All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a walking system, a power assembly and a steering system, the walking system comprises front wheels and rear wheels which are located at least partially below the frame, the power assembly is fixedly connected with the frame and is in transmission connection with the rear wheels, the steering system comprises a steering assisting device and a cross shaft which drives the steering of the front wheels, the cross shaft is in transmission connection with the front wheels, and the steering assisting device is in transmission connection with the cross shaft; the steering system further comprises a transmission connecting piece which can adjust the position of the cross shaft, the transmission connecting piece is located between the steering assisting device and the cross shaft, one end of the transmission connecting piece is in transmission connection with the cross shaft, and the other end of the transmission connecting piece is in transmission connection with the steering assisting device. Through the above arrangement, the working stability of the cross shaft 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 designed to travel on a variety of complex terrains. ATVs have strong off-road capabilities and can easily handle complex terrains such as mud, sand, snow, and rocks.

[0003] All-terrain vehicles typically include a frame, body panels, running gear, suspension system, powertrain, cargo box system, and steering components. The drivetrain includes a crossshaft used for steering the running gear. In existing technology, the assembly of the crossshaft can interfere with other components of the all-terrain vehicle, affecting its normal operation and reducing its operational stability.

[0004] Therefore, improving the working stability of the cross shaft is a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an all-terrain vehicle with high working stability of its cross shaft.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] An all-terrain vehicle includes a frame, a running gear, a powertrain, and a steering system. The running gear includes front and rear wheels, at least partially located under the frame. The powertrain is fixedly connected to the frame and driven by the rear wheels. The steering system includes a power steering device and a cross shaft that drives the front wheels to steer. The cross shaft is driven by the front wheels, and the power steering device is driven by the cross shaft. The steering system also includes a transmission connector capable of adjusting the position of the cross shaft. The transmission connector is located between the power steering device and the cross shaft, with one end of the transmission connector driven by the cross shaft and the other end driven by the power steering device.

[0008] Furthermore, the transmission connector includes a first connecting part and a second connecting part, the cross shaft includes a shaft connecting part, the first connecting part is splinedly connected to the shaft connecting part, and the power steering device includes a steering connecting part, the second connecting part is splinedly connected to the steering connecting part.

[0009] Furthermore, the first connecting portion has an external spline, the shaft connecting portion has an internal spline, and the first connecting portion is at least partially located within the shaft connecting portion.

[0010] Furthermore, the second connecting portion has an internal spline, the turning connecting portion has an external spline, and the turning connecting portion is at least partially located within the second connecting portion.

[0011] Furthermore, the major diameter of the outer spline of the first connecting part is equal to the major diameter of the inner spline of the second connecting part, and the major diameter of the inner spline of the shaft connecting part is equal to the major diameter of the outer spline of the power steering device.

[0012] Furthermore, the transmission connector also includes an adjusting part and an adjusting bolt. The adjusting part is integrally formed with the second connecting part. The adjusting part includes a first adjusting part and a second adjusting part. There is a gap between the first adjusting part and the second adjusting part. The adjusting bolt passes through the first adjusting part and the second adjusting part.

[0013] Furthermore, an adjustment groove is provided on the second connecting part, and the adjustment groove is located between the first adjustment part and the second adjustment part.

[0014] Furthermore, the adjusting bolt includes a loosened state and a tightened state. When the adjusting bolt is in the tightened state, the first adjusting part and the second adjusting part approach each other, the gap of the adjusting groove becomes smaller, and the second connecting part applies pressure to the steering connecting part. When the adjusting bolt is in the loosened state, the gap of the adjusting groove becomes larger, and the steering connecting part can move relative to the second connecting part.

[0015] Furthermore, the all-terrain vehicle also includes a pedal assembly for controlling the vehicle's movement or braking, with the cross shaft and drive linkage located at least partially to the right of the pedal assembly.

[0016] Furthermore, when viewed from the width direction of the frame, the pedal assembly at least partially overlaps with the cross axle.

[0017] In the aforementioned all-terrain vehicle, the cross shaft is connected to the power steering device via a transmission connector. This allows the cross shaft to avoid the pedal assembly without affecting its normal operation, which is beneficial for the overall layout of the all-terrain vehicle and improves the working stability of the cross shaft. Attached Figure Description

[0018] Figure 1 This is a structural schematic diagram of an all-terrain vehicle provided in an embodiment of this application.

[0019] Figure 2 This is a schematic diagram of the internal structure of an all-terrain vehicle provided in an embodiment of this application.

[0020] Figure 3 A schematic diagram of the rocker arm and mud scraping mechanism of an all-terrain vehicle provided for the embodiments of this application.

[0021] Figure 4 A schematic diagram of the rocker arm, mud scraping mechanism, and wheels of an all-terrain vehicle provided for embodiments of this application.

[0022] Figure 5 A schematic diagram of the structure of the mud scraper of the all-terrain vehicle provided in the embodiments of this application.

[0023] Figure 6 An exploded view of the cross shaft, transmission connector, and steering assist device of an all-terrain vehicle provided in the embodiments of this application.

[0024] Figure 7 A schematic diagram of the steering system, pedal assembly, and front wheel of an all-terrain vehicle provided for an embodiment of this application.

[0025] Figure 8 A schematic diagram of the frame, seat frame, connecting bracket and rotating connector of an all-terrain vehicle provided for the embodiments of this application.

[0026] Figure 9 A schematic diagram of the structure of the first frame, the second frame, and the rotating connector of the all-terrain vehicle provided in the embodiments of this application.

[0027] Figure 10 A schematic diagram of the structure of the all-terrain vehicle seat frame provided in the embodiments of this application when it is in an upright state.

