All-terrain vehicle and power system for all-terrain vehicle

Abstract

An all-terrain vehicle, comprising a vehicle frame, an engine, and a primary operator seat cushion, wherein the engine and the primary operator seat cushion are both mounted on the vehicle frame, a longitudinal center plane is a virtual plane extending in an up-down direction and coinciding with a left-right center line of the vehicle frame, a bottom plane is a virtual plane located below the vehicle frame and extending in a front-rear direction perpendicular to the longitudinal center plane, a geometric center of an outer contour line of a projection of the primary operator seat cushion on the bottom plane is point A, and a symmetrical point of point A relative to the longitudinal center plane is point B; the all-terrain vehicle further comprises a plurality of flexible connecting components, the engine is flexibly connected to the vehicle frame by means of the flexible connecting components, a center of a projection of each flexible connecting component on the bottom plane is a point T, each point T is located behind line segment AB, and at least one point T is distributed on each of the left and right sides of the longitudinal center plane. The described structure can reduce the adverse effects of engine vibrations on the primary operator seat cushion, allowing for a more comfortable riding experience for the person riding thereon.

Description

All-terrain vehicles and their power systems Technical Field

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

[0002] All-terrain vehicles are often used for field transportation, field rescue, field exploration, and field construction. However, the terrain in the field is complex, such as beaches, riverbeds, forest roads, streams, and harsh desert terrain. As a result, the vehicles experience greater vibrations and have lower ride comfort. Moreover, it is very important to ensure that all-terrain vehicles have good handling stability and guarantee driving safety.

[0003] Vehicle vibrations primarily originate from engine vibrations and impacts transmitted from the road surface to the vehicle body via shock absorbers. Passengers' subjective perception of these vibrations comes from the seat, steering wheel, and footrests. Therefore, optimizing the design to give all-terrain vehicles better shock absorption performance and improve ride comfort is crucial.

[0004] For two-wheeled all-terrain vehicles, vibrations mainly come from the engine and the road surface, which is transmitted to the frame and handlebars through the shock absorbers. The rider, sitting on the frame, subjectively experiences these vibrations through the frame, handlebars, and footpegs. Therefore, optimizing the design to give all-terrain vehicles better shock absorption performance and improve riding comfort is crucial.

[0005] An all-terrain vehicle (ATV) is a vehicle capable of traversing various terrains. ATVs are simple, practical, and have excellent off-road performance. They can move freely over terrains that are difficult for ordinary vehicles, making them highly adaptable to different environments. Due to these capabilities, ATVs are primarily used for fieldwork or agricultural work. Therefore, ATVs require ample storage space to accommodate a variety of items and meet the needs of the driver and passengers. In related technologies, ATVs typically have a cargo compartment behind the driver's cab for storage, but this requires personnel to leave the cab and enter the cargo compartment to retrieve items, which is inconvenient.

[0006] All-terrain vehicles (ATVs) are often used for field transportation, rescue, exploration, and construction. Therefore, ATVs require powerful engines to adapt to complex terrain. However, powerful engines often result in large exhaust emissions and high noise levels.

[0007] The power system of an all-terrain vehicle typically includes an engine, a throttle valve, and an air filter. The throttle valve connects the engine and the air filter. Ambient air first enters the air filter, is filtered, and then enters the engine through the throttle valve, allowing the gasoline in the engine to burn and generate power. The engine's power is related to the amount of clean air entering the engine. Therefore, setting a suitable air filter and throttle valve to ensure the engine has an appropriate intake air volume is crucial for maximizing engine performance. Summary of the Invention

[0008] To address the aforementioned problems, embodiments of this application provide an all-terrain vehicle that at least partially solves these problems.

[0009] One or more embodiments of this application provide an all-terrain vehicle, which includes a frame, an engine, and a driver's seat. The engine and the driver's seat are both mounted on the frame. The longitudinal center plane is a virtual plane extending vertically and coinciding with the left and right center lines of the frame. The bottom plane is a virtual plane located below the frame, extending longitudinally and perpendicular to the longitudinal center plane. The geometric center of the outer contour of the driver's seat projected onto the bottom plane is point A, and the symmetrical point of point A relative to the longitudinal center plane is point B. The all-terrain vehicle also includes multiple flexible connectors. The engine is flexibly connected to the frame through the flexible connectors. The projection center of the flexible connector on the bottom plane is point T. Each point T is located behind line segment AB, and at least one point T is distributed on each of the left and right sides of the longitudinal center plane.

[0010] Optionally, the frame includes a main frame and a rear subframe, the rear subframe being mounted at the rear end of the main frame and located above the main frame, the driver's seat being mounted on the frame and located above the main frame, and the all-terrain vehicle further includes a left rear wheel, a right rear wheel, a left rear shock absorber connecting the rear subframe and the left rear wheel, and a right rear shock absorber connecting the rear subframe and the right rear wheel; the projection center of the connection portion between the left rear shock absorber and the rear subframe on the bottom plane is point M, and the projection center of the connection portion between the right rear shock absorber and the rear subframe on the bottom plane is point N; in the In the bottom plane, line segment BC intersects the extension of line segment MN perpendicularly at point C, line segment AD intersects the extension of line segment MN perpendicularly at point D, line segment AB intersects the longitudinal center plane at point F, and line segment MN intersects the longitudinal center plane at point K; the projection of the crankshaft centerline of the engine onto the bottom plane intersects the longitudinal center plane at point E, line segment AD at point H, and line segment BC at point G; at least one point T is located in rectangular region BFEG, at least one point T is located in rectangular region CGEK, at least one point T is located in rectangular region AFEH, and at least one point T is located in rectangular region DHEK.

[0011] Optionally, the all-terrain vehicle further includes a first bolt and a first nut. The flexible connector includes a first elastic body, a first connecting body, and a second connecting body. The first connecting body and the second connecting body are respectively connected to opposite sides of the first elastic body. The engine connection part includes a first connecting through hole. The two flexible connectors are respectively located at both ends of the first connecting through hole. The first bolt passes through the first connecting body, the first connecting through hole, and the first connecting body of the other flexible connector in sequence and is then connected to the first nut. The second connecting bodies of the two flexible connectors are respectively connected to the vehicle frame. The axis of the first connecting through hole is parallel to the bottom plane.

[0012] Optionally, the all-terrain vehicle further includes a second bolt and a second nut, the engine connection includes a second connecting through hole, the frame includes a third connecting through hole, the flexible connector includes a support cylinder and a second elastic body, the second elastic body is sleeved on the support cylinder, the flexible connector passes through the second connecting through hole and the third connecting through hole, the second elastic body is located in the second connecting through hole and the third connecting through hole, and the second bolt passes through the inner hole of the support cylinder and is connected to the second nut.

[0013] Optionally, the all-terrain vehicle further includes a third bolt and a third nut. The flexible connector includes an interconnected base plate and a third elastic body. The third elastic body includes a fourth connecting through hole. The third bolt passes through the frame and the fourth connecting through hole and is connected to the third nut. The base plate and the engine are detachably connected.

[0014] Optionally, the all-terrain vehicle further includes a left rear rocker arm assembly, a right rear rocker arm assembly, and a rear stabilizer bar. The inner end of the left rear rocker arm assembly is pivotally connected to the rear subframe, and the outer end is rotatably connected to the left rear wheel. The inner end of the right rear rocker arm assembly is pivotally connected to the rear subframe, and the outer end is rotatably connected to the right rear wheel. The rear stabilizer bar is C-shaped and located behind the engine. The C-shaped opening of the rear stabilizer bar faces rearward. The middle part of the rear stabilizer bar is rotatably connected to the main frame. The left and right ends of the rear stabilizer bar are respectively connected to the left rear rocker arm assembly and the right rear rocker arm assembly.

[0015] Optionally, the left rear rocker arm assembly includes a left upper rear rocker arm and a left lower rear rocker arm, and the right rear rocker arm assembly includes a right upper rear rocker arm and a right lower rear rocker arm. The all-terrain vehicle also includes a left rear axle mounting seat and a right rear axle mounting seat. The left rear wheel is mounted on the left rear axle mounting seat, and the upper end of the left rear axle mounting seat is rotatably connected to the left upper rear rocker arm via a ball joint, and the lower end is rotatably connected to the left lower rear rocker arm via a ball joint. The right rear wheel is mounted on the right rear axle mounting seat, and the upper end of the right rear axle mounting seat is rotatably connected to the right upper rear rocker arm via a ball joint, and the lower end is rotatably connected to the right lower rear rocker arm via a ball joint.

[0016] Optionally, the all-terrain vehicle further includes a left rear shock absorber and a right rear shock absorber. The upper end of the left rear shock absorber is connected to the rear subframe, and the lower end is connected to the left rear rocker arm assembly. The upper end of the right rear shock absorber is connected to the rear subframe, and the lower end is connected to the right rear rocker arm assembly.

[0017] Optionally, the frame further includes a front subframe, which is mounted at the front end of the main frame and located above the main frame; the all-terrain vehicle also includes a left front rocker arm assembly, a right front rocker arm assembly, a left front wheel, a right front wheel, and a front stabilizer bar. The inner end of the left front rocker arm assembly is pivotally connected to the front subframe, and the outer end is rotatably connected to the left front wheel. The inner end of the right front rocker arm assembly is pivotally connected to the front subframe, and the outer end is rotatably connected to the right front wheel. The front stabilizer bar is C-shaped and located in front of the front subframe. The C-shaped opening of the front stabilizer bar faces rearward. The middle part of the front stabilizer bar is rotatably connected to the front subframe, and the left and right ends of the front stabilizer bar are respectively connected to the left front rocker arm assembly and the right front rocker arm assembly.

[0018] Optionally, the left front rocker arm assembly includes a left front upper rocker arm and a left front lower rocker arm, the right front rocker arm assembly includes a right front upper rocker arm and a right front lower rocker arm, and the all-terrain vehicle further includes a left steering knuckle and a right steering knuckle; the left front wheel is mounted on the left steering knuckle, the upper end of the left steering knuckle is rotatably connected to the left front upper rocker arm via a ball joint, and the lower end is rotatably connected to the left front lower rocker arm via a ball joint; the right front wheel is mounted on the left steering knuckle, the upper end of the right steering knuckle is rotatably connected to the right front upper rocker arm via a ball joint, and the lower end is rotatably connected to the right front lower rocker arm via a ball joint.

[0019] Based on the all-terrain vehicle provided in this application, by positioning the projection center point T of the flexible connector on the bottom plane behind line segment AB, the engine can be moved away from the driver's seat, thereby reducing the adverse effects of engine vibration on the driver. Furthermore, by distributing at least one point T on each of the left and right sides of the longitudinal center plane, the engine vibration can be distributed more evenly on the frame, avoiding situations where there is extremely strong vibration in one place, thus improving the riding comfort of the passengers. Attached Figure Description

[0020] The accompanying drawings are intended only to illustrate and explain this application and do not limit the scope of this application.

[0021] Figure 1 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0022] Figure 2 is a top view of an all-terrain vehicle provided by an exemplary embodiment of this application, showing a portion of its structure.

[0023] Figure 3 is a schematic diagram of a connection method between the engine and the frame in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0024] Figure 4 is a schematic diagram of another connection method between the engine and the frame in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0025] Figure 5 is a schematic diagram of another connection method between the engine and the frame in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0026] Figure 6 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0027] Figure 7 is a schematic diagram showing the relative positions of the seat and the front drive shaft in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0028] Figure 8 is a front view of a support for an all-terrain vehicle provided by an exemplary embodiment of this application.

[0029] Figure 9 is a top view of an all-terrain vehicle provided by an exemplary embodiment of this application, showing a portion of its structure.

[0030] Figure 10 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0031] Figure 11 is a rear view based on Figure 10.

[0032] Figure 12 is a front view based on Figure 10.

[0033] Figure 13 is a schematic diagram of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0034] Figure 14 is a top view based on Figure 13.

[0035] Figure 15 is a left view based on Figure 13.

[0036] Figure 16 is a schematic diagram of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0037] Figure 17 is a partial left view based on Figure 16.

[0038] Figure 18 is a top view of a two-wheeled all-terrain vehicle provided by an exemplary embodiment of this application, wherein some structures are not shown.

[0039] Figure 19 is a left-side schematic diagram of a two-wheeled all-terrain vehicle provided by an exemplary embodiment of this application, wherein some structures are not shown.

[0040] Figure 20 is a rear view schematic diagram of a two-wheeled all-terrain vehicle provided by an exemplary embodiment of this application, wherein some structures are not shown.

[0041] Figure 21 is a front view schematic diagram of a two-wheeled all-terrain vehicle provided by an exemplary embodiment of this application, wherein some structures are not shown.

[0042] Figure 22 is a magnified view based on Figure 19.

[0043] Figure 23 is a top view schematic diagram of some partial structures of a two-wheeled all-terrain vehicle provided in an exemplary embodiment of this application.

[0044] Figure 24 is a top view schematic diagram of some other partial structures of a two-wheeled all-terrain vehicle provided by an exemplary embodiment of this application.

[0045] Figure 25 is a structural schematic diagram of the rear shock absorber of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0046] Figure 26 is a partial structural front view of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0047] Figure 27 is a top view of an all-terrain vehicle provided by an exemplary embodiment of this application, showing a portion of its structure.

[0048] Figure 28 is a schematic diagram of a connection method between the engine and the frame in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0049] Figure 29 is a schematic diagram of another connection method between the engine and the frame in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0050] Figure 30 is a schematic diagram of another connection method between the engine and the frame in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0051] Figure 31 is a partial structural front view of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0052] Figure 32 is a partial front view of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0053] Figure 33 is an enlarged view of part F in Figure 31.

[0054] Figure 34 is a partial rear view of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0055] Figure 35 is a three-dimensional schematic diagram of a portion of the structure of an all-terrain vehicle provided in an exemplary embodiment of this application.

[0056] Figure 36 is a bottom view of a partial structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0057] Figure 37 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0058] Figure 38 is a schematic diagram showing the relative positions of the seat and the front drive shaft in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0059] Figure 39 is a front view of a support for an all-terrain vehicle provided by an exemplary embodiment of this application.

[0060] Figure 40 is a top view of an all-terrain vehicle provided by an exemplary embodiment of this application, showing a portion of its structure.

[0061] Figure 41 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0062] Figure 42 is a rear view based on Figure 41.

[0063] Figure 43 is a front view based on Figure 41.

[0064] Figure 44 is a schematic diagram of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0065] Figure 45 is a top view based on Figure 44.

[0066] Figure 46 is a left view based on Figure 44.

[0067] Figure 47 is a schematic diagram of a portion of the structure of an all-terrain vehicle provided in an exemplary embodiment of this application.

[0068] Figure 48 is a partial left view based on Figure 47.

[0069] Figure 49 is a top view of an all-terrain vehicle provided by an exemplary embodiment of this application, showing a portion of its structure.

[0070] Figure 50 is a schematic diagram of the connection between the front constant velocity drive shaft and the front axle in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0071] Figure 51 is a schematic diagram of the connection between the rear constant velocity drive shaft and the rear axle in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0072] Figure 52 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0073] Figure 53 is a schematic diagram showing the relative positions of the seat and the front drive shaft in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0074] Figure 54 is a front view of a support for an all-terrain vehicle provided in an exemplary embodiment of this application.

[0075] Figure 55 is a top view of an all-terrain vehicle provided by an exemplary embodiment of this application, showing a portion of its structure.

[0076] Figure 56 is a partial structural schematic diagram of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0077] Figure 57 is a rear view based on Figure 56.

[0078] Figure 58 is a front view based on Figure 56.

[0079] Figure 59 is a schematic diagram of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0080] Figure 60 is a top view based on Figure 59.

[0081] Figure 61 is a left view based on Figure 59.

[0082] Figure 62 is a schematic diagram of a portion of the structure of an all-terrain vehicle provided in an exemplary embodiment of this application.

[0083] Figure 63 is a left view of a partial structure based on Figure 62.

[0084] Figure 64 is a perspective view of an all-terrain vehicle provided by an exemplary embodiment of this application, wherein only a portion of the structure is shown;

[0085] Figure 65 is a top view of an all-terrain vehicle based on Figure 64;

[0086] Figure 66 is a rear view of an all-terrain vehicle based on Figure 64;

[0087] Figure 67 is a right view of an all-terrain vehicle based on Figure 64;

[0088] Figure 68 is a rear view of the passenger seat cushion and support in an all-terrain vehicle provided by an exemplary embodiment of this application;

[0089] Figure 69 is an enlarged view of part A in Figure 68;

[0090] Figure 70 is a right view of the passenger seat cushion, support and underbody panel of an all-terrain vehicle provided in an exemplary embodiment of this application;

[0091] Figure 71 is a right view of the passenger seat cushion and support in an all-terrain vehicle provided by an exemplary embodiment of this application.

[0092] Figure 72 is a left view of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0093] Figure 73 is a bottom view of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0094] Figure 74 is a left view of a portion of the structure of an all-terrain vehicle provided by an exemplary embodiment of this application.

[0095] Figure 75 is a schematic diagram of the first connecting part based on Figure 74.

[0096] Figure 76 is a top view of a portion of the structure of an all-terrain vehicle provided in an exemplary embodiment of this application.

[0097] Figure 77 is a front view of a portion of the structure of an all-terrain vehicle provided in an exemplary embodiment of this application.

[0098] Figure 78 is a rear view of a portion of the structure of an all-terrain vehicle provided in an exemplary embodiment of this application.

[0099] Figure 79 is a top view of a portion of the structure of a power system provided in an exemplary embodiment of this application.

[0100] Figure 80 is a right view of a portion of a power system provided in an exemplary embodiment of this application.

[0101] Figure 81 is a rear view of a portion of a power system provided in an exemplary embodiment of this application.

[0102] Figure 82 is a front view of a throttle valve provided in an exemplary embodiment of this application.

[0103] Figure 83 is a left view of a throttle valve provided in Figure 82.

[0104] Figure 84 is a top view of a throttle valve provided in Figure 82.

[0105] Figure 85 is a front view of another throttle valve provided in an exemplary embodiment of this application.

[0106] Figure 86 is a top view of another throttle valve provided in Figure 85.

[0107] Figure 87 is a top view of a portion of the power system structure mounted on the frame in an all-terrain vehicle according to an exemplary embodiment of this application.

[0108] Figure 88 is a right view of part of the power system structure of the all-terrain vehicle shown in Figure 87, mounted on the frame. Detailed Implementation

[0109] To provide a clearer understanding of the technical features, objectives, and effects of the embodiments of this application, the specific implementation methods of the embodiments of this application will now be described with reference to the accompanying drawings.

[0110] In this document, “illustrative” means “serving as an example, illustration or description”, and any illustration or implementation described herein as “illustrative” should not be construed as a more preferred or advantageous technical solution.

[0111] To keep the drawings concise, each drawing only schematically shows the parts relevant to this application, and they do not represent the actual structure of the product. Furthermore, to make the drawings concise and easy to understand, in some drawings, components with the same structure or function are only schematically shown as one or more, or only one or more are labeled.

[0112] In response to the problems raised in the background art, in a first aspect, this application provides an all-terrain vehicle. Referring to Figures 1 and 2, the all-terrain vehicle includes a frame 10, an engine 21, and a driver's seat 141. The engine 21 and the driver's seat 141 are both mounted on the frame 10. The longitudinal center plane P is a virtual plane extending in the vertical direction and coinciding with the left and right center lines of the frame 10. The bottom plane Q is a virtual plane located below the frame 10, extending in the front and rear direction and perpendicular to the longitudinal center plane P. The geometric center of the outer contour line projected by the driver's seat 141 onto the bottom plane Q is point A, and the symmetrical point of point A relative to the longitudinal center plane P is point B. The all-terrain vehicle also includes a plurality of flexible connectors 90. The engine 21 is flexibly connected to the frame 10 through the flexible connectors 90. The projection center of the flexible connector 90 onto the bottom plane Q is point T. Each point T is located behind line segment AB, and at least one point T is distributed on each of the left and right sides of the longitudinal center plane P.

[0113] By employing the above technical solution, and by positioning the projection center point T of the flexible connector 90 on the bottom plane Q behind the line segment AB, the engine 21 can be moved away from the driver's seat cushion 141, thereby reducing the adverse effects of engine 21 vibration on the driver. Furthermore, by ensuring that at least one point T is distributed on each of the left and right sides of the longitudinal center plane P, the vibration of the engine 21 can be distributed more evenly on the frame 10, avoiding any situation where the vibration is extremely strong in one place, thus improving the passenger's riding comfort.

[0114] In one possible implementation, referring to Figures 1 and 2, the frame 10 includes a main frame 13 and a rear subframe 12. The rear subframe 12 is mounted at the rear end of the main frame 13 and located above the main frame 13. The driver's seat 141 is mounted on the frame 10 and located above the main frame 13. The all-terrain vehicle also includes a left rear wheel 203, a right rear wheel 204, a left rear shock absorber 63 connecting the rear subframe 12 and the left rear wheel 203, and a right rear shock absorber 64 connecting the rear subframe 12 and the right rear wheel 204. The projection center of the connection between the left rear shock absorber 63 and the rear subframe 12 on the bottom plane Q is point M. The right rear shock absorber 64 and the rear subframe 12... The projection centers of the connecting parts on the bottom plane Q are respectively point N; in the bottom plane Q, line segment BC intersects the extension of line segment MN perpendicularly at point C, line segment AD intersects the extension of line segment MN perpendicularly at point D, line segment AB intersects the longitudinal center plane P at point F, and line segment MN intersects the longitudinal center plane P at point K; the projection of the crankshaft centerline of the engine 21 on the bottom plane Q intersects the longitudinal center plane P at point E, intersects line segment AD at point H, and intersects line segment BC at point G; at least one point T is located in rectangular region BFEG, at least one point T is located in rectangular region CGEK, at least one point T is located in rectangular region AFEH, and at least one point T is located in rectangular region DHEK.

