All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a suspension assembly, a walking assembly, a transmission system and a power system; a first mounting plane perpendicular to the width direction of the all-terrain vehicle is defined, a left upper swing arm and a left lower swing arm are rotatably connected with the frame through a first mounting shaft and a second mounting shaft respectively, and the axis of the first mounting shaft and the axis of the second mounting shaft both coincide with the first mounting plane; a second mounting plane perpendicular to the width direction of the all-terrain vehicle is defined, a right upper swing arm and a right lower swing arm are rotatably connected with the 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 both coincide with the second mounting plane; the end surfaces of the left half shaft and the front axle assembly and the end surfaces of the right half shaft and the front axle assembly are arranged on the two sides of the first and second abutting surfaces. Through the above arrangement, the adjustability of the suspension assembly is higher, and the user's vehicle experience is improved.

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] Because all-terrain vehicles (ATVs) are used in a variety of complex scenarios, their suspension tuning is crucial. When an ATV needs to provide different driving experiences, the suspension needs to be tuned to different positions. For example, to prioritize vehicle comfort, the suspension's pitch angle relative to the horizontal plane is generally smaller, lowering the vehicle's center of gravity. Conversely, to prioritize off-road capability, the suspension's pitch angle is generally larger, raising the vehicle's center of gravity and increasing the shock absorber travel.

[0004] With the existing suspension and front axle component layout, it is difficult to tune the suspension, and the front axle component is prone to interference with the suspension during the tuning process. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the present invention aims to provide an all-terrain vehicle with a suspension assembly that has better adjustability.

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

[0007] An all-terrain vehicle includes a frame, a suspension assembly, a running gear assembly, a transmission system, and a power system. The suspension assembly includes a front suspension located at the front end of the frame, comprising an upper left rocker arm and a lower left rocker arm located on the left side of the frame, and an upper right rocker arm and a lower right rocker arm located on the right side of the frame. The running gear assembly includes a left front wheel and a right front wheel, the left front wheel being connected to the frame via the cooperation of the upper left rocker arm and the lower left rocker arm, and the right front wheel being connected to the frame via the cooperation of the upper right rocker arm and the lower right rocker arm. The transmission system includes a drive shaft and a front axle assembly connected to the drive shaft. The power system is connected to the front axle assembly via the drive shaft. A first mounting 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 mounting shaft, and the lower left rocker arm is rotatably connected to the frame via a second mounting shaft. The axes of the first and second mounting shafts both coincide with the first mounting plane.

[0008] Define a second mounting plane perpendicular to the width direction of the all-terrain vehicle. The upper right rocker arm is rotatably connected to the frame through a third mounting shaft, and the lower right rocker arm is rotatably connected to the frame through a fourth mounting shaft. The axes of the third and fourth mounting shafts coincide with the second mounting plane.

[0009] The transmission system also includes a left half-shaft and a right half-shaft that are 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 via the left half-shaft and to the right front wheel via the right half-shaft. The end face of the left half-shaft that connects to the front axle assembly is defined as the first mating surface, and the end face of the right half-shaft that connects to the front axle assembly is defined as the second mating surface. Both the first mating surface and the second mating surface are located between the first mounting plane and the second mounting plane.

[0010] Furthermore, the front axle assembly has machining surfaces on both the left and right sides. The front axle assembly is connected to the left and right half-shafts in their respective directions through the machining surfaces. The machining surface connected to the left half-shaft basically coincides with the first mating surface, and the machining surface connected to the right half-shaft basically coincides with the second mating surface.

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

[0012] Furthermore, the end of the left tie rod connected to the steering gear is configured with a ball joint structure, and the mounting center of the left tie rod is the center of the ball joint structure; the end of the right tie rod connected to the steering gear is configured with a ball joint structure, and the mounting center of the right tie rod is the center of the ball joint 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 the 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 the second mounting distance. 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, the 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 frame includes a front axle mounting bracket for mounting the front axle assembly, the front axle mounting bracket including a mounting tube for supporting the front axle assembly, the front axle assembly being able to slide on the mounting tube.