[0028] Figure 11 A schematic diagram of the structure of the all-terrain vehicle seat frame provided in the embodiments of this application when it is in a flipped-over state.

[0029] Figure 12 This is a structural schematic diagram of the first seat, the second seat, and the armrest box according to an embodiment of this application.

[0030] Figure 13 A side sectional view of an all-terrain vehicle provided for an embodiment of this application.

[0031] Figure 14 This is an implementation method of the present application. Figure 13 A magnified view of a portion of point A in the middle.

[0032] Figure 15 A schematic diagram of the front rocker arm and torsion bar of the all-terrain vehicle provided in the embodiments of this application.

[0033] Figure 16 This is a schematic diagram of the front rocker arm, torsion bar, and steering system of the all-terrain vehicle according to an embodiment of this application. Detailed Implementation

[0034] 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.

[0035] like Figure 1 and Figure 2 As shown, an all-terrain vehicle 100 includes a frame 11, body panels 12, a running gear 13, a suspension system 14, and a powertrain 15.

[0036] 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.

[0037] The frame 11 serves as the basic framework of the all-terrain vehicle 100, supporting the body panel 12, the running gear 13, the suspension system 14, and the powertrain 15. 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. Specifically, the running gear 13 includes a front wheel 131 and a rear wheel 132, both at least partially located below the frame 11 and connected to the frame 11 via the suspension system 14. The powertrain 15 is drive-connected to the running gear 13. More specifically, the powertrain 15 can be driven to the front wheel 131, the powertrain 15 can be driven to the rear wheel 132, or the powertrain 15 can be driven to both the front wheel 131 and the rear wheel 132 simultaneously.

[0038] Specifically, the frame 11 includes a front frame 111, a middle frame 112, and a rear frame 113 connected in sequence. Along the length of the frame 11, the middle frame 112 is located between the front frame 111 and the rear frame 113, that is, the middle frame 112 is located behind the front frame 111 and in front of the rear frame 113. The body panel 12 and the middle frame 112 form a driver's cab 20, which provides seating space for the driver and / or passengers.

[0039] like Figures 1 to 5 As shown, the walking system 13 includes wheels 133, which are front wheels 131 and / or rear wheels 132. The wheels 133 include rims 1331, which are connected to the powertrain 15 via transmission. The rims 1331 are rotatably connected to the suspension system 14.

[0040] Specifically, the all-terrain vehicle includes a mud-scraping mechanism 142 for removing mud from the wheel rim 1331. The mud-scraping mechanism 142 includes a mud scraper 1422 and a protruding structure 1422b located on the mud scraper 1422. Viewed from the height of the frame 11, the protruding structure 1422b at least partially overlaps with the wheel rim 1331, and is located between the mud scraper 1422 and the wheel rim 1331. This arrangement allows the protruding structure 1422b to clean mud, gravel, and other foreign objects from the wheel rim 1331, preventing the wheel rim 1331 from becoming unbalanced due to foreign objects adhering to it, thus avoiding lateral swaying of the wheel 133 and improving the driving safety of the all-terrain vehicle 100.

[0041] Viewed from the height of the frame, the length of the overlapping portion of the protruding structure 1422b and the wheel rim 1331 along the width direction of the frame 11 is the protrusion length L1. The ratio of the protrusion length L1 to the length L2 of the protrusion structure 1422b along the width direction of the frame 11 is 0.74 to 1. Specifically, the ratio of the protrusion length L1 to the length L2 of the protrusion structure 1422b along the width direction of the frame 11 is 0.83 to 0.97. More specifically, the ratio of the protrusion length L1 to the length L2 of the protrusion structure 1422b along the width direction of the frame 11 is 0.93. This setting avoids the above ratio being too large, which would result in the protrusion structure 1422b being too long, thus preventing interference between the protrusion structure 1422b and the wheel rim 1331 and preventing the mud scraper mechanism 142 from being assembled. This also avoids the situation where the ratio is too small, resulting in the protruding structure 1422b being too short, so as to prevent the protruding structure 1422b from being unable to completely clean the foreign objects on the rim 1331, which is beneficial to improving the cleaning effect of the mud scraping mechanism 142.

[0042] In one embodiment, the suspension system 14 includes a rocker arm 141, a tie rod 145, an axle support 147, and a tie rod mounting plate 148. The axle support 147 is rotatably connected to the wheel 133, and the tie rod mounting plate 148 is mounted on the axle support 147. The axle support 147 is connected to the rocker arm 141, and the tie rod 145 is rotatably connected to the tie rod mounting plate 148. A mud scraper 1422 is connected to the rocker arm 141, the axle support 147, or the tie rod mounting plate 148. This arrangement allows the mounting position of the mud scraper 1422 to be adjusted according to the actual assembly layout of the all-terrain vehicle 100, avoiding interference between the mud scraper 1422 and other components, and improving space utilization at the wheel 133.

[0043] Specifically, the mud-scraping mechanism 142 includes a mounting member 1421, which is detachably connected to the mud scraper 1422. More specifically, a fixing part 1411 is provided on the side of the rocker arm 141 near the wheel 133. Two mounting members 1421 are provided, with the fixing part 1411 located between the two mounting members 1421 and detachably connected to them along the length of the frame 11. The mud scraper 1422 is located below the mounting member 1421 and extends along the width of the frame 11 towards the wheel 133. This arrangement facilitates the assembly and disassembly of the mud-scraping mechanism 142, thereby improving the assembly performance of the mud scraper 1422.

