All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a 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; the suspension assembly is at least partially arranged on the power assembly, and is used for fixing the power assembly on the frame; the suspension assembly comprises an outer frame, an elastic component and a buffer component; the outer frame is surrounded by a cavity for arranging the elastic component; the elastic component is at least partially arranged in the cavity; the buffer component is distributed on the left and right sides of the elastic component and is detachably connected with the elastic component; when the buffer component is connected with the elastic component, the buffer component abuts against the elastic component; the frame comprises connecting supports arranged on the left and right sides of the suspension assembly, and the connecting supports abut against the buffer component. Through the above arrangement, the stability of the all-terrain vehicle is improved, and the service life of the suspension assembly is prolonged.

Description

Technical Field

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

[0002] All-terrain vehicles are vehicles that can travel on any terrain, moving freely on terrains where ordinary vehicles have difficulty maneuvering.

[0003] The suspension mounts of existing all-terrain vehicles are usually directly connected to the frame, without any buffers on the left and right sides of the mounts. This causes the left and right vibrations generated by the engine to be directly transmitted to the frame, affecting the stability of the vehicle during use. In addition, the left and right vibrations generated by the engine can also cause the mounts to move left and right, resulting in collisions between the mounts and the frame, which affects the lifespan of the mounts. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, the present invention aims to provide an all-terrain vehicle with good stability and a long service life of its suspension.

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

[0006] An all-terrain vehicle includes a frame, a suspension assembly, a running gear assembly, a powertrain, and a mounting assembly. The suspension assembly is connected to the frame. The running gear assembly is connected to the frame via the suspension assembly. The powertrain includes at least an engine and a reducer for driving the running gear assembly. The mounting assembly is at least partially disposed on the powertrain and is used to fix the powertrain to the frame. The mounting assembly includes an outer frame, elastic members, and buffer members. The outer frame surrounds a cavity for housing the elastic members. The elastic members are at least partially disposed within the cavity. The buffer members are distributed on the left and right sides of the elastic members and are detachably connected to the elastic members. When the buffer members are connected to the elastic members, they abut against the elastic members. The frame includes connecting brackets disposed on the left and right sides of the mounting assembly, and the connecting brackets abut against the buffer members.

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

[0008] Furthermore, the buffer member includes a first limiting part, and the elastic member includes a second limiting part disposed on the rubber main spring. The elastic member limits the buffer member through the cooperation of the first limiting part and the second limiting part. The first limiting part and the second limiting part are respectively configured as a groove and a protrusion.

[0009] Furthermore, the elastic component includes an inner core. When viewed from the left and right sides 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, which is fixedly connected to the powertrain and to the outer frame.

[0011] Furthermore, the suspension components are defined as the first suspension, the second suspension, and the third suspension according to their distribution positions. The first and second suspensions are located on the front side of the powertrain, and the third suspension is located on the rear side of the powertrain. The first suspension, the second suspension, and the third suspension each have an elastic center. The distance between the outer center of the triangular area formed by the elastic centers of the three suspensions 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 outer center of the triangular region 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 component of the first suspension is integrally formed with the outer frame of the first suspension, and the structure of the first suspension is basically the same as that of the second suspension; the connecting component of the third suspension is set 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, and the connecting member of the third suspension includes a first connecting part and a second connecting part. The third suspension is fixedly connected to the first housing through the first connecting part and to the second housing through the second connecting part.

[0015] Furthermore, the connection direction between the first connecting part and the first housing is basically parallel to the width direction of the all-terrain vehicle, and the connection direction between the second connecting part and the second housing is basically parallel to the length direction of the all-terrain vehicle.

[0016] The all-terrain vehicle has good stability, and its suspension has a long service life. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of the all-terrain vehicle of this application;

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

[0019] Figure 3 This is a structural schematic diagram of the powertrain of the all-terrain vehicle of this application;

[0020] Figure 4This is a side view of the powertrain of the all-terrain vehicle of this application;

[0021] Figure 5 This is a schematic diagram of the intake manifold and engine wiring harness mounting bracket of the all-terrain vehicle of this application.

