All-terrain vehicle platform

Abstract

The invention discloses an all-terrain vehicle platform, belongs to the field of all-terrain vehicles, solves the problems that an all-terrain vehicle in the prior art is poor in damping effect, insufficient in cruising ability and difficult to steer, and adopts the technical scheme that at least two groups of walking systems are arranged on the left side and the right side of a vehicle body respectively; the battery assembly is arranged on the vehicle body and located between the walking systems on the left side and the right side, each walking system comprises wheels, a drive axle assembly, a drive motor and a damping shock absorber, and the drive motors are in transmission connection with the wheels through the drive axle assemblies. The electric control assembly enables wheels on the left side and the right side of the vehicle body to achieve differential steering by controlling the speed of a driving motor of each walking system, the drive axle assembly is connected with the vehicle body through a suspension shaft, and the two ends of the damping shock absorber are connected with the drive axle assembly and the vehicle body correspondingly so that the drive axle assembly can float up and down relative to the vehicle body. The damping effect is improved and the steering effect is optimized while the cruising ability of the all-terrain vehicle is improved.

Description

Technical Field

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

[0002] An all-terrain vehicle is an all-terrain vehicle that can move freely on terrains where ordinary all-terrain vehicles are difficult to maneuver. With the improvement of environmental protection requirements and the trend of energy transformation, it is gradually developing towards electric drive. Existing all-terrain vehicles usually include an all-terrain platform and a shell, seats, etc. arranged on the all-terrain platform. For example, the all-terrain vehicles disclosed in the utility model patent CN219446731U and the invention patent CN117301832A have drive motors and batteries arranged on the vehicle body, and the drive axle assembly crosses the vehicle body from front to back, which not only leads to less space on the vehicle body for installing batteries, but also only allows fewer batteries to be installed, resulting in a shorter electric endurance. At the same time, the drive axle assembly floats synchronously with the vehicle body, causing the all-terrain vehicle to vibrate more, and the drive axle assembly drives the wheels on both sides of the vehicle body to rotate synchronously, resulting in an increase in the turning radius of the all-terrain vehicle, making steering difficult and inflexible. Summary of the invention

[0003] The purpose of the present invention is to provide an all-terrain vehicle platform, which solves the problems of poor shock absorption, insufficient endurance and difficult steering of all-terrain vehicles in the prior art, improves the endurance of the all-terrain vehicle, and improves the shock absorption effect and optimizes the steering effect.

[0004] In order to achieve the above-mentioned purpose, the present invention adopts the following technical scheme: an all-terrain vehicle platform, including a walking system, a vehicle body, a suspension shaft, a battery assembly and an electronic control assembly. The walking system is provided with at least two groups and is respectively arranged on the left and right sides of the vehicle body. The battery assembly is arranged on the vehicle body and is located between the walking systems on the left and right sides. Each group of the walking system includes wheels, a drive axle assembly, a drive motor, and a damping shock absorber. The drive motor is connected to the wheel through the drive axle assembly. The electronic control assembly controls the speed of the drive motor of each group of the walking system to achieve differential steering of the wheels on the left and right sides of the vehicle body. The drive axle assembly is connected to the vehicle body through the suspension shaft, and the two ends of the damping shock absorber are respectively connected to the drive axle assembly and the vehicle body so that the drive axle assembly can float up and down relative to the vehicle body.

[0005] After adopting the above technical scheme, the present invention has the following advantages: first, the walking systems are respectively arranged on the left and right sides of the vehicle body, so that the middle area of ​​the vehicle body can be released, and the battery assembly is installed in this area, that is, on the vehicle body and between the left and right walking systems, which effectively solves the problem of less battery installation space in the past. In this way, it can be equipped with a larger capacity battery, thereby significantly improving the endurance of the all-terrain vehicle. Secondly, the drive axle assembly and the vehicle body are connected by a suspension shaft, and a damping shock absorber is used at the same time, so that the drive axle assembly can float up and down relative to the vehicle body, changing the situation where the drive axle assembly and the vehicle body float synchronously, greatly improving the shock absorption effect, and making the all-terrain vehicle run more smoothly. Finally, the electronic control component realizes differential steering of the wheels on the left and right sides of the vehicle body by controlling the speed of each set of walking system drive motors. The wheels on both sides no longer rotate synchronously, reducing the turning radius, solving the problems of difficult and inflexible steering, and improving the flexibility and controllability of the all-terrain vehicle.

