All-terrain vehicle

Abstract

The utility model discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a vehicle body covering part, a walking system, a suspension system, a power assembly and a suspension assembly. The suspension system connects the walking system to the frame; the power assembly is supported by the frame and comprises an engine, and the engine is in transmission connection with the walking system; the engine is connected to the frame through the suspension assembly; the engine comprises an upper shell and a lower shell connected with the upper shell, the suspension assembly comprises a first suspension support made of cast steel materials, the first suspension support is connected with the frame, the first suspension support is further connected with the upper shell and the lower shell, the first suspension support comprises an installation boss part connected with the upper shell and the lower shell, and the installation boss part is connected with the upper shell and the lower shell. The ratio of the thickness of the installation boss part in the width direction of the vehicle frame to the thickness of the first suspension support in the width direction of the vehicle frame ranges from 0.08 to 0.12. Through the arrangement, the structural compactness of the suspension system can be improved.

Description

Technical Field

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

[0002] An all-terrain vehicle (ATV) is a vehicle capable of traversing various complex terrains. It is often referred to as a "beach buggy" or "all-terrain four-wheeled off-road vehicle." This type of vehicle has a simple and practical structure.

[0003] All-terrain vehicles typically include a frame, body panels, running gear, suspension system, powertrain, mounting components, and fuel system. The mounting components include the mounts that connect the powertrain to the frame. However, in existing technology, the space available for mounting mounts on the powertrain is limited, and to meet the strength requirements of the mounts, large mounts are usually required, resulting in a high space occupancy rate and reduced structural compactness at the mounting component level. Utility Model Content

[0004] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an all-terrain vehicle with a high degree of structural compactness in its suspension system.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] An all-terrain vehicle includes a frame, body panels, a running gear, a suspension system, a powertrain, and a suspension assembly. The body panels are supported by the frame. The running gear is at least partially located below the frame. The suspension system connects the running gear to the frame. The powertrain is supported by the frame and includes an engine, which is drive-connected to the running gear. The suspension assembly connects the engine to the frame. The engine includes an upper housing and a lower housing connected to the upper housing. The suspension assembly includes a first suspension bracket made of cast steel, which is connected to the frame and also connects the upper housing and the lower housing. The first suspension bracket includes a mounting boss connecting the upper housing and the lower housing. The ratio of the thickness of the mounting boss along the width of the frame to the thickness of the first suspension bracket along the width of the frame ranges from 0.08 to 0.12.

[0007] Furthermore, the ratio of the thickness of the mounting boss along the width of the frame to the thickness of the first suspension bracket along the width of the frame ranges from 0.09 to 0.11.

[0008] Furthermore, the powertrain also includes a continuously variable transmission (CVT) that is connected to the engine. The CVT is fixedly connected to one side of the engine along the width of the frame, and the mounting boss is located between the CVT and the engine.

[0009] Furthermore, the thickness of the mounting boss along the width direction of the frame ranges from 7mm to 8mm.

[0010] Furthermore, the first suspension bracket includes a suspension portion connected to the vehicle frame. The suspension portion is essentially a hollow cylinder, and the ratio of the thickness of the mounting boss portion along the width direction of the vehicle frame to the inner diameter of the suspension portion ranges from 0.23 to 0.36.

[0011] Furthermore, the engine includes an output shaft that transmits the engine's power to the travel system, and a clearance portion is formed on the side of the mounting boss near the engine, the clearance portion being configured to clear the output shaft.

[0012] Furthermore, the suspension assembly includes a second suspension bracket connected to the vehicle frame, the second suspension bracket being fixedly connected to the upper housing, or the second suspension bracket being fixedly connected to the lower housing.

[0013] Furthermore, the powertrain also includes a transmission fixedly connected to the engine, and the suspension assembly includes a front suspension bracket connected to the vehicle frame. The front suspension bracket is also connected to the transmission. The front suspension bracket is located on the side of the transmission away from the engine. A first suspension bracket is located on the side of the engine away from the transmission. A second suspension bracket is located on the same side of the engine as the first suspension bracket.