[0022] Figure 6 This is a structural schematic diagram of the transmission housing and transmission wiring harness mounting bracket of the all-terrain vehicle of this application;

[0023] Figure 7 This is a structural schematic diagram of the suspension components and powertrain of the all-terrain vehicle of this application;

[0024] Figure 8 This is a structural schematic diagram of the third suspension and reduction gear of the all-terrain vehicle of this application;

[0025] Figure 9 An exploded view of the first suspension of the all-terrain vehicle of this application;

[0026] Figure 10 An exploded view of the third suspension of the all-terrain vehicle of this application;

[0027] Figure 11 This is an assembly drawing of the first suspension and frame of the all-terrain vehicle of this application;

[0028] Figure 12 This is a structural schematic diagram of the fuel tank of the all-terrain vehicle of this application. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

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

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

[0032] In the description of this application, it should be understood 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 body cover 12 or away from the outer surface of the all-terrain vehicle 100.

[0033] This application provides, as follows: Figure 1 The diagram illustrates an all-terrain vehicle 100, which includes a frame 11, body panels 12, suspension components 13, and a running gear 14. To clearly define the technical solution of this application, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

[0034] In the description of this application, it should be understood that the term "length direction" refers to the longitudinal direction of the all-terrain vehicle 100 parallel to the driver's position in the driving state, the term "width direction" refers to the lateral direction of the all-terrain vehicle 100 parallel to the driver's position in the driving state, and the term "height direction" refers to the vertical direction of the all-terrain vehicle 100 parallel to the driver's position 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. A frame 11 forms the main framework of the all-terrain vehicle 100, around which a driver's cab 101 for the user is formed, and other systems are directly or indirectly connected to the frame 11. A body panel 12 is located on the outside of the frame 11, covering most of the frame 11. A suspension assembly 13 is connected to the frame 11, and the suspension assembly 13 connects the running gear 14 to the frame 11. The power system 15 is at least partially connected to the frame 11, providing driving force to the all-terrain vehicle 100. Specifically, the frame 11 includes a rear-mounted frame 114, and the power system 15 is at least partially mounted on the rear-mounted frame 114. The transmission system 16 is drive-connected to the power system 15, receiving the driving force output from the power system 15 and transmitting the driving force to the running gear 14. The running gear 14 is at least partially disposed under the frame 11. The running gear 14 directly or indirectly receives the driving force output from the transmission system 16 and propels the all-terrain vehicle 100. The running gear 14 includes a front wheel 141 located at the front of the all-terrain vehicle 100 and a rear wheel 142 located 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 this embodiment can be of various types, including SSVs and UTVs.

[0036] like Figure 3As shown, in one implementation, the power system 15 includes an engine 151 for providing a power source, the transmission system 16 includes a reducer 165 and a gearbox 166, and the all-terrain vehicle 100 also includes an accessory wheel system 19 connected to the engine 151. The all-terrain vehicle 100 includes a powertrain 21 at least partially mounted on a rear-mounted frame 114, the powertrain 21 consisting at least of the aforementioned engine 151, reducer 165, gearbox 166, and accessory wheel system 19. The gearbox 166 and accessory wheel system 19 are respectively located 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 gearbox 166 and accessory wheel system 19 located on the left and right sides respectively via the crankshaft. The reducer 165 is located behind and driven by the engine 151. The engine 151 includes an air intake 1511 and an exhaust port (not shown). The air intake 1511 faces substantially towards the front of the all-terrain vehicle 100, and the exhaust port faces substantially towards the rear of the all-terrain vehicle 100. The powertrain 21 also includes a supercharger 211 connected to the exhaust port. The supercharger 211 is at least partially located between the engine 151 and the reducer 165, thereby improving the overall compactness of the vehicle. Through the above arrangement, the impact of the high-temperature, high-pressure gases emitted by the engine 151 on the cab 101 is reduced, thereby improving the comfort of the environment inside the cab 101. Optionally, the powertrain 21 also includes an air filter 212 and a muffler 213. The air filter 212 is used to absorb and filter air and is directly or indirectly connected to the air intake 1511 of the engine 151. The muffler 213 is located at the rear of the powertrain 21 and is used to filter high-temperature, high-pressure gases emitted from the exhaust port. As can be seen from the foregoing, since the powertrain 21 includes a turbocharger 211, the engine 151 can obtain air absorbed by the air filter 212 through turbocharging. The air filter 212 is connected to the air intake 1511 of the engine 151 through the turbocharger 211.

