CN112758185B

CN112758185B - All-terrain vehicle

Info

Publication number: CN112758185B
Application number: CN202110114004.2A
Authority: CN
Inventors: 请求不公布姓名
Original assignee: Segway Technology Co Ltd
Current assignee: Segway Technology Co Ltd
Priority date: 2021-01-27
Filing date: 2021-01-27
Publication date: 2023-10-20
Anticipated expiration: 2041-01-27
Also published as: CN112758185A

Abstract

The application discloses an all-terrain vehicle, which comprises a vehicle frame, a gearbox, an axle support, a driving axle and a rear suspension assembly, wherein the gearbox is arranged on the vehicle frame, the driving axle is connected between the gearbox and the axle support, the rear suspension assembly comprises a left rear suspension assembly and a right rear suspension assembly, the left rear suspension assembly and the right rear suspension assembly are symmetrically arranged on the left side and the right side of the vehicle frame, the left rear suspension assembly and the right rear suspension assembly respectively comprise an upper control arm and a lower control arm, a first end of the upper control arm is pivotally connected with the vehicle frame, a second end of the upper control arm is pivotally connected with the axle support, a first end of the lower control arm is pivotally connected with the vehicle frame, a second end of the lower control arm is pivotally connected with the axle support, and a connecting position of the first end of the upper control arm and the vehicle frame is positioned behind the driving axle. The all-terrain vehicle has a compact structure and is beneficial to optimizing suspension parameters.

Description

All-terrain vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to an all-terrain vehicle.

Background

All-terrain vehicles can be called all-terrain four-wheel off-road locomotives, and the vehicles are simple and practical and have good off-road performance. In the related art, considering the off-road performance and the passing performance of the vehicle, the suspension system of the all-terrain vehicle usually adopts a double-cross arm structure, and the suspension system in the structure is large in size, occupies a large space on the frame, and is greatly limited in parameter design, so that the optimization of suspension parameters is limited.

Disclosure of Invention

The present application aims to solve at least one of the technical problems in the related art to some extent.

Therefore, the embodiment of the application provides the all-terrain vehicle which is compact in structure and favorable for optimizing suspension parameters.

An all-terrain vehicle according to an embodiment of the present application includes: a frame; a gearbox mounted on the frame; a wheel axle support; a drive shaft connected between the gearbox and the axle support; the rear suspension assembly comprises a left rear suspension assembly and a right rear suspension assembly, the left rear suspension assembly and the right rear suspension assembly are symmetrically arranged on the left side and the right side of the frame, the left rear suspension assembly and the right rear suspension assembly comprise an upper control arm and a lower control arm, a first end of the upper control arm is pivotally connected with the frame, a second end of the upper control arm is pivotally connected with the wheel axle support, a first end of the lower control arm is pivotally connected with the frame, a second end of the lower control arm is pivotally connected with the wheel axle support, and the connection position of the first end of the upper control arm and the frame is located behind the driving axle.

According to the all-terrain vehicle provided by the embodiment of the application, as the connecting position of the end, adjacent to the frame, of the upper control arm and the frame is positioned behind the driving shaft, the structure compactness of the all-terrain vehicle can be improved, the space utilization rate in the all-terrain vehicle can be further improved, and the optimization of suspension parameters of the all-terrain vehicle is facilitated.

In some embodiments, the first end of the upper control arm is coupled to the frame by a first upper pivot, the front end of the first upper pivot being located rearward of the drive shaft.

In some embodiments, the rear end of the first upper pivot is located rearward of the gearbox.

In some embodiments, the axis of the first upper pivot is parallel to a longitudinal center plane of symmetry of the ATV.

In some embodiments, the first end of the upper control arm has a connecting tube within which the first upper pivot is pivotally fitted, the front end of the first upper pivot extending from within the connecting tube and being connected to the frame, and the rear end of the first upper pivot extending from within the connecting tube and being connected to the frame.

In some embodiments, a rear vertical beam is connected to a rear portion of the frame, and a first end of the upper control arm is connected to the rear vertical beam by the first upper pivot.

In some embodiments, the rear vertical beam includes a front side edge and a rear side edge, and the front end of the first upper pivot shaft passes through the front side edge and the rear side edge and then is engaged with the fastening nut.

In some embodiments, the second end of the upper control arm is provided with a connecting seat, and the axle support is provided with a mounting portion, and the mounting portion is pivotally connected with the connecting seat through a second upper pivot.