[0014] Furthermore, the front suspension bracket is equipped with lifting points for hoisting the powertrain.

[0015] Furthermore, the second suspension bracket is made of cast steel.

[0016] The aforementioned all-terrain vehicle, while meeting the strength requirements of the first suspension bracket, can reduce the size of the first suspension bracket, which is beneficial for reserving installation space at the first suspension bracket, and thus enabling the installation points to be arranged within the aforementioned installation space, thereby improving the structural compactness of the suspension system. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of an all-terrain vehicle provided in an embodiment of this application.

[0018] Figure 2 A partial structural side view of an all-terrain vehicle provided in an embodiment of this application.

[0019] Figure 3 An exploded view of the powertrain and suspension components of the all-terrain vehicle provided in the embodiments of this application.

[0020] Figure 4 This is a partial structural diagram of the powertrain and suspension components of an all-terrain vehicle provided in an embodiment of this application.

[0021] Figure 5This is a schematic diagram of the powertrain and suspension components of an all-terrain vehicle provided in an embodiment of this application.

[0022] Figure 6 An exploded view of the frame and suspension assembly of an all-terrain vehicle provided in an embodiment of this application.

[0023] Figure 7 This is a partial structural diagram of the frame of an all-terrain vehicle provided in an embodiment of this application.

[0024] Figure 8 This is a schematic diagram of the structure of the second suspension mount of the all-terrain vehicle provided in the embodiments of this application.

[0025] Figure 9 This is a schematic diagram of the combination of the trailer hitch and the front frame of an all-terrain vehicle provided in an embodiment of this application.

[0026] Figure 10 This is a cross-sectional view of the trailer hitch of an all-terrain vehicle provided in an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0028] like Figure 1 and Figure 2 As shown, this application provides an all-terrain vehicle 100, which includes a frame 11, a body panel 12, a running system 13, a suspension system 14, a powertrain 15, a transmission assembly 16, a fuel assembly 17, a seat assembly 19, and an electrical assembly 22.

[0029] To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The directions shown are front, rear, left, right, top, and bottom. In this application, the length direction of the frame 11 refers to... Figure 1 In the fore-and-aft direction, the width direction of the frame 11 refers to... Figure 1 The left and right directions in the middle, and the height direction of frame 11 refers to Figure 1 The up and down directions in the middle.

[0030] The frame 11 serves as the basic framework of the all-terrain vehicle 100, supporting the body panel 12, running gear 13, suspension system 14, powertrain 15, transmission assembly 16, fuel system 17, seat assembly 19, and electrical assembly 22. The body panel 12 is at least partially located on and connected to the frame 11, protecting the internal components of the all-terrain vehicle 100. The running gear 13 is at least partially located below the frame 11, and the suspension system 14 connects the running gear 13 to the frame 11. The powertrain 15 is drive-connected to the running gear 13; specifically, the transmission assembly 16 drives the powertrain 15 to the running gear 13. The fuel system 17 includes a fuel tank 171 for powering the powertrain 15; specifically, the fuel tank 171 supplies fuel to the powertrain 15. The electrical component 22 is supported by the frame 11, and is also supported by the body panel 12 or the frame 11. The electrical component 22 is used to display the driving data of the all-terrain vehicle 100 and control the operation of the all-terrain vehicle. The seat assembly 19 is supported by the frame 11 and is used to support the driver and / or passengers.

[0031] like Figure 3 and Figure 4 As shown, in one embodiment, the engine 151 includes an engine housing 1512 for protecting its internal components. The engine housing 1512 includes an upper housing 1512a and a lower housing 1512b, with the upper housing 1512a connected to the lower housing 1512b. The all-terrain vehicle 100 also includes a suspension assembly 26 that connects the engine 151 to the frame 11. The suspension assembly 26 is used for shock absorption and fixation of the engine 151. Specifically, the suspension assembly 26 includes a first suspension bracket 261. The first suspension bracket 261 is connected to the frame 11 and also connects the upper housing 1512a and the lower housing 1512b. This configuration allows the engine housing 1512 to be connected to the vehicle frame 11 via the first suspension bracket 261, and the upper housing 1512a and the lower housing 1512b to be connected to the first suspension bracket 261 simultaneously. This improves the connection stability between the upper housing 1512a and the vehicle frame 11, and between the lower housing 1512b and the vehicle frame 11, thereby improving the overall connection stability between the engine housing 1512 and the vehicle frame 11, which is beneficial to improving the overall strength of the engine housing 1512.