[0115] Through the above technical solution, this solution divides the vehicle frame 10 into four different areas by setting the positions of the crankshaft center of the engine 21, the connection points of the rear shock absorbers, and the driver's seat cushion 141. Furthermore, the connection points of the engine 21 are located in each of these four areas, which helps to reduce vehicle vibration and improve ride comfort. Moreover, the flexible connection between the engine 21 and the vehicle frame 10 also reduces overall vehicle vibration and improves ride comfort.

[0116] It needs to be clarified that: "Up" and "down" as defined in this application refer to up and down in the direction of gravity; "front" and "rear" are defined based on the front and rear of the all-terrain vehicle, with the front at the front and the rear at the rear, and the horizontal plane perpendicular to the vertical direction. "Left" and "right" as defined in this application are defined based on the driver's left and right sides when driving the vehicle. The bottom plane Q is perpendicular to the longitudinal center plane P, and the longitudinal center plane P is parallel to the direction of gravity.

[0117] In one possible implementation, the all-terrain vehicle includes a flexible connector 90, with its opposite sides connected to the engine 21 and the frame 10, respectively. This technical solution allows the engine 21 to be suspended on the frame 10 using the flexible connector 90, thereby reducing the adverse effects of engine 21 vibration on the occupants.

[0118] Referring to Figure 3, in one example, the all-terrain vehicle further includes a first bolt 151 and a first nut 152. The flexible connector 90 includes a first elastic body 911, a first connecting body 912, and a second connecting body 913. The first connecting body 912 and the second connecting body 913 are respectively connected to opposite sides of the first elastic body 911. The connection portion of the engine 21 includes a first connecting through hole. Two flexible connectors 90 are located at opposite ends of the first connecting through hole. The first bolt 151 passes sequentially through the first connecting body 912, the first connecting through hole, and the first connecting body 912 before connecting to the first nut 152. The second connecting bodies 913 of the two flexible connectors 90 are respectively connected to the frame 10. The axis of the first connecting through hole is parallel to the bottom plane Q. Thus, each connection portion of the engine 21 is suspended and connected to the frame 10 via two flexible connectors 90, thereby reducing the adverse effects of engine 21 vibration on the occupants. Furthermore, the second connecting body 913 can be detachably connected to the frame 10 via mating bolts and nuts.

[0119] Referring to Figure 4, in another example, the all-terrain vehicle further includes a second bolt 161 and a second nut 162. The connection portion of the engine 21 includes a second connecting through hole, the frame 10 includes a third connecting through hole, and the flexible connector 90 includes a support cylinder 921 and a second elastic body 922. The second elastic body 922 is sleeved outside the support cylinder 921, and the flexible connector 90 passes through the second and third connecting through holes. The second elastic body 922 is located within the second and third connecting through holes. The second bolt 161 passes through the inner hole of the support cylinder 921 and is connected to the second nut 162. Thus, the second elastic body 922 can act as an elastic buffer between the engine 21 and the frame 10, thereby reducing the adverse effects of engine 21 vibration on the occupants. Alternatively, in one example, the frame 10 may include a frame body and a U-shaped clip. After the U-shaped clip is detachably connected to the surface of the frame body, a third connecting through hole can be formed between the groove of the U-shaped clip and the surface of the frame body. In this way, the flexible connector 90 can be passed through the second connecting through hole first, and then the U-shaped clip can be detachably connected to the surface of the frame, allowing the flexible connector 90 to pass through both the second and third connecting through holes. This facilitates disassembly and installation.

[0120] Referring to Figure 5, in the third example, the all-terrain vehicle further includes a third bolt 171 and a third nut. The flexible connector 90 includes a base plate 931 and a third elastic body 932 connected to each other. The third elastic body 932 includes a fourth connecting through hole. The third bolt 171 passes through the frame 10 and the fourth connecting through hole and is connected to the third nut. The base plate 931 and the engine 21 are detachably connected. Thus, the engine 21 and the frame 10 are connected via the third elastic body 932, which acts as an elastic buffer between the engine 21 and the frame 10, thereby reducing the adverse effects of engine 21 vibration on the occupants. Furthermore, the opposite sides of the base plate 931 can be detachably connected to the engine 21 via fourth bolts, with the fourth nut used in conjunction with the fourth bolts.

[0121] Referring to Figure 1, in one possible embodiment, the all-terrain vehicle further includes a seat 14 located in the driver's cab. The seat 14 is mounted on and above the main frame 13, and the engine 21 is located behind the seat 14. With this technical solution, when the driver is seated on the seat 14 and driving the vehicle, because the engine 21 is located behind the seat 14, the engine 21's heat generation can reduce the adverse effects on the driver on the driver's seat 141, thus improving the driver's riding comfort.

[0122] Referring to Figures 6, 7, 8 and 9, the all-terrain vehicle includes a front drive shaft 25 connecting the engine 21 and the front axle 22, and a rear drive shaft 25 connecting the engine 21 and the rear axle 23. The seat 14 includes a driver's seat cushion 141, a passenger seat cushion 142, and a support 143. Both the driver's seat cushion 141 and the passenger seat cushion 142 are mounted on the support 143. The support 143 includes a first support leg 1431 and a second support leg 1432 spaced apart in a left-right direction. The lower ends of both the first support leg 1431 and the second support leg 1432 are connected to the main frame 13. The first support leg 1431 is located below the driver's seat cushion 141, and the second support leg 1432 is located below the passenger seat cushion 142. The front drive shaft 25 is located below the passenger seat cushion 142, and in a left-right direction, it is positioned between the first support leg 1431 and the second support leg 1432. This technical solution provides support legs under both the driver's seat cushion 141 and the passenger seat cushion 142, resulting in good stability and improved passenger comfort.

[0123] Specifically, the support 143 may further include a front crossbeam and a rear crossbeam extending in the left-right direction. The front crossbeam is connected to the upper front side of the first support leg 1431 and the upper front side of the second support leg 1432. The rear crossbeam is connected to the upper front side of the first support leg 1431 and the upper front side of the second support leg 1432. The driver's seat cushion 141 and the passenger seat cushion 142 are distributed in the left-right direction. The front end of the driver's seat cushion 141 is connected to the front crossbeam, and the rear end is connected to the rear crossbeam. Similarly, the front end of the passenger seat cushion 142 is connected to the front crossbeam, and the rear end is connected to the rear crossbeam.

[0124] Further, referring to Figure 1, the main frame 13 includes a longitudinal beam 133, a first crossbar 131, and a second crossbar 132. The longitudinal beam 133 and the second crossbar 132 are vertically connected. Both the first crossbar 131 and the second crossbar 132 extend in the left-right direction. The first crossbar 131 and the second crossbar 132 are distributed parallel to each other in the front-back direction. The two first crossbars 131 are respectively connected to the left and right sides of the longitudinal beam 133. The front end and rear end of the first support leg 1431 are connected to the first crossbar 131 and the second crossbar 132, respectively. The front end and rear end of the second support leg 1432 are also connected to the first crossbar 131 and the second crossbar 132, respectively. Through this technical solution, the support 143 can be stably installed on the main frame 13, thereby ensuring the riding comfort of the passengers.

[0125] Referring to Figures 9 to 11, the all-terrain vehicle further includes a left rear rocker arm assembly 53, a right rear rocker arm assembly 54, and a rear stabilizer bar 32. The inner end of the left rear rocker arm assembly 53 is pivotally connected to the rear subframe 12, and the outer end is rotatably connected to the left rear wheel 203. The inner end of the right rear rocker arm assembly 54 is pivotally connected to the rear subframe 12, and the outer end is rotatably connected to the right rear wheel 204. The rear stabilizer bar 32 is C-shaped and located behind the engine 21. The C-shaped opening of the rear stabilizer bar 32 faces rearward. The middle part of the rear stabilizer bar 32 is rotatably connected to the main frame 13. The left and right ends of the rear stabilizer bar 32 are connected to the left rear rocker arm assembly 53 and the right rear rocker arm assembly 54, respectively. Through the above technical solution, the left rear swingarm assembly 53 can be used to transmit various forces acting on the left rear wheel 203 to the frame 10, while ensuring that the left rear wheel 203 can bounce up and down and turn relative to the frame 10 within a limited range; similarly, the right rear swingarm assembly 54 can be used to transmit various forces acting on the right rear wheel 204 to the vehicle body, while ensuring that the right rear wheel 204 can bounce up and down and turn relative to the frame 10 within a limited range, and the C-shaped rear stabilizer bar 32 connected to the two swingarm assemblies can improve the vehicle's anti-roll capability.

[0126] Further, referring to Figures 10 and 11, the left rear rocker arm assembly 53 includes a left rear upper rocker arm 531 and a left rear lower rocker arm 532, the right rear rocker arm assembly 54 includes a right rear upper rocker arm 541 and a right rear lower rocker arm 542, and the all-terrain vehicle also includes a left rear axle mounting seat 83 and a right rear axle mounting seat 84; the left rear wheel 203 is mounted on the left rear axle mounting seat 83, the upper end of the left rear axle mounting seat 83 is rotatably connected to the left rear upper rocker arm 531 by a ball joint, and the lower end is rotatably connected to the left rear lower rocker arm 532 by a ball joint; the right rear wheel 204 is mounted on the right rear axle mounting seat 84, the upper end of the right rear axle mounting seat 84 is rotatably connected to the right rear upper rocker arm 541 by a ball joint, and the lower end is rotatably connected to the right rear lower rocker arm 542 by a ball joint. Thus, the left rear wheel 203 can rotate within a limited range relative to the left rear rocker arm assembly 53, and the right rear wheel 204 can rotate within a limited range relative to the right rear rocker arm assembly 54.

[0127] In one example, referring to Figure 11, the all-terrain vehicle may further include a left rear shock absorber 63 and a right rear shock absorber 64. The upper end of the left rear shock absorber 63 is connected to the rear subframe 12, and the lower end is connected to the left rear swingarm assembly 53, to provide shock absorption between the left rear wheel 203 and the frame 10. Similarly, the upper end of the right rear shock absorber 64 is connected to the rear subframe 12, and the lower end is connected to the right rear swingarm assembly 54, to provide shock absorption between the right rear wheel 204 and the frame 10. Specifically, the lower end of the left rear shock absorber 63 may be connected to the left rear lower swingarm 532, and the lower end of the right rear shock absorber 64 may be connected to the right rear lower swingarm 542.

[0128] In one example, referring to Figures 13 to 15, the all-terrain vehicle further includes a left rear ball joint assembly 73 and a right rear ball joint assembly 74. One end of the left rear ball joint assembly 73 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the left rear rocker arm assembly 53. One end of the right rear ball joint assembly 74 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the right rear rocker arm assembly 54. Thus, by providing the left rear ball joint assembly 73, a rotatable connection is achieved between the rear stabilizer bar 32 and the left rear rocker arm assembly 53; by providing the right rear ball joint assembly 74, a rotatable connection is achieved between the rear stabilizer bar 32 and the right rear rocker arm assembly 54. Specifically, the left rear ball joint assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball joint assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542. Ball joint assemblies are commonly used components in the art, therefore, their specific structures will not be described in detail in this application.

[0129] Referring to Figure 14, the all-terrain vehicle includes two rear connection structures 42 spaced apart in the left-right direction. The rear stabilizer bar 32 is rotatably connected to the main frame 13 through the rear connection structures 42. Each rear connection structure 42 includes a rear buffer 422, which is sleeved on the rear stabilizer bar 32. This technical solution allows the rear stabilizer bar 32 to be stably rotatably connected to the main frame 13 via the two rear connection structures 42. Simultaneously, the rear buffer 422 provides cushioning and shock absorption at the rotatable connection between the rear wheel and the main frame 13, while also reducing noise.

[0130] In one example, referring to Figures 14 and 15, the rear connection structure 42 may include a rear mounting base 421, which is mounted on the main frame 13. The rear mounting base 421 has a through hole, and the rear buffer 422 may be a rubber sleeve that can be fitted over the rear stabilizer bar 32. The rubber sleeve can be directly fitted over the rear stabilizer bar 32 and passes through the through hole of the rear mounting base 421. In this way, a rotatable connection is established between the rear stabilizer bar 32 and the rear mounting base 421, and the rubber sleeve, which provides a buffering effect, is located between the rear stabilizer bar 32 and the rear mounting base 421 to provide shock absorption.

[0131] In one example, referring to Figure 7, the projection of the engine 21 toward the bottom plane Q covers the middle portion of the projection of the rear stabilizer bar 32 toward the bottom plane Q. Thus, the relative positions between the rear stabilizer bar 32 and the engine 21 are relatively close in the longitudinal direction, resulting in a compact structure and good stability for the all-terrain vehicle.

[0132] Referring to Figure 1, the upper surface of the rear subframe 12 is higher than the upper end of the engine 21. The all-terrain vehicle also includes a cargo box installed above the rear subframe 12, which is used for storage.

[0133] Referring to Figures 6, 10, and 12, the vehicle frame 10 further includes a front subframe 11, which is mounted at the front end of the main frame 13 and located above the main frame 13. The all-terrain vehicle also includes a left front rocker arm assembly 51, a right front rocker arm assembly 52, a left front wheel 201, a right front wheel 202, and a front stabilizer bar 31. The inner end of the left front rocker arm assembly 51 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the left front wheel 201. The inner end of the right front rocker arm assembly 52 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the right front wheel 202. The front stabilizer bar 31 is C-shaped and located in front of the front subframe 11. The C-shaped opening of the front stabilizer bar 31 faces rearward. The middle part of the front stabilizer bar 31 is rotatably connected to the front subframe 11, and the left and right ends of the front stabilizer bar 31 are connected to the left front rocker arm assembly 51 and the right front rocker arm assembly 52, respectively. Through the above technical solution, the left front rocker arm assembly 51 can be used to transmit various forces acting on the left front wheel 201 to the frame 10, while ensuring that the left front wheel 201 can bounce up and down and turn relative to the frame 10 within a limited range; similarly, the right front rocker arm assembly 52 can be used to transmit various forces acting on the right front wheel 202 to the vehicle body, while ensuring that the right front wheel 202 can bounce up and down and turn relative to the frame 10 within a limited range, and the C-shaped front stabilizer bar 31 connected to the two rocker arm assemblies can improve the vehicle's anti-roll capability.

[0134] Further, referring to Figures 10 and 12, the left front rocker arm assembly 51 includes a left front upper rocker arm 511 and a left front lower rocker arm 512, the right front rocker arm assembly 52 includes a right front upper rocker arm 521 and a right front lower rocker arm 522, and the all-terrain vehicle also includes a left steering knuckle 81 and a right steering knuckle 82; the left front wheel 201 is mounted on the left steering knuckle 81, the upper end of the left steering knuckle 81 is rotatably connected to the left front upper rocker arm 511 by a ball joint, and the lower end is rotatably connected to the left front lower rocker arm 512 by a ball joint; the right front wheel 202 is mounted on the left steering knuckle 81, the upper end of the right steering knuckle 82 is rotatably connected to the right front upper rocker arm 521 by a ball joint, and the lower end is rotatably connected to the right front lower rocker arm 522 by a ball joint. Thus, the left steering knuckle 81 can drive the left front wheel 201 to turn under the steering system of the all-terrain vehicle, and the left front wheel 201 can rotate relative to the left front rocker arm assembly 51 within a limited range under the restriction of the left front rocker arm assembly 51; similarly, the right steering knuckle 82 can drive the right front wheel 202 to turn under the steering system of the all-terrain vehicle, and the right front wheel 202 can rotate relative to the left front rocker arm assembly 51 within a limited range under the restriction of the right front rocker arm assembly 52.

[0135] Referring to Figure 12, in one possible implementation, the all-terrain vehicle may further include a left front shock absorber 61 and a right front shock absorber 62. The upper end of the left front shock absorber 61 is connected to the front subframe 11, and the lower end is connected to the left front rocker arm assembly 51, to provide shock absorption between the left front wheel 201 and the frame 10. Similarly, the upper end of the right front shock absorber 62 is connected to the front subframe 11, and the lower end is connected to the right front rocker arm assembly 52, to provide shock absorption between the right front wheel 202 and the frame 10. Specifically, the lower end of the left front shock absorber 61 may be connected to the left front upper rocker arm 511, and the lower end of the right front shock absorber 62 may be connected to the right front upper rocker arm 521.

[0136] In one example, referring to Figures 12, 16, and 17, the all-terrain vehicle further includes a left front ball joint assembly 71 and a right front ball joint assembly 72. One end of the left front ball joint assembly 71 is connected to the front stabilizer bar 31, and the other end is connected to the left front rocker arm assembly 51. One end of the right front ball joint assembly 72 is connected to the front stabilizer bar 31, and the other end is connected to the right front rocker arm assembly 52. ​​Thus, by providing the left front ball joint assembly 71, a rotational connection is achieved between the front stabilizer bar 31 and the left front rocker arm assembly 51; by providing the right front ball joint assembly 72, a rotational connection is achieved between the front stabilizer bar 31 and the right front rocker arm assembly 52. ​​Specifically, the left rear ball joint assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball joint assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542.

[0137] Referring to Figures 16 and 17, the all-terrain vehicle includes two front connecting structures 41 spaced apart in the left-right direction. The front stabilizer bar 31 is rotatably connected to the front subframe 11 through the front connecting structures 41. Each front connecting structure 41 includes a front buffer 412, which is sleeved on the front stabilizer bar 31. This technical solution allows the front stabilizer bar 31 to be stably rotatably connected to the front subframe 11 via the two front connecting structures 41. Simultaneously, the front buffer 412 provides cushioning and shock absorption at the rotatable connection between the front stabilizer bar 31 and the front subframe 11, while also reducing noise.

[0138] In one example, the front connection structure 41 may include a front mounting base 411, which is mounted on the front subframe 11. The front mounting base 411 has a through hole, and the front buffer 412 may be a rubber sleeve that can be fitted over the front stabilizer bar 31. The rubber sleeve can be directly fitted over the front stabilizer bar 31 and passes through the through hole of the front mounting base 411. In this way, there is a rotatable connection between the front stabilizer bar 31 and the front mounting base 411, and the rubber sleeve that can play a buffering role is located between the front stabilizer bar 31 and the front mounting base 411 to play a shock absorption role.

[0139] Secondly, this application also provides a two-wheeled all-terrain vehicle, referring to Figures 18 to 20, including a frame 10, and an engine 20, a left rear shock absorber 31, and a right rear shock absorber 32 connected to the frame 10. The longitudinal center plane P0 is a virtual plane extending in the vertical direction and coinciding with the left and right center lines of the frame 10. The bottom plane M is a virtual plane located below the frame 10, extending in the front-rear direction, and perpendicular to the longitudinal center plane P0. The projection center of the connection between the upper end of the left rear shock absorber 31 and the frame 10 on the bottom plane M is point D. The first plane P1 is a plane parallel to the longitudinal center plane P0. The virtual plane passing through point D; the projection center of the connection between the upper end of the right rear shock absorber 32 and the frame 10 on the bottom plane M is point C, and the second plane P2 is a virtual plane parallel to the longitudinal center plane P0 and passing through point C; the two-wheeled all-terrain vehicle also includes multiple first connecting members 51, the engine 20 is flexibly connected to the frame 10 through the first connecting members 51, and the projection center of the first connecting member 51 on the bottom plane M is point T; each point T is located between the first plane P1 and the second plane P2, and at least one point T is distributed on the left and right sides of the longitudinal center plane P0. Point T is not shown in the figure.

[0140] It should be clarified that the left and right center lines of the frame 10 refer to a virtual straight line extending in the front-to-back direction and located at the center of the frame 10 in the left-to-right direction. In this application, "up" and "down" refer to the directions of gravity, while "front" and "rear" are defined based on the front and rear of a two-wheeled all-terrain vehicle, with the front at the front and the rear at the rear, and the horizontal plane perpendicular to the vertical direction. In this application, "left" and "right" are defined based on the driver's left and right sides when driving the vehicle. The bottom plane M is perpendicular to the longitudinal center plane P0, and the longitudinal center plane P0 is parallel to the direction of gravity.

[0141] Through the above technical solution, firstly, the connection part of the engine 20 and the frame 10 are flexibly connected, which can reduce the adverse effects of engine 20 vibration on frame 10 vibration; secondly, the connection part of the engine 20 is located between the left rear shock absorber 31 and the right rear shock absorber 32 in the left and right directions, which is conducive to reducing vehicle vibration and improving driving comfort.

[0142] In one possible embodiment, referring to Figures 18 and 21, the two-wheeled all-terrain vehicle further includes a handlebar 41, a steering rod 42, and a second connector 52. The steering rod 42 is rotatably connected to the frame 10 to rotate about its own axis. The handlebar 41 is connected to the upper end of the steering rod 42 via the second connector 52. On the bottom plane M, line segment AB is perpendicular to the longitudinal center plane P0 and passes through the projection center of the second connector 52 on the bottom plane M. Line segment AB intersects the first plane P1, the longitudinal center plane P0, and the second plane P2 at points A, F, and B, respectively, and is parallel to line segment CD. The projection of the crankshaft centerline of the engine 20 on the bottom plane M intersects the first plane P1, the longitudinal center plane P0, and the second plane P2 at points H, E, and G, respectively. The number of the first connectors 51 is at least four, with at least one point T in each of the rectangular regions BFEG, CGEK, AFEH, and DHEK.

[0143] With the above technical solution, the center of gravity of the engine 20 is close to point E, and the connecting parts of the engine 20 are roughly evenly distributed around point E. This technical solution divides the frame 10 into four different areas with point E as the center, according to the position of the connecting parts of the handlebar 41, the rear shock absorber and the frame 10, and sets the connecting parts of the engine 20 in each of these four areas, which is conducive to reducing vehicle vibration and improving riding comfort.