In some embodiments, the connector comprises a front side plate and a rear side plate, wherein the front side plate is provided with a front connecting hole, the rear side plate is provided with a rear connecting hole, and the second upper pivot is matched with the fastening nut after passing through the front connecting hole, the mounting part and the rear connecting hole.

In some embodiments, the length of the connecting tube is greater than the distance between the front side plate and the rear side plate.

In some embodiments, the suspension assembly further comprises a shock absorber, an upper end of the shock absorber being pivotally connected to the frame, and a lower end of the shock absorber being pivotally connected to the lower control arm through the upper control arm.

In some embodiments, the shock absorber is located aft of the drive shaft.

In some embodiments, the lower control arm includes a lower front arm bar, a lower rear arm bar, and at least one connecting beam connected between the lower front arm bar and the lower rear arm bar, a first end of the lower front arm bar being connected to the frame by a first lower front pivot, a second end of the lower front arm bar being connected to the axle support by a second lower front pivot, a first end of the lower rear arm bar being connected to the frame by a first lower rear pivot, and a second end of the lower rear arm bar being connected to the axle support by a second lower rear pivot, wherein the first lower front pivot is collinear with the first lower rear pivot and parallel to a longitudinal center plane of symmetry of the all-terrain vehicle.

In some embodiments, the distance between the first end of the lower front arm and the first end of the lower rear arm is greater than the distance between the second end of the lower front arm and the second end of the lower rear arm.

In some embodiments, the first end of the upper control arm is pivotally connected to the frame by a first upper pivot that is parallel to and spaced from the longitudinal center plane of symmetry of the ATV by a distance A, and the first lower front pivot or the first lower rear pivot is spaced from the longitudinal center plane of symmetry of the ATV by a distance B, wherein A is greater than B.

In some embodiments, the angle between the plane defined by the first upper pivot and the first lower front pivot or the first lower rear pivot and the longitudinal center symmetry plane of the ATV is alpha, wherein 2.5 degrees alpha is less than or equal to 10 degrees.

In some embodiments, the second end of the upper control arm is pivotally connected to the axle support by a second upper pivot, the second upper pivot being parallel to and spaced apart from the longitudinal center plane of symmetry of the ATV by a distance C, and the second lower front pivot or the second lower rear pivot being spaced apart from the longitudinal center plane of symmetry of the ATV by a distance D, wherein C is less than or equal to D.

In some embodiments, the angle between the plane defined by the second upper pivot and the second lower front pivot or the second lower rear pivot and the longitudinal center symmetry plane of the ATV is beta, wherein 0.ltoreq.beta.ltoreq.5 degrees.

Drawings

FIG. 1 is a partial schematic view of one perspective of an ATV according to an embodiment of the present application.

Fig. 2 is a partial schematic view of another view of an all-terrain vehicle in accordance with an embodiment of the present application.

Fig. 3 is a rear view of an all-terrain vehicle in accordance with an embodiment of the present application.

Fig. 4 is a schematic view of an upper control arm of an all-terrain vehicle in accordance with an embodiment of the present application.

FIG. 5 is a schematic connection diagram of a rear suspension assembly of an ATV according to an embodiment of the present application.

Reference numerals:

100. a frame; 110. a rear vertical beam; 111. a front side edge; 112. a trailing edge; 120. a mounting groove;

200. a gearbox;

300. a wheel axle support; 301. a mounting part;

400. a drive shaft;

500. a rear suspension assembly; 510. a left rear suspension assembly; 520. a right rear suspension assembly;

501. an upper control arm; 5011. a connecting pipe; 5012. a first upper pivot; 5013. a connecting seat; 50131. a front side plate; 50132. a rear side plate; 5014. a second upper pivot; 502. a lower control arm; 5021. a lower forearm lever; 5022. a lower rear arm lever; 5023. a connecting beam; 5024. a first lower front pivot; 5025. a second lower front pivot; 5026. a first lower rear pivot; 5027. a second lower rear pivot; 503. a damper; 504. a rear stabilizer bar; 505. a first stabilizer link; 506. a second stabilizer link;

600. an engine.

Detailed Description

Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application.

An all-terrain vehicle according to an embodiment of the present application is described below with reference to the accompanying drawings.