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

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

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

[0019] The mounting point between the suspension components and the frame of the all-terrain vehicle is closer to the outer side of the front axle components to avoid interference between the suspension components and the front axle components during the adjustment process, so that the suspension components have better adjustability. Attached Figure Description

[0020] Figure 1 This is a structural schematic diagram of the all-terrain vehicle of this application;

[0021] Figure 2 This is a schematic diagram of the power system and transmission system of the all-terrain vehicle of this application;

[0022] Figure 3 This is a structural schematic diagram of the steering system of the all-terrain vehicle of this application;

[0023] Figure 4 This is a structural diagram of the steering system and chassis of the all-terrain vehicle of this application;

[0024] Figure 5 This is a structural schematic diagram of the fixed support frame for the all-terrain vehicle of this application;

[0025] Figure 6 This is a cross-sectional view of the first steering shaft of the all-terrain vehicle of this application;

[0026] Figure 7 Exploded view of the tubular mounting bracket for the all-terrain vehicle of this application;

[0027] Figure 8 This is a front view of the drivetrain, frame, and suspension of the all-terrain vehicle of this application;

[0028] Figure 9 This is a top view of the drivetrain, frame, and suspension of the all-terrain vehicle of this application;

[0029] Figure 10 This is a structural diagram of the transmission system and chassis of the all-terrain vehicle of this application;

[0030] Figure 11 for Figure 10 Enlarged view at point B in the middle;

[0031] Figure 12 This is an exploded view of the front axle assembly of the all-terrain vehicle of this application;

[0032] Figure 13 This is a structural schematic diagram of the first support mechanism, the second support mechanism, and the drive shaft of the all-terrain vehicle of this application;

[0033] Figure 14 This is a structural schematic diagram of the first support mechanism of the all-terrain vehicle of this application. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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. 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. The transmission system 16 is drive-connected to the power system 15, receiving the driving force output from the power system 15 and transmitting it to the running gear 14. The running gear 14 is at least partially located under the frame 11, receiving the driving force output from the transmission system 16 directly or indirectly and driving 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 in this application embodiment can be various types of all-terrain vehicles 100, including SSVs and UTVs.

[0042] like Figure 1 and Figure 3 As shown, in one implementation, the all-terrain vehicle 100 also includes a steering system 18, which is at least partially connected to the front wheels 141. The steering system 18 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 rotational force to the steering transmission assembly 182, which in turn transmits the rotational force to the steering gear 183, thereby achieving the steering of the all-terrain vehicle 100. The steering control assembly 181 can be configured as a steering wheel.

[0043] like Figure 3As shown, the steering transmission assembly 182 further includes a first steering shaft 1821, which is connected to the steering control assembly 181. The steering transmission assembly 182 also includes a steering assist device 1822, which is at least partially disposed on the first steering shaft 1821 and located at the end of the first steering shaft 1821 away from the steering control assembly 181. The steering assist device 1822 assists the user in overcoming steering resistance torque, thereby enabling the all-terrain vehicle 100 to steer. It is understood that the placement of the steering assist device 1822 on the first steering shaft 1821 saves space occupied by the steering transmission assembly 182 and avoids obstruction from opposing components of the first steering shaft 1821, improving the overall compactness of the vehicle.

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

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

[0046] like Figure 3As shown, the steering transmission assembly 182 further includes a second steering shaft 1823, which is rotatably connected to the first steering shaft 1821. The first steering shaft 1821 is connected to the steering gear 183 via the second steering shaft 1823. The steering gear 183 is used to transmit the steering force output by the steering transmission assembly 182 to the front wheels 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. Understandably, 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 will occupy too much space, making it prone to interference with its components and reducing the space 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 power steering device 1822 will be difficult to integrate with the first steering shaft 1821, further reducing the space compactness of the all-terrain vehicle 100. Through the above arrangement, the power steering device 1822 is integrated with the first steering shaft 1821 while also preventing interference between the two components, thus improving the space compactness of the all-terrain vehicle 100.

[0047] Compared with related technologies, the steering transmission assembly 182 in this application has fewer steering shafts, so that the steering force of the steering transmission assembly 182 is less lost during transmission, and the user can operate the steering control assembly 181 with less effort, thus improving the coordination of human-machine interaction.

