All-terrain vehicle
By adopting a triangular stabilizing suspension system in the all-terrain vehicle, combined with the first and second buffer structures, the problem of vibration transmission in the power system is solved, resulting in better shock absorption and vehicle handling.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHEJIANG CFMOTO POWER CO LTD
- Filing Date
- 2025-07-02
- Publication Date
- 2026-08-04
AI Technical Summary
When all-terrain vehicles are in use, the vibrations and impacts on the frame are easily transmitted to the power system, causing damage. The shock absorption effect of the suspension system in the current technology is not ideal.
The suspension system includes a first buffer structure and two second buffer structures. The first buffer structure is located on the front or rear side of the power system along the length of the frame, providing buffering in the width direction of the frame. The second buffer structures are located on both sides of the power system along the width direction of the frame, providing buffering in the length direction of the frame, forming a triangular stabilizing structure to enhance torsional resistance.
It effectively reduces vibration and impact on the powertrain, prevents body impact from being directly transmitted to the powertrain, improves the damping effect of the suspension system, and enhances vehicle handling and stability.
Smart Images
Figure CN224588915U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and more particularly to an all-terrain vehicle. Background Technology
[0002] With the improvement of people's living standards and the diversification of leisure activities, all-terrain vehicles (ATVs), as outdoor vehicles that integrate practicality, entertainment, and sports functions, are increasingly favored by consumers. ATVs demonstrate excellent adaptability in various complex road conditions such as beaches, grasslands, and mountain roads, and are widely used in outdoor operations, leisure activities, and transportation, as well as in commercial fields such as agriculture, construction, and rescue.
[0003] When using an all-terrain vehicle, vibrations and impacts on the chassis are easily transmitted to the power system, causing damage. Related technologies typically employ a suspension system between the power system and the chassis to reduce vibration damage to the power system. Therefore, providing an all-terrain vehicle with a suspension system that offers effective shock absorption for the power system is a pressing issue that needs to be addressed. Utility Model Content
[0004] In view of this, it is necessary to provide an all-terrain vehicle whose suspension system has a better shock absorption effect.
[0005] Embodiments of this application provide an all-terrain vehicle, comprising a frame, body panels, a running gear, a power system, and a suspension system. The body panels at least partially cover the frame. The running gear is at least partially located below the frame. The power system is supported by the frame and is used to drive the running gear. The suspension system connects the frame and the power system. The suspension system includes a first buffer structure and two second buffer structures. The first buffer structure is located at the front or rear of the power system along the length of the frame, and the first buffer structure is used to provide buffering for the power system at least in the width direction of the frame. The two second buffer structures are respectively located on the left and right sides of the power system along the width direction of the frame, and the second buffer structures are used to provide buffering for the power system at least in the length direction of the frame; the first buffer structure is located below the second buffer structure.
[0006] Optionally, the first buffer structure includes a first connecting assembly and a first buffer member. The first connecting assembly connects the frame and the power system, and the first buffer member connects to or abuts between the first connecting assembly and the power system. The first buffer member has elastic or damping characteristics, and the elastic or damping movement direction of the first buffer member is substantially parallel to the width direction of the frame.
[0007] The second buffer structure includes a second connecting assembly and a second buffer member. The second connecting assembly connects the frame and the power system, and the second buffer member connects to or abuts between the second connecting assembly and the power system. The second buffer member has elastic or damping characteristics, and the elastic or damping direction of the second buffer member is substantially parallel to the length direction of the frame.
[0008] Optionally, the frame includes an upper mounting bracket and a lower mounting bracket arranged along the height direction of the frame, and the power system is located between the upper mounting bracket and the lower mounting bracket; the lower mounting bracket is provided with two connecting arms spaced apart along the width direction of the frame; the first connecting assembly includes a first sleeve and a first through-plug, the first sleeve is fixedly connected to the power system, and the first through-plug passes through the connecting arm, the first buffer and the first sleeve along the width direction of the frame, and is used to fix the connecting arm, the first buffer and the first sleeve.
[0009] Optionally, the frame also includes two sets of support sections, which are connected between the upper mounting bracket and the lower mounting bracket; the two sets of support sections are located on both sides of the power system along the width direction of the frame; each set of support sections has two fixed arms fixedly arranged at intervals along the length direction of the frame; the second connecting assembly includes a second sleeve and a second through-plug, the second sleeve is fixedly connected to the power system, and the second through-plug passes through the fixed arms, the second buffer and the second sleeve along the length direction of the frame, and is used to fix the fixed arms, the second buffer and the second sleeve.