[0032] More specifically, the first suspension bracket 261 is made of cast steel. This design utilizes the high strength of cast steel, allowing for a smaller size of the first suspension bracket 261 while still meeting its strength requirements. This provides more space for other components within the all-terrain vehicle 100, improving space utilization and overall structural compactness.

[0033] In this embodiment, the first suspension bracket 261 includes a mounting boss 2611. The mounting boss 2611 is connected to the upper housing 1512a and the lower housing 1512b. The ratio of the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 to the thickness W3 of the first suspension bracket 261 along the width direction of the frame 11 ranges from 0.08 to 0.12. Specifically, the ratio of the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 to the thickness W3 of the first suspension bracket 261 along the width direction of the frame 11 ranges from 0.09 to 0.11. More specifically, the ratio of the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 to the thickness W3 of the first suspension bracket 261 along the width direction of the frame 11 is 0.1. This design avoids an excessively large ratio between the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 and the thickness W3 of the first suspension bracket 261 along the width direction of the frame 11, which would result in an oversized mounting boss 2611. This prevents the mounting boss 2611 from becoming too large and thus avoids increasing the space occupied by the first suspension bracket 261. Consequently, it helps to expand the reserved arrangement space at the first suspension bracket 261, allowing other components to be arranged within the aforementioned arrangement space. This improves the space utilization and structural compactness of the first suspension bracket 261.

[0034] In addition, it can also avoid the ratio of the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 to the thickness W3 of the first suspension bracket 261 along the width direction of the frame 11 being too small, which would result in the mounting boss 2611 being too small. This avoids the mounting boss 2611 and the engine housing 1512 having too small a contact area, which would result in an unstable connection between the mounting boss 2611 and the engine housing 1512. This is beneficial to improving the connection stability between the first suspension bracket 261 and the engine housing 1512, thereby improving the working stability of the engine 151.

[0035] In one embodiment, the powertrain 15 also includes a continuously variable transmission (CVT) 152. The CVT 152 is connected to the engine 151 in a transmission connection. Specifically, the CVT 152 is fixedly connected to one side of the engine 151 along the width direction of the frame 11, and a mounting boss 2611 is located between the CVT 152 and the engine 151. In this embodiment, the gap between the CVT 152 and the engine 151 is small. Therefore, by reducing the size of the mounting boss 2611, it is possible to position the mounting boss 2611 between the CVT 152 and the engine 151, thereby improving the structural compactness of the mounting boss 2611, the CVT 152, and the engine 151.

[0036] As an optional implementation, the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 ranges from 7mm to 8mm. This setting avoids the mounting boss 2611 having an excessively large thickness W2 along the width direction of the frame 11, which would prevent it from being assembled between the continuously variable transmission (CVT) mechanism 152 and the engine 151, thus improving the structural compactness of the mounting boss 2611, the CVT mechanism 152, and the engine 151. Furthermore, it also avoids the mounting boss 2611 having an excessively small thickness W2 along the width direction of the frame 11, which would lead to unstable connections between the mounting boss 2611 and the upper housing 1512a, and between the mounting boss 2611 and the lower housing 1512b, thereby improving the connection stability between the engine housing 1512 and the first suspension bracket 261.