[0144] Of course, the two-wheeled all-terrain vehicle also includes a front wheel. The front wheel is connected to the lower end of the steering lever 42. By turning the handlebar 41, the front wheel can be rotated through the steering lever 42 to adjust the direction of travel of the two-wheeled all-terrain vehicle. The front wheel is not shown in the figure.

[0145] In one possible implementation, referring to Figures 21, 22, and 23, the second connector 52 includes a base 521 and a cover 522. The base 521 is connected to the upper end of the handlebar 41. The base 521 has a first groove, and the cover 522 has a second groove. The cover 522 and the base 521 are detachably connected, and the handlebar 41 is clamped between the first groove and the second groove. Based on this technical solution, the handlebar 41 and the steering rod 42 can be easily connected together, so that the handlebar 41 can drive the steering rod to rotate.

[0146] In one example, the two-wheeled all-terrain vehicle further includes a limiting structure disposed between the handlebar 41 and the base 521, or between the handlebar 41 and the cover 522, the limiting structure being capable of preventing the handlebar 41 from moving relative to the steering rod 42.

[0147] In one example, the limiting structure may include a mutually cooperating limiting protrusion and a limiting groove, wherein the limiting protrusion is disposed on the base 521 or the cover 522 and the limiting groove is disposed on the handlebar 41; or conversely, the limiting groove is disposed on the base 521 or the cover 522 and the limiting protrusion is disposed on the handlebar 41.

[0148] In one example, referring to Figure 23, the base 521 and the cover 522 can be connected together by bolts and nuts.

[0149] In one example, referring to Figure 23, the second connector 52 may include a base 521 and two covers 522, with the two covers 522 connected to both ends of the base 521, respectively. Furthermore, the two covers 522 may be symmetrical about the longitudinal center plane P0, with the centerline of the steering handle located on the longitudinal center plane P0.

[0150] Referring to Figures 21, 22, and 23, the all-terrain vehicle further includes a first bearing 53 and a second bearing 54. The inner ring of the first bearing 53 is sleeved outside the steering rod 42 and is circumferentially limited and connected to the steering rod 42. The outer ring of the first bearing 53 is connected to the upper end of the vehicle frame 10. The inner ring of the second bearing 54 is sleeved outside the steering rod 42 and is circumferentially limited and connected to the steering rod 42. The outer ring of the second bearing 54 is connected to the lower end of the vehicle frame 10.

[0151] Based on this technical solution, the first bearing 53 and the second bearing 54 are spaced apart at the upper and lower ends of the frame 10. Therefore, the steering rod 42 can rotate smoothly relative to the frame 10 around its own axis through the first bearing 53 and the second bearing 54, thereby turning the front wheel under the drive of the handlebar 41. The inner ring of the first bearing 53 can be interference-fitted with the steering rod 42.

[0152] The all-terrain vehicle further includes a first support 55, the left and right ends of which are connected to the vehicle frame 10, and the outer ring of the first bearing 53 is fixed between the first support 55 and the vehicle frame 10. The all-terrain vehicle also includes a second support 56, the front end of which is connected to the outer ring of the second bearing 54, and the rear end of which is connected to the vehicle frame 10.

[0153] In one possible embodiment, referring to Figures 21 and 24, the all-terrain vehicle further includes an axle and a brake element 61. The axle is mounted on the frame 10. The inner end of the brake element 61 is rotatably connected to the axle, and the outer end of the brake element 61 is rotatable relative to the axle to reciprocate between a release position and a braking position. The inner end of the brake element 61 projected onto the bottom plane M is located within a rectangular area BFEG, and the outer end of the projection is located outside the projection area of ​​the frame 10 on the bottom plane M. Based on this technical solution, the driver can apply external force to the outer end of the brake element 61 to achieve braking; and release the braking state by removing the force applied to the outer end of the brake element 61. Since the outer end of the brake element 61 projected onto the bottom plane M is outside the projection area of ​​the frame 10 on the bottom plane M, the brake element 61 extends out of the frame 10 in the lateral direction, thus facilitating the driver's operation of the brake element 61.

[0154] Furthermore, referring to Figure 24, the all-terrain vehicle also includes a bushing 62, which is fitted onto the axle body. A brake element 61 is fitted onto the bushing 62, and the brake element 61 and bushing 62 are circumferentially connected and restrained. The axle body and brake element 61 are made of metal, while the bushing 62 is made of non-metallic material. Thus, the brake element 61 and bushing 62 can rotate around the axle body; the bushing 62 acts as a buffer between the axle body and brake element 61, preventing direct contact between them. The bushing 62 can be made of nylon, which has good wear resistance.

[0155] In one example, the bushing 62 includes a small-diameter section and a large-diameter section; the all-terrain vehicle also includes a stop 63, one end of the axle is connected to the frame 10, and the other end is connected to the stop 63; two bushings 62 are fitted on the axle, one bushing 62 is located near the stop 63, and the small-diameter section of this bushing 62 is located between the brake member 61 and the axle, and the large-diameter section is located between the brake member 61 and the stop 63; the other bushing 62 is located near the frame 10, and the small-diameter section of this other bushing 62 is located between the brake member 61 and the axle, and the large-diameter section is located between the brake member 61 and the frame 10. Based on this technical solution, the bushing 62 can not only separate the brake member 61 and the axle, but also separate the brake member 61 and the frame 10, and separate the brake member 61 and the stop 63. Meanwhile, both bushing 62 and brake component 61 are confined between stop component 63 and frame 10. Bushing 62 can be understood as a T-shaped bushing, including a section with a larger outer diameter and a section with a smaller outer diameter, i.e., a large diameter section and a small diameter section; however, the inner diameter of the bushing 62 is consistent throughout.

[0156] The bushing 62 can be fitted onto the shaft with a clearance fit, allowing the bushing 62 to rotate around the shaft. The small diameter section of the bushing 62 can be interference-fitted with the inner hole of the stop 63 to achieve a circumferential limiting connection between the two. In this way, the bushing 62 and the brake 61 can rotate synchronously. The stop 63 can be a ring-shaped structure fitted onto the shaft.

[0157] In one example, referring to Figure 24, the all-terrain vehicle further includes a foot pedal 64 located behind the brake 61 and on the outside of the frame 10. With this configuration, when riding, the rider's foot can be placed on the foot pedal 64, and when braking is needed, the rider can brake by pressing the brake 61 with the ball of their foot.

[0158] Furthermore, the frame 10 includes a left side frame and a right side frame symmetrical about the longitudinal center plane P0. The left side frame includes an upper left longitudinal beam 11, a lower left longitudinal beam 12, a first left tie rod 13, and a second left tie rod 14. The upper left longitudinal beam 11 and the lower left longitudinal beam 12 are spaced apart in the vertical direction, and the first left tie rod 13 and the second left tie rod 14 are spaced apart in the front-rear direction. The two ends of the first left tie rod 13 are connected to the upper left longitudinal beam 11 and the lower left longitudinal beam 12, respectively, and the two ends of the second left tie rod 14 are connected to the upper left longitudinal beam 11 and the lower left longitudinal beam, respectively. The projections of the upper left longitudinal beam 11, the lower left longitudinal beam 12, the first left tie rod 13, and the second left tie rod 14 on the second plane P2 surround the projection of the engine 20 on the second plane P2. Based on this technical solution, it can be seen that the area formed by the upper left longitudinal beam 11, the lower left longitudinal beam 12, the first left tie rod 13, and the second left tie rod 14 is larger than the external dimensions of the engine 20. The engine 20 can be placed in the frame 10 through this area, which is convenient for operation.

[0159] Of course, the frame 10 may also include a crossbeam connecting the left and right side frames, extending in the left-right direction. In this way, the frame 10 is structurally stable, and the engine 20 is located in the space defined by the frame 10 and protected by the frame 10.

[0160] In one example, the right side frame includes a lower right longitudinal beam, and the lower left longitudinal beam 12 and the lower right longitudinal beam are symmetrical about the longitudinal center plane P0; at least one of the first connecting members 51 connects the lower left longitudinal beam 12 and the engine 20, and at least one of the first connecting members 51 connects the lower right longitudinal beam and the engine 20. Thus, the center of gravity of the engine 20 is located between the left and right side frames, which is beneficial to the overall vehicle balance and stability; it also helps to make the vibration amplitude of the left and right side frames approximately the same, thereby improving the ride comfort for the driver and passengers.

[0161] In one possible embodiment, the upper end of the left rear shock absorber 31 is rotatably connected to the frame 10 about an axis extending in the longitudinal direction, and the lower end is connected to one side of the rear wheel. Referring, for example, to FIG25, the rear shock absorber includes two spaced-apart lugs, the frame 10 includes a mounting portion extending between the two lugs, and a first bolt 571 extending in the longitudinal direction passes through the two lugs and the mounting portion and is connected to a first nut 572.

[0162] The right rear shock absorber 32 has the same structure as the left rear shock absorber and is symmetrically distributed about the longitudinal center plane P0. The connection method between the right rear shock absorber 32 and the frame 10 is the same as the connection method between the left rear shock absorber and the frame 10.

[0163] Thirdly, referring to Figures 26 and 27, this application provides an all-terrain vehicle, including a frame 10, a left front shock absorber 21, a right front shock absorber 22, a left rear shock absorber 23, a right rear shock absorber 24, a front suspension system, a rear suspension system, and an engine 25. The frame 10 includes a main frame 13, a front subframe 11, and a rear subframe 12, with the front subframe 11 and the rear subframe 12 respectively mounted at the front and rear ends of the main frame 13.

[0164] The longitudinal center plane P1 is a virtual plane that extends vertically and coincides with the left and right center lines of the frame 10. The left front shock absorber 21 and the right front shock absorber 22 are symmetrical about the longitudinal center plane P1 and are both connected between the front subframe 11 and the front suspension system. The left rear shock absorber 23 and the right rear shock absorber 24 are symmetrical about the longitudinal center plane P1 and are both connected between the rear subframe 12 and the rear suspension system.

[0165] The left front shock absorber 21 includes a first mounting part connected to the front subframe 11, and the left rear shock absorber 23 includes a second mounting part connected to the rear subframe 12. The distance between the reference point A of the first mounting part and the reference point B of the second mounting part in the front-rear direction is L1. The front side plane P2 is a virtual plane that passes through the reference point A, extends in the vertical direction, and is perpendicular to the longitudinal center plane P1.

[0166] The engine 25 includes at least two third mounting portions, which are flexibly connected to the main frame 13 and surrounded by the rear subframe 12. The at least two third mounting portions include a front third mounting portion with the smallest distance from the front side plane P2 in the front-rear direction, and a rear third mounting portion with the largest distance from the front side plane P2 in the front-rear direction. The distance between the reference point C of the front third mounting portion and the reference point D of the rear third mounting portion in the front-rear direction is L2; ​​0.12≤L2 / L1≤0.48.

[0167] As can be seen from the above technical solutions, by setting shock absorbers, the vibrations transmitted by the wheels through the suspension components can be buffered, achieving the purpose of shock absorption; by flexibly connecting the engine 25 and the frame 10, the vibration transmitted from the engine 25 to the frame 10 can be reduced, achieving a shock absorption effect, thereby reducing the adverse effects caused by engine 25 vibration and road bumps. Specifically, by limiting the ratio between L1 and L2, the distance L2 between the front and rear connection points of the engine 25 and the main frame 13 can be set based on the distance L1 between the front and rear shock absorbers, reducing the probability that an excessively large L2 size would be detrimental to shock absorption, thus benefiting the shock absorption of the all-terrain vehicle.

[0168] It should be clarified that: "Up" and "down" as defined in this application refer to up and down in the direction of gravity; "front" and "rear" are defined based on the front and rear of the all-terrain vehicle, with the front at the front and the rear at the rear, and the horizontal plane perpendicular to the vertical direction. "Left" and "right" as defined in this application are defined based on the driver's left and right sides when driving the vehicle. The longitudinal center plane P1 and the front side plane P2 are perpendicular. The "reference point" in this application can be set according to uniform preset conditions. For example, reference point A can be the geometric center of the first mounting part, reference point B can be the geometric center of the second mounting part, and reference point C can be the geometric center of the third mounting part. This application does not limit the preset conditions; those skilled in the art can select points on the mounting part as reference points according to actual conditions.

[0169] In one possible implementation, the all-terrain vehicle includes a flexible connector that connects the third mounting portion and the frame 10. This technical solution allows the engine 25 to be suspended on the frame 10 using the flexible connector, thereby reducing the vibration of the engine 25 transmitted to the frame 10 and mitigating the adverse effects of engine 25 vibration on the occupants.

[0170] Referring to Figure 28, in one example, the all-terrain vehicle further includes a first bolt 411 and a first nut 412. The flexible connectors include a first elastic body 311, a first connecting body 312, and a second connecting body 313. The first connecting body 312 and the second connecting body 313 are respectively connected to opposite sides of the first elastic body 311. The third mounting portion of the engine 25 includes a first connecting through hole. Two flexible connectors are located at opposite ends of the first connecting through hole. The first bolt 411 passes sequentially through the first connecting body 312 of one flexible connector, the first connecting through hole, and the first connecting body 312 of the other flexible connector before connecting to the first nut 412. The second connecting bodies 313 of the two flexible connectors are respectively connected to the frame 10. Thus, each third mounting portion of the engine 25 is suspended and connected to the frame 10 via two flexible connectors, thereby reducing the adverse effects of engine 25 vibration on the driver and passengers. Furthermore, the second connecting body 313 can be detachably connected to the frame 10 via mating bolts and nuts.

[0171] Referring to Figure 29, in another example, the all-terrain vehicle further includes a second bolt 421 and a second nut 422. The third mounting portion of the engine 25 includes a second connecting through hole, the frame 10 includes a third connecting through hole, and the flexible connector includes a support cylinder 321 and a second elastic body 322. The second elastic body 322 is sleeved outside the support cylinder 321, and the flexible connector passes through the second and third connecting through holes. The second elastic body 322 is located within the second and third connecting through holes. The second bolt 421 passes through the inner hole of the support cylinder 321 and is connected to the second nut 422. Thus, the second elastic body 322 can act as an elastic buffer between the engine 25 and the frame 10, thereby reducing the adverse effects of engine 25 vibration on the occupants. Alternatively, in one example, the frame 10 may include a frame body and a U-shaped clip. After the U-shaped clip is detachably connected to the surface of the frame body, a third connecting through hole can be formed between the groove of the U-shaped clip and the surface of the frame body. In this way, the flexible connector can first pass through the second connecting through hole, and then the U-shaped clip can be detachably fastened to the surface of the frame, thus forming a third through hole surrounding the flexible connector. At this point, the flexible connector passes through both the second and third connecting through holes. The U-shaped clip makes the disassembly and installation of the flexible connector more convenient.

[0172] Referring to Figure 30, in one example, the all-terrain vehicle further includes a third bolt 431 and a third nut. The flexible connector includes a base plate 331 and a third elastic body 332 connected to each other. The third elastic body 332 includes a fourth connecting through hole. The third bolt 431 passes through the frame 10 and the fourth connecting through hole and is connected to the third nut. The base plate 331 and the third mounting part of the engine 25 are detachably connected. Thus, the engine 25 and the frame 10 are connected via the third elastic body 332, which acts as an elastic buffer between the engine 25 and the frame 10, thereby reducing the adverse effects of engine 25 vibration on the occupants. Furthermore, the opposite sides of the base plate 331 can be detachably connected to the engine 25 via fourth bolts, which are used in conjunction with fourth nuts.

[0173] Referring to Figures 31 and 32, the front suspension system further includes a left front rocker arm assembly 51, a right front rocker arm assembly 52, a left steering knuckle 531, a right steering knuckle 532, and a front stabilizer bar 55. The left steering knuckle 531 is connected to the left front wheel of the all-terrain vehicle, and the right steering knuckle 532 is connected to the right front wheel of the all-terrain vehicle. The inner end of the left front rocker arm assembly 51 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the left steering knuckle 531. The inner end of the right front rocker arm assembly 52 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the right steering knuckle 532. The front stabilizer bar 55 is C-shaped with the C-shaped opening facing forward. The front stabilizer bar 55 is located in front of the front subframe 11, and its middle part is rotatably connected to the front subframe 11. The left and right ends of the front stabilizer bar 55 are respectively connected to the left front rocker arm assembly 51 and the right front rocker arm assembly 52. Through the above technical solution, the left front rocker arm assembly 51 can be used to transmit various forces acting on the left front wheel to the frame 10, while ensuring that the left front wheel can bounce up and down and turn relative to the frame 10 within a limited range; similarly, the right front rocker arm assembly 52 can be used to transmit various forces acting on the right front wheel to the vehicle body, while ensuring that the right front wheel can bounce up and down and turn relative to the frame 10 within a limited range, and the C-shaped front stabilizer bar 55 connected to the two rocker arm assemblies can improve the vehicle's anti-roll capability.

[0174] Referring to Figure 32, in one possible implementation, the left front rocker arm assembly 51 includes a left front upper rocker arm 511 and a left front lower rocker arm 512, and the right front rocker arm assembly 52 includes a right front upper rocker arm 521 and a right front lower rocker arm 522. The upper end of the left front shock absorber 21 is connected to the front subframe 11, and the lower end is connected to the left front upper rocker arm 511, so as to play a role in buffering and shock absorption between the left front wheel and the frame 10. Similarly, the upper end of the right front shock absorber 22 is connected to the front subframe 11, and the lower end is connected to the right front upper rocker arm 521, so as to play a role in buffering and shock absorption between the right front wheel and the frame 10.

[0175] In one example, referring to Figure 32, the upper end of the left steering knuckle 531 is rotatably connected to the left front upper rocker arm 511 via a ball joint, and the lower end is rotatably connected to the left front lower rocker arm 512 via a ball joint; the upper end of the right steering knuckle 532 is rotatably connected to the right front upper rocker arm 521 via a ball joint, and the lower end is rotatably connected to the right front lower rocker arm 522 via a ball joint. Thus, the left steering knuckle 531 can steer the left front wheel under the steering system of the all-terrain vehicle, and simultaneously, under the constraint of the left front rocker arm assembly 51, the left front wheel can rotate relative to the left front rocker arm assembly 51 within a limited range; similarly, the right steering knuckle 532 can steer the right front wheel under the steering system of the all-terrain vehicle, and simultaneously, under the constraint of the right front rocker arm assembly 52, the right front wheel can rotate relative to the left front rocker arm assembly 51 within a limited range.

[0176] In one example, referring to Figure 32, the all-terrain vehicle further includes a left front ball joint assembly 541 and a right front ball joint assembly 542. One end of the left front ball joint assembly 541 is connected to the front stabilizer bar 55, and the other end is connected to the left front upper rocker arm 511. One end of the right front ball joint assembly 542 is connected to the front stabilizer bar 55, and the other end is connected to the right front upper rocker arm 521. Thus, by providing the left front ball joint assembly 541, a rotational connection is achieved between the front stabilizer bar 55 and the left front rocker arm assembly 51; by providing the right front ball joint assembly 542, a rotational connection is achieved between the front stabilizer bar 55 and the right front rocker arm assembly 52. ​​Ball joint assemblies are commonly used components in this field, therefore their specific structure will not be described in detail.

[0177] Referring to Figures 31 and 33, the all-terrain vehicle includes two front connecting structures 61 spaced apart in the left-right direction. The front stabilizer bar 55 is rotatably connected to the front subframe 11 via the front connecting structures 61. Each front connecting structure 61 includes a front buffer 611, which is sleeved on the front stabilizer bar 55. With this technical solution, the front buffer 611 connects the front stabilizer bar 55 and the front subframe 11. Therefore, the two front connecting structures 61 allow the front stabilizer bar 55 to be stably rotatably connected to the front subframe 11. Simultaneously, the front buffer 611 provides cushioning and shock absorption at the rotatable connection between the front stabilizer bar 55 and the front subframe 11, and also reduces noise.

[0178] In one example, referring to Figure 33, the front connection structure 61 may include a front mounting base 612, which is mounted on the front subframe 11. The front mounting base 612 has a through hole, and the front buffer 611 may be a rubber sleeve that can be fitted over the front stabilizer bar 55. The rubber sleeve can be directly fitted over the front stabilizer bar 55 and passes through the through hole of the front mounting base 612. In this way, a rotatable connection is established between the front stabilizer bar 55 and the front mounting base 612, and the rubber sleeve, which can provide a buffering effect, is located between the front stabilizer bar 55 and the front mounting base 612 to provide shock absorption.

[0179] Referring to Figures 31 and 34, the rear suspension system includes a rear stabilizer bar 56, a left rear swing arm 71, a right rear swing arm 72, a left rear wheel mount 731, and a right rear wheel mount 732. The left rear wheel mount 731 is connected to the left rear wheel of the all-terrain vehicle, and the right rear wheel mount 732 is connected to the right rear wheel of the all-terrain vehicle. The front end of the left rear swing arm 71 is pivotally connected to the main frame 13 of the frame 10, and the rear end is connected to the left rear wheel mount 731. The front end of the right rear swing arm 72 is pivotally connected to the main frame 13 of the frame 10, and the rear end is connected to the right rear wheel mount 732. The middle part of the rear stabilizer bar 56 is rotatably connected to the rear subframe 12, and the left and right ends of the rear stabilizer bar 56 are connected to the left rear swing arm 71 and the right rear swing arm 72, respectively. Through the above technical solution, the left rear rocker arm 71 can be used to transmit various forces acting on the left front wheel to the frame 10, while ensuring that the left rear wheel can bounce up and down and turn relative to the frame 10 within a limited range; similarly, the right rear rocker arm 72 can be used to transmit various forces acting on the right rear wheel to the frame 10, while ensuring that the right rear wheel can bounce up and down and turn relative to the frame 10 within a limited range, and the rear stabilizer bar 56 connected to the two rocker arms can improve the vehicle's anti-roll capability.