[0048] like Figure 3As shown, in one implementation, a longitudinal plane 102 perpendicular to the width direction of the all-terrain vehicle 100 is defined. The projection of the first steering shaft 1821 along the width direction onto the longitudinal plane 102 extends substantially along the direction of the first projection line 103, and the projection of the second steering shaft 1823 along the width direction onto the longitudinal plane 102 extends substantially 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°. With the second steering shaft 1823 fixed, if the angle β between the first projection line 103 and the second projection line 104 is too large, it will be detrimental to the first steering shaft 1821 and the second steering shaft 1823 avoiding the opposing components 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 will be detrimental to the first steering shaft 1821 and the second steering shaft 1823 avoiding the opposing components of the steering system 18 in the height direction. Through the above arrangement, interference between the first steering shaft 1821 and the opposing components of the steering system 18 can be avoided, and the spatial compactness of the all-terrain vehicle 100 can also be improved.

[0049] like Figure 4 and Figure 6 As shown, in one implementation, the first steering shaft 1821 includes an upper column cylinder 1821a and a tube column 1821b. The tube column 1821b is at least partially disposed within the upper column cylinder 1821a. The end of the tube column 1821b away from the upper column cylinder 1821a is connected to the steering control component 181, and the tube column 1821b can translate relative to the upper column cylinder 1821a along its own axis. Through the above configuration, the tube column 1821b can drive the steering control component 181 to move, thereby changing the relative position between the steering control component 181 and the user, thus realizing the depth adjustment of the steering control component 181. This allows the steering control component 181 to meet the usage needs in different scenarios and improves the coordination of human-machine interaction.

[0050] Furthermore, the first steering shaft 1821 also includes a lower column cylinder 1821c and a seal 1821d. The lower column cylinder 1821c is at least partially disposed within the upper column cylinder 1821a, and is located between the upper column cylinder 1821a and the tubular column 1821b. The seal 1821d is disposed at the connection between the lower column cylinder 1821c and the upper column cylinder 1821a, wherein the seal 1821d can be made of rubber. It is understood that by providing the seal 1821d, liquids and / or objects such as stones can be prevented from entering the first steering shaft 1821, thereby preventing wear between the liquids and / or objects and 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, in one implementation, the first steering shaft 1821 also includes an adjustment mechanism 1821e. The first steering shaft 1821 is fixedly connected to the frame 11 through the adjustment mechanism 1821e. The adjustment mechanism 1821e is used to adjust the height and depth of the steering control component 181.

[0052] Specifically, the adjustment mechanism 1821e includes a locked state and an unlocked state. When the adjustment mechanism 1821e is in the unlocked state, the first steering shaft 1821 can move along the height direction, and the column 1821b can translate axially relative to the upper column 1821a along the column 1821b, thereby driving the steering control component 181 to move along the height direction. When the adjustment mechanism 1821e is in the locked state, the first steering shaft 1821 can be held in a preset position, that is, the user can fix the usage height of the steering control component 181 according to their own needs. Through the above settings, the steering control component 181 can move and be fixed along the height direction, thereby realizing the height and depth adjustment of the steering control component 181, so that the steering control component 181 can meet the usage needs in different scenarios and improve the coordination of human-machine interaction.

[0053] like Figure 4 and Figure 5As shown, the steering transmission assembly 182 further includes a steering mount 1821f, which is disposed at the 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 attached to the frame 11 via the steering mount 1821f, wherein the steering mount 1821f is configured as a hook. Viewed along the width direction, the steering mount 1821f is a basically U-shaped groove. Specifically, the steering mount 1821f is disposed on the adjustment mechanism 1821e, and the steering mount 1821f is welded to or integrally formed with the adjustment mechanism 1821e. The frame 11 includes a front frame 115, which is at least partially located in front of the steering control assembly 181. The front frame 115 has a fixed bracket 1151 that mates with the steering mount 1821f. One end of the steering transmission assembly 182 is connected to the fixed bracket 1151 via the steering mount 1821f. The fixed bracket 1151 is a sheet metal component, and the connection between the fixed bracket 1151 and the front frame 115 is welding. When the steering mount 1821f is engaged with the fixed bracket 1151, the fixed bracket 1151 is at least partially located within a groove in the steering mount 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 attached to the fixed bracket 1151 via the steering mount 1821f. Then, the other end of the steering transmission assembly 182 is connected to the steering gear 183. Finally, the adjusting mechanism 1821e is fixedly connected to the fixed bracket 1151 via fasteners, thereby realizing the connection between the steering transmission assembly 182 and the front vehicle frame 115. It is understandable that, due to the large weight of the steering transmission assembly 182, the above arrangement can reduce the difficulty of connecting the steering transmission assembly 182 and the steering gear 183, while improving the connection stability between the steering transmission assembly 182 and the front vehicle frame 115.