[0006] Furthermore, all the damping shock absorbers of the walking system are arranged in a bilaterally symmetrical manner with the center line of the vehicle body in the front-rear direction as a reference.

[0007] By adopting the above technical solution, the symmetrical layout ensures the balance of shock absorption force on the left and right sides of the all-terrain vehicle, which can more evenly distribute the impact force from the ground, effectively absorb and alleviate bumps, and ensure the balance of the all-terrain vehicle during driving as much as possible. When driving on complex and changeable terrain, the road conditions on the left and right sides of the all-terrain vehicle are often different. There may be raised stones on one side and sunken potholes on the other side. The symmetrically distributed damping shock absorbers can work independently and collaboratively according to the different road conditions on both sides, effectively buffering the impact force from the left and right sides, and avoiding the tilt of the all-terrain vehicle due to excessive or weak shock absorption force on one side. The symmetrically distributed damping shock absorbers can also make the weight distribution on both sides of the all-terrain vehicle more even. A more even weight distribution can allow the all-terrain vehicle to maintain better stability under various road conditions and reduce the probability of dangerous situations such as rollover due to center of gravity shift.

[0008] Furthermore, a downwardly extending limiter is connected to the drive axle assembly, the bottom end of the limiter is lower than the bottom surface of the vehicle body and is provided with a limiter portion bent inwardly of the vehicle body, and a gap exists between the top of the limiter portion and the bottom surface of the vehicle body.

[0009] By adopting the above-mentioned technical solution, the limiter is provided with a limit portion bent toward the inside of the vehicle body, and there is a gap between the top of the limit portion and the bottom of the vehicle body, which can prevent the drive axle assembly from excessively shifting up and down or left and right when the all-terrain vehicle is driving. When the all-terrain vehicle is driving on a rugged road, or shaking due to turning, acceleration, or deceleration, the limit portion can play a role in limiting the excessive displacement of the drive axle assembly, so that the all-terrain vehicle maintains a more stable posture, further improving driving safety and handling stability.

[0010] Furthermore, the wheels include at least a front wheel and a rear wheel located on the same side of the vehicle body and arranged along the front-to-rear direction of the vehicle body, and the front and rear ends of the drive axle assembly are respectively provided with gear blocks for transmission connection with the front wheel and the rear wheel.

[0011] By adopting the above technical solution, the teeth pack can transmit the power of the drive axle assembly to the front and rear wheels more accurately, avoiding excessive power loss during the transmission process as much as possible, so that the front and rear wheels of the all-terrain vehicle can obtain more sufficient power in different driving conditions such as starting, accelerating, and climbing, thereby improving the power performance and driving efficiency of the all-terrain vehicle. The teeth pack is the main reducer and differential part in the differential assembly, which can achieve deceleration and torque increase through the meshing of the gears of the main reducer, and convert the high-speed, low-torque power of the drive motor into the low-speed, high-torque power required for the all-terrain vehicle to start and climb. When the all-terrain vehicle turns, the differential plays a differential function and automatically adjusts the speed difference between the front and rear wheels, allowing the all-terrain vehicle to turn smoothly, allowing the all-terrain vehicle to better adapt to various working conditions, greatly enhancing the off-road capability and adaptability of the all-terrain vehicle.

[0012] Furthermore, the drive axle assembly includes a drive axle plate, a bridge tube and a universal joint. The drive axle plates are provided with two and are connected by the bridge tube. An installation space for fixing a tooth pack and a drive motor is formed between the two drive axle plates. The drive motor is connected to the tooth pack through the universal joint. The bridge tube is used to connect to the suspension shaft.

[0013] Through the above technical solution, the drive axle assembly includes two drive axle plates connected by a bridge pipe, and the installation space for fixing the teeth pack and the drive motor is formed between the two, which makes full use of the structural space, makes the installation of the teeth pack and the drive motor compact and orderly, and avoids mutual interference between the components as much as possible, so as to ensure the stable operation of each component as much as possible, and at the same time optimizes the overall layout of the all-terrain vehicle, improves the space utilization rate, and provides convenience for the reasonable arrangement of other functional modules of the all-terrain vehicle. The drive motor is connected to the teeth pack through a universal joint. The universal joint can flexibly transmit power at different angles, effectively compensate for the relative displacement and angle deviation between the drive motor and the teeth pack caused by the vibration of the all-terrain vehicle and the terrain change, and ensure the continuity and stability of power transmission as much as possible.

