All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a suspension assembly, a walking assembly, a power assembly and a suspension assembly. The suspension assembly is connected with the frame; the walking assembly is connected with the frame through the suspension assembly; the power assembly at least comprises an engine and a speed reducer; at least part of the suspension assembly is arranged on the power assembly, and the suspension assembly is used for fixing the power assembly on a frame; the suspension assembly comprises an outer framework, an elastic component and buffer components, a cavity used for arranging the elastic component is defined by the outer framework, the elastic component is at least partially arranged in the cavity, the buffer components are distributed on the left side and the right side of the elastic component and detachably connected with the elastic component, and when the buffer components are connected with the elastic component, the elastic component is arranged in the cavity. The buffering component abuts against the elastic component. The frame comprises connecting supports arranged on the left side and the right side of the suspension assembly, and the connecting supports abut against the buffering components. Through the arrangement, the stability of the all-terrain vehicle is improved, and the service life of the suspension assembly is prolonged.

Description

Technical Field

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

[0002] An all-terrain vehicle is a vehicle that can travel on any terrain and can move freely on terrain where ordinary vehicles have difficulty maneuvering.

[0003] The suspension of existing all-terrain vehicles is usually directly connected to the frame, and no buffer parts are set on the left and right sides of the suspension, resulting in the left and right vibrations generated by the engine being directly transmitted to the frame, affecting the stability of the vehicle during use. In addition, the left and right vibrations generated by the engine will also drive the suspension to move left and right, causing the suspension to collide with the frame, affecting the service life of the suspension. Summary of the invention

[0004] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, the all-terrain vehicle has good stability and the suspension of the all-terrain vehicle has a long service life.

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

[0006] An all-terrain vehicle comprises a frame, a suspension assembly, a traveling assembly, a powertrain and a suspension assembly; the suspension assembly is connected to the frame; the traveling assembly is connected to the frame through the suspension assembly; the powertrain comprises at least an engine and a reducer for driving the traveling assembly; the suspension assembly is at least partially arranged on the powertrain, and the suspension assembly is used to fix the powertrain on the frame; the suspension assembly comprises an exoskeleton, an elastic member and a buffer member, the exoskeleton is surrounded by a cavity for arranging the elastic member, the elastic member is at least partially arranged in the cavity, the buffer member is distributed on the left and right sides of the elastic member, and is detachably connected to the elastic member, and when the buffer member is connected to the elastic member, the buffer member abuts against the elastic member; the frame comprises connecting brackets arranged on the left and right sides of the suspension assembly, and the connecting brackets abut against the buffer member.

[0007] Furthermore, the elastic component also includes an outer tube, a rubber main spring and an inner core. The rubber main spring is arranged between the outer tube and the inner core by means of glue injection, so that the outer tube, the rubber main spring and the inner core are integrally formed.

[0008] Furthermore, the buffer component includes a first limiting portion, the elastic component includes a second limiting portion arranged on the rubber main spring, the elastic component limits the buffer component through the cooperation of the first limiting portion and the second limiting portion, and the first limiting portion and the second limiting portion are respectively arranged as a groove and a protrusion.

[0009] Furthermore, the elastic component includes an inner core. When viewed from the left and right directions of the all-terrain vehicle, the outline of the inner core is basically a regular polygon. The buffer component is sleeved on both ends of the rubber main spring, and the elastic component limits the buffer component through the rubber main spring.

[0010] Furthermore, the suspension assembly also includes a connecting member, the suspension assembly is fixedly connected to the powertrain via the connecting member, and the connecting member is fixedly connected to the outer frame.

[0011] Furthermore, the suspension components are defined as a first suspension, a second suspension and a third suspension according to their distribution positions, the first suspension and the second suspension are arranged on the front side of the powertrain, and the third suspension is arranged on the rear side of the powertrain; the first suspension, the second suspension and the third suspension each have an elastic center, and the distance between the circumcenter of a triangular area formed by the elastic centers of the three and the center of gravity of the powertrain is greater than or equal to 57 mm and less than or equal to 85 mm.

[0012] Furthermore, the distance between the circumcenter of the triangular area and the center of gravity of the powertrain is greater than or equal to 64 mm and less than or equal to 80 mm.

[0013] Furthermore, the connecting member of the first suspension is integrally formed with the outer frame of the first suspension, and the structure of the first suspension is substantially consistent with the structure of the second suspension; the connecting member of the third suspension is configured as sheet metal, and the sheet metal is welded to the outer frame of the third suspension.

[0014] Furthermore, the reducer includes a first housing and a second housing, the connecting member of the third suspension includes a first connecting portion and a second connecting portion, the third suspension is fixedly connected to the first housing via the first connecting portion, and the third suspension is fixedly connected to the second housing via the second connecting portion.

[0015] Furthermore, the connection direction between the first connection portion and the first box is substantially parallel to the width direction of the all-terrain vehicle, and the connection direction between the second connection portion and the second box is substantially parallel to the length direction of the all-terrain vehicle.