[0054] Optionally, the steering mount 1821f can also be mounted 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 mount 1821f and the fixed bracket 1151 are configured for surface contact. The contact surface between the steering mount 1821f and the fixed bracket 1151 is defined as a preset plane 105, and a reference plane 106 is defined perpendicular to the height direction of the all-terrain vehicle 100. The angle θ between the preset plane 105 and the reference plane 106 is greater than or equal to 21° and less than or equal to 33°. Further, the angle θ between the preset plane 105 and the reference plane 106 is greater than or equal to 24° and less than or equal to 30°. More preferably, the angle between the preset plane 105 and the reference plane 106 is 27°. It is understandable that if the angle θ between the preset plane 105 and the reference plane 106 is too large, during the connection process between the steering mount 1821f and the fixed bracket 1151, the end of the steering transmission assembly 182 near the steering control assembly 181 needs to be raised to a higher height, which increases the difficulty of connecting the steering mount 1821f and the fixed bracket 1151. If the angle θ between the preset plane 105 and the reference plane 106 is too small, the steering mounting component 1821f is prone to detaching from the fixed bracket 1151, resulting in low connection stability between the steering transmission assembly 182 and the front frame 115. The above-mentioned design reduces the difficulty of connecting the steering transmission assembly 182 and the front frame 115 while also increasing the connection stability between them.

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

[0057] like Figure 4 As shown, in one implementation, the first steering shaft 1821 is connected to the front frame 115 via a column mounting bracket 184, wherein the column mounting bracket 184 and the front frame 115 are detachably connected. It is understood that when the opposing component of the first steering shaft 1821 is connected to the front frame 115, by providing the aforementioned detachable column mounting bracket 184, interference between the opposing component of the first steering shaft 1821 and the column mounting bracket 184 during assembly can be avoided, thereby reducing the assembly difficulty between the first steering shaft 1821 and the front frame 115 and improving the assembly efficiency of the steering system 18.

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

[0059] Specifically, the column mounting bracket 184 further includes a first bracket mounting plate 1842 and a second bracket mounting plate 1843 distributed along its width. A bushing 1841 is at least partially disposed between the first bracket mounting plate 1842 and the second bracket mounting plate 1843, and is limited in position 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 fasteners at least partially pass 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 by 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, one end of 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 end of the first mounting plate 1842 and the second mounting plate 1843 is provided with positioning holes 1842a. The number of positioning holes 1842a is the same as the number of bushings 1841. The positioning holes 1842a are used to position the bushings 1841. Fasteners pass 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, in one implementation, the front-mounted frame 115 includes a longitudinal beam 1152 extending substantially along its length, with bushings 1841 at least partially passing through the longitudinal beam 1152. The longitudinal beam 1152 includes longitudinal beam mounting portions 1152a, the number of which matches the number of bushings 1841. During the connection between the bushings 1841 and the longitudinal beam 1152, the bushings 1841 pass through the longitudinal beam mounting portions 1152a to achieve an interference fit between the bushings 1841 and the longitudinal beam 1152. The longitudinal beam mounting portions 1152a can be located within through holes. This arrangement improves the connection strength between the column mounting bracket 184 and the front-mounted frame 115.

[0062] like Figure 7As shown, in one implementation, the tubing mounting bracket 184 is also detachably connected to the first steering shaft 1821. Specifically, the bushing 1841 is at least partially disposed on the first steering shaft 1821. During the connection process between the tubing mounting bracket 184 and the first steering shaft 1821, fasteners pass through the bushing 1841 and the positioning hole 1842a, thereby connecting the tubing mounting bracket 184 to the first steering shaft 1821. This configuration improves the connection strength between the tubing mounting bracket 184 and the first steering shaft 1821.