[0014] Furthermore, a mounting plate for mounting a teeth pack and a driving motor is connected between the two driving bridge plates.

[0015] Through the above technical solution, the mounting plate indicates the exact installation position for the drive motor and the gear pack, which improves assembly efficiency and helps optimize the overall layout of the drive axle assembly, making the space utilization between components more reasonable and avoiding space waste and component interference caused by chaotic layout.

[0016] Furthermore, the wheels include at least a front wheel and a rear wheel located on the same side of the vehicle body and arranged along the front and rear directions of the vehicle body, with the center point of the line between the front wheel and the rear wheel as the origin, the center of gravity position of the battery assembly is L1 in the X-axis direction from the center point, 0≤L1≤300mm, and the center of gravity position of the battery assembly is L2 in the Y-axis direction from the center point, 0≤L2≤300mm.

[0017] Through the above technical solution, with the center point of the line connecting the front wheel and the rear wheel on the same side as a reference, the center of gravity of the battery assembly is limited to the range of 0-300mm from the center point in the X-axis and Y-axis directions, so as to ensure that the weight distribution of the front and rear and left and right of the all-terrain vehicle is more even as much as possible. During driving, the all-terrain vehicle can maintain a good balance state, reduce the risk of rollover caused by the center of gravity shift, and move forward as stably as possible whether driving on a flat road or complex terrain. If the center of gravity of the battery assembly exceeds this range, the center of gravity of the all-terrain vehicle will shift, resulting in uneven load on the front and rear wheels. The front or rear of the all-terrain vehicle is prone to tilting when driving, affecting driving stability and increasing the difficulty of control.

[0018] Furthermore, taking the center of gravity of the vehicle body as the origin, the center of gravity of the electronic control component is at a distance interval L3 from the origin in the X-axis direction, 0≤L3≤500mm, and the center of gravity of the electronic control component is located above the battery assembly.

[0019] Through the above technical solution, the center of gravity of the electronic control component is limited to a suitable interval from the center of gravity of the vehicle body in the X-axis direction, which helps to maintain the overall balance of the all-terrain vehicle. When the all-terrain vehicle is driving, whether it is driving in a straight line, turning or dealing with complex road conditions, a reasonable center of gravity distribution can keep the all-terrain vehicle in a stable posture, reduce the risk of rollover caused by center of gravity shift, and ensure driving safety. The center of gravity of the electronic control component is located above the battery assembly, which makes full use of the space above the battery assembly, avoids the waste of the internal space of the all-terrain vehicle, and makes the internal layout of the all-terrain vehicle more compact and reasonable. When the center of gravity of the electronic control component is less than 0mm or greater than 500mm from the origin of the center of gravity of the vehicle body in the X-axis direction, the load distribution of the front and rear wheels of the all-terrain vehicle will be unreasonable, the front of the all-terrain vehicle is easy to lift when accelerating, and the rear of the all-terrain vehicle is easy to lift when braking, affecting the control stability and ride comfort of the all-terrain vehicle.

[0020] Furthermore, the suspension shaft passes through the vehicle body and extends from the left and right sides of the vehicle body, and is connected to the drive axle components on the left and right sides of the vehicle body.

[0021] Through the above technical solution, the suspension shaft runs through the vehicle body and connects the drive axle assemblies on the left and right sides, which can make the various forces that the all-terrain vehicle is subjected to during driving, such as the impact force of the road surface, the gravity of the all-terrain vehicle, etc., be more evenly distributed to the entire vehicle body structure, which helps to reduce the local force burden of the vehicle body and reduce the risk of structural fatigue and damage.

[0022] Furthermore, the wheels include at least a front wheel and a rear wheel located on the same side of the vehicle body and arranged along the front and rear direction of the vehicle body. Taking the center point of the line between the front wheel and the rear wheel as the origin, the center of gravity position of the suspension shaft is at a distance interval of L4 from the center point in the X-axis direction, 150mm≤L4≤650mm, and the center of gravity position of the suspension shaft is at a distance interval of L5 from the center point in the Y-axis direction, 0≤L5≤300mm.

