All-terrain vehicle

Abstract

The application provides an all-terrain vehicle, which comprises a vehicle frame, a vehicle body cover, a walking system, a power system and a suspension system; the walking system is connected to the vehicle frame and partially located below the vehicle frame; the walking system comprises two groups of wheel sets arranged along the width direction of the vehicle frame, each group of wheel sets comprising at least two wheels arranged along the length direction of the vehicle frame; the suspension system comprises two groups of suspension assemblies arranged along the width direction of the vehicle frame; each suspension assembly comprises a rotating arm, which is rotatably connected to the vehicle frame and has a rotating axis substantially parallel to the width direction of the vehicle frame; the rotating arm comprises a front end portion and a rear end portion arranged along the length direction of the vehicle frame; along the length direction of the vehicle frame, the front end portion is connected to a front wheel, the rear end portion is connected to a rear wheel, and the rotating axis is located between the front end portion and the rear end portion. In the case of needing to cross a road pit, the wheels falling into the road pit can more easily descend and abut to the bottom of the road pit, thereby reducing the impact on the service life of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to an all-terrain vehicle. Background Technology

[0002] All-terrain vehicles (ATVs) are vehicles capable of traveling on all terrains, featuring a high chassis, suspension with superior shock absorption, tires with good traction, and powerful engines. Compared to ordinary vehicles, ATVs can operate in extremely harsh environments, including but not limited to beaches, mountains, forests, and swamps, and are widely used in farms and recreational facilities.

[0003] In some all-terrain vehicle models (such as UTVs), when crossing potholes, one wheel may be unable to descend and reach the bottom of the pothole due to the support of other wheels. This reduces the number of points of support between the vehicle and the ground, resulting in excessive support pressure on other wheels and affecting the vehicle's service life. Summary of the Invention

[0004] Based on this, this application provides an all-terrain vehicle in which, when it needs to cross a pothole, the wheels that fall into the pothole can more easily descend and reach the bottom of the pothole, thereby reducing the impact on the vehicle's service life.

[0005] This application provides an all-terrain vehicle, including a frame, a body panel, a running gear system, a power system, and a suspension system. The body panel at least partially covers the frame; the running gear system is connected to the frame and partially located below the frame, and includes two sets of wheel sets arranged along the width direction of the frame, each set including at least two wheels arranged along the length direction of the frame; the power system is supported by the frame and is used to drive the wheels; the suspension system includes two sets of suspension assemblies arranged along the width direction of the frame; wherein, the suspension assembly includes a rotating arm, the rotating arm is rotatably connected to the frame and has a rotation axis, the rotation axis being substantially parallel to the width direction of the frame; the rotating arm includes a front end and a rear end arranged along the length direction of the frame; along the length direction of the frame, the front end is connected to the front wheel, the rear end is connected to the rear wheel, and the rotation axis is located between the front end and the rear end.

[0006] In one embodiment, the suspension assembly further includes a main rod, and the rotating arm is rotatably connected to the vehicle frame through the main rod; the main rods of the two suspension assemblies are coaxially arranged and connected; the connection point between the main rod and the rotating arm is defined as a connection area, and either of the two connection areas can rotate relative to the other connection area about the rotation axis.

[0007] In one embodiment, each wheel set includes three wheels arranged along the length of the frame, wherein two wheels are located at the front of the frame along the length of the frame, and the other four wheels are located at the rear of the frame along the length of the frame. The suspension assembly is connected to the four wheels located at the rear of the frame.

[0008] In one embodiment, the suspension system further includes a torsion bar supported by the vehicle frame, with its two ends connected to two rotating arms along the width direction of the vehicle frame.

[0009] In one embodiment, the torsion bar includes a left section, a middle section and a right section arranged in sequence. The middle section extends substantially along the width direction of the frame and is supported by the frame. The end of the left section away from the middle section and the end of the right section away from the middle section both extend forward along the length direction of the frame and are each fixed to the nearest rotating arm.

