wheel 141 to rotate. The end face of the left half shaft 163 abutting against the front axle assembly 162 is defined as a first abutting face 1631, and the end face of the right half shaft 164 abutting against the front axle assembly 162 is defined as a second abutting face 1641, wherein the first abutting face 1631 and the second abutting face 1641 are both arranged between the first mounting plane 107 and the second mounting plane 108.

[0066] As shown in Figure 8 and Figure 9 Specifically, the front axle assembly 162 is provided with a machining cut surface on the left and right sides, and the machining cut surface is arranged on the left and right output ends of the front axle assembly 162. The front axle assembly 162 is connected with the left half shaft 163 through the machining cut surface on the left side, and the front axle assembly 162 is also connected with the right half shaft 164 through the machining cut surface on the right side, wherein the machining cut surface on the left side is substantially coincident with the first abutting face 1631, and the machining cut surface on the right side is substantially coincident with the second abutting face 1641. It can be understood that the above arrangement can avoid the left and right output ends 1622 of the front axle assembly 162 interfering with the front suspension 132 during the installation of the front axle assembly 162, so as to facilitate the installation of the front axle assembly 162, thereby improving the convenience of assembling the front axle assembly 162.

[0067] As shown in Figure 8 and Figure 9As shown, as an implementation, the steering gear 183 is arranged behind the front axle assembly 162. The steering gear 183 includes a left pull rod 1831 arranged at the left end and a right pull rod 1832 arranged at the right end, wherein two ends of the left pull rod 1831 are respectively connected to the steering gear 183 and the left front wheel 143, and two ends of the right pull rod 1832 are respectively connected to the steering gear 183 and the right front wheel 144.

[0068] Specifically, the end of the left pull rod 1831 connected to the steering gear 183 is arranged as a ball head structure 1833, and the left pull rod 1831 is connected to the steering gear 183 through the ball head structure 1833, wherein the ball center of the ball head structure 1833 is the mounting center of the left pull rod 1831. The end of the right pull rod 1832 connected to the steering gear 183 is also arranged as a ball head structure 1833, and the right pull rod 1832 is connected to the steering gear 183 through the ball head structure 1833, wherein the ball center of the ball head structure 1833 is the mounting center of the right pull rod 1832. A left pull rod mounting surface 1831a and a right pull rod mounting surface 1832a perpendicular to the width direction of the ATV 100 are defined, the mounting center of the left pull rod 1831 coincides with the left pull rod mounting surface 1831a, and the mounting center of the right pull rod 1832 coincides with the right pull rod mounting surface 1832a. Optionally, the first mounting plane 107 and the second mounting plane 108 are both between the left pull rod mounting surface 1831a and the right pull rod mounting surface 1832a. Since the front suspension 132 needs to swing up and down during use, the above arrangement can avoid interference between the front suspension 132 and the left pull rod 1831 and / or the right pull rod 1832 during swinging, thereby improving the use stability of the front suspension 132.

[0069] Further, the distance between the left pull rod mounting surface 1831a and the right pull rod mounting surface 1832a along the width direction defines a first mounting distance L5, and the distance between the first mounting plane 107 and the second mounting plane 108 along the width direction defines a second mounting distance L6. As an optional implementation, the ratio between the first mounting distance L5 and the second mounting distance L6 is greater than or equal to 1 and less than or equal to 1.2. Further, the ratio between the first mounting distance L5 and the second mounting distance L6 is greater than or equal to 1.05 and less than or equal to 1.18. More preferably, the ratio between the first mounting distance L5 and the second mounting distance L6 is equal to 1.12. If the ratio between the first mounting distance L5 and the second mounting distance L6 is too large, the distance between the left pull rod mounting surface 1831a and the right pull rod mounting surface 1832a is too far, which causes the left pull rod 1831 and the right pull rod 1832 to interfere with the front suspension 132 and the counterpart of the front suspension 132. The above setting improves the stability of the left pull rod 1831 and the right pull rod 1832. If the ratio between the first mounting distance L5 and the second mounting distance L6 is too small, it is not conducive to the assembly of the steering system 18. Through the above setting, the arrangement difficulty of the steering system 18 and the front suspension 132 is reduced, so that the front suspension 132 and its counterpart have better maintainability.