As shown in fig. 1 to 5, the all-terrain vehicle according to the embodiment of the present application includes a frame 100, a transmission 200, an axle carrier 300, a drive axle 400, and a rear suspension assembly 500. The gearbox 200 is mounted on the frame 100, and a drive shaft 400 is connected between the gearbox 200 and the wheel axle support 300. The rear suspension assembly 500 includes a left rear suspension assembly 510 and a right rear suspension assembly 520, and the left rear suspension assembly 510 and the right rear suspension assembly 520 are symmetrically disposed on both left and right sides of the vehicle frame 100.

As shown in fig. 1-3 and 5, either of the left rear suspension assembly 510 and the right rear suspension assembly 520 includes an upper control arm 501 and a lower control arm 502, a first end of the upper control arm 501 (e.g., the end of the upper control arm 501 adjacent to the vehicle frame 100 in fig. 3) being pivotally connected to the vehicle frame 100, a second end of the upper control arm 501 (e.g., the end of the upper control arm 501 adjacent to the vehicle axle support 300 in fig. 3) being pivotally connected to the vehicle axle support 300, a first end of the lower control arm 502 (e.g., the end of the lower control arm 502 adjacent to the vehicle frame 100 in fig. 3) being pivotally connected to the vehicle frame 100, and a second end of the lower control arm 502 (e.g., the end of the lower control arm 502 adjacent to the vehicle axle support 300 in fig. 3) being pivotally connected to the vehicle axle support 300, wherein the connection location of the first end of the upper control arm 501 to the vehicle frame 100 is located behind the drive axle 400.

According to the all-terrain vehicle of the embodiment of the application, as the connection position of the end, adjacent to the frame 100, of the upper control arm 501 and the frame 100 is positioned behind the driving shaft 400, the structure compactness of the all-terrain vehicle can be improved, the space utilization rate inside the all-terrain vehicle can be further improved, and the length of the upper control arm 501 of the all-terrain vehicle of the embodiment of the application can be longer, so that the optimization of suspension parameters of the all-terrain vehicle is facilitated.

Further, as shown in fig. 1 and 2, the first end of the upper control arm 501 is connected to the vehicle frame 100 by a first upper pivot 5012, the front end of the first upper pivot 5012 being located rearward of the drive shaft 400, and the rear end of the first upper pivot 5012 being located rearward of the transmission 200. In other words, the first end of the upper control arm 501 and the frame 100 have two front and rear mounting points, wherein the front mounting point is located at the rear side of the driving shaft 400, and the rear mounting point is located at the rear side of the gearbox 200, so that the structural compactness of the all-terrain vehicle in the embodiment of the application is further improved, and the peripheral space of the engine 600 and the gearbox 200 is fully utilized, so that the mounting points of the upper control arm 501 and the frame 100 are closer to the center of the frame 100, namely, the length of the upper control arm 501 is longer under the condition that the track of the all-terrain vehicle is certain, which is beneficial to controlling and optimizing suspension parameters.

Specifically, as shown in fig. 1 and 4, a first end of the upper control arm 501 (e.g., a right end of the upper control arm 501 in fig. 4) has a connection pipe 5011, a first upper pivot 5012 is pivotally fitted in the connection pipe 5011, a front end of the first upper pivot 5012 extends from the connection pipe 5011 and is connected to the frame 100, and a rear end of the first upper pivot 5012 extends from the connection pipe 5011 and is connected to the frame 100.

The axis of the first upper pivot 5012 is parallel to the longitudinal center symmetry plane of the all-terrain vehicle, specifically, the axis of the first upper pivot 5012 is parallel to the front-rear direction of the all-terrain vehicle, so that the stress of the first upper pivot 5012 can be more reasonable, and the stability of the upper control arm 501 when being connected with the frame 100 is improved.

For example, as shown in fig. 1, 2 and 4, a rear vertical beam 110 is connected to the rear portion of the frame 100, and the rear vertical beam 110 includes a front side edge 111 and a rear side edge 112. The first upper pivot 5012 may be a bolt, and a front end of the first upper pivot 5012 passes through the front side edge 111 and the rear side edge 112 to be engaged with the fastening nut. It will be appreciated that when the first end of the upper control arm 501 is required to be mounted to the frame 100, the front end of the first upper pivot 5012 can be sequentially passed through the front side edge 111, the connecting tube 5011 and the rear side edge 112, and then the first upper pivot 5012 can be fastened by the fastening nut to avoid the upper control arm 501 from being released from the frame 100, thereby facilitating the mounting and dismounting of the all-terrain vehicle.