[0063] like Figure 8 and Figure 9 As shown, in one implementation, the front suspension 132 includes a left upper rocker arm 1324 and a left lower rocker arm 1325 disposed on the left side of the frame 11, with the left upper rocker arm 1324 positioned 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 disposed on the right side of the frame 11, with the right upper rocker arm 1326 positioned above the right lower rocker arm 1327. The running gear 14 also includes a left front wheel 143 disposed on the left side of the frame 11 and a right front wheel 144 disposed on the right side of the frame 11. The left front wheel 143 is connected to the frame 11 via 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 via the right upper rocker arm 1326 and the right lower rocker arm 1327. This configuration enables the connection between the running gear 14 and the frame 11.

[0064] like Figure 10 As shown, the transmission system 16 further includes a drive shaft 161 and a front axle assembly 162. The two ends of the drive shaft 161 are rotatably connected to the power system 15 and the front axle assembly 162, respectively, thereby transmitting the power output from the power system 15 to the front axle assembly 162. The front axle assembly 162 includes at least a differential, a differential housing, a motor, and transmission gears.

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

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

[0067] like Figure 8 As shown, the transmission system 16 further includes a left half-shaft 163 and a right half-shaft 164. The front axle assembly 162 includes a left output end 1621 and a right output end 1622. 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. This allows the front axle assembly 162 to transmit power to the front wheel 141 through the half-shafts, thereby driving the front wheel 141 to rotate. The end face of the left half-shaft 163 that mates with the front axle assembly 162 is defined as the first mating surface 1631, and the end face of the right half-shaft 164 that mates with the front axle assembly 162 is defined as the second mating surface 1641. Both the first mating surface 1631 and the second mating surface 1641 are located between the first mounting plane 107 and the second mounting plane 108.

[0068] like Figure 8 and Figure 9 As shown, specifically, the front axle assembly 162 has machining surfaces on both its left and right sides. These machining surfaces are located 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 via the machining surface on the left side, and to the right half-shaft 164 via the machining surface on the right side. The machining surface on the left side substantially coincides with the first mating surface 1631, and the machining surface on the right side substantially coincides with the second mating surface 1641. Understandably, this arrangement prevents interference between the left and right output ends 1622 of the front axle assembly 162 and the front suspension 132 during installation, facilitating the installation of the front axle assembly 162 and improving the ease of assembly.

[0069] like Figure 8 and Figure 9As shown, in one implementation, the steering gear 183 is located behind the front axle assembly 162. The steering gear 183 includes a left tie rod 1831 located at the left end and a right tie rod 1832 located at the right end, wherein the two ends of the left tie rod 1831 are respectively connected to the steering gear 183 and the left front wheel 143, and the two ends of the right tie rod 1832 are respectively connected to the steering gear 183 and the right front wheel 144.

[0070] Specifically, the end of the left tie rod 1831 connected to the steering gear 183 is configured with a ball joint structure 1833. The left tie rod 1831 is connected to the steering gear 183 through the ball joint structure 1833, where the center of the ball joint structure 1833 is the mounting center of the left tie rod 1831. The end of the right tie rod 1832 connected to the steering gear 183 is also configured with a ball joint structure 1833. The right tie rod 1832 is connected to the steering gear 183 through the ball joint structure 1833, where the center of the ball joint structure 1833 is the mounting center of the right tie rod 1832. A left tie rod mounting surface 1831a and a right tie rod mounting surface 1832a are defined perpendicular to the width direction of the all-terrain vehicle 100. The mounting center of the left tie rod 1831 coincides with the left tie rod mounting surface 1831a, and the mounting center of the right tie rod 1832 coincides with the right tie rod mounting surface 1832a. Optionally, both the first mounting plane 107 and the second mounting plane 108 are 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 stability of the front suspension 132 in use.