[0044] In this embodiment, the wheel 133 also includes a rim 1331. Viewed from the height of the frame 11, the mud scraper 1422 at least partially overlaps with the rim 1331. With this arrangement, the mud scraper 1422 can remove mud, gravel, and other foreign objects from the rim 1331, thereby preventing damage to the rim 1331 from gravel. Furthermore, the mud scraper 1422 is made of nylon, which allows it to remove foreign objects while also preventing damage to the rim 1331. Furthermore, a drainage groove 1422a is provided on the scraper blade 1422. The drainage groove 1422a is located on the side of the scraper blade 1422 near the rocker arm 141, and the fixing part 1411 is located above the drainage groove 1422a. Thus, when the all-terrain vehicle 100 passes through a water-crossing section, the water on the scraper blade 1422 can be discharged through the drainage groove 1422a, avoiding affecting the operation of the scraper blade 1422. Moreover, the drainage groove 1422a is located below the fixing part 1411, which can also prevent the scraper blade 1422 from interfering with the fixing part 1411 during the installation of the scraper mechanism 142, thereby improving the assembly performance of the scraper mechanism 142.

[0045] In one embodiment, the protruding structure 1422b is located on the lower side of the scraper blade 1422 and protrudes downward. The scraper blade 1422 also includes a plurality of reinforcing ribs 1422c. Along the length direction of the frame 11, the plurality of reinforcing ribs 1422c are located on both sides of the protruding structure 1422b, and the reinforcing ribs 1422c are integrally formed with the protruding structure 1422b. Through the above arrangement, the protruding structure 1422b and the reinforcing ribs 1422c can improve the structural strength of the scraper blade 1422 and prevent the scraper blade 1422 from deforming during the scraping process, which would cause the scraper blade 1422 to malfunction. The protruding structure 1422b is mainly used to prevent the scraper blade 1422 from deforming along the width direction of the frame 11, and the reinforcing ribs 1422c are mainly used to prevent the scraper blade 1422 from deforming along the length direction of the frame 11.

[0046] In this embodiment, a reference plane 101 perpendicular to the height direction of the frame 11 is defined. The orthographic projection of the protruding structure 1422b on the reference plane 101 is called the protruding projection, which extends substantially along the direction of the first straight line 201. A first preset straight line 202 extending along the width direction of the frame 11 is defined, and the orthographic projection of the first preset straight line 202 on the reference plane 101 is called the first projection line. The angle α between the first straight line 201 and the first projection line ranges from 3° to 5°. Further, the orthographic projection of the reinforcing rib 1422c on the reference plane 101 is called the reinforcing rib projection, which extends substantially along the direction of the second straight line 203. A second preset straight line 204 extending along the length direction of the frame 11 is defined, and the orthographic projection of the second preset straight line 204 on the reference plane 101 is called the second projection line. The angle β between the second straight line 203 and the second projection line ranges from 8° to 12°. With the above-mentioned configuration, the protruding structure 1422b and the reinforcing rib 1422c are inclined, so that the protruding structure 1422b can prevent the scraper 1422 from deforming along the width direction of the frame 11, and can also prevent the scraper 1422 from deforming along the length direction of the frame 11 to a certain extent; the reinforcing rib 1422c can prevent the scraper 1422 from deforming along the length direction of the frame 11, and can also prevent the scraper 1422 from deforming along the width direction of the frame 11 to a certain extent. In addition, if the included angle is set too large, the structural strength of the scraper 1422 in both the length and width directions of the frame 11 may not meet the requirements, causing the scraper 1422 to deform during the scraping process and fail to work properly. Therefore, in this application, the included angle α between the first straight line 201 and the first preset straight line 202 is set to 4°, and the included angle β between the second straight line 203 and the second preset straight line 204 is set to 10°.

[0047] In this embodiment, the scraper blade 1422 is provided with a plurality of connecting holes 1422d. Along the length direction of the frame 11, the connecting holes 1422d are located on both sides of the drainage groove 1422a. The scraper blade 1422 is fixedly connected to the mounting member 1421 through the connecting holes 1422d. Specifically, the mounting member 1421 includes a first mounting part 1421a and a second mounting part 1421b. The first mounting part 1421a extends along the height direction of the frame 11, and the second mounting part 1421b extends along the length direction of the frame 11. The scraper blade 1422 is fixedly connected to the second mounting part 1421b through the connecting holes 1422d. Furthermore, the two mounting components 1421 include two first mounting portions 1421a, and a fixing portion 1411 is located between the two first mounting portions 1421a. The fixing portion 1411 is provided with a fixing hole 1411a. The sludge scraping mechanism 142 also includes a fixing bolt 1423, which passes through the two first mounting portions 1421a and the fixing hole 1411a. With the above arrangement, the first mounting portions 1421a and the second mounting portions 1421b are arranged perpendicular to each other, so that the direction of the fixing bolt 1423 is different from the direction of the connecting hole 1422d. This facilitates the disassembly and installation of the sludge scraper 1422 and the mounting component 1421, thereby improving the assembly performance of the sludge scraping mechanism 142.

[0048] like Figure 6 and Figure 7 As shown, the all-terrain vehicle 100 also includes a steering system 35. The steering system 35 controls the steering of the all-terrain vehicle 100. The steering system 35 includes a cross shaft 161 and a power steering device 351. The power steering device 351 is driven by the cross shaft 161, which is also driven by the front wheels 131, and drives the front wheels 131 to steer. The power steering device 351 is connected to a steering wheel and provides assistance to the driver in turning the steering wheel. The driver only needs to apply a small amount of force to turn the all-terrain vehicle 100, thus facilitating the driver's control of the all-terrain vehicle 100. It should be noted that the all-terrain vehicle 100 of this application also includes a pedal assembly 36 for controlling the movement or braking of the all-terrain vehicle 100, namely an accelerator pedal and a brake pedal. The accelerator pedal is connected to the engine, and the brake pedal is connected to the brake calipers on the wheels. In order to avoid interference between the cross shaft 161 and the pedal assembly 36, which would affect the movement and braking of the all-terrain vehicle 100, and also to avoid affecting the rotation of the all-terrain vehicle 100.