[0037] like Figure 3 and Figure 4 As shown, in one embodiment, the first suspension bracket 261 includes a suspension portion 2612. The suspension portion 2612 is connected to the frame 11, and the suspension portion 2612 is substantially a hollow cylinder, and the suspension portion 2612 and the mounting boss portion 2611 are integrally formed. The ratio of the thickness W2 of the mounting boss portion 2611 along the width direction of the frame 11 to the inner diameter of the suspension portion 2612 ranges from 0.23 to 0.36. Specifically, the ratio of the thickness W2 of the mounting boss portion 2611 along the width direction of the frame 11 to the inner diameter of the suspension portion 2612 ranges from 0.26 to 0.33. More specifically, the ratio of the thickness W2 of the mounting boss portion 2611 along the width direction of the frame 11 to the inner diameter of the suspension portion 2612 is 0.29. This design avoids the situation where the ratio of the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 to the inner diameter of the suspension part 2612 is too large, resulting in the size of the suspension part 2612 being too small. This avoids the situation where the size of the suspension part 2612 is too small, resulting in the contact area between the suspension part 2612 and the frame 11 being too small. This, in turn, avoids the instability of the connection between the suspension part 2612 and the frame 11, thereby improving the connection stability between the first suspension bracket 261 and the frame 11.

[0038] In addition, it can also avoid the ratio of the thickness W2 of the mounting boss 2611 along the width direction of the frame 11 to the inner diameter of the suspension part 2612 being too small, which would result in the size of the suspension part 2612 being too large. This avoids the suspension part 2612 being too large, which would increase the space occupied by the first suspension bracket 261. This would help to expand the reserved arrangement space at the first suspension bracket 261, so that other components can be arranged in the aforementioned arrangement space, thereby improving the space utilization and structural compactness of the first suspension bracket 261.

[0039] like Figure 5 As shown, in one embodiment, the engine 151 includes an output shaft 1511. The output shaft 1511 transmits power from the engine 151 to the travel system 13. Specifically, a clearance portion 2611a is formed on the side of the mounting boss 2611 near the engine 151, and the clearance portion 2611a is configured to allow clearance from the output shaft 1511. This arrangement allows for reserved space for the output shaft 1511 by reserving space in the clearance portion 2611a, thereby preventing interference between the mounting boss 2611 and the output shaft 1511 and improving the transmission stability between the engine 151 and the travel system 13.

[0040] In one embodiment, the suspension assembly 26 includes a second suspension bracket 262, which is connected to the vehicle frame 11. This configuration further improves the connection stability between the suspension assembly 26 and the vehicle frame 11. Specifically, the second suspension bracket 262 is fixedly connected to the upper housing 1512a, or the second suspension bracket 262 is fixedly connected to the lower housing 1512b. This configuration allows the second suspension bracket 262 to avoid interference with components at the lower housing 1512b when fixedly connected to the upper housing 1512a, and vice versa.

[0041] With the above configuration, additional space can be added at the second suspension bracket 262 according to the assembly requirements of the all-terrain vehicle 100, so as to avoid interference between the second suspension bracket 262 and other parts at the upper housing 1512a or lower housing 1512b, thereby improving the space utilization and structural compactness of the second suspension bracket 262. Therefore, this application does not limit the fixed connection of the second suspension bracket 262 to the lower housing 1512b or the upper housing 1512a, as long as the actual assembly of the all-terrain vehicle 100 is considered to ensure that the second suspension bracket 262 can avoid other components.

[0042] In one embodiment, the powertrain 15 also includes a transmission 156, which is fixedly connected to the engine 151. The suspension assembly 26 includes a front suspension bracket 263, which is connected to the vehicle frame 11 and also to the transmission 156. Specifically, the front suspension bracket 263 is located on the side of the transmission 156 away from the engine 151, the first suspension bracket 261 is located on the side of the engine 151 away from the transmission 156, and the second suspension bracket 262 is located on the same side of the engine 151 as the first suspension bracket 261. In this embodiment, the engine 151 and the transmission 156 are distributed along the length of the vehicle frame 11. This arrangement allows the front suspension bracket 263 to work with the first and second suspension brackets 261 to connect the engine 151 to the vehicle frame 11 along the length of the vehicle frame 11, thereby improving the connection stability between the engine 151 and the vehicle frame 11. It should be noted that the side of the engine 151 away from the first suspension bracket 261 and the second suspension bracket 262 is indirectly connected to the vehicle frame 11 through the gearbox 156 and the front suspension bracket 263.