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

[0072] like Figure 11 and Figure 12 As shown, in one implementation, the frame 11 includes a front axle mounting bracket 116, which is disposed at the front end of the frame 11 and surrounds the front axle assembly 162. The front axle mounting bracket 116 includes a first mounting portion 1161 and a second mounting portion 1162. Along the length 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 via the first mounting portion 1161, and is also connected to the front end of the front axle assembly 162 via the second mounting portion 1162. The connection direction between 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 between 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 Figure 11 and Figure 12As shown, specifically, the front axle assembly 162 is connected to the first mounting portion 1161 via a first fastener 1623. 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 via a second fastener 1624. 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 of the front axle assembly 162, since the front axle assembly 162 and the drive shaft 161 need to remain connected, the front axle assembly 162 needs to be pushed to the assembly position along the length direction. It is foreseeable that the process of pushing the front axle assembly 162 is relatively difficult. The above configuration avoids interference between the front axle assembly 162 and the front axle mounting bracket 116 during assembly, thereby reducing the assembly difficulty of the front axle assembly 162. The first fastener 1623 and the second fastener 1624 can be bolts or screws, etc.

[0074] Furthermore, the first mounting portion 1161 is configured as a sheet metal component, and the first mounting portion 1161 has an end face that is substantially perpendicular to the width direction of the all-terrain vehicle 100. The front axle assembly 162 abuts against the end face of the first mounting portion 1161 along the width direction, thereby increasing the contact area 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 to pass through the shaft hole of the front axle mounting bracket 116 along the height direction of the all-terrain vehicle 100, and the axial direction of the shaft 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 avoid interference between the front axle assembly 162 and the second mounting portion 1162 during the movement, thereby reducing the assembly difficulty of the front axle assembly 162 and improving the assembly efficiency of the front axle assembly 162.

[0076] like Figure 11 and Figure 12As shown, in one implementation, the frame 11 also includes a movable connector 117, which is at least partially disposed above the front axle assembly 162. The movable connector 117 is detachably connected to both the front axle mounting bracket 116 and the front axle assembly 162. When the front axle assembly 162 is connected to the front axle mounting bracket 116 via 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 via the movable connector 117. This arrangement improves the connection strength between the front axle assembly 162 and the front axle mounting bracket 116, thereby enhancing the operational stability of the front axle assembly 162.

[0077] Furthermore, the first mounting part 1161, the second mounting part 1162, and the movable connecting member 117 are all symmetrically distributed about the longitudinal plane 102. This results in a uniform load distribution on the front axle assembly 162, improving the stability of the all-terrain vehicle 100 during use.

[0078] like Figure 11 As shown, specifically, the front axle mounting bracket 116 includes a mounting tube 1163 extending along its length. The mounting tube 1163 is disposed below the front axle assembly 162 and is used to support the front axle assembly 162. A first mounting portion 1161 and a second mounting portion 1162 are both disposed on the mounting tube 1163, with the first mounting portion 1161 welded to the mounting tube 1163 and the second mounting portion 1162 penetrating through the mounting tube 1163. The mounting tube 1163 includes a sliding region 1163a, which is disposed in front of the first mounting portion 1161. The front axle assembly 162 is capable of sliding on the sliding region 1163a, wherein the length of the sliding region 1163a extending along its length is greater than or equal to the length of the front axle assembly 162 extending along its length.

[0079] Optionally, the first mounting portion 1161 is at least partially disposed behind the front axle assembly 162. During the assembly 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 connected to the first mounting portion 1161 and the second mounting portion 1162 respectively. Since the front axle assembly 162 is connected to the drive shaft 161 before being connected to the frame 11, the overall weight of the front axle assembly 162 is relatively large. The above arrangement can reduce the assembly difficulty between the front axle assembly 162 and the front axle mounting bracket 116.

[0080] like Figure 13As shown, in one implementation, the transmission system 16 further includes a first support mechanism 167 and a second support mechanism 168 located behind the first support mechanism 167. The first support mechanism 167 is at least partially mounted on the frame 11 and is fixedly connected to the frame 11. The second support mechanism 168 is at least partially mounted on the frame 11 and is fixedly connected to the frame 11. Both the first support mechanism 167 and the second support mechanism 168 are rotatably connected to the drive shaft 161. This configuration improves the connection strength between the drive shaft 161 and the frame 11, thereby increasing the stability of the drive shaft 161 in use.