[0010] In one embodiment, the front end and the rear end extend downwards and downwards, respectively, and the front end or the rear end is connected to a torsion bar.

[0011] In one embodiment, the suspension system further includes multiple connecting components and multiple lower control arms, each wheel being connected to the frame via a lower control arm, and each front end and each rear end being connected to a lower control arm via a connecting component, the connecting components being capable of providing upward traction and downward thrust to the wheel.

[0012] In one embodiment, the connecting assembly includes an upper connector, a lower connector, and a connecting rod connecting the upper connector and the lower connector; the upper connector is rotatably connected to the rotating arm and has a first upper centerline and a second upper centerline, and the upper connector is rotatable around the first upper centerline and the second upper centerline; the lower connector is rotatably connected to the lower control arm and has a first lower centerline and a second lower centerline, and the lower connector is rotatable around the first lower centerline and the second lower centerline; the first upper centerline and the second lower centerline are both substantially parallel to the rotation axis, and the second upper centerline and the first lower centerline are both substantially perpendicular to the rotation axis.

[0013] In one embodiment, the connecting component is a torsion bar ball pin, which includes a ball joint or a hemispherical joint; the torsion bar ball pin also includes a first connector and a second connector, one end of the first connector is fixed to the rotating arm, one end of the second connector is fixed to the lower control arm, and the other ends of the first connector and the other ends of the second connector are rotatably connected through a ball joint or a hemispherical joint.

[0014] In one embodiment, the distance from the front end to the rotation axis is equal to the distance from the rear end to the rotation axis.

[0015] Furthermore, the all-terrain vehicle provided in this application embodiment connects at least two sets of wheels through a suspension system. By strengthening the linkage between the wheels, the all-terrain vehicle's passability is improved, making it easier for the wheels of the vehicle to descend into the road pit and reach the bottom of the pit when the vehicle needs to cross it, thus reducing the impact on the vehicle's service life. Attached Figure Description

[0016] Figure 1 This is a three-dimensional schematic diagram of an all-terrain vehicle provided in an embodiment of this application.

[0017] Figure 2 This is a three-dimensional schematic diagram of the frame and suspension system of an all-terrain vehicle provided in an embodiment of this application.

[0018] Figure 3 This is a partial perspective view of the interaction between the frame and suspension system of an all-terrain vehicle provided in an embodiment of this application.

[0019] Figure 4 This is a partial perspective view of the interaction between the frame and suspension system of an all-terrain vehicle provided in an embodiment of this application.

[0020] Figure 5 This is a partial perspective view of the suspension system of an all-terrain vehicle provided in an embodiment of this application, in a coordinated state.

[0021] Figure 6 This is a schematic diagram of the connection component in an assembled state according to an embodiment of this application.

[0022] Figure 7 This is a schematic diagram of the connection component in an assembled state, which is provided as another embodiment of this application. Detailed Implementation

[0023] The following description will be given with reference to the accompanying drawings for a more complete description of the present application. The drawings illustrate exemplary embodiments of the present application. However, the present application may be implemented in many different forms and should not be construed as limited to the exemplary embodiments set forth herein. These exemplary embodiments are provided to make the present application thorough and complete, and to fully convey the scope of the present application to those skilled in the art. Similar reference numerals denote the same or similar components. The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to limit the present application. As used herein, the singular forms “a,” “an,” and “the” are intended to also include the plural forms unless the context clearly indicates otherwise. Furthermore, when used herein, “comprising” and / or “including” and / or “having,” integers, steps, operations, components, and / or components, but without excluding the presence or addition of one or more other features, regions, integers, steps, operations, components, and / or groups thereof. Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. Furthermore, unless explicitly defined herein, terms such as those defined in a general dictionary should be interpreted as having the same meaning as they have in the relevant technology and in the content of this application, and should not be interpreted as having an idealized or overly formal meaning.

