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 transmission system and a power system. A first installation plane perpendicular to the width direction of the all-terrain vehicle is defined, the upper left rocker arm and the lower left rocker arm are rotationally connected with the vehicle frame through a first installation shaft and a second installation shaft respectively, and the axis of the first installation shaft and the axis of the second installation shaft coincide with the first installation plane. A second mounting plane perpendicular to the width direction of the all-terrain vehicle is defined, the right upper rocker arm and the right lower rocker arm are rotationally connected with the vehicle frame through a third mounting shaft and a fourth mounting shaft respectively, and the axis of the third mounting shaft and the axis of the fourth mounting shaft coincide with the second mounting plane; the end face, in butt joint with the front axle assembly, of the left half axle and the end face, in butt joint with the front axle assembly, of the right half axle are arranged on the two sides of the first butt joint face and the second butt joint face. Through the arrangement, the adjustability of the suspension assembly is higher, and the vehicle using experience of a user is improved.

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] Since the use scenarios of all-terrain vehicles are relatively complex, the suspension tuning of all-terrain vehicles is more critical. When the all-terrain vehicle needs to meet different driving experiences, the suspension needs to be in different tuning positions. For example, if the vehicle's comfort is pursued, the suspension's elevation angle compared to the horizontal plane is generally smaller to make the vehicle's center of gravity lower; if the vehicle's off-road performance is pursued, the suspension's elevation angle compared to the horizontal plane is generally larger to make the vehicle's center of gravity higher, thereby increasing the shock absorber's travel.

[0004] With regard to the existing arrangement scheme of the suspension and the front axle assembly, it is relatively difficult to adjust the suspension, and the front axle assembly is prone to interfere with the suspension during the adjustment process. Summary of the invention

[0005] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, the suspension assembly of which has better adjustability.

[0006] To achieve the above object, the present invention adopts the following technical solution:

[0007] An all-terrain vehicle, the all-terrain vehicle comprises a frame, a suspension assembly, a traveling assembly, a transmission system and a power system; the suspension assembly comprises a front suspension arranged at the front end of the frame, the front suspension comprises a left upper rocker arm and a left lower rocker arm arranged on the left side of the frame, and a right upper rocker arm and a right lower rocker arm arranged on the right side of the frame; the traveling assembly comprises a left front wheel and a right front wheel, the left front wheel is connected to the frame through the cooperation of the left upper rocker arm and the left lower rocker arm, and the right front wheel is connected to the frame through the cooperation of the right upper rocker arm and the right lower rocker arm; the transmission system comprises a transmission shaft and a front axle assembly connected to the transmission shaft; the power system is connected to the front axle assembly through the transmission shaft; a first installation plane perpendicular to the width direction of the all-terrain vehicle is defined, the left upper rocker arm is rotatably connected to the frame through the first installation shaft, the left lower rocker arm is rotatably connected to the frame through the second installation shaft, and the axis of the first installation shaft and the axis of the second installation shaft both coincide with the first installation plane;

[0008] A second mounting plane perpendicular to the width direction of the all-terrain vehicle is defined, the right upper rocker arm is rotatably connected to the frame via a third mounting shaft, the right lower rocker arm is rotatably connected to the frame via a fourth mounting shaft, and the axes of the third mounting shaft and the fourth mounting shaft both coincide with the second mounting plane;

[0009] The transmission system also includes a left half-shaft and a right half-shaft respectively connected to the left and right output ends of the front axle assembly. The front axle assembly is connected to the left front wheel through the left half-shaft, and the front axle assembly is connected to the right front wheel through the right half-shaft. The end surface where the left half-shaft and the front axle assembly are connected is defined as a first docking surface, and the end surface where the right half-shaft and the front axle assembly are connected is defined as a second docking surface. The first docking surface and the second docking surface are both arranged between the first mounting plane and the second mounting plane.

[0010] Furthermore, machined surfaces are provided on both sides of the left and right sides of the front axle assembly, and the front axle assembly is connected to the left half-shaft and the right half-shaft in respective directions through the machined surfaces, the machined surface connected to the left half-shaft and the first docking surface basically coincide with each other, and the machined surface connected to the right half-shaft and the second docking surface basically coincide with each other.

[0011] Furthermore, the all-terrain vehicle also includes a steering system, which includes a steering gear arranged behind the front axle assembly, with a left tie rod and a right tie rod respectively arranged at both ends of the steering gear, the steering gear is connected to the left front wheel through the left tie rod, and the steering gear is connected to the right front wheel through the right tie rod; a left tie rod mounting surface and a right tie rod mounting surface perpendicular to the width direction of the all-terrain vehicle are defined, the mounting center of the left tie rod coincides with the left tie rod mounting surface, and the mounting center of the right tie rod coincides with the right tie rod mounting surface; the first mounting plane and the second mounting plane are both located between the left tie rod mounting surface and the right tie rod mounting surface.

[0012] Furthermore, one end of the left tie rod connected to the steering gear is set as a ball head structure, and the installation center of the left tie rod is the center of the ball head structure; one end of the right tie rod connected to the steering gear is set as a ball head structure, and the installation center of the right tie rod is the center of the ball head structure.

[0013] Furthermore, the distance between the left tie rod mounting surface and the right tie rod mounting surface along the width direction of the all-terrain vehicle is defined as a first mounting distance, the distance between the first mounting plane and the second mounting plane along the width direction of the all-terrain vehicle is defined as a second mounting distance, and the ratio between the first mounting distance and the second mounting distance is greater than 1 and less than or equal to 1.2.

[0014] Furthermore, a ratio between the first installation spacing and the second installation spacing is greater than or equal to 1.05 and less than or equal to 1.18.

[0015] Furthermore, the vehicle frame includes a front axle mounting bracket for arranging the front axle assembly, the front axle mounting bracket includes a mounting pipe for supporting the front axle assembly, and the front axle assembly can slide on the mounting pipe.

[0016] Furthermore, the front axle mounting bracket includes a sliding area for the front axle assembly to slide, and a length of the sliding area extending along the length direction of the all-terrain vehicle is greater than or equal to a length of the front axle assembly extending along the length direction of the all-terrain vehicle.

[0017] Furthermore, the front axle mounting bracket includes a first mounting portion and a second mounting portion, the front axle mounting bracket is connected to the rear end of the front axle assembly through the first mounting portion, and the front axle mounting bracket is connected to the front end of the front axle assembly through the second mounting portion; the first mounting portion is connected to the front axle assembly through a fastener parallel to the width direction of the all-terrain vehicle, and the second mounting portion is connected to the front axle assembly through a fastener parallel to the height direction of the all-terrain vehicle.