In some embodiments, as shown in fig. 1 and 4, a second end of the upper control arm 501 (e.g., the left end of the upper control arm 501 in fig. 4) is provided with a generally inverted U-shaped connection block 5013, and the axle support 300 is provided with a mounting portion 301, the mounting portion 301 fitting within the connection block 5013 and being pivotally connected by a second upper pivot 5014.

Specifically, as shown in fig. 1 and 4, the connection holder 5013 includes a front side plate 50131 and a rear side plate 50132, the front side plate 50131 having a front connection hole and the rear side plate 50132 having a rear connection hole. The second upper pivot 5014 is a bolt, and the second upper pivot 5014 is coupled with the fastening nut after passing through the front coupling hole, the mounting portion 301, and the rear coupling hole. When the second end of the upper control arm 501 is required to be mounted on the axle support 300, the front end of the second upper pivot 5014 may sequentially pass through the front side plate 50131, the mounting portion 301 and the rear side plate 50132, and then the second upper pivot 5014 is fastened by the fastening nut to prevent the upper control arm 501 from being released from the axle support 300, thereby facilitating the mounting and dismounting of the all-terrain vehicle.

In some embodiments, as shown in fig. 4, the upper control arm 501 is formed as a closed frame. For example, the upper control arm 501 may be a rectangular-like closed frame structure surrounded by a tube, so that the structural strength of the upper control arm 501 may be improved, the service life of the rear suspension assembly 500 may be prolonged, and the driving stability of the ATV may be improved.

Further, as shown in fig. 4, the length X of the connection pipe 5011 is greater than the distance Y between the front side plate 50131 and the rear side plate 50132. It will be appreciated that, as shown in fig. 4, the width of the right end of the upper control arm 501 is greater than the width of the left end of the upper control arm 501, in other words, the width of the end of the upper control arm 501 adjacent to the frame 100 is greater than the width of the end of the upper control arm 501 away from the frame 100, so that the stress of the upper control arm 501 is reasonable, and the driving stability of the all-terrain vehicle is further improved.

In some embodiments, as shown in fig. 1 to 3 and 5, the suspension assembly further includes a damper 503, the damper 503 is located at the rear of the driving shaft 400, the upper end of the damper 503 is pivotally connected to the vehicle frame 100, and the lower end of the damper 503 passes through the middle of the upper control arm 501 and is pivotally connected to the lower control arm 502, it is understood that since the lower end of the damper 503 passes through the middle of the upper control arm 501 of the lower control arm 502, the length of the damper 503 can be longer, and the compressible stroke of the damper 503 can be longer, thereby lengthening the up-down jumping stroke of the wheels, and further improving the comfort of the all-terrain vehicle when driving.

In some embodiments, as shown in fig. 1, 2, and 5, the lower control arm 502 includes a lower front arm 5021, a lower rear arm 5022, and at least one connecting beam 5023, the connecting beam 5023 being connected between the lower front arm 5021 and the lower rear arm 5022, a first end of the lower front arm 5021 (e.g., an end of the lower front arm 5021 adjacent to the frame 100 in fig. 1) being connected to the frame 100 by a first lower front pivot 5024, a second end of the lower front arm 5021 (e.g., an end of the lower front arm 5021 adjacent to the axle support 300 in fig. 1) being connected to the axle support 300 by a second lower front pivot 5025, a first end of the lower rear arm 5022 (e.g., an end of the lower rear arm 5022 adjacent to the frame 100 in fig. 2) being connected to the frame 100 by a first lower rear pivot 5026, and a second end of the lower rear arm 5022 (e.g., an end of the axle support 300 adjacent to the frame 100 in fig. 2) being connected to the axle support 300 by a second lower rear pivot 5027.

Alternatively, as shown in fig. 1, 2 and 5, the distance between the first end of the lower front arm 5021 and the first end of the lower rear arm 5022 is greater than the distance between the second end of the lower front arm 5021 and the second end of the lower rear arm 5022, so that the stress of the lower control arm 502 is reasonable, and the running stability of the all-terrain vehicle is further improved.

In some embodiments, as shown in fig. 1 and 5, the first upper pivot 5012 is parallel to and a distance a from the longitudinal center plane of symmetry of the ATV. The axis of the first lower front pivot 5024 and the axis of the first lower rear pivot 5026 coincide and the distance between the first lower front pivot 5024 and the first lower rear pivot 5026 and the longitudinal center plane of symmetry of the ATV is B, wherein A is greater than B. Through researches, the inventor of the application discovers that when A is larger than B, the camber angle and the wheel tread change value when the wheels of the all-terrain vehicle move are smaller, which is beneficial to the track control of the wheels, thereby improving the maneuverability of the all-terrain vehicle and prolonging the service life of the tire.