[0180] Furthermore, referring to Figures 34 to 36, the rear suspension system also includes a left rear tie rod 741 and a right rear tie rod 742. The two ends of the left rear tie rod 741 are rotatably connected to the rear ends of the main frame 13 and the left rear rocker arm 71, respectively. The two ends of the right rear tie rod 742 are rotatably connected to the rear ends of the main frame 13 and the right rear rocker arm 72, respectively. Through this technical solution, the left rear tie rod 741, the left rear rocker arm 71, and the main frame 13 are interconnected to form a triangular structure, which provides good stability and thus more stably restricts the movement of the left rear wheel within a limited range. Similarly, the right rear tie rod 742, the right rear rocker arm 72, and the main frame 13 are interconnected to form a triangular structure, which also provides good stability and thus more stably restricts the movement of the right rear wheel within a limited range.

[0181] There can be two left rear tie rods 741, with the two left rear tie rods 741 spaced apart in the vertical direction. There can also be two right rear tie rods 742, with the two left rear tie rods 741 spaced apart in the vertical direction.

[0182] In one example, referring to Figures 34 to 36, the rear suspension system may further include a left rear control lever 751 and a right rear control lever 752. The two ends of the left rear control lever 751 are rotatably connected to the main frame 13 and the left rear wheel mounting seat 731, respectively, and the two ends of the right rear control lever 752 are rotatably connected to the main frame 13 and the right rear wheel mounting seat 732, respectively. Thus, the toe angle of the left rear wheel can be controlled by the left rear control lever 751, and the toe angle of the right rear wheel can be controlled by the right rear control lever 752. In the vertical direction, the left rear control lever 751 may be located between two left rear tie rods 741, and the right rear control lever 752 may be located between two right rear tie rods 742.

[0183] In one example, the rear stabilizer bar 56 is C-shaped, and the C-shaped opening of the rear stabilizer bar 56 faces rearward.

[0184] The engine 25 is located in the virtual space defined by the outer contour of the rear subframe 12, and the rear stabilizer bar 56 includes a rear connecting part that is rotatably connected to the rear subframe 12, the rear connecting part being located in front of the engine 25. This saves on the dimensions of the frame 10 in the longitudinal direction, making the all-terrain vehicle compact and stable.

[0185] In one example, referring to Figures 34 and 35, the upper end of the left rear shock absorber 23 is connected to the rear subframe 12, and the lower end is connected to the left rear rocker arm 71, so as to provide a buffering and shock absorption function between the left rear wheel and the frame 10; similarly, the upper end of the right rear shock absorber 24 is connected to the rear subframe 12, and the lower end is connected to the right rear rocker arm 72, so as to provide a buffering and shock absorption function between the right rear wheel and the frame 10.

[0186] In one example, referring to Figures 31 and 35, the all-terrain vehicle further includes a left rear ball joint assembly and a right rear ball joint assembly 761. One end of the left rear ball joint assembly is rotatably connected to the rear stabilizer bar 56, and the other end is rotatably connected to the left rear rocker arm 71. One end of the right rear ball joint assembly 761 is rotatably connected to the rear stabilizer bar 56, and the other end is rotatably connected to the right rear rocker arm 72. Thus, by providing the left rear ball joint assembly, a rotatable connection is achieved between the rear stabilizer bar 56 and the left rear rocker arm 71; by providing the right rear ball joint assembly 761, a rotatable connection is achieved between the rear stabilizer bar 56 and the right rear rocker arm 72. Ball joint assemblies are commonly used components in this field, therefore their specific structure will not be described in detail.

[0187] In one example, referring to Figure 31, the left rear swingarm 71 includes a first component 711 and a second component 712. The first component 711 is located in front of the second component 712 and is connected to the frame 10 via a left rear pin assembly. The second component 712 is connected to the lower end of the left rear shock absorber 23. The left rear swingarm 71 and the right rear swingarm 72 can have the same structure.

[0188] Furthermore, the all-terrain vehicle may also include two rear connection structures 62 spaced apart in the left-right direction. The rear stabilizer bar 56 is rotatably connected to the main frame 13 through the rear connection structures 62. The rear connection structure 62 includes a rear buffer, which is sleeved on the rear stabilizer bar 56. With this technical solution, the two rear connection structures 62 ensure a stable rotatable connection between the rear stabilizer bar 56 and the main frame 13. Simultaneously, the rear buffer provides cushioning and shock absorption at the rotatable connection between the rear wheel and the main frame 13, while also reducing noise.

[0189] In one example, the rear connection structure 62 may include a rear mounting base mounted on the main frame 13. The rear mounting base has a through hole, and the rear buffer may be a rubber sleeve that can be fitted over the rear stabilizer bar 56. The rubber sleeve can be directly fitted over the rear stabilizer bar 56 and passes through the through hole of the rear mounting base. In this way, a rotatable connection is established between the rear stabilizer bar 56 and the rear mounting base, and the rubber sleeve, which provides a buffering effect, is located between the rear stabilizer bar 56 and the rear mounting base to provide shock absorption.

[0190] In one example, the front connection structure 61 and the back connection structure 62 are the same.

[0191] Fourthly, this application provides an all-terrain vehicle. Referring to Figure 37, the all-terrain vehicle includes a frame, an engine 21, a front axle 22, and a rear axle 23. The frame includes a main frame 13. The engine 21 is mounted on the frame and located above the main frame 13. The two ends of the front axle 22 are connected to the front wheels, and the front axle 22 is located above the main frame 13. The two ends of the rear axle 23 are connected to the rear wheels, and the rear axle 23 is located above the main frame 13. The bottom plane M is a virtual plane extending in the front-rear direction and perpendicular to the vertical direction. The bottom plane is located below the main frame 13. The vertical distance from the center point A of the output shaft of the front axle 22 to the bottom plane M is L1. The vertical distance from the center point C of the output shaft of the rear axle 23 to the bottom plane M is L2. The vertical distance from the center point B of the crankshaft of the engine 21 to the bottom plane is L3. 0.31≤L1 / L3≤0.86; 0.26≤L2 / L3≤0.81.

[0192] The above technical solutions optimize the relative height between engine 21 and front axle 22, and also optimize the relative height between engine 21 and rear axle 23. In this way, the vehicle can be designed and arranged based on the proportional relationship between L1, L2, and L3, so that the vehicle's center of gravity is lower. Furthermore, the front and rear suspension travel of the vehicle can be made larger, thereby giving the vehicle better handling stability.

[0193] It should be clarified that: the "up" and "down" defined in this application refer to up and down in the direction of gravity; the "front" and "rear" are defined based on the front and rear of the all-terrain vehicle, with the front in front and the rear in back, and the horizontal plane perpendicular to the vertical direction. The "left" and "right" defined in this application are based on the driver's left and right sides when driving the vehicle.

[0194] Referring to Figure 37, in one possible embodiment, the all-terrain vehicle further includes a seat 14 located in the driver's cab. The seat 14 is mounted on and above the main frame 13, and the engine 21 is located behind the seat 14. With this technical solution, when the driver is seated on the seat 14, the engine 21's heat generation can reduce its adverse effects on the driver on the driver's seat 141, thus improving the driver's comfort.

[0195] Referring to Figures 37, 38, 39 and 40, the all-terrain vehicle includes a front driveshaft 24 connecting the engine 21 and the front axle 22, and a rear driveshaft 25 connecting the engine 21 and the rear axle 23. The seat 14 includes a driver's seat cushion 141, a passenger seat cushion 142, and a support 143. Both the driver's seat cushion 141 and the passenger seat cushion 142 are mounted on the support 143. The support 143 includes a first support leg 1431 and a second support leg 1432 spaced apart in a left-right direction. The lower ends of both the first support leg 1431 and the second support leg 1432 are connected to the main frame 13. The first support leg 1431 is located below the driver's seat cushion 141, and the second support leg 1432 is located below the passenger seat cushion 142. The front drive shaft 24 is located below the passenger seat cushion 142, and in a left-right direction, it is positioned between the first support leg 1431 and the second support leg 1432. This technical solution provides support legs under both the driver's seat cushion 141 and the passenger seat cushion 142, resulting in good stability and improved passenger comfort.

[0196] Specifically, the support 143 may further include a front crossbeam and a rear crossbeam extending in the left-right direction. The front crossbeam is connected to the upper front side of the first support leg 1431 and the upper front side of the second support leg 1432. The rear crossbeam is connected to the upper front side of the first support leg 1431 and the upper front side of the second support leg 1432. The driver's seat cushion 141 and the passenger seat cushion 142 are distributed in the left-right direction. The front end of the driver's seat cushion 141 is connected to the front crossbeam, and the rear end is connected to the rear crossbeam. Similarly, the front end of the passenger seat cushion 142 is connected to the front crossbeam, and the rear end is connected to the rear crossbeam.

[0197] Further, referring to Figure 40, the main frame 13 includes a longitudinal beam 133, a first crossbar 131, and a second crossbar 132. The longitudinal beam 133 and the second crossbar 132 are vertically connected. Both the first crossbar 131 and the second crossbar 132 extend in the left-right direction. The first crossbar 131 and the second crossbar 132 are distributed parallel to each other in the front-back direction. The two first crossbars 131 are respectively connected to the left and right sides of the longitudinal beam 133. The front end and rear end of the first support leg 1431 are connected to the first crossbar 131 and the second crossbar 132, respectively. The front end and rear end of the second support leg 1432 are also connected to the first crossbar 131 and the second crossbar 132, respectively. Through this technical solution, the support 143 can be stably installed on the main frame 13, thereby ensuring the riding comfort of the passengers.

[0198] Referring to Figures 40 and 41, the vehicle frame further includes a rear subframe 12, which is mounted at the rear end of the main frame 13 and located above the main frame 13. The all-terrain vehicle also includes a left rear wheel, a right rear wheel, a left rear swingarm assembly 53, a right rear swingarm assembly 54, and a rear stabilizer bar 32. The inner end of the left rear swingarm assembly 53 is pivotally connected to the rear subframe 12, and the outer end is rotatably connected to the left rear wheel. The inner end of the right rear swingarm assembly 54 is pivotally connected to the rear subframe 12, and the outer end is rotatably connected to the right rear wheel. The rear stabilizer bar 32 is C-shaped with the C-shaped opening facing rearward. The rear stabilizer bar 32 is located behind the engine 21. The middle part of the rear stabilizer bar 32 is rotatably connected to the main frame 13, and the left and right ends of the rear stabilizer bar 32 are respectively connected to the left rear swingarm assembly 53 and the right rear swingarm assembly 54. Through the above technical solution, the left rear swingarm assembly 53 can be used to transmit various forces acting on the left rear wheel to the frame, while ensuring that the left rear wheel can move up and down and turn relative to the frame within a limited range; similarly, the right rear swingarm assembly 54 can be used to transmit various forces acting on the right rear wheel to the vehicle body, while ensuring that the right rear wheel can move up and down and turn relative to the frame within a limited range, and the C-shaped rear stabilizer bar 32 connected to the two swingarm assemblies can improve the vehicle's anti-roll capability. Note that the individual wheels are not shown in the figures.

[0199] Further, referring to Figures 41 and 42, the left rear rocker arm assembly 53 includes a left rear upper rocker arm 531 and a left rear lower rocker arm 532, the right rear rocker arm assembly 54 includes a right rear upper rocker arm 541 and a right rear lower rocker arm 542, and the all-terrain vehicle also includes a left rear wheel axle seat 83 and a right rear wheel axle seat 84; the left rear wheel is mounted on the left rear wheel axle seat 83, the upper end of the left rear wheel axle seat 83 is rotatably connected to the left rear upper rocker arm 531 by a ball joint pin, and the lower end is rotatably connected to the left rear lower rocker arm 532 by a ball joint pin; the right rear wheel is mounted on the right rear wheel axle seat 84, the upper end of the right rear wheel axle seat 84 is rotatably connected to the right rear upper rocker arm 541 by a ball joint pin, and the lower end is rotatably connected to the right rear lower rocker arm 542 by a ball joint pin. Thus, the left rear wheel can rotate within a limited range relative to the left rear rocker arm assembly 53, and the right rear wheel can rotate within a limited range relative to the right rear rocker arm assembly 54.

[0200] In one example, referring to Figure 42, the all-terrain vehicle may further include a left rear shock absorber 63 and a right rear shock absorber 64. The upper end of the left rear shock absorber 63 is connected to the rear subframe 12, and the lower end is connected to the left rear swingarm assembly 53, to provide shock absorption between the left rear wheel and the frame. Similarly, the upper end of the right rear shock absorber 64 is connected to the rear subframe 12, and the lower end is connected to the right rear swingarm assembly 54, to provide shock absorption between the right rear wheel and the frame. Specifically, the lower end of the left rear shock absorber 63 may be connected to the left rear lower swingarm 532, and the lower end of the right rear shock absorber 64 may be connected to the right rear lower swingarm 542.

[0201] In one example, referring to Figures 44 to 46, the all-terrain vehicle further includes a left rear ball joint assembly 73 and a right rear ball joint assembly 74. One end of the left rear ball joint assembly 73 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the left rear rocker arm assembly 53. One end of the right rear ball joint assembly 74 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the right rear rocker arm assembly 54. Thus, by providing the left rear ball joint assembly 73, a rotatable connection is achieved between the rear stabilizer bar 32 and the left rear rocker arm assembly 53; by providing the right rear ball joint assembly 74, a rotatable connection is achieved between the rear stabilizer bar 32 and the right rear rocker arm assembly 54. Specifically, the left rear ball joint assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball joint assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542.

[0202] Referring to Figure 45, the all-terrain vehicle includes two rear connecting structures 42 spaced apart in the left-right direction. The rear stabilizer bar 32 is rotatably connected to the main frame 13 via the rear connecting structures 42. Each rear connecting structure 42 includes a rear buffer 422, which is fitted onto the rear stabilizer bar 32. This technical solution allows the rear stabilizer bar 32 to be stably rotatably connected to the main frame 13 via the two rear connecting structures 42. Simultaneously, the rear buffer 422 provides cushioning and shock absorption at the rotatable connection between the rear wheel and the main frame 13, while also reducing noise.

[0203] In one example, referring to Figures 45 and 46, the rear connection structure 42 may include a rear mounting base 421, which is mounted on the main frame 13. The rear mounting base 421 has a through hole, and the rear buffer 422 may be a rubber sleeve that can be fitted over the rear stabilizer bar 32. The rubber sleeve can be directly fitted over the rear stabilizer bar 32 and passes through the through hole of the rear mounting base 421. In this way, a rotatable connection is established between the rear stabilizer bar 32 and the rear mounting base 421, and the rubber sleeve, which provides a buffering effect, is located between the rear stabilizer bar 32 and the rear mounting base 421 to provide shock absorption.

[0204] In one example, referring to Figure 4, the projection of the engine 21 toward the bottom plane covers the middle portion of the projection of the rear stabilizer bar 32 toward the bottom plane. Thus, the relative positions between the rear stabilizer bar 32 and the engine 21 are relatively close in the longitudinal direction, resulting in a compact structure and good stability for the all-terrain vehicle.

[0205] Referring to Figure 1, the upper surface of the rear subframe 12 is higher than the upper end of the engine 21. The all-terrain vehicle also includes a cargo box installed above the rear subframe 12, which is used for storage.

[0206] Referring to Figures 41 and 43, the vehicle frame further includes a front subframe 11, which is mounted at the front end of the main frame 13 and located above the main frame 13. The all-terrain vehicle also includes a left front rocker arm assembly 51, a right front rocker arm assembly 52, a left front wheel, a right front wheel, and a front stabilizer bar 31. The inner end of the left front rocker arm assembly 51 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the left front wheel. The inner end of the right front rocker arm assembly 52 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the right front wheel. The front stabilizer bar 31 is C-shaped and located in front of the front subframe 11. The C-shaped opening of the front stabilizer bar 31 faces rearward. The middle part of the front stabilizer bar 31 is rotatably connected to the front subframe 11, and the left and right ends of the front stabilizer bar 31 are connected to the left front rocker arm assembly 51 and the right front rocker arm assembly 52, respectively. Through the above technical solution, the left front rocker arm assembly 51 can be used to transmit various forces acting on the left front wheel to the frame, while ensuring that the left front wheel can bounce up and down and turn relative to the frame within a limited range; similarly, the right front rocker arm assembly 52 can be used to transmit various forces acting on the right front wheel to the vehicle body, while ensuring that the right front wheel can bounce up and down and turn relative to the frame within a limited range, and the C-shaped front stabilizer bar 31 connected to the two rocker arm assemblies can improve the vehicle's anti-roll capability.

[0207] Further, referring to Figures 41 and 43, the left front rocker arm assembly 51 includes a left front upper rocker arm 511 and a left front lower rocker arm 512, the right front rocker arm assembly 52 includes a right front upper rocker arm 521 and a right front lower rocker arm 522, and the all-terrain vehicle also includes a left steering knuckle 81 and a right steering knuckle 82; the left front wheel is mounted on the left steering knuckle 81, the upper end of the left steering knuckle 81 is rotatably connected to the left front upper rocker arm 511 by a ball joint, and the lower end is rotatably connected to the left front lower rocker arm 512 by a ball joint; the right front wheel is mounted on the left steering knuckle 81, the upper end of the right steering knuckle 82 is rotatably connected to the right front upper rocker arm 521 by a ball joint, and the lower end is rotatably connected to the right front lower rocker arm 522 by a ball joint. Thus, the left steering knuckle 81 can drive the left front wheel to turn under the steering system of the all-terrain vehicle, and the left front wheel can rotate relative to the left front rocker arm assembly 51 within a limited range under the restriction of the left front rocker arm assembly 51; similarly, the right steering knuckle 82 can drive the right front wheel to turn under the steering system of the all-terrain vehicle, and the right front wheel can rotate relative to the left front rocker arm assembly 51 within a limited range under the restriction of the right front rocker arm assembly 52.

[0208] Referring to Figure 43, in one possible implementation, the all-terrain vehicle may further include a left front shock absorber 61 and a right front shock absorber 62. The upper end of the left front shock absorber 61 is connected to the front subframe 11, and the lower end is connected to the left front rocker arm assembly 51, to provide shock absorption between the left front wheel and the frame. Similarly, the upper end of the right front shock absorber 62 is connected to the front subframe 11, and the lower end is connected to the right front rocker arm assembly 52, to provide shock absorption between the right front wheel and the frame. Specifically, the lower end of the left front shock absorber 61 may be connected to the left front upper rocker arm 511, and the lower end of the right front shock absorber 62 may be connected to the right front upper rocker arm 521.

[0209] In one example, referring to Figures 43, 47, and 48, the all-terrain vehicle further includes a left front ball joint assembly 71 and a right front ball joint assembly 72. One end of the left front ball joint assembly 71 is connected to the front stabilizer bar 31, and the other end is connected to the left front rocker arm assembly 51. One end of the right front ball joint assembly 72 is connected to the front stabilizer bar 31, and the other end is connected to the right front rocker arm assembly 52. ​​Thus, by providing the left front ball joint assembly 71, a rotational connection is achieved between the front stabilizer bar 31 and the left front rocker arm assembly 51; by providing the right front ball joint assembly 72, a rotational connection is achieved between the front stabilizer bar 31 and the right front rocker arm assembly 52. ​​Specifically, the left rear ball joint assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball joint assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542.

[0210] Referring to Figures 47 and 48, the all-terrain vehicle includes two front connecting structures 41 spaced apart in the left-right direction. The front stabilizer bar 31 is rotatably connected to the front subframe 11 through the front connecting structures 41. Each front connecting structure 41 includes a front buffer 422, which is sleeved on the front stabilizer bar 31. This technical solution allows the front stabilizer bar 31 to be stably rotatably connected to the front subframe 11 via the two front connecting structures 41. Simultaneously, the front buffer 422 provides cushioning and shock absorption at the rotatable connection between the front stabilizer bar 31 and the front subframe 11, while also reducing noise.

[0211] In one example, referring to Figure 48, the front connection structure 41 may include a front mounting base 411, which is mounted on the front subframe 11. The front mounting base 411 has a through hole, and the front buffer 422 may be a rubber sleeve that can be fitted over the front stabilizer bar 31. The rubber sleeve can be directly fitted over the front stabilizer bar 31 and passes through the through hole of the front mounting base 411. In this way, a rotatable connection is established between the front stabilizer bar 31 and the front mounting base 411, and the rubber sleeve, which can provide a buffering effect, is located between the front stabilizer bar 31 and the front mounting base 411 to provide shock absorption.

[0212] Fifthly, this application provides an all-terrain vehicle, referring to FIG49, the all-terrain vehicle including a left front wheel 201, a right front wheel 202, a left rear wheel 203, a right rear wheel 204, a left front constant velocity drive shaft 261, a right front constant velocity drive shaft 262, a left rear constant velocity drive shaft 271, a right rear constant velocity drive shaft 272, a front axle 22, and a rear axle 23. The front axle 22 is connected between the left front constant velocity drive shaft 261 and the right front constant velocity drive shaft 262, and the rear axle 23 is connected between the left rear constant velocity drive shaft 271 and the right rear constant velocity drive shaft 272. The left end of the left front constant velocity drive shaft 261 is connected to the left front wheel 201, and the right end of the left front constant velocity drive shaft 261 includes a first inner ball cage type constant velocity universal joint that is slidably connected to the front axle 22; the right end of the right front constant velocity drive shaft 262 is connected to the right front wheel 202, and the left end of the right front constant velocity drive shaft 262 includes a second inner ball cage type constant velocity universal joint that is slidably connected to the front axle 22; the left end of the left rear constant velocity drive shaft 271 is connected to the left rear wheel 203, and the right end of the left rear constant velocity drive shaft 271 includes a second inner ball cage type constant velocity universal joint that is slidably connected to the rear axle 203. A third inner ball-cage constant velocity universal joint with a sliding connection; the right end of the right rear constant velocity drive shaft 272 is connected to the right rear wheel, and the left end of the right rear constant velocity drive shaft 272 includes a fourth inner ball-cage constant velocity universal joint with a sliding connection to the rear axle 23; the distance between the center of the left front wheel 201 and the center of the right front wheel 202 in the left-right direction is L1, and the distance between the center of the left rear wheel 203 and the center of the right rear wheel 204 in the left-right direction is L2; ​​the center of the steel ball of the first inner ball-cage constant velocity universal joint and the center of the second inner ball-cage constant velocity universal joint... The distance between the centers of the steel balls of the universal joint in the left-right direction is LF, and the distance between the centers of the steel balls of the third inner ball cage type constant velocity universal joint and the fourth inner ball cage type constant velocity universal joint in the left-right direction is LR; wherein, during the entire stroke of the left front wheel 201 and the right front wheel 202 relative to the front axle 22 in the vertical direction, 0.08≤LF / L1≤0.25; during the entire stroke of the left rear wheel 203 and the right rear wheel 204 relative to the rear axle 23 in the vertical direction, 0.11≤LR / L2≤0.28.