[0070] As shown in Figure 11 and Figure 12 As an implementation, the vehicle frame 11 includes a front axle mounting bracket 116, which is arranged at the front end of the vehicle frame 11 and surrounds the front axle assembly 162. The front axle mounting bracket 116 includes a first mounting portion 1161 and a second mounting portion 1162, and the first mounting portion 1161 is located behind the second mounting portion 1162 in the length direction of the all-terrain vehicle 100. The front axle mounting bracket 116 is connected to the rear end of the front axle assembly 162 through the first mounting portion 1161, and the front axle mounting bracket 116 is also connected to the front end of the front axle assembly 162 through the second mounting portion 1162. The connection direction of the first mounting portion 1161 and the front axle assembly 162 is substantially parallel to the width direction of the all-terrain vehicle 100, and the connection direction of the second mounting portion 1162 and the front axle assembly 162 is substantially parallel to the height direction of the all-terrain vehicle 100.

[0071] As shown in Figure 11 and Figure 12As shown, specifically, the front axle assembly 162 is connected with the first mounting portion 1161 through a first fastener 1623, an axis direction of the first fastener 1623 is a connecting direction of the first mounting portion 1161 and the front axle assembly 162, i.e. the axis direction of the first fastener 1623 is substantially parallel to the width direction of the ATV 100. The front axle assembly 162 is connected with the second mounting portion 1162 through a second fastener 1624, an axis direction of the second fastener 1624 is a connecting direction of the second mounting portion 1162 and the front axle assembly 162, i.e. the axis direction of the second fastener 1624 is substantially parallel to the height direction of the ATV 100. It should be noted that, during the assembly of the front axle assembly 162, the front axle assembly 162 and the transmission shaft 161 need to be kept connected and the front axle assembly 162 is pushed to the assembly position along the length direction. It can be predicted that the process of pushing the front axle assembly 162 is difficult. Through the above arrangement, the front axle assembly 162 is prevented from interfering with the front axle mounting bracket 116 during the assembly process, thereby reducing the assembly difficulty of the front axle assembly 162. The first fastener 1623 and the second fastener 1624 can be bolts or screws.

[0072] Further, the first mounting portion 1161 is provided as a sheet metal member, and the first mounting portion 1161 has an end face substantially perpendicular to the width direction of the ATV 100. The front axle assembly 162 abuts against the end face of the first mounting portion 1161 along the width direction, thereby increasing the contact area of the front axle assembly 162 and the first mounting portion 1161, increasing the connection strength between the front axle assembly 162 and the first mounting portion 1161, and further improving the connection stability between the front axle assembly 162 and the front axle mounting bracket 116.

[0073] More specifically, the second mounting portion 1162 is provided as an axial hole penetrating through the front axle mounting bracket 116 along the height direction of the ATV 100, and an axis direction of the axial hole is consistent with the axis direction of the second fastener 1624. Since the front axle assembly 162 needs to move from the second mounting portion 1162 to the first mounting portion 1161 during the connection of the front axle assembly 162 and the front axle mounting bracket 116, the above arrangement can prevent the front axle assembly 162 from interfering with the second mounting portion 1162 during the movement, thereby reducing the assembly difficulty of the front axle assembly 162 and improving the assembly efficiency of the front axle assembly 162.

[0074] As shown, Figure 11 and Figure 12As shown, as an implementation manner, the frame 11 further comprises a movable connecting piece 117, the movable connecting piece 117 is at least partially arranged above the front axle assembly 162, and the movable connecting piece 117 is detachably connected with the front axle mounting bracket 116 and the front axle assembly 162 respectively. In the case that the front axle assembly 162 is connected with the front axle mounting bracket 116 through the first mounting part 1161 and the second mounting part 1162, the front axle assembly 162 can also be connected with the front axle mounting bracket 116 through the movable connecting piece 117. Through the above arrangement, the connection strength between the front axle assembly 162 and the front axle mounting bracket 116 is improved, and the use stability of the front axle assembly 162 is further improved.

[0075] Further, the first mounting part 1161, the second mounting part 1162 and the movable connecting piece 117 are symmetrically distributed about the longitudinal plane 102. Thus, the load distribution of the front axle assembly 162 is uniform, and the stability of the all-terrain vehicle 100 during use is improved.

[0076] As shown, Figure 11 Specifically, the front axle mounting bracket 116 comprises a mounting pipe 1163 extending along the length direction, the mounting pipe 1163 is arranged below the front axle assembly 162, and the mounting pipe 1163 is used for supporting the front axle assembly 162. The first mounting part 1161 and the second mounting part 1162 are arranged on the mounting pipe 1163, and the first mounting part 1161 is welded with the mounting pipe 1163, and the second mounting part 1162 penetrates through the mounting pipe 1163. The mounting pipe 1163 comprises a sliding area 1163a arranged in front of the first mounting part 1161, and the front axle assembly 162 can slide on the sliding area 1163a, wherein the length of the sliding area 1163a extending along the length direction is greater than or equal to the length of the front axle assembly 162 extending along the length direction.

