All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a suspension assembly, a walking assembly and a power assembly; the frame comprises a rear frame arranged behind a driver cabin; the power assembly is arranged at least partially on the rear frame, and the power assembly is used for outputting power for driving the walking assembly to move; the power assembly at least comprises an engine, a transmission, an accessory train and a speed reducer; the transmission and the accessory train are arranged respectively on left and right sides of the engine, and the transmission and the accessory train on both ends are driven by a crankshaft of the engine; the speed reducer is arranged behind the engine and is in transmission connection with the engine; the engine comprises an air inlet and an air outlet; the air inlet is basically directed to the front of the all-terrain vehicle; and the air outlet is basically directed to the rear of the all-terrain vehicle; the power assembly further comprises a supercharger connected with the air outlet; and the supercharger is arranged at least partially between the engine and the speed reducer. Through the above arrangement, heat of the engine is prevented from being transmitted to the driver cabin, and the riding experience of a user is improved.

Description

TECHNICAL FIELD

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

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

[0003] The engine of the all-terrain vehicle is generally arranged at the front end of the vehicle, on the one hand, it is convenient for the maintenance of the vehicle, and on the other hand, the center of gravity of the whole vehicle is closer to the center of the vehicle, which is beneficial to improve the stability of the vehicle. In some vehicle models, there is a rear engine arrangement. Since the sealing performance of the all-terrain vehicle is poorer than that of the passenger car, when the engine is arranged at the rear of the vehicle, the heat generated by the engine is easily transmitted to the cab, which affects the riding experience of the rear passengers. SUMMARY

[0004] In order to solve the problems of the prior art, the purpose of the present application is to provide an all-terrain vehicle, the arrangement mode of the power assembly of which can reduce the influence of the engine on the passengers in the cab and improve the riding comfort of the passengers.

[0005] In order to achieve the above-mentioned purpose, the present application adopts the following technical scheme:

[0006] An all-terrain vehicle, comprising a vehicle frame, a suspension assembly, a walking assembly and a power assembly; the vehicle frame surrounds a cab, and comprises a rear vehicle frame arranged at the rear of the cab; the suspension assembly is connected with the vehicle frame; the walking assembly is connected with the vehicle frame through the suspension assembly; the power assembly is at least partially arranged on the rear vehicle frame, and the power assembly is used for outputting power to drive the walking assembly to move; the power assembly at least comprises an engine, a transmission, an accessory train and a reducer, the transmission and the accessory train are arranged on the left and right sides of the engine respectively, and the transmission and the accessory train at both ends are driven by the crankshaft of the engine, the reducer is arranged at the rear of the engine and is in transmission connection with the engine; the engine comprises an air inlet and an air outlet, the air inlet is substantially directed to the front of the all-terrain vehicle, and the air outlet is substantially directed to the rear of the all-terrain vehicle; the power assembly further comprises a supercharger connected with the air outlet, and the supercharger is at least partially arranged between the engine and the reducer.

[0007] Further, the power assembly further comprises an air filter and a silencer, as viewed from the width direction of the all-terrain vehicle, the air filter is at least partially arranged in front of the engine, the distance from the frontmost end of the air filter to the rearmost end of the silencer along the length direction of the all-terrain vehicle is defined as the distribution distance of the power assembly; the power assembly is connected with the rear vehicle frame through a plurality of suspension assemblies, the maximum interval of the suspension assemblies distributed along the length direction of the all-terrain vehicle is defined as the assembly distance of the power assembly, and the ratio between the distribution distance and the assembly distance is greater than or equal to 1.3 and less than or equal to 1.9, wherein the maximum interval of the suspension assemblies.

[0008] Further, the power assembly further comprises an intercooler, the intercooler is at least partially arranged above the engine.

[0009] Further, a preset space for air circulation is arranged in front of the intercooler, the preset space extends along the length direction of the ATV, and the depth of the preset space is greater than or equal to 128 mm and less than or equal to 284 mm.

[0010] Further, the accessory drive train comprises a first motor and a second motor, the first motor is connected with the crankshaft of the engine, and the first motor always maintains a generating state in the working state of the engine, the second motor is in driving connection with the first motor; in the case that the electric power of the ATV is greater than or equal to a preset threshold, the second motor is switched to a generating state.

[0011] Further, the first motor is arranged as a permanent magnet motor, and the second motor is arranged as an excitation motor.

[0012] Further, the power assembly comprises an exhaust pipe connected with the supercharger and the muffler at two ends respectively, and the ratio between the length of the exhaust pipe extending along the length direction of the ATV and the distribution distance of the power assembly is greater than or equal to 0.3 and less than or equal to 0.5.

[0013] Further, the ATV further comprises a fuel tank arranged in the front part of the cockpit, a longitudinal plane perpendicular to the width direction of the ATV is defined, the projection of the cockpit on the longitudinal plane in the width direction is a cockpit projection, the projection of the fuel tank on the longitudinal plane in the width direction is a fuel tank projection, and the fuel tank projection and the cockpit projection at least partially overlap.

[0014] Further, the cooling system comprises air inlet members distributed on the left and right sides of the ATV, the air inlet members comprise upper air inlets arranged at the upper parts of the air inlet members, the transmission is in communication with the upper air inlets through a transmission air inlet pipe, and the power assembly further comprises an air filter, the air filter is in communication with the upper air inlets through an air filter air inlet pipe.

[0015] Further, the transmission comprises a transmission exhaust port, and in the length direction of the ATV, the transmission exhaust port is arranged towards the rear.