[0024] The following description, in conjunction with the accompanying drawings, illustrates exemplary embodiments. It should be noted that components depicted in the drawings are not necessarily shown to scale; and identical or similar components will be designated with the same or similar reference numerals or similar technical terms.

[0025] As will be understood by those skilled in the art, an “all-terrain vehicle” refers to a light vehicle designed specifically for driving on a variety of terrains, typically having multiple wheels, high ground clearance, and wide tires to adapt to different road conditions.

[0026] Those skilled in the art will understand that the "frame" is a key component and main load-bearing component of an all-terrain vehicle, playing a vital role in the reliability and service life of the entire vehicle. The vehicle's handling stability, driving safety, and ride comfort are also inseparable from the structure and performance of the frame.

[0027] Those skilled in the art will understand that "body panels" refer to various components covering the vehicle frame, which not only protect the frame and internal components but also significantly influence the vehicle's appearance and aerodynamic performance. Body panels include, but are not limited to, bumpers (installed at the front and rear of the vehicle to absorb collision energy and protect the vehicle and passengers), running boards (components for the driver and passengers to step on when getting in and out of the vehicle, usually located below the doors), mudguards (installed above the wheels to block mud, water, and other splashes, protecting the vehicle body and pedestrians), front and rear body panels (large components covering the front and rear of the frame, forming the main body of the vehicle's shape, typically including the hood, trunk lid, etc.), and stamped parts (components manufactured through stamping processes, such as instrument panels, fuel tanks, etc.).

[0028] As will be understood by those skilled in the art, a “mobility system” refers to the collection of components and technologies on an all-terrain vehicle for moving and adapting to different terrains.

[0029] As will be understood by those skilled in the art, "power system" refers to a collection of components and technologies that provide power to an all-terrain vehicle and enable it to travel on a variety of complex terrains.

[0030] The specific embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0031] like Figure 1 and Figure 2 As shown, this application embodiment provides an all-terrain vehicle 100, which includes a frame 17, a body panel 19, a running system 16, a power system 18, and a suspension system 10. The body panel 19 at least partially covers the frame 17; the running system 16 is connected to the frame 17 and partially located below the frame 17, the running system 16 includes two sets of wheels arranged along the width direction of the frame 17, each set of wheels including at least two wheels 160 arranged along the length direction of the frame 17; the power system 18 is supported by the frame 17 and is used to drive the wheels 160; the suspension system 10 includes two sets of suspension assemblies 11 arranged along the width direction of the frame 17, the two sets of suspension assemblies 11 are respectively connected to the two sets of wheels, and the suspension assemblies 11 are also connected to the frame 17.

[0032] For ease of understanding, this application defines the directions of front, rear, left, right, up, and down. The front-rear direction refers to the length of the frame 17 of the all-terrain vehicle 100, the left-right direction refers to the width of the frame 17, and the up-down direction refers to the height of the frame 17. In this embodiment, the directions of front, rear, left, right, up, and down are based on the state of the all-terrain vehicle 100 traveling on a level surface, not on a sloping surface.

[0033] In this embodiment, the walking system 16 includes at least three sets of wheels 160, of which at least one set of wheels 160 are front wheels and at least two sets of wheels 160 are rear wheels; the suspension system 10 connects the at least two sets of wheels 160 arranged front and rear along the length of the frame 17. In the illustration, the walking system 16 includes six wheels 160, of which two wheels 160 are located at the front of the frame 17 along the length of the frame 17, and the other four wheels 160 are located at the rear of the frame 17 along the length of the frame 17. The suspension assembly 11 is connected to the four wheels 160 located at the rear of the frame 17. In other embodiments, the suspension system 10 may also connect at least two sets of front wheels, or multiple suspension systems 10 may connect at least two sets of front wheels and at least two sets of rear wheels respectively. Those skilled in the art will understand that this is certainly achievable, and will not be elaborated upon here.