[0077] Optionally, the first mounting part 1161 is at least partially arranged behind the front axle assembly 162, and in the assembly process of the front axle assembly 162, when the front axle assembly 162 slides to the assembly position, the first mounting part 1161 abuts against the front axle assembly 162, and then the front axle assembly 162 can be connected with the first mounting part 1161 and the second mounting part 1162 respectively. Since the front axle assembly 162 is connected with the transmission shaft 161 before being connected with the frame 11, the overall weight of the front axle assembly 162 is large, and the above arrangement can reduce the assembly difficulty between the front axle assembly 162 and the front axle mounting bracket 116.

[0078] As shown, Figure 13As shown, as an implementation form, the transmission system 16 further comprises a first supporting mechanism 167 and a second supporting mechanism 168 located at the rear side of the first supporting mechanism 167, the first supporting mechanism 167 is at least partially arranged on the frame 11 and fixedly connected with the frame 11, the second supporting mechanism 168 is at least partially arranged on the frame 11 and fixedly connected with the frame 11, and the first supporting mechanism 167 and the second supporting mechanism 168 are both rotationally connected with the transmission shaft 161. Through the above arrangement, the connection strength between the transmission shaft 161 and the frame 11 is improved, thereby increasing the use stability of the transmission shaft 161.

[0079] As shown, Figure 14 Specifically, the first supporting mechanism 167 comprises a bearing member 1671 and a transmission shaft fixing member 1672, the bearing member 1671 is at least partially arranged in the transmission shaft fixing member 1672 and fixedly connected with the transmission shaft fixing member 1672. The transmission shaft fixing member 1672 is fixedly connected to the frame 11 by fasteners. Alternatively, the transmission shaft fixing member 1672 can be integrally formed with the frame 11, thereby improving the connection strength between the first supporting mechanism 167 and the frame 11.

[0080] Further, the first supporting mechanism 167 further comprises a buffer member 1673, which is at least partially arranged between the bearing member 1671 and the transmission shaft fixing member 1672. The buffer member 1673 is arranged around the bearing member 1671 and connected with the transmission shaft fixing member 1672, and the buffer member 1673 is used to absorb the vibration between the transmission shaft 161 and the first supporting mechanism 167, wherein the buffer member 1673 can be arranged as an elastic member such as rubber. When the transmission shaft 161 rotates at high speed, the transmission shaft 161 will move, and the above arrangement can avoid the transmission shaft 161 from moving the first supporting mechanism 167 during the movement, thereby improving the connection stability between the first supporting mechanism 167 and the frame 11. In addition, during the use of the ATV 100, the frame 11 will vibrate and transmit to the first supporting mechanism 167, and the above arrangement can also reduce the vibration transmitted from the first supporting mechanism 167 to the transmission shaft 161, thereby improving the use stability of the transmission shaft 161.

[0081] It should be noted that the second supporting mechanism 168 comprises the bearing member 1671, the transmission shaft fixing member 1672 and the buffer member 1673 which are substantially consistent with the first supporting mechanism 167, and will not be described here.

[0082] As an optional implementation, when the all-terrain vehicle 100 is an electric drive vehicle, the all-terrain vehicle 100 further comprises a power battery (not shown in the figure), the power battery is at least partially arranged on the vehicle frame 11 and is fixedly connected with the vehicle frame 11, and the power battery is arranged between the first supporting mechanism 167 and the second supporting mechanism 168. Since the transmission shaft 161 will move in the case of high-speed rotation, the above arrangement can avoid interference between the transmission shaft 161 and the power battery, thereby improving the use stability of the power battery.

[0083] As an implementation, the transmission shaft 161 comprises a first shaft body 1611, a second shaft body 1612 and a third shaft body 1613, the second shaft body 1612 is arranged between the first shaft body 1611 and the third shaft body 1613, and the two ends of the second shaft body 1612 are respectively rotatably connected to the first shaft body 1611 and the third shaft body 1613. The end of the first shaft body 1611 away from the second shaft body 1612 is rotatably connected with the walking assembly 14, and the end of the third shaft body 1613 away from the second shaft body 1612 is rotatably connected with the power system 15. The first supporting mechanism 167 is arranged on the second shaft body 1612 at the end close to the third shaft body 1613, and the second supporting mechanism 168 is arranged on the second shaft body 1612 at the end close to the first shaft body 1611.