[0016] The engine air inlet of the ATV is substantially towards the front of the ATV, and the exhaust port is substantially towards the rear of the ATV; the power assembly further comprises a supercharger connected with the exhaust port, and the supercharger is at least partially arranged between the engine and the reducer. In this way, the influence of the engine on the passengers in the cockpit is reduced, and the riding comfort of the passengers is improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 FIG. 1 is a structural schematic diagram of the ATV of the present application;

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

[0019] Figure 3 is a structural schematic diagram of a power assembly of an all-terrain vehicle of the present application;

[0020] Figure 4 is a side view of a power assembly of an all-terrain vehicle of the present application;

[0021] Figure 5 is a structural schematic diagram of an air intake manifold and an engine wire harness mounting seat of an all-terrain vehicle of the present application;

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

[0023] Figure 7 is a structural schematic diagram of a suspension assembly and a power assembly of an all-terrain vehicle of the present application;

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

[0025] Figure 9 is an exploded view of a first suspension of an all-terrain vehicle of the present application;

[0026] Figure 10 is an exploded view of a third suspension of an all-terrain vehicle of the present application;

[0027] Figure 11 is an assembly view of a first suspension and a frame of an all-terrain vehicle of the present application;

[0028] Figure 12 is a structural schematic diagram of a fuel tank of an all-terrain vehicle of the present application;

[0029] Figure 13 is a structural schematic diagram of a cooling module and a frame of an all-terrain vehicle of the present application;

[0030] Figure 14 is a side view schematic diagram of a flow guide mechanism of the present application. DETAILED DESCRIPTION

[0031] In order for those skilled in the art to better understand the present application, the technical solutions in the specific embodiments of the present application will be described in detail below in conjunction with the accompanying drawings in the embodiments of the present application.

[0032] It is to be understood that when an element is referred to as being "on" another element, it can be directly on the other element or intervening elements can also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements can also be present. As used herein the terms "vertical", "horizontal", "left", "right", and the like are merely used for the purpose of illustration and do not indicate or imply absolute orientation.

[0033] In the description of the present application, it should be noted that the terms "first", "second" are used only for the purpose of description, and should not be understood as indicating or implying relative importance or implying the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features.

[0034] In the description of the present application, it should be noted that the description "one component is located inside another component" means that one component is located on the side of another component away from the vehicle body cover 12 or away from the outer surface of the all-terrain vehicle 100.

[0035] The present application provides an all-terrain vehicle 100 as shown in Figure 1 The all-terrain vehicle 100 includes a frame 11, a vehicle body cover 12, a suspension assembly 13 and a walking assembly 14. In order to clearly define the technical solutions of the present application, the front side, the rear side, the left side, the right side, the upper side and the lower side as shown in Figure 1

[0036] In the description of the present application, it should be noted that the term "length direction" refers to the front-rear direction of the vehicle parallel to the driver of the all-terrain vehicle 100 in the driving state, the term "width direction" refers to the left-right direction of the vehicle parallel to the driver of the all-terrain vehicle 100 in the driving state, and the term "height direction" refers to the up-down direction of the vehicle parallel to the driver of the all-terrain vehicle 100 in the driving state.

[0037] As shown in Figure 1 and Figure 2 ​As shown, specifically, the all-terrain vehicle 100 further comprises 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, and the frame 11 is formed around a driver cabin 101 for a user to sit on, and other systems are directly or indirectly connected to the frame 11. The body cover 12 is arranged on the outer side 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 walking assembly 14 to the frame 11. The power system 15 is at least partially connected to the frame 11, and is used to provide driving force for the all-terrain vehicle 100. Specifically, the frame 11 comprises a rear frame 114, and the power system 15 is at least partially arranged on the rear frame 114. The transmission system 16 is in driving connection with the power system 15, the transmission system 16 receives the driving force output by the power system 15, and transmits the driving force to the walking assembly 14. The walking assembly 14 is at least partially arranged below the frame 11, and the walking assembly 14 directly or indirectly receives the driving force output by the transmission system 16 and drives the all-terrain vehicle 100 to walk. The walking assembly 14 comprises front wheels 141 arranged at the front of the all-terrain vehicle 100 and rear wheels 142 arranged at the rear of the all-terrain vehicle 100. The all-terrain vehicle 100 further comprises a steering system 18, the steering system 18 is at least partially connected to the front wheels 141, and the steering system 18 is used to control the steering of the all-terrain vehicle 100. The all-terrain vehicle 100 in the embodiments of the application can be various types of all-terrain vehicles 100 including SSV and UTV.

[0038] As Figure 3As shown, as an implementation, the power system 15 comprises an engine 151 for providing a power source, the transmission system 16 comprises a reducer 165 and a transmission 166, and the ATV 100 further comprises an accessory train 19 connected with the engine 151. The ATV 100 comprises a power assembly 21 disposed at least partially on the rear frame 114, and the power assembly 21 is composed of at least the aforementioned engine 151, reducer 165, transmission 166 and accessory train 19. The transmission 166 and the accessory train 19 are respectively disposed on the left and right sides of the engine 151 and are respectively connected with the crankshaft (not shown) of the engine 151, and the engine 151 can drive the transmission 166 and the accessory train 19 respectively disposed on the left and right sides through the crankshaft. The reducer 165 is disposed behind the engine 151 and is in transmission connection with the engine 151, and the engine 151 comprises an air inlet 1511 and an air outlet (not shown), the air inlet 1511 is substantially directed to the front of the ATV 100, and the air outlet is substantially directed to the rear of the ATV 100. The power assembly 21 further comprises a supercharger 211 connected with the air outlet, and the supercharger 211 is at least partially disposed between the engine 151 and the reducer 165, thereby improving the compactness of the whole vehicle. Through the above arrangement, the influence of the high-temperature and high-pressure gas discharged by the engine 151 on the cab 101 is reduced, so as to improve the comfort of the environment in the cab 101. Optionally, the power assembly 21 further comprises an air filter 212 and a muffler 213, the air filter 212 is used for absorbing and filtering air, the air filter 212 is directly or indirectly connected to the air inlet 1511 of the engine 151, and the muffler 213 is disposed behind the power assembly 21 and is used for filtering the high-temperature and high-pressure gas discharged by the air outlet. As known from the foregoing, since the power assembly 21 comprises the supercharger 211, the engine 151 can obtain the air absorbed by the air filter 212 through turbocharging, and the air filter 212 is connected to the air inlet 1511 of the engine 151 through the supercharger 211.