[0037] like Figure 3 and Figure 4 As shown, specifically, the all-terrain vehicle 100 also includes several suspension components 22. The powertrain 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 powertrain 21, and at least partially disposed on the rear side of the powertrain 21. Viewed 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. The distance between the front end of the air filter 212 and the rear end of the muffler 213 along the length direction is defined as the distribution distance L1 of the powertrain 21, and the maximum distance between the suspension components 22 along the length direction is defined as the mounting distance L2 of the powertrain 21. It should be noted that, in the embodiment of this application, the suspension component 22 includes a first suspension 221 disposed on the front side of the powertrain 21 (e.g., Figure 7(as shown) and the second suspension 222 (as shown) Figure 7 As shown), the suspension assembly 22 also includes a third suspension 223 disposed on the rear side of the powertrain 21 (as shown). Figure 7 As shown in the diagram, the elastic center of the first suspension 221 is located at the foremost end of the powertrain 21, relative 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 rearmost end of the powertrain 21, relative to the elastic centers of the first suspension 221 and the second suspension 222. Therefore, the assembly distance L2 of the powertrain 21 is the distance in the length direction between the elastic centers of the first suspension 221 and the third suspension 223.

[0038] As an optional implementation, the ratio between the distribution distance L1 and the assembly distance L2 of the powertrain 21 is greater than or equal to 1.3 and less than or equal to 1.9. Further, the ratio is greater than or equal to 1.4 and less than or equal to 1.7. More preferably, the ratio is 1.6. Since the powertrain 21 requires a certain amount of space, if the ratio is too large, the suspension assembly 22 will provide poor support for the powertrain 21, affecting the connection stability between the powertrain 21 and the rear frame 114. If the ratio is too small, the gaps between the components of the powertrain 21 will be too small, which is detrimental to the arrangement of the powertrain 21. The above settings improve the rationality of the powertrain 21 layout, ensure the support effect of the suspension components 22 on the powertrain 21, and thus improve the stability of the powertrain 21.

[0039] like Figure 3 and Figure 4As shown, further, the powertrain 21 also includes an intercooler 214, which is at least partially disposed above the engine 151 and connected to the air intake 1511. The all-terrain vehicle 100 also includes a seat assembly 23, which is disposed in front of the intercooler 214. A preset space 2141 for air circulation is provided in front of the intercooler 214, i.e., between the intercooler 214 and the seat assembly 23. The depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 128 mm and less than or equal to 284 mm. Further, the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 140 mm and less than or equal to 256 mm. More preferably, the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 152 mm and less than or equal to 228 mm. If the depth L3 of the preset space 2141 extending along its length is too large, the intercooler 214 may easily interfere with the muffler 213, or sacrifice some of the space in the cockpit 101, affecting the comfort of rear passengers. If the depth L3 of the preset space 2141 extending along its length is too small, it will hinder airflow within the preset space 2141, affecting the heat dissipation of the intercooler 214. Furthermore, through the above settings, while ensuring the performance of the intercooler 214, the rationality and compactness of the powertrain 21 layout can also be improved.

