All-terrain vehicle

Abstract

The utility model provides an all-terrain vehicle which comprises a left front constant-speed driving shaft, a right front constant-speed driving shaft, a left rear constant-speed driving shaft, a right rear constant-speed driving shaft, a front axle and a rear axle, and the left front constant-speed driving shaft comprises a first inner ball cage type constant-speed universal joint connected with the front axle; the right front constant-speed driving shaft comprises a second inner ball cage type constant-speed universal joint connected with the front axle; the left rear constant-speed driving shaft comprises a third inner ball cage type constant-speed universal joint connected with the rear axle; the right rear constant-speed driving shaft comprises a fourth inner ball cage type constant-speed universal joint connected with the rear axle; the distance between the center of the left front wheel and the center of the right front wheel in the left-right direction is L1, the distance between the center of the left rear wheel and the center of the right rear wheel in the left-right direction is L2, and the distance between the steel ball center of the first inner spherical cage type constant velocity universal joint and the steel ball center of the second inner spherical cage type constant velocity universal joint in the left-right direction is LF. The distance between the steel ball center of the third inner spherical cage type constant velocity universal joint and the steel ball center of the fourth inner spherical cage type constant velocity universal joint in the left-right direction is LR; wherein LF / L1 is larger than or equal to 0.08 and smaller than or equal to 0.25, and LR / L2 is larger than or equal to 0.11 and smaller than or equal to

Description

Technical Field

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

[0002] All-terrain vehicles are often used for field transportation, field rescue, field exploration, field construction and other purposes. The field terrain is complex, such as beaches, riverbeds, forest roads, streams, and harsh desert terrain. Therefore, it is very important for all-terrain vehicles to have good handling stability and ensure driving safety. Utility Model Content

[0003] In order to solve the above problems, an embodiment of the present application provides an all-terrain vehicle to at least partially solve the above problems.

[0004] The present application provides an all-terrain vehicle, the all-terrain vehicle comprising a left front wheel, a right front wheel, a left rear wheel, a right rear wheel, a left front constant velocity drive shaft, a right front constant velocity drive shaft, a left rear constant velocity drive shaft, a right rear constant velocity drive shaft, a front axle and a rear axle, the front axle is connected between the left front constant velocity drive shaft and the right front constant velocity drive shaft, the rear axle is connected between the left rear constant velocity drive shaft and the right rear constant velocity drive shaft, the left end of the left front constant velocity drive shaft is connected to the left front wheel, the The right end of the left front constant velocity drive shaft includes a first inner ball cage type constant velocity universal joint slidingly connected to the front axle; the right end of the right front constant velocity drive shaft is connected to the right front wheel, and the left end of the right front constant velocity drive shaft includes a second inner ball cage type constant velocity universal joint slidingly connected to the front axle; the left end of the left rear constant velocity drive shaft is connected to the left rear wheel, and the right end of the left rear constant velocity drive shaft includes a third inner ball cage type constant velocity universal joint slidingly connected to the rear axle; the right rear constant velocity drive shaft The right end of the driving shaft is connected to the right rear wheel, and the left end of the right rear constant velocity drive shaft includes a fourth inner ball cage type constant velocity joint slidingly connected to the rear axle; the distance between the center of the left front wheel and the center of the right front wheel in the left-right direction is L1, the distance between the center of the left rear wheel and the center of the right rear wheel in the left-right direction is L2, the distance between the center of the steel ball of the first inner ball cage type constant velocity joint and the center of the steel ball of the second inner ball cage type constant velocity joint in the left-right direction is LF, and the distance between the center of the steel ball of the third inner ball cage type constant velocity joint and the center of the steel ball of the fourth inner ball cage type constant velocity joint in the left-right direction is LR; wherein, within the full stroke of the left front wheel and the right front wheel bouncing in the up-down direction relative to the front axle, 0.08≤LF / L1≤0.25; within the full stroke of the left rear wheel and the right rear wheel bouncing in the up-down direction relative to the rear axle, 0.11≤LR / L2≤0.28.

[0005] Optionally, the all-terrain vehicle further includes an engine, a frame and a seat in a cockpit, wherein the seat and the engine are both mounted on the frame, and the engine is located behind the seat.

[0006] Optionally, the frame includes a main frame and a rear sub-frame, the rear sub-frame is installed at the rear end of the main frame and is located above the main frame, and the all-terrain vehicle also includes a left rear swing arm assembly, a right rear swing arm assembly and a rear stabilizer bar; the inner end of the left rear swing arm assembly is rotatably connected to the rear sub-frame, and the outer end is rotatably connected to the left rear wheel, the inner end of the right rear swing arm assembly is rotatably connected to the rear sub-frame, and the outer end is rotatably connected to the right rear wheel, the rear stabilizer bar is C-shaped and is located behind the engine, the C-shaped opening of the rear stabilizer bar faces rearward, the middle part of the rear stabilizer bar is rotatably connected to the main frame, and the left and right ends of the rear stabilizer bar are respectively connected to the left rear swing arm assembly and the right rear swing arm assembly.