[0039] As shown in Figure 3 and Figure 4 Specifically, the ATV 100 further comprises a plurality of suspension assemblies 22, and the power assembly 21 is connected with the rear frame 114 through the suspension assemblies 22. The suspension assemblies 22 are at least partially disposed on the front side of the power assembly 21 and are at least partially disposed on the rear side of the power assembly 21. As viewed in the width direction of the ATV 100, the air filter 212 is at least partially disposed in front of the engine 151, and the distribution distance L1 of the power assembly 21 is defined as the interval along the length direction in which the front end of the air filter 212 is distributed to the rear end of the muffler 213. The maximum interval along the length direction in which the suspension assemblies 22 are distributed is defined as the assembly distance L2 of the power assembly 21. It should be noted that, in the embodiments of the present application, the suspension assemblies 22 comprise a first suspension 221 disposed on the front side of the power assembly 21 (as shown in Figure 7The first suspension 221 and the second suspension 222 are arranged on the rear side of the power assembly 21, and the third suspension 223 is arranged on the front side of the power assembly 21. Figure 7 The first suspension 221, the second suspension 222 and the third suspension 223 are arranged on the power assembly 21, and the elastic center of the first suspension 221 is located at the front end of the power assembly 21, the elastic center of the second suspension 222 is located at the rear end of the power assembly 21, and the elastic center of the third suspension 223 is located at the rear end of the power assembly 21. Figure 7 The elastic center of the first suspension 221 is located at the front end of the power assembly 21, the elastic center of the second suspension 222 is located at the rear end of the power assembly 21, and the elastic center of the third suspension 223 is located at the rear end of the power assembly 21. Therefore, the assembly distance L2 of the power assembly 21 is the distance between the elastic center of the first suspension 221 and the elastic center of the third suspension 223 in the length direction.

[0040] As an optional implementation, the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is greater than or equal to 1.3 and less than or equal to 1.9. Further, the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is greater than or equal to 1.4 and less than or equal to 1.7. More preferably, the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is equal to 1.6. Since the power assembly 21 needs to occupy a certain size of arrangement space, if the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is too large, the support effect of the suspension assembly 22 on the power assembly 21 is poor, which affects the connection stability between the power assembly 21 and the rear frame 114. If the ratio between the distribution distance L1 of the power assembly 21 and the assembly distance L2 of the power assembly 21 is too small, the gap between the components of the power assembly 21 is too small, which is not conducive to the arrangement of the power assembly 21. Through the above setting, the rationality of the arrangement of the power assembly 21 is improved, the support effect of the suspension assembly 22 on the power assembly 21 is ensured, and thus the stability of the power assembly 21 is improved.

[0041] As shown in FIG. 1, Figure 3 and Figure 4As shown, further, the powertrain 21 also includes an intercooler 214, which is at least partially disposed above the engine 151 and connected to the air intake 1511. The all-terrain vehicle 100 also includes a seat assembly 23, which is disposed in front of the intercooler 214. A preset space 2141 for air circulation is provided in front of the intercooler 214, i.e., between the intercooler 214 and the seat assembly 23. The depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 128 mm and less than or equal to 284 mm. Further, the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 140 mm and less than or equal to 256 mm. More preferably, the depth L3 of the preset space 2141 extending along the length direction is greater than or equal to 152 mm and less than or equal to 228 mm. If the depth L3 of the preset space 2141 extending along its length is too large, the intercooler 214 may easily interfere with the muffler 213, or sacrifice some of the space in the cockpit 101, affecting the comfort of rear passengers. If the depth L3 of the preset space 2141 extending along its length is too small, it will hinder airflow within the preset space 2141, affecting the heat dissipation of the intercooler 214. Furthermore, through the above settings, while ensuring the performance of the intercooler 214, the rationality and compactness of the powertrain 21 layout can also be improved.

[0042] like Figure 3 and Figure 4As shown, in one implementation, the powertrain 21 also includes an exhaust pipe 215, with its two ends connected to a turbocharger 211 and a muffler 213, respectively. As an optional implementation, the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is greater than or equal to 0.3 and less than or equal to 0.5. Further, the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is greater than or equal to 0.35 and less than or equal to 0.45. More preferably, the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is equal to 0.4. If the ratio of the length L4 of the exhaust pipe 215 extending along its length direction to the distribution distance L1 of the powertrain 21 is too large, the length L4 of the exhaust pipe 215 extending along its length direction is too long, thus requiring the exhaust pipe 215 to occupy excessive layout space, reducing the compactness of the all-terrain vehicle 100. If the ratio between the length L4 of the exhaust pipe 215 extending along its length direction and the distribution distance L1 of the powertrain 21 is too small, the length L4 of the exhaust pipe 215 extending along its length direction will be too short. Consequently, the distance between the muffler 213 and the engine 151 will be short. Since there are a large number of wiring harnesses (not shown) around the engine 151, a short distance between the muffler 213 and the engine 151 increases the difficulty of arranging the wiring harnesses around the engine 151. Through the above arrangement, the wiring harness arrangement around the engine 151 can be facilitated while also improving the compactness of the all-terrain vehicle 100.