[0084] Specifically, the first shaft body 1611 comprises a first universal joint 1611a, and the first universal joint 1611a is arranged at the end of the first shaft body 1611 connected to the second shaft body 1612. The third shaft body 1613 comprises a second universal joint 1613a, and the second universal joint 1613a is arranged at the end of the third shaft body 1613 connected to the second shaft body 1612. The two ends of the second shaft body 1612 are respectively spline-connected to the first universal joint 1611a and the second universal joint 1613a. It can be understood that, in the case that the third shaft body 1613 moves, the third shaft body 1613 can transmit power to the second shaft body 1612 through the second universal joint 1613a, and in the case that the second shaft body 1612 moves, the second shaft body 1612 can transmit power to the first shaft body 1611 through the first universal joint 1611a. Through the above arrangement, the applicability of the transmission shaft 161 is improved, and the assembly of the transmission shaft 161 is also improved.

[0085] Further, the difference between the length of the first shaft body 1611 and the length of the second shaft body 1612 is greater than 0, the difference between the length of the second shaft body 1612 and the length of the third shaft body 1613 is greater than 0, and the difference between the length of the first shaft body 1611 and the length of the third shaft body 1613 is greater than 0. Through the above arrangement, resonance between the first shaft body 1611, the second shaft body 1612 and the third shaft body 1613 can be avoided, thereby improving the use stability of the transmission shaft 161.

[0086] It should be noted that the difference between the length of the first shaft body 1611 and the length of the second shaft body 1612 is the absolute value of the difference between the length of the first shaft body 1611 and the length of the second shaft body 1612. The difference between the length of the second shaft body 1612 and the length of the third shaft body 1613 is the absolute value of the difference between the length of the first shaft body 1611 and the length of the second shaft body 1612. The difference between the length of the first shaft body 1611 and the length of the third shaft body 1613 is the absolute value of the difference between the length of the first shaft body 1611 and the length of the third shaft body 1613. When the lengths of any two shaft bodies in the first shaft body 1611, the second shaft body 1612 and the third shaft body 1613 are equal or almost equal, the two equal shaft bodies are easy to resonate, thereby affecting the stability of the vehicle.

[0087] As an implementation manner, the projection of the first support mechanism 167 on the reference plane in the height direction of the all-terrain vehicle 100 is a first projection face, the projection of the second support mechanism 168 on the reference plane in the height direction of the all-terrain vehicle 100 is a second projection face, and the projection of the transmission shaft 161 on the reference plane in the height direction of the all-terrain vehicle 100 is a third projection face. The minimum distance between the first projection face and the second projection face in the length direction of the all-terrain vehicle 100 is a first distance L7, and the length of the third projection face in the length direction of the all-terrain vehicle 100 is a second distance L8. As an optional implementation manner, the ratio between the first distance L7 and the second distance L8 is greater than or equal to 0.25 and less than or equal to 0.45. Further, the ratio between the first distance L7 and the second distance L8 is greater than or equal to 0.3 and less than or equal to 0.4. More preferably, the ratio between the first distance L7 and the second distance L8 is equal to 0.35. It should be noted that when the second distance L8 is constant, if the ratio between the first distance L7 and the second distance L8 is too large, the length of the second shaft body 1612 extending in the length direction of the all-terrain vehicle 100 is too long, and thus the vibration amplitude of the second shaft body 1612 is large when the second shaft body 1612 vibrates, which causes the second shaft body 1612 to easily interfere with the power battery, reducing the use safety of the power battery. If the ratio between the first distance L7 and the second distance L8 is too small, the distance between the first support mechanism 167 and the second support mechanism 168 is short, which is not conducive to the arrangement of the power battery. Through the above setting, the use safety of the power battery is improved, and the arrangement of the power battery is also facilitated.

[0088] Further, the distance between the front end of the first projection plane and the front end of the third projection plane along the length direction of the ATV 100 is a third distance L9, and the distance between the rear end of the second projection plane and the rear end of the third projection plane is a fourth distance L10. As an optional implementation, the ratio between the third distance L9 and the fourth distance L10 is greater than or equal to 1.1 and less than or equal to 2.3. Further, the ratio between the third distance L9 and the fourth distance L10 is greater than or equal to 1.4 and less than or equal to 2. More preferably, the ratio between the third distance L9 and the fourth distance L10 is equal to 1.7. It should be noted that since the arrangement space reserved by the transmission shaft 161 is certain, the length of the transmission shaft 161 along the length direction of the ATV 100 is constant. If the ratio between the third distance L9 and the fourth distance L10 is too large, the length of the first shaft body 1611 along the length direction of the ATV 100 is too long, which affects the use stability of the first shaft body 1611. If the ratio between the third distance and the fourth distance is too small, the length of the third shaft body 1613 along the length direction of the ATV 100 is too long, which affects the use stability of the third shaft body 1613. Through the above setting, the use stability of the first shaft body 1611 and the third shaft body 1613 is improved.