[0016] The all-terrain vehicle has good stability, and the suspension of the all-terrain vehicle has a long service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the structure of the all-terrain vehicle for this application;

[0018] Figure 2 A schematic diagram of the structure of the power system and transmission system of the all-terrain vehicle of this application;

[0019] Figure 3 A schematic diagram of the structure of the powertrain of the all-terrain vehicle of this application;

[0020] Figure 4A side view of a powertrain of an all-terrain vehicle of the present application;

[0021] Figure 5 A schematic diagram of the structure of the intake manifold and engine harness mounting seat of the all-terrain vehicle of the present application;

[0022] Figure 6 A schematic diagram of the structure of a transmission housing and a transmission harness mounting seat of an all-terrain vehicle of the present application;

[0023] Figure 7 A schematic diagram of the structure of the suspension assembly and powertrain of the all-terrain vehicle of this application;

[0024] Figure 8 This is a schematic diagram of the structure of the third suspension and reducer of the all-terrain vehicle of the present application;

[0025] Fig. 9 An exploded view of a first suspension of the all-terrain vehicle of the present application;

[0026] Fig.10 An exploded view of the third suspension of the all-terrain vehicle of the present application;

[0027] Fig.11 An assembly diagram of a first suspension and a frame of the all-terrain vehicle of the present application;

[0028] Fig.12 This is a schematic structural diagram of the fuel tank of the all-terrain vehicle of this application. DETAILED DESCRIPTION

[0029] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the specific implementation modes of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the implementation modes of the present invention.

[0030] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation method.

[0031] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0032] In the description of the present application, it should be understood that the description “a component is located on the inner side of another component” means that one component is located on a side of the other component away from the body cover 12 or the outer surface of the all-terrain vehicle 100 .

[0033] This application provides Figure 1 The all-terrain vehicle 100 shown in the figure includes a frame 11, a body cover 12, a suspension assembly 13 and a running assembly 14. In order to clearly define the technical solution of the present application, the following are also defined: Figure 1 Front, back, left, right, top and bottom shown.

[0034] In the description of the present application, it should be understood that the term "length direction" refers to the front-to-rear direction of the vehicle parallel to the driver of the all-terrain vehicle 100 when the driver is in the driving state, the term "width direction" refers to the left-to-right direction of the vehicle parallel to the driver of the all-terrain vehicle 100 when the driver is in the driving state, and the term "height direction" refers to the up-and-down direction of the vehicle parallel to the driver of the all-terrain vehicle 100 when the driver is in the driving state.

[0035] like Figure 1 and Figure 2 As shown, specifically, the all-terrain vehicle 100 also includes a power system 15 and a transmission system 16. The frame 11 is used to constitute the main frame of the all-terrain vehicle 100. The frame 11 is formed around a cockpit 101 for users to sit in, and other systems are directly or indirectly connected to the frame 11. The body cover 12 is arranged on the outside of the frame 11, and is used to cover most of the frame 11. The suspension assembly 13 is connected to the frame 11, and the suspension assembly 13 is used to connect the travel assembly 14 to the frame 11. The power system 15 is at least partially connected to the frame 11, and is used to provide driving force for the all-terrain vehicle 100. Specifically, the frame 11 includes a rear frame 114, and the power system 15 is at least partially arranged on the rear frame 114. The transmission system 16 is connected to the power system 15 in transmission connection, and the transmission system 16 receives the driving force output by the power system 15 and transmits the driving force to the travel assembly 14. The travel assembly 14 is at least partially disposed below the vehicle frame 11. The travel assembly 14 directly or indirectly receives the driving force output by the transmission system 16 and drives the all-terrain vehicle 100 to travel. The travel assembly 14 includes a front wheel 141 disposed at the front of the all-terrain vehicle 100 and a rear wheel 142 disposed at the rear of the all-terrain vehicle 100. The all-terrain vehicle 100 also includes a steering system 18, which is at least partially connected to the front wheel 141 and is used to control the steering of the all-terrain vehicle 100. The all-terrain vehicle 100 in the embodiment of the present application can be various types of all-terrain vehicles 100 including SSV and UTV.

[0036] like Figure 3As shown, as an implementation, the power system 15 includes an engine 151 for providing a power source, the transmission system 16 includes a reducer 165 and a transmission 166, and the all-terrain vehicle 100 also includes an accessory wheel train 19 connected to the engine 151. The all-terrain vehicle 100 includes a powertrain 21 at least partially disposed on the rear frame 114, and the powertrain 21 is at least composed of the aforementioned engine 151, the reducer 165, the transmission 166 and the accessory wheel train 19. The transmission 166 and the accessory wheel train 19 are respectively disposed on the left and right sides of the engine 151 and are respectively connected to the crankshaft (not shown) of the engine 151, and the engine 151 can drive the transmission 166 and the accessory wheel train 19 respectively disposed on the left and right sides through the crankshaft. The reducer 165 is arranged at the rear of the engine 151 and is in driving connection with the engine 151. The engine 151 includes an air inlet 1511 and an exhaust port (not shown). The air inlet 1511 is basically facing the front of the all-terrain vehicle 100, and the exhaust port is basically facing the rear of the all-terrain vehicle 100. The power assembly 21 also includes a supercharger 211 connected to the exhaust port. The supercharger 211 is at least partially arranged between the engine 151 and the reducer 165, thereby improving the compactness of the whole vehicle. Through the above arrangement, the influence of the high-temperature and high-pressure gas discharged by the engine 151 on the cockpit 101 is reduced, thereby improving the comfort of the environment in the cockpit 101. Optionally, the power assembly 21 further includes an air filter 212 and a muffler 213. The air filter 212 is used to absorb and filter air. The air filter 212 is directly or indirectly connected to the air inlet 1511 of the engine 151. The muffler 213 is arranged at the rear of the power assembly 21. The muffler 213 is used to filter the high-temperature and high-pressure gas discharged from the exhaust port. As can be seen from the foregoing, since the power assembly 21 includes the supercharger 211, the engine 151 can obtain the air absorbed by the air filter 212 by means of turbocharging. The air filter 212 is connected to the air inlet 1511 of the engine 151 through the supercharger 211.