[0213] Through the above technical solutions, by optimizing the ratio between LF and L1, and by optimizing the ratio between LR and L2, the distance between the front axle 22 and the rear axle 23 can be maximized when arranging the constant velocity drive axles of the all-terrain vehicle, thereby improving vehicle handling stability and extending the service life of the constant velocity drive axles. Furthermore, the alignment parameters of the four wheels can be optimized, such as minimizing changes in wheel camber angle and reducing tire wear rate. Regarding improving the service life of the constant velocity drive axles, this can be understood as follows: optimizing the ratio between LF and L1 helps reduce the sway angle and lateral slippage of the two front constant velocity drive axles, thus lowering their operating temperature and consequently extending their service life; similarly, optimizing the ratio between LR and L2 helps reduce the sway angle and lateral slippage of the two rear constant velocity drive axles, thus lowering their operating temperature and consequently extending their service life.

[0214] It should be clarified that: the "up" and "down" defined in this application refer to up and down in the direction of gravity; the "front" and "rear" are defined based on the front and rear of the all-terrain vehicle, with the front in front and the rear in back, and the horizontal plane perpendicular to the vertical direction. The "left" and "right" defined in this application are based on the driver's left and right sides when driving the vehicle.

[0215] In this application, "the left rear wheel 203 bounces in the vertical direction within its entire stroke relative to the rear axle 23" can be understood as follows: due to road bumps or the weight of the passengers, the distance between the frame and the left rear wheel in the vertical direction will change, which is equivalent to the wheel bouncing in the vertical direction. Therefore, the distance between the upper limit position and the lower limit position of the left rear wheel is the entire stroke of the left rear wheel in the vertical direction; the same applies to the other three wheels.

[0216] Furthermore, since the length of the constant velocity drive shaft is fixed, when the left rear wheel bounces up and down, its position relative to the frame in the left-right direction also changes, thus changing LR. Similarly, LF changes. Therefore, throughout the entire stroke of the left front wheel 201 and right front wheel 202 relative to the front axle 22 in the up-down direction, regardless of how LF changes, it remains within the range of 0.08 ≤ LF / L1 ≤ 0.25. Similarly, throughout the entire stroke of the left rear wheel 203 and right rear wheel 204 relative to the rear axle 23 in the up-down direction, regardless of how LR changes, it remains within the range of 0.11 ≤ LR / L2 ≤ 0.28.

[0217] In one example, referring to Figure 50, the first inner ball cage constant velocity universal joint and the second inner ball cage constant velocity universal joint have the same structure.

[0218] In one example, referring to Figure 51, the third inner ball cage constant velocity universal joint and the fourth inner ball cage constant velocity universal joint have the same structure.

[0219] Referring to Figure 52, in one possible embodiment, the all-terrain vehicle further includes an engine 21, a frame 10, and a seat 14 located in the driver's cab. Both the seat 14 and the engine 21 are mounted on the frame 10, with the engine 21 positioned behind the seat 14. With this technical solution, when the driver is seated in the seat 14, the engine 21's heat generation can reduce its adverse effects on the driver in the seat 14, thus improving the driver's comfort.

[0220] Referring to Figures 49, 52, 53 and 54, the all-terrain vehicle includes a front driveshaft 25 connecting the engine 21 and the front axle 22, and a rear driveshaft 25 connecting the engine 21 and the rear axle 23. The seat 14 includes a driver's seat cushion 141, a passenger seat cushion 142, and a support 143. Both the driver's seat cushion 141 and the passenger seat cushion 142 are mounted on the support 143. The support 143 includes a first support leg 1431 and a second support leg 1432 spaced apart in a left-right direction. The lower ends of both the first support leg 1431 and the second support leg 1432 are connected to the main frame 13. The first support leg 1431 is located below the driver's seat cushion 141, and the second support leg 1432 is located below the passenger seat cushion 142. The front drive shaft 25 is located below the passenger seat cushion 142, and in a left-right direction, it is positioned between the first support leg 1431 and the second support leg 1432. This technical solution provides support legs under both the driver's seat cushion 141 and the passenger seat cushion 142, resulting in good stability and improved passenger comfort.

[0221] Specifically, the support 143 may further include a front crossbeam and a rear crossbeam extending in the left-right direction. The front crossbeam is connected to the upper front side of the first support leg 1431 and the upper front side of the second support leg 1432. The rear crossbeam is connected to the upper front side of the first support leg 1431 and the upper front side of the second support leg 1432. The driver's seat cushion 141 and the passenger seat cushion 142 are distributed in the left-right direction. The front end of the driver's seat cushion 141 is connected to the front crossbeam, and the rear end is connected to the rear crossbeam. Similarly, the front end of the passenger seat cushion 142 is connected to the front crossbeam, and the rear end is connected to the rear crossbeam.

[0222] Further, referring to Figure 49, the frame 10 may include a main frame 13 and a rear subframe 12. The main frame 13 includes a longitudinal beam 133, a first crossbar 131, and a second crossbar 132. The longitudinal beam 133 and the second crossbar 132 are vertically connected. Both the first crossbar 131 and the second crossbar 132 extend in the left-right direction and are parallel and spaced apart in the front-rear direction. The two first crossbars 131 are respectively connected to the left and right sides of the longitudinal beam 133. The front end and rear end of the first support leg 1431 are connected to the first crossbar 131 and the second crossbar 132, respectively, and the front end and rear end of the second support leg 1432 are connected to the first crossbar 131 and the second crossbar 132, respectively. Through this technical solution, the support 143 can be stably installed on the main frame 13, thereby ensuring the riding comfort of the passengers.

[0223] Referring to Figures 55 to 57, the rear subframe 12 of the frame 10 is mounted at the rear end of the main frame 13 and located above the main frame 13; the all-terrain vehicle also includes a left rear swingarm assembly 53, a right rear swingarm assembly 54, and a rear stabilizer bar 32. The inner end of the left rear swingarm assembly 53 is pivotally connected to the rear subframe 12, and the outer end is rotatably connected to the left rear wheel 203. The inner end of the right rear swingarm assembly 54 is pivotally connected to the rear subframe 12, and the outer end is rotatably connected to the right rear wheel 204. The rear stabilizer bar 32 is C-shaped and located behind the engine 21. The C-shaped opening of the rear stabilizer bar 32 faces rearward. The middle part of the rear stabilizer bar 32 is rotatably connected to the main frame 13. The left and right ends of the rear stabilizer bar 32 are respectively connected to the left rear swingarm assembly 53 and the right rear swingarm assembly 54. Through the above technical solution, the left rear swingarm assembly 53 can be used to transmit various forces acting on the left rear wheel 203 to the frame 10, while ensuring that the left rear wheel 203 can bounce up and down and turn relative to the frame 10 within a limited range; similarly, the right rear swingarm assembly 54 can be used to transmit various forces acting on the right rear wheel 204 to the vehicle body, while ensuring that the right rear wheel 204 can bounce up and down and turn relative to the frame 10 within a limited range, and the C-shaped rear stabilizer bar 32 connected to the two swingarm assemblies can improve the vehicle's anti-roll capability.

[0224] Further, referring to Figures 55 and 57, the left rear rocker arm assembly 53 includes a left rear upper rocker arm 531 and a left rear lower rocker arm 532, the right rear rocker arm assembly 54 includes a right rear upper rocker arm 541 and a right rear lower rocker arm 542, and the all-terrain vehicle also includes a left rear axle mounting seat 83 and a right rear axle mounting seat 84; the left rear wheel 203 is mounted on the left rear axle mounting seat 83, the upper end of the left rear axle mounting seat 83 is rotatably connected to the left rear upper rocker arm 531 by a ball pin, and the lower end is rotatably connected to the left rear lower rocker arm 532 by a ball pin; the right rear wheel 204 is mounted on the right rear axle mounting seat 84, the upper end of the right rear axle mounting seat 84 is rotatably connected to the right rear upper rocker arm 541 by a ball pin, and the lower end is rotatably connected to the right rear lower rocker arm 542 by a ball pin. Thus, the left rear wheel 203 can rotate within a limited range relative to the left rear rocker arm assembly 53, and the right rear wheel 204 can rotate within a limited range relative to the right rear rocker arm assembly 54.

[0225] In one example, referring to Figure 57, the all-terrain vehicle may further include a left rear shock absorber 63 and a right rear shock absorber 64. The upper end of the left rear shock absorber 63 is connected to the rear subframe 12, and the lower end is connected to the left rear swingarm assembly 53, to provide shock absorption between the left rear wheel 203 and the frame 10. Similarly, the upper end of the right rear shock absorber 64 is connected to the rear subframe 12, and the lower end is connected to the right rear swingarm assembly 54, to provide shock absorption between the right rear wheel 204 and the frame 10. Specifically, the lower end of the left rear shock absorber 63 may be connected to the left rear lower swingarm 532, and the lower end of the right rear shock absorber 64 may be connected to the right rear lower swingarm 542.

[0226] In one example, referring to Figures 59 to 61, the all-terrain vehicle further includes a left rear ball joint assembly 73 and a right rear ball joint assembly 74. One end of the left rear ball joint assembly 73 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the left rear rocker arm assembly 53. One end of the right rear ball joint assembly 74 is rotatably connected to the rear stabilizer bar 32, and the other end is rotatably connected to the right rear rocker arm assembly 54. Thus, by providing the left rear ball joint assembly 73, a rotatable connection is achieved between the rear stabilizer bar 32 and the left rear rocker arm assembly 53; by providing the right rear ball joint assembly 74, a rotatable connection is achieved between the rear stabilizer bar 32 and the right rear rocker arm assembly 54. Specifically, the left rear ball joint assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball joint assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542. Ball joint assemblies are commonly used components in the art, therefore, their specific structures will not be described in detail in this application.

[0227] Referring to Figure 60, the all-terrain vehicle includes two rear connecting structures 42 spaced apart in the left-right direction. The rear stabilizer bar 32 is rotatably connected to the main frame 13 via the rear connecting structures 42. Each rear connecting structure 42 includes a rear buffer 422, which is fitted onto the rear stabilizer bar 32. This technical solution allows the rear stabilizer bar 32 to be stably rotatably connected to the main frame 13 via the two rear connecting structures 42. Simultaneously, the rear buffer 422 provides cushioning and shock absorption at the rotatable connection between the rear wheel and the main frame 13, while also reducing noise.

[0228] In one example, referring to Figures 60 and 61, the rear connection structure 42 may include a rear mounting base 421, which is mounted on the main frame 13. The rear mounting base 421 has a through hole, and the rear buffer 422 may be a rubber sleeve that can be fitted over the rear stabilizer bar 32. The rubber sleeve can be directly fitted over the rear stabilizer bar 32 and passes through the through hole of the rear mounting base 421. In this way, a rotatable connection is established between the rear stabilizer bar 32 and the rear mounting base 421, and the rubber sleeve, which provides a buffering effect, is located between the rear stabilizer bar 32 and the rear mounting base 421 to provide shock absorption.

[0229] In one example, referring to Figure 55, the projection of the engine 21 toward the bottom plane M covers the middle portion of the projection of the rear stabilizer bar 32 toward the bottom plane M. Thus, the relative positions between the rear stabilizer bar 32 and the engine 21 are relatively close in the longitudinal direction, resulting in a compact structure and good stability for the all-terrain vehicle.

[0230] Referring to Figure 52, the upper surface of the rear subframe 12 is higher than the upper end of the engine 21. The all-terrain vehicle also includes a cargo box installed above the rear subframe 12, which is used for storage.

[0231] Referring to Figures 55 and 56, the frame 10 further includes a front subframe 11, which is mounted at the front end of the main frame 13 and located above the main frame 13. The all-terrain vehicle also includes a left front rocker arm assembly 51, a right front rocker arm assembly 52, and a front stabilizer bar 31. The inner end of the left front rocker arm assembly 51 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the left front wheel 201. The inner end of the right front rocker arm assembly 52 is pivotally connected to the front subframe 11, and the outer end is rotatably connected to the right front wheel 202. The front stabilizer bar 31 is C-shaped and located in front of the front subframe 11. The C-shaped opening of the front stabilizer bar 31 faces rearward. The middle part of the front stabilizer bar 31 is rotatably connected to the front subframe 11, and the left and right ends of the front stabilizer bar 31 are connected to the left front rocker arm assembly 51 and the right front rocker arm assembly 52, respectively. Through the above technical solution, the left front rocker arm assembly 51 can be used to transmit various forces acting on the left front wheel 201 to the frame 10, while ensuring that the left front wheel 201 can bounce up and down and turn relative to the frame 10 within a limited range; similarly, the right front rocker arm assembly 52 can be used to transmit various forces acting on the right front wheel 202 to the vehicle body, while ensuring that the right front wheel 202 can bounce up and down and turn relative to the frame 10 within a limited range, and the C-shaped front stabilizer bar 31 connected to the two rocker arm assemblies can improve the vehicle's anti-roll capability.

[0232] Further, referring to Figures 55 and 58, the left front rocker arm assembly 51 includes a left front upper rocker arm 511 and a left front lower rocker arm 512, the right front rocker arm assembly 52 includes a right front upper rocker arm 521 and a right front lower rocker arm 522, and the all-terrain vehicle also includes a left steering knuckle 81 and a right steering knuckle 82; the left front wheel 201 is mounted on the left steering knuckle 81, the upper end of the left steering knuckle 81 is rotatably connected to the left front upper rocker arm 511 by a ball joint, and the lower end is rotatably connected to the left front lower rocker arm 512 by a ball joint; the right front wheel 202 is mounted on the left steering knuckle 81, the upper end of the right steering knuckle 82 is rotatably connected to the right front upper rocker arm 521 by a ball joint, and the lower end is rotatably connected to the right front lower rocker arm 522 by a ball joint. Thus, the left steering knuckle 81 can drive the left front wheel 201 to turn under the steering system of the all-terrain vehicle, and the left front wheel 201 can rotate relative to the left front rocker arm assembly 51 within a limited range under the restriction of the left front rocker arm assembly 51; similarly, the right steering knuckle 82 can drive the right front wheel 202 to turn under the steering system of the all-terrain vehicle, and the right front wheel 202 can rotate relative to the left front rocker arm assembly 51 within a limited range under the restriction of the right front rocker arm assembly 52.

[0233] Referring to Figure 58, in one possible implementation, the all-terrain vehicle may further include a left front shock absorber 61 and a right front shock absorber 62. The upper end of the left front shock absorber 61 is connected to the front subframe 11, and the lower end is connected to the left front rocker arm assembly 51, to provide shock absorption between the left front wheel 201 and the frame 10. Similarly, the upper end of the right front shock absorber 62 is connected to the front subframe 11, and the lower end is connected to the right front rocker arm assembly 52, to provide shock absorption between the right front wheel 202 and the frame 10. Specifically, the lower end of the left front shock absorber 61 may be connected to the left front upper rocker arm 511, and the lower end of the right front shock absorber 62 may be connected to the right front upper rocker arm 521.

[0234] In one example, referring to Figures 56, 62, and 63, the all-terrain vehicle further includes a left front ball joint assembly 71 and a right front ball joint assembly 72. One end of the left front ball joint assembly 71 is connected to the front stabilizer bar 31, and the other end is connected to the left front rocker arm assembly 51. One end of the right front ball joint assembly 72 is connected to the front stabilizer bar 31, and the other end is connected to the right front rocker arm assembly 52. ​​Thus, by providing the left front ball joint assembly 71, a rotational connection is achieved between the front stabilizer bar 31 and the left front rocker arm assembly 51; by providing the right front ball joint assembly 72, a rotational connection is achieved between the front stabilizer bar 31 and the right front rocker arm assembly 52. ​​Specifically, the left rear ball joint assembly 73 can be connected between the left end of the rear stabilizer bar 32 and the left rear lower rocker arm 532, and the right rear ball joint assembly 74 can be connected between the right end of the rear stabilizer bar 32 and the right rear lower rocker arm 542.

[0235] Referring to Figures 62 and 63, the all-terrain vehicle includes two front connecting structures 41 spaced apart in the left-right direction. The front stabilizer bar 31 is rotatably connected to the front subframe 11 via the front connecting structures 41. Each front connecting structure 41 includes a front buffer 412, which is fitted onto the front stabilizer bar 31. This technical solution allows the two front connecting structures 41 to stably rotatably connect the front stabilizer bar 31 to the front subframe 11. Simultaneously, the front buffer 412 provides cushioning and shock absorption at the rotatable connection between the front stabilizer bar 31 and the front subframe 11, while also reducing noise.

[0236] In one example, referring to Figure 63, the front connection structure 41 may include a front mounting base 411, which is mounted on the front subframe 11. The front mounting base 411 has a through hole, and the front buffer 412 may be a rubber sleeve that can be fitted over the front stabilizer bar 31. The rubber sleeve can be directly fitted over the front stabilizer bar 31 and passes through the through hole of the front mounting base 411. In this way, a rotatable connection is established between the front stabilizer bar 31 and the front mounting base 411, and the rubber sleeve, which can provide a buffering effect, is located between the front stabilizer bar 31 and the front mounting base 411 to provide shock absorption.

[0237] Sixthly, as shown in Figures 64 and 65, this application provides an all-terrain vehicle, including a driver's cab floor 10, a driver's seat 20, a passenger seat 30, and a support 40. The driver's seat 20 is used to carry the driver, and the passenger seat 30 and the driver's seat 20 are distributed in the left-right direction. The lower end of the support 40 is mounted on the driver's cab floor 10, and the driver's seat 20 and the passenger seat 30 are both mounted on the upper end of the support 40. The support 40 includes opposing inner ends in the left-right direction. The inner end 40A and the outer end 40B are located below the driver's seat cushion 20, and the inner end 40A is located below the passenger seat cushion 30. The passenger seat cushion 30 includes a first part 31 and a second part 32 connected to each other. The first part 31 is located between the inner end 40A and the outer end 40B, and the second part 32 is located on the left or right side of the support 40 to form a storage space between the second part 32, the cockpit floor 10 and the inner end 40A of the support 40.

[0238] Based on the above technical solution, a support 40 is configured on the driver's seat cushion 20 and the passenger seat cushion 30 on the driver's cabin floor 10. The first part 31 of the passenger seat cushion 30 is directly supported by the support 40, while the second part 32 of the passenger seat cushion 30 is only located diagonally above the support 40 and is not directly supported by the support 40, thus being suspended in the air. This ensures that the space between the second part 32 of the passenger seat cushion 30 and the driver's cabin floor 10 is not occupied by the support 40, but forms an open space. This open space can be used for storage, i.e., storage space, allowing people to retrieve items from the storage space without leaving the driver's cabin, increasing the overall storage capacity of the vehicle and improving the convenience of retrieving items from the storage space.

[0239] It needs to be clarified that: "Up" and "down" as defined in this application refer to up and down in the direction of gravity; "front" and "rear" are defined based on the front and rear of the all-terrain vehicle, with the front at the front and the rear at the rear, and the horizontal plane perpendicular to the vertical direction. "Left" and "right" as defined in this application are defined based on the driver's left and right sides when driving the vehicle. The longitudinal center plane Y is parallel to the direction of gravity, and the longitudinal center plane Y is located at the center of the vehicle in the left-right direction.

[0240] Regarding the location of the second part 32 on the left or right side of the support 40, the following can be referenced: when the driver's seat cushion 20 is located on the left side of the passenger seat cushion 30, the second part 32 is located on the upper right side of the support 40; when the driver's seat cushion 20 is located on the right side of the passenger seat cushion 30, the second part 32 is located on the upper left side of the support 40.

[0241] Furthermore, the following can also be used to understand the first part 31 and the second part 32: Taking the second part 32 located on the right side of the support 40 as an example, the inner end 40A of the support 40 is the right end of the support 40. The dividing plane is defined as a virtual plane that is perpendicular to the left and right direction and passes through the rightmost end point of the support 40. This dividing plane can divide the passenger seat cushion 30 into the first part 31 and the second part 32. The first part 31 is located directly above the support 40 and can be directly connected to the support 40. The second part 32 is not directly connected to the support 40, but is suspended on the cockpit floor 10 by relying on the connection with the first part 31. Alternatively, taking the second part 32 located on the left side of the support 40 as an example, the outer end 40B of the support 40 is the left end of the support 40. The dividing plane is a virtual plane that is perpendicular to the left and right direction and passes through the leftmost end point of the support 40. This dividing plane can divide the passenger seat cushion 30 into a first part 31 and a second part 32. The first part 31 is located directly above the support 40 and can be directly connected to the support 40. The second part 32 is not directly connected to the support 40, but is suspended on the cockpit floor 10 by relying on the connection with the first part 31.

[0242] In addition, as shown in Figures 64 and 65, the all-terrain vehicle may also include a steering wheel 70, which corresponds to the driver's seat 20 in the forward and backward direction, so as to facilitate the driver on the driver's seat 20 to operate the steering wheel 70.