[0043] In one implementation, the front suspension bracket 263 is provided with a lifting point 2631 for lifting the powertrain 15. With this configuration, a lifting device can lift the powertrain 15 through the lifting point 2631 to achieve the assembly of the frame 11 and the powertrain 15. This configuration avoids the need for additional lifting points 2631 on the powertrain 15, thereby simplifying the overall structure of the powertrain 15, improving its structural compactness, and facilitating its assembly through the frame 11, thus enhancing the ease of assembly between the powertrain 15 and the frame 11.

[0044] In one implementation, the second suspension bracket 262 is made of cast steel. This design utilizes the greater strength of cast steel, allowing for a smaller size of the second suspension bracket 262 while still meeting its strength requirements. This provides more space for other components within the all-terrain vehicle 100 to be assembled within this space, thus improving space utilization and structural compactness.

[0045] like Figure 6 , Figure 7 and Figure 8As shown, in one implementation, the frame 11 includes a main frame 113 that extends substantially along the length of the frame 11. The suspension assembly 26 includes a front suspension bracket 263 located in front of the powertrain 15 and connecting the powertrain 15 to the frame 11. The frame 11 includes a front suspension mount 117 that connects the front suspension bracket 263 to the main frame 113.

[0046] The front suspension mount 117 has a first mounting hole 1171 and a second mounting hole 1172. The axis of the first mounting hole 1171 extends substantially along the height direction of the frame 11, and the axis of the second mounting hole 1172 extends substantially along the width direction of the frame 11. The front suspension mount 117 includes a first fastener 1173 and a second fastener 1174. The first fastener 1173 passes through the first mounting hole 1171 and is fixedly connected to the main frame 113, and the second fastener 1174 passes through the second mounting hole 1172 and is fixedly connected to the main frame 113.

[0047] The axis of the first mounting hole 1171 extends along the height direction of the frame 11, so that the first fastener 1173 also extends substantially along the height direction of the frame 11. This helps to enhance the stability of the front suspension mount 117 in the height direction of the all-terrain vehicle 100, resisting vertical impacts caused by uneven road surfaces. The axis of the second mounting hole 1172 extends along the width direction of the frame 11, so that the second fastener 1174 can provide additional fixation for the front suspension mount 117 across the width of the all-terrain vehicle 100. This helps to enhance the stability of the front suspension mount 117 across the width of the all-terrain vehicle 100, preventing excessive tilting or swaying of the front suspension mount 117 in situations such as cornering or crosswinds. Furthermore, the different mounting directions of the first fastener 1173 and the second fastener 1174 help to disperse and mitigate vibrations from the road surface. Therefore, this application reduces the risk of loosening or damage to the front suspension mount 117 due to long-term vibration and impact, thereby improving the durability and reliability of the entire suspension assembly 26. In addition, the above-mentioned configuration makes it easier to install and remove the front suspension mount 117.

[0048] In summary, this application secures the front suspension mount 117 with the first fastener 1173 and the second fastener 1174 in two directions, making the connection between the front suspension mount 117 and the main frame 113 more robust. This results in a more stable installation of the powertrain 15 and improves the driving safety of the all-terrain vehicle 100. In addition, it reduces the vibration of the powertrain 15, thereby improving the noise problem caused by the vibration of the powertrain 15. Therefore, this application improves the NVH (Noise, Vibration, Harshness) performance of the all-terrain vehicle 100.