[0040] like Figure 3 and Figure 4As shown, in one implementation, the powertrain 21 also includes an exhaust pipe 215, with its two ends connected to a turbocharger 211 and a muffler 213, respectively. As an optional implementation, the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is greater than or equal to 0.3 and less than or equal to 0.5. Further, the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is greater than or equal to 0.35 and less than or equal to 0.45. More preferably, the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is equal to 0.4. If the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is too large, the length L4 of the exhaust pipe 215 extending along its length direction is too long, thus requiring the exhaust pipe 215 to occupy excessive layout space, reducing the compactness of the all-terrain vehicle 100. If the ratio between the length L4 of the exhaust pipe 215 extending along its length direction and the distribution distance L1 of the powertrain 21 is too small, the length L4 of the exhaust pipe 215 extending along its length direction will be too short. Consequently, the distance between the muffler 213 and the engine 151 will be short. Since there are a large number of wiring harnesses (not shown) around the engine 151, a short distance between the muffler 213 and the engine 151 increases the difficulty of arranging the wiring harnesses around the engine 151. Through the above arrangement, the wiring harness arrangement around the engine 151 can be facilitated while also improving the compactness of the all-terrain vehicle 100.

[0041] like Figure 4 As shown, specifically, the accessory wheel system 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 it remains in a power-generating state while the engine 151 is running. The second motor 192 is connected to the first motor 191. 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-generating state. It can be understood that when the power consumption of the all-terrain vehicle 100 is low, the first motor 191 remains in a power-generating state while the second motor 192 maintains a low speed to meet the power needs of the all-terrain vehicle 100. When the power consumption of the all-terrain vehicle 100 is high, both the first motor 191 and the second motor 192 remain in a power-generating state to meet the power needs of the all-terrain vehicle 100. Through this configuration, while meeting the power needs of the all-terrain vehicle 100, it also prevents damage to the second motor 192 due to prolonged use, thus extending its service life. The first motor 191 is a permanent magnet motor, and the second motor 192 is 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 wiring harness mounting bracket 1522 disposed on the intake manifold body 1521. The engine 151 includes an engine wiring harness 1512, which is connected to the first wiring harness mounting bracket 1522. By attaching the engine wiring harness 1512 to the surface of the intake manifold 152, the surface structure of the intake manifold 152 becomes more compact, improving the overall space utilization. Simultaneously, the first wiring harness mounting bracket 1522 replaces the traditional bracket, allowing the engine wiring harness 1512 to be installed in a more convenient and quick manner at a suitable location on the intake manifold 152, thus reducing the cost of manufacturing traditional brackets. Furthermore, the overall weight of the first wiring harness mounting bracket 1522 is significantly less than that of a traditional bracket, reducing the weight of the all-terrain vehicle 100. The intake manifold body 1521 and the first wiring harness mounting bracket 1522 are integrally formed. Specifically, the first wiring harness mounting base 1522 is injection molded simultaneously with the intake manifold body 1521. This one-piece molding design also strengthens the first wiring harness mounting base 1522, preventing it from detaching and reducing assembly steps, thus lowering manufacturing costs. The first wiring harness mounting base 1522 also features a first wiring harness fastener 1523, which is detachably connected to the first wiring harness mounting base 1522, through which the engine wiring harness 1512 passes. The first wiring harness mounting bases 1522 are distributed along the extension direction of the intake manifold 152 on the intake manifold body 1521. This arrangement of the first wiring harness mounting bases 1522 allows for smoother routing of the engine wiring harness 1512, reducing the possibility of pulling or twisting and increasing its overall service life. The number of first wiring harness mounting bases 1522 on the intake manifold body 1521 can be set according to actual needs. Specifically, the intake manifold 152 is provided with at least 6 first wiring harness mounting seats 1522.