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

[0082] Furthermore, the first support mechanism 167 also includes a buffer member 1673, which is at least partially disposed between the bearing member 1671 and the drive shaft fixing member 1672. The buffer member 1673 is disposed around the bearing member 1671 and connected to the drive shaft fixing member 1672. The buffer member 1673 is used to absorb vibrations between the drive shaft 161 and the first support mechanism 167, and can be made of an elastic component such as rubber. When the drive shaft 161 rotates at high speed, it will move. The above arrangement prevents the drive shaft 161 from moving the first support mechanism 167 during its 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 vibrate and transmit the vibrations to the first support mechanism 167. The above arrangement can also reduce the vibrations transmitted from the first support mechanism 167 to the drive shaft 161, thereby improving the operational stability of the drive shaft 161.

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

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

[0085] In one implementation, the drive shaft 161 includes a first shaft 1611, a second shaft 1612, and a third shaft 1613. 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 walking assembly 14, and the end of the third shaft 1613 away from the second shaft 1612 is rotatably connected to the power system 15. A first support mechanism 167 is disposed on the second shaft 1612 near the third shaft 1613, and a second support mechanism 168 is disposed on the second shaft 1612 near the first shaft 1611.

[0086] Specifically, the first shaft 1611 includes a first universal joint 1611a, which is disposed 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 disposed at one end of the third shaft 1613 connected to the second shaft 1612. The two ends of the second shaft 1612 are splinedly connected to the first universal joint 1611a and the second universal joint 1613a, respectively. It can be understood that when the third shaft 1613 moves, it can transmit power to the second shaft 1612 through the second universal joint 1613a; conversely, when the second shaft 1612 moves, it can transmit power to the first shaft 1611 through the first universal joint 1611a. This configuration improves the applicability and assemblability of the drive shaft 161.

[0087] Furthermore, the length difference between the first shaft 1611 and the second shaft 1612 is greater than 0, the length difference between the second shaft 1612 and the third shaft 1613 is greater than 0, and the length difference between the first shaft 1611 and the third shaft 1613 is greater than 0. Through these arrangements, resonance among the first shaft 1611, the second shaft 1612, and the third shaft 1613 can be avoided, thereby improving the operational stability of the drive shaft 161.

[0088] It should be noted that the difference between the length of the first axle 1611 and the length of the second axle 1612 is the absolute value of the difference between their lengths. Similarly, the difference between the length of the second axle 1612 and the length of the third axle 1613 is the absolute value of the difference between their lengths. When any two segments of the first axle 1611, second axle 1612, and third axle 1613 have equal or nearly equal lengths, these two segments are prone to resonance, thus affecting vehicle stability.

[0089] In one implementation, the projection of the first support mechanism 167 along the height direction of the all-terrain vehicle 100 onto the reference plane is the first projection plane; the projection of the second support mechanism 168 along the height direction of the all-terrain vehicle 100 onto the reference plane is the second projection plane; and the projection of the drive shaft 161 along the height direction of the all-terrain vehicle 100 onto the reference plane is the third projection plane. The minimum distance between the first and second projection planes along the length direction of the all-terrain vehicle 100 is the first distance L7, and the length of the third projection plane along the length direction of the all-terrain vehicle 100 is the 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, with the second distance L8 remaining constant, if the ratio between the first distance L7 and the second distance L8 is too large, the length of the second axle 1612 extending along the length of the all-terrain vehicle 100 will be too long. Consequently, the vibration amplitude of the second axle 1612 will be larger during vibration, making it easier for the second axle 1612 to interfere with the power battery and 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 will be too short, which is unfavorable for the arrangement of the power battery. Through the above settings, the safety of the power battery is improved while also facilitating its arrangement.

[0090] Furthermore, the distance between the foremost point of the first projection surface and the foremost point of the third projection surface along the length of the all-terrain vehicle 100 is the third distance L9, and the distance between the rearmost point of the second projection surface and the rearmost point 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 space for the drive shaft 161 is fixed, the length of the drive shaft 161 along the length 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 axle 1611 along the length of the all-terrain vehicle 100 will be too long, which will affect the stability of the first axle 1611 in use. If the ratio between the third distance and the fourth distance is too small, the length of the third axle 1613 along the length direction of the all-terrain vehicle 100 will be too long, affecting the operational stability of the third axle 1613. The above settings improve the operational stability of the first axle 1611 and the third axle 1613.