[0049] In one implementation, the main frame 113 includes an upper main beam 1131, a lower main beam 1132, a first mounting crossbeam 1134, and a longitudinal beam 1133. The lower main beam 1132 is located below the upper main beam 1131, the longitudinal beam 1133 is located between the upper and lower main beams 1131 and 1132, the first mounting crossbeam 1134 is located between the upper and lower main beams 1131 and at the front of the main frame 113, and the front suspension mount 117 is located above the first mounting crossbeam 1134. The first mounting crossbeam 1134 extends upward at least partially to form a first mounting point 1134a. A first fastener 1173 passes through the first mounting hole 1171 and is fixedly connected to the first mounting crossbeam 1134, and a second fastener 1174 passes through the second mounting hole 1172 and is fixedly connected to the first mounting point 1134a. The upward-extending portion of the first mounting crossbeam 1134 can be integrally formed with the first mounting crossbeam 1134, or the upward-extending portion of the first mounting crossbeam 1134 can be welded and fixed to the first mounting crossbeam 1134; this application does not impose any limitations on this. Through a reasonable layout of the first mounting points 1134a, space can be fully utilized to facilitate the installation of the front suspension mount 117. Secondly, the force on the second fastener 1174 can be directly transmitted to the first mounting points 1134a, and then to the main frame 113 via the first mounting crossbeam 1134, which helps to more effectively disperse and transmit impact forces from the road surface, thereby improving the stability of the front suspension mount 117.

[0050] It should be noted that, in order to clearly demonstrate the structure of the front suspension mount 117, Figure 5 The structure of the second fastener 1174 is omitted.

[0051] Specifically, the main frame 113 includes a second mounting crossbeam 1135, which is located below the first mounting crossbeam 1134. The frame 11 includes a suspension support 118, which is located between the first mounting crossbeam 1134 and the second mounting crossbeam 1135. Both ends of the suspension support 118 are connected to the first mounting crossbeam 1134 and the second mounting crossbeam 1135, respectively. By connecting the first mounting crossbeam 1134 and the second mounting crossbeam 1135 through the suspension support 118, the rigidity and support force of the frame 11 in the height direction of the all-terrain vehicle 100 are effectively enhanced. This allows the frame 11 to better resist deformation when subjected to external forces, thereby improving the stability and safety of the all-terrain vehicle 100.

[0052] More specifically, the first fastener 1173 passes through the first mounting beam 1134 and is fixedly connected to the suspension support 118, so that the front suspension mount 117 can be fixed to both the first mounting beam 1134 and the suspension support 118 at the same time, further improving the stability of the front suspension mount 117.

[0053] In this application, the front suspension mount 117 is provided with two first fasteners 1173, which are distributed along the width direction of the frame 11. One of the first fasteners 1173 passes through the first mounting crossbeam 1134 and is fixedly connected to the suspension support 118, and the other first fastener 1173 passes through the first mounting hole 1171 and is fixedly connected to the first mounting crossbeam 1134.

[0054] More specifically, the second mounting beam 1135 extends upward at least partially to form a second mounting point 1135a, and the lower end of the suspension support 118 is fixedly connected to the second mounting beam 1135 via the second mounting point 1135a. The upwardly extending portion of the second mounting beam 1135 can be welded to the second mounting beam 1135, and this application does not limit this. The fixed connection method between the suspension support 118 and the second mounting point 1135a can be bolted, etc., and this application does not limit this. Through a reasonable layout of the second mounting points 1135a, space can be fully utilized to facilitate the installation of the suspension support 118.

[0055] In one implementation, the frame 11 includes a first suspension mount 119, a second suspension mount 11a, and a third suspension mount 11b fixedly connected to the main frame 113. Along the width direction of the frame 11, the third suspension mount 11b is located between the first suspension mount 119 and the second suspension mount 11a. The first suspension mount 119 and the third suspension mount 11b cooperate to connect the first suspension bracket 261 to the main frame 113, and the second suspension mount 11a and the third suspension mount 11b cooperate to connect the second suspension bracket 262 to the main frame 113. This arrangement helps to enhance the stability and reliability of the first suspension bracket 261 and the second suspension bracket 262, thereby making the installation of the powertrain 15 more stable. The first suspension mount 119 and the second suspension mount 11a can also serve as reinforcements between the longitudinal beam 1133 and the lower main beam 1132 to enhance the rigidity of the frame 11, thereby improving the stability and safety of the all-terrain vehicle 100.

[0056] In this application, the first suspension mount 119 is bolted to the main frame 113, and the second suspension mount 11a is bolted to the main frame 113, so as to facilitate the assembly of the first suspension mount 119 with the main frame 113, and to facilitate the assembly of the second suspension mount 11a with the main frame 113.