[0043] In one specific embodiment, the transmission system 16 includes a gearbox 166. For example... Figure 5 and Figure 6As shown, the transmission 166 includes a transmission housing 1661 and a second wiring harness mounting base 1662 disposed on the transmission housing 1661. The engine wiring harness 1512 is connected to the second wiring harness mounting base 1662. The second wiring harness mounting base 1662 allows for better planning of the fixing path of the engine wiring harness 1512, making the surface structure of the transmission housing 1661 more rational. Furthermore, the second wiring harness mounting base 1662 is simpler to manufacture. Simultaneously, the transmission housing 1661 and the second wiring harness mounting base 1662 are integrally formed, strengthening the overall strength of the second wiring harness mounting base 1662. Specifically, the second wiring harness mounting base 1662 is manufactured simultaneously with the transmission housing 1661, saving manufacturing processes and reducing manufacturing costs. The second wiring harness mounting base 1662 also has a second wiring harness fixing member 1663, which is detachably connected to the second wiring harness mounting base 1662, through which the engine wiring harness 1512 passes. The second wiring harness fastener 1663 facilitates installation and removal. The transmission 166 is located on one side of the engine 151, and the second wiring harness mounting base 1662 is located on the side of the transmission housing 1661 near the engine 151, distributed along the extending direction of the transmission housing 1661. This distribution prevents the engine wiring harness 1512 from twisting within the mounting bases, thus improving its service life to some extent. The number of second wiring harness mounting bases 1662 on the transmission housing 1661 can be adjusted according to actual needs. Furthermore, the transmission housing 1661 has at least two second wiring harness mounting bases 1662.

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

[0045] It should be noted that the powertrain 21 includes at least an engine 151, a reducer 165, and a starter motor 216. The reducer 165 is located at the rear of the engine 151, and the starter motor 216 is located at the front of the engine 151 and is mounted on the housing of the engine 151.

[0046] Specifically, the first mount 221 is at least partially mounted on the engine housing 151 and located below the starter motor 216, while the second mount 222 is at least partially mounted on the engine housing 151. Because the first mount 221 is located below the starter motor 216, its position is relatively low. Given the large size of the powertrain 21, this can easily lead to a significant height difference between the elastic center of the mount 22 and the center of gravity of the powertrain 21 in the height direction of the all-terrain vehicle 100. To avoid this problem, the second mount 222 needs to be positioned higher on the engine housing than the first mount 221. This reduces the distance between the elastic center of the mount 22 and the center of gravity of the powertrain 21, thereby improving the decoupling rate of the powertrain 21 and reducing the vibration amplitude during operation. Specifically, 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 drive shaft 161.

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

[0048] In this embodiment, the first suspension 221, the second suspension 222, and the third suspension 223 each have their own elastic center, and the elastic centers of the first suspension 221, the second suspension 222, and the third suspension 223 surround a triangular region. Through this arrangement, the outer center of the triangular region 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 powertrain 21, thereby improving the decoupling rate of the powertrain 21 and reducing the vibration amplitude during the use of the powertrain 21.

[0049] like Figure 7As shown, as an optional implementation, the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is greater than or equal to 57mm and less than or equal to 83mm. Further, the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is greater than or equal to 57mm and less than or equal to 77mm. More preferably, the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is greater than or equal to 57mm and less than or equal to 71mm. If the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is large, the damping capacity of the drive assembly is weak, resulting in a larger vibration amplitude transmitted from the powertrain 21 to the frame 11, thereby reducing the operational stability of the all-terrain vehicle 100 and also reducing the user's driving experience. Through the above settings, the elastic center of the suspension assembly 22 is substantially coincident with the center of gravity of the powertrain 21, thereby improving the decoupling rate of the powertrain 21, reducing the vibration amplitude of the powertrain 21 during use, improving the operational stability of the all-terrain vehicle 100, and simultaneously improving the user's driving experience.