[0243] As shown in Figure 68, the second part 32 has a dimension L0 in the left-right direction, where L0 ≥ 330 mm. In other words, the storage space has an opening at the end near the front of the all-terrain vehicle, and the width of the opening L0 is greater than or equal to 330 mm. Referring to Figures 65 and 68, the distance between the centerline of the second part 32 in the left-right direction and the longitudinal center plane of the all-terrain vehicle is L1, where 200 mm ≤ L1 ≤ 500 mm.

[0244] In one possible implementation, the rear end of the passenger seat cushion 30 is pivotally connected to the support 40, and the front end of the passenger seat cushion 30 can rotate relative to the support 40 from a first position to a second position about a preset axis. In the first position, the front end of the passenger seat cushion 30 is supported by the support 40; in the second position, the front end of the passenger seat cushion 30 is away from the support 40 and above it. This pivotal connection allows the passenger seat cushion to flip upwards to the second position, making the storage space more open and facilitating the placement and retrieval of items. The first and second positions can also be understood as follows: when the passenger seat cushion 30 is in the first position, it is supported by the support 40 and can carry passengers while the vehicle is in motion; when the passenger seat cushion 30 flips upwards from the first position until it can no longer rotate, it is in the second position, at which point it cannot carry passengers.

[0245] In one possible embodiment, referring to Figures 70 and 70, the all-terrain vehicle may further include a pneumatic support rod 50. One end of the pneumatic support rod 50 is rotatably connected to the support 40 about an axis extending in the left-right direction, and the other end is rotatably connected to the lower front surface of the passenger seat cushion 30. The pneumatic support rod 50 can support the passenger seat cushion 30 against gravity and keep it in the second position. With this technical solution, the pneumatic support rod 50 can be used to keep the passenger seat cushion 30 in the second position for easy placement or removal of items, without worrying that the passenger seat cushion 30 will rotate towards the first position due to gravity. Here, the pneumatic support rod 50 is a mechanical structure commonly used by those skilled in the art; for example, the manual trunk door of a vehicle can be kept open under the support of the pneumatic support rod 50. Therefore, the specific structure of the pneumatic support rod 50 will not be described in detail here.

[0246] In one example, referring to Figures 70 and 70, the all-terrain vehicle may include a first mounting member 53, a second mounting member 54, a first bolt 51 and a first nut that cooperate with each other, and a second bolt 52 and a second nut that cooperate with each other. The first mounting member 53 is mounted on a support 40, and the second mounting member 54 is mounted on the lower front surface of the passenger seat cushion 30. The first bolt 51 passes through the pneumatic support rod 50 and the first mounting member 53 with a clearance fit, and is then threadedly connected to the first nut, thus rotatably connecting one end of the pneumatic support rod 50 to the support 40. Similarly, the second bolt 52 passes through the pneumatic support rod 50 and the second mounting member 54 with a clearance fit, and is then threadedly connected to the second nut, thus rotatably connecting the other end of the pneumatic support rod 50 to the support 40.

[0247] In one possible embodiment, referring to Figures 68 and 69, the all-terrain vehicle includes at least three rotatable connection structures 60, which are spaced apart in the left-right direction. The rotatable connection structures 60 connect the lower surface of the passenger seat cushion 30 and the support 40 to achieve a pivoting connection. The at least three rotatable connection structures 60 provide good support between the passenger seat cushion 30 and the support 40, reducing the risk of the rear end of the passenger seat cushion 30 collapsing towards the support 40, thereby allowing the passenger seat cushion 30 to rotate smoothly relative to the support 40. It should be noted that, for simplicity and clarity, only two rotatable connection structures 60 are shown in Figure 68.

[0248] In one example, there are three rotating connection structures 60, which are evenly spaced along the left and right direction. Two of them are located at both ends of the passenger seat cushion 30, and one is located in the middle of the passenger seat cushion 30.

[0249] In one specific implementation, referring to Figure 69, the rotating connection structure 60 includes a sleeve 61, a third bolt 62, a third nut 63, and two lugs 64. The two lugs 64 are parallel to each other and distributed at both ends of the sleeve 61. The third bolt 62 passes through one lug 64, the sleeve 61, and the other lug 64 in sequence before connecting to the third nut 63. The sleeve 61 is connected to the passenger seat cushion, and the two lugs 64 are connected to the support 40; alternatively, the sleeve 61 is connected to the support 40, and the two lugs 64 are connected to the passenger seat cushion. In this way, the passenger seat cushion 30 and the support 40 are pivotally connected together.

[0250] In addition, as shown in Figures 64 and 70, the all-terrain vehicle also includes a seat underbody protection plate 80, which covers the side of the support 40. In this way, it not only serves a decorative purpose, but also, together with the support 40, provides support for the passenger seat 30 and the driver seat 20.

[0251] In one possible embodiment, referring to Figures 64 and 67, a preset storage area W is provided on the cockpit floor 10. When the passenger seat cushion 30 is in the first position, the vertical distance between the rear end of the preset storage and the second part of the passenger seat cushion 30 is H1. When the passenger seat cushion 30 is rotated to the second position, the vertical distance between the rear end of the preset storage and the second part of the passenger seat cushion 30 is H2 (not shown in the figures), where H2 is greater than H1. The passenger seat cushion 30 can be flipped upwards from the first position to the second position via a pivot connection, increasing the height of the storage space and thus increasing its capacity. When there are no passengers on the passenger seat cushion 30, it can be flipped to the second position to store more items at a distance of H2.

[0252] The preset storage area W can be circular, square, or other shapes, and this application does not limit it. Regardless of the shape of the preset storage area W, its left-right dimension must be smaller than the left-right dimension L0 of the second part (32). In one example, referring to Figure 67, the preset storage area W is circular, and its diameter D is equal to 300 mm.

[0253] In one example, the circular preset storage area W has a diameter D of 300mm. Therefore, when the passenger seat cushion 30 is in the first position, a cylindrical virtual storage space with a diameter of 300mm and a height H1 can be formed under the passenger seat cushion 30, thus accommodating a cylindrical storage bin with a diameter of 300mm and a height H1. When the passenger seat cushion 30 is in the second position, a cylindrical virtual space with a diameter of 300mm and a height H2 can be formed under the passenger seat cushion 30, thus accommodating another storage bin with a diameter of 300mm and a height H1. Here, H1 can be 360mm, and H2 can be 500mm.

[0254] In one example, a pre-defined storage area W can be marked by drawing a graphic on the cockpit floor 10.

[0255] In another example, the preset storage area W can be marked by providing a groove or protrusion on the cockpit floor 10. For example, a circular groove can be provided on the cockpit floor 10, the diameter of which is the left-right dimension of the preset storage area W. In this case, the lower end of the storage container can be placed in the circular groove and restrained by it, making the storage container more stable in the preset storage area W. Of course, in this case, H1 and H2 specifically refer to the distance between the bottom surface of the circular groove and the passenger seat cushion 30.

[0256] In a seventh aspect, this application provides an all-terrain vehicle. Referring to Figures 72 and 73, the all-terrain vehicle includes an engine 10, a muffler assembly 30, and a first exhaust pipe 20. The engine 10 includes a cylinder 11; the muffler assembly 30 includes a tailpipe 31; one end of the first exhaust pipe 20 is connected to the exhaust port of the cylinder 11, and the other end is connected to the inlet of the muffler assembly 30; the exhaust gas generated by the engine 10 passes sequentially through the first exhaust pipe 20, the inlet of the muffler assembly 30, and the tailpipe 31 before being discharged into the atmosphere; the inner diameter of the first exhaust pipe 20 is R1, and the inner diameter of the tailpipe 31 is R2, where 1.08 ≤ R1 / R2 ≤ 1.33.

[0257] Through the above technical solution, the noise during exhaust gas emission can be reduced by the muffler assembly 30. By making R1 and R2 reach the above ratio relationship, the difference between the air inlet cross-sectional area and the air outlet cross-sectional area of ​​the muffler assembly 30 can be effectively controlled. Even if the two cross-sectional areas are close, this helps to reduce exhaust noise, reduce the exhaust temperature of the exhaust pipe 31, and further improve the output power of the engine 10.

[0258] The all-terrain vehicle may include a steering wheel and four wheels; or, the all-terrain vehicle may include handlebars and front and rear wheels, which is not limited in this application.

[0259] Furthermore, referring to Figures 72 and 73, the muffler assembly 30 further includes a second exhaust pipe 33 and a muffler body 32. The second exhaust pipe 33 is connected to the inlet of the muffler body 32, and the exhaust pipe 31 is connected to the outlet of the muffler body 32. The all-terrain vehicle also includes a first elastic element 40, in which the first exhaust pipe 20 is sealed and fitted onto the second exhaust pipe 33, or the second exhaust pipe 33 is sealed and fitted onto the first exhaust pipe 20. The first elastic element 40 is connected between the outer surface of the first exhaust pipe 20 and the outer surface of the second exhaust pipe 33. Based on the above technical solution, the first exhaust pipe 20 and the muffler assembly 30 can be connected together by the first elastic element 40. In this way, during vehicle assembly, the adverse effects of manufacturing errors on assembly can be reduced, ensuring that the first exhaust pipe 20 and the muffler assembly 30 can still be sealed and connected together by the first elastic element 40. At the same time, the first exhaust pipe 20 and the muffler assembly 30, which are elastically connected together, can better adapt to the vibration of the all-terrain vehicle and enhance the durability of the connection between the two.

[0260] In one possible embodiment, referring to Figures 74 and 76, a first hanging ring 21 is provided on the outer surface of the first exhaust pipe 20, and a second hanging ring 331 is provided on the outer surface of the second exhaust pipe 33. Hooks are provided at both ends of the first elastic member 40 to connect to the first hanging ring 21 and the second hanging ring 331 respectively. Thus, the first exhaust pipe 20 and the second exhaust pipe 33 can be quickly and detachably connected together using a hook connection method, resulting in a simple structure.

[0261] In one possible embodiment, referring to FIG76, the number of the first elastic elements 40 is at least three, and the at least three first elastic elements 40 are evenly spaced around the first exhaust pipe 20. That is, all the first elastic elements 40 are evenly spaced around the first exhaust pipe 20, which helps to stably connect the first exhaust pipe 20 and the second exhaust pipe 33 together. Correspondingly, the number of first hanging rings 21 and second hanging rings 331 is equal to the number of first elastic elements 40, all the first hanging rings 21 are evenly spaced around the first exhaust pipe 20, and all the second hanging rings 331 are evenly spaced around the second exhaust pipe 33.

[0262] In one possible embodiment, the all-terrain vehicle further includes a first seal that is fitted over the first exhaust pipe 20 or the second exhaust pipe 33 and located between the first exhaust pipe 20 and the second exhaust pipe 33. For example, the first seal may be a graphite sleeve.

[0263] In one possible implementation, referring to Figures 74 and 76, the first exhaust pipe 20 includes a connecting section 22 and a first connecting seat 23, the cylinder 11 includes a second connecting seat disposed at the exhaust port, the connecting section 22 is inserted into the exhaust port of the cylinder 11, and the first connecting seat 23 and the second connecting seat are connected.

[0264] In one example, the all-terrain vehicle may include a first bolt and a first nut, the first bolt being threaded onto the first nut after passing through a first connecting seat 23 and a second connecting seat.

[0265] In one example, referring to Figures 73 and 76, the connecting segment 22 is shaped to fit into the exhaust port of the cylinder 11. This not only ensures a good seal between the connecting segment 22 and the exhaust port of the cylinder 11, but also makes the cross-sectional area of ​​the inner bore of the first exhaust pipe 20 substantially the same as the cross-sectional area of ​​the exhaust port of the cylinder 11, facilitating the smooth entry of exhaust gas into the first exhaust pipe 20.

[0266] Referring to Figures 72 and 78, the all-terrain vehicle further includes a frame 51. The muffler assembly 30 includes a first connecting portion 35 and a second connecting portion 36. The muffler assembly 30 is flexibly connected to the frame 51 through the first connecting portion 35 and the second connecting portion 36. The first connecting portion 35 is located above the exhaust pipe 31, and the second connecting portion 36 is located below the exhaust pipe 31. The number of first connecting portions 35 is at least two. Through this technical solution, the muffler assembly 30 can be stably mounted on the frame 51 through at least three connecting portions. Because it is flexibly connected to the frame 51, the adverse effects of frame 51 vibration on the muffler assembly 30 can be reduced.

[0267] Referring to Figures 74 and 75, the first connecting part 35 may include a first rubber component 351, a support 352, and a first connecting rod 353. The two ends of the first connecting rod 353 are connected to the muffler body 32 and the first rubber component 351, respectively. The first rubber component 351 is nested within the support 352, and the support 352 is detachably connected to the frame 51. Specifically, the support 352 can be detachably connected to the frame 51 using a second bolt and a second nut.

[0268] The second connecting part 36 may also include a second connecting rod and a second rubber component. The two ends of the second connecting rod are respectively connected to the muffler body 32 and the second rubber component, and the second rubber component is connected to the frame 51.

[0269] In one example, both the first connecting part 35 and the second connecting part 36 are connected to the muffler body 32. The first connecting part 35 is connected to the upper end of the muffler body 32, and the second connecting part 36 is connected to the lower end of the muffler body 32.

[0270] In one example, referring to Figures 73 and 77, in the left-right direction of the all-terrain vehicle, the two first connecting parts 35 are respectively located on both sides of the center of the exhaust port of the cylinder 11.

[0271] In one example, referring to Figure 78, the all-terrain vehicle further includes a muffler bracket 52, which is detachably mounted on the frame 51, and the second connecting portion 36 is connected to the muffler bracket 52. With this technical solution, during the assembly of the all-terrain vehicle, the muffler bracket 52 can be installed on the frame 51 only when the second connecting portion 36 needs to be connected last, thus preventing the muffler bracket 52 from hindering the assembly of other components.

[0272] In addition, the exhaust pipe 31 may include a flange and a pipe body, and the flange may be detachably connected to the muffler body 32 by a third bolt and a third nut.

[0273] Eighthly, this application provides a power system for an all-terrain vehicle. Referring to Figures 79 to 81, the power system includes an engine 40, an air filter 10, and a throttle valve 30. The air filter 10 includes an air filter intake pipe 11 and an air filter outlet pipe 12. The cross-sectional area of ​​the inlet of the air filter intake pipe 11 is S. The throttle valve 30 includes at least one throttle intake port 31 and at least one throttle outlet port 32. The throttle intake port 31 is connected to the air filter outlet pipe 12, and the throttle outlet port 32 is connected to the air intake port of the engine 40. The cross-sectional area of ​​the throttle intake port 31 is A. 1.31 ≤ S / A ≤ 3.13.

[0274] In this system, air from the ambient environment is filtered by the air filter 10 before entering the throttle valve 30. The throttle valve 30 controls the amount of air entering the engine 40 according to the engine load. The engine 40 uses a mixture of air and fuel as fuel. Increasing the intake air volume and fuel injection volume can help improve the power of the engine 40. However, excessively increasing the intake air volume will lead to an overly rich mixture, increasing fuel consumption and producing more carbon deposits, aggravating engine wear, and not significantly improving vehicle performance.

[0275] Therefore, based on the power system provided in this application, by optimizing the ratio between the cross-sectional area S of the air filter intake pipe 11 inlet and the cross-sectional area A of the throttle intake port 31, ensuring that S is at least 1.31 times A, the throttle valve 30 can receive sufficient filtered clean air, which helps to improve the power of the engine 40; at the same time, ensuring that S is at most 3.13 times A, the intake volume of the air filter 10 can be controlled within a suitable range, thereby avoiding excessive intake volume which would increase fuel consumption and aggravate engine 40 wear. Therefore, by keeping the ratio of S to A between 1.31 and 3.13, it is possible to both improve the power of the engine 40 and control the appropriate intake volume, thus avoiding excessive wear of the engine 40.

[0276] It should also be noted that the cross-sectional area A in this application refers to the cross-sectional area of ​​a single throttle intake port 31. If the throttle valve 30 includes two throttle intake ports 31, then the total cross-sectional area of ​​the throttle valve 30 intake ports is 2A.

[0277] In one possible implementation, referring to Figures 79 and 81, the power system further includes a retaining element 20. The retaining element 20 includes a retaining cavity, a retaining air inlet 21, and a retaining air outlet 22. Both the retaining air inlet 21 and the retaining air outlet 22 are connected to the retaining cavity and are located on the cavity wall. The retaining air inlet 21 is connected to the air filter outlet pipe 12, and the retaining air outlet 22 is connected to the throttle intake 31 of the throttle valve 30. With this technical solution, clean air filtered by the air filter 10 can be temporarily stored in the retaining cavity before entering the throttle valve 30. On the one hand, the throttle intake 31 of the throttle valve 30 is always filled with a large amount of clean air, which helps ensure sufficient clean air is provided to the engine 40, helping to fully utilize the performance of the engine 40. On the other hand, the large space within the retaining cavity can reduce the flow rate of clean air, thereby achieving a noise reduction effect.

[0278] Furthermore, the engine 40 includes cylinders, and the number of throttle outlets 32 is the same as the number of cylinders, with each throttle outlet 32 ​​corresponding to and connected to a cylinder. This allows for individual control of the intake air volume of each cylinder, enabling more precise control of the engine 40's power output and ensuring the engine 40's power is matched to the current load. For example, when there is one cylinder, corresponding to a single-cylinder engine, the throttle valve 30 has one throttle outlet 32; when there are two cylinders, corresponding to a two-cylinder engine, the throttle valve 30 has two throttle outlets 32. Figures 82 to 84 show a throttle valve 30 with two throttle outlets 32. Figures 85 and 86 show another type of throttle valve 30 with one throttle outlet 32.

[0279] The number of throttle intake ports 31, throttle outlet ports 32, and retainer outlet ports 22 are the same, and the throttle intake ports 31 and retainer outlet ports 22 are connected in a one-to-one correspondence. In other words, the number of intake ports and outlet ports of the throttle valve 30 are the same and correspond one-to-one, and the outlet port of the retainer 20 is adapted to the intake port of the throttle valve 30. This ensures that clean air can enter each throttle intake port 31 in sufficient quantity, thereby providing sufficient clean air to each cylinder.

[0280] In one example, referring to Figure 79, there are two cylinders, two exhaust ports 22, and one intake port 21.

[0281] In one possible implementation, referring to Figures 79 to 82, the air filter intake pipe 11 includes a first main pipe and a first expansion member 110. The first expansion member 110 is connected to the wall of the first main pipe and has a first receiving cavity that communicates with the cavity of the first main pipe. With this technical solution, air entering the cavity of the first main pipe can briefly remain in the first receiving cavity, reducing both the airflow velocity and the airflow direction, thereby achieving noise reduction. In one example, the first expansion member 110 can be detachably and sealingly connected to the wall of the first main pipe.

[0282] The number of first expansion components 110 is at least two. For example, the number of first expansion components 110 can be three.

[0283] In one possible implementation, referring to Figures 79 to 82, the air filter outlet pipe 12 includes a second main pipe and a second expansion member 120. The second expansion member 120 is connected to the wall of the second main pipe and has a second receiving cavity, which communicates with the cavity of the second main pipe. With this technical solution, clean air entering the cavity of the second main pipe can briefly remain in the second receiving cavity, thereby reducing the airflow velocity and achieving noise reduction. In one example, the second expansion member 120 can be detachably and sealingly connected to the wall of the second main pipe.

[0284] This application also provides an all-terrain vehicle, referring to Figures 87 and 88, which includes a frame and the aforementioned power system, with the engine 40, air filter 10, and throttle valve 30 all mounted on the frame. Based on the beneficial effects of the aforementioned power system, the all-terrain vehicle provided by this application can fully utilize engine performance during driving and minimize engine wear.

[0285] In one possible embodiment, referring to Figures 80 and 88, the all-terrain vehicle further includes a first bracket 51 mounted on the vehicle frame; the power system also includes a gearbox and a first vent pipe 61, the first vent pipe 61 having opposing first and second ends, the first end communicating with the gearbox, and the second end of the first vent pipe 61 and the air intake end of the air filter intake pipe 11 both mounted on the first bracket 51. Thus, by mounting two air pipes, namely the first vent pipe 61 and the air filter intake pipe 11, on the same first bracket 51, the structure can be simplified and the assembly efficiency of the all-terrain vehicle can be improved. The first vent pipe 61 can be used to balance the internal and external air pressure differences of the gearbox.

[0286] Furthermore, referring to Figure 80, the powertrain may also include a second vent pipe 62, one end of which is connected to the transmission. The second vent pipe 62 allows for better balancing of the internal and external air pressure differences within the transmission.

[0287] In one example, the frame includes a second bracket 52, a front subframe 71, a rear subframe 72, and a seat. The seat is located between the front subframe 71 and the rear subframe 72. The second bracket 52 is mounted above the rear subframe 72. An air filter 10 is located between the second bracket 52 and the rear subframe 72, with its upper end connected to the second bracket 52 and its lower end connected to the rear subframe 72. This design allows the air filter 10 to be securely mounted between the second bracket 52 and the rear subframe 72. Note that the seat is not shown in the figure.

[0288] Furthermore, elastic elements can be installed at the connection between the air filter 10 and the second bracket 52, and also at the connection between the air filter 10 and the rear subframe 72. During the operation of the all-terrain vehicle, the elastic elements can act as a buffer and shock absorber, protecting the air filter 10 and reducing noise.

[0289] Furthermore, the retaining element 20 and the throttle valve 30 can also be connected to the second bracket 52 to achieve stable installation.

[0290] It should be noted that, 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 is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0291] It should be understood that although this specification describes various embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can be appropriately combined to form other implementations that can be understood by those skilled in the art. Within the scope described in the claims, various modifications and variations that can be made by those skilled in the art without inventive effort still fall within the protection scope of this application.