[0007] Optionally, the left rear swing arm assembly includes a left rear upper swing arm and a left rear lower swing arm, the right rear swing arm assembly includes a right rear upper swing arm and a right rear lower swing arm, and the all-terrain vehicle also includes a left rear wheel axle mounting seat and a right rear wheel axle mounting seat; the left rear wheel is mounted on the left rear wheel axle mounting seat, the upper end of the left rear wheel axle mounting seat is rotationally connected to the left rear upper swing arm via a ball pin, and the lower end is rotationally connected to the left rear lower swing arm via a ball pin; the right rear wheel is mounted on the right rear wheel axle mounting seat, the upper end of the right rear wheel axle mounting seat is rotationally connected to the right rear upper swing arm via a ball pin, and the lower end is rotationally connected to the right rear lower swing arm via a ball pin.

[0008] Optionally, the all-terrain vehicle may further include a left rear shock absorber and a right rear shock absorber, wherein the upper end of the left rear shock absorber is connected to the rear sub-frame, and the lower end is connected to the left rear swing arm assembly; the upper end of the right rear shock absorber is connected to the rear sub-frame, and the lower end is connected to the right rear swing arm assembly.

[0009] Optionally, the all-terrain vehicle includes two rear connecting structures spaced apart in the left-right direction, the rear stabilizer bar is rotatably connected to the main frame via the rear connecting structures, and the rear connecting structure includes a rear buffer member, which is sleeved on the rear stabilizer bar.

[0010] Optionally, the frame also includes a front sub-frame, which is mounted at the front end of the main frame and located above the main frame; the all-terrain vehicle also includes a left front rocker arm assembly, a right front rocker arm assembly and a front stabilizer bar; the inner end of the left front rocker arm assembly is pivotally connected to the front sub-frame, and the outer end is rotationally connected to the left front wheel, the inner end of the right front rocker arm assembly is pivotally connected to the front sub-frame, and the outer end is rotationally connected to the right front wheel; the front stabilizer bar is C-shaped and located in front of the front sub-frame, the C-shaped opening of the front stabilizer bar faces rearward, the middle part of the front stabilizer bar is rotationally connected to the front sub-frame, and the left and right ends of the front stabilizer bar are respectively connected to the left front rocker arm assembly and the right front rocker arm assembly.

[0011] Optionally, the left front rocker arm assembly includes a left front upper rocker arm and a left front lower rocker arm, the right front rocker arm assembly includes a right front upper rocker arm and a right front lower rocker arm, and the all-terrain vehicle also includes a left steering knuckle and a right steering knuckle; the left front wheel is mounted on the left steering knuckle, the upper end of the left steering knuckle is rotationally connected to the left front upper rocker arm via a ball pin, and the lower end is rotationally connected to the left front lower rocker arm via a ball pin; the right front wheel is mounted on the left steering knuckle, the upper end of the right steering knuckle is rotationally connected to the right front upper rocker arm via a ball pin, and the lower end is rotationally connected to the right front lower rocker arm via a ball pin.

[0012] Optionally, the all-terrain vehicle may further include a left front shock absorber and a right front shock absorber, wherein the upper end of the left front shock absorber is connected to the front sub-frame, and the lower end is connected to the left front rocker arm assembly; the upper end of the right front shock absorber is connected to the front sub-frame, and the lower end is connected to the right front rocker arm assembly.

[0013] Optionally, the all-terrain vehicle includes two front connecting structures spaced apart in the left-right direction, the front stabilizer bar is rotatably connected to the front sub-frame via the front connecting structure, and the front connecting structure includes a front buffer member, which is sleeved on the front stabilizer bar.

[0014] Based on the above-mentioned all-terrain vehicle provided by the present application, by optimizing the proportional relationship between LF and L1, and by optimizing the proportional relationship between LR and L2, when arranging the constant velocity drive shaft of the all-terrain vehicle, the distance between the front axle and the rear axle can be increased as much as possible to improve the handling stability of the vehicle, while improving the service life of the constant velocity drive shaft. Further, the positioning parameters of the four wheels can be optimized, such as making the change of the wheel camber angle smaller and reducing the wear rate of the tire. Regarding improving the service life of the constant velocity drive shaft, it can be understood that: by optimizing the proportional relationship between LF and L1, it is conducive to reducing the swing angle of the two front constant velocity drive shafts and the slip amount in the left and right directions, thereby reducing the working temperature of the two front constant velocity drive shafts, thereby helping to improve the service life; by optimizing the proportional relationship between LR and L2, it is conducive to reducing the swing angle of the two rear constant velocity drive shafts and the slip amount in the left and right directions, thereby reducing the working temperature of the constant velocity drive shaft, thereby helping to improve the service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The following drawings are intended only to illustrate and explain the present application, and do not limit the scope of the present application.

[0016] Figure 1 1 is a top view of an all-terrain vehicle provided by an exemplary embodiment of the present application, wherein a partial structure is shown.

[0017] Figure 2 It is a schematic diagram of the connection between a front constant velocity drive shaft and a front axle in an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0018] Figure 3 It is a schematic diagram of the connection between a rear constant velocity drive shaft and a rear axle in an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0019] Figure 4 It is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0020] Figure 5 It is a schematic diagram of the relative positions of a seat and a front drive shaft in an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0021] Figure 6 is a front view of a support for an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0022] Figure 7 1 is a top view of an all-terrain vehicle provided by an exemplary embodiment of the present application, wherein a partial structure is shown.

[0023] Figure 8 It is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0024] Fig. 9 is based on Figure 8 Rear view of.

[0025] Fig.10 is based on Figure 8 Front view of.

[0026] Fig.11 It is a schematic diagram of a partial structure of an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0027] Fig.12 is based on Fig.11 Top view of the .