[0010] Optionally, the lower mounting bracket includes a first main body and a first extension, the first extension being detachably connected to the first main body and the connecting arm being connected to the first extension;
[0011] The support includes a second main body and a second extension. The second extension is detachably connected to the second main body, and the fixing arm is connected to the second extension.
[0012] Optionally, the first sleeve has two ends along the width direction of the frame, and two first buffers are provided. Each end of the first sleeve is sandwiched between a first buffer and the nearest connecting arm. When viewed along the length direction of the frame, the width of the first sleeve along the width direction of the frame is defined as the first gap, and the gap between the center lines of the two second sleeves along the width direction of the frame is defined as the second gap. The ratio of the first gap to the second gap is in the range of 0.30 to 0.44.
[0013] Optionally, along the width direction of the frame, the ratio of the width of the first buffer to the width of the first sleeve ranges from 0.06 to 0.12; and / or, along the length direction of the frame, the ratio of the length of the second buffer to the length of the second sleeve ranges from 0.03 to 0.10.
[0014] Optionally, along the width direction of the frame, the ratio of the width of the first buffer to the width of the first sleeve ranges from 0.08 to 0.09; and / or, along the length direction of the frame, the ratio of the length of the second buffer to the length of the second sleeve ranges from 0.06 to 0.08.
[0015] Optionally, the power system includes a reducer and a drive motor, with the reducer connected to the rear of the drive motor along the length of the frame; a first connecting assembly connects the frame and the reducer, and a second connecting assembly connects the frame and the drive motor.
[0016] Optionally, the power system includes an output shaft, and when viewed along the length of the frame, the first buffer structure at least partially overlaps with the output shaft.
[0017] In this application, the first buffer structure provides buffering for the powertrain in at least the width direction of the frame, and the second buffer structure provides buffering for the powertrain in at least the length direction of the frame. Thus, the suspension system can provide multi-directional buffering for the powertrain. Furthermore, one set of the first buffer structure and two sets of the second buffer structures can form a triangular stabilizing structure, which is not parallel to the horizontal plane, allowing the suspension system to provide sufficient torsional resistance for the powertrain. Ultimately, this results in a better buffering and shock absorption effect for the powertrain by the suspension system. Attached Figure Description
[0018] Figure 1 A schematic diagram of the structure of the all-terrain vehicle in the embodiment of this application is shown.
[0019] Figure 2 The diagram shows a partial structural schematic of the vehicle frame, transmission system, and power system in the embodiments of this application.
[0020] Figure 3 The diagram shows a partial structural schematic of the frame, power system, first connecting assembly, and second connecting assembly from a height-direction perspective of the frame in an embodiment of this application.
[0021] Figure 4 The diagram shows a partial structural schematic of the frame, power system, first connecting assembly, and second connecting assembly from a perspective along the length of the frame in an embodiment of this application.
[0022] Figure 5 A schematic diagram of the power system, the first connecting component, and the second connecting component in an embodiment of this application is shown.
[0023] Figure 6 A schematic diagram of the power system, the first connecting component, and the second connecting component from another perspective of an embodiment of this application is shown.
[0024] Figure 7The diagram shows a partial structural schematic of the frame, power system, first connecting assembly, and second connecting assembly from a width-direction perspective of the vehicle frame in an embodiment of this application. Detailed Implementation
[0025] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.
[0026] When a component is considered to be "located" on another component, it can be directly on the other component or may also be interspersed with other components. When a component is considered to be "connected" to another component, it can be directly connected to the other component or may also be interspersed with other components.
[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
[0028] It is understandable that the term "perpendicular" is used to describe an ideal state between two components. In actual production or use, two components can exist in a state that is approximately perpendicular or equal to each other. For example, combined with numerical description, perpendicularity can refer to the angle between two straight lines within the range of 90° ± 10°, the dihedral angle between two planes within the range of 90° ± 10°, or the angle between a straight line and a plane within the range of 90° ± 10°. The two components described as "perpendicular" do not have to be absolutely straight lines or planes; they can be approximately straight lines or planes. From a macroscopic perspective, if the overall direction of extension is a straight line or plane, the component can be considered a "straight line" or "plane".