[0292] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An all-terrain vehicle comprising a vehicle frame (10), an engine (21) and a main driver's seat (141), the engine (21) and the main driver's seat (141) being mounted on the vehicle frame (10), characterized in that, a longitudinal center plane (P) is a virtual plane extending in the up-down direction and coinciding with the left-right center line of the vehicle frame (10), a bottom plane (Q) is a virtual plane extending in the front-rear direction and perpendicular to the longitudinal center plane (P) below the vehicle frame (10), the geometric center of the outer contour line of the main driver's seat (141) projected on the bottom plane (Q) is point A, and the symmetric point of point A with respect to the longitudinal center plane (P) is point B; the all-terrain vehicle further comprises a plurality of flexible connecting members (90), the engine (21) is flexibly connected to the vehicle frame (10) through the flexible connecting members (90), the projection center of each flexible connecting member (90) on the bottom plane (Q) is point T, each point T is located behind the line segment AB, and at least one point T is distributed on each side of the longitudinal center plane (P).

2. The all-terrain vehicle of claim 1, characterized in that, the vehicle frame (10) comprises a main frame (13) and a rear sub-frame (12), the rear sub-frame (12) is mounted at the rear end of the main frame (13) and above the main frame (13), the main driver's seat (141) is mounted on the vehicle frame (10) and above the main frame (13), the all-terrain vehicle further comprises a left rear wheel (203), a right rear wheel (204), a left rear shock absorber (63) connected between the rear sub-frame (12) and the left rear wheel (203), and a right rear shock absorber (64) connected between the rear sub-frame (12) and the right rear wheel (204); the projection center of the connecting portion between the left rear shock absorber (63) and the rear sub-frame (12) on the bottom plane (Q) is point M, and the projection center of the connecting portion between the right rear shock absorber (64) and the rear sub-frame (12) on the bottom plane (Q) is point N; in the bottom plane (Q), the line segment BC and the extension line of the line segment MN intersect perpendicularly at point C, the line segment AD and the extension line of the line segment MN intersect perpendicularly at point D, the line segment AB intersects the longitudinal center plane (P) at point F, and the line segment MN intersects the longitudinal center plane (P) at point K; the projection of the crankshaft center line of the engine (21) on the bottom plane (Q) intersects the longitudinal center plane (P) at point E, the line segment AD at point H, and the line segment BC at point G; at least one point T is located in the rectangular area BFEG, at least one point T is located in the rectangular area CGEK, at least one point T is located in the rectangular area AFEH, and at least one point T is located in the rectangular area DHEK.

3. The ATV of claim 1, wherein, The all-terrain vehicle further comprises a first bolt (151) and a first nut (152), the flexible connecting piece (90) comprises a first elastic body (911), a first connecting body (912) and a second connecting body (913), the first connecting body (912) and the second connecting body (913) are connected on opposite sides of the first elastic body (911) respectively, the connecting part of the engine (21) comprises a first connecting through hole, two flexible connecting pieces (90) are located at two ends of the first connecting through hole respectively, the first bolt (151) passes through the first connecting body (912) of one of the flexible connecting pieces (90), the first connecting through hole and the first connecting body (912) of the other flexible connecting piece (90) in sequence and is connected with the first nut (152), the second connecting bodies (913) of the two flexible connecting pieces (90) are connected with the frame (10) respectively, and the axis of the first connecting through hole is parallel to the bottom plane (Q).

4. The all-terrain vehicle of claim 1, wherein, The all-terrain vehicle further comprises a second bolt (161) and a second nut (162), the connecting part of the engine (21) comprises a second connecting through hole, the frame (10) comprises a third connecting through hole, the flexible connecting piece (90) comprises a supporting barrel (921) and a second elastic body (922), the second elastic body (922) is sleeved outside the supporting barrel (921), the flexible connecting piece (90) passes through the second connecting through hole and the third connecting through hole, the second elastic body (922) is located in the second connecting through hole and the third connecting through hole, and the second bolt (161) passes through the inner hole of the supporting barrel (921) and is connected with the second nut (162).

5. The all-terrain vehicle of claim 1, wherein, The all-terrain vehicle further comprises a third bolt (171) and a third nut, the flexible connecting piece (90) comprises a base plate (931) and a third elastic body (932) connected with each other, the third elastic body (932) comprises a fourth connecting through hole, the third bolt (171) passes through the frame (10) and the fourth connecting through hole and is connected with the third nut, and the base plate (931) and the engine (21) are detachably connected.

6. The all-terrain vehicle of claim 2, wherein, The all-terrain vehicle further comprises a left rear swing arm assembly (53), a right rear swing arm assembly (54) and a rear stabilizer bar (32), the inner end of the left rear swing arm assembly (53) is pivotally connected with the rear sub-frame (12), the outer end is rotationally connected with the left rear wheel (203), the inner end of the right rear swing arm assembly (54) is pivotally connected with the rear sub-frame (12), and the outer end is rotationally connected with the right rear wheel (204). The rear stabilizer bar (32) is C-shaped and located behind the engine (21), the C-shaped opening of the rear stabilizer bar (32) faces the rear, the middle part of the rear stabilizer bar (32) is rotationally connected with the main frame (13), and the left and right ends of the rear stabilizer bar (32) are connected with the left rear swing arm assembly (53) and the right rear swing arm assembly (54) respectively.

7. The ATV of claim 6, wherein, The left rear rocker arm assembly (53) comprises a left rear upper rocker arm (531) and a left rear lower rocker arm (532), and the right rear rocker arm assembly (54) comprises a right rear upper rocker arm (541) and a right rear lower rocker arm (542), and the all-terrain vehicle further comprises a left rear axle mounting seat (83) and a right rear axle mounting seat (84); The left rear wheel (203) is mounted on the left rear axle mounting seat (83), and the upper end of the left rear axle mounting seat (83) is rotatably connected to the left rear upper rocker arm (531) through a ball pin, and the lower end is rotatably connected to the left rear lower rocker arm (532) through a ball pin; The right rear wheel (204) is mounted on the right rear axle mounting seat (84), and the upper end of the right rear axle mounting seat (84) is rotatably connected to the right rear upper rocker arm (541) through a ball pin, and the lower end is rotatably connected to the right rear lower rocker arm (542).

8. The ATV of claim 7, wherein, The all-terrain vehicle further comprises a left rear shock absorber (63) and a right rear shock absorber (64), the upper end of the left rear shock absorber (63) is connected to the rear subframe (12), and the lower end is connected to the left rear rocker arm assembly (53); the upper end of the right rear shock absorber (64) is connected to the rear subframe (12), and the lower end is connected to the right rear rocker arm assembly (54).

9. The all-terrain vehicle of claim 2, wherein, The frame (10) further comprises a front subframe (11), which is mounted on the front end of the main frame (13) and above the main frame (13); The all-terrain vehicle further comprises a left front rocker arm assembly (51), a right front rocker arm assembly (52), a left front wheel (201), a right front wheel (202) and a front stabilizer bar (31), the inner end of the left front rocker arm assembly (51) is pivotally connected to the front subframe (11), and the outer end is rotatably connected to the left front wheel (201), the inner end of the right front rocker arm assembly (52) is pivotally connected to the front subframe (11), and the outer end is rotatably connected to the right front wheel (202); The front stabilizer bar (31) is C-shaped and located in front of the front subframe (11), the C-shaped opening of the front stabilizer bar (31) faces backward, the middle part of the front stabilizer bar (31) is rotatably connected to the front subframe (11), and the left and right ends of the front stabilizer bar (31) are respectively connected to the left front rocker arm assembly (51) and the right front rocker arm assembly (52).

10. The all-terrain vehicle of claim 9, characterized in that, The left front rocker arm assembly (51) comprises a left front upper rocker arm (511) and a left front lower rocker arm (512), the right front rocker arm assembly (52) comprises a right front upper rocker arm (521) and a right front lower rocker arm (522), and the all-terrain vehicle further comprises a left steering knuckle (81) and a right steering knuckle (82); the left front wheel (201) is mounted on the left steering knuckle (81), the upper end of the left steering knuckle (81) is rotatably connected to the left front upper rocker arm (511) through a ball pin, and the lower end is rotatably connected to the left front lower rocker arm (512) through a ball pin; the right front wheel (202) is mounted on the left steering knuckle (81), the upper end of the right steering knuckle (82) is rotatably connected to the right front upper rocker arm (521) through a ball pin, and the lower end is rotatably connected to the right front lower rocker arm (522) through a ball pin.

11. A two-wheeled all-terrain vehicle comprising a vehicle frame (10), and an engine (20), a left rear shock absorber (31) and a right rear shock absorber (32) connected to the vehicle frame (10), characterized in that, A longitudinal center plane (P0) is a virtual plane extending in the up-down direction and coinciding with the left-right center line of the vehicle frame (10), and a bottom plane (M) is a virtual plane extending in the front-rear direction below the vehicle frame (10) and perpendicular to the longitudinal center plane (P0); The projection center of the connecting portion between the upper end of the left rear shock absorber (31) and the vehicle frame (10) on the bottom plane (M) is point D, and a first plane (P1) is a virtual plane parallel to the longitudinal center plane (P0) and passing through the point D; The projection center of the connecting portion between the upper end of the right rear shock absorber (32) and the vehicle frame on the bottom plane (M) is point C, and a second plane (P2) is a virtual plane parallel to the longitudinal center plane (P0) and passing through the point C; The two-wheeled all-terrain vehicle further comprises a plurality of first connecting members (51), the engine (20) is flexibly connected to the vehicle frame (10) through the first connecting members (51), and the projection center of each first connecting member (51) on the bottom plane (M) is a point T; each point T is located between the first plane (P1) and the second plane (P2), and at least one point T is distributed on each side of the longitudinal center plane (P0).

12. The two-wheeled all terrain vehicle of claim 11, wherein, The two-wheeled all-terrain vehicle further comprises a handlebar (41), a steering rod (42) and a second connecting member (52), the steering rod (42) is rotatably connected to the vehicle frame (10) to enable rotation about its own axis, and the handlebar (41) is connected to the upper end of the steering rod (42) through the second connecting member (52); on the bottom plane (M), a line segment AB is perpendicular to the longitudinal center plane (P0) and passes through the projection center of the second connecting member (52) on the bottom plane (M), the line segment AB intersects the first plane (P1), the longitudinal center plane (P0) and the second plane (P2) in turn at points A, F and B, and the line segment AB is parallel to a line segment CD. The projection of the crankshaft center line of the engine (20) on the bottom plane (M) intersects the first plane (P1), the longitudinal center plane (P0), and the second plane (P2) at points H, E, and G, respectively; The number of the first connecting pieces (51) is at least four, and there are at least one point T in the rectangular region BFEG, the rectangular region CGEK, the rectangular region AFEH, and the rectangular region DHEK.

13. The two-wheeled all terrain vehicle of claim 12, wherein, The second connecting piece (52) comprises a base (521) and a cover (522), the base (521) is connected with the upper end of the handlebar (41), the base (521) has a first recess, the cover (522) has a second recess, and the cover (522) and the base (521) are detachably connected, and the handlebar (41) is clamped between the first recess and the second recess.

14. The two-wheeled all terrain vehicle of claim 13, wherein, The two-wheeled all-terrain vehicle further comprises a limiting structure arranged between the handlebar (41) and the base (521) or arranged between the handlebar (41) and the cover (522), and the limiting structure can stop the handlebar (41) from moving relative to the steering rod (42).

15. The two-wheeled all terrain vehicle of claim 12, wherein, The all-terrain vehicle further comprises a first bearing (53) and a second bearing (54), the inner ring of the first bearing (53) is sleeved outside the steering rod (42) and is connected with the steering rod (42) in a circumferential limiting manner, and the outer ring of the first bearing (53) is connected with the upper end of the vehicle frame (10); the inner ring of the second bearing (54) is sleeved outside the steering rod (42) and is connected with the steering rod (42) in a circumferential limiting manner, and the outer ring of the second bearing (54) is connected with the lower end of the vehicle frame (10).

16. The two-wheeled all terrain vehicle of claim 12, wherein, The all-terrain vehicle further comprises a shaft body and a brake piece (61), the shaft body is installed on the vehicle frame (10), the inner end of the brake piece (61) is rotationally connected with the shaft body, and the outer end of the brake piece (61) can rotate relative to the shaft body to reciprocate between a release position and a brake position, wherein the inner end of the brake piece (61) projected on the bottom plane (M) is located in the rectangular region BFEG, and the outer end of the projection is located outside the projection area of the vehicle frame (10) on the bottom plane (M).

17. The two-wheeled all terrain vehicle of claim 16, wherein, The all-terrain vehicle further comprises a bushing (62), the bushing (62) is sleeved outside the shaft body, the brake piece (61) is sleeved outside the bushing (62), and the brake piece (61) and the bushing (62) are connected in a circumferential limiting manner; wherein the shaft body and the brake piece (61) are made of metal, and the bushing (62) is made of non-metal material.

18. The two-wheeled all terrain vehicle of claim 17, wherein, The bushing (62) comprises a small-diameter section and a large-diameter section; the all-terrain vehicle further comprises a stop piece (63), one end of the shaft body is connected with the vehicle frame (10), and the other end is connected with the stop piece (63); Two of the bushings (62) are sleeved on the shaft body, one of the bushings (62) is located at one end close to the stopper (63), and the small-diameter section of the one bushing (62) is located between the brake (61) and the shaft body, and the large-diameter section is located between the brake (61) and the stopper (63); the other bushing (62) is located at one end close to the vehicle frame (10), and the small-diameter section of the other bushing (62) is located between the brake (61) and the shaft body, and the large-diameter section is located between the brake (61) and the vehicle frame (10).

19. The two-wheeled all terrain vehicle of claim 12, wherein, The right rear shock absorber (32) and the left rear shock absorber (31) are the same structure and are symmetrically distributed about the longitudinal center plane (P0); the left rear shock absorber (31) comprises two spaced-apart ear plates, the vehicle frame (10) comprises a mounting portion which extends into the two ear plates, and a first bolt (571) passes through the two ear plates and the mounting portion and is connected with a first nut (572), the first bolt (571) extends in the front-rear direction.

20. The two-wheeled all terrain vehicle of claim 11, wherein, The vehicle frame (10) comprises a left side frame and a right side frame which are symmetrical about the longitudinal center plane (P0), the left side frame comprises a left upper longitudinal beam (11), a left lower longitudinal beam (12), a first left pull rod (13) and a second left pull rod (14), the left upper longitudinal beam (11) and the left lower longitudinal beam (12) are spaced apart in the up-down direction, and the first left pull rod (13) and the second left pull rod (14) are spaced apart in the front-rear direction, the two ends of the first left pull rod (13) are connected with the left upper longitudinal beam (11) and the left lower longitudinal beam (12) respectively, and the two ends of the second left pull rod (14) are connected with the left upper longitudinal beam (11) and the left lower longitudinal beam (12) respectively. The projections of the left upper longitudinal beam (11), the left lower longitudinal beam (12), the first left pull rod (13) and the second left pull rod (14) on the second plane (P2) surround the projection of the engine (20) on the second plane (P2).

21. An all-terrain vehicle characterized by, The vehicle frame (10) comprises a main frame (13), a front sub-frame (11) and a rear sub-frame (12), the front sub-frame (11) and the rear sub-frame (12) are respectively mounted at the front end and the rear end of the main frame (13); The longitudinal center plane (P1) is a virtual plane which extends in the up-down direction and coincides with the left and right center lines of the vehicle frame (10); the left front shock absorber (21) and the right front shock absorber (22) are symmetrical about the longitudinal center plane (P1) and are both connected between the front sub-frame (11) and the front suspension system; the left rear shock absorber (23) and the right rear shock absorber (24) are symmetrical about the longitudinal center plane (P1) and are both connected between the rear sub-frame (12) and the rear suspension system; The longitudinal center plane (P1) is a virtual plane which extends in the up-down direction and coincides with the left and right center lines of the vehicle frame (10); the left front shock absorber (21) and the right front shock absorber (22) are symmetrical about the longitudinal center plane (P1) and are both connected between the front sub-frame (11) and the front suspension system; the left rear shock absorber (23) and the right rear shock absorber (24) are symmetrical about the longitudinal center plane (P1) and are both connected between the rear sub-frame (12) and the rear suspension system; The left front shock absorber (21) comprises a first mounting portion connected with the front subframe (11), the left rear shock absorber (23) comprises a second mounting portion connected with the rear subframe (12), a reference point A of the first mounting portion and a reference point B of the second mounting portion have a distance L1 in the front-rear direction, and a front side plane (P2) is a virtual plane passing through the reference point A, extending in the up-down direction and perpendicular to the longitudinal center plane (P1); The engine (25) comprises at least two third mounting portions, the third mounting portions are flexibly connected with the main frame (13) and surrounded by the rear subframe (12), the at least two third mounting portions include a front third mounting portion having a minimum distance with the front side plane (P2) in the front-rear direction and a rear third mounting portion having a maximum distance with the front side plane (P2) in the front-rear direction, a reference point C of the front third mounting portion and a reference point D of the rear third mounting portion have a distance L2 in the front-rear direction; 0.12≤L2 / L1≤0.

48.

22. The all-terrain vehicle of claim 21, characterized in that, The all-terrain vehicle comprises flexible connectors connected between the third mounting portions and the vehicle frame (10).

23. The all-terrain vehicle of claim 22, characterized in that, The all-terrain vehicle further comprises a first bolt (411) and a first nut (412), the flexible connectors comprise a first elastic body (311), a first connecting body (312) and a second connecting body (313), the first connecting body (312) and the second connecting body (313) are respectively connected on opposite sides of the first elastic body (311), the third mounting portions of the engine (25) comprise first connecting through holes, two flexible connectors are respectively located at opposite ends of the first connecting through holes, the first bolt (411) passes through the first connecting body (312) of one of the flexible connectors, the first connecting through hole and the first connecting body (312) of the other flexible connector in sequence and is connected with the first nut (412), and the second connecting bodies (313) of the two flexible connectors are respectively connected with the vehicle frame (10).

24. The all-terrain vehicle of claim 22, characterized in that, The all-terrain vehicle further comprises a second bolt (421) and a second nut (422), the third mounting portions of the engine (25) comprise second connecting through holes, the vehicle frame (10) comprises third connecting through holes, the flexible connectors comprise a supporting barrel (321) and a second elastic body (322), the second elastic body (322) is sleeved outside the supporting barrel (321), the flexible connectors pass through the second connecting through holes and the third connecting through holes, the second elastic body (322) is located in the second connecting through holes and the third connecting through holes, and the second bolt (421) passes through the inner hole of the supporting barrel (321) and is connected with the second nut (422).

25. The all-terrain vehicle of claim 22, characterized in that, The all-terrain vehicle further comprises a third bolt (431) and a third nut, the flexible connecting piece comprises a base plate (331) and a third elastic body (332) connected to each other, the third elastic body (332) comprises a fourth connecting through hole, the third bolt (431) is connected with the third nut after penetrating through the vehicle frame (10) and the fourth connecting through hole, and the base plate (331) is detachably connected with a third mounting portion of the engine (25).

26. The all-terrain vehicle of claim 21, characterized in that, The front suspension system further comprises a left front swing arm assembly (51), a right front swing arm assembly (52), a left knuckle (531), a right knuckle (532) and a front stabilizer bar (55), the left knuckle (531) is connected with a left front wheel of the all-terrain vehicle, and the right knuckle (532) is connected with a right front wheel of the all-terrain vehicle. An inner end of the left front swing arm assembly (51) is pivotally connected with the front subframe (11), and an outer end is rotationally connected with the left knuckle (531), and an inner end of the right front swing arm assembly (52) is pivotally connected with the front subframe (11), and an outer end is rotationally connected with the right knuckle (532). The front stabilizer bar (55) is in a C shape with a C-shaped opening facing forward, the front stabilizer bar (55) is located in front of the front subframe (11), a middle portion of the front stabilizer bar (55) is rotationally connected with the front subframe (11), and left and right ends of the front stabilizer bar (55) are connected with the left front swing arm assembly (51) and the right front swing arm assembly (52) respectively.

27. The all-terrain vehicle of claim 26, characterized in that, The left front swing arm assembly (51) comprises a left front upper swing arm (511) and a left front lower swing arm (512), and the right front swing arm assembly (52) comprises a right front upper swing arm (521) and a right front lower swing arm (522); an upper end of the left front shock absorber (21) is connected with the front subframe (11), and a lower end is connected with the left front upper swing arm (511); and an upper end of the right front shock absorber (22) is connected with the front subframe (11), and a lower end is connected with the right front upper swing arm (521).

28. The all-terrain vehicle of claim 21, characterized in that, The rear suspension system comprises a rear stabilizer bar (56), a left rear swing arm (71), a right rear swing arm (72), a left rear wheel mounting seat (731) and a right rear wheel mounting seat (732), the left rear wheel mounting seat (731) is connected with a left rear wheel of the all-terrain vehicle, and the right rear wheel mounting seat (732) is connected with a right rear wheel of the all-terrain vehicle. A front end of the left rear swing arm (71) is pivotally connected with a main frame (13) of the vehicle frame (10), and a rear end is connected with the left rear wheel mounting seat (731), a front end of the right rear swing arm (72) is pivotally connected with the main frame (13) of the vehicle frame (10), and a rear end is connected with the right rear wheel mounting seat (732); a middle portion of the rear stabilizer bar (56) is rotationally connected with the rear subframe (12), and left and right ends of the rear stabilizer bar (56) are connected with the left rear swing arm (71) and the right rear swing arm (72) respectively.

29. The all-terrain vehicle of claim 28, characterized in that, The rear suspension system further comprises a left rear pull rod (741) and a right rear pull rod (742), both ends of the left rear pull rod (741) are rotatably connected with the main frame (13) and the rear end of the left rear swing arm (71) respectively, both ends of the right rear pull rod (742) are rotatably connected with the main frame (13) and the rear end of the right rear swing arm (72) respectively.