[0018] Furthermore, the first mounting portion is configured as a sheet metal component, and the first mounting portion is welded to the mounting pipe fitting; and the second mounting portion is configured as a through hole penetrating the mounting pipe fitting.

[0019] The mounting point between the suspension assembly and the frame of the all-terrain vehicle is closer to the outside of the front axle assembly, so as to avoid interference with the front axle assembly during the adjustment of the suspension assembly, so that the suspension assembly has better adjustability. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic diagram of the structure of the all-terrain vehicle for this application;

[0021] Figure 2 A schematic diagram of the power system and transmission system of the all-terrain vehicle of the present application;

[0022] Figure 3 A schematic diagram of the structure of the steering system of the all-terrain vehicle of this application;

[0023] Figure 4 A schematic diagram of the structure of the steering system and frame of the all-terrain vehicle of this application;

[0024] Figure 5 A schematic diagram of the structure of a fixing bracket of an all-terrain vehicle of the present application;

[0025] Figure 6 A cross-sectional view of a first steering axis of the all-terrain vehicle of the present application;

[0026] Figure 7 An exploded view of a column mounting bracket for an all-terrain vehicle of the present application;

[0027] Figure 8 A front view of the transmission system, frame and suspension of the all-terrain vehicle of the present application;

[0028] Fig. 9 A top view of the transmission system, frame and suspension of the all-terrain vehicle of this application;

[0029] Fig.10 A schematic diagram of the structure of the transmission system and frame of the all-terrain vehicle of this application;

[0030] Fig.11 for Fig.10 Enlarged view of point B in the middle;

[0031] Fig.12 An exploded view of the front axle assembly of the all-terrain vehicle of the present application;

[0032] Fig.13 This is a schematic structural diagram of a first support mechanism, a second support mechanism and a transmission shaft of the all-terrain vehicle of the present application;

[0033] Fig.14 This is a schematic structural diagram of the first supporting mechanism of the all-terrain vehicle of the present application. DETAILED DESCRIPTION

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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 .

[0039] 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.

[0040] 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.

[0041] like Figure 1 and Figure 2 As shown, specifically, the all-terrain vehicle 100 further 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. The transmission system 16 is in transmission connection with the power system 15, and the transmission system 16 receives the driving force output by the power system 15 and transmits the driving force to the travel assembly 14. The travel assembly 14 is at least partially arranged below the frame 11, and 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 in the embodiment of the present application can be various types of all-terrain vehicles 100 including SSV and UTV.

[0042] like Figure 1 and Figure 3 As shown, as an implementation, the all-terrain vehicle 100 further 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 steering system 18 includes a steering control assembly 181, a steering transmission assembly 182, and a steering gear 183, one end of the steering transmission assembly 182 is connected to the steering control assembly 181, and the other end of the steering transmission assembly 182 is rotatably connected to the steering gear 183. The steering control assembly 181 can output a rotational force to the steering transmission assembly 182, and then the steering transmission assembly 182 transmits the rotational force to the steering gear 183, thereby realizing the steering of the all-terrain vehicle 100, wherein the steering control assembly 181 can be set as a steering wheel.

[0043] like Figure 3As shown, further, the steering transmission assembly 182 includes a first steering shaft 1821, and the steering transmission assembly 182 is connected to the steering control assembly 181 through the first steering shaft 1821. The steering transmission assembly 182 also includes a steering assist device 1822, which is at least partially disposed on the first steering shaft 1821, and the steering assist device 1822 is located at one end of the first steering shaft 1821 away from the steering control assembly 181. The steering assist device 1822 is used to assist the user in overcoming the steering resistance torque, thereby achieving the steering of the all-terrain vehicle 100. It can be understood that the steering assist device 1822 is disposed on the first steering shaft 1821, which can save the space occupied by the steering transmission assembly 182, and at the same time avoid the opponent of the first steering shaft 1821, thereby improving the compactness of the whole vehicle.

[0044] like Figure 4 As shown, further, the steering system 18 also includes a column mounting bracket 184 , which is disposed close to the steering assist device 1822 , and the first steering shaft 1821 can be connected to the vehicle frame 11 through the column mounting bracket 184 .

[0045] like Figure 3 As shown, further, the length of the first steering shaft 1821 extending in the length direction is defined as the first shaft length L1, and the length of the steering transmission assembly 182 extending in the length direction is defined as the total shaft length L2. As an optional implementation, the ratio between the first shaft length L1 and the total shaft length L2 is greater than or equal to 0.6 and less than or equal to 0.8. Further, the ratio between the first shaft length L1 and the total shaft length L2 is greater than or equal to 0.65 and less than or equal to 0.75. More preferably, the ratio between the first shaft length L1 and the total shaft length L2 is equal to 0.7. When the total shaft length L2 remains unchanged, if the ratio between the first shaft length L1 and the total shaft length L2 is too large, the length of the first shaft length L1 extending in the length direction is too long, resulting in the first steering shaft 1821 occupying too much layout space, reducing the spatial compactness of the all-terrain vehicle 100. If the ratio between the first axis length L1 and the total axis length L2 is too small, the length of the first axis length extending in the length direction is too short, which makes it difficult for the power steering device 1822 to be integrated with the first steering shaft 1821, and it is difficult for the steering control assembly 181 to achieve depth adjustment, which reduces the space compactness and human-machine interaction coordination of the all-terrain vehicle 100. Through the above arrangement, the power steering device 1822 is integrated with the first steering shaft 1821, and the layout space occupied by the first steering shaft 1821 can be reduced, thereby improving the space compactness of the all-terrain vehicle.

[0046] like Figure 3As shown, further, the steering transmission assembly 182 also includes a second steering shaft 1823, the second steering shaft 1823 is rotatably connected to the first steering shaft 1821, the first steering shaft 1821 is connected to the steering gear 183 through the second steering shaft 1823, and the steering gear 183 is used to transmit the steering force output by the steering transmission assembly 182 to the front wheel 141. The length of the first steering shaft 1821 extending along its own axis is defined as the first axial length L3, and the length of the second steering shaft 1823 extending along its own axis is defined as the second axial length L4. As an optional implementation, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.6 and less than or equal to 2.4. Further, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.7 and less than or equal to 2.3. More preferably, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.8 and less than or equal to 2.2. It is understandable that if the ratio between the axial length L3 of the first steering shaft 1821 and the axial length L4 of the second steering shaft 1823 is too large, the first steering shaft 1821 occupies too much layout space, and the first steering shaft 1821 is likely to interfere with its counterpart, thereby reducing the spatial compactness of the all-terrain vehicle 100. If the ratio between the axial length L3 of the first steering shaft 1821 and the axial length L4 of the second steering shaft 1823 is too small, the steering assist device 1822 is difficult to be integrated with the first steering shaft 1821, thereby reducing the spatial compactness of the all-terrain vehicle 100. Through the above arrangement, the steering assist device 1822 is integrated with the first steering shaft 1821, while the user can avoid the first steering shaft 1821 from interfering with its counterpart, thereby improving the spatial compactness of the all-terrain vehicle 100.