[0028] Fig.13 is based on Fig.11 Left view of .

[0029] Fig.14 It is a schematic diagram of a partial structure of an all-terrain vehicle provided by an exemplary embodiment of the present application.

[0030] Fig.15 is based on Fig.14 Left view of the local structure.

[0031] Reference numerals:

[0032] 10-frame, 11-front sub-frame, 12-rear sub-frame; 13-main frame, 131-first crossbar, 132-second crossbar, 133-longitudinal beam,

[0033] 14-seat, 141-driver seat cushion, 142-passenger seat cushion, 143-support, 1431-first leg, 1432-second leg;

[0034] 201-left front wheel, 202-right front wheel, 203-left rear wheel, 204-right rear wheel,

[0035] 21-engine, 22-front axle, 23-rear axle, 24-front drive shaft, 25-rear drive shaft, 261-left front constant velocity drive shaft,

[0036] 262-right front constant velocity drive shaft, 271-left rear constant velocity drive shaft, 272-right rear constant velocity drive shaft;

[0037] 31-Front stabilizer bar, 32-Rear stabilizer bar,

[0038] 41-front connecting structure, 411-front mounting seat, 412-front buffer,

[0039] 42-rear connecting structure, 421-rear mounting seat, 422-rear buffer,

[0040] 51-left front rocker arm assembly, 511-left front upper rocker arm, 512-left front lower rocker arm,

[0041] 52-right front rocker arm assembly, 521-right front upper rocker arm, 522-right front lower rocker arm,

[0042] 53-left rear rocker arm assembly, 531-left rear upper rocker arm, 532-left rear lower rocker arm,

[0043] 54-right rear rocker arm assembly, 541-right rear upper rocker arm, 542-right rear lower rocker arm,

[0044] 61-left front shock absorber, 62-right front shock absorber, 63-left rear shock absorber, 64-right rear shock absorber;

[0045] 71-left front ball pin assembly, 72-right front ball pin assembly, 73-left rear ball pin assembly, 74-right rear ball pin assembly;

[0046] 81 - left steering knuckle, 82 - right steering knuckle, 83 - left rear wheel axle mounting seat, 84 - right rear wheel axle mounting seat. DETAILED DESCRIPTION

[0047] In order to have a clearer understanding of the technical features, purposes and effects of the embodiments of the present application, the specific implementation methods of the embodiments of the present application are now described with reference to the accompanying drawings.

[0048] In this document, “exemplary” means “serving as an example, instance or illustration”, and any diagram or implementation described in this document as “exemplary” should not be interpreted as a more preferred or more advantageous technical solution.

[0049] In order to simplify the drawings, only the parts related to the present application are schematically shown in each figure, and they do not represent the actual structure of the product. In addition, in order to simplify the drawings and facilitate understanding, in some figures, only one or more of the parts with the same structure or function are schematically drawn or only one or more of them are marked.

[0050] The present application provides an all-terrain vehicle, referring to Figure 1The all-terrain vehicle includes a left front wheel 201, a right front wheel 202, a left rear wheel 203, a right rear wheel 204, a left front constant velocity drive shaft 261, a right front constant velocity drive shaft 262, a left rear constant velocity drive shaft 271, a right rear constant velocity drive shaft 272, a front axle 22 and a rear axle 23, wherein the front axle 22 is connected between the left front constant velocity drive shaft 261 and the right front constant velocity drive shaft 262, the rear axle 23 is connected between the left rear constant velocity drive shaft 271 and the right rear constant velocity drive shaft 272, and the left end of the left front constant velocity drive shaft 261 is connected to the right front constant velocity drive shaft 262. The left front wheel 201 is connected, and the right end of the left front constant velocity drive shaft 261 includes a first inner ball cage type constant velocity universal joint that is slidingly connected to the front axle 22; the right end of the right front constant velocity drive shaft 262 is connected to the right front wheel 202, and the left end of the right front constant velocity drive shaft 262 includes a second inner ball cage type constant velocity universal joint that is slidingly connected to the front axle 22; the left end of the left rear constant velocity drive shaft 271 is connected to the left rear wheel 203, and the right end of the left rear constant velocity drive shaft 271 includes a third inner ball cage that is slidingly connected to the rear axle 23 The right end of the right rear constant velocity drive shaft 272 is connected to the right rear wheel, and the left end of the right rear constant velocity drive shaft 272 includes a fourth inner ball cage type constant velocity joint that is slidingly connected to the rear axle 23; the distance between the center of the left front wheel 201 and the center of the right front wheel 202 in the left-right direction is L1, the distance between the center of the left rear wheel 203 and the center of the right rear wheel 204 in the left-right direction is L2, the center of the steel ball of the first inner ball cage type constant velocity joint and the center of the steel ball of the second inner ball cage type constant velocity joint are L1, L2 ... The spacing between the centers of the steel balls of the third inner ball cage type constant velocity joint and the fourth inner ball cage type constant velocity joint in the left and right directions is LF, and the spacing between the centers of the steel balls of the third inner ball cage type constant velocity joint and the fourth inner ball cage type constant velocity joint in the left and right directions is LR; wherein, within the full stroke of the left front wheel 201 and the right front wheel 202 bouncing in the up and down directions relative to the front axle 22, 0.08≤LF / L1≤0.25; within the full stroke of the left rear wheel 203 and the right rear wheel 204 bouncing in the up and down directions relative to the rear axle 23, 0.11≤LR / L2≤0.28.