[0034] Further integration Figure 3 As shown, in one embodiment, the suspension assembly 11 includes a rotating arm 111, which is rotatably connected to the frame 17 and has a rotation axis 1110, which is substantially parallel to the width direction of the frame 17. The rotating arm 111 includes a front end portion 1111 and a rear end portion 1112 arranged along the length direction of the frame 17; along the length direction of the frame 17, the front end portion 1111 is connected to a forward wheel 160, and the rear end portion 1112 is connected to a rearward wheel 160. The rotation axis 1110 is located between the front end portion 1111 and the rear end portion 1112 along the length direction of the frame 17.

[0035] Furthermore, the all-terrain vehicle 100 provided in this application embodiment is connected to at least two sets of wheels 160 through the suspension system 10. By strengthening the linkage between the wheels 160, the passability of the all-terrain vehicle 100 is improved. Specifically, the suspension system 10 includes two suspension components 11 arranged on the left and right sides, which respectively cooperate with the left and right wheels 160. The front end 1111 and the rear end 1112 of the rotating arm 111 are respectively connected to the front wheel 160 and the rear wheel 160 along the length direction of the frame 17. The front wheel 160 and the rear wheel 160 on the same side are linked by the rotating arm 111. The rotation axis 1110 is located between the front end 1111 and the rear end 1112 along the length direction of the frame 17. The rotating arm 111 can rotate with the rotation axis 1110, which is basically parallel to the width direction of the frame 17, and drive the front end 1111 and the rear end 1112 to swing synchronously, so that the front end 1111 and the rear end 1112 can be linked in opposite directions in the front-back direction and the up-down direction, avoiding the situation where one side of the wheel 160 is completely suspended, and improving the passability of the all-terrain vehicle 100.

[0036] It should be explained that the "reverse linkage" of the front end 1111 and the rear end 1112 means that the front end 1111 and the rear end 1112 are located on both sides of the rotation axis 1110. When the rotating arm 111 rotates along the rotation axis 1110, if the front end 1111 swings downward, the rear end 1112 will swing upward, and if the front end 1111 swings upward, the rear end 1112 will swing downward; similarly, if the rear end 1112 swings downward, the front end 1111 will swing upward, and if the rear end 1112 swings upward, the front end 1111 will swing downward.

[0037] In one embodiment, the front end portion 1111 and the rear end portion 1112 are respectively connected to the rotation axis 1110 of the rotating arm 111 via rigid rods. Alternatively, the front end portion 1111 and the rear end portion 1112 are in the form of rigid swing arms, with the rotation axis 1110 approximately located at the connection between the front end portion 1111 and the rear end portion 1112. The shapes of the front end portion 1111 and the rear end portion 1112 can be designed according to actual needs, such as being designed as a triangular plate shape or other structures that can achieve transmission and avoidance, which will not be elaborated here.

[0038] Understandably, the front end 1111 and the rear end 1112 can be directly connected to achieve real-time linkage between them; that is, the front end 1111 swings downward while the rear end 1112 swings upward, or the front end 1111 swings upward while the rear end 1112 swings downward, or the rear end 1112 swings downward while the front end 1111 swings upward, or the rear end 1112 swings upward while the front end 1111 swings downward. The rotating arm 111 can achieve real-time linkage between the wheels 160 on the same side, improving the real-time response efficiency of the all-terrain vehicle 100 when encountering obstacles and ensuring its passability.

[0039] In this embodiment, the front end portion 1111 and the rear end portion 1112 are plate-shaped with approximately the same shape. The distance between the front end portion 1111 and the rotation axis 1110 is equal to the distance between the rear end portion 1112 and the rotation axis 1110. The rotating arm 111 is located approximately between the front wheel 160 and the rear wheel 160 in the front-rear direction, and the rotation axis 1110 is located approximately in the middle of the front wheel 160 and the rear wheel 160 in the front-rear direction.

[0040] Understandably, the front end 1111 and the rear end 1112, which are equidistant, are roughly symmetrically arranged. This symmetrical structure reduces the difficulty of vehicle design while ensuring smoother linkage between the front wheel 160 and the rear wheel 160.