[0057] Specifically, the second suspension mount 11a includes a first fixing part 11aa, a second fixing part 11ab, and a mounting part 11ac for fixing the second suspension bracket 262. The first fixing part 11aa is bolted to the longitudinal beam 1133, the second fixing part 11ab is bolted to the lower main beam 1132, and the mounting part 11ac cooperates with the third suspension mount 11b to fix the second suspension bracket 262. On the one hand, the above arrangement reduces the installation space occupied by the first suspension mount 119 and the second suspension mount 11a; on the other hand, the second suspension mount 11a is fixed to both the longitudinal beam 1133 and the lower main beam 1132, so that the second suspension mount 11a can be more securely fixed, thereby improving the stability of the second suspension mount 11a.

[0058] More specifically, the mounting portion 11ac is positioned closer to the third suspension mount 11b than the first fixing portion 11aa and the second fixing portion 11ab. A predetermined plane 10f is defined, perpendicular to the width direction of the frame 11 and passing through the longitudinal beam 1133 and the lower main beam 1132. The mounting portion 11ac and the first fixing portion 11aa are located on opposite sides of the predetermined plane 10f, while the second fixing portion 11ab and the first fixing portion 11aa are located on the same side of the predetermined plane 10f. This arrangement ensures that both the second fixing portion 11ab and the first fixing portion 11aa are located on the outer side of the longitudinal beam 1133 and the lower main beam 1132 along the width direction of the frame 11, thereby facilitating the installation and removal of the first suspension mount 119 and the second suspension mount 11a.

[0059] It should be noted that the structure of the first suspension mount 119 is basically the same as that of the second suspension mount 11a, so the structure of the first suspension mount 119 will not be described in detail here.

[0060] like Figure 9 and Figure 10 As shown, in one implementation, the all-terrain vehicle 100 also includes a trailer hitch 29, which is located in front of and connected to the main frame 113. Specifically, the frame 11 includes a front frame 11c, which is mounted in front of the main frame 113, and the trailer hitch 29 is mounted on the front frame 11c.

[0061] The trailer hook 29 has a first mounting hole 291, a second mounting hole 292, and an operating port 293. The first mounting hole 291 extends along a first preset straight line 10g, and the second mounting hole 292 extends along a second preset straight line 10h. The operating port 293 connects the first mounting hole 291 and the second mounting hole 292. The first preset straight line 10g and the second preset straight line 10h intersect at the operating port 293. The trailer hook 29 includes a first trailer hook fastener and a second trailer hook fastener. The first trailer hook fastener passes through the operating port 293 and the first mounting hole 291 and is connected to the main frame 113. The second trailer hook fastener passes through the operating port 293 and the second mounting hole 292 and is connected to the main frame 113. Viewed from the width direction of the frame 11, the acute angle formed by the first preset straight line 10g and the second preset straight line 10h ranges from 10° to 45°, with the opening of the acute angle facing rearward. In this application, the first preset straight line 10g extends substantially along the length direction of the frame 11.

[0062] By adopting the above configuration, the number of operation ports 293 that need to be processed can be reduced, thereby improving the structural strength of the trailer hook 29 and ensuring that the second trailer hook fastener is basically located inside the trailer hook 29, thus protecting the second trailer hook fastener. The acute angle γ formed by the first preset straight line 10g and the second preset straight line 10h is in the range of 10° to 45°, so as to avoid the acute angle γ formed by the first preset straight line 10g and the second preset straight line 10h being too small, which would prevent the first preset straight line 10g and the second preset straight line 10h from intersecting at the operation port 293. Therefore, it is not necessary to set multiple operation ports 293 to increase the size of the operation port 293 to realize the installation of the first trailer hook fastener and the second trailer hook fastener, and it can avoid the decrease in the structural strength of the trailer hook 29. It also avoids the acute angle γ formed by the first preset straight line 10g and the second preset straight line 10h being too large, which would cause the second trailer hook fastener to interfere with the first trailer hook fastener during installation, thus facilitating the installation of the second trailer hook fastener.