Further, the axis of the first upper pivot 5012 is parallel to the axis of the first lower front pivot 5024 and the axis of the first lower rear pivot 5026, and the angle between the plane defined by the first upper pivot 5012 and the first lower front pivot 5024 and the first lower rear pivot 5026 and the longitudinal center symmetry plane of the ATV is α, wherein 2.5 degrees is less than or equal to 10 degrees. Through researches, the inventor of the application finds that when A is larger than B and alpha is more than or equal to 2.5 degrees and less than or equal to 10 degrees, the change value of camber angle and tread when the wheels of the all-terrain vehicle move is further reduced, so that the track control of the wheels is more facilitated, the maneuverability of the all-terrain vehicle is improved, and the service life of the tire is further prolonged.

In some embodiments, as shown in fig. 1 and 5, the distance between the second upper pivot 5014 and the longitudinal center plane of symmetry of the ATV is C, and the distance between the second lower front pivot 5025 or the second lower rear pivot 5027 and the longitudinal center plane of symmetry of the ATV is D, wherein C is less than or equal to D. Through researches, the inventor of the application finds that when C is smaller than or equal to D, the camber angle and the wheel tread change value when the wheels of the all-terrain vehicle move are smaller, which is beneficial to the track control of the wheels, thereby improving the maneuverability of the all-terrain vehicle and prolonging the service life of the tire.

Further, the axis of the second upper pivot 5014 is parallel to the axis of the second lower front pivot 5025 and the axis of the second lower rear pivot 5027, and the angle between the plane defined by the second upper pivot 5014 and the second lower front pivot 5025 or the second lower rear pivot 5027 and the longitudinal center symmetry plane of the ATV is β, wherein β is 0.ltoreq.β.ltoreq.5 degrees. Through researches, the inventor of the application finds that when C is smaller than or equal to D and beta is smaller than or equal to 0 and smaller than or equal to 5 degrees, the camber angle and the wheel tread change value during the movement of the wheels of the all-terrain vehicle are further reduced, so that the track control of the wheels is facilitated, the maneuverability of the all-terrain vehicle is improved, and the service life of the tire is further prolonged.

In some embodiments, rear suspension assembly 500 further includes a rear stabilizer bar 504, a first stabilizer bar link 505, and a second stabilizer bar link 506, the rear end of frame 100 is provided with a mounting slot 120, rear stabilizer bar 504 is disposed through mounting slot 120, and rear stabilizer bar 504 is located behind drive shaft 400. The upper end of the first stabilizer link 505 is pivotally connected to a first end of the rear stabilizer bar 504 (e.g., the left end of the rear stabilizer bar 504 in fig. 4), and the lower end of the first stabilizer link 505 is pivotally connected to the lower control arm 502 of the left suspension assembly. The upper end of the second stabilizer link 506 is pivotally connected to a second end of the rear stabilizer link 504 (e.g., the right end of the rear stabilizer link 504 in fig. 4), and the lower end of the second stabilizer link 506 is pivotally connected to the lower control arm 502 of the right suspension assembly, so that the all-terrain vehicle of the present embodiment can support the left and right rear suspension assemblies 510 and 520 via the rear stabilizer link 504, the first stabilizer link 505, and the second stabilizer link 506 to improve the stability of the all-terrain vehicle during traveling.

In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; may be mechanically connected, may be electrically connected or may be in communication with each other; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

For purposes of this disclosure, the terms "one embodiment," "some embodiments," "example," "a particular example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. An all-terrain vehicle, comprising:

a frame;

a gearbox mounted on the frame;

a wheel axle support;

a drive shaft connected between the gearbox and the axle support;

the rear suspension assembly comprises a left rear suspension assembly, a right rear suspension assembly and a shock absorber, wherein the left rear suspension assembly and the right rear suspension assembly are symmetrically arranged on the left side and the right side of the frame, the left rear suspension assembly and the right rear suspension assembly comprise an upper control arm and a lower control arm, a first end of the upper control arm is pivotally connected with the frame, a second end of the upper control arm is pivotally connected with the wheel axle support, a first end of the lower control arm is pivotally connected with the frame, a second end of the lower control arm is pivotally connected with the wheel axle support, a connecting position of the first end of the upper control arm and the frame is located behind the driving axle, an upper end of the shock absorber is pivotally connected with the frame, a lower end of the shock absorber penetrates through the upper control arm and is pivotally connected with the lower control arm, and the shock absorber is located behind the driving axle.