[0047] Compared with the related art, the steering transmission assembly 182 in the technical solution of the present application has fewer steering shafts, so that the steering force of the steering transmission assembly 182 is less lost during the transmission process, and the user can operate the steering control assembly 181 more labor-saving, thereby improving the coordination of human-computer interaction.

[0048] like Figure 3As shown, as an implementation, a longitudinal plane 102 perpendicular to the width direction of the all-terrain vehicle 100 is defined, and the projection of the first steering axis 1821 on the longitudinal plane 102 along the width direction basically extends along the direction of the first projection line 103, and the projection of the second steering axis 1823 on the longitudinal plane 102 along the width direction basically extends along the direction of the second projection line 104. As an optional implementation, the angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 148° and less than or equal to 174°. Further, the angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 153° and less than or equal to 169°. More preferably, the angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 158° and less than or equal to 164°. When the second steering shaft 1823 is fixed, if the angle β between the first projection line 103 and the second projection line 104 is too large, it is not conducive to the first steering shaft 1821 and the second steering shaft 1823 to avoid the opponent of the steering system 18 in the width direction. If the angle β between the first projection line 103 and the second projection line 104 is too small, it is not conducive to the first steering shaft 1821 and the second steering shaft 1823 to avoid the opponent of the steering system 18 in the height direction. Through the above arrangement, it is possible to avoid interference between the first steering shaft 1821 and the opponent of the steering system 18, and also improve the space compactness of the all-terrain vehicle 100.

[0049] like Figure 4 and Figure 6 As shown, as an implementation method, the first steering shaft 1821 includes an upper column tube 1821a and a pipe column 1821b, the pipe column 1821b is at least partially arranged in the upper column tube 1821a, and the end of the pipe column 1821b away from the upper column tube 1821a is connected to the steering control assembly 181, and the pipe column 1821b can translate relative to the upper column tube 1821a along its own axis. Through the above arrangement, the pipe column 1821b can drive the steering control assembly 181 to move, thereby changing the relative position between the steering control assembly 181 and the user, thereby realizing the depth adjustment of the steering control assembly 181, so that the steering control assembly 181 can meet the use requirements in different scenarios, and improve the coordination of human-computer interaction.

[0050] Further, the first steering shaft 1821 also includes a lower cylinder 1821c and a sealing member 1821d, wherein the lower cylinder 1821c is at least partially disposed in the upper cylinder 1821a, and the lower cylinder 1821c is disposed between the upper cylinder 1821a and the pipe column 1821b, and the sealing member 1821d is disposed at the connection between the lower cylinder 1821c and the upper cylinder 1821a, wherein the sealing member 1821d can be configured as rubber. It can be understood that by configuring the sealing member 1821d, it is possible to prevent objects such as liquids and / or stones from entering the first steering shaft 1821, thereby preventing objects such as liquids and / or stones from wearing the first steering shaft 1821, and extending the service life of the first steering shaft 1821.

[0051] like Figure 4 and Figure 6 As shown, as an implementation method, the first steering shaft 1821 also includes an adjusting mechanism 1821e. The first steering shaft 1821 is fixedly connected to the frame 11 via the adjusting mechanism 1821e. The adjusting mechanism 1821e is used to adjust the height and depth of the steering control assembly 181.

[0052] Specifically, the adjustment mechanism 1821e includes a locking state and an unlocking state. When the adjustment mechanism 1821e is in the unlocking state, the first steering shaft 1821 can move in the height direction, and the column 1821b can translate along the axial direction of the column 1821b relative to the upper column 1821a, thereby driving the steering control assembly 181 to move in the height direction. When the adjustment mechanism 1821e is in the locking state, the first steering shaft 1821 can be maintained at a preset position, that is, the user can fix the use height of the steering control assembly 181 according to their needs. Through the above settings, the steering control assembly 181 can be moved and fixed in the height direction, thereby realizing the height and depth adjustment of the steering control assembly 181, so that the steering control assembly 181 can meet the use requirements in different scenarios, and improve the coordination of human-computer interaction.

[0053] like Figure 4 and Figure 5As shown, further, the steering transmission assembly 182 includes a steering mounting member 1821f, and the steering mounting member 1821f is arranged at one end of the steering transmission assembly 182 away from the steering gear 183. When one end of the steering transmission assembly 182 is connected to the steering gear 183, the other end of the steering transmission assembly 182 is overlapped on the frame 11 through the steering mounting member 1821f, wherein the steering mounting member 1821f is arranged as a hook. When viewed along the width direction, the steering mounting member 1821f is a substantially "U"-shaped groove. Specifically, the steering mounting member 1821f is arranged on the adjustment mechanism 1821e, and the steering mounting member 1821f is welded or integrally formed with the adjustment mechanism 1821e. The vehicle frame 11 includes a front vehicle frame 115, which is at least partially arranged in front of the steering control assembly 181. A fixing bracket 1151 that cooperates with the steering mounting member 1821f is arranged on the front vehicle frame 115, and one end of the steering transmission assembly 182 is overlapped on the fixing bracket 1151 through the steering mounting member 1821f. The fixing bracket 1151 is set as a sheet metal component, and the connection method of the fixing bracket 1151 and the front vehicle frame 115 is welding. When the steering mounting member 1821f overlaps the fixing bracket 1151, the fixing bracket 1151 is at least partially arranged in the groove of the steering mounting member 1821f. During the connection process between the steering transmission assembly 182 and the vehicle frame 11, one end of the steering transmission assembly 182 is first overlapped on the fixed bracket 1151 through the steering mounting member 1821f, and then the other end of the steering transmission assembly 182 is connected to the steering gear 183, and finally the adjustment mechanism 1821e is fixedly connected to the fixed bracket 1151 through a fastener, thereby realizing the connection between the steering transmission assembly 182 and the front frame 115. It can be understood that due to the large weight of the steering transmission assembly 182, the above-mentioned configuration can reduce the difficulty of connecting the steering transmission assembly 182 and the steering gear 183, and at the same time improve the connection stability between the steering transmission assembly 182 and the front frame 115.