30. The all-terrain vehicle of claim 28, characterized in that, The engine (25) is located in a virtual space defined by the outer contour of the rear sub-frame (12), the rear stabilizer bar (56) comprises a rear connecting portion rotatably connected with the rear sub-frame (12), and the rear connecting portion is located in front of the engine (25).

31. An all-terrain vehicle characterized by, The all-terrain vehicle comprises: a frame comprising a main frame (13); an engine (21) mounted on the frame and located above the main frame (13); a front axle (22) drivingly connected with front wheels at both ends thereof and located above the main frame (13); a rear axle (23) drivingly connected with rear wheels at both ends thereof and located above the main frame (13); a bottom plane (M) being a virtual plane extending in the front-rear direction and perpendicular to the up-down direction, the bottom plane being located below the main frame (13), a vertical distance between a center point A of an output shaft of the front axle (22) and the bottom plane being L1, a vertical distance between a center point C of an output shaft of the rear axle (23) and the bottom plane being L2, and a vertical distance between a center point B of a crankshaft of the engine (21) and the bottom plane being L3, 0.31≤L1 / L3≤0.86 and 0.26≤L2 / L3≤0.

81.

32. The all-terrain vehicle of claim 31, characterized in that, The all-terrain vehicle further comprises a seat (14) located in a driver cabin, the seat (14) being mounted on the main frame (13) and located above the main frame (13), and the engine (21) being located behind the seat (14).

33. The all-terrain vehicle of claim 32, characterized in that, The all-terrain vehicle comprises a front transmission shaft (24) connected between the engine (21) and the front axle (22), the seat (14) comprises a main driver seat cushion (141), an auxiliary driver seat cushion (142) and a support (143), the main driver seat cushion (141) and the auxiliary driver seat cushion (142) are both mounted on the support (143), and the support (143) comprises first and second support legs (1431, 1432) spaced apart in the left-right direction, and lower ends of the first and second support legs (1431, 1432) are both connected with the main frame (13). The first support leg (1431) is located below the main driver seat cushion (141), the second support leg (1432) is located below the auxiliary driver seat cushion (142), the front transmission shaft (24) is located below the auxiliary driver seat cushion (142), and the front transmission shaft (24) is located between the first and second support legs (1431, 1432) in the left-right direction.

34. The all-terrain vehicle of claim 33, characterized in that, The main frame (13) comprises longitudinal beams (133), a first crossbar (131) and a second crossbar (132), the longitudinal beams (133) and the second crossbar (132) are vertically connected, the first crossbar (131) and the second crossbar (132) each extend in the left-right direction, the first crossbar (131) and the second crossbar (132) are parallel and spaced apart in the front-rear direction, and two first crossbars (131) are respectively connected to the left and right sides of the longitudinal beams (133); the front end and the rear end of the first leg (1431) are respectively connected to the first crossbar (131) and the second crossbar (132), and the front end and the rear end of the second leg (1432) are respectively connected to the first crossbar (131) and the second crossbar (132).

35. The all-terrain vehicle of claim 31, wherein, The vehicle frame further comprises a rear sub-frame (12) mounted on the rear end of the main frame (13) and above the main frame (13); The all-terrain vehicle further comprises a left rear wheel, a right rear wheel, a left rear swing arm assembly (53), a right rear swing arm assembly (54) and a rear stabilizer bar (32), the inner end of the left rear swing arm assembly (53) is pivotally connected to the rear sub-frame (12), and the outer end is rotationally connected to the left rear wheel, the inner end of the right rear swing arm assembly (54) is pivotally connected to the rear sub-frame (12), and the outer end is rotationally connected to the right rear wheel; The rear stabilizer bar (32) is C-shaped with the C-shaped opening facing the rear, the rear stabilizer bar (32) is located behind the engine (21), the middle part of the rear stabilizer bar (32) is rotationally connected to the main frame (13), and the left and right ends of the rear stabilizer bar (32) are respectively connected to the left rear swing arm assembly (53) and the right rear swing arm assembly (54).

36. The all-terrain vehicle of claim 35, characterized in that, The all-terrain vehicle comprises two rear connecting structures (42) spaced apart in the left-right direction, the rear stabilizer bar (32) is rotationally connected to the main frame (13) through the rear connecting structure (42), and the rear connecting structure (42) comprises a rear buffer (422) sleeved on the rear stabilizer bar (32).

37. The all-terrain vehicle of claim 35, characterized in that, The upper surface of the rear sub-frame (12) is higher than the upper end of the engine (21), and the all-terrain vehicle further comprises a vehicle cabin mounted above the rear sub-frame (12), and the vehicle cabin is used for storage.

38. The all-terrain vehicle of claim 31, characterized in that, The vehicle frame further comprises a front sub-frame (11) mounted on the front end of the main frame (13) and above the main frame (13); The all-terrain vehicle further comprises a left front swing arm assembly (51), a right front swing arm assembly (52), a left front wheel, a right front wheel and a front stabilizer bar (31), the inner end of the left front swing arm assembly (51) is pivotally connected to the front sub-frame (11), and the outer end is rotationally connected to the left front wheel, the inner end of the right front swing arm assembly (52) is pivotally connected to the front sub-frame (11), and the outer end is rotationally connected to the right front wheel; The front stabilizer bar (31) is C-shaped and located in front of the front subframe (11), the C-shaped opening of the front stabilizer bar (31) faces the rear, the middle part of the front stabilizer bar (31) is rotationally connected with the front subframe (11), and the left and right ends of the front stabilizer bar (31) are respectively connected with the left front rocker arm assembly (51) and the right front rocker arm assembly (52).

39. The all-terrain vehicle of claim 38, characterized in that, The all-terrain vehicle can also include a left front shock absorber (61) and a right front shock absorber (62), the upper end of the left front shock absorber (61) is connected with the front subframe (11), and the lower end is connected with the left front rocker arm assembly (51), the upper end of the right front shock absorber (62) is connected with the front subframe (11), and the lower end is connected with the right front rocker arm assembly (52).

40. The all-terrain vehicle of claim 38, characterized in that, The all-terrain vehicle includes two front connecting structures (41) spaced apart in the left-right direction, the front stabilizer bar (31) is rotationally connected with the front subframe (11) through the front connecting structure (41), and the front connecting structure (41) includes a front buffer (412) which is sleeved on the front stabilizer bar (31).

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

28.

42. The all-terrain vehicle of claim 41, characterized in that, The all-terrain vehicle further comprises an engine (21), a vehicle frame (10), and a seat (14) located in a driver's cabin, the seat (14) and the engine (21) are both mounted on the vehicle frame (10), and the engine (21) is located behind the seat (14).

43. The all-terrain vehicle of claim 42, characterized in that, The vehicle frame (10) comprises a main frame (13) and a rear sub-frame (12), the rear sub-frame (12) is mounted on the rear end of the main frame (13) and located above the main frame (13), and the all-terrain vehicle further comprises a left rear swing arm assembly (53), a right rear swing arm assembly (54), and a rear stabilizer bar (32). An inner end of the left rear swing arm assembly (53) is rotationally connected with the rear sub-frame (12), and an outer end is rotationally connected with the left rear wheel (203), an inner end of the right rear swing arm assembly (54) is rotationally connected with the rear sub-frame (12), and an outer end is rotationally connected with the right rear wheel (204), the rear stabilizer bar (32) is C-shaped and located behind the engine (21), a C-shaped opening of the rear stabilizer bar (32) faces the rear, a middle portion of the rear stabilizer bar (32) is rotationally connected with the main frame (13), and left and right ends of the rear stabilizer bar (32) are connected with the left rear swing arm assembly (53) and the right rear swing arm assembly (54), respectively.

44. The all-terrain vehicle of claim 43, characterized in that, The left rear swing arm assembly (53) comprises a left rear upper swing arm (531) and a left rear lower swing arm (532), the right rear swing arm assembly (54) comprises a right rear upper swing arm (541) and a right rear lower swing arm (542), and the all-terrain vehicle further comprises a left rear wheel shaft mounting seat (83) and a right rear wheel shaft mounting seat (84). The left rear wheel (203) is mounted on the left rear wheel shaft mounting seat (83), an upper end of the left rear wheel shaft mounting seat (83) is rotationally connected with the left rear upper swing arm (531) through a ball pin, and a lower end is rotationally connected with the left rear lower swing arm (532) through a ball pin. The right rear wheel (204) is mounted on the right rear wheel axle mounting seat (84), the upper end of the right rear wheel axle mounting seat (84) is rotatably connected with the right rear upper swing arm (541) through a ball pin, and the lower end is rotatably connected with the right rear lower swing arm (542) through a ball pin.

45. The all-terrain vehicle of claim 43, characterized in that, The all-terrain vehicle can further comprise a left rear shock absorber (63) and a right rear shock absorber (64), the upper end of the left rear shock absorber (63) is connected with the rear subframe (12), and the lower end is connected with the left rear swing arm assembly (53); the upper end of the right rear shock absorber (64) is connected with the rear subframe (12), and the lower end is connected with the right rear swing arm assembly (54).

46. The all-terrain vehicle of claim 43, characterized in that, The all-terrain vehicle comprises two rear connecting structures (42) spaced apart in the left-right direction, the rear stabilizer bar (32) is rotatably connected with the main frame (13) through the rear connecting structure (42), and the rear connecting structure (42) comprises a rear buffer (422) sleeved on the rear stabilizer bar (32).

47. The all-terrain vehicle of claim 43, characterized in that, The vehicle frame (10) further comprises a front subframe (11) mounted on the front end of the main frame (13) and located above the main frame (13). The all-terrain vehicle further comprises a left front swing arm assembly (51), a right front swing arm assembly (52) and a front stabilizer bar (31). The inner end of the left front swing arm assembly (51) is pivotally connected with the front subframe (11), and the outer end is rotatably connected with the left front wheel (201); the inner end of the right front swing arm assembly (52) is pivotally connected with the front subframe (11), and the outer end is rotatably connected with the right front wheel (202). The front stabilizer bar (31) is C-shaped and located in front of the front subframe (11), the C-shaped opening of the front stabilizer bar (31) faces the rear, the middle part of the front stabilizer bar (31) is rotatably connected with the front subframe (11), and the left and right ends of the front stabilizer bar (31) are connected with the left front swing arm assembly (51) and the right front swing arm assembly (52) respectively.

48. The all-terrain vehicle of claim 47, characterized in that, The left front swing arm assembly (51) comprises a left front upper swing arm (511) and a left front lower swing arm (512), the right front swing arm assembly (52) comprises a right front upper swing arm (521) and a right front lower swing arm (522), and the all-terrain vehicle further comprises a left steering knuckle (81) and a right steering knuckle (82). The left front wheel (201) is mounted on the left steering knuckle (81), the upper end of the left steering knuckle (81) is rotatably connected with the left front upper swing arm (511) through a ball pin, and the lower end is rotatably connected with the left front lower swing arm (512); the right front wheel (202) is mounted on the left steering knuckle (81), the upper end of the right steering knuckle (82) is rotatably connected with the right front upper swing arm (521) through a ball pin, and the lower end is rotatably connected with the right front lower swing arm (522).

49. The all-terrain vehicle of claim 47, characterized in that, The all-terrain vehicle can further comprise a left front shock absorber (61) and a right front shock absorber (62), an upper end of the left front shock absorber (61) being connected with the front subframe (11), a lower end being connected with the left front rocker arm assembly (51); an upper end of the right front shock absorber (62) being connected with the front subframe (11), a lower end being connected with the right front rocker arm assembly (52).

50. The all-terrain vehicle of claim 47, wherein, The all-terrain vehicle comprises two front connecting structures (41) spaced apart in the left-right direction, the front stabilizer bar (31) is rotatably connected with the front subframe (11) through the front connecting structure (41), and the front connecting structure (41) comprises a front buffer (412) sleeved on the front stabilizer bar (31).

51. An all-terrain vehicle characterized by, Comprise: a cockpit floor (10), a main driver's seat cushion (20) for carrying a driver, a co-driver's seat cushion (30) distributed with the main driver's seat cushion (20) in the left-right direction, a support (40), a lower end of the support (40) being mounted on the cockpit floor (10), and the main driver's seat cushion (20) and the co-driver's seat cushion (30) being mounted on an upper end of the support (40); wherein the support (40) comprises opposite inner and outer ends (40A and 40B) in the left-right direction, the outer end being located below the main driver's seat cushion (20), and the inner end being located below the co-driver's seat cushion (30), the co-driver's seat cushion (30) comprising a first part (31) and a second part (32) connected with each other, the first part (31) being located between the inner and outer ends, and the second part (32) being located on the left side or the right side of the support (40) to form a storage space between the second part (32), the cockpit floor (10) and the inner end of the support (40).

52. The all-terrain vehicle of claim 51, wherein, The second part (32) has a size L0 in the left-right direction, and L0≥330mm.

53. The all-terrain vehicle of claim 51, wherein, The distance between the center line of the second part (32) in the left-right direction and the longitudinal center plane of the all-terrain vehicle is L1, and 200mm≤L1≤500mm.

54. The all-terrain vehicle of any of claims 51-53, wherein, The rear end of the co-driver's seat cushion (30) is pivotally connected with the support (40), and the front end of the co-driver's seat cushion (30) can rotate relative to the support (40) about a preset axis from a first position to a second position, in the first position, the front end of the co-driver's seat cushion (30) is supported by the support (40), and in the second position, the front end of the co-driver's seat cushion (30) is away from and above the support (40).

55. The all-terrain vehicle of claim 54, characterized in that, The all-terrain vehicle can further comprise a pneumatic support rod (50), one end of the pneumatic support rod (50) being rotatably connected with the support (40) about an axis extending in the left-right direction, and the other end being rotatably connected with the lower surface of the front end of the co-driver's seat cushion (30), the pneumatic support rod (50) being capable of supporting the co-driver's seat cushion (30) to overcome the action of gravity and keep it in the second position.

56. The all-terrain vehicle of claim 54, characterized in that, The all-terrain vehicle comprises at least three rotating connection structures (60), which are distributed in the left-right direction and are connected between the lower surface of the co-driver seat cushion (30) and the support (40) to achieve pivotal connection.

57. The all-terrain vehicle of claim 56, characterized in that, The rotating connection structure (60) comprises a sleeve (61), a third bolt, a third nut and two ear plates (64), the two ear plates (64) are parallel to each other and are distributed at both ends of the sleeve (61), the third bolt passes through one of the ear plates (64), the sleeve (61) and the other ear plate (64) in sequence and is connected with the third nut. The sleeve (61) is connected with the co-driver seat cushion, and the two ear plates (64) are connected with the support (40); or the sleeve (61) is connected with the support (40), and the two ear plates (64) are connected with the co-driver seat cushion.

58. The all-terrain vehicle of claim 54, wherein, The cockpit bottom plate (10) is provided with a preset storage area (W), when the co-driver seat cushion (30) is located at the first position, the distance between the rear end of the preset storage and the second part of the co-driver seat cushion (30) in the up-down direction is H1, when the co-driver seat cushion (30) is rotated to the second position, the distance between the rear end of the preset storage and the second part of the co-driver seat cushion (30) in the up-down direction is H2, H2 is greater than H1.

59. The all-terrain vehicle of claim 58, characterized in that, The size of the preset storage area (W) in the left-right direction is D, D is equal to 330mm.

60. The all-terrain vehicle of claim 58, characterized in that, H1 is 360mm, and H2 is 500mm.

61. An all-terrain vehicle characterized by, Comprise: An engine (10) comprising a cylinder (11); A muffler assembly (30) comprising an exhaust pipe (31); A first exhaust pipe (20) having one end connected with an exhaust port of the cylinder (11) and the other end connected with an inlet of the muffler assembly (30); The exhaust gas generated by the engine (10) passes through the first exhaust pipe (20), the inlet of the muffler assembly (30) and the exhaust pipe (31) in sequence and is discharged into the atmosphere; the inner diameter of the first exhaust pipe (20) is R1, and the inner diameter of the exhaust pipe (31) is R2, 1.08≤R1 / R2≤1.

33.

62. The all-terrain vehicle of claim 61, wherein, The muffler assembly (30) further comprises a second exhaust pipe (33) and a muffler body (32), the second exhaust pipe (33) is connected with the inlet of the muffler body (32), and the exhaust pipe (31) is connected with the outlet of the muffler body (32); The all-terrain vehicle further comprises a first elastic member (40), the first exhaust pipe (20) is sealingly sleeved on the second exhaust pipe (33), or the second exhaust pipe (33) is sealingly sleeved on the first exhaust pipe (20), and the first elastic member (40) is connected between the outer surface of the first exhaust pipe (20) and the outer surface of the second exhaust pipe (33).

63. The all-terrain vehicle of claim 62, characterized in that, The outer surface of the first exhaust pipe (20) is provided with a first hanging ring (21), the outer surface of the second exhaust pipe (33) is provided with a second hanging ring (331), and the two ends of the first elastic member (40) are provided with hooks to be connected with the first hanging ring (21) and the second hanging ring (331) respectively.

64. The all-terrain vehicle of claim 62, characterized in that, The number of the first elastic member (40) is at least three, and the at least three first elastic members (40) are uniformly and spacedly distributed around the first exhaust pipe (20).

65. The all-terrain vehicle of claim 62, characterized in that, The all-terrain vehicle further comprises a first sealing member sleeved on the first exhaust pipe (20) or the second exhaust pipe (33) and located between the first exhaust pipe (20) and the second exhaust pipe (33).

66. The all-terrain vehicle of claim 61, characterized in that, The first exhaust pipe (20) comprises a connecting section (22) and a first connecting seat (23), the cylinder (11) comprises a second connecting seat arranged at an exhaust port, the connecting section (22) is inserted into the exhaust port of the cylinder (11), and the first connecting seat (23) is connected with the second connecting seat.

67. The all-terrain vehicle of claim 66, characterized in that, The connecting section (22) is inserted into the exhaust port of the cylinder (11) in a form fit.

68. The all-terrain vehicle of claim 61, characterized in that, The all-terrain vehicle further comprises a vehicle frame (51), the muffler assembly (30) comprises a first connecting part (35) and a second connecting part (36), the muffler assembly (30) is flexibly connected with the vehicle frame (51) through the first connecting part (35) and the second connecting part (36), the first connecting part (35) is located above the tail gas pipe (31), the second connecting part (36) is located below the tail gas pipe (31), and the number of the first connecting part (35) is at least two.

69. The all-terrain vehicle of claim 68, characterized in that, In the left-right direction, the two first connecting parts (35) are respectively located on the two sides of the center of the exhaust port of the cylinder (11).

70. The all-terrain vehicle of claim 68, characterized in that, The all-terrain vehicle further comprises a muffler support (52) which is detachably mounted on the vehicle frame (51), and the second connecting part (36) is connected with the muffler support (52).

71. A power system for an all-terrain vehicle, comprising: It comprises: an engine (40), an air cleaner (10) comprising an air cleaner inlet pipe (11) and an air cleaner outlet pipe (12), the cross-sectional area of the air cleaner inlet pipe (11) is S; a throttle valve (30) comprising at least one throttle inlet (31) and at least one throttle outlet (32), the throttle inlet (31) is in communication with the air cleaner outlet pipe (12), the throttle outlet (32) is in communication with the air inlet of the engine (40), and the cross-sectional area of the throttle inlet (31) is A; 1.31≤S / A≤3.

13.

72. The power system of claim 71, wherein, The power system further comprises a containing member (20) comprising a containing cavity, a containing inlet (21) and a containing outlet (22), the containing inlet (21) and the containing outlet (22) are in communication with the containing cavity, and the containing inlet (21) and the containing outlet (22) are arranged on the cavity wall of the containing cavity. The containing air inlet (21) is communicated with the air filter outlet pipe (12), and the containing air outlet (22) is communicated with the air intake port (31) of the throttle valve (30).

73. The power system of claim 72, wherein, The engine (40) comprises cylinders, the number of the air outlet ports (32) is the same as the number of the cylinders, and the air outlet ports (32) are communicated with the cylinders one by one.

74. The power system of claim 73, wherein, The number of the air intake ports (31), the air outlet ports (32) and the containing air outlet (22) is the same, and the air intake ports (31) and the containing air outlet (22) are communicated one by one.

75. The power system of claim 71, wherein, The air filter inlet pipe (11) comprises a first main pipe body and a first expansion member (110), the first expansion member (110) is connected with the pipe wall of the first main pipe body, the first expansion member (110) has a first containing cavity, and the first containing cavity is communicated with the pipe cavity of the first main pipe body.

76. The power system of claim 75, wherein, The number of the first expansion members (110) is at least two.

77. The power system of claim 71, wherein, The air filter outlet pipe (12) comprises a second main pipe body and a second expansion member (120), the second expansion member (120) is connected with the pipe wall of the second main pipe body, the second expansion member (120) has a second containing cavity, and the second containing cavity is communicated with the pipe cavity of the second main pipe body.

78. An all-terrain vehicle characterized by, The all-terrain vehicle further comprises a first support (51) mounted on the frame, and the power system further comprises a gearbox and a first air pipe (61), the first air pipe (61) comprises opposite first and second ends, the first end is communicated with the gearbox, and the second end of the first air pipe (61) and the air inlet end of the air filter inlet pipe (11) are both mounted on the first support (51).

79. The all-terrain vehicle of claim 78, characterized in that, The frame comprises a second support (52), a front sub-frame (71), a rear sub-frame (72) and a seat, the seat is located between the front sub-frame (71) and the rear sub-frame (72), the second support (52) is mounted above the rear sub-frame (72), the air filter (10) is located between the second support (52) and the rear sub-frame (72), the upper end of the air filter (10) is connected with the second support (52), and the lower end of the air filter (10) is connected with the rear sub-frame (72).

80. The all-terrain vehicle of claim 79, characterized in that, ​

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