[0091] 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, the suspension assembly comprising a front suspension arranged at a front end of the frame, the front suspension comprising a left upper swing arm and a left lower swing arm arranged at a left side of the frame, and a right upper swing arm and a right lower swing arm arranged at a right side of the frame; a walking assembly, the walking assembly comprising a left front wheel and a right front wheel, the left front wheel being connected with the frame through cooperation of the left upper swing arm and the left lower swing arm, the right front wheel being connected with the frame through cooperation of the right upper swing arm and the right lower swing arm; a transmission system, the transmission system comprising a transmission shaft and a front axle assembly connected with the transmission shaft; a power system, the power system being connected with the front axle assembly through the transmission shaft; characterized in that a first mounting plane perpendicular to a width direction of the all-terrain vehicle is defined, the left upper swing arm being rotatably connected with the frame through a first mounting shaft, the left lower swing arm being rotatably connected with the frame through a second mounting shaft, an axis of the first mounting shaft and an axis of the second mounting shaft both coinciding with the first mounting plane; a second mounting plane perpendicular to the width direction of the all-terrain vehicle is defined, the right upper swing arm being rotatably connected with the frame through a third mounting shaft, the right lower swing arm being rotatably connected with the frame through a fourth mounting shaft, an axis of the third mounting shaft and an axis of the fourth mounting shaft both coinciding with the second mounting plane; the transmission system further comprises a left half shaft and a right half shaft connected with left and right output ends of the front axle assembly respectively, the front axle assembly being in driving connection with the left front wheel through the left half shaft, the front axle assembly being in driving connection with the right front wheel through the right half shaft; an end face where the left half shaft and the front axle assembly are in abutment is defined as a first abutment face, an end face where the right half shaft and the front axle assembly are in abutment is defined as a second abutment face, the first abutment face and the second abutment face both being arranged between the first mounting plane and the second mounting plane.

2. The all-terrain vehicle of claim 1, wherein, left and right sides of the front axle assembly are both provided with machining cut surfaces, the front axle assembly being connected with the left half shaft and the right half shaft in respective directions through the machining cut surfaces, the machining cut surface connected with the left half shaft substantially coinciding with the first abutment face, the machining cut surface connected with the right half shaft substantially coinciding with the second abutment face.

3. The ATV of claim 1, wherein, the all-terrain vehicle further comprises a steering system, the steering system comprising a steering gear arranged behind the front axle assembly, the steering gear being provided with a left pull rod and a right pull rod at two ends thereof respectively, the steering gear being connected with the left front wheel through the left pull rod, the steering gear being connected with the right front wheel through the right pull rod; a left pull rod mounting plane and a right pull rod mounting plane perpendicular to the width direction of the all-terrain vehicle are defined, a mounting center of the left pull rod coinciding with the left pull rod mounting plane, a mounting center of the right pull rod coinciding with the right pull rod mounting plane; the first mounting plane and the second mounting plane are both between the left pull rod mounting plane and the right pull rod mounting plane.

4. The ATV of claim 3, wherein, One end of the left pull rod connected with the diverter is provided with a ball head structure, and a center of the left pull rod is a ball center of the ball head structure; one end of the right pull rod connected with the diverter is provided with a ball head structure, and a center of the right pull rod is a ball center of the ball head structure.

5. The ATV of claim 3, wherein, The distance between the left pull rod mounting surface and the right pull 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.

6. The all-terrain vehicle of claim 5, characterized in that, The ratio between the first mounting distance and the second mounting distance is greater than or equal to 1.05 and less than or equal to 1.

18.

7. The all-terrain vehicle of claim 1, wherein, The 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.

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

9. The ATV of claim 7, wherein, The front axle mounting bracket includes a first mounting portion and a second mounting portion, the front axle mounting bracket is connected with the rear end of the front axle assembly through the first mounting portion, and the front axle mounting bracket is connected with the front end of the front axle assembly through the second mounting portion; the first mounting portion is connected with the front axle assembly through fasteners parallel to the width direction of the all-terrain vehicle, and the second mounting portion is connected with the front axle assembly through fasteners parallel to the height direction of the all-terrain vehicle.

10. The all-terrain vehicle of claim 9, characterized in that, The first mounting portion is provided as a sheet metal member, and the first mounting portion is welded with the mounting pipe; the second mounting portion is provided as a through hole penetrating the mounting pipe.

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