[0049] The steering system 35 also includes a drive coupling 162, which is capable of adjusting the position of the cross shaft 161. The cross shaft 161 and drive coupling 162 are at least partially located to the right of the pedal assembly 36. Furthermore, viewed from the width direction of the frame 11, the pedal assembly 36 and the cross shaft 161 at least partially overlap. Understandably, when the position of the cross shaft 161 changes, the distance between the cross shaft 161 and the power steering device 351 changes, making the connection between the cross shaft 161 and the power steering device 351 more difficult.

[0050] In one implementation, the transmission connector 162 is located between the power steering device 351 and the cross shaft 161. One end of the transmission connector 162 is connected to the cross shaft 161, and the other end is connected to the power steering device 351. With this arrangement, the cross shaft 161 is connected to the power steering device 351 via the transmission connector 162, thus ensuring that the cross shaft 161 avoids the pedal assembly 36 without affecting its normal operation. Furthermore, the transmission connector 162 allows the position of the cross shaft 161 to be changed in the overall layout of the all-terrain vehicle 100, which is beneficial to the overall layout of the all-terrain vehicle 100 and improves the space utilization of the all-terrain vehicle 100. In addition, the transmission connector 162 can also be adapted to the cross shaft 161 and steering assist device 351 of various all-terrain vehicles 100, so that it is not necessary to perform personalized adaptation of the cross shaft 161 of different all-terrain vehicles 100. Thus, the same cross shaft 161 can also be adapted to different all-terrain vehicles 100 through different transmission connectors 162, thereby improving the versatility of the cross shaft 161.

[0051] In this embodiment, the transmission connector 162 includes a first connecting portion 1621 and a second connecting portion 1622, the cross shaft 161 includes a shaft connecting portion 1611, the first connecting portion 1621 is splinedly connected to the shaft connecting portion 1611, and the power steering device 351 includes a steering connecting portion 3511, the second connecting portion 1622 is splinedly connected to the steering connecting portion 3511. Specifically, the first connecting portion 1621 has an external spline, the shaft connecting portion 1611 has an internal spline, and the first connecting portion 1621 is at least partially located within the shaft connecting portion 1611. Further, the second connecting portion 1622 is configured with an internal spline, the steering connecting portion 3511 is configured with an external spline, and the steering connecting portion 3511 is at least partially located within the second connecting portion 1622. With the above configuration, the cross shaft 161 is splinedly connected to the transmission connector 162, and the transmission connector 162 is splinedly connected to the power steering device 351. The spline connection is evenly stressed and can withstand a large load, thereby improving the connection stability between the transmission connector 162, the cross shaft 161, and the power steering device 351.

[0052] Understandably, the major diameter of the outer spline of the first connecting part 1621 is equal to the major diameter of the inner spline of the second connecting part 1622, and the major diameter of the inner spline of the shaft connecting part 1611 is equal to the major diameter of the outer spline of the power steering device 351. This allows the outer spline of the cross shaft 161 to connect with the inner spline of the power steering device 351. In other words, the setting of the transmission connecting part 162 will not damage the original cross shaft 161 and power steering device 351, thereby reducing costs and improving the versatility of the cross shaft 161.

[0053] In this embodiment, the transmission connector 162 further includes an adjusting portion 1623 and an adjusting bolt 1624. The adjusting portion 1623 is integrally formed with the second connecting portion 1622. The adjusting portion 1623 includes a first adjusting portion 1623a and a second adjusting portion 1623b, with a gap between the first adjusting portion 1623a and the second adjusting portion 1623b. The adjusting bolt 1624 passes through the first adjusting portion 1623a and the second adjusting portion 1623b. Further, the second connecting portion 1622 is provided with an adjusting groove 1622a, which is located between the first adjusting portion 1623a and the second adjusting portion 1623b. Understandably, the adjusting bolt 1624 has both a loosened and a tightened state. When the adjusting bolt 1624 is tightened, the first adjusting part 1623a and the second adjusting part 1623b move closer to each other, the gap of the adjusting groove 1622a decreases, and the second connecting part 1622 applies pressure to the steering connecting part 3511. When the adjusting bolt 1624 is loosened, the gap of the adjusting groove 1622a increases, and the steering connecting part 3511 can move relative to the second connecting part 1622. Through the above arrangement, the adjusting bolt 1624 can adjust the connection between the transmission connector 162 and the power steering device 351 by tightening and loosening. When the adjusting bolt 1624 is tightened, the connection between the transmission connector 162 and the power steering device 351 is relatively stable. When the adjusting bolt 1624 is loosened, it facilitates the assembly and disassembly of the transmission connector 162 and the power steering device 351, thereby improving the assembly performance of the transmission connector 162 and the power steering device 351.

[0054] like Figure 8 and Figure 9As shown, in one embodiment, the all-terrain vehicle 100 includes a seat 19, which is at least partially located on and connected to the frame 11. The seat 19 is used to support the driver and / or passengers. The seat 19 includes a seat frame 193, which is mainly used to provide support for the seat back. The seat frame 193 includes a first seat 197, a second seat 198, a first frame 1931, and a second frame 1932. The first frame 1931 and the second frame 1932 are distributed along the width direction of the frame 11. The first seat 197 is mounted on the first frame 1931, and the second seat 198 is mounted on the second frame 1932. That is, the seat 19 in this embodiment includes at least one set of double-row seats in the same row.