[0043] like Figure 4 As shown, specifically, the accessory wheel system 19 includes a first motor 191 and a second motor 192. The first motor 191 is connected to the crankshaft of the engine 151, and it remains in a power-generating state while the engine 151 is running. The second motor 192 is connected to the first motor 191. When the power consumption of the all-terrain vehicle 100 is greater than or equal to a preset threshold, the second motor 192 switches to a power-generating state. It can be understood that when the power consumption of the all-terrain vehicle 100 is low, the first motor 191 remains in a power-generating state while the second motor 192 maintains a low speed to meet the power needs of the all-terrain vehicle 100. When the power consumption of the all-terrain vehicle 100 is high, both the first motor 191 and the second motor 192 remain in a power-generating state to meet the power needs of the all-terrain vehicle 100. Through this configuration, while meeting the power needs of the all-terrain vehicle 100, it also prevents damage to the second motor 192 due to prolonged use, thus extending its service life. The first motor 191 is a permanent magnet motor, and the second motor 192 is an excitation motor.

[0044] like Figure 5As shown, the power system 15 includes an engine 151 and an intake manifold 152 connected to the engine 151. The intake manifold 152 includes an intake manifold body 1521 and an engine wiring harness mounting bracket 1522 disposed on the intake manifold body 1521. The engine 151 includes an engine wiring harness 1514, which is connected to the engine wiring harness mounting bracket 1522. By attaching the engine wiring harness 1514 to the surface of the intake manifold 152, the surface structure of the intake manifold 152 becomes more compact, improving the overall space utilization. Simultaneously, the engine wiring harness mounting bracket 1522 replaces the traditional bracket, allowing the engine wiring harness 1514 to be installed more conveniently and quickly at a suitable location on the intake manifold 152, reducing the cost of manufacturing traditional brackets. Furthermore, the overall weight of the engine wiring harness mounting bracket 1522 is significantly less than that of a traditional bracket, reducing the weight of the all-terrain vehicle 100. The intake manifold body 1521 and the engine wiring harness mounting bracket 1522 are integrally formed. Specifically, the engine wiring harness mounting bracket 1522 is injection molded simultaneously with the intake manifold body 1521. This one-piece molding design also strengthens the engine wiring harness mounting bracket 1522, preventing it from detaching, and reduces assembly steps, thus lowering manufacturing costs. The engine wiring harness mounting bracket 1522 also features an engine wiring harness fastener 1523, which is detachably connected to the mounting bracket. The engine wiring harness 1514 passes through the fastener 1523. The engine wiring harness mounting brackets 1522 are distributed along the extension direction of the intake manifold 152 on the intake manifold body 1521. This arrangement of the engine wiring harness mounting brackets 1522 allows for smoother routing of the engine wiring harness 1514, reducing the possibility of pulling or twisting and increasing its overall service life. The number of engine wiring harness mounting brackets 1522 on the intake manifold body 1521 can be adjusted according to actual needs. Specifically, the intake manifold 152 is provided with at least 6 engine wiring harness mounting brackets 1522.

[0045] like Figure 5As shown, the power system 15 includes an engine 151 and an intake manifold 152 connected to the engine 151. The intake manifold 152 includes an intake manifold body 1521 and a first wiring harness mounting bracket 1522 disposed on the intake manifold body 1521. The engine 151 includes an engine wiring harness 1512, which is connected to the first wiring harness mounting bracket 1522. By attaching the engine wiring harness 1512 to the surface of the intake manifold 152, the surface structure of the intake manifold 152 becomes more compact, improving the overall space utilization. Simultaneously, the first wiring harness mounting bracket 1522 replaces the traditional bracket, allowing the engine wiring harness 1512 to be installed in a more convenient and quick manner at a suitable location on the intake manifold 152, thus reducing the cost of manufacturing traditional brackets. Furthermore, the overall weight of the first wiring harness mounting bracket 1522 is significantly less than that of a traditional bracket, reducing the weight of the all-terrain vehicle 100. The intake manifold body 1521 and the first wiring harness mounting bracket 1522 are integrally formed. Specifically, the first wiring harness mounting base 1522 is injection molded simultaneously with the intake manifold body 1521. This one-piece molding design also strengthens the first wiring harness mounting base 1522, preventing it from detaching and reducing assembly steps, thus lowering manufacturing costs. The first wiring harness mounting base 1522 also features a first wiring harness fastener 1523, which is detachably connected to the first wiring harness mounting base 1522, through which the engine wiring harness 1512 passes. The first wiring harness mounting bases 1522 are distributed along the extension direction of the intake manifold 152 on the intake manifold body 1521. This arrangement of the first wiring harness mounting bases 1522 allows for smoother routing of the engine wiring harness 1512, reducing the possibility of pulling or twisting and increasing its overall service life. The number of first wiring harness mounting bases 1522 on the intake manifold body 1521 can be set according to actual needs. Specifically, the intake manifold 152 is provided with at least 6 first wiring harness mounting seats 1522.

[0046] In one specific embodiment, the transmission system 16 includes a gearbox 166. For example... Figure 5 and Figure 6As shown, the transmission 166 includes a transmission housing 1661 and a second wiring harness mounting base 1662 disposed on the transmission housing 1661. The engine wiring harness 1512 is connected to the second wiring harness mounting base 1662. The second wiring harness mounting base 1662 allows for better planning of the fixing path of the engine wiring harness 1512, making the surface structure of the transmission housing 1661 more rational. Furthermore, the second wiring harness mounting base 1662 is simpler to manufacture. Simultaneously, the transmission housing 1661 and the second wiring harness mounting base 1662 are integrally formed, strengthening the overall strength of the second wiring harness mounting base 1662. Specifically, the second wiring harness mounting base 1662 is manufactured simultaneously with the transmission housing 1661, saving manufacturing processes and reducing manufacturing costs. The second wiring harness mounting base 1662 also has a second wiring harness fixing member 1663, which is detachably connected to the second wiring harness mounting base 1662, through which the engine wiring harness 1512 passes. The second wiring harness fastener 1663 facilitates installation and removal. The transmission 166 is located on one side of the engine 151, and the second wiring harness mounting base 1662 is located on the side of the transmission housing 1661 near the engine 151, distributed along the extending direction of the transmission housing 1661. This distribution prevents the engine wiring harness 1512 from twisting within the mounting bases, thus improving its service life to some extent. The number of second wiring harness mounting bases 1662 on the transmission housing 1661 can be adjusted according to actual needs. Furthermore, the transmission housing 1661 has at least two second wiring harness mounting bases 1662.