[0054] Optionally, the steering mounting member 1821f can also be disposed on the first steering shaft 1821 and fixedly connected to the first steering shaft 1821 .

[0055] like Figure 3 and Figure 4As shown, further, the steering mounting member 1821f and the fixed bracket 1151 are set to be in surface contact. The contact surface between the steering mounting member 1821f and the fixed bracket 1151 is defined as a preset plane 105, which defines a reference plane 106 perpendicular to the height direction of the all-terrain vehicle 100, and the angle θ between the preset plane 105 and the reference plane 106 is greater than or equal to 21° and less than or equal to 33°. Further, the angle θ between the preset plane 105 and the reference plane 106 is greater than or equal to 24° and less than or equal to 30°. More preferably, the angle between the preset plane 105 and the reference plane 106 is 27°. It can be understood that if the angle θ between the preset plane 105 and the reference plane 106 is too large, during the connection process between the steering mounting member 1821f and the fixed bracket 1151, it is necessary to lift the end of the steering transmission assembly 182 close to the steering control assembly 181 to a higher height, resulting in an increased difficulty in connecting the steering mounting member 1821f and the fixed bracket 1151. If the angle θ between the preset plane 105 and the reference plane 106 is too small, the steering mounting member 1821f is easy to fall off from the fixing bracket 1151, resulting in a low connection stability between the steering transmission assembly 182 and the front frame 115. Through the above arrangement, the connection difficulty between the steering transmission assembly 182 and the front frame 115 is reduced, and the connection stability between the steering transmission assembly 182 and the front frame 115 can also be increased.

[0056] like Figure 5 As shown, as an implementation method, the fixed bracket 1151 includes a bearing surface 1151a and a supporting surface 1151b, the bearing surface 1151a is in contact with the steering mounting member 1821f, and the bearing surface 1151a is used to connect the steering mounting member 1821f. The supporting surface 1151b is distributed on the left and right sides of the bearing surface 1151a, and the supporting surface 1151b is used to support the bearing surface 1151a. The angle η formed by the bearing surface 1151a and the supporting surface 1151b is greater than 0° and less than 180°. Through the above arrangement, the supporting effect of the fixed bracket 1151 is improved, thereby increasing the connection strength between the fixed bracket 1151 and the steering connecting member 1821f.

[0057] like Figure 4 As shown, as an implementation, the first steering shaft 1821 is connected to the front frame 115 through the column mounting bracket 184, wherein the column mounting bracket 184 and the front frame 115 are configured to be detachably connected. It can be understood that when the counterpart of the first steering shaft 1821 is connected to the front frame 115, by providing the aforementioned detachable column mounting bracket 184, it is possible to avoid interference between the counterpart of the first steering shaft 1821 and the column mounting bracket 184 during the assembly process, thereby reducing the assembly difficulty between the first steering shaft 1821 and the front frame 115 and improving the assembly efficiency of the steering system 18.

[0058] like Figure 7 As shown, further, the column mounting bracket 184 includes a bushing 1841 at least partially disposed in the front frame 115, and the number of the bushings 1841 in the front frame 115 is at least two, wherein the bushings 1841 are configured as steel components. When the column mounting bracket 184 is connected to the front frame 115, the fastener at least partially passes through the bushing 1841 and the front frame 115.

[0059] Specifically, the column mounting bracket 184 also includes a first bracket mounting plate 1842 and a second bracket mounting plate 1843 distributed along the width direction, and the bushing 1841 is at least partially disposed between the first bracket mounting plate 1842 and the second bracket mounting plate 1843, and the bushing 1841 is limited by the first bracket mounting plate 1842 and the second bracket mounting plate 1843 on both sides. When the column mounting bracket 184 is connected to the front frame 115, the fastener at least partially passes through the bushing 1841, the front frame 115, the first mounting plate 1842 and the second mounting plate 1843. It can be understood that the column mounting bracket 184 can limit the movement of the bushing 1841 through the first bracket mounting plate 1842 and the second bracket mounting plate 1843 on both sides, thereby improving the connection stability between the column mounting bracket 184 and the front frame 115.

[0060] Furthermore, the first bracket mounting plate 1842 is fixedly connected to one end of the second bracket mounting plate 1843, thereby increasing the connection strength between the column mounting bracket 184 and the front frame 115. The other ends of the first mounting plate 1842 and the second mounting plate 1843 are provided with positioning holes 1842a, the number of which is consistent with the number of bushings 1841, and the positioning holes 1842a are used to position the bushings 1841. Fasteners are provided through the positioning holes 1842a and the bushings 1841 to connect the column mounting bracket 184 to the front frame 115. Through the above arrangement, the connection stability between the column mounting bracket 184 and the front frame 115 is improved.

[0061] like Figure 7 As shown, as an implementation, the front frame 115 includes a longitudinal beam 1152 extending substantially in the length direction, and the bushing 1841 is at least partially disposed through the longitudinal beam 1152. The longitudinal beam 1152 includes longitudinal beam mounting portions 1152a that are the same in number as the bushings 1841. During the connection process between the bushings 1841 and the longitudinal beam 1152, the bushings 1841 are disposed through the longitudinal beam mounting portions 1152a so that the bushings 1841 and the longitudinal beam 1152 are interference-fitted, wherein the longitudinal beam mounting portions 1152a can be disposed in the through holes. Through the above arrangement, the connection strength between the column mounting bracket 184 and the front frame 115 is improved.

[0062] like Figure 7As shown, as an implementation method, the column mounting bracket 184 is also detachably connected to the first steering shaft 1821. Specifically, the bushing 1841 is also at least partially arranged on the first steering shaft 1821. During the connection process between the column mounting bracket 184 and the first steering shaft 1821, the fastener is passed through the bushing 1841 and the positioning hole 1842a, thereby connecting the column mounting bracket 184 to the first steering shaft 1821. Through the above arrangement, the connection strength between the column mounting bracket 184 and the first steering shaft 1821 is improved.

[0063] like Figure 8 and Fig. 9 As shown, as an implementation, the front suspension 132 includes a left upper rocker arm 1324 and a left lower rocker arm 1325 arranged on the left side of the frame 11, and the left upper rocker arm 1324 is arranged above the left lower rocker arm 1325. The front suspension 132 also includes a right upper rocker arm 1326 and a right lower rocker arm 1327 arranged on the right side of the frame 11, and the right upper rocker arm 1326 is arranged above the right lower rocker arm 1327. The travel assembly 14 also includes a left front wheel 143 arranged on the left side of the frame 11 and a right front wheel 144 arranged on the right side of the frame 11, wherein the left front wheel 143 is connected to the frame 11 through the left upper rocker arm 1324 and the left lower rocker arm 1325, and the right front wheel 144 is connected to the frame 11 through the right upper rocker arm 1326 and the right lower rocker arm 1327. The above arrangement can realize the connection between the travel assembly 14 and the frame 11.