[0041] In other embodiments, the distances of the front end 1111 and the rear end 1112 from the rotation axis 1110 may be different, and can be appropriately adjusted according to the actual design position of the front wheel 160 and the rear wheel 160 and / or the outer diameter of the wheel 160, etc. Those skilled in the art will understand that this is certainly achievable, and will not be elaborated here.

[0042] In one embodiment, the wheels 160 in the two sets of wheels correspond one-to-one, and the corresponding wheels 160 are arranged along the width direction of the frame 17. Two rotating arms 111 are arranged left and right along the width direction of the frame 17. The front end 1111 and the rear end 1112 of one rotating arm 111 are respectively connected to the two left wheels, and the front end 1111 and the rear end 1112 of the other rotating arm 111 are respectively connected to the two right wheels.

[0043] In this embodiment, each set of wheels 160 includes one left wheel and one right wheel, and at least two sets of wheels 160 correspondingly include at least two left wheels and at least two right wheels. The suspension system 10 includes two suspension components 11 arranged left and right along the width direction of the frame 17. One suspension component 11 is connected to several left wheels located on the left side, and the other suspension component 11 is connected to several right wheels located on the right side. Different rotating arms 111 can be linked in real time to correspond to different side wheels 160, improving the all-terrain vehicle 100's ability to cope with complex road surfaces and ensuring its passability.

[0044] In other embodiments, the suspension assembly 11 may also be provided on one side, that is, on the left or right side of the all-terrain vehicle 100; or, the number of suspension assemblies 11 may be more than two to accommodate other numbers of wheels 160. Those skilled in the art will understand that this is certainly feasible, and will not be elaborated here.

[0045] In one embodiment, the suspension assembly 11 further includes a main rod 112, and the rotating arm 111 is rotatably connected to the frame 17 via the main rod 112. The main rods 112 of the two suspension assemblies 11 are coaxially arranged and connected; the connection point between the main rod 112 and the rotating arm 111 is defined as the connection area 1120, and either of the two connection areas 1120 can rotate relative to the other connection area 1120 about the rotation axis 1110.

[0046] Understandably, the two suspension components 11 are rotatably connected to the frame 17 via the main rod 112. The two suspension components 11 located on the left and right sides of the frame 17 can rotate relative to the main rod 112. That is, the suspension components 11 located on different sides of the frame 17 can move independently, thereby adapting to the road conditions they encounter. Different rotating arms 111 can be linked in real time to the wheels 160 on different sides, improving the all-terrain vehicle 100's ability to cope with complex road surfaces and ensuring its passability.

[0047] In this embodiment, there can be one main rod 112, which is arranged approximately in a left-right direction. Bearings can be provided at the left and right ends of the main rod 112. Two suspension assemblies 11 are rotatably connected to the left and right ends of the main rod 112, respectively. In other embodiments, there can be two main rods 112, or the same number as the rotating arms 111, with several main rods 112 connected to the frame 17. Those skilled in the art will understand that this is certainly achievable, and will not be elaborated upon here.

[0048] In one embodiment, the suspension assembly 11 further includes a torsion bar 12, a travel linkage assembly 14, and a connecting assembly 13. The travel linkage assembly 14 is used to connect the wheels 160 and the frame 17. There can be multiple travel linkage assemblies 14, each adapted to fit multiple wheels 160. The connecting assembly 13 is used to connect the travel linkage assembly 14 and the suspension assembly 11. The suspension assembly 11 is linked with the travel linkage assembly 14 through the connecting assembly 13, and then linked with the wheels 160 through the travel linkage assembly 14. The torsion bar 12 is connected to the suspension assembly 11 and is linked with the wheels 160 through the suspension assembly 11, the connecting assembly 13, and the travel linkage assembly 14.