[0055] Specifically, the seat 19 includes a connecting assembly 190, which further includes a connecting bracket 194 and a rotating connector 195. The connecting bracket 194 is fixedly connected to the frame 11, and the rotating connector 195 is rotatably connected to the connecting bracket 194. Two rotating connectors 195 are provided, located on opposite sides of the connecting bracket 194 along the width direction of the frame 11. The first frame 1931 and the second frame 1932 are each fixedly connected to one rotating connector 195. More specifically, the frame 11 also includes a fixed horizontal tube 116 extending substantially along the width direction of the frame 11. The fixed horizontal tube 116 is located behind the seat frame 193, and the connecting bracket 194 is fixedly connected to the fixed horizontal tube 116. With the above configuration, compared to one connecting bracket 194 connecting one rotating connector 195, the connecting bracket 194 of this application connects two rotating connectors 195 respectively, thereby reducing the number of connecting brackets 194 and the number of installation points, which facilitates the arrangement of connecting brackets 194 and improves the space utilization of the all-terrain vehicle 100.

[0056] In this embodiment, the connecting bracket 194 includes a fixing part 1941 and a connecting part 1942. The connecting part 1942 is located in front of the fixing part 1941. The fixing part 1941 is fixedly connected to the fixing cross tube 116. A rotating shaft 1943 is provided on the connecting part 1942. The rotating shaft 1943 is fixedly connected to the connecting part 1942. The rotating shaft 1943 extends along the width direction of the frame 11. The rotating shaft 1943 includes a first rotating shaft 1943a located on the left side of the connecting part 1942 and a second rotating shaft 1943b located on the right side of the connecting part 1942. The first rotating shaft 1943a is rotatably connected to the rotating connector 195 on the first frame 1931, and the second rotating shaft 1943b is rotatably connected to the rotating connector 195 on the second frame 1932. Understandably, the first pivot 1943a is the part of the pivot 1943 that extends from the left side of the connecting part 1942, and the second pivot 1943b is the part of the pivot 1943 that extends from the right side of the connecting part 1942. This allows the two rotating connecting parts 195 to rotate around the first pivot 1943a and the second pivot 1943b respectively. In other words, a connecting bracket 194 can be rotatably connected to both rotating connecting parts 195 at the same time, thereby improving the space utilization of the all-terrain vehicle 100.

[0057] like Figure 10 and Figure 11 As shown, the seat 19 further includes two angle adjustment structures 196. A first frame 1931 and a second frame 1932 are rotatably connected to one angle adjustment structure 196, and the two angle adjustment structures 196 are also fixedly connected to the frame 11. The two angle adjustment structures 196 are located on the side of the first frame 1931 away from the rotating connector 195 and the side of the second frame 1932 away from the rotating connector 195, respectively, and are fixedly connected to the frame 11. More specifically, the seat 19 includes a coil spring structure 1951, located on the rotating connector 195. One end of the coil spring structure 1951 is fixedly connected to a rotating shaft 1943, and the other end is fixedly connected to the rotating connector 195. The coil spring structure 1951 is wound around the rotating shaft 1943. The seat frame 193 includes a flipped-up state and an upright state. When the seat frame 193 is in the flipped-up state, the coil spring structure 1951 has a preload, which causes the seat frame 193 to tend to move from the flipped-up state to the upright state. When the seat frame 193 is in the upright state, the coil spring structure 1951 releases the preload. Through the above settings, the angle adjustment structure 196 is mainly used to switch the seat frame 193 to the flipped-up state, and the coil spring structure 1951 mainly uses its own preload to return the seat frame 193 from the flipped-up state to the upright state, thereby realizing the automatic return function of the seat 19.

[0058] In addition, the rotating connector 195 also includes a first limiting part 1952 and a second limiting part 1953. The connecting bracket 194 is provided with a limiting part 1944. When the seat frame 193 is in an upright state, the first limiting part 1952 abuts against the limiting part 1944. When the seat frame 193 is in a flipped state, the second limiting part 1953 abuts against the limiting part 1944. This can prevent the flipping angle of the seat frame 193 from being too large, and can also prevent the seat frame 193 from rotating excessively when switching from a flipped state to an upright state, thereby facilitating the angle adjustment of the seat 19.

[0059] like Figure 12 As shown, in one implementation, the maximum distance of the second seat 198 along the width direction of the frame 11 is greater than the maximum distance of the first seat 197 along the width direction of the frame 11. Further, the second seat 198 is provided with a recess 1981, which is recessed rearward. The all-terrain vehicle 100 includes an armrest box 37, which is rotatably connected to the second seat 198. The armrest box 37 has a stored state within the recess 1981 and a used state at least partially outside the recess 1981. It should be noted that when the armrest box 37 is located within the recess 1981, the surface of the armrest box 37 is substantially flush with the surface of the second seat 198, thereby achieving a concealed arrangement of the armrest box 37, ensuring that its arrangement does not affect the passenger's seating in the second seat 198. With the above-mentioned design, the hidden armrest box 37 can meet the needs of rear passengers for the armrest box 37 without affecting their normal seating. When passengers need to use the armrest box 37, they only need to flip the armrest box 37 out of the groove 1981.

[0060] like Figure 13 and Figure 14 As shown, the frame 11 includes a bottom frame 114 and a pillar 1122, with the pillar 1122 connected to the bottom frame 114. The seats 19 include a front seat 191 located above the bottom frame 114 and a rear seat 192 located behind the front seat 191, forming a seating area 205 for rear passengers. The front seat 191 is at least partially located in front of the pillar 1122, and the rear seat 192 is at least partially located behind the pillar 1122.