[0023] Through the above technical solution, the center of gravity of the suspension shaft is relatively close to the center plane of the all-terrain vehicle, which can achieve a better distribution of the weight of the all-terrain vehicle and help improve the stability and handling of the all-terrain vehicle. If L4 < 150mm, the center of gravity of the suspension shaft is too far forward, the front of the all-terrain vehicle sinks seriously when braking, the rear wheel has insufficient grip, and the braking distance becomes longer; when the all-terrain vehicle accelerates, the front of the vehicle is prone to excessive lifting, affecting the acceleration performance and handling stability. When L4 > 650mm, the center of gravity of the suspension shaft is far back, the rear of the all-terrain vehicle sinks when braking, and the front braking effect is poor. When turning, the all-terrain vehicle reacts slowly and understeers significantly. The driver needs to turn the steering wheel more significantly, which increases the difficulty of driving. When L5 > 300mm, the center of gravity of the suspension shaft is too high, and the center of gravity of the all-terrain vehicle rises accordingly. When turning or being subjected to lateral force, the roll stability is greatly reduced, and rollover accidents are very likely to occur, which seriously threatens driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention will be further described below in conjunction with the accompanying drawings:

[0025] Figure 1 It is a structural schematic diagram of the all-terrain vehicle platform of the present invention;

[0026] Figure 2 It is a structural schematic diagram of the walking system of the present invention;

[0027] Figure 3 It is a structural schematic diagram of the center of gravity position of the battery assembly of the all-terrain vehicle platform of the present invention;

[0028] Figure 4 It is a structural schematic diagram of the center of gravity position of the electronic control component of the all-terrain vehicle platform of the present invention;

[0029] Figure 5 An exploded view of the all-terrain vehicle platform of the present invention;

[0030] Figure 6It is a structural schematic diagram of the all-terrain vehicle platform of the present invention from another perspective;

[0031] Figure 7 It is a structural schematic diagram of the center of gravity position of the suspension axle of the all-terrain vehicle platform of the present invention;

[0032] In the figure, 11, vehicle body; 12, walking system; 121, driving motor; 122, suspension shaft; 123, gear pack; 124, front wheel; 125, rear wheel; 126, drive axle assembly; 1261, mounting plate; 1262, drive axle plate; 1263, bridge pipe; 1264, universal joint; 13, antenna system; 14, electronic control assembly; 15, battery assembly; 161, damping shock absorber; 162, limiter; 163, limiter; 164, gap. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0034] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present invention and the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in sequences other than those illustrated or described herein.

[0035] It should be understood that in various embodiments of the present invention, the size of the serial numbers of the processes does not mean the order of execution. The execution order of the processes should be determined by their functions and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0036] It should be understood that in the present invention, "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products or apparatuses.

[0037] It should be understood that in the present invention, "plurality" refers to two or more than two. "And / or" is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, X and / or Y can represent: X exists alone, X and Y exist at the same time, and Y exists alone. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "Contains X, Y and Z", "Contains X, Y, Z" means that X, Y, and Z are all included, "Contains X, Y or Z" means that one of X, Y, and Z is included, and "Contains X, Y and / or Z" means that any one, any two, or three of X, Y, and Z are included.

[0038] The technical solution of the present invention is described in detail with specific embodiments below. The following specific embodiments can be combined or replaced with each other according to actual conditions, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0039] like Figures 1 to 7 As shown, the present invention provides an all-terrain vehicle platform, including a walking system 12, a vehicle body 11, a suspension shaft 122, a battery assembly 15 and an electronic control assembly 14. The walking system 12 is provided with at least two groups and is respectively arranged on the left and right sides of the vehicle body 11. The battery assembly 15 is arranged on the vehicle body 11 and is located between the walking systems 12 on the left and right sides. Each group of walking systems 12 includes wheels, a drive axle assembly 126, a drive motor 121, and a damping shock absorber 161. The drive motor 121 is connected to the wheel through the drive axle assembly 126. The electronic control assembly 14 controls the speed of the drive motor 121 of each group of walking systems 12 to achieve differential steering of the wheels on the left and right sides of the vehicle body 11. The drive axle assembly 126 is connected to the vehicle body 11 through the suspension shaft 122. The two ends of the damping shock absorber 161 are respectively connected to the drive axle assembly 126 and the vehicle body 11, so that the drive axle assembly 126 can float up and down relative to the vehicle body 11.