[0047] like Figure 7 As shown, in one implementation, the suspension assembly 22 is connected to the powertrain 21 and the frame 11. The suspension assembly 22 is used to support and fix the powertrain 21. In addition, the suspension assembly 22 is also used to absorb vibrations transmitted between the powertrain 21 and the frame 11. During the use of the powertrain 21, the powertrain 21 will generate vibrations and transmit them to the frame 11, thereby affecting the operational stability of the all-terrain vehicle 100. At the same time, the vibrations can also be transmitted to the user through the frame 11, affecting the user's driving experience. Through the above settings, the operational stability of the all-terrain vehicle 100 is improved, and the user's driving experience is also improved.

[0048] It should be noted that the powertrain 21 includes at least an engine 151, a reducer 165, and a starter motor 216. The reducer 165 is located at the rear of the engine 151, and the starter motor 216 is located at the front of the engine 151 and is mounted on the housing of the engine 151.

[0049] Specifically, the first mount 221 is at least partially mounted on the engine housing 151 and located below the starter motor 216, while the second mount 222 is at least partially mounted on the engine housing 151. Because the first mount 221 is located below the starter motor 216, its position is relatively low. Given the large size of the powertrain 21, this can easily lead to a significant height difference between the elastic center of the mount 22 and the center of gravity of the powertrain 21 in the height direction of the all-terrain vehicle 100. To avoid this problem, the second mount 222 needs to be positioned higher on the engine housing than the first mount 221. This reduces the distance between the elastic center of the mount 22 and the center of gravity of the powertrain 21, thereby improving the decoupling rate of the powertrain 21 and reducing the vibration amplitude during operation. Specifically, viewed along the width direction, the second suspension 222 is at least partially disposed above the suspension assembly 22, and the second suspension 222 is disposed above the drive shaft 161.

[0050] like Figure 8 As shown, furthermore, the third suspension 223 is at least partially disposed on the reducer 165, which includes a first housing 1651 and a second housing 1652 distributed left and right. The third suspension 223 is at least partially disposed on the first housing 1651 and at least partially disposed on the second housing 1652. Through the above arrangement, the third suspension 223 can strengthen the connection strength between the first housing 1651 and the second housing 1652, and since the housing surface of the reducer 165 is basically irregularly distributed, the above arrangement can also improve the installation flexibility of the third suspension 223.

[0051] In this embodiment, the first suspension 221, the second suspension 222, and the third suspension 223 each have their own elastic center, and the elastic centers of the first suspension 221, the second suspension 222, and the third suspension 223 surround a triangular region. Through this arrangement, the outer center of the triangular region formed by the elastic centers of the first suspension 221, the second suspension 222, and the third suspension 223 substantially coincides with the center of gravity of the powertrain 21, thereby improving the decoupling rate of the powertrain 21 and reducing the vibration amplitude during the use of the powertrain 21.

[0052] like Figure 7As shown, as an optional implementation, the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is greater than or equal to 57mm and less than or equal to 83mm. Further, the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is greater than or equal to 57mm and less than or equal to 77mm. More preferably, the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is greater than or equal to 57mm and less than or equal to 71mm. If the distance between the outer center of the triangular region and the center of gravity of the powertrain 21 is large, the damping capacity of the drive assembly is weak, resulting in a larger vibration amplitude transmitted from the powertrain 21 to the frame 11, thereby reducing the operational stability of the all-terrain vehicle 100 and also reducing the user's driving experience. Through the above settings, the elastic center of the suspension assembly 22 is substantially coincident with the center of gravity of the powertrain 21, thereby improving the decoupling rate of the powertrain 21, reducing the vibration amplitude of the powertrain 21 during use, improving the operational stability of the all-terrain vehicle 100, and simultaneously improving the user's driving experience.

[0053] like Figure 7 As shown, further, a reference plane 106 is defined perpendicular to the height direction of the all-terrain vehicle 100. The projection of the elastic center of the first suspension 221 along the height direction onto the reference plane 106 is defined as the first projection point; the projection of the elastic center of the second suspension 222 along the height direction onto the reference plane 106 is defined as the second projection point; and the projection of the elastic center of the third suspension 223 along the height direction onto the reference plane 106 is defined as the third projection point. The line connecting the first projection point and the second projection point is defined as the first reference line 109, and the line connecting the midpoint of the first and second projection points to the third projection point is defined as the second reference line 201. As an optional implementation, the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is greater than or equal to 0.25 and less than or equal to 0.45. Further, the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is greater than or equal to 0.3 and less than or equal to 0.4. More preferably, the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is equal to 0.35. If the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is too large, the distance between the elastic center of the first suspension 221 and the elastic center of the second suspension 222 will be too close, resulting in poor stability of the suspension assembly 22 in supporting the powertrain 21. If the ratio between the length L5 of the first reference line 109 and the length L6 of the second reference line 201 is too small, the distance between the first suspension 221 and the second suspension 222 will be too large, making it easy for the first suspension 221 and the second suspension 222 to interfere with the frame 11. Through the above settings, while ensuring the support force of the suspension assembly 22 on the powertrain 21, interference between the suspension assembly 22 and the frame 11 can also be avoided.

[0054] like Figure 9 As shown, in one implementation, the suspension assembly 22 includes an outer frame 224, a connecting member 225, and an elastic member 226. The connecting member 225 is fixedly connected to or integrally formed with the outer frame 224, and the suspension assembly 22 is connected to the powertrain 21 through the connecting member 225. The outer frame 224 has a cavity 2241 formed around it. The elastic member 226 is at least disposed within the cavity 2241 and is interference-fitted with the outer frame 224. The elastic member 226 is used to absorb vibrations transmitted from the engine 151 to the frame 11, thereby improving the user's ride comfort. The outer frame 224 and the connecting member 225 are made of metal, thereby increasing the connection strength between the suspension assembly 22 and the engine 151. The elastic member 226 is at least partially made of an elastic element such as rubber, thereby improving the shock absorption capacity of the suspension assembly 22.