[0061] Specifically, seat 19 includes seat bracket 117, which is at least partially located above and fixedly connected to bottom frame 114. Seat 19 includes a front seat 191 located above bottom frame 114, which is also located above and fixedly connected to seat bracket 117. Specifically, a storage area 206 and an extension area 207 located behind the storage area 206 are also provided below the front seat 191, and the extension area 207 communicates with the seating area 205. Furthermore, viewed from the height of the frame 11, the front seat 191 and the extension area 207 at least partially overlap. Through the above arrangement, the extension area 207 provides a footrest for rear passengers, thereby improving the driving experience of rear passengers and enhancing the overall comfort of the all-terrain vehicle 100.

[0062] In one implementation, the minimum distance between the front seat 191 and the bottom frame 114 along the height direction of the vehicle frame 11 is the seat height D1. The minimum distance between the uppermost end of the pillar 1122 and the bottom frame 114 is the pillar height D2. The ratio of seat height D1 to pillar height D2 ranges from 0.11 to 0.17. Further, the ratio of seat height D1 to pillar height D2 ranges from 0.13 to 0.15. In this implementation, the ratio of seat height D1 to pillar height D2 is 0.14. This avoids both an excessively large ratio of seat height D1 to pillar height D2, which would result in an excessively high seat height D1 that is unfavorable for front-seat passengers, and an excessively small ratio, which would result in an excessively low seat height D1, preventing rear-seat passengers from having enough legroom and resulting in a poor seating experience for rear-seat passengers. The seat height D1 ranges from 150mm to 220mm, specifically from 170mm to 200mm. In this embodiment, the seat height D1 is 185mm. Through the above configuration, this application increases the space under the front seat 191 by raising the seat support 117, thereby facilitating the formation of an extended area 207 under the front seat 191. This provides space for the extended area 207 in the height direction of the frame 11, meeting the needs of rear passengers for legroom and allowing them to sit in a more comfortable position, thus improving the ride comfort of the all-terrain vehicle 100.

[0063] In this embodiment, the seat bracket 117 includes a first bracket 1171 and a second bracket 1172. The first bracket 1171 is located in front of the second bracket 1172. The front seat 191 is provided with a first fixing part 1911 and a second fixing part 1912. Both the first fixing part 1911 and the second fixing part 1912 are located at the bottom of the front seat 191. The first fixing part 1911 is located in front of the second fixing part 1912 and is fixedly connected to the first bracket 1171. The second fixing part 1912 is fixedly connected to the second bracket 1172. Further, along the height direction of the vehicle frame 11, the distance between the uppermost point of the first bracket 1171 and the bottom frame 114 is defined as the first bracket distance L1, and the distance between the uppermost point of the second bracket 1172 and the bottom frame 114 is defined as the second bracket distance L2. The first bracket distance L1 is greater than the second bracket distance L2. By setting the first bracket 1171 higher than the second bracket 1172, after the front seat 191 is installed on the seat bracket 117, the front seat 191 is in a backward tilted state. The backward tilted state is more in line with the human-machine relationship of the passengers, that is, the passengers can obtain a more comfortable sitting posture, which can effectively alleviate the fatigue of the passengers and improve the riding comfort of the all-terrain vehicle 100.

[0064] In this embodiment, the all-terrain vehicle 100 also includes a storage structure 128 for storing items. The storage structure 128 is located below the front seat 191 and is fixedly connected to the seat bracket 117. Further, the storage structure 128 is located between the first bracket 1171 and the second bracket 1172. It can be understood that the storage structure 128 is located in the aforementioned storage area 206, that is, the storage area 206 of this application is located between the first bracket 1171 and the second bracket 1172. The storage area 206 is used to house the storage structure 128, thereby improving the item storage capacity of the all-terrain vehicle 100 and increasing the space utilization rate of the all-terrain vehicle 100.

[0065] More specifically, the walking system 13 includes a front wheel 131 and a rear wheel 132. The minimum distance between the axle of the front wheel 131 and the axle of the rear wheel 132 along the length of the frame 11 is the axle distance D3. The distance between the first bracket 1171 and the second bracket 1172 along the length of the frame 11 is the bracket distance D4. The ratio of the bracket distance D4 to the axle distance D3 ranges from 0.04 to 0.08. Further, the ratio of the bracket distance D4 to the axle distance D3 ranges from 0.05 to 0.07. In this application, the ratio of the bracket distance D4 to the axle distance D3 is 0.06. The above configuration avoids an excessively large ratio between the bracket distance D4 and the axle distance D3, which would result in an excessively wide distance between the first bracket 1171 and the second bracket 1172. This prevents the storage area 206 from occupying the space of the extension area 207 and causing rear passengers to lose legroom. It also avoids an excessively small ratio between the bracket distance D4 and the axle distance D3, which would result in the storage area 206 being too small to accommodate the storage structure 128. Thus, while meeting the legroom requirements of rear passengers in the extension area 207, it also meets the requirements for accommodating the storage structure 128 in the storage area 206. This improves both the space utilization rate of the all-terrain vehicle 100 and the passenger comfort of the all-terrain vehicle 100.

[0066] like Figure 15 and Figure 16 As shown, in one implementation, the suspension system 14 includes a front swing arm 143, a rear swing arm 146, and a torsion bar 144. The front swing arm 143 connects the front wheel 131 to the frame 11, and the rear swing arm 146 connects the rear wheel 132 to the frame 11. The torsion bar 144 is rotatably connected to the front swing arm 143 and is also fixed to the frame 11. The torsion bar 144 is used to improve the stability of the all-terrain vehicle 100 during driving.