[0050] like Figure 7 As shown, further, a reference plane 106 is defined perpendicular to the height direction of the all-terrain vehicle 100. The projection of the elastic center of the first suspension 221 along the height direction onto the reference plane 106 is defined as the first projection point; the projection of the elastic center of the second suspension 222 along the height direction onto the reference plane 106 is defined as the second projection point; and the projection of the elastic center of the third suspension 223 along the height direction onto the reference plane 106 is defined as the third projection point. The line connecting the first projection point and the second projection point is defined as the first reference line 109, and the line connecting the midpoint of the first and second projection points to the third projection point is defined as the 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 will be too close, resulting in poor stability of the suspension assembly 22 in supporting the powertrain 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 will be too large, making it easy for the first suspension 221 and the second suspension 222 to interfere with the frame 11. Through the above settings, while ensuring the support force of the suspension assembly 22 on the powertrain 21, interference between the suspension assembly 22 and the frame 11 can also be avoided.

[0051] like Figure 9 As shown, in one implementation, the suspension assembly 22 includes an outer frame 224, a connecting member 225, and an elastic member 226. The connecting member 225 is fixedly connected to or integrally formed with the outer frame 224, and the suspension assembly 22 is connected to the powertrain 21 through the connecting member 225. The outer frame 224 has a cavity 2241 formed around it. The elastic member 226 is at least disposed within the cavity 2241 and is interference-fitted with the outer frame 224. The elastic member 226 is used to absorb vibrations transmitted from the engine 151 to the frame 11, thereby improving the user's ride comfort. The outer frame 224 and the connecting member 225 are made of metal, thereby increasing the connection strength between the suspension assembly 22 and the engine 151. The elastic member 226 is at least partially made of an elastic element 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-fitted with the outer frame 224, and the outer tube 2261 is configured as an annular thin sheet joined end to end. The inner core 2263 is disposed inside the outer tube 2261, and the rubber main spring 2262 is disposed between the outer tube 2261 and the inner core 2263 by injection molding, 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 stability of the elastic member 226 in use.

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

[0054] Furthermore, the rubber main spring 2262 internally has at least two first buffer portions 2262a, which are distributed along the length direction and are symmetrical about the axis of the inner core 2263. The first buffer portions 2262a are configured to extend along the width direction and penetrate the cavity of the rubber main spring 2262. It is 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 compressing the first buffer portions 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, the rubber main spring 2262 is internally provided with at least two second buffer portions 2262b. These second buffer portions 2262b are distributed along the height direction and are symmetrical about the axis of the inner core 2263. The second buffer portions 2262b are configured to extend along the width direction and penetrate the cavity of the rubber main spring 2262. It is understood that when the suspension assembly 22 receives vibration along the height direction, the rubber main spring 2262 can absorb the vibration received by the suspension assembly 22 by compressing the second buffer portions 2262b. Through the above arrangement, the suspension assembly 22 can reduce the vibration of the all-terrain vehicle 100 along the height direction.

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

[0057] Furthermore, the rubber main spring 2262 also includes a plurality of limiting blocks 2262c for limiting the maximum compression of the first buffer portion 2262a and / or the second buffer portion 2262b. The limiting blocks 2262c are disposed between the first buffer portion 2262a and / or the second buffer portion 2262b and the outer tube 2261, and the limiting blocks 2262c are arranged in pairs facing each other. When the rubber main spring 2262 compresses the first buffer portion 2262a, the rubber main spring 2262 can abut against the limiting blocks 2262c, thereby limiting the maximum compression of the first buffer portion 2262a. It can be understood that when the rubber main spring 2262 compresses the second buffer portion 2262b, the rubber main spring 2262 can abut against the limiting blocks 2262c, thereby limiting the maximum compression of the second buffer portion 2262b. The above configuration can prevent the first buffer 2262a and / or the second buffer 2262b from being over-compressed, thus avoiding damage to the first buffer 2262a and / or the second buffer 2262b and extending the service life of the rubber main spring 2262.