[0037] like Figure 3 and Figure 4 As shown, specifically, the all-terrain vehicle 100 also includes a plurality of suspension components 22, the power assembly 21 is connected to the rear frame 114 via the suspension components 22, the suspension components 22 are at least partially disposed on the front side of the power assembly 21, and the suspension components 22 are also at least partially disposed on the rear side of the power assembly 21. Observed from the width direction of the all-terrain vehicle 100, the air filter 212 is at least partially disposed in front of the engine 151, and the interval from the front end of the air filter 212 to the rear end of the muffler 213 along the length direction is defined as the distribution distance L1 of the power assembly 21, and the maximum interval of the suspension components 22 along the length direction is defined as the assembly distance L2 of the power assembly 21. It should be noted that in the embodiment of the present application, the suspension component 22 includes a first suspension 221 (such as Figure 7as shown) and the second suspension 222 (as shown Figure 7 The suspension assembly 22 further includes a third suspension 223 (as shown in FIG. Figure 7 ), wherein the elastic center of the first suspension 221 is located at the front end of the power assembly 21 compared to the elastic centers of the second suspension 222 and the third suspension 223. The elastic center of the third suspension 223 is located at the rear end of the power assembly 21 relative to the elastic centers of the first suspension 221 and the second suspension 222. Therefore, the assembly distance L2 of the power assembly 21 is the distance between the elastic centers of the first suspension 221 and the third suspension 223 in the length direction.

[0038] As an optional implementation, the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is greater than or equal to 1.3 and less than or equal to 1.9. Further, the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is greater than or equal to 1.4 and less than or equal to 1.7. More preferably, the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is equal to 1.6. Since the power assembly 21 needs to occupy a certain size of layout space, if the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is too large, the support effect of the suspension assembly 22 on the power assembly 21 is poor, affecting the connection stability between the power assembly 21 and the rear frame 114. If the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is too small, the gap between the various components of the power assembly 21 is too small, which is not conducive to the layout of the power assembly 21. Through the above arrangement, the rationality of the layout of the power assembly 21 is improved, and the supporting effect of the suspension assembly 22 on the power assembly 21 is ensured, thereby improving the stability of the power assembly 21.

[0039] like Figure 3 and Figure 4As shown, further, the power assembly 21 also includes an intercooler 214, which is at least partially arranged above the engine 151, and the intercooler 214 is connected to the air inlet 1511. The all-terrain vehicle 100 also includes a seat assembly 23, which is arranged on the front side of the intercooler 214, and a preset space 2141 for air circulation is arranged in front of the intercooler 214, that is, between the intercooler 214 and the seat assembly 23, and the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 128mm and less than or equal to 284mm. Further, the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 140mm and less than or equal to 256mm. More preferably, the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 152mm and less than or equal to 228mm. If the depth L3 of the preset space 2141 extending in the length direction is too large, the intercooler 214 is likely to interfere with the muffler 213, or part of the space of the cockpit 101 is sacrificed, affecting the riding comfort of the rear-seat users. If the depth L3 of the preset space 2141 extending in the length direction is too small, it is not conducive to the air circulation in the preset space 2141, which has a certain impact on the heat dissipation of the intercooler 214. In addition, through the above arrangement, while ensuring the performance of the intercooler 214, the rationality and compactness of the layout of the powertrain 21 can also be improved.

[0040] like Figure 3 and Figure 4As shown, as an implementation, the power assembly 21 further includes an exhaust pipe 215, and the two ends of the exhaust pipe 215 are respectively connected to the supercharger 211 and the muffler 213. As an optional implementation, the ratio between the length L4 of the exhaust pipe 215 extending in the length direction and the distribution distance L1 of the power assembly 21 is greater than or equal to 0.3 and less than or equal to 0.5. Further, the ratio between the length L4 of the exhaust pipe 215 extending in the length direction and the distribution distance L1 of the power assembly 21 is greater than or equal to 0.35 and less than or equal to 0.45. More preferably, the ratio between the length L4 of the exhaust pipe 215 extending in the length direction and the distribution distance L1 of the power assembly 21 is equal to 0.4. If the ratio between the length L4 of the exhaust pipe 215 extending in the length direction and the distribution distance L1 of the power assembly 21 is too large, the length L4 of the exhaust pipe 215 extending in the length direction is too long, and then the exhaust pipe 215 needs to occupy too much layout space, reducing the compactness of the all-terrain vehicle 100. If the ratio of the length L4 of the exhaust pipe 215 extending in the longitudinal direction to the distribution distance L1 of the power assembly 21 is too small, the length L4 of the exhaust pipe 215 extending in the longitudinal direction is too short, and thus the distance between the muffler 213 and the engine 151 is short. Since a large number of wiring harnesses (not shown) are arranged around the engine 151, if the distance between the muffler 213 and the engine 151 is short, it is more difficult to arrange the wiring harnesses around the engine 151. Through the above arrangement, it is convenient to arrange the wiring harnesses around the engine 151 and can also improve the compactness of the all-terrain vehicle 100.