[0049] In this embodiment, the frame 17 includes upper longitudinal beams 171 and lower longitudinal beams 172 spaced apart in the vertical direction. There are two upper longitudinal beams 171, extending parallel to each other in the longitudinal direction. There are also two lower longitudinal beams 172, extending parallel to each other in the longitudinal direction. The frame 17 also includes a latch 173 for connecting the lower longitudinal beams 172 and the torsion bar 12. The power system 18 includes a driveshaft 181 and a differential assembly 182. The driveshaft 181 extends generally in the longitudinal direction and is located between the upper and lower longitudinal beams 171 and 172. The driveshaft 181 is connected to the differential assembly 182 located at the rear of the frame 17. The differential assembly 182 may include a differential and a reducer; its specific structure is not described in detail.

[0050] Further integration Figure 4 As shown, in one embodiment, the torsion bar 12 extends along the width direction of the frame 17 and is supported by the frame 17. The left and right ends of the torsion bar 12 along the width direction of the frame 17 are respectively connected to two rotating arms 111.

[0051] In this embodiment, the torsion bar 12 extends generally in the left-right direction, rests on the upper part of the lower longitudinal beam 172, and is fixedly connected to the two lower longitudinal beams 172 by two latches 173. Each latch 173 has a through hole extending in the left-right direction, through which the torsion bar 12 passes. This achieves both fixation of the torsion bar 12 and ensures that the torsion bar 12 can rotate.

[0052] In one embodiment, the torsion bar 12 includes a left segment 121, a middle segment 122, and a right segment 123 arranged sequentially. The middle segment 122 extends substantially along the width direction of the frame 17 and is supported by the frame 17. The ends of the left segment 121 and the right segment 123 that are away from the middle segment 122 both extend forward along the length direction of the frame 17 and are each fixed to the nearest rotating arm 111.

[0053] In this embodiment, the middle section 122 is generally a straight rod extending in the left-right direction, and its two ends are connected to the two lower longitudinal beams 172 respectively via two latches 173. The left section 121 and the right section 123 are respectively connected to the middle section 122 and extend forward in the front-rear direction, for connecting with the two front end sections 1111 to link with the two front wheels 160. In other embodiments, the left section 121 and the right section 123 are respectively connected to the middle section 122 and extend backward in the front-rear direction, for connecting with the two rear end sections 1112 to link with the two rear wheels 160. It is understood that the torsion bar 12 is typically configured to connect with a left wheel and a right wheel arranged along the width direction of the frame 17 respectively.

[0054] In one embodiment, the front end 1111 or the rear end 1112 is connected to the torsion bar 12. That is, the left segment 121 and the right segment 123 of the torsion bar 12 are both connected to the two front ends 1111, or the left segment 121 and the right segment 123 of the torsion bar 12 are both connected to the two rear ends 1112, for adjusting the balance of the left and right sides of the all-terrain vehicle 100.

[0055] Understandably, the torsion bar 12 can twist and provide corresponding force, which can reduce the vertical height difference between the left and right sides of the all-terrain vehicle 100 during travel, making the vehicle's posture more stable.

[0056] Further integration Figure 5 As shown, in one embodiment, the walking linkage assembly 14 includes a lower control arm 141, an upper control arm 142, and a drive connection portion 143. One end of the lower control arm 141 in the left-right direction is rotatably connected to the lower longitudinal beam 172, and the other end of the lower control arm 141 in the left-right direction is connected to the lower end of the drive connection portion 143; one end of the upper control arm 142 in the left-right direction is rotatably connected to the upper longitudinal beam 171, and the other end of the upper control arm 142 in the left-right direction is connected to the upper end of the drive connection portion 143; the drive connection portion 143 includes at least a steering knuckle capable of rotatably connecting the wheel 160. The lower control arm 141 and the upper control arm 142 cooperate to movably connect the wheel 160 to the frame 17. The multiple upper control arms 142 corresponding to the multiple walking linkage assemblies 14 are all connected to the upper longitudinal beam 171 and spaced apart, and the multiple lower control arms 141 corresponding to the multiple walking linkage assemblies 14 are all connected to the lower longitudinal beam 172 and spaced apart, for connecting multiple wheels 160.