[0055] Furthermore, the elastic member 226 includes an outer tube 2261, a rubber main spring 2262, and an inner core 2263. The outer tube 2261 is interference-fitted with the outer frame 224, and the outer tube 2261 is configured as an annular thin sheet joined end to end. The inner core 2263 is disposed inside the outer tube 2261, and the rubber main spring 2262 is disposed between the outer tube 2261 and the inner core 2263 by injection molding, so that the outer tube 2261, the rubber main spring 2262, and the inner core 2263 are integrally formed. Through the above configuration, the connection strength between the outer tube 2261, the rubber main spring 2262, and the inner core 2263 is increased, thereby improving the stability of the elastic member 226 in use.

[0056] It should be noted that, in this embodiment, the elastic member 226 is connected to the outer frame 224 via the outer tube 2261, thereby preventing the rubber main spring 2262 from being directly glued between the outer frame 224 and the inner core 2263. It is understood that during the replacement of the elastic member 226, the outer tube 2261 can be separated from the outer frame 224 to achieve separation of the elastic member 226 from the outer frame 224. This arrangement improves the maintainability of the elastic member 226.

[0057] Furthermore, the rubber main spring 2262 internally has at least two first buffer portions 2262a, which are distributed along the length direction and are symmetrical about the axis of the inner core 2263. The first buffer portions 2262a are configured to extend along the width direction and penetrate the cavity of the rubber main spring 2262. It is understood that when the suspension assembly 22 receives vibration along the length direction, the rubber main spring 2262 can absorb the vibration received by the suspension assembly 22 by compressing the first buffer portions 2262a. Through the above arrangement, the suspension assembly 22 can reduce the vibration of the all-terrain vehicle 100 along the length direction.

[0058] Furthermore, the rubber main spring 2262 is internally provided with at least two second buffer portions 2262b. These second buffer portions 2262b are distributed along the height direction and are symmetrical about the axis of the inner core 2263. The second buffer portions 2262b are configured to extend along the width direction and penetrate the cavity of the rubber main spring 2262. It is understood that when the suspension assembly 22 receives vibration along the height direction, the rubber main spring 2262 can absorb the vibration received by the suspension assembly 22 by compressing the second buffer portions 2262b. Through the above arrangement, the suspension assembly 22 can reduce the vibration of the all-terrain vehicle 100 along the height direction.

[0059] Optionally, the first buffer portion 2262a and the second buffer portion 2262b can also be configured as recessed structures extending along the width direction. In summary, while ensuring the support capacity of the suspension assembly 22, the above-mentioned configuration can also reduce the vibration of the all-terrain vehicle 100 along the height direction and the all-terrain vehicle 100 along the length direction, thereby improving the stability of the all-terrain vehicle 100 during use and improving the user's driving experience.

[0060] Furthermore, the rubber main spring 2262 also includes a plurality of limiting blocks 2262c for limiting the maximum compression of the first buffer portion 2262a and / or the second buffer portion 2262b. The limiting blocks 2262c are disposed between the first buffer portion 2262a and / or the second buffer portion 2262b and the outer tube 2261, and the limiting blocks 2262c are arranged in pairs facing each other. When the rubber main spring 2262 compresses the first buffer portion 2262a, the rubber main spring 2262 can abut against the limiting blocks 2262c, thereby limiting the maximum compression of the first buffer portion 2262a. It can be understood that when the rubber main spring 2262 compresses the second buffer portion 2262b, the rubber main spring 2262 can abut against the limiting blocks 2262c, thereby limiting the maximum compression of the second buffer portion 2262b. The above configuration can prevent the first buffer 2262a and / or the second buffer 2262b from being over-compressed, thus avoiding damage to the first buffer 2262a and / or the second buffer 2262b and extending the service life of the rubber main spring 2262.

[0061] It should be noted that the connecting component of the first suspension 221 is integrally formed with the outer frame of the first suspension 221, and the structure of the second suspension 222 is basically the same as that of the first suspension 221, and will not be described in detail here. Figure 7 , Figure 8 and Figure 10As shown, since the installation positions of the third suspension 223 and the first suspension 221 are significantly different, the connecting member 2231 of the third suspension 223 and the connecting member 2212 of the first suspension 221 are configured with different structures. The connecting member 2231 of the third suspension 223 is a sheet metal component, and it is welded to the outer frame 2232 of the third suspension 223. Because the housing of the reducer 165 is irregularly shaped, the above configuration allows the connecting member 2231 of the third suspension 223 suspension assembly 22 to mate with the housing of the reducer 165, thereby improving the connection strength between the third suspension 223 and the reducer 165.

[0062] like Figure 8 As shown, specifically, the connecting member 2231 of the third suspension 223 includes a first connecting part 2231a and a second connecting part 2231b. Fasteners pass through the first connecting part 2231a and the first housing 1651, thereby fixing the first connecting part 2231a to the first housing 1651. Fasteners pass through the second connecting part 2231b and the second housing 1652, thereby fixing the second connecting part 2231b to the second housing 1652. The connection direction between the first connecting part 2231a and the engine 151, i.e., the axial direction of the fastener in the first connecting part 2231a, is basically parallel to the width direction of the all-terrain vehicle 100. The connection direction between the second connecting part 2231b and the reducer 165, i.e., the axial direction of the fastener in the second connecting part 2231b, is basically parallel to the length direction of the all-terrain vehicle 100. The above configuration increases the connection strength between the connecting member 2231 and the engine 151 and the reducer 165, thereby improving the connection stability between the third mount 223 and the engine 151 and the reducer 165.