[0051] Through the above technical solution, by optimizing the proportional relationship between LF and L1, and by optimizing the proportional relationship between LR and L2, when arranging the constant velocity drive shaft of the all-terrain vehicle, the distance between the front axle 22 and the rear axle 23 can be increased as much as possible to improve the vehicle's handling stability, while increasing the service life of the constant velocity drive shaft. Further, the positioning parameters of the four wheels can be optimized, such as making the change in the wheel camber angle smaller and reducing the wear rate of the tire. Regarding increasing the service life of the constant velocity drive shaft, it can be understood that: by optimizing the proportional relationship between LF and L1, it is beneficial to reduce the swing angle of the two front constant velocity drive shafts and the amount of slip in the left and right directions, thereby reducing the working temperature of the two front constant velocity drive shafts, thereby facilitating increasing the service life; by optimizing the proportional relationship between LR and L2, it is beneficial to reduce the swing angle of the two rear constant velocity drive shafts and the amount of slip in the left and right directions, thereby reducing the working temperature of the constant velocity drive shaft, thereby facilitating increasing the service life.

[0052] It should be clarified that the "up" and "down" defined in this application are up and down in the direction of gravity, and the "front and rear" are defined based on the front and rear of the all-terrain vehicle, with the front of the vehicle in front and the rear of the vehicle in the rear, and the horizontal plane is perpendicular to the up and down direction. The "left and right" defined in this application are defined based on the left and right sides of the driver when the driver is driving the vehicle.

[0053] The "full stroke of the left rear wheel 203 bouncing in the up and down direction relative to the rear axle 23" in the present application can be understood as: due to road bumps or the weight of the passengers, the distance between the frame and the left rear wheel in the up and down direction will change, which is equivalent to the wheel bouncing in the up and down direction. Then the distance between the upper limit position and the lower limit position of the left rear wheel bouncing is the full stroke of the left rear wheel bouncing in the up and down direction; the same applies to the other three wheels.

[0054] Furthermore, since the length of the constant velocity drive shaft is fixed, when the left rear wheel bounces up and down, the position of the left rear wheel relative to the frame in the left-right direction will also change, so LR will change. Similarly, LF will change. Then, within the full stroke of the left front wheel 201 and the right front wheel 202 bouncing in the up-and-down direction relative to the front axle 22, no matter how LF changes, it is within the limited range of 0.08≤LF / L1≤0.25. Within the full stroke of the left rear wheel 203 and the right rear wheel 204 bouncing in the up-and-down direction relative to the rear axle 23, no matter how LR changes, it is within the limited range of 0.11≤LR / L2≤0.28.

[0055] In one example, reference Figure 2 The first inner ball cage type constant velocity universal joint and the second inner ball cage type constant velocity universal joint have the same structure.

[0056] In one example, reference Figure 3 The third inner ball cage type constant velocity universal joint and the fourth inner ball cage type constant velocity universal joint have the same structure.

[0057] refer to Figure 4 In a possible embodiment, the all-terrain vehicle further includes an engine 21, a frame 10, and a seat 14 in the cockpit, wherein the seat 14 and the engine 21 are both mounted on the frame 10, and the engine 21 is located behind the seat 14. With this technical solution, when the driver sits on the seat 14 and drives the vehicle, since the engine 21 is located behind the seat 14, the engine 21 can reduce the adverse effects of the heat generated by the engine 21 on the driver on the seat 14, thereby improving the riding comfort of the driver.

[0058] refer to Figure 1 , Figure 4 , Figure 5 and Figure 6 The all-terrain vehicle includes a front transmission shaft 25 connected between the engine 21 and the front axle 22, and also includes a rear transmission shaft 25 connected between the engine 21 and the rear axle 23. The seat 14 includes a main driving seat cushion 141, a co-pilot seat cushion 142 and a support 143. The main driving seat cushion 141 and the co-pilot seat cushion 142 are both installed on the support 143. The support 143 includes a first leg 1431 and a second leg 1432 that are spaced apart in the left-right direction. The lower ends of the first leg 1431 and the second leg 1432 are both connected to the main frame 13. The first leg 1431 is located below the main driving seat cushion 141, and the second leg 1432 is located below the co-pilot seat cushion 142. The front transmission shaft 25 is located below the co-pilot seat cushion 142, and the front transmission shaft 25 is located between the first leg 1431 and the second leg 1432 in the left-right direction. Through this technical solution, legs are provided under the main driver's seat cushion 141 and the co-driver's seat cushion 142, which provide good stability and good riding comfort for the driver and passengers.

[0059] Specifically, the support 143 may also include a front crossbeam and a rear crossbeam both extending in the left-right direction, the front crossbeam being connected to the upper front side of the first leg 1431 and to the upper front side of the second leg 1432, the rear crossbeam being connected to the upper front side of the first leg 1431 and to the upper front side of the second leg 1432, the main driver's seat cushion 141 and the co-driver's seat cushion 142 being distributed in the left-right direction, the front end of the main driver's seat cushion 141 being connected to the front crossbeam, and the rear end being connected to the rear crossbeam; similarly, the front end of the co-driver's seat cushion 142 being connected to the front crossbeam, and the rear end being connected to the rear crossbeam.