[0067] The all-terrain vehicle 100 includes a steering system 35, which includes a steering assist device 351 for controlling the steering of the front wheels 131. The rotation center line of the front wheels 131 is defined as the front wheel axis 131a (refer to...). Figure 1The power steering device 351 is at least partially located behind the front wheel axle 131a, and the torsion bar 144 is at least partially fixed to the frame 11 behind the front wheel axle 131a, while the torsion bar 144 is at least partially fixed to the frame 11 in front of the power steering device 351. This arrangement allows the fixing point of the torsion bar 144 to be located between the front wheel axle 131a and the power steering device 351, thereby improving the space utilization behind the front wheel axle 131a. This ensures that both the power steering device 351 and the torsion bar 144 are located behind the front wheel axle 131a, resulting in a more compact structure for the torsion bar 144 and the power steering device 351, thus improving the structural compactness and space utilization of the all-terrain vehicle 100. Furthermore, the above-mentioned arrangement can reduce the space occupied by the torsion bar 144 and the power steering device 351 in the cockpit. That is, the above-mentioned arrangement can ensure that the torsion bar 144 and the power steering device 351 do not interfere with the cockpit, so that the cockpit does not need to be equipped with a clearance part to avoid the arrangement of the torsion bar 144 and the power steering device 351, thereby increasing the arrangement space of the cockpit and facilitating the arrangement of components inside the cockpit.

[0068] Specifically, the front rocker arm 143 includes an upper rocker arm 1431 and a lower rocker arm 1432, both of which are used to connect the front wheel 131 to the frame 11. The foremost side of the upper rocker arm 1431 is at least partially located in front of the front wheel axle 131a, and the rearmost side of the upper rocker arm 1431 is at least partially located behind the front wheel axle 131a. With the above arrangement, the arrangement space occupied by the upper rocker arm 1431 behind the front wheel axle 131a can be shortened, thereby allowing the power steering device 351 and the torsion bar 144 to be arranged behind the front wheel axle 131a.

[0069] In this embodiment, the minimum distance between the foremost side of the upper rocker arm 1431 and the front wheel axle 131a along the length of the frame 11 is the first distance, and the minimum distance between the rearmost side of the upper rocker arm 1431 and the front wheel axle 131a along the length of the frame 11 is the second distance, which is less than the first distance. Through this arrangement, the space occupied by the upper rocker arm 1431 behind the front wheel axle 131a can be reduced, thereby saving space for the arrangement of the power steering device 351 and the torsion bar 144, and allowing the power steering device 351 and the torsion bar 144 to be arranged behind the upper rocker arm 1431.

[0070] In one implementation, the front rocker arm 143 includes a first rocker arm 1433 and a second rocker arm (not shown) distributed along the right direction of the width of the frame 11. Both the first rocker arm 1433 and the second rocker arm include an upper rocker arm 1431. The two ends of the torsion bar 144 are respectively connected to the upper rocker arm 1431 of the first rocker arm 1433 and the upper rocker arm 1431 of the second rocker arm, thereby realizing the connection between the torsion bar 144 and the front rocker arm 143.

[0071] Specifically, the torsion bar 144 includes a first rod portion 1441 extending along the width direction of the frame 11, a second rod portion 1442 and a third rod portion 1443 respectively connected to both ends of the first rod portion 1441. The first rod portion 1441 is fixedly connected to the frame 11, the second rod portion 1442 is connected to the upper rocker arm 1431 of the first rocker arm 1433, and the third rod portion 1443 is connected to the upper rocker arm 1431 of the second rocker arm. The first rod portion 1441 fixes the torsion bar 144 to the frame 11, and the second rod portion 1442 and the third rod portion 1443 connect the torsion bar 144 to the front rocker arm 143. The first rod portion 1441, the second rod portion 1442 and the third rod portion 1443 extend in a basically U-shape.

[0072] More specifically, both the second rod portion 1442 and the third rod portion 1443 extend along a predetermined straight line 208, defining a reference plane 101 perpendicular to the height direction of the frame 11. The acute angle ψ formed between the predetermined straight line 208 and the reference plane 101 faces rearward. This arrangement allows the second rod portion 1442 and the third rod portion 1443 to be angled downwards from rear to front. In this application, the torsion bar 144 also includes a first ball pin connecting rod 1444 and a second ball pin connecting rod (not shown). The second rod portion 1442 is connected to the upper rocker arm 1431 of the first rocker arm 1433 via the first ball pin connecting rod 1444, and the third rod portion 1443 is connected to the upper rocker arm 1431 of the second rocker arm via the second ball pin connecting rod. The first ball pin connecting rod 1444 and the second ball pin connecting rod extend substantially along the height direction of the frame 11. By setting the above, the angle between the preset straight line 208 and the height direction of the frame 11 can be reduced, that is, the angle between the second rod 1442 and the first ball pin connecting rod 1444 can be reduced, and the angle between the third rod 1443 and the second ball pin connecting rod can be reduced, thereby preventing the torsion bar 144 from self-locking and improving the working stability of the torsion bar 144.

[0073] In this embodiment, the second rod portion 1442 and the third rod portion 1443 are at least partially located in front of the first rod portion 1441, so that the second rod portion 1442 and the third rod portion 1443 can be connected to the front rocker arm 143 when the fixing point of the torsion bar 144 to the frame 11 is located behind the front rocker arm 143.

[0074] As one implementation, the upper rocker arm 1431 includes a rocker arm connecting part 1431a, a rocker arm body 1431b, and fasteners. The rocker arm connecting part 1431a and the rocker arm body 1431b are integrally formed. The rocker arm connecting part 1431a is rotatably connected to the frame 11, and the rocker arm body 1431b is connected to the front wheel 131.