[0041] like Figure 4 As shown, specifically, the accessory gear train 19 includes a first motor 191 and a second motor 192, the first motor 191 is connected to the crankshaft of the engine 151, and the first motor 191 always maintains a power generation state when the engine 151 is working. The second motor 192 is transmission-connected to the first motor 191, and when the power consumption of the all-terrain vehicle 100 is greater than or equal to a preset threshold, the second motor 192 switches to a power generation state. It can be understood that when the power consumption of the all-terrain vehicle 100 is low, the first motor 191 maintains a power generation state and the second motor 192 maintains a low speed state, so as to meet the power demand of the all-terrain vehicle 100. When the power consumption of the all-terrain vehicle 100 is large, the first motor 191 and the second motor 192 are both maintained in a power generation state to meet the power demand of the all-terrain vehicle 100. Through the above arrangement, while meeting the power demand of the all-terrain vehicle 100, it is also possible to avoid the second motor 192 from being damaged due to long-term use, thereby extending the service life of the second motor 192. The first motor 191 is configured as a permanent magnet motor, and the second motor 192 is configured as an excitation motor.

[0042] like Figure 5As shown, the power system 15 includes an engine 151 and an intake manifold 152 connected to the engine 151, the intake manifold 152 includes an intake manifold body 1521 and a first harness mounting seat 1522 provided on the intake manifold body 1521, and the engine 151 includes an engine harness 1512, and the engine harness 1512 is connected to the first harness mounting seat 1522. By attaching the engine harness 1512 to the surface of the intake manifold 152, the surface structure of the intake manifold 152 is made more compact, and the overall space utilization is improved. At the same time, the first harness mounting seat 1522 replaces the traditional bracket, and the engine harness 1512 can be installed in a reasonable position on the intake manifold 152 in a more convenient and quick way, which also reduces the cost of producing the traditional bracket. At the same time, the overall weight of the first harness mounting seat 1522 is much less than that of the traditional bracket, which can reduce the weight of the all-terrain vehicle 100. The intake manifold body 1521 and the first harness mounting seat 1522 are integrally formed. Specifically, the first wiring harness mounting seat 1522 is injection molded while the intake manifold body 1521 is injection molded. At the same time, the one-piece molding setting also strengthens the strength of the first wiring harness mounting seat 1522 to prevent it from falling off, and can also reduce the assembly process and manufacturing costs. The first wiring harness mounting seat 1522 is also provided with a first wiring harness fixing member 1523, which is detachably connected to the first wiring harness mounting seat 1522, and the engine wiring harness 1512 passes through the first wiring harness fixing member 1523. The first wiring harness mounting seat 1522 is distributed on the intake manifold body 1521 along the extension direction of the intake manifold 152. The above arrangement of the first wiring harness mounting seat 1522 can make the engine wiring harness 1512 move more smoothly, thereby reducing the possibility of pulling or twisting of the engine wiring harness 1512 and increasing its overall service life. The number of the first wiring harness mounting seats 1522 on the intake manifold body 1521 can be set according to actual needs. Specifically, at least six first wire harness mounting seats 1522 are disposed on the intake manifold 152 .

[0043] As a specific embodiment, the transmission system 16 includes a transmission 166. Figure 5 and Figure 6As shown, the transmission 166 includes a transmission housing 1661 and a second harness mounting seat 1662 disposed on the transmission housing 1661, and the engine harness 1512 is connected to the second harness mounting seat 1662. On the one hand, the second harness mounting seat 1662 can plan the fixed path of the engine harness 1512, so that the surface structure of the transmission housing 1661 is more reasonable, and on the other hand, the second harness mounting seat 1662 is simpler in production and manufacturing. At the same time, the transmission housing 1661 and the second harness mounting seat 1662 are integrally formed, which strengthens the overall strength of the second harness mounting seat 1662. Specifically, the second harness mounting seat 1662 and the transmission housing 1661 are manufactured at the same time, which can save manufacturing processes and reduce manufacturing costs. The second harness mounting seat 1662 is also provided with a second harness fixing member 1663, and the second harness fixing member 1663 is detachably connected to the second harness mounting seat 1662, and the engine harness 1512 passes through the second harness fixing member 1663. The provision of the second harness fixture 1663 can facilitate the installation or removal of the second harness fixture 1663. The transmission 166 is provided on one side of the engine 151, and the second harness mounting seat 1662 is provided on the side of the transmission housing 1661 close to the engine 151, and the second harness mounting seat 1662 is distributed along the extension direction of the transmission housing 1661. The distribution of the second harness mounting seat 1662 can prevent the engine harness 1512 from twisting in the second harness mounting seat 1662, thereby improving the service life of the engine harness 1512 to a certain extent. The number of the second harness mounting seats 1662 on the transmission housing 1661 can be set according to actual needs. Furthermore, at least two second harness mounting seats 1662 are provided on the transmission housing 1661.