[0060] For further reference, Figure 1The frame 10 may include a main frame 13 and a rear sub-frame 12, wherein the main frame 13 includes a longitudinal beam 133, a first crossbar 131 and a second crossbar 132, wherein the longitudinal beam 133 and the second crossbar 132 are vertically connected, and the first crossbar 131 and the second crossbar 132 both extend in the left-right direction, wherein the first crossbar 131 and the second crossbar 132 are parallelly spaced and distributed in the front-back direction, and the two first crossbars 131 are respectively connected to the left and right sides of the longitudinal beam 133; the front end and the rear end of the first leg 1431 are respectively connected to the first crossbar 131 and the second crossbar 132, and the front end and the rear end of the second leg 1432 are respectively connected to the first crossbar 131 and the second crossbar 132. Through this technical solution, the support 143 can be stably installed on the main frame 13, thereby ensuring the riding comfort of the passengers.

[0061] refer to Figures 7 to 9 The rear sub-frame 12 of the frame 10 is installed at the rear end of the main frame 13 and is located above the main frame 13; the all-terrain vehicle also includes a left rear swing arm assembly 53, a right rear swing arm assembly 54 and a rear stabilizer bar 32, the inner end of the left rear swing arm assembly 53 is pivotally connected to the rear sub-frame 12, and the outer end is rotationally connected to the left rear wheel 203, the inner end of the right rear swing arm assembly 54 is pivotally connected to the rear sub-frame 12, and the outer end is rotationally connected to the right rear wheel 204; the rear stabilizer bar 32 is C-shaped and is located behind the engine 21, the C-shaped opening of the rear stabilizer bar 32 faces rearward, the middle part of the rear stabilizer bar 32 is rotationally connected to the main frame 13, and the left and right ends of the rear stabilizer bar 32 are respectively connected to the left rear swing arm assembly 53 and the right rear swing arm assembly 54. Through the above technical solution, the left rear swing arm assembly 53 can be used to transmit various forces acting on the left rear wheel 203 to the frame 10, while ensuring that the left rear wheel 203 can jump up and down and turn relative to the frame 10 within a limited range; similarly, the right rear swing arm assembly 54 can be used to transmit various forces acting on the right rear wheel 204 to the vehicle body, while ensuring that the right rear wheel 204 can jump up and down and turn relative to the frame 10 within a limited range, and the C-shaped rear stabilizer bar 32 connected to the two swing arm assemblies can improve the vehicle's anti-roll capability.

[0062] For further reference, Figure 7 and Fig. 9The left rear swing arm assembly 53 includes a left rear upper swing arm 531 and a left rear lower swing arm 532, the right rear swing arm assembly 54 includes a right rear upper swing arm 541 and a right rear lower swing arm 542, and the all-terrain vehicle also includes a left rear wheel axle mounting seat 83 and a right rear wheel axle mounting seat 84; the left rear wheel 203 is mounted on the left rear wheel axle mounting seat 83, the upper end of the left rear wheel axle mounting seat 83 is rotationally connected to the left rear upper swing arm 531 through a ball pin, and the lower end is rotationally connected to the left rear lower swing arm 532 through a ball pin; the right rear wheel 204 is mounted on the right rear wheel axle mounting seat 84, the upper end of the right rear wheel axle mounting seat 84 is rotationally connected to the right rear upper swing arm 541 through a ball pin, and the lower end is rotationally connected to the right rear lower swing arm 542 through a ball pin. In this way, the left rear wheel 203 can rotate within the limit range relative to the left rear swing arm assembly 53, and the right rear wheel 204 can rotate within the limit range relative to the right rear swing arm assembly 54.

[0063] In one example, reference Fig. 9 The all-terrain vehicle may further include a left rear shock absorber 63 and a right rear shock absorber 64. The upper end of the left rear shock absorber 63 is connected to the rear sub-frame 12, and the lower end is connected to the left rear swing arm assembly 53, so as to play a role of buffering and shock absorption between the left rear wheel 203 and the frame 10. Similarly, the upper end of the right rear shock absorber 64 is connected to the rear sub-frame 12, and the lower end is connected to the right rear swing arm assembly 54, so as to play a role of buffering and shock absorption between the right rear wheel 204 and the frame 10. Specifically, the lower end of the left rear shock absorber 63 may be connected to the left rear lower swing arm 532, and the lower end of the right rear shock absorber 64 may be connected to the right rear lower swing arm 542.

[0064] In one example, reference Figures 11 to 13 The all-terrain vehicle further includes a left rear ball pin assembly 73 and a right rear ball pin assembly 74, one end of the left rear ball pin assembly 73 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the left rear swing arm assembly 53, and one end of the right rear ball pin assembly 74 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the right rear swing arm assembly 54. In this way, by setting the left rear ball pin assembly 73, the rotational connection between the rear stabilizer bar 32 and the left rear swing arm assembly 53 is realized; by setting the right rear ball pin assembly 74, the rotational connection between the rear stabilizer bar 32 and the right rear swing arm assembly 54 is realized. Specifically, the left rear ball pin assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower swing arm 532, and the right rear ball pin assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower swing arm 542. The ball pin assembly is a commonly used component in the art, so the specific structure thereof is not described in detail in this application.