[0029] Unless otherwise defined, the term "multiple" in this document, when used to describe the number of components, specifically means that the component is two or more.
[0030] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.
[0031] Please see Figure 1 and Figure 2This application provides an all-terrain vehicle 100, including a frame 11, a body panel 12, a running system 13, a transmission system 14, and a power system 15. The body panel 12 substantially covers the outer periphery of the frame 11. The running system 13 is at least partially located below the frame 11. The power system 15 is supported by the frame 11 and is used to drive the running system 13. The transmission system 14 is disposed on the frame 11 and is used to transmit at least a portion of the power generated by the power system 15 to the running system 13, driving the running system 13 to move. In this application, the all-terrain vehicle 100 is an electric UTV (Utility Vehicle). For ease of description, this application defines the front, rear, left, right, up, and down directions, where the front-rear direction refers to the length direction of the frame 11 of the electric all-terrain vehicle 100, the left-right direction refers to the width direction of the frame 11 of the electric all-terrain vehicle 100, and the up-down direction refers to the height direction of the frame 11 of the electric all-terrain vehicle 100. In this embodiment, the front, rear, left, right, up, and down are all based on the state of the all-terrain vehicle 100 traveling on a level road surface, rather than the state of traveling on a sloping road surface.
[0032] In one implementation, the power system 15 is an integration of a drive source, a transmission structure, and a reduction gear structure. In another implementation, the power system 15 can be only a drive source, which can be an engine or a motor.
[0033] Please see Figure 2 In one implementation, the frame 11 includes a front frame 111 and a rear frame 112, which are arranged along the length of the frame 11. The frame 11 also includes a main frame 113, which connects the front frame 111 and the rear frame 112 along the length of the frame 11. The front frame 111 is located primarily at the front of the all-terrain vehicle 100, the rear frame 112 is located primarily at the rear of the all-terrain vehicle 100, and the main frame 113 is located primarily at the passenger compartment of the all-terrain vehicle 100.
[0034] Please see Figure 2 As one implementation, the frame 11 also includes a seat frame 114, which is connected to the main frame 113.
[0035] Please see Figure 3 and Figure 4As one implementation, the all-terrain vehicle 100 also includes a suspension system 18, which includes a first buffer structure 101 and a second buffer structure 102. The first buffer structure 101 is located on the front or rear side of the power system 15 along the length direction of the frame 11, and at least provides buffering for the power system 15 in the width direction of the frame 11. Two sets of second buffer structures 102 are respectively located on the left and right sides of the power system 15 along the width direction of the frame 11, and at least provide buffering for the power system 15 in the length direction of the frame 11. Along the height direction of the frame 11, the first buffer structure 101 is located below the two second buffer structures 102. In one specific embodiment, the first buffer structure 101 is located behind the second buffer structures 102.
[0036] The first buffer 181 reduces the vibration impact on the power system 15 in the width direction of the frame 11, and the second buffer 182 reduces the vibration impact on the power system 15 in the length direction of the frame 11. This reduces the rigid connection between the power system 15 and the frame 11, preventing direct transmission of body impacts to the power system 15 and thus avoiding damage to the power system 15.
[0037] As one implementation method, when viewed along the length of the frame 11, the line connecting the first buffer structure 101 and the two second buffer structures 102 forms a triangular structure, which is beneficial to reduce the vibration impact on the power system 15.
[0038] Please see Figure 3 and Figure 4 As one implementation, the first buffer structure 101 has one set, and the second buffer structure 102 has two sets. The first buffer structure 101 includes a first connecting component 183, and each set of second buffer structures 102 includes a second connecting component 184. The power system 15 is basically located within the space enclosed by the first buffer structure 101 and the second buffer structure 102. One of the functions of the first buffer structure 101 and the second buffer structure 102 is to connect the power system 15 to the frame 11 and to provide shock absorption.
[0039] The first connecting assembly 183 securely connects the frame 11 and the power system 15. The first buffer 1811 is located between the frame 11 and the first connecting assembly 183, which extends substantially along the width direction of the frame 11.
[0040] The second connecting assembly 184 securely connects the frame 11 and the power system 15. Multiple second connecting assemblies 184 extend substantially along the length of the frame 11. The multiple second connecting assemblies 184 are divided into two groups, with each group positioned on one side of the power system 15 along the width of the frame 11. A second buffer member 182 is located between the frame 11 and the second connecting assemblies 184.
