CN112758185A

CN112758185A - All-terrain vehicle

Info

Publication number: CN112758185A
Application number: CN202110114004.2A
Authority: CN
Inventors: 不公告发明人
Original assignee: Segway Technology Co Ltd
Current assignee: Segway Technology Co Ltd
Priority date: 2021-01-27
Filing date: 2021-01-27
Publication date: 2021-05-07
Anticipated expiration: 2041-01-27
Also published as: CN112758185B

Abstract

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

Description

All-terrain vehicle

Technical Field

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

Background

The all-terrain vehicle can be called an all-terrain four-wheel off-road locomotive, and is simple and practical and good in off-road performance. In the related art, in consideration of the off-road performance and trafficability of the vehicle, the suspension system of the all-terrain vehicle usually adopts a double-wishbone structure, the suspension system in the structure has a large volume, occupies a large space on a vehicle frame, and the parameter design of the suspension system is greatly limited, so that the optimization of the suspension parameters is limited.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.

Therefore, the embodiment of the invention provides the all-terrain vehicle which is compact in structure and beneficial to optimizing suspension parameters.

An all-terrain vehicle according to an embodiment of the invention, 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 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 and respectively comprise an upper control arm and a lower control arm, the first end of the upper control arm is pivotally connected with the frame, the second end of the upper control arm is pivotally connected with the axle support, the first end of the lower control arm is pivotally connected with the frame, the second end of the lower control arm is pivotally connected with the axle support, and the connecting position of the first end of the upper control arm and the frame is located behind the driving shaft.

According to the all-terrain vehicle disclosed by the embodiment of the invention, the connecting position of one end, adjacent to the vehicle frame, of the upper control arm and the vehicle frame is positioned behind the driving shaft, so that the structural compactness of the all-terrain vehicle can be improved, the space utilization rate in the all-terrain vehicle is further improved, and the optimization of the suspension parameters of the all-terrain vehicle is facilitated.

In some embodiments, the first end of the upper control arm is connected to the frame by a first upper pivot, the forward end of which is located rearward of the drive axle.

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 the longitudinal center symmetry plane of the all-terrain vehicle.

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

In some embodiments, a rear vertical beam is coupled to a rear portion of the frame, and the first end of the upper control arm is coupled 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 passes through the front side edge and the rear side edge to engage with a 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 that is pivotally connected to the connecting seat by a second upper pivot.

In some embodiments, the connecting seat comprises a front side plate and a rear side plate, 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 passes through the front connecting hole, the mounting portion and the rear connecting hole and then is matched with a fastening nut.

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 having an upper end pivotally connected to the frame and a lower end pivotally connected to the lower control arm through the upper control arm.

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

In some embodiments, 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, 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 central symmetry plane of the all-terrain vehicle.

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

In some embodiments, the first end of the upper control arm is pivotally connected to the frame by a first upper pivot axis parallel to and at a distance a from the longitudinal central symmetry plane of the all-terrain vehicle, and the first lower front pivot axis or the first lower rear pivot axis is at a distance B from the longitudinal central symmetry plane of the all-terrain vehicle, 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 all-terrain vehicle is α, wherein 2.5 degrees ≦ α ≦ 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 axis parallel to and at a distance C from the longitudinal central symmetry plane of the all-terrain vehicle, and the second lower front pivot axis or the second lower rear pivot axis is at a distance D from the longitudinal central symmetry plane of the all-terrain vehicle, where 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 all-terrain vehicle is β, wherein β is 0 ≦ 5 degrees.

Drawings

FIG. 1 is a partial schematic view of a perspective view of an all terrain vehicle according to an embodiment of the present invention.

Fig. 2 is a partial schematic view from another perspective of an all terrain vehicle according to an embodiment of the present invention.

Fig. 3 is a rear view of an all terrain vehicle of an embodiment of the present invention.

Fig. 4 is a schematic view of an upper control arm of an all-terrain vehicle of an embodiment of the present invention.

Fig. 5 is a schematic view of the attachment of the rear suspension assembly of an all terrain vehicle of an embodiment of the present invention.

Reference numerals:

100. a frame; 110. a rear vertical beam; 111. a front skirt; 112. a rear skirt; 120. mounting grooves;

200. a gearbox;

300. a wheel axle support; 301. an installation 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 rod; 5022. a lower rear arm lever; 5023. connecting the cross 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 shock absorber; 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 invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

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

As shown in fig. 1 to 5, an all-terrain vehicle according to an embodiment of the invention includes a frame 100, a gearbox 200, an axle bracket 300, a drive shaft 400 and a rear suspension assembly 500. The gearbox 200 is mounted on the frame 100 and the drive shaft 400 is connected between the gearbox 200 and the axle support 300. Rear suspension assembly 500 includes left and right

rear suspension assemblies

510 and 520, with left and right

rear suspension assemblies

510 and 520 being symmetrically disposed on left and right sides of frame 100.

As shown in fig. 1-3 and 5, either of the left and right

rear suspension assemblies

510 and 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 axle bracket 300 in fig. 3) being pivotally connected to the axle bracket 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 axle bracket 300 in fig. 3) being pivotally connected to the vehicle frame 100 at a location rearward of the drive axle 400.