[0040] First, the walking system 12 is respectively arranged on the left and right sides of the vehicle body 11, so that the middle area of ​​the vehicle body 11 can be released, and the battery assembly 15 is installed in this area, that is, on the vehicle body 11 and between the left and right walking systems 12, which effectively solves the problem of less battery installation space in the past. In this way, it can be equipped with a larger capacity battery, thereby significantly improving the endurance of the all-terrain vehicle. Secondly, the drive axle assembly 126 and the vehicle body 11 are connected through the suspension shaft 122, and the damping shock absorber 161 is matched at the same time, so that the drive axle assembly 126 can float up and down relative to the vehicle body 11, changing the synchronous floating situation of the drive axle assembly 126 and the vehicle body 11, greatly improving the shock absorption effect, and making the all-terrain vehicle run more smoothly. Finally, the electronic control assembly 14 realizes differential steering of the wheels on the left and right sides of the vehicle body 11 by controlling the speed of each set of the walking system 12 drive motor 121. The wheels on both sides no longer rotate synchronously, which reduces the turning radius, solves the problem of difficult and inflexible steering, and improves the flexibility and controllability of the all-terrain vehicle.

[0041] It should be noted that since the all-terrain vehicle platform is not used directly, the all-terrain vehicle platform can be assembled into an all-terrain vehicle by installing components such as a vehicle shell, a seat, and a steering wheel. The effects mentioned in this application are mainly described based on the effects achieved when the all-terrain vehicle is in use. The battery assembly 15 can be a storage battery.

[0042] Furthermore, all the damping shock absorbers 161 of the walking system 12 are arranged in a left-right symmetrical manner with the center line of the front-to-back direction of the vehicle body 11 as the reference. The symmetrical layout ensures the balance of the shock absorption force on the left and right sides of the all-terrain vehicle, can more evenly distribute the impact force from the ground, effectively absorb and alleviate the bumps, and ensure the balance of the all-terrain vehicle during driving as much as possible. When driving on complex and changeable terrain, the road conditions on the left and right sides of the all-terrain vehicle are often different. There may be raised stones on one side and sunken potholes on the other side. The symmetrically distributed damping shock absorbers 161 can work independently and collaboratively according to the different road conditions on both sides, effectively buffer the impact force from the left and right sides, and avoid the tilt of the all-terrain vehicle due to excessive or weak shock absorption force on one side. The symmetrically distributed damping shock absorbers 161 can also make the weight distribution on both sides of the all-terrain vehicle more even. A more even weight distribution can allow the all-terrain vehicle to maintain better stability under various road conditions and reduce the probability of dangerous situations such as rollover due to center of gravity shift.

[0043] It should be noted that the number of damping shock absorbers 161 can be determined according to the shock absorption level of the all-terrain vehicle. The higher the shock absorption level, the more damping shock absorbers 161 can be installed.

[0044] In order to prevent the excessive floating amplitude of the drive axle assembly 126 from causing additional vibration and shaking during the driving of the all-terrain vehicle, in the present application, a downwardly extending limiter 162 is connected to the drive axle assembly 126, the bottom end of the limiter 162 is lower than the bottom surface of the vehicle body 11 and is provided with a limiter 163 bent toward the inner side of the vehicle body 11, and a gap 164 is provided between the top of the limiter 163 and the bottom surface of the vehicle body 11, which can prevent the drive axle assembly 126 from excessively shifting up and down or left and right when the all-terrain vehicle is driving. When the all-terrain vehicle is driving on a rough road, or shaking due to turning, acceleration, or deceleration, the limiter 163 can play a role in limiting the excessive displacement of the drive axle assembly 126, so that the all-terrain vehicle maintains a more stable posture, further improving driving safety and handling stability.

[0045] It should be noted that the drive axle assemblies 126 on the left and right sides of the vehicle body 11 are both provided with limit members 162 , and the limit members 162 may be limit plates, and the limit plates are L-shaped.