[0041] Please see Figure 5 and Figure 6 As one implementation, the first buffer structure 101 includes two first buffer members 181, located on both sides of the first connecting assembly 183 along the width direction of the frame 11. The first buffer members 181 are used to clamp the frame 11 (see...). Figure 4 The first buffer 181 is positioned between the first connecting assembly 183 and the power system 15, thereby providing shock absorption for the first connecting assembly 183 and the power system 15. Optionally, the first buffer 181 includes one or a combination of rubber and a spring.
[0042] In one implementation, the second buffer structure 102 includes two sets of second buffer members 182, each set having two second buffer members 182. Along the length of the frame 11, the two second buffer members 182 within the same set are located on either side of a corresponding second connecting assembly 184. The second buffer members 182 are used to clamp between the frame 11 and the second connecting assembly 184, thereby providing shock absorption for the second connecting assembly 184 and the powertrain 15. Optionally, the second buffer member 182 includes one or a combination of rubber and a spring.
[0043] Please see Figure 3 As one implementation method, the power system 15 is connected to the rear frame 12 through the first connecting component 183 and the second connecting component 184, so that the center of gravity of the all-terrain vehicle 100 is moved to the rear, which is conducive to improving the vehicle's handling and stability, and in off-road situations, it is conducive to improving the vehicle's climbing ability and grip.
[0044] Please see Figure 4 and Figure 5 In one implementation, the rear frame 112 includes an upper mounting bracket 1121 and a lower mounting bracket 1122 arranged along the height of the frame 11. The power system 15 is located between the upper mounting bracket 1121 and the lower mounting bracket 1122. A first connecting assembly 183 is fixedly connected to the lower mounting bracket 1122. The lower mounting bracket 1122 includes two connecting arms 1122a spaced apart along the width direction of the frame 11. The first connecting assembly 183 includes a first sleeve 1831 located between the two connecting arms 1122a along the width direction of the frame 11. A first buffer member 181 is located between the connecting arms 1122a and the first sleeve 1831. The first sleeve 1831 has two ends along the width direction of the frame 11. Two first buffer members 181 are provided, with each end of the first sleeve 1831 sandwiched between the nearest connecting arm 1122a and the first buffer member 181.
[0045] As one implementation, the first connecting component 183 also includes a first through-plug 1832. Along the width direction of the frame 11, the first through-plug 1832 passes through the connecting arm 1122a and the first buffer 181 in sequence, and passes through the first sleeve 1831, thereby fixing the first connecting component 183 to the connecting arm 1122a.
[0046] In one implementation, the first connecting assembly 183 further includes a fastener 1834, which is fixedly connected to the power system 15, and the first sleeve 1831 is fixedly connected to the fastener 1834. Optionally, the first sleeve 1831 is welded to the fastener 1834.
[0047] Please see Figure 4 In one implementation, the lower mounting bracket 1122 includes a first main body 1122b and a first extension 1122c, with a connecting arm 1122a connecting the first extension 1122c. The power system 15 is separated from the first main body 1122b, meaning it does not directly contact it, which helps reduce the vibration and impact on the power system 15. Optionally, the first sleeve 1831 may be cylindrical, allowing for uniform force distribution upon impact, further reducing the vibration and impact on the power system 15.
[0048] Please see Figures 3 to 4 In one implementation, the frame 11 includes two support portions 115, which connect an upper mounting bracket 1121 and a lower mounting bracket 1122. Each support portion 115 includes two fixed arms 1151 spaced apart along the length of the frame 11. A second connecting assembly 184 includes a second sleeve 1841 located between the two fixed arms 1151. A second buffer member 182 is located between the fixed arms 1151 and the second sleeve 1841.
[0049] Please see Figures 5 to 6 In one implementation, the second connecting component 184 includes a second through-plug 1842, which passes through the fixed arm 1151, the second buffer 182, and the second sleeve 1841 along the length of the frame 11. This securely connects the second connecting component 184 to the fixed arm 1151.
[0050] In one implementation, the second connecting assembly 184 includes a fixing part 1843, which is fixedly connected to the power system 15, and a second sleeve 1841 is fixedly connected to the fixing part 1843. Optionally, the second sleeve 1841 is welded to the fixing part 1843. Optionally, the second sleeve 1841 may be cylindrical in shape, which allows for uniform force distribution when subjected to impact, thus reducing the vibration impact on the power system 15.