[0065] refer to Fig.12The all-terrain vehicle includes two rear connection structures 42 spaced apart in the left-right direction, the rear stabilizer bar 32 is rotatably connected to the main frame 13 through the rear connection structures 42, and the rear connection structure 42 includes a rear buffer 422, which is sleeved on the rear stabilizer bar 32. Through this technical solution, the rear stabilizer bar 32 can be stably rotatably connected to the main frame 13 through the two rear connection structures 42, and the rear buffer 422 can play a buffering and shock-absorbing role at the rotation connection between the rear wheel and the main frame 13, and reduce noise.

[0066] In one example, reference Fig.12 and Fig.13 The rear connection structure 42 may include a rear mounting seat 421, which is mounted on the main frame 13 and has a through hole. The rear buffer 422 may be a rubber sleeve that can be sleeved on the rear stabilizer bar 32. The rubber sleeve can be sleeved on the rear stabilizer bar 32 in direct contact and penetrate the through hole of the rear mounting seat 421. In this way, the rear stabilizer bar 32 and the rear mounting seat 421 are rotatably connected, and the rubber sleeve that can play a buffering role is located between the rear stabilizer bar 32 and the rear mounting seat 421 to play a shock absorbing role.

[0067] In one example, reference Figure 7 , the projection of the engine 21 toward the bottom plane M covers the middle portion of the projection of the rear stabilizer bar 32 toward the bottom plane M. In this way, in the front-to-rear direction, the relative position between the rear stabilizer bar 32 and the engine 21 is relatively close, so that the all-terrain vehicle has a compact structure and good stability.

[0068] refer to Figure 4 The upper surface of the rear sub-frame 12 is higher than the upper end of the engine 21, and the all-terrain vehicle also includes a compartment installed above the rear sub-frame 12, and the compartment is used for storage.

[0069] refer to Figure 7 and Figure 8The frame 10 also includes a front sub-frame 11, which is installed at the front end of the main frame 13 and located above the main frame 13; the all-terrain vehicle also includes a left front rocker arm assembly 51, a right front rocker arm assembly 52 and a front stabilizer bar 31, the inner end of the left front rocker arm assembly 51 is pivotally connected to the front sub-frame 11, and the outer end is rotationally connected to the left front wheel 201, the inner end of the right front rocker arm assembly 52 is pivotally connected to the front sub-frame 11, and the outer end is rotationally connected to the right front wheel 202; the front stabilizer bar 31 is C-shaped and is located in front of the front sub-frame 11, the C-shaped opening of the front stabilizer bar 31 faces rearward, the middle part of the front stabilizer bar 31 is rotationally connected to the front sub-frame 11, and the left and right ends of the front stabilizer bar 31 are respectively connected to the left front rocker arm assembly 51 and the right front rocker arm assembly 52. Through the above technical solution, the left front rocker arm assembly 51 can be used to transmit various forces acting on the left front wheel 201 to the frame 10, while ensuring that the left front wheel 201 can jump up and down and turn relative to the frame 10 within a limited range; similarly, the right front rocker arm assembly 52 can be used to transmit various forces acting on the right front wheel 202 to the vehicle body, while ensuring that the right front wheel 202 can jump up and down and turn relative to the frame 10 within a limited range, and the C-shaped front stabilizer bar 31 connected to the two rocker arm assemblies can improve the vehicle's anti-roll capability.

[0070] For further reference, Figure 7 and Fig.10 The left front rocker arm assembly 51 includes a left front upper rocker arm 511 and a left front lower rocker arm 512, the right front rocker arm assembly 52 includes a right front upper rocker arm 521 and a right front lower rocker arm 522, and the all-terrain vehicle also includes a left steering knuckle 81 and a right steering knuckle 82; the left front wheel 201 is installed on the left steering knuckle 81, the upper end of the left steering knuckle 81 is rotationally connected to the left front upper rocker arm 511 through a ball pin, and the lower end is rotationally connected to the left front lower rocker arm 512 through a ball pin; the right front wheel 202 is installed on the left steering knuckle 81, the upper end of the right steering knuckle 82 is rotationally connected to the right front upper rocker arm 521 through a ball pin, and the lower end is rotationally connected to the right front lower rocker arm 522 through a ball pin. In this way, the left steering knuckle 81 can drive the left front wheel 201 to steer when driven by the steering system of the all-terrain vehicle, and at the same time, under the restriction of the left front rocker arm assembly 51, the left front wheel 201 can rotate within the limit range relative to the left front rocker arm assembly 51; similarly, the right steering knuckle 82 can drive the right front wheel 202 to steer when driven by the steering system of the all-terrain vehicle, and at the same time, under the restriction of the right front rocker arm assembly 52, the right front wheel 202 can rotate within the limit range relative to the left front rocker arm assembly 51.

[0071] refer to Fig.10In a possible implementation, the all-terrain vehicle may further include a left front shock absorber 61 and a right front shock absorber 62. The upper end of the left front shock absorber 61 is connected to the front sub-frame 11, and the lower end is connected to the left front rocker arm assembly 51, so as to play a role of buffering and shock absorption between the left front wheel 201 and the frame 10. Similarly, the upper end of the right front shock absorber 62 is connected to the front sub-frame 11, and the lower end is connected to the right front rocker arm assembly 52, so as to play a role of buffering and shock absorption between the right front wheel 202 and the frame 10. Specifically, the lower end of the left front shock absorber 61 may be connected to the left front upper rocker arm 511, and the lower end of the right front shock absorber 62 may be connected to the right front upper rocker arm 521.