[0057] In this embodiment, the lower control arm 141 and the upper control arm 142 are generally frame structures; in other embodiments, the lower control arm 141 and the upper control arm 142 may also be other linkage transmission structures, which those skilled in the art will understand is certainly feasible, and will not be elaborated here.

[0058] In other embodiments, the walking linkage assembly 14 may further include a shock absorber 144, or the shock absorber 144 may be a separate component. The shock absorber 144 includes a connecting rod and an elastic element. The upper end of the shock absorber 144 in the vertical direction can be connected to the frame 17, and the lower end of the shock absorber 144 in the vertical direction can be connected to the lower control arm 141, and then to the wheel 160, for filtering vibrations transmitted from the wheel 160 to the frame 17. The shock absorber 144 can use known and feasible structures, which will not be described in detail here.

[0059] In one embodiment, each wheel 160 is connected to the frame 17 via a lower control arm 141, and each front end 1111 and each rear end 1112 is connected to a lower control arm 141 via a connecting assembly 13, which can provide the wheel 160 with an upward pulling force and a downward thrust force.

[0060] In this embodiment, the front end portion 1111 and the rear end portion 1112 extend downwards and forwards, respectively. It can be understood that both the front end portion 1111 and the rear end portion 1112 extend downwards to connect to the lower control arm 141 and are connected to the torsion bar 12, further improving the linkage between the multiple wheels 160, so that the all-terrain vehicle 100 has a better body posture and better passability.

[0061] Further integration Figure 6 As shown, in one embodiment, the connecting assembly 13 includes an upper connector 131, a lower connector 132, and a connecting rod 133 connecting the upper connector 131 and the lower connector 132. The upper connector 131 is rotatably connected to the rotating arm 111 and has a first upper centerline 1310 and a second upper centerline 1331, and the upper connector 131 is rotatable about the first upper centerline 1310 and the second upper centerline 1331. The lower connector 132 is rotatably connected to the lower control arm 141 and has a first lower centerline 1320 and a second lower centerline 1332, and the lower connector 132 is rotatable about the first lower centerline 1320 and the second lower centerline 1332. The first upper centerline 1310 and the second lower centerline 1332 are both substantially parallel to the rotation axis 1110, and the second upper centerline 1331 and the first lower centerline 1320 are both substantially perpendicular to the rotation axis 1110.

[0062] Understandably, the upper connector 131 is rotatably connected to the rotating arm 111, and the lower connector 132 is rotatably connected to the lower control arm 141. At the same time, the connecting rod 133 can be connected to the upper connector 131 and the lower connector 132 respectively and rotated, so that the rotating arm 111 and the lower control arm 141 have better freedom of movement. In complex driving, the rotating arm 111 and the lower control arm 141 can always maintain a good connection effect, achieving linkage without excessive interference.

[0063] Further integration Figure 7 As shown, in one embodiment, the connecting component 13 is a torsion bar ball joint, which includes a ball joint or a hemispherical joint; the torsion bar ball joint also includes a first connector 135 and a second connector 136, which are rotatably connected by a ball joint or a hemispherical joint. One end of the first connector 135 is fixed to the rotating arm 111, one end of the second connector 136 is fixed to the lower control arm 141, and the other end of the first connector 135 is rotatably connected to the other end of the second connector 136.

[0064] Understandably, one end of the first connector 135 is provided with a ball head 1351 and the other end can be connected to the rotating arm 111. One end of the second connector 136 is provided with an arc-shaped groove 1361 and the other end can be connected to the lower control arm 141. The ball head 1351 can be locked in the arc-shaped groove 1361 and can rotate circumferentially without coming out, so that the rotating arm 111 and the lower control arm 141 have better freedom of movement. In complex driving, the rotating arm 111 and the lower control arm 141 can always maintain a good connection effect, so as to achieve linkage without excessive interference.