[0046] In this embodiment, the wheels include a front wheel 124 and a rear wheel 125 located on the same side of the vehicle body 11 and arranged along the front and rear direction of the vehicle body 11, and the front and rear ends of the drive axle assembly 126 are respectively provided with a teeth pack 123 for transmission connection with the front wheel 124 and the rear wheel 125. The teeth pack 123 can transmit the power of the drive axle assembly 126 to the front wheel 124 and the rear wheel 125 more accurately, and avoid excessive power loss during the transmission process as much as possible, so that the front wheel 124 and the rear wheel 125 of the all-terrain vehicle can obtain more sufficient power in different driving conditions such as starting, accelerating, and climbing, thereby improving the power performance and driving efficiency of the all-terrain vehicle. The teeth pack 123 is the main reducer and differential part in the differential assembly, which can achieve speed reduction and torque increase through the meshing of the gears of the main reducer, and convert the high-speed, low-torque power of the drive motor 121 into the low-speed, high-torque power required for starting and climbing of the all-terrain vehicle. When the ATV turns, the differential performs its differential function and automatically adjusts the speed difference between the front wheel 124 and the rear wheel 125, allowing the ATV to turn smoothly and better adapt to various working conditions, greatly enhancing the off-road capability and adaptability of the ATV.

[0047] In order to further improve the stability of the all-terrain vehicle, the wheels at least include a front wheel 124 and a rear wheel 125 located on the same side of the vehicle body 11 and arranged along the front and rear direction of the vehicle body 11. The center point of the line between the front wheel 124 and the rear wheel 125 is taken as the origin. The center of gravity of the battery assembly 15 is L1 in the X-axis direction, 0≤L1≤300mm from the center point. The center of gravity of the battery assembly 15 is L2 in the Y-axis direction, 0≤L2≤300mm from the center point. The front and rear and left and right weight distribution of the all-terrain vehicle is ensured to be more even as much as possible. During driving, the all-terrain vehicle can maintain a good balance state, reduce the risk of rollover caused by the center of gravity shift, and can move forward as stably as possible whether driving on a flat road or complex terrain. If the center of gravity of the battery assembly 15 exceeds this interval, the center of gravity of the all-terrain vehicle will shift, resulting in uneven loads on the front wheel 124 and the rear wheel 125. The front or rear of the all-terrain vehicle is prone to tilting when driving, affecting driving stability and increasing the difficulty of control.

[0048] Preferably, L1 and L2 are both 0, so that the vehicle can achieve a more balanced weight distribution in all directions, allowing the vehicle to maintain a high degree of balance and stability both when stationary and in motion.

[0049] Furthermore, the center of gravity of the electronic control component 14 is within a distance interval of L3 from the origin in the X-axis direction, 0≤L3≤500mm, and the center of gravity of the electronic control component 14 is located above the battery assembly 15. Limiting the center of gravity of the electronic control component 14 in the X-axis direction to a suitable interval from the center of gravity of the vehicle body 11 helps maintain the overall balance of the all-terrain vehicle. When the all-terrain vehicle is traveling, whether it is traveling in a straight line, turning, or dealing with complex road conditions, a reasonable center of gravity distribution can keep the all-terrain vehicle in a stable posture, reduce the risk of rollover due to center of gravity shift, and ensure driving safety. The center of gravity of the electronic control component 14 is located above the battery assembly 15, which makes full use of the space above the battery assembly 15, avoids the waste of internal space of the all-terrain vehicle, and makes the internal layout of the all-terrain vehicle more compact and reasonable. When the center of gravity of the electronic control component 14 is less than 0mm or greater than 500mm from the center of gravity origin of the vehicle body 11 in the X-axis direction, the load distribution of the front wheels 124 and the rear wheels 125 of the all-terrain vehicle will be unreasonable, the front of the vehicle is prone to lift up when the all-terrain vehicle accelerates, and the rear of the vehicle is prone to lift up when the all-terrain vehicle brakes, affecting the control stability and ride comfort of the all-terrain vehicle.

[0050] Preferably, L3 is 0, which further makes the weight distribution of the all-terrain vehicle more balanced, thereby further improving the stability of the all-terrain vehicle.

[0051] It should be noted that the all-terrain platform is also provided with an antenna system 13, which is arranged on the vehicle body 11 and electrically connected to the electronic control component 14, and is used to receive external signal transmission to control the travel and steering of the all-terrain platform and the operation of each module.