[0051] Please see Figure 7As one implementation, the support portion 115 includes a second main body portion 1152 and a second extension portion 1153, with the fixing arm 1151 connected to the second extension portion 1153. The power system 15 is separated from the second main body portion 1152, which helps to reduce the vibration and impact on the power system 15.
[0052] As one implementation, along the width direction of the frame 11, the ratio of the width of the first buffer member 181 to the width of the first sleeve 1831 is between 0.06 and 0.12. If the ratio is less than 0.06, the first buffer member 181 will be too thin, resulting in insufficient cushioning effect; if the ratio is greater than 0.12, the first buffer member 181 will be too thick, causing cost waste. This also avoids the first sleeve 1831 being too narrow, affecting the structural strength of the first connecting assembly 183 and the connecting arm 1122a. By limiting the ratio, it is beneficial to comprehensively balance the shock absorption effect, cost control, and structural strength. Optionally, the ratio of the width of the first buffer member 181 to the width of the first sleeve 1831 can be any one or any two of 0.07, 0.08, 0.09, 0.10, and 0.11.
[0053] As one implementation, along the length of the frame 11, the ratio of the length of the second buffer 182 to the length of the second sleeve 1841 is between 0.03 and 0.10. If the ratio is less than 0.03, the second buffer 182 will be too thin, resulting in insufficient cushioning effect; if the ratio is greater than 0.10, the second buffer 182 will be too thick, leading to wasted costs. This also prevents the width of the second sleeve 1841 from being too small, which would affect the structural strength of the second connecting assembly 184 and the fixed arm 1151. By limiting the ratio, a comprehensive balance between shock absorption, cost control, and structural strength can be achieved. Optionally, the ratio of the length of the second buffer 182 to the length of the second sleeve 1841 can be any one or any two of 0.04, 0.05, 0.06, 0.07, 0.08, and 0.09.
[0054] As one implementation, viewed along the length of the frame 11, the width of the first sleeve 1831 along the width direction of the frame 11 is defined as the first spacing W1, and the distance between the center lines of the two second sleeves 1841 along the width direction of the frame 11 is defined as the second spacing W2. The ratio of the first spacing W1 to the second spacing W2 ranges from 0.30 to 0.44. Further, the ratio of the first spacing W1 to the second spacing W2 ranges from 0.34 to 0.40. Even further, the ratio of the first spacing W1 to the second spacing W2 ranges from 0.35 to 0.38. Specifically, the ratio of the first spacing W1 to the second spacing W2 can be: 0.30, 0.31, 0.32, 0.33, 0.34, 0.35, 0.36, 0.37, 0.38, 0.39, 0.40, 0.41, 0.42, 0.43, 0.44.
[0055] Please see Figures 4 to 6 As one implementation, the power system 15 includes an output shaft 154. Viewed along the length of the frame 11, the first buffer structure 101 at least partially overlaps with the output shaft 154. There may be one or more output shafts 154, such as two, one of which is used to transmit power to the rear axle rearward, and the other is used to transmit power to the front axle forward.
[0056] In one implementation, the power system 15 includes a reducer 151 and a power motor 152. The reducer 151 is connected to the power motor 152, and the output shaft 154 is the output shaft of the reducer 151. A first connecting assembly 183 is fixedly connected to the lower mounting bracket 1122 and the reducer 151, and a second connecting assembly 184 is fixedly connected to the support part 115 and the power motor 152.
[0057] In one implementation, the power system 15 includes a control unit 153, which is connected to the power motor 152.
[0058] In one implementation, the control unit 153, the power motor 152, and the reducer 151 are arranged along the height direction of the frame 11.
[0059] In one implementation, the control unit 153, the power motor 152, and the reducer 151 are arranged along the width direction of the frame 11.
[0060] In one implementation, the reducer 151 includes multiple mounting holes, and the fixing member 1834 is fixed in the mounting holes by screws. The power motor 152 includes multiple mounting holes, and the fixing part 1843 is fixed in the mounting holes by screws.
[0061] Those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the spirit and essence of this application fall within the scope of this application's disclosure.