[0064] like Fig.10 As shown, further, the transmission system 16 includes a transmission shaft 161 and a front axle assembly 162, and both ends of the transmission shaft 161 are rotatably connected to the power system 15 and the front axle assembly 162, respectively, so as to transmit the power output of the power system 15 to the front axle assembly 162. Among them, the front axle assembly 162 at least includes a differential, a differential case, a motor, and a transmission gear.

[0065] like Figure 8 and Fig. 9 As shown, specifically, the left upper rocker arm 1324 includes a first mounting shaft 1324a, and the left upper rocker arm 1324 is rotatably connected to the frame 11 through the first mounting shaft 1324a. The left lower rocker arm 1325 includes a second mounting shaft 1325a, and the left lower rocker arm 1325 is rotatably connected to the frame 11 through the second mounting shaft 1325a. Both the left upper rocker arm 1324 and the left lower rocker arm 1325 can rotate relative to the frame 11. A first mounting plane 107 perpendicular to the width direction of the all-terrain vehicle 100 is defined, and the axis of the first mounting shaft 1324a and the axis of the second mounting shaft 1325a both coincide with the first mounting plane 107.

[0066] Further, the right upper rocker arm 1326 includes a third mounting shaft 1326a, and the right upper rocker arm 1326 is rotatably connected to the frame 11 through the third mounting shaft 1326a. The right lower rocker arm 1327 includes a fourth mounting shaft 1327a, and the right lower rocker arm 1327 is rotatably connected to the frame 11 through the fourth mounting shaft 1327a. Both the right upper rocker arm 1326 and the right lower rocker arm 1327 can rotate relative to the frame 11. A second mounting plane 108 perpendicular to the width direction of the all-terrain vehicle 100 is defined, and the axes of the third mounting shaft 1326a and the fourth mounting shaft 1327a are coincident with the second mounting plane 108.

[0067] like Figure 8 As shown, further, the transmission system 16 also includes a left half shaft 163 and a right half shaft 164, and the front axle assembly 162 includes a left output end 1621 and a right output end 1622, wherein the left and right ends of the left half shaft 163 are respectively connected to the left front wheel 143 and the left output end 1621, and the left and right ends of the right half shaft 164 are respectively connected to the right front wheel 144 and the right output end 1622, so that the front axle assembly 162 can transmit power to the front wheel 141 through the half shaft, thereby driving the front wheel 141 to rotate. The end surface where the left half shaft 163 and the front axle assembly 162 are connected is defined as a first connection surface 1631, and the end surface where the right half shaft 164 and the front axle assembly 162 are connected is defined as a second connection surface 1641, wherein the first connection surface 1631 and the second connection surface 1641 are both arranged between the first mounting plane 107 and the second mounting plane 108.

[0068] like Figure 8 and Fig. 9 As shown, specifically, both left and right sides of the front axle assembly 162 are provided with machining cut surfaces, which are provided on the left and right output ends of the front axle assembly 162. The front axle assembly 162 is connected to the left half shaft 163 through the machining cut surface on the left side, and the front axle assembly 162 is also connected to the right half shaft 164 through the machining cut surface on the right side, wherein the machining cut surface on the left side substantially coincides with the first docking surface 1631, and the machining cut surface on the right side substantially coincides with the second docking surface 1641. It can be understood that during the installation process of the front axle assembly 162, the above arrangement can avoid interference between the left and right output ends 1622 of the front axle assembly 162 and the front suspension 132, so as to facilitate the installation of the front axle assembly 162, thereby improving the convenience of assembling the front axle assembly 162.

[0069] like Figure 8 and Fig. 9As shown, as an implementation, the steering gear 183 is arranged at the rear of the front axle assembly 162. The steering gear 183 includes a left tie rod 1831 arranged at the left end and a right tie rod 1832 arranged at the right end, wherein both ends of the left tie rod 1831 are respectively connected to the steering gear 183 and the left front wheel 143, and both ends of the right tie rod 1832 are respectively connected to the steering gear 183 and the right front wheel 144.

[0070] Specifically, one end of the left tie rod 1831 connected to the steering gear 183 is provided with a ball head structure 1833, and the left tie rod 1831 is connected to the steering gear 183 through the ball head structure 1833, wherein the ball center of the ball head structure 1833 is the installation center of the left tie rod 1831. One end of the right tie rod 1832 connected to the steering gear 183 is also provided with a ball head structure 1833, and the right tie rod 1832 is connected to the steering gear 183 through the ball head structure 1833, wherein the ball center of the ball head structure 1833 is the installation center of the right tie rod 1832. A left tie rod installation surface 1831a and a right tie rod installation surface 1832a perpendicular to the width direction of the all-terrain vehicle 100 are defined, and the installation center of the left tie rod 1831 coincides with the left tie rod installation surface 1831a, and the installation center of the right tie rod 1832 coincides with the right tie rod installation surface 1832a. Optionally, the first mounting plane 107 and the second mounting plane 108 are both located between the left tie rod mounting surface 1831a and the right tie rod mounting surface 1832a. Since the front suspension 132 needs to swing up and down during use, the above arrangement can prevent the front suspension 132 from interfering with the left tie rod 1831 and / or the right tie rod 1832 during the swinging process, thereby improving the use stability of the front suspension 132.

[0071] Further, the spacing between the left tie rod mounting surface 1831a and the right tie rod mounting surface 1832a along the width direction is defined as a first mounting spacing L5, and the spacing between the first mounting plane 107 and the second mounting plane 108 along the width direction is defined as a second mounting spacing L6. As an optional implementation, the ratio between the first mounting spacing L5 and the second mounting spacing L6 is greater than or equal to 1 and less than or equal to 1.2. Further, the ratio between the first mounting spacing L5 and the second mounting spacing L6 is greater than or equal to 1.05 and less than or equal to 1.18. More preferably, the ratio between the first mounting spacing L5 and the second mounting spacing L6 is equal to 1.12. If the ratio between the first installation spacing L5 and the second installation spacing L6 is too large, the distance between the left tie rod installation surface 1831a and the right tie rod installation surface 1832a is too far, resulting in interference between the left tie rod 1831 and the right tie rod 1832 and the front suspension 132 and its counterpart. The above arrangement improves the stability of the use of the left tie rod 1831 and the right tie rod 1832. If the ratio between the first installation spacing L5 and the second installation spacing L6 is too small, it is not conducive to the assembly of the steering system 18. Through the above arrangement, the difficulty of arranging the steering system 18 and the front suspension 132 is reduced, so that the front suspension 132 and its counterpart have better maintainability.