[0052] In this embodiment, the drive bridge assembly 126 includes a drive bridge plate 1262, a bridge pipe 1263 and a universal joint 1264. The drive bridge plate 1262 is provided with two and connected by the bridge pipe 1263. The two drive bridge plates 1262 form an installation space for fixing the teeth package 123 and the drive motor 121, which makes full use of the structural space, makes the installation of the teeth package 123 and the drive motor 121 compact and orderly, avoids mutual interference between components as much as possible, and thus ensures that each component can operate stably as much as possible. At the same time, it also optimizes the overall layout of the all-terrain vehicle, improves space utilization, and provides convenience for the reasonable arrangement of other functional modules of the all-terrain vehicle. The drive motor 121 is connected to the teeth package 123 through the universal joint 1264. The universal joint 1264 can flexibly transmit power at different angles, effectively compensates for the relative displacement and angle deviation between the drive motor 121 and the teeth package 123 caused by the vibration of the all-terrain vehicle, terrain changes and other factors, and ensures the continuity and stability of power transmission as much as possible. The bridge pipe 1263 is used to connect with the suspension shaft 122 for easy assembly. The suspension shaft 122 can be connected to the bridge tube 1263 via a latch.

[0053] In order to further improve the structural layout of the drive axle assembly 126, a mounting plate 1261 for mounting the teeth pack 123 and the drive motor 121 is connected between the two drive axle plates 1262. The mounting plate 1261 indicates the exact installation position for the drive motor 121 and the teeth pack 123, improves assembly efficiency, and also helps to optimize the overall layout of the drive axle assembly 126, making the space between the components more reasonably utilized, and avoiding space waste and component interference problems caused by chaotic layout.

[0054] Among them, the suspension shaft 122 passes through the vehicle body 11 and extends from the left and right sides of the vehicle body 11, and is connected to the drive axle assemblies 126 on the left and right sides of the vehicle body 11. It can make the various forces that the all-terrain vehicle is subjected to during driving, such as the impact force of the road surface, the gravity of the all-terrain vehicle, etc., be more evenly distributed to the entire vehicle body 11 structure, which helps to reduce the local force burden of the vehicle body 11 and reduce the risk of structural fatigue and damage.

[0055] In order to further improve the stability of the all-terrain vehicle, the center point of the line between the front wheel 124 and the rear wheel 125 is taken as the origin, the center of gravity of the suspension shaft 122 is L4 in the X-axis direction from the center point, 150mm≤L4≤650mm, and the center of gravity of the suspension shaft 122 is L5 in the Y-axis direction from the center point, 0≤L5≤300mm. Making the center of gravity of the suspension shaft 122 relatively close to the center plane of the all-terrain vehicle can achieve a better distribution of the weight of the all-terrain vehicle, which helps to improve the stability and controllability of the all-terrain vehicle. If L4<150mm, the center of gravity of the suspension shaft 122 is too far forward, the front of the all-terrain vehicle sinks severely when braking, the rear wheel 125 lacks grip, and the braking distance becomes longer; when the all-terrain vehicle accelerates, the front of the vehicle is prone to excessive lifting, affecting the acceleration performance and control stability. When L4>650mm, the center of gravity of the suspension shaft 122 is backward, the rear end of the all-terrain vehicle sinks when braking, the front braking effect is poor, and the all-terrain vehicle reacts slowly when turning, understeering is obvious, and the driver needs to turn the steering wheel more sharply, making driving more difficult. When L5>300mm, the center of gravity of the suspension shaft 122 is too high, and the center of gravity of the all-terrain vehicle rises accordingly. When turning or being subjected to lateral force, the roll stability is greatly reduced, and rollover accidents are very likely to occur, seriously threatening driving safety.

[0056] It can be understood that in other embodiments, the wheels located on the same side of the vehicle body can also be provided with three, four or other numbers. Multiple wheels contact the ground to form a wider support surface, providing a more stable foundation for the vehicle.

[0057] In addition to the above-mentioned preferred embodiments, the present invention also has other implementation modes. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection requested by the present invention.