[0063] As a preferred technical solution, the trailer hitch 29 has a ramp structure with a machining ramp surface 294. A reference plane 10i is defined perpendicular to the height direction of the frame 11. The angle δ between the reference plane 10i and the machining ramp surface 294 ranges from 10° to 45°, and the opening of the angle δ faces forward. An operating port 293 is formed in the ramp structure, and the opening of the operating port 293 is located on the machining ramp surface 294.

[0064] The above settings prevent the angle δ between the reference surface 10i and the machining slope 294 from being too large, which would expose the first and second trailer hook fasteners to the operating port 293, making them susceptible to damage from external impacts. Furthermore, the settings prevent the angle δ between the reference surface 10i and the machining slope 294 from being too small, which would cause the machining slope 294 to be substantially perpendicular to the height of the frame 11, thus preventing the operating port 293 from being positioned substantially downwards, which would prevent the installation of the second trailer hook fastener.

[0065] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel, the body panel being supported by the vehicle frame; A walking system, at least partially located below the vehicle frame; A suspension system that connects the running gear to the vehicle frame; A powertrain, which is supported by the vehicle frame and includes an engine, the engine being connected in drive to the running system; A suspension assembly that connects the engine to the vehicle frame; Its features are, The engine includes an upper housing and a lower housing connected to the upper housing. The suspension assembly includes a first suspension bracket made of cast steel. The first suspension bracket is connected to the vehicle frame and also connects the upper housing and the lower housing. The first suspension bracket includes a mounting boss connecting the upper housing and the lower housing. The ratio of the thickness of the mounting boss along the width direction of the vehicle frame to the thickness of the first suspension bracket along the width direction of the vehicle frame is in the range of 0.08 to 0.

12.

2. The all-terrain vehicle according to claim 1, characterized in that, The ratio of the thickness of the mounting boss along the width direction of the vehicle frame to the thickness of the first suspension bracket along the width direction of the vehicle frame ranges from 0.09 to 0.

11.

3. The all-terrain vehicle according to claim 1, characterized in that, The powertrain also includes a continuously variable transmission (CVT) mechanism that is connected to the engine. The CVT mechanism is fixedly connected to one side of the engine along the width direction of the vehicle frame, and the mounting boss is located between the CVT mechanism and the engine.

4. The all-terrain vehicle according to claim 1, characterized in that, The thickness of the mounting boss along the width direction of the vehicle frame ranges from 7mm to 8mm.

5. The all-terrain vehicle according to claim 1, characterized in that, The first suspension bracket includes a suspension portion connected to the vehicle frame. The suspension portion is substantially hollow cylindrical. The ratio of the thickness of the mounting boss portion along the width direction of the vehicle frame to the inner diameter of the suspension portion ranges from 0.23 to 0.

36.

6. The all-terrain vehicle according to claim 1, characterized in that, The engine includes an output shaft that transmits power from the engine to the walking system. The mounting boss has a clearance portion on the side near the engine, and the clearance portion is configured to avoid the output shaft.

7. The all-terrain vehicle according to claim 1, characterized in that, The suspension assembly includes a second suspension bracket connected to the vehicle frame, the second suspension bracket being fixedly connected to the upper housing, or the second suspension bracket being fixedly connected to the lower housing.

8. The all-terrain vehicle according to claim 7, characterized in that, The powertrain also includes a transmission fixedly connected to the engine. The suspension assembly includes a front suspension bracket connected to the vehicle frame. The front suspension bracket is also connected to the transmission. The front suspension bracket is located on the side of the transmission away from the engine. The first suspension bracket is located on the side of the engine away from the transmission. The second suspension bracket is located on the same side of the engine as the first suspension bracket.

9. The all-terrain vehicle according to claim 8, characterized in that, The front suspension bracket is provided with a lifting point for hoisting the powertrain.

10. The all-terrain vehicle according to claim 7, characterized in that, The second suspension bracket is made of cast steel.

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