[0072] like Fig.11 and Fig.12 As shown, as an implementation, the frame 11 includes a front axle mounting bracket 116, which is disposed at the front end of the frame 11 and around the front axle assembly 162. The front axle mounting bracket 116 includes a first mounting portion 1161 and a second mounting portion 1162. In the length direction of the all-terrain vehicle 100, the first mounting portion 1161 is located behind the second mounting portion 1162. The front axle mounting bracket 116 is connected to the rear end of the front axle assembly 162 through the first mounting portion 1161, and the front axle mounting bracket 116 is also connected to the front end of the front axle assembly 162 through the second mounting portion 1162. The connection direction of the first mounting portion 1161 and the front axle assembly 162 is substantially parallel to the width direction of the all-terrain vehicle 100, and the connection direction of the second mounting portion 1162 and the front axle assembly 162 is substantially parallel to the height direction of the all-terrain vehicle 100.

[0073] like Fig.11 and Fig.12As shown, specifically, the front axle assembly 162 is connected to the first mounting portion 1161 through a first fastener 1623, and the axial direction of the first fastener 1623 is the connection direction between the first mounting portion 1161 and the front axle assembly 162, that is, the axial direction of the first fastener 1623 is substantially parallel to the width direction of the all-terrain vehicle 100. The front axle assembly 162 is connected to the second mounting portion 1162 through a second fastener 1624, and the axial direction of the second fastener 1624 is the connection direction between the second mounting portion 1162 and the front axle assembly 162, that is, the axial direction of the second fastener 1624 is substantially parallel to the height direction of the all-terrain vehicle 100. It should be noted that during the assembly process of the front axle assembly 162, since the front axle assembly 162 needs to remain connected to the transmission shaft 161, and the front axle assembly 162 is pushed to the assembly position along the length direction. It can be foreseen that the process of pushing the front axle assembly 162 is relatively difficult. Through the above arrangement, the front axle assembly 162 is prevented from interfering with the front axle mounting bracket 116 during the assembly process, thereby reducing the assembly difficulty of the front axle assembly 162. The first fastener 1623 and the second fastener 1624 can be configured as bolts or screws.

[0074] Furthermore, the first mounting portion 1161 is configured as a sheet metal component, and the first mounting portion 1161 has an end surface substantially perpendicular to the width direction of the all-terrain vehicle 100. The front axle assembly 162 abuts against the end surface of the first mounting portion 1161 along the width direction, thereby increasing the contact area between the front axle assembly 162 and the first mounting portion 1161, increasing the connection strength between the front axle assembly 162 and the first mounting portion 1161, and further improving the connection stability between the front axle assembly 162 and the front axle mounting bracket 116.

[0075] More specifically, the second mounting portion 1162 is configured as an axial hole that penetrates the front axle mounting bracket 116 along the height direction of the all-terrain vehicle 100, and the axial direction of the axial hole is consistent with the axial direction of the second fastener 1624. Since the front axle assembly 162 needs to move from the second mounting portion 1162 to the first mounting portion 1161 during the connection process between the front axle assembly 162 and the front axle mounting bracket 116, the above configuration can prevent the front axle assembly 162 from interfering with the second mounting portion 1162 during the movement, thereby reducing the difficulty of assembling the front axle assembly 162 and improving the assembly efficiency of the front axle assembly 162.

[0076] like Fig.11 and Fig.12As shown, as an implementation, the vehicle frame 11 further includes a movable connecting member 117, which is at least partially disposed above the front axle assembly 162, and the movable connecting member 117 is detachably connected to the front axle mounting bracket 116 and the front axle assembly 162, respectively. When the front axle assembly 162 is connected to the front axle mounting bracket 116 through the first mounting portion 1161 and the second mounting portion 1162, the front axle assembly 162 can also be connected to the front axle mounting bracket 116 through the movable connecting member 117. The above arrangement improves the connection strength between the front axle assembly 162 and the front axle mounting bracket 116, thereby improving the use stability of the front axle assembly 162.

[0077] Furthermore, the first mounting portion 1161, the second mounting portion 1162 and the movable connecting member 117 are all symmetrically distributed about the longitudinal plane 102. Thus, the load of the front axle assembly 162 is evenly distributed, and the stability of the all-terrain vehicle 100 during use is improved.

[0078] like Fig.11 As shown, specifically, the front axle mounting bracket 116 includes a mounting pipe 1163 extending in the length direction, the mounting pipe 1163 is arranged below the front axle assembly 162, and the mounting pipe 1163 is used to support the front axle assembly 162. The first mounting portion 1161 and the second mounting portion 1162 are both arranged on the mounting pipe 1163, and the first mounting portion 1161 is welded to the mounting pipe 1163, and the second mounting portion 1162 passes through the mounting pipe 1163. The mounting pipe 1163 includes a sliding area 1163a, and the sliding area 1163a is arranged in front of the first mounting portion 1161. The front axle assembly 162 can slide on the sliding area 1163a, wherein the length of the sliding area 1163a extending in the length direction is greater than or equal to the length of the front axle assembly 162 extending in the length direction.

[0079] Optionally, the first mounting portion 1161 is at least partially disposed at the rear of the front axle assembly 162. During the assembly process of the front axle assembly 162, when the front axle assembly 162 slides to the assembly position, the first mounting portion 1161 abuts against the front axle assembly 162, thereby enabling the front axle assembly 162 to be respectively connected to the first mounting portion 1161 and the second mounting portion 1162. Since the front axle assembly 162 is first connected to the transmission shaft 161 before being connected to the vehicle frame 11, resulting in a relatively large overall weight of the front axle assembly 162, the above arrangement can reduce the difficulty of assembling the front axle assembly 162 and the front axle mounting bracket 116.

[0080] like Fig.13As shown, as an implementation, the transmission system 16 further includes a first support mechanism 167 and a second support mechanism 168 located at the rear side of the first support mechanism 167, the first support mechanism 167 is at least partially disposed on the frame 11, and the first support mechanism 167 is fixedly connected to the frame 11, the second support mechanism 168 is at least partially disposed on the frame 11, and the second support mechanism 168 is fixedly connected to the frame 11, and the first support mechanism 167 and the second support mechanism 168 are both rotatably connected to the transmission shaft 161. Through the above arrangement, the connection strength between the transmission shaft 161 and the frame 11 is improved, thereby increasing the use stability of the transmission shaft 161.