[0044] like Figure 7 As shown, as an implementation method, the suspension assembly 22 is connected to the power assembly 21 and the frame 11, and the suspension assembly 22 is used to support and fix the power assembly 21. In addition, the suspension assembly 22 is also used to absorb the vibration transmitted between the power assembly 21 and the frame 11. During the use of the power assembly 21, the power assembly 21 will generate vibration and transmit it to the frame 11, thereby affecting the use stability of the all-terrain vehicle 100. At the same time, the vibration can also be transmitted to the user through the frame 11, affecting the user's driving experience. Through the above settings, the use stability of the all-terrain vehicle 100 is improved, and the user's driving experience is improved.

[0045] It should be noted that the power assembly 21 at least includes an engine 151 , a reducer 165 and a starter motor 216 . The reducer 165 is arranged at the rear side of the engine 151 , and the starter motor 216 is arranged at the front side of the engine 151 and on the casing of the engine 151 .

[0046] Specifically, the first suspension 221 is at least partially disposed on the housing of the engine 151 and is located below the starter motor 216, and the second suspension 222 is at least partially disposed on the housing of the engine 151. Since the first suspension 221 is disposed below the starter motor 216, the first suspension 221 is disposed at a relatively low position. In the case where the volume of the power assembly 21 is relatively large, it is easy to cause a large height difference between the elastic center of the suspension component 22 and the center of gravity of the power assembly 21 in the height direction of the all-terrain vehicle 100. In order to avoid the above problem, compared with the first suspension 221, the second suspension 222 needs to be disposed at a higher position on the housing of the engine 151, so as to reduce the interval between the elastic center of the suspension component 22 and the center of gravity of the power assembly 21, thereby improving the decoupling rate of the power assembly 21 and reducing the vibration amplitude of the power assembly 21 during use. Specifically, when viewed along the width direction, the second suspension 222 is at least partially disposed above the suspension assembly 22 , and the second suspension 222 is disposed above the transmission shaft 161 .

[0047] like Figure 8 As shown, further, the third suspension 223 is at least partially arranged on the reducer 165, the reducer 165 includes a first box body 1651 and a second box body 1652 distributed left and right, the third suspension 223 is at least partially arranged on the first box body 1651, and the third suspension 223 is also at least partially arranged on the second box body 1652. Through the above arrangement, the third suspension 223 can strengthen the connection strength between the first box body 1651 and the second box body 1652, and because the box body surface of the reducer 165 is basically irregularly distributed, the above arrangement can also improve the flexibility of the installation of the third suspension 223.

[0048] In this embodiment, the first suspension 221, the second suspension 222 and the third suspension 223 have respective elastic centers, and the elastic centers of the first suspension 221, the second suspension 222 and the third suspension 223 surround a triangular area. Through the above arrangement, the circumference of the triangular area formed by the elastic centers of the first suspension 221, the second suspension 222 and the third suspension 223 substantially coincides with the center of gravity of the power assembly 21, thereby improving the decoupling rate of the power assembly 21 and reducing the vibration amplitude of the power assembly 21 during use.

[0049] like Figure 7As shown, as an optional implementation, the distance between the circumcenter of the triangular area and the center of gravity of the power assembly 21 is greater than or equal to 57mm and less than or equal to 83mm. Further, the distance between the circumcenter of the triangular area and the center of gravity of the power assembly 21 is greater than or equal to 57mm and less than or equal to 77mm. More preferably, the distance between the circumcenter of the triangular area and the center of gravity of the power assembly 21 is greater than or equal to 57mm and less than or equal to 71mm. If the distance between the circumcenter of the triangular area and the center of gravity of the power assembly 21 is large, the shock absorption capacity of the drive assembly is weak, so that the vibration amplitude transmitted from the power assembly 21 to the frame 11 is large, thereby reducing the use stability of the all-terrain vehicle 100 and reducing the user's driving experience. Through the above-mentioned setting, the elastic center of the suspension assembly 22 is basically coincident with the center of gravity of the power assembly 21, thereby improving the decoupling rate of the power assembly 21, reducing the vibration amplitude of the power assembly 21 during use, improving the use stability of the all-terrain vehicle 100, and improving the user's driving experience.

[0050] like Figure 7 As shown, further, a reference plane 106 perpendicular to the height direction of the all-terrain vehicle 100 is defined, the projection of the elastic center of the first suspension 221 on the reference plane 106 along the height direction is defined as a first projection point, the projection of the elastic center of the second suspension 222 on the reference plane 106 along the height direction is defined as a second projection point, the projection of the elastic center of the third suspension 223 on the reference plane 106 along the height direction is defined as a third projection point, the line connecting the first projection point to the second projection point is defined as a first reference line 109, and the line connecting the midpoint of the first projection point and the second projection point to the third projection point is defined as a second reference line 201. As an optional implementation, the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is greater than or equal to 0.25 and less than or equal to 0.45. Further, the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is greater than or equal to 0.3 and less than or equal to 0.4. More preferably, the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is equal to 0.35. If the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is too large, the distance between the elastic center of the first suspension 221 and the elastic center of the second suspension 222 is relatively close, resulting in poor stability of the suspension assembly 22 in supporting the power assembly 21. If the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is too small, the distance between the first suspension 221 and the second suspension 222 is relatively far, so that the first suspension 221 and the second suspension 222 are likely to interfere with the frame 11. Through the above arrangement, while ensuring the support force of the suspension assembly 22 on the power assembly 21, it is also possible to avoid interference between the suspension assembly 22 and the frame 11.