[0089] It should be understood that for those skilled in the art, improvements or changes can be made according to the above description, and all these improvements and changes shall belong to the protection scope of the appended claims of the present application.

Claims

1. An all-terrain vehicle, comprising: a frame; a suspension assembly connected to the frame; a travel assembly including a front wheel and a rear wheel, the front wheel connected to a front portion of the frame through the suspension assembly, the rear wheel connected to a rear portion of the frame through the suspension assembly; a steering system connected to the front wheel, the steering system including a steering handle assembly and a steering transmission assembly, the steering handle assembly connected to the front wheel through the steering transmission assembly; a power system drivingly connected to the rear wheel; characterized in that the steering system further includes a steering gear, the steering transmission assembly including a steering assist device, a first steering shaft and a second steering shaft, the steering assist device at least partially disposed on the first steering shaft, the steering assist device located at an end of the first steering shaft distal to the steering handle assembly, the first steering shaft connected to the steering gear through the second steering shaft, a length of the first steering shaft extending along a length direction of the all-terrain vehicle defined as a first shaft length, a length of the steering transmission assembly extending along the length direction of the all-terrain vehicle defined as a total shaft length, a ratio between the first shaft length and the total shaft length greater than or equal to 0.6 and less than or equal to 0.8; defining a longitudinal plane perpendicular to a width direction of the all-terrain vehicle, the longitudinal plane bisecting the frame along the length direction of the all-terrain vehicle, a projection of the first steering shaft on the longitudinal plane along the width direction of the all-terrain vehicle extending substantially along a direction of a first projection line, a projection of the second steering shaft on the longitudinal plane along the width direction of the all-terrain vehicle extending substantially along a direction of a second projection line, an angle between the first projection line and the second projection line greater than or equal to 148° and less than or equal to 174°.

2. The all-terrain vehicle of claim 1, characterized in that: the ratio between the first shaft length and the total shaft length greater than or equal to 0.65 and less than or equal to 0.

75.

3. The all-terrain vehicle of claim 1, characterized in that: a ratio between an axial length of the first steering shaft and an axial length of the second steering shaft is set to be greater than or equal to 1.6 and less than or equal to 2.

4.

4. The all-terrain vehicle of claim 1, characterized in that: the first steering shaft includes an upper cylinder and a tube cylinder, the tube cylinder at least partially disposed within the upper cylinder, an end of the tube cylinder distal to the upper cylinder connected to the steering handle assembly, and the tube cylinder being able to translate relative to the upper cylinder along an axial direction of the tube cylinder.

5. The all-terrain vehicle of claim 4, characterized in that: the first steering shaft further includes a lower cylinder and a sealing member, the lower cylinder at least partially disposed within the upper cylinder, the sealing member sleeved at a connection between the upper cylinder and the lower cylinder, the sealing member being made of rubber.

6. The all-terrain vehicle of claim 4, characterized in that: The first steering shaft comprises an adjusting mechanism, the first steering shaft is fixedly connected with the vehicle frame through the adjusting mechanism; the adjusting mechanism comprises a locked state and an unlocked state; when the adjusting mechanism is in the unlocked state, the first steering shaft can move along the height direction of the all-terrain vehicle, and the column can translate along the axial direction of the column relative to the upper column cylinder; when the adjusting mechanism is in the locked state, the first steering shaft is kept at a preset position.

7. The all-terrain vehicle according to claim 6, characterized in that, The steering transmission assembly further comprises a steering mounting member, the steering mounting member is at least partially arranged on the first steering shaft and located at one end of the first steering shaft close to the steering control assembly; when one end of the steering transmission assembly is connected with the steering gear, the other end of the steering transmission assembly is overlapped on the vehicle frame through the steering mounting member; wherein the steering mounting member is a hook.

8. The all-terrain vehicle according to claim 1, characterized in that, The steering system further comprises a column mounting bracket, the first steering shaft is connected with the vehicle frame through the column mounting bracket, and the steering assist device is arranged close to the column mounting bracket.

Images