[0081] like Fig.14 As shown, specifically, the first support mechanism 167 includes a bearing member 1671 and a transmission shaft fixing member 1672, the bearing member 1671 is at least partially disposed in the transmission shaft fixing member 1672, and the bearing member 1671 is fixedly connected to the transmission shaft fixing member 1672. The transmission shaft fixing member 1672 is fixedly connected to the vehicle frame 11 by a fastener. Optionally, the transmission shaft fixing member 1672 can also be integrally formed with the vehicle frame 11, thereby improving the connection strength between the first support mechanism 167 and the vehicle frame 11.

[0082] Furthermore, the first support mechanism 167 further includes a buffer 1673, which is at least partially disposed between the bearing member 1671 and the transmission shaft fixing member 1672. The buffer 1673 is disposed around the bearing member 1671, and the buffer 1673 is connected to the transmission shaft fixing member 1672. The buffer 1673 is used to absorb the vibration between the transmission shaft 161 and the first support mechanism 167, wherein the buffer 1673 can be configured as an elastic member such as rubber. When the transmission shaft 161 rotates at a high speed, the transmission shaft 161 will move. The above configuration can prevent the transmission shaft 161 from driving the first support mechanism 167 to move during the movement, thereby improving the connection stability between the first support mechanism 167 and the frame 11. In addition, during the use of the all-terrain vehicle 100, the frame 11 will generate vibration and transmit it to the first support mechanism 167. The above configuration can also reduce the vibration transmitted from the first support mechanism 167 to the transmission shaft 161, thereby improving the use stability of the transmission shaft 161.

[0083] It should be noted that the second supporting mechanism 168 includes a bearing member 1671 , a transmission shaft fixing member 1672 and a buffer member 1673 which are substantially the same as those of the first supporting mechanism 167 , and are not described in detail herein.

[0084] As an optional implementation, when the all-terrain vehicle 100 is an electric drive vehicle, the all-terrain vehicle 100 further includes a power battery (as shown in the figure), the power battery is at least partially disposed on the frame 11 and the power battery is fixedly connected to the frame 11, and the power battery is also disposed between the first support mechanism 167 and the second support mechanism 168. Since the transmission shaft 161 will move when rotating at a high speed, the above arrangement can avoid interference between the transmission shaft 161 and the power battery, thereby improving the stability of the power battery in use.

[0085] As an implementation, the transmission shaft 161 includes a first shaft 1611, a second shaft 1612 and a third shaft 1613, wherein the second shaft 1612 is disposed between the first shaft 1611 and the third shaft 1613, and both ends of the second shaft 1612 are rotatably connected to the first shaft 1611 and the third shaft 1613, respectively. The end of the first shaft 1611 away from the second shaft 1612 is rotatably connected to the travel assembly 14, and the end of the third shaft 1613 away from the second shaft 1612 is rotatably connected to the power system 15. The first support mechanism 167 is disposed on one end of the second shaft 1612 close to the third shaft 1613, and the second support mechanism 168 is disposed on one end of the second shaft 1612 close to the first shaft 1611.

[0086] Specifically, the first shaft 1611 includes a first universal joint 1611a, which is arranged at one end of the first shaft 1611 connected to the second shaft 1612. The third shaft 1613 includes a second universal joint 1613a, which is arranged at one end of the third shaft 1613 connected to the second shaft 1612, and the two ends of the second shaft 1612 are spline-connected to the first universal joint 1611a and the second universal joint 1613a. It can be understood that when the third shaft 1613 moves, the third shaft 1613 can transmit power to the second shaft 1612 through the second universal joint 1613a, and when the second shaft 1612 moves, the second shaft 1612 can transmit power to the first shaft 1611 through the first universal joint 1611a. Through the above arrangement, the applicability of the transmission shaft 161 is improved, and the assembly of the transmission shaft 161 is improved.

[0087] Further, the difference between the length of the first shaft 1611 and the length of the second shaft 1612 is greater than 0, the difference between the length of the second shaft 1612 and the length of the third shaft 1613 is greater than 0, and the difference between the length of the first shaft 1611 and the length of the third shaft 1613 is greater than 0. Through the above arrangement, resonance among the first shaft 1611, the second shaft 1612 and the third shaft 1613 can be avoided, thereby improving the use stability of the transmission shaft 161.

[0088] It should be noted that the difference between the length of the first shaft 1611 and the length of the second shaft 1612 is the absolute value of the difference between the length of the first shaft 1611 and the length of the second shaft 1612. The difference between the length of the second shaft 1612 and the length of the third shaft 1613 is the absolute value of the difference between the length of the first shaft 1611 and the length of the second shaft 1612. The difference between the length of the first shaft 1611 and the length of the third shaft 1613 is the absolute value of the difference between the length of the first shaft 1611 and the length of the third shaft 1613. When the lengths of any two shaft sections of the first shaft 1611, the second shaft 1612 and the third shaft 1613 are equal or almost equal, the two equal shaft sections are prone to resonance, thereby affecting the stability of the vehicle.

[0089] As an implementation, the projection of the first support mechanism 167 on the reference plane along the height direction of the all-terrain vehicle 100 is a first projection plane, the projection of the second support mechanism 168 on the reference plane along the height direction of the all-terrain vehicle 100 is a second projection plane, and the projection of the transmission shaft 161 on the reference plane along the height direction of the all-terrain vehicle 100 is a third projection plane. The minimum distance between the first projection plane and the second projection plane along the length direction of the all-terrain vehicle 100 is a first distance L7, and the length of the third projection plane along the length direction of the all-terrain vehicle 100 is a second distance L8. As an optional implementation, the ratio between the first distance L7 and the second distance L8 is greater than or equal to 0.25 and less than or equal to 0.45. Further, the ratio between the first distance L7 and the second distance L8 is greater than or equal to 0.3 and less than or equal to 0.4. More preferably, the ratio between the first distance L7 and the second distance L8 is equal to 0.35. It should be noted that, when the second distance L8 remains unchanged, if the ratio between the first distance L7 and the second distance L8 is too large, the length of the second shaft 1612 extending along the length direction of the all-terrain vehicle 100 is too long, and then the vibration amplitude of the second shaft 1612 is large when the second shaft 1612 vibrates, which makes it easy for the second shaft 1612 to interfere with the power battery, reducing the safety of the power battery. If the ratio between the first distance L7 and the second distance L8 is too small, the distance between the first support mechanism 167 and the second support mechanism 168 is short, which is not conducive to the arrangement of the power battery. Through the above arrangement, the safety of the power battery is improved while facilitating the arrangement of the power battery.