[0058] It should be noted that the connecting component 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 basically the same as that of the first suspension 221, and will not be described in detail here. Figure 7 , Figure 8 and Figure 10As shown, since the installation positions of the third suspension 223 and the first suspension 221 are significantly different, the connecting member 2231 of the third suspension 223 and the connecting member 2212 of the first suspension 221 are configured with different structures. The connecting member 2231 of the third suspension 223 is a sheet metal component, and it is welded to the outer frame 2232 of the third suspension 223. Because the housing of the reducer 165 is irregularly shaped, the above configuration allows the connecting member 2231 of the third suspension 223 suspension assembly 22 to mate with the housing 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 part 2231a and a second connecting part 2231b. Fasteners pass through the first connecting part 2231a and the first housing 1651, thereby fixing the first connecting part 2231a to the first housing 1651. Fasteners pass through the second connecting part 2231b and the second housing 1652, thereby fixing the second connecting part 2231b to the second housing 1652. The connection direction between the first connecting part 2231a and the engine 151, i.e., the axial direction of the fastener in the first connecting part 2231a, is basically parallel to the width direction of the all-terrain vehicle 100. The connection direction between the second connecting part 2231b and the reducer 165, i.e., the axial direction of the fastener in the second connecting part 2231b, is basically parallel to the length direction of the all-terrain vehicle 100. The above configuration increases the connection strength between the connecting member 2231 and the engine 151 and the reducer 165, thereby improving the connection stability between the third mount 223 and the engine 151 and the reducer 165.

[0060] like Figure 9 and Figure 11As shown, in one implementation, the frame 11 is also provided with a connecting bracket 118 for connecting the suspension assembly 22. The connecting bracket 118 consists of two opposing metal plates, allowing the connecting bracket 118 to clamp the suspension assembly 22. The connecting bracket 118 is provided with a through hole 1181, through which a fastening bolt 1182 passes and the elastic member 226, thereby connecting the suspension assembly 22 to the 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 detachably connected to the elastic member 226. When the suspension assembly 22 is connected to the frame 11, the buffer member 227 is disposed between the elastic member 226 and the connecting bracket 118 and abuts against both 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. Furthermore, since the powertrain 21 vibrates during use, causing the suspension assembly 22 to move, the above-mentioned 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 part 2271, and the elastic member 226 is provided with a second limiting part 2264. The first limiting part 2271 can be configured as a groove, and the second limiting part 2264 can be configured as a protrusion. The cooperation between the first limiting part 2271 and the second limiting part 2264 can restrict the rotation of the buffer member 227. Optionally, the first limiting part 2271 can also be configured as a protrusion, and the second limiting part 2264 can also be configured as a groove that cooperates with the first limiting part 2271. Through the above configuration, 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 Figure 10 As shown, optionally, when viewed along the width direction, the outline of the inner core 2263 is basically a regular polygon, and the interior of the buffer member 227 is set with a regular polygonal through hole that is basically consistent with the outline 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 passes through the buffer member 227. 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 thus improve the shock absorption capacity of the buffer member 2214.

[0063] like Figure 12As shown, the all-terrain vehicle 100 also includes a fuel system 25, which includes a fuel tank 251 located at the front of the driver's cab 101. Specifically, the fuel tank 251 can be located in front of the passenger seat of the all-terrain vehicle. A longitudinal plane 102 is defined perpendicular to the width direction of the all-terrain vehicle 100. The projection of the driver's cab 101 along the width direction of the all-terrain vehicle onto the longitudinal plane 102 is the driver's cab projection, and the projection of the fuel tank 251 along the width direction of the all-terrain vehicle onto the longitudinal plane 102 is the fuel tank projection. The fuel tank projection is located in front of the driver's cab projection. This arrangement of the fuel tank 251 changes the traditional positional structure of the fuel tank 251. Placing the fuel tank 251 at the front of the driver's cab 101 expands the carrying space of the all-terrain vehicle 100.