[0072] In one example, reference Figure 8 , Fig.14 and Fig.15 The all-terrain vehicle further includes a left front ball pin assembly 71 and a right front ball pin assembly 72. One end of the left front ball pin assembly 71 is connected to the front stabilizer bar 31, and the other end is connected to the left front rocker arm assembly 51. One end of the right front ball pin assembly 72 is connected to the front stabilizer bar 31, and the other end is connected to the right front rocker arm assembly 52. ​​In this way, by setting the left front ball pin assembly 71, the rotation connection between the front stabilizer bar 31 and the left front rocker arm assembly 51 is realized; by setting the right front ball pin assembly 72, the rotation connection between the front stabilizer bar 31 and the right front rocker arm assembly 52 is realized. Specifically, the left rear ball pin assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball pin assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542.

[0073] refer to Fig.14 and Fig.15 The all-terrain vehicle includes two front connection structures 41 spaced apart in the left-right direction, the front stabilizer bar 31 is rotatably connected to the front sub-frame 11 through the front connection structures 41, and the front connection structure 41 includes a front buffer 412, which is sleeved on the front stabilizer bar 31. Through this technical solution, the front stabilizer bar 31 can be stably rotatably connected to the front sub-frame 11 through the two front connection structures 41, and the front buffer 412 can play a buffering and shock-absorbing role at the rotation connection between the front stabilizer bar 31 and the front sub-frame 11, and reduce noise.

[0074] In one example, reference Fig.15The front connection structure 41 may include a front mounting seat 411, which is mounted on the front sub-frame 11 and has a through hole. The front buffer 412 may be a rubber sleeve that can be sleeved on the outside of the front stabilizer bar 31. The rubber sleeve can be sleeved on the outside of the front stabilizer bar 31 in direct contact and penetrate the through hole of the front mounting seat 411. In this way, the front stabilizer bar 31 and the front mounting seat 411 are rotatably connected, and the rubber sleeve that can play a buffering role is located between the front stabilizer bar 31 and the front mounting seat 411 to play a shock absorbing role.

[0075] It should be noted that, unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present application. The terms used herein in the specification of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application.

[0076] It should be noted that although the specific embodiments of the present application are described in detail in conjunction with the accompanying drawings, this should not be construed as limiting the scope of protection of the present application. Within the scope described in the claims, various modifications and variations that can be made by those skilled in the art without creative work still fall within the scope of protection of the present application.

[0077] The examples of the embodiments of the present application are intended to concisely illustrate the technical features of the embodiments of the present application so that those skilled in the art can intuitively understand the technical features of the embodiments of the present application, and are not intended to be improper limitations of the embodiments of the present application.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An all-terrain vehicle, comprising a left front wheel (201), a right front wheel (202), a left rear wheel (203), a right rear wheel (204), a left front constant velocity drive shaft (261), a right front constant velocity drive shaft (262), a left rear constant velocity drive shaft (271), a right rear constant velocity drive shaft (272), a front axle (22) and a rear axle (23), wherein the front axle (22) is connected between the left front constant velocity drive shaft (261) and the right front constant velocity drive shaft (262), and the rear axle (23) is connected between the left rear constant velocity drive shaft (271) and the right rear constant velocity drive shaft (272). The left end of the left front constant velocity drive shaft (261) is connected to the left front wheel (201), and the right end of the left front constant velocity drive shaft (261) includes a first inner ball cage type constant velocity universal joint that is slidingly connected to the front axle (22); The right end of the right front constant velocity drive shaft (262) is connected to the right front wheel (202), and the left end of the right front constant velocity drive shaft (262) includes a second inner ball cage type constant velocity universal joint that is slidingly connected to the front axle (22); The left end of the left rear constant velocity drive shaft (271) is connected to the left rear wheel (203), and the right end of the left rear constant velocity drive shaft (271) includes a third inner ball cage type constant velocity universal joint that is slidingly connected to the rear axle (23); The right end of the right rear constant velocity drive shaft (272) is connected to the right rear wheel, and the left end of the right rear constant velocity drive shaft (272) includes a fourth inner ball cage type constant velocity universal joint that is slidingly connected to the rear axle (23); characterized in that: The distance between the center of the left front wheel (201) and the center of the right front wheel (202) in the left-right direction is L1, the distance between the center of the left rear wheel (203) and the center of the right rear wheel (204) in the left-right direction is L2, the distance between the center of the steel ball of the first inner ball cage type constant velocity universal joint and the center of the steel ball of the second inner ball cage type constant velocity universal joint in the left-right direction is LF, and the distance between the center of the steel ball of the third inner ball cage type constant velocity universal joint and the center of the steel ball of the fourth inner ball cage type constant velocity universal joint in the left-right direction is LR; Wherein, within the full stroke of the left front wheel (201) and the right front wheel (202) bouncing in the up-down direction relative to the front axle (22), 0.08≤LF / L1≤0.25; within the full stroke of the left rear wheel (203) and the right rear wheel (204) bouncing in the up-down direction relative to the rear axle (23), 0.11≤LR / L2≤0.

28.

2. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle further comprises an engine (21), a frame (10) and a seat (14) located in a cockpit, wherein the seat (14) and the engine (21) are both mounted on the frame (10), and the engine (21) is located behind the seat (14).