[0063] like Figure 9 and Figure 11As shown, in one implementation, the frame 11 is also provided with a connecting bracket 118 for connecting the suspension assembly 22. The connecting bracket 118 consists of two opposing metal plates, allowing the connecting bracket 118 to clamp the suspension assembly 22. The connecting bracket 118 is provided with a through hole 1181, through which a fastening bolt 1182 passes and the elastic member 226, thereby connecting the suspension assembly 22 to the frame 11. The suspension assembly 22 also includes a buffer member 227, which is distributed on the left and right sides of the elastic member 226 and detachably connected to the elastic member 226. When the suspension assembly 22 is connected to the frame 11, the buffer member 227 is disposed between the elastic member 226 and the connecting bracket 118 and abuts against both the elastic member 226 and the connecting bracket 118 respectively. The buffer member 227 is used to absorb the vibration of the suspension assembly 22 in the width direction of the all-terrain vehicle 100. Furthermore, since the powertrain 21 vibrates during use, causing the suspension assembly 22 to move, the above-mentioned arrangement can also prevent the suspension assembly 22 from rubbing against the connecting bracket 118 during movement, thereby extending the service life of the suspension assembly 22. The buffer member 227 can be configured as an elastic member 2213 such as rubber.

[0064] Specifically, the buffer member 227 is provided with a first limiting part 2271, and the elastic member 226 is provided with a second limiting part 2264. The first limiting part 2271 can be configured as a groove, and the second limiting part 2264 can be configured as a protrusion. The cooperation between the first limiting part 2271 and the second limiting part 2264 can restrict the rotation of the buffer member 227. Optionally, the first limiting part 2271 can also be configured as a protrusion, and the second limiting part 2264 can also be configured as a groove that cooperates with the first limiting part 2271. Through the above configuration, the connection stability between the buffer member 227 and the elastic member 226 is improved, thereby improving the shock absorption capacity of the buffer member 2214.

[0065] like Figure 10 As shown, optionally, when viewed along the width direction, the outline of the inner core 2263 is basically a regular polygon, and the interior of the buffer member 227 is set with a regular polygonal through hole that is basically consistent with the outline of the inner core 2263. During the connection process between the buffer member 227 and the elastic member 226, the buffer member 227 is sleeved on both ends of the rubber main spring 2261, and the inner core 2263 passes through the buffer member 227. The elastic member 226 limits the buffer member 227 through the rubber main spring 2261. The above arrangement can limit the rotation of the buffer member 227, improve the connection stability between the buffer member 227 and the elastic member 226, and thus improve the shock absorption capacity of the buffer member 2214.

[0066] like Figure 12As shown, the all-terrain vehicle 100 also includes a fuel system 25, which includes a fuel tank 251 located at the front of the driver's cab 101. Specifically, the fuel tank 251 can be located in front of the passenger seat of the all-terrain vehicle. A longitudinal plane 102 is defined perpendicular to the width direction of the all-terrain vehicle 100. The projection of the driver's cab 101 along the width direction of the all-terrain vehicle onto the longitudinal plane 102 is the driver's cab projection, and the projection of the fuel tank 251 along the width direction of the all-terrain vehicle onto the longitudinal plane 102 is the fuel tank projection. The fuel tank projection is located in front of the driver's cab projection. This arrangement of the fuel tank 251 changes the traditional positional structure of the fuel tank 251. Placing the fuel tank 251 at the front of the driver's cab 101 expands the carrying space of the all-terrain vehicle 100.

[0067] Specifically, the driver's cab 101 includes a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014, and a diagonal beam 1015. The first upper beam 1011, second upper beam 1012, first lower beam 1013, and second lower beam 1014 extend substantially along the width direction of the all-terrain vehicle. The first upper beam 1011 is connected to the first lower beam 1013 via diagonal beams 1015 located on the left and right sides, and the second upper beam 1012 is connected to the second lower beam 1014 via diagonal beams 1015 located on the left and right sides. The first upper beam 1011, second upper beam 1012, first lower beam 1013, second lower beam 1014, and diagonal beam 1015 constitute an accommodating space, within which the fuel tank 251 is located. The fuel tank 251 is surrounded by a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014, and a diagonal beam 1015. When the all-terrain vehicle 100 is impacted by an external force, the first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014, and the diagonal beam 1015 can protect the fuel tank 251, preventing damage and improving its safety and service life. In this embodiment, the power system 15 of the all-terrain vehicle 100 is located at the rear of the frame 11. Since the power system 15 is prone to overheating during long-term operation, the fuel tank 251 is positioned away from the engine 151 to prevent the fuel tank 251 and the fuel inside from overheating, thus improving its safety. Specifically, at least four diagonal beams 1015 are provided. In addition, the fuel system 25 also includes a refueling pipe 2516 connected to the fuel tank 251. The refueling pipe 2516 is located in front of the fuel tank 251 along the length of the all-terrain vehicle, making it easier to observe the status of the fuel tank cap 2517 and also making it easier to add fuel to the fuel tank 251.

[0068] like Figure 13As shown, the all-terrain vehicle 100 includes a cooling system 27, which assists the engine 151 in heat exchange and keeps the engine 151 at a suitable operating temperature. The cooling system 27 includes a cooling module 271, which is connected to the rear frame 114. In the height direction of the all-terrain vehicle, the cooling module 271 is located above the engine 151 in the power system 15. The cooling module 271 is mainly used to dissipate heat from the engine 151, and its proximity to the engine 151 improves the heat dissipation efficiency of the engine 151.

[0069] like Figure 13 and Figure 14 As shown, in one embodiment, the cooling system 27 includes a flow guiding mechanism 272 for guiding airflow to the cooling module 271. The flow guiding mechanism 272 extends substantially along the width direction of the all-terrain vehicle. The flow guiding mechanism 272 includes a flow guiding housing 2721 and an air inlet 2722 disposed at at least one end of the flow guiding housing 2721. The flow guiding housing 2721 encloses an air chamber, and the air inlet 2722 communicates with the air chamber.