[0064] Specifically, the driver's cab 101 includes a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014, and a diagonal beam 1015. The first upper beam 1011, second upper beam 1012, first lower beam 1013, and 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 via diagonal beams 1015 located on the left and right sides, and the second upper beam 1012 is connected to the second lower beam 1014 via diagonal beams 1015 located on the left and right sides. The first upper beam 1011, second upper beam 1012, first lower beam 1013, second lower beam 1014, and diagonal beam 1015 constitute an accommodating space, within which the fuel tank 251 is located. The fuel tank 251 is surrounded by a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014, and a diagonal beam 1015. When the all-terrain vehicle 100 is impacted 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 diagonal beam 1015 can protect the fuel tank 251, preventing damage and improving its safety and service life. In this embodiment, the power system 15 of the all-terrain vehicle 100 is located at the rear of the frame 11. Since the power system 15 is prone to overheating during long-term operation, the fuel tank 251 is positioned away from the engine 151 to prevent the fuel tank 251 and the fuel inside from overheating, thus improving its safety. Specifically, at least four diagonal 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 located in front of the fuel tank 251 along the length of the all-terrain vehicle, making it easier to observe the status of the fuel tank cap 2517 and also making 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 modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: a frame; a suspension assembly connected with the frame; a walking assembly connected with the frame through the suspension assembly; a power assembly at least including an engine and a reducer for driving the walking assembly; a suspension assembly at least partially arranged on the power assembly, the suspension assembly being used for fixing the power assembly on the frame; characterized in that the suspension assembly includes an outer frame, an elastic member and a buffer member, the outer frame is formed around 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 with the elastic member, when the buffer member is connected with the elastic member, the buffer member abuts against the elastic member; the frame includes a connecting bracket arranged on the left and right sides of the suspension assembly, the connecting bracket abuts against the buffer member.

2. The all-terrain vehicle of claim 1, wherein, The elastic member further 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 injection molding, so that the outer tube, the rubber main spring and the inner core are integrally formed.

3. The ATV of claim 2, wherein, The buffer member includes a first limiting part, the elastic member includes a second limiting part arranged on the rubber main spring, the elastic member limits the buffer member through cooperation of the first limiting part and the second limiting part, the first limiting part and the second limiting part are respectively arranged as a groove and a protrusion.

4. The ATV of claim 2, wherein, The elastic member includes an inner core, from the left and right directions of the all-terrain vehicle, the profile of the inner core is basically a regular polygon, a buffer member is sleeved on both ends of the rubber main spring, and the elastic member limits the buffer member through the rubber main spring.

5. The all-terrain vehicle of claim 1, wherein, The suspension assembly further includes a connecting member, the suspension assembly is fixedly connected with the power assembly through the connecting member, and the connecting member is fixedly connected with the outer frame.

6. An all-terrain vehicle as defined in claim 3 or 4, characterized in that The suspension assembly is defined as a first suspension, a second suspension and a third suspension according to the distributed positions, the first suspension and the second suspension are arranged on the front side of the power assembly, and the third suspension is arranged on the rear side of the power assembly; the first suspension, the second suspension and the third suspension each have an elastic center, and the distance between the elastic centers of the three and the circumcircle center of a triangular region is greater than or equal to 57 mm and less than or equal to 85 mm.

7. The ATV of claim 6, wherein, The distance between the circumcircle center of the triangular region and the gravity center of the power assembly is greater than or equal to 64 mm and less than or equal to 80 mm.

8. The ATV of claim 6, wherein, 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 basically consistent with the structure of the second suspension; the connecting member of the third suspension is arranged as sheet metal, and the sheet metal is welded with the outer frame of the third suspension.

9. The ATV of claim 6, wherein, The speed reducer comprises a first box body and a second box body, the third suspension connecting member comprises a first connecting part and a second connecting part, the third suspension is fixedly connected with the first box body through the first connecting part, and the third suspension is fixedly connected with the second box body through the second connecting part.

10. The all-terrain vehicle of claim 9, characterized in that, The connecting direction of the first connecting part and the first box body is substantially parallel to the width direction of the all-terrain vehicle, and the connecting direction of the second connecting part and the second box body is substantially parallel to the length direction of the all-terrain vehicle.

Images