3. The all-terrain vehicle according to claim 2, characterized in that: The vehicle frame (10) comprises a main frame (13) and a rear sub-frame (12), wherein the rear sub-frame (12) is mounted at the rear end of the main frame (13) and is located above the main frame (13), and the all-terrain vehicle further comprises a left rear swing arm assembly (53), a right rear swing arm assembly (54) and a rear stabilizer bar (32); The inner end of the left rear swing arm assembly (53) is rotatably connected to the rear sub-frame (12), and the outer end is rotatably connected to the left rear wheel (203). The inner end of the right rear swing arm assembly (54) is rotatably connected to the rear sub-frame (12), and the outer end is rotatably connected to the right rear wheel (204). The rear stabilizer bar (32) is C-shaped and is located behind the engine (21). The C-shaped opening of the rear stabilizer bar (32) faces rearward. The middle part of the rear stabilizer bar (32) is rotatably connected to the main frame (13). The left and right ends of the rear stabilizer bar (32) are respectively connected to the left rear swing arm assembly (53) and the right rear swing arm assembly (54).

4. The all-terrain vehicle according to claim 3, characterized in that: The left rear swing arm assembly (53) comprises a left rear upper swing arm (531) and a left rear lower swing arm (532), the right rear swing arm assembly (54) comprises a right rear upper swing arm (541) and a right rear lower swing arm (542), and the all-terrain vehicle further comprises a left rear wheel axle mounting seat (83) and a right rear wheel axle mounting seat (84); The left rear wheel (203) is mounted on the left rear wheel axle mounting seat (83); the upper end of the left rear wheel axle mounting seat (83) is rotationally connected to the left rear upper rocker arm (531) via a ball pin, and the lower end is rotationally connected to the left rear lower rocker arm (532) via a ball pin; the right rear wheel (204) is mounted on the right rear wheel axle mounting seat (84); the upper end of the right rear wheel axle mounting seat (84) is rotationally connected to the right rear upper rocker arm (541) via a ball pin, and the lower end is rotationally connected to the right rear lower rocker arm (542) via a ball pin.

5. The all-terrain vehicle according to claim 3, characterized in that: The all-terrain vehicle may further include a left rear shock absorber (63) and a right rear shock absorber (64), wherein the upper end of the left rear shock absorber (63) is connected to the rear sub-frame (12), and the lower end is connected to the left rear swing arm assembly (53); the upper end of the right rear shock absorber (64) is connected to the rear sub-frame (12), and the lower end is connected to the right rear swing arm assembly (54).

6. The all-terrain vehicle according to claim 3, characterized in that: The all-terrain vehicle comprises two rear connection structures (42) spaced apart in the left-right direction, the rear stabilizer bar (32) is rotatably connected to the main frame (13) via the rear connection structure (42), and the rear connection structure (42) comprises a rear buffer (422), which is sleeved on the rear stabilizer bar (32).

7. The all-terrain vehicle according to claim 3, characterized in that: The vehicle frame (10) further comprises a front sub-frame (11), wherein the front sub-frame (11) is mounted at the front end of the main frame (13) and is located above the main frame (13); the all-terrain vehicle further comprises a left front rocker arm assembly (51), a right front rocker arm assembly (52) and a front stabilizer bar (31); The inner end of the left front rocker arm assembly (51) is pivotally connected to the front sub-frame (11), and the outer end is rotationally connected to the left front wheel (201); the inner end of the right front rocker arm assembly (52) is pivotally connected to the front sub-frame (11), and the outer end is rotationally connected to the right front wheel (202); the front stabilizer bar (31) is C-shaped and is located in front of the front sub-frame (11); the C-shaped opening of the front stabilizer bar (31) faces rearward; the middle part of the front stabilizer bar (31) is rotationally connected to the front sub-frame (11); and the left and right ends of the front stabilizer bar (31) are respectively connected to the left front rocker arm assembly (51) and the right front rocker arm assembly (52).

8. The all-terrain vehicle according to claim 7, characterized in that: The left front rocker arm assembly (51) comprises a left front upper rocker arm (511) and a left front lower rocker arm (512); the right front rocker arm assembly (52) comprises a right front upper rocker arm (521) and a right front lower rocker arm (522); and the all-terrain vehicle further comprises a left steering knuckle (81) and a right steering knuckle (82); The left front wheel (201) is mounted on the left steering knuckle (81); the upper end of the left steering knuckle (81) is rotationally connected to the left front upper rocker arm (511) via a ball pin, and the lower end is rotationally connected to the left front lower rocker arm (512) via a ball pin; the right front wheel (202) is mounted on the left steering knuckle (81); the upper end of the right steering knuckle (82) is rotationally connected to the right front upper rocker arm (521) via a ball pin, and the lower end is rotationally connected to the right front lower rocker arm (522) via a ball pin.

9. The all-terrain vehicle according to claim 7, characterized in that: The all-terrain vehicle may further comprise a left front shock absorber (61) and a right front shock absorber (62), wherein the upper end of the left front shock absorber (61) is connected to the front sub-frame (11), and the lower end is connected to the left front rocker arm assembly (51); the upper end of the right front shock absorber (62) is connected to the front sub-frame (11), and the lower end is connected to the right front rocker arm assembly (52).

10. The all-terrain vehicle according to claim 7, characterized in that: The all-terrain vehicle comprises two front connection structures (41) spaced apart in the left-right direction, the front stabilizer bar (31) is rotatably connected to the front sub-frame (11) via the front connection structure (41), and the front connection structure (41) comprises a front buffer component (412), which is sleeved on the front stabilizer bar (31).

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