[0075] The rocker arm connecting portion 1431a is essentially axial, and has a through hole 1431c extending axially through it. Fasteners pass through the through hole 1431c and are connected to the frame 11. In this application, the fasteners are bolts and nuts. The bolt passes through the frame 11 and the through hole 1431c and is fixedly connected to the nut. This design allows for the connection between the upper rocker arm 1431 and the frame 11 using only one bolt and one nut, thus improving the ease of assembly between the upper rocker arm 1431 and the frame 11. Furthermore, the rocker arm connecting portion 1431a of the upper rocker arm 1431 is a single unit, eliminating the need for connection points between two upper rocker arms 1431. At this time, the distance of the rocker arm connection 1431a can be shortened, which helps to reduce the space occupancy of the rocker arm connection 1431a, thereby reducing the space occupancy of the upper rocker arm 1431, so that the structure of the front rocker arm 143 is more compact and adaptable to the all-terrain vehicle 100 with limited space.

[0076] Specifically, the lower rocker arm 1432 includes a first mounting point 1432a and a second mounting point 1432b distributed along the length of the frame 11. Both the first mounting point 1432a and the second mounting point 1432b are rotatably connected to the frame 11. The minimum distance between the first mounting point 1432a and the second mounting point 1432b along the length of the frame 11 is the lower mounting interval, and the length of the rocker arm connecting part 1431a along the length of the frame 11 is the upper mounting interval. The lower mounting interval is greater than the upper mounting interval. Through the above arrangement, the length of the upper rocker arm 1431 along the length of the frame 11 can be reduced, thereby making the structure of the upper rocker arm 1431 more compact. This allows the upper rocker arm 1431 to save space behind it, which is beneficial for the arrangement of the power steering device 351 and the torsion bar 144.

[0077] As one implementation, the suspension system 14 also includes a rocker arm tie rod 145 (see reference). Figure 3 The two ends of the rocker arm tie rod 145 are rotatably connected to the frame 11 and the rear rocker arm 146 (see reference). Figure 3 The rocker arm tie rod 145 has a telescopic deformation range that can be adapted to the distance between the frame 11 and the rear wheel. This design allows the length of the rocker arm tie rod 145 to be adjustable, thus adapting to different frames 11 and rear wheels and improving the versatility of the rocker arm tie rod 145.

[0078] Specifically, the rocker arm tie rod 145 includes a tie rod ball head seat, a locking nut, and a connecting rod. One end of the tie rod ball head seat is provided with an external thread, and both ends of the connecting rod are provided with internal threads. The length of the rocker arm tie rod 145 can be adjusted by changing the engagement length between the external thread of the tie rod ball head seat and the internal thread of the connecting rod.

[0079] 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 walking system, comprising front and rear wheels located at least partially beneath the vehicle frame; A powertrain that is fixedly connected to the vehicle frame and connected to the rear wheel drive; A steering system comprising a power steering device and a cross shaft for driving the front wheels, the cross shaft being drive-connected to the front wheels, and the power steering device being drive-connected to the cross shaft; characterized in that... The steering system also includes a transmission connector capable of adjusting the position of the cross shaft. The transmission connector is located between the power steering device and the cross shaft. One end of the transmission connector is connected to the cross shaft, and the other end of the transmission connector is connected to the power steering device.

2. The all-terrain vehicle according to claim 1, characterized in that, The transmission connector includes a first connecting part and a second connecting part; the cross shaft includes a shaft connecting part; the first connecting part is splinedly connected to the shaft connecting part; the steering assist device includes a steering connecting part; and the second connecting part is splinedly connected to the steering connecting part.

3. The all-terrain vehicle according to claim 2, characterized in that, The first connecting portion has an external spline, the shaft connecting portion has an internal spline, and the first connecting portion is at least partially located within the shaft connecting portion.

4. The all-terrain vehicle according to claim 3, characterized in that, The second connecting portion has an internal spline, the steering connecting portion has an external spline, and the steering connecting portion is at least partially located within the second connecting portion.

5. The all-terrain vehicle according to claim 4, characterized in that, The major diameter of the outer spline of the first connecting part is equal to the major diameter of the inner spline of the second connecting part, and the major diameter of the inner spline of the shaft connecting part is equal to the major diameter of the outer spline of the steering assist device.

6. The all-terrain vehicle according to claim 2, characterized in that, The transmission connector further includes an adjusting part and an adjusting bolt. The adjusting part is integrally formed with the second connecting part. The adjusting part includes a first adjusting part and a second adjusting part. There is a gap between the first adjusting part and the second adjusting part. The adjusting bolt passes through the first adjusting part and the second adjusting part.

7. The all-terrain vehicle according to claim 6, characterized in that, The second connecting part is provided with an adjustment groove, which is located between the first adjustment part and the second adjustment part.

8. The all-terrain vehicle according to claim 7, characterized in that, The adjusting bolt has a loosened state and a tightened state. When the adjusting bolt is in the tightened state, the first adjusting part and the second adjusting part move closer to each other, the gap of the adjusting groove becomes smaller, and the second connecting part applies pressure to the steering connecting part. When the adjusting bolt is in the loosened state, the gap of the adjusting groove becomes larger, and the steering connecting part can move relative to the second connecting part.

9. The all-terrain vehicle according to claim 1, characterized in that, The all-terrain vehicle also includes a pedal assembly for controlling the movement or braking of the all-terrain vehicle, with the cross shaft and the transmission connector at least partially located to the right of the pedal assembly.

10. The all-terrain vehicle according to claim 9, characterized in that, Viewed from the width direction of the frame, the pedal assembly at least partially overlaps with the cross shaft.

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