[0051] like Fig. 9 As shown, as an implementation, the suspension assembly 22 includes an exoskeleton 224, a connecting member 225 and an elastic member 226. The connecting member 225 is fixedly connected to the exoskeleton 224 or integrally formed, and the suspension assembly 22 is connected to the powertrain 21 through the connecting member 225. The exoskeleton 224 is surrounded by a cavity 2241, and the elastic member 226 is at least arranged in the cavity 2241 and is interference-connected with the exoskeleton 224. The elastic member 226 is used to absorb the vibration transmitted from the engine 151 to the frame 11, thereby improving the riding comfort of the user. The exoskeleton 224 and the connecting member 225 are configured as metal parts, thereby improving the connection strength between the suspension assembly 22 and the engine 151. The elastic member 226 is at least partially configured as an elastic member such as rubber, thereby improving the shock absorption capacity of the suspension assembly 22.

[0052] Furthermore, the elastic member 226 includes an outer tube 2261, a rubber main spring 2262 and an inner core 2263. The outer tube 2261 is interference-connected with the outer frame 224, the outer tube 2261 is configured as an annular thin sheet connected end to end, the inner core 2263 is disposed in the outer tube 2261, and the rubber main spring 2262 is disposed between the outer tube 2261 and the inner core 2263 by means of glue injection, so that the outer tube 2261, the rubber main spring 2262 and the inner core 2263 are integrally formed. Through the above configuration, the connection strength between the outer tube 2261, the rubber main spring 2262 and the inner core 2263 is increased, thereby improving the use stability of the elastic member 226.

[0053] It should be noted that, in the embodiment of the present application, the elastic member 226 is connected to the outer frame 224 through the outer tube 2261, thereby preventing the rubber main spring 2262 from being directly injected between the outer frame 224 and the inner core 2263. It can be understood that during the replacement process of the elastic member 226, the outer tube 2261 can be separated from the outer frame 224 to achieve the separation of the elastic member 226 from the outer frame 224, and the above-mentioned arrangement improves the maintainability of the elastic member 226.

[0054] Furthermore, at least two first buffering parts 2262a are arranged inside the rubber main spring 2262, and the first buffering parts 2262a are distributed along the length direction, and the first buffering parts 2262a are symmetrical about the axis center of the inner core 2263, wherein the first buffering parts 2262a are arranged to extend along the width direction and penetrate the cavity of the rubber main spring 2262. It can be understood that when the suspension assembly 22 receives vibration along the length direction, the rubber main spring 2262 can absorb the vibration received by the suspension assembly 22 by squeezing the first buffering parts 2262a. Through the above arrangement, the suspension assembly 22 can reduce the vibration of the all-terrain vehicle 100 along the length direction.

[0055] Furthermore, at least two second buffering parts 2262b are arranged inside the rubber main spring 2262, and the second buffering parts 2262b are distributed in the height direction, and the second buffering parts 2262b are symmetrical about the axis center of the inner core 2263, wherein the second buffering parts 2262b are arranged to extend in the width direction and penetrate the cavity of the rubber main spring 2262. It can be understood that when the suspension assembly 22 receives vibration in the height direction, the rubber main spring 2262 can absorb the vibration received by the suspension assembly 22 by squeezing the second buffering parts 2262b. Through the above arrangement, the suspension assembly 22 can reduce the vibration of the all-terrain vehicle 100 in the height direction.

[0056] Optionally, the first buffer portion 2262a and the second buffer portion 2262b can also be configured as a concave structure extending in the width direction. In summary, while ensuring the supporting capacity of the suspension assembly 22, the above configuration can also reduce the vibration of the all-terrain vehicle 100 in the height direction and the length direction of the all-terrain vehicle 100, thereby improving the stability of the all-terrain vehicle 100 during use and improving the driving experience of the user.

[0057] Furthermore, the rubber main spring 2262 also includes a plurality of limit blocks 2262c for limiting the maximum compression of the first buffer portion 2262a and / or the second buffer portion 2262b, and the limit blocks 2262c are arranged between the first buffer portion 2262a and / or the second buffer portion 2262b and the outer tube 2261, and the limit blocks 2262c are arranged in pairs facing each other. In the case where the rubber main spring 2262 squeezes the first buffer portion 2262a, the rubber main spring 2262 can abut against the limit blocks 2262c, thereby limiting the maximum compression of the first buffer portion 2262a. It can be understood that in the case where the rubber main spring 2262 squeezes the second buffer portion 2262b, the rubber main spring 2262 can abut against the limit blocks 2262c, thereby limiting the maximum compression of the second buffer portion 2262b. Through the above arrangement, it is possible to avoid excessive compression of the first buffer portion 2262a and / or the second buffer portion 2262b, which may cause damage to the first buffer portion 2262a and / or the second buffer portion 2262b, thereby extending the service life of the rubber main spring 2262.