Claims

1. An all-terrain vehicle platform, characterized in that: The vehicle comprises a walking system (12), a vehicle body (11), a suspension shaft (122), a battery assembly (15), and an electric control assembly (14); the walking system (12) is provided with at least two groups and is respectively provided on the left and right sides of the vehicle body (11); the battery assembly (15) is provided on the vehicle body (11) and is located between the walking systems (12) on the left and right sides; each group of the walking system (12) comprises a wheel, a drive axle assembly (126), a drive motor (121), and a damping shock absorber (161); the drive motor (121) The drive axle assembly (126) is connected to the wheels through a transmission connection, and the electronic control assembly (14) controls the speed of the drive motor (121) of each walking system (12) to enable the wheels on the left and right sides of the vehicle body (11) to achieve differential steering. The drive axle assembly (126) is connected to the vehicle body (11) through a suspension shaft (122), and the two ends of the damping shock absorber (161) are respectively connected to the drive axle assembly (126) and the vehicle body (11), so that the drive axle assembly (126) can float up and down relative to the vehicle body (11).

2. The all-terrain vehicle platform according to claim 1, characterized in that: All the damping shock absorbers (161) of the walking system (12) are arranged in a left-right symmetrical manner based on the center line of the front-to-back direction of the vehicle body (11).

3. The all-terrain vehicle platform according to claim 1, characterized in that: The drive axle assembly (126) is connected to a downwardly extending limiter (162), the bottom end of the limiter (162) being lower than the bottom surface of the vehicle body (11) and provided with a limiter (163) bent toward the inside of the vehicle body (11), and a gap (164) being formed between the top of the limiter (163) and the bottom surface of the vehicle body (11).

4. The all-terrain vehicle platform according to claim 1, characterized in that: The wheels at least include a front wheel (124) and a rear wheel (125) located on the same side of the vehicle body (11) and arranged along the front-rear direction of the vehicle body (11), and the front and rear ends of the drive axle assembly (126) are respectively provided with teeth (123) for transmission connection with the front wheel (124) and the rear wheel (125).

5. The all-terrain vehicle platform according to claim 4, characterized in that: The drive bridge assembly (126) comprises a drive bridge plate (1262), a bridge tube (1263) and a universal joint (1264); the drive bridge plates (1262) are provided with two and are connected via the bridge tube (1263); an installation space for fixing the teeth package (123) and the drive motor (121) is formed between the two drive bridge plates (1262); the drive motor (121) is connected to the teeth package (123) via the universal joint (1264); and the bridge tube (1263) is used to connect to the suspension shaft (122).

6. The all-terrain vehicle platform according to claim 5, characterized in that: A mounting plate (1261) for mounting a teeth pack (123) and a driving motor (121) is connected between the two driving bridge plates (1262).

7. The all-terrain vehicle platform according to claim 1, characterized in that: The wheels at least include a front wheel (124) and a rear wheel (125) located on the same side of the vehicle body (11) and arranged along the front-rear direction of the vehicle body (11), with the center point of the line between the front wheel (124) and the rear wheel (125) as the origin, the center of gravity of the battery assembly (15) in the X-axis direction is L1, 0≤L1≤300mm, and the center of gravity of the battery assembly (15) in the Y-axis direction is L2, 0≤L2≤300mm.

8. The all-terrain vehicle platform according to claim 1 or 7, characterized in that: Taking the center of gravity of the vehicle body (11) as the origin, the center of gravity of the electronic control component (14) is located at a distance interval L3 from the origin in the X-axis direction, 0≤L3≤500mm, and the center of gravity of the electronic control component (14) is located above the battery component (15).

9. The all-terrain vehicle platform according to claim 1, characterized in that: The suspension shaft (122) passes through the vehicle body (11) and extends from the left and right sides of the vehicle body (11), and is connected to the drive axle components (126) on the left and right sides of the vehicle body (11).

10. The all-terrain vehicle platform according to claim 1 or 9, characterized in that: The wheels at least include a front wheel (124) and a rear wheel (125) located on the same side of the vehicle body (11) and arranged along the front-rear direction of the vehicle body (11); with the center point of the line connecting the front wheel (124) and the rear wheel (125) as the origin, the center of gravity of the suspension shaft (122) is within a distance interval of L4 from the center point in the X-axis direction, 150 mm ≤ L4 ≤ 650 mm, and the center of gravity of the suspension shaft (122) is within a distance interval of L5 from the center point in the Y-axis direction, 0 ≤ L5 ≤ 300 mm.

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