[0070] like Figure 14As shown, the air intake component 2722 includes an air inlet 2722a, and the air inlet 2722a includes an upper air inlet 2722b, which is located above the air inlet 2722a. The transmission system 16 includes a transmission 166 and a transmission intake pipe 1664. One end of the transmission intake pipe 1664 is connected to the upper air inlet 2722b, and the other end is connected to the transmission 166. The transmission intake pipe 1664 connects the upper air inlet 2722b and the transmission 166 to provide cooling air for the transmission 166. The air filter 212 includes an air filter intake pipe 2121, one end of which is connected to the upper air inlet 2722b. The air filter 212 communicates with the upper air inlet 2722b through the air filter intake pipe 2121. Air filter 212 filters the intake air of engine 151, reducing impurities and ensuring normal operation. Air filter intake pipe 2121 connects the upper air intake 2722b and air filter 212, providing clean air to both the air filter 212 and engine 151. Transmission intake pipe 1664 and air filter intake pipe 2121 are connected to the same upper air intake 2722b, reducing the length of the intake piping and allowing for a more compact arrangement, saving rear space in the all-terrain vehicle 100. Furthermore, the higher position of the upper air intake 2722b in the all-terrain vehicle 100 also elevates the air intake positions of the air filter and transmission 166, ensuring better air cleanliness for the air filter 212 and transmission 166, thus improving the operational stability of the transmission 166 and engine 151.

[0071] like Figure 14 As shown, the transmission 166 also includes a transmission exhaust port 1665. Along the length of the all-terrain vehicle, the transmission exhaust port 1665 is positioned rearward so that the exhaust from the transmission 166 can blow towards the exhaust pipe 215 of the engine 151. This arrangement increases airflow to the rear of the engine 151 and reduces the temperature of the exhaust pipe 215, thereby improving the heat dissipation efficiency at the rear of the all-terrain vehicle 100.

[0072] 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, the frame surrounding a cockpit, the frame comprising a rear frame arranged behind the cockpit; a suspension assembly connected with the frame; a walking assembly connected with the frame through the suspension assembly; a power assembly arranged at least partially on the rear frame, the power assembly being configured to output power for driving the walking assembly; characterized in that the power assembly comprises at least an engine, a transmission, an accessory train and a reduction gear, the transmission and the accessory train are arranged respectively on the left and right sides of the engine, and the transmission and the accessory train on both ends are driven by the crankshaft of the engine, the reduction gear is arranged behind the engine and is in driving connection with the engine; the engine comprises an air inlet and an air outlet, the air inlet is substantially directed to the front of the all-terrain vehicle, and the air outlet is substantially directed to the rear of the all-terrain vehicle; the power assembly further comprises a supercharger connected with the air outlet, the supercharger is arranged at least partially between the engine and the reduction gear; the power assembly further comprises an air filter and a muffler, as viewed from the width direction of the all-terrain vehicle, the air filter is arranged at least partially in front of the engine, the distance between the front end of the air filter and the rear end of the muffler extending along the length direction of the all-terrain vehicle is defined as the distribution distance of the power assembly; the power assembly is connected with the rear frame through a plurality of suspension assemblies, the maximum interval of the suspension assemblies distributed along the length direction of the all-terrain vehicle is defined as the assembly distance of the power assembly, and the ratio between the distribution distance and the assembly distance is greater than or equal to 1.3 and less than or equal to 1.

9.

2. The all-terrain vehicle of claim 1, wherein, the power assembly further comprises an intercooler arranged at least partially above the engine.

3. The ATV of claim 2, wherein, a preset space for air circulation is arranged in front of the intercooler, and the depth of the preset space extending along the length direction of the all-terrain vehicle is greater than or equal to 128 mm and less than or equal to 284 mm.

4. The all-terrain vehicle of claim 1, wherein, the accessory train comprises a first motor and a second motor, the first motor is connected with the crankshaft of the engine, and the first motor always maintains a generating state under the working state of the engine, the second motor is in driving connection with the first motor; in the case that the electric power consumption of the all-terrain vehicle is greater than or equal to a preset threshold, the second motor is switched to the generating state.

5. The ATV of claim 4, wherein, the first motor is arranged as a permanent magnet motor, and the second motor is arranged as an excitation motor.

6. The all-terrain vehicle of claim 1, wherein, the power assembly comprises an exhaust pipe connected with the supercharger and the muffler at both ends, and the ratio between the length of the exhaust pipe extending along the length direction of the all-terrain vehicle and the distribution distance of the power assembly is greater than or equal to 0.3 and less than or equal to 0.

5.

7. The all-terrain vehicle of claim 1, wherein, The all-terrain vehicle further comprises a fuel tank arranged in front of the driver's cabin, a longitudinal plane is defined which is perpendicular to the width direction of the all-terrain vehicle, a projection of the driver's cabin on the longitudinal plane along the width direction is a driver's cabin projection, a projection of the fuel tank on the longitudinal plane along the width direction is a fuel tank projection, and the fuel tank projection is located in front of the driver's cabin projection.

8. The all-terrain vehicle of claim 1, wherein, The all-terrain vehicle further comprises a cooling system, the cooling system comprises air inlets arranged on the left and right sides of the all-terrain vehicle, the air inlets comprise upper air inlets arranged on the upper portions of the air inlets, the transmission is communicated with the upper air inlets through a transmission air inlet pipe, and the power assembly further comprises an air filter, the air filter is communicated with the upper air inlets through an air filter air inlet pipe.

9. The ATV of claim 8, wherein, The transmission comprises a transmission air outlet, and the transmission air outlet is arranged towards the rear in the length direction of the all-terrain vehicle.

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