[0058] It should be noted that the connecting member of the first suspension 221 is integrally formed with the outer frame of the first suspension 221, and the structure of the second suspension 222 is substantially the same as that of the first suspension 221, which will not be described in detail here. Figure 7 , Figure 8 and Fig.10As shown, since the installation positions of the third suspension 223 and the first suspension 221 are greatly different, the connecting member 2231 of the third suspension 223 and the connecting member 2212 of the first suspension 221 are set to different structures, wherein the connecting member 2231 of the third suspension 223 is set to a sheet metal member, and the connecting member 2231 of the third suspension 223 is welded to the outer frame 2232 of the third suspension 223. Since the box body of the reducer 165 is an irregular shape, the above-mentioned setting enables the connecting member 2231 of the suspension assembly 22 of the third suspension 223 to cooperate with the box body of the reducer 165, thereby improving the connection strength between the third suspension 223 and the reducer 165.

[0059] like Figure 8 As shown, specifically, the connecting member 2231 of the third suspension 223 includes a first connecting portion 2231a and a second connecting portion 2231b, a fastener is passed through the first connecting portion 2231a and the first box body 1651, and then the first connecting portion 2231a is fixedly connected to the first box body 1651, and the fastener is passed through the second connecting portion 2231b and the second box body 1652, and then the second connecting portion 2231b is fixedly connected to the second box body 1652, wherein the connection direction of the first connecting portion 2231a and the engine 151, i.e., the axial direction of the fastener in the first connecting portion 2231a, is basically parallel to the width direction of the all-terrain vehicle 100, and the connection direction of the second connecting portion 2231b and the reducer 165, i.e., the axial direction of the fastener in the second connecting portion 2231b, is basically parallel to the length direction of the all-terrain vehicle 100. Through the above arrangement, the connection strength between the connection member 2231 and the engine 151 and the reducer 165 is increased, thereby improving the connection stability between the third suspension 223 and the engine 151 and the reducer 165.

[0060] like Fig. 9 and Fig.11As shown, as an implementation method, the vehicle frame 11 is also provided with a connecting bracket 118 for connecting the suspension assembly 22. The connecting bracket 118 is two metal plates arranged opposite to each other, so that the connecting bracket 118 can clamp the suspension assembly 22. A through hole 1181 is provided on the connecting bracket 118, and a fastening bolt 1182 is passed through the through hole 1181 and the elastic member 226, thereby connecting the suspension assembly 22 to the vehicle frame 11. The suspension assembly 22 also includes a buffer member 227, which is distributed on the left and right sides of the elastic member 226 and is detachably connected to the elastic member 226. When the suspension assembly 22 is connected to the vehicle frame 11, the buffer member 227 is arranged between the elastic member 226 and the connecting bracket 118 and abuts against the elastic member 226 and the connecting bracket 118 respectively. The buffer member 227 is used to absorb the vibration of the suspension assembly 22 in the width direction of the all-terrain vehicle 100. In addition, since the power assembly 21 generates vibrations during use, thereby driving the suspension assembly 22 to move, the above arrangement can also prevent the suspension assembly 22 from rubbing against the connecting bracket 118 during movement, thereby extending the service life of the suspension assembly 22. The buffer member 227 can be configured as an elastic member 2213 such as rubber.

[0061] Specifically, the buffer member 227 is provided with a first limiting portion 2271, and the elastic member 226 is provided with a second limiting portion 2264, wherein the first limiting portion 2271 can be provided as a groove, and the second limiting portion 2264 can be provided as a protrusion, and the rotation of the buffer member 227 can be limited by the cooperation between the first limiting portion 2271 and the second limiting portion 2264. Optionally, the first limiting portion 2271 can also be provided as a protrusion, and the second limiting portion 2264 can also be provided as a groove that cooperates with the first limiting portion 2271. Through the above arrangement, the connection stability between the buffer member 227 and the elastic member 226 is improved, thereby improving the shock absorption capacity of the buffer member 2214.

[0062] like Fig.10 As shown, optionally, when viewed along the width direction, the profile of the inner core 2263 is substantially a regular polygon, and the interior of the buffer member 227 is provided with a regular polygon through hole substantially consistent with the profile of the inner core 2263. During the connection process between the buffer member 227 and the elastic member 226, the buffer member 227 is sleeved on both ends of the rubber main spring 2261, and the inner core 2263 is penetrated through the buffer member 227, and the elastic member 226 limits the buffer member 227 through the rubber main spring 2261. The above arrangement can limit the rotation of the buffer member 227, improve the connection stability between the buffer member 227 and the elastic member 226, and further improve the shock absorption capacity of the buffer member 2214.

[0063] like Fig.12As shown, the all-terrain vehicle 100 also includes a fuel system 25, and the fuel system 25 includes a fuel tank 251 arranged in front of the cockpit 101. Specifically, the fuel tank 251 can be arranged in front of the co-pilot seat of the all-terrain vehicle. A longitudinal plane 102 perpendicular to the width direction of the all-terrain vehicle 100 is defined, and the projection of the cockpit 101 on the longitudinal plane 102 along the width direction of the all-terrain vehicle is the cockpit projection, and the projection of the fuel tank 251 on the longitudinal plane 102 along the width direction of the all-terrain vehicle is the fuel tank projection, and the fuel tank projection is located in front of the cockpit projection. The above-mentioned setting of the fuel tank 251 changes the position structure of the traditional fuel tank 251. Setting the fuel tank 251 in the front of the cockpit 101 can expand the storage space of the all-terrain vehicle 100.