[0090] Further, the distance between the front end of the first projection surface and the front end of the third projection surface along the length direction of the all-terrain vehicle 100 is the third distance L9, and the distance between the rear end of the second projection surface and the rear end of the third projection surface is the fourth distance L10. As an optional implementation, the ratio between the third distance L9 and the fourth distance L10 is greater than or equal to 1.1 and less than or equal to 2.3. Further, the ratio between the third distance L9 and the fourth distance L10 is greater than or equal to 1.4 and less than or equal to 2. More preferably, the ratio between the third distance L9 and the fourth distance L10 is equal to 1.7. It should be noted that, since the reserved arrangement space for the transmission shaft 161 is certain, the length of the transmission shaft 161 along the length direction of the all-terrain vehicle 100 remains unchanged. If the ratio between the third distance L9 and the fourth distance L10 is too large, the length of the first shaft body 1611 along the length direction of the all-terrain vehicle 100 is too long, which affects the stability of the use of the first shaft body 1611. If the ratio between the third distance and the fourth distance is too small, the length of the third shaft 1613 along the length direction of the all-terrain vehicle 100 is too long, which affects the use stability of the third shaft 1613. Through the above configuration, the use stability of the first shaft 1611 and the third shaft 1613 is improved.

[0091] 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, the suspension assembly comprising a front suspension arranged at the front end of the frame, the front suspension comprising a left upper rocker arm and a left lower rocker arm arranged on the left side of the frame and a right upper rocker arm and a right lower rocker arm arranged on the right side of the frame; A traveling assembly, the traveling assembly comprising a left front wheel and a right front wheel, the left front wheel being connected to the frame through the cooperation of the left upper rocker arm and the left lower rocker arm, and the right front wheel being connected to the frame through the cooperation of the right upper rocker arm and the right lower rocker arm; A transmission system, the transmission system comprising a transmission shaft and a front axle assembly connected to the transmission shaft; a power system, the power system being connected to the front axle assembly via the transmission shaft; The invention is characterized in that a first installation plane perpendicular to the width direction of the all-terrain vehicle is defined, the upper left rocker arm is rotatably connected to the frame via a first installation shaft, the lower left rocker arm is rotatably connected to the frame via a second installation shaft, and the axis of the first installation shaft and the axis of the second installation shaft both coincide with the first installation plane; A second mounting plane perpendicular to the width direction of the all-terrain vehicle is defined, the right upper rocker arm is rotatably connected to the frame via a third mounting shaft, the right lower rocker arm is rotatably connected to the frame via a fourth mounting shaft, and the axis of the third mounting shaft and the axis of the fourth mounting shaft both coincide with the second mounting plane; The transmission system also includes a left half-shaft and a right half-shaft respectively connected to the left and right output ends of the front axle assembly, the front axle assembly is connected to the left front wheel through the left half-shaft, and the front axle assembly is connected to the right front wheel through the right half-shaft; the end surface where the left half-shaft and the front axle assembly are connected is defined as a first connecting surface, and the end surface where the right half-shaft and the front axle assembly are connected is defined as a second connecting surface, and the first connecting surface and the second connecting surface are both arranged between the first mounting plane and the second mounting plane.

2. The all-terrain vehicle according to claim 1, characterized in that: The left and right sides of the front axle assembly are both provided with machined surfaces, and the front axle assembly is connected to the left half-shaft and the right half-shaft in respective directions through the machined surfaces, the machined surface connected to the left half-shaft and the first docking surface basically coincide with each other, and the machined surface connected to the right half-shaft and the second docking surface basically coincide with each other.

3. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle also includes a steering system, which includes a steering gear arranged behind the front axle assembly, and a left tie rod and a right tie rod are respectively arranged at both ends of the steering gear, the steering gear is connected to the left front wheel through the left tie rod, and the steering gear is connected to the right front wheel through the right tie rod; a left tie rod mounting surface and a right tie rod mounting surface perpendicular to the width direction of the all-terrain vehicle are defined, the mounting center of the left tie rod coincides with the left tie rod mounting surface, and the mounting center of the right tie rod coincides with the right tie rod mounting surface; the first mounting plane and the second mounting plane are both located between the left tie rod mounting surface and the right tie rod mounting surface.

4. The all-terrain vehicle according to claim 3, characterized in that: One end of the left tie rod connected to the steering gear is set as a ball head structure, and the installation center of the left tie rod is the center of the ball head structure; one end of the right tie rod connected to the steering gear is set as a ball head structure, and the installation center of the right tie rod is the center of the ball head structure.

5. The all-terrain vehicle according to claim 3, characterized in that: The distance between the left tie rod mounting surface and the right tie rod mounting surface along the width direction of the all-terrain vehicle is defined as a first mounting distance, and the distance between the first mounting plane and the second mounting plane along the width direction of the all-terrain vehicle is defined as a second mounting distance, and the ratio between the first mounting distance and the second mounting distance is greater than 1 and less than or equal to 1.

2.

6. The all-terrain vehicle according to claim 5, characterized in that: A ratio between the first installation pitch and the second installation pitch is greater than or equal to 1.05 and less than or equal to 1.

18.

7. The all-terrain vehicle according to claim 1, characterized in that: The vehicle frame comprises a front axle mounting bracket for arranging the front axle assembly, the front axle mounting bracket comprises a mounting pipe member for supporting the front axle assembly, and the front axle assembly can slide on the mounting pipe member.

8. The all-terrain vehicle according to claim 7, characterized in that: The front axle mounting bracket includes a sliding area for the front axle assembly to slide, and a length of the sliding area extending along the length direction of the all-terrain vehicle is greater than or equal to a length of the front axle assembly extending along the length direction of the all-terrain vehicle.

9. The all-terrain vehicle according to claim 7, characterized in that: The front axle mounting bracket includes a first mounting portion and a second mounting portion, the front axle mounting bracket is connected to the rear end of the front axle assembly through the first mounting portion, and the front axle mounting bracket is connected to the front end of the front axle assembly through the second mounting portion; the first mounting portion is connected to the front axle assembly through a fastener parallel to the width direction of the all-terrain vehicle, and the second mounting portion is connected to the front axle assembly through a fastener parallel to the height direction of the all-terrain vehicle.

10. The all-terrain vehicle according to claim 9, characterized in that: The first mounting portion is configured as a sheet metal component, and the first mounting portion is welded to the mounting pipe; the second mounting portion is configured as a through hole penetrating the mounting pipe.

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