2. The all-terrain vehicle of claim 1, characterized in that the first end of the upper control arm is coupled to the frame via a first upper pivot, the front end of the first upper pivot being located rearward of the drive shaft.

3. The all-terrain vehicle of claim 2, characterized in that a rear end of the first upper pivot is located rearward of the gearbox.

4. The all-terrain vehicle of claim 2, characterized in that the axis of the first upper pivot is parallel to a longitudinal center symmetry plane of the all-terrain vehicle.

5. The all-terrain vehicle of claim 2, characterized in that the first end of the upper control arm has a connecting tube within which the first upper pivot is pivotally engaged, the front end of the first upper pivot extending from within the connecting tube and being coupled with the frame, and the rear end of the first upper pivot extending from within the connecting tube and being coupled with the frame.

6. The all-terrain vehicle of claim 5 wherein a rear vertical beam is coupled to a rear portion of the frame, the first end of the upper control arm being coupled to the rear vertical beam via the first upper pivot.

7. The all-terrain vehicle of claim 6, characterized in that the rear vertical beam includes a front side edge and a rear side edge, the front end of the first upper pivot passing through the front side edge and the rear side edge and then engaging a fastening nut.

8. The all-terrain vehicle of claim 5, characterized in that the second end of the upper control arm is provided with a connecting seat, the axle support is provided with a mounting portion, and the mounting portion is pivotally connected to the connecting seat by a second upper pivot.

9. The all-terrain vehicle of claim 8, wherein the connector comprises a front side plate and a rear side plate, the front side plate having a front attachment aperture and the rear side plate having a rear attachment aperture, the second upper pivot passing through the front attachment aperture, the mounting portion, and the rear attachment aperture and then engaging a fastening nut.

10. The all-terrain vehicle of claim 9, characterized in that the length of the connecting tube is greater than the distance between the front side panel and the rear side panel.

11. The all-terrain vehicle of claim 1, wherein the lower control arm comprises a lower front arm bar, a lower rear arm bar, and at least one connecting beam connected between the lower front arm bar and the lower rear arm bar, a first end of the lower front arm bar being connected to the frame by a first lower front pivot, a second end of the lower front arm bar being connected to the axle support by a second lower front pivot, a first end of the lower rear arm bar being connected to the frame by a first lower rear pivot, and a second end of the lower rear arm bar being connected to the axle support by a second lower rear pivot, wherein the first lower front pivot is collinear with the first lower rear pivot and parallel to a longitudinal center plane of symmetry of the all-terrain vehicle.

12. The all-terrain vehicle of claim 11, wherein a distance between the first end of the lower front arm and the first end of the lower rear arm is greater than a distance between the second end of the lower front arm and the second end of the lower rear arm.

13. The all-terrain vehicle of claim 11, wherein the first end of the upper control arm is pivotally coupled to the frame via a first upper pivot, the first upper pivot being parallel to and spaced apart from a longitudinal center plane of symmetry of the all-terrain vehicle by a distance a, and the first lower front pivot or the first lower rear pivot being spaced apart from a longitudinal center plane of symmetry of the all-terrain vehicle by a distance B, wherein a is greater than B.

14. The all-terrain vehicle of claim 13, wherein an angle between a plane defined by the first upper pivot and the first lower front pivot or the first lower rear pivot and a longitudinal center symmetry plane of the all-terrain vehicle is α, wherein 2.5 degrees ∈α+.10 degrees.

15. The all-terrain vehicle of claim 11, characterized in that the second end of the upper control arm is pivotally connected to the axle support by a second upper pivot, the second upper pivot being parallel to and spaced apart from a longitudinal center plane of symmetry of the all-terrain vehicle by a distance C, and the second lower front pivot or the second lower rear pivot being spaced apart from the longitudinal center plane of symmetry of the all-terrain vehicle by a distance D, wherein C is less than or equal to D.

16. The all-terrain vehicle of claim 15, wherein an angle between a plane defined by the second upper pivot and the second lower front pivot or the second lower rear pivot and a longitudinal center symmetry plane of the all-terrain vehicle is beta, wherein 0-beta-5 degrees.