Claims
1. An all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A walking system, at least partially located under the vehicle frame; A power system, which is supported by the frame and is used to drive the movement of the walking system; A suspension system that connects the vehicle frame to the powertrain; The suspension system is characterized in that it includes a first buffer structure and two second buffer structures. The first buffer structure is disposed on the front or rear side of the power system along the length of the frame, and the first buffer structure is used to provide buffering for the power system in the width direction of the frame. The two second buffer structures are respectively disposed on the left and right sides of the power system along the width direction of the frame, and the second buffer structures are used to provide buffering for the power system in the length direction of the frame. The first buffer structure is located below the second buffer structure.
2. The all-terrain vehicle of claim 1, wherein, The first buffer structure includes a first connecting component and a first buffer member. The first connecting component connects the vehicle frame and the power system, and the first buffer member connects to or abuts against the first connecting component and the power system. The first buffer member has elastic or damping characteristics, and the elastic or damping movement direction of the first buffer member is substantially parallel to the width direction of the vehicle frame. The second buffer structure includes a second connecting component and a second buffer member. The second connecting component connects the vehicle frame and the power system, and the second buffer member is connected to or abuts against the second connecting component and the power system. The second buffer member has elastic or damping characteristics, and the elastic or damping movement direction of the second buffer member is substantially parallel to the length direction of the vehicle frame.
3. The all-terrain vehicle of claim 2, wherein, The frame includes an upper mounting bracket and a lower mounting bracket arranged along the height direction of the frame, and the power system is located between the upper mounting bracket and the lower mounting bracket; the lower mounting bracket is provided with two connecting arms spaced apart along the width direction of the frame; the first connecting assembly includes a first sleeve and a first through-plug, the first sleeve is fixedly connected to the power system, and the first through-plug passes through the connecting arm, the first buffer and the first sleeve along the width direction of the frame, and is used to fix the connecting arm, the first buffer and the first sleeve.
4. The all-terrain vehicle of claim 3, wherein, The frame also includes two sets of support sections, which are connected between the upper mounting bracket and the lower mounting bracket. The two sets of support sections are located on both sides of the power system along the width direction of the frame. Each set of support sections has two fixed arms that are spaced apart along the length direction of the frame. The second connecting assembly includes a second sleeve and a second through-plug. The second sleeve is fixedly connected to the power system, and the second through-plug passes through the fixed arms, the second buffer, and the second sleeve along the length direction of the frame, and is used to fix the fixed arms, the second buffer, and the second sleeve.
5. The all-terrain vehicle of claim 4, wherein, The lower mounting bracket includes a first main body and a first extension, the first extension being detachably connected to the first main body, and the connecting arm being connected to the first extension; The support portion includes a second main body portion and a second extension portion, the second extension portion being detachably connected to the second main body portion, and the fixing arm being connected to the second extension portion.
6. The all-terrain vehicle of claim 4, wherein, The first sleeve has two ends along the width direction of the frame, and two first buffers are provided. Each end of the first sleeve is sandwiched between the first buffer and the nearest connecting arm. When viewed along the length direction of the frame, the width of the first sleeve along the width direction of the frame is defined as the first gap, and the gap between the center lines of the two second sleeves along the width direction of the frame is defined as the second gap. The ratio of the first gap to the second gap is in the range of 0.30 to 0.
44.
7. The all-terrain vehicle of claim 4, wherein, Along the width direction of the frame, the ratio of the width of the first buffer to the width of the first sleeve ranges from 0.06 to 0.12; and / or, along the length direction of the frame, the ratio of the length of the second buffer to the length of the second sleeve ranges from 0.03 to 0.
10.
8. The all-terrain vehicle of claim 7, wherein, Along the width direction of the frame, the ratio of the width of the first buffer to the width of the first sleeve ranges from 0.08 to 0.09; and / or, along the length direction of the frame, the ratio of the length of the second buffer to the length of the second sleeve ranges from 0.06 to 0.
08.
9. The all-terrain vehicle of claim 2, wherein, The power system includes a reducer and a power motor. Along the length of the vehicle frame, the reducer is connected to the rear of the power motor. The first connecting assembly connects the vehicle frame and the reducer, and the second connecting assembly connects the vehicle frame and the power motor.
10. The all-terrain vehicle of claim 1, wherein, The power system includes an output shaft, and when viewed along the length of the frame, the first buffer structure at least partially overlaps with the output shaft.