[0065] The specific embodiments of this application have been described above with reference to the accompanying drawings. However, those skilled in the art will understand that various changes and substitutions can be made to the specific embodiments of this application without departing from the spirit and scope of this application. All such changes and substitutions fall within the scope defined by this application.

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A walking system is connected to the frame and partially located below the frame. The walking system includes two sets of wheels arranged along the width direction of the frame, and each set of wheels includes at least two wheels arranged along the length direction of the frame. A power system, which is supported by the vehicle frame and is used to drive the wheels; A suspension system comprising two sets of suspension assemblies arranged along the width direction of the vehicle frame; The suspension assembly is characterized in that it includes a rotating arm, which is rotatably connected to the frame and has a rotation axis that is substantially parallel to the width direction of the frame; the rotating arm includes a front end and a rear end arranged along the length direction of the frame; along the length direction of the frame, the front end is connected to the front wheel, the rear end is connected to the rear wheel, and the rotation axis is located between the front end and the rear end.

2. The all-terrain vehicle as described in claim 1, characterized in that, The suspension assembly also includes a main rod, and the rotating arm is rotatably connected to the vehicle frame through the main rod; the main rods of the two suspension assemblies are coaxially arranged and connected; the connection point between the main rod and the rotating arm is defined as a connection area, and either of the two connection areas can rotate relative to the other connection area around the rotation axis.

3. The all-terrain vehicle as described in claim 1, characterized in that, Each wheel assembly includes three wheels arranged along the length of the frame, with two wheels located at the front of the frame and the other four wheels located at the rear of the frame. The suspension assembly is connected to the four wheels located at the rear of the frame.

4. The all-terrain vehicle as described in claim 1, characterized in that, The suspension system also includes a torsion bar supported by the frame, with both ends of the torsion bar connected to the two rotating arms along the width direction of the frame.

5. The all-terrain vehicle as described in claim 4, characterized in that, The torsion bar includes a left section, a middle section, and a right section arranged in sequence. The middle section extends substantially along the width direction of the frame and is supported by the frame. The ends of the left section and the right section that are away from the middle section both extend forward along the length direction of the frame and are each fixed to the nearest rotating arm.

6. The all-terrain vehicle as described in claim 4, characterized in that, The front end and the rear end extend downwards and downwards respectively, and the front end or the rear end is connected to the torsion bar.

7. The all-terrain vehicle as described in claim 1, characterized in that, The suspension system also includes multiple connecting components and multiple lower control arms. Each wheel is connected to the frame via a lower control arm, and each front end and each rear end is connected to a lower control arm via a connecting component. The connecting components are capable of providing upward traction and downward thrust to the wheel.

8. The all-terrain vehicle as described in claim 7, characterized in that, The connecting assembly includes an upper connector, a lower connector, and a connecting rod connecting the upper connector and the lower connector; The upper connector is rotatably connected to the rotating arm and has a first upper center line and a second upper center line. The upper connector can rotate around the first upper center line and the second upper center line. The lower connector is rotatably connected to the lower control arm and has a first lower center line and a second lower center line. The lower connector can rotate around the first lower center line and the second lower center line. The first upper center line and the second lower center line are both basically parallel to the rotation axis, and the second upper center line and the first lower center line are both basically perpendicular to the rotation axis.

9. The all-terrain vehicle as described in claim 7, characterized in that, The connecting component is a torsion bar ball pin, which includes a ball joint or a hemispherical joint; the torsion bar ball pin also includes a first connector and a second connector, one end of the first connector is fixed to the rotating arm, one end of the second connector is fixed to the lower control arm, and the other end of the first connector and the other end of the second connector are rotatably connected through the ball joint or the hemispherical joint.

10. The all-terrain vehicle as described in claim 1, characterized in that, The distance from the front end to the axis of rotation is equal to the distance from the rear end to the axis of rotation.

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