[0064] Specifically, the cockpit 101 includes a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014 and an oblique beam 1015. The first upper beam 1011, the second upper beam 1012, the first lower beam 1013 and the second lower beam 1014 extend substantially along the width direction of the all-terrain vehicle. The first upper beam 1011 is connected to the first lower beam 1013 through the oblique beams 1015 provided on the left and right sides, and the second upper beam 1012 is connected to the second lower beam 1014 through the oblique beams 1015 provided on the left and right sides. The first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014 and the oblique beam 1015 form a storage space, and the fuel tank 251 is provided in the storage space. The fuel tank 251 is surrounded by the first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014 and the oblique beam 1015. When the all-terrain vehicle 100 is hit by an external force, the first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014 and the oblique beam 1015 can provide protection for the fuel tank 251, avoid damage to the fuel tank 251, and improve the safety and service life of the fuel tank 251. The power system 15 of the all-terrain vehicle 100 of this embodiment is arranged at the rear of the frame 11. The power system 15 is easy to heat up due to long-term operation. The fuel tank 251 is arranged away from the engine 151, which can avoid the fuel tank 251 and the fuel in the fuel tank 251 from being heated, thereby improving the safety of the fuel tank 251. Specifically, at least four oblique beams 1015 are provided. In addition, the fuel system 25 also includes a refueling pipe 2516 connected to the fuel tank 251. The refueling pipe 2516 is arranged in front of the fuel tank 251 in the length direction of the all-terrain vehicle, which makes it easier to observe the status of the fuel tank cap 2517 and also makes it easier to add fuel to the fuel tank 251.

[0065] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the appended claims of the present invention.

Claims

1. An all-terrain vehicle comprising: Frame; a suspension assembly connected to the vehicle frame; A traveling assembly, wherein the traveling assembly is connected to the vehicle frame via the suspension assembly; A power assembly, the power assembly comprising at least an engine and a reducer for driving the travel assembly; A suspension assembly, the suspension assembly is at least partially disposed on the power assembly, and the suspension assembly is used to fix the power assembly on the vehicle frame; It is characterized in that the suspension assembly includes an exoskeleton, an elastic member and a buffer member, the exoskeleton is surrounded by a cavity for setting the elastic member, the elastic member is at least partially set in the cavity, the buffer member is distributed on the left and right sides of the elastic member, and is detachably connected to the elastic member, and when the buffer member is connected to the elastic member, the buffer member abuts against the elastic member; the frame includes connecting brackets arranged on the left and right sides of the suspension assembly, and the connecting brackets abut against the buffer member.

2. The all-terrain vehicle according to claim 1, characterized in that: The elastic component also includes an outer tube, a rubber main spring and an inner core. The rubber main spring is arranged between the outer tube and the inner core by means of glue injection, so that the outer tube, the rubber main spring and the inner core are integrally formed.

3. The all-terrain vehicle according to claim 2, characterized in that: The buffer component includes a first limiting portion, and the elastic component includes a second limiting portion arranged on the rubber main spring. The elastic component limits the buffer component through the cooperation of the first limiting portion and the second limiting portion, and the first limiting portion and the second limiting portion are respectively set as a groove and a protrusion.

4. The all-terrain vehicle according to claim 2, characterized in that: The elastic component includes an inner core. When viewed from the left and right directions of the all-terrain vehicle, the outline of the inner core is basically a regular polygon. The buffer component is sleeved on both ends of the rubber main spring, and the elastic component limits the buffer component through the rubber main spring.

5. The all-terrain vehicle according to claim 1, characterized in that: The suspension assembly further includes a connecting member, through which the suspension assembly is fixedly connected to the power assembly, and the connecting member is fixedly connected to the outer frame.

6. The all-terrain vehicle according to claim 3 or 4, characterized in that: The suspension components are defined as a first suspension, a second suspension and a third suspension according to their distribution positions. The first suspension and the second suspension are arranged on the front side of the powertrain, and the third suspension is arranged on the rear side of the powertrain. The first suspension, the second suspension and the third suspension each have an elastic center, and the distance between the circumcenter of a triangular area formed by the elastic centers of the three and the center of gravity of the powertrain is greater than or equal to 57 mm and less than or equal to 85 mm.

7. The all-terrain vehicle according to claim 6, characterized in that: The distance between the circumcenter of the triangular area and the center of gravity of the power assembly is greater than or equal to 64 mm and less than or equal to 80 mm.

8. The all-terrain vehicle according to claim 6, characterized in that: The connecting member of the first suspension is integrally formed with the outer frame of the first suspension, and the structure of the first suspension is substantially consistent with the structure of the second suspension; the connecting member of the third suspension is configured as sheet metal, and the sheet metal is welded to the outer frame of the third suspension.

9. The all-terrain vehicle according to claim 6, characterized in that: The reducer includes a first housing and a second housing, the connecting member of the third suspension includes a first connecting portion and a second connecting portion, the third suspension is fixedly connected to the first housing via the first connecting portion, and the third suspension is fixedly connected to the second housing via the second connecting portion.

10. The all-terrain vehicle according to claim 6, characterized in that: The connection direction between the first connection portion and the first box is substantially parallel to the width direction of the all-terrain vehicle, and the connection direction between the second connection portion and the second box is substantially parallel to the length direction of the all-terrain vehicle.

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