According to the all-terrain vehicle disclosed by the embodiment of the invention, the connecting 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, so that the structural compactness of the all-terrain vehicle can be improved, the space utilization rate inside the all-terrain vehicle can be improved, and the length of the upper control arm 501 of the all-terrain vehicle disclosed by the embodiment of the invention can be longer, so that the optimization of the 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 frame 100 by a first upper pivot 5012, the front end of the first upper pivot 5012 being located behind the drive axle 400, and the rear end of the first upper pivot 5012 being located behind the transmission case 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 transmission case 200, so that the structural compactness of the all-terrain vehicle of the embodiment of the invention is further improved, and the peripheral spaces of the engine 600 and the transmission case 200 are fully utilized, so that the mounting point of the upper control arm 501 and the frame 100 is closer to the center of the frame 100, that is, under the condition that the wheel span of the all-terrain vehicle is fixed, the length of the upper control arm 501 is longer, which is beneficial to the control and optimization of suspension.

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 pivotably fitted into the connection pipe 5011, a front end of the first upper pivot 5012 protrudes from the connection pipe 5011 and is connected to the vehicle frame 100, and a rear end of the first upper pivot 5012 protrudes from the connection pipe 5011 and is connected to the vehicle frame 100.

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

For example, as shown in fig. 1, 2 and 4, a rear vertical member 110 is attached to a rear portion of the vehicle frame 100, and the rear vertical member 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 a fastening nut. It will be appreciated that when it is desired to mount the first end of the upper control arm 501 to the frame 100, the front end of the first upper pivot 5012 may be passed sequentially through the front side edge 111, the connecting tube 5011, and the rear side edge 112, and then the first upper pivot 5012 may be fastened by a fastening nut to prevent the upper control arm 501 from coming loose 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, the second end of the upper control arm 501 (the left end of the upper control arm 501 in fig. 4) is provided with a generally inverted U-shaped junction block 5013, and the axle bracket 300 is provided with a mounting portion 301 that fits within the junction block 5013 and is pivotally connected by a second upper pivot 5014.

Specifically, as shown in fig. 1 and 4, the junction housing 5013 includes a front side plate 50131 and a rear side plate 50132, the front side plate 50131 having a front connection hole therein, and the rear side plate 50132 having a rear connection hole therein. The second upper pivot 5014 is a bolt, and the second upper pivot 5014 is engaged with a fastening nut after passing through the front connection hole, the mounting portion 301, and the rear connection hole. When it is desired to mount the second end of the upper control arm 501 to the axle bracket 300, the front end of the second upper pivot 5014 may be passed through the front side plate 50131, the mounting portion 301, and the rear side plate 50132 in this order, and then the second upper pivot 5014 may be fastened by means of a fastening nut to prevent the upper control arm 501 from coming loose from the axle bracket 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 pipe body, 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 all-terrain vehicle 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 can be understood 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 on the upper control arm 501 can be reasonable, and the driving stability of the all-terrain vehicle can be further improved.

In some embodiments, as shown in fig. 1-3 and 5, the suspension assembly further comprises a shock absorber 503, the shock absorber 503 is located behind the driving shaft 400, the upper end of the shock absorber 503 is pivotally connected with the frame 100, the lower end of the shock absorber 503 passes through the middle part of the upper control arm 501 and is pivotally connected with the lower control arm 502, it can be understood that, as the lower end of the shock absorber 503 passes through the middle part of the upper control arm 501 of the lower control arm 502, the length of the shock absorber 503 can be longer, and the compressible stroke of the shock absorber 503 can be longer, so that the up-and-down bouncing stroke of the wheels can be longer, and the comfort of the all-terrain vehicle during running can be improved.

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

Alternatively, as shown in fig. 1, 2 and 5, the distance between the first end of lower front arm 5021 and the first end of lower rear arm 5022 is greater than the distance between the second end of lower front arm 5021 and the second end of lower rear arm 5022, so that the lower control arm 502 is stressed reasonably, and the driving 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 the longitudinal central symmetry plane of the atv and is a distance a from the longitudinal central symmetry plane 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 central symmetry plane of the all-terrain vehicle is B, where a is greater than B. The inventor of the application finds that when A is larger than B, the change values of camber angle and wheel track of the all-terrain vehicle during the movement of the wheels are small, and the track control of the wheels is facilitated, so that the controllability of the all-terrain vehicle is improved, and the service life of tires is prolonged.

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 included angle between the plane defined by the first upper pivot 5012, the first lower front pivot 5024 and the first lower rear pivot 5026 and the longitudinal central symmetry plane of the all-terrain vehicle is alpha, wherein the alpha is greater than or equal to 2.5 degrees and less than or equal to 10 degrees. The inventor of the application finds that when A is larger than B and alpha is larger than or equal to 2.5 degrees and smaller than or equal to 10 degrees, the change values of camber angle and wheel track of the all-terrain vehicle during wheel movement are further reduced, so that the track control of the wheels is facilitated, the controllability of the all-terrain vehicle is improved, and the service life of tires is further prolonged.

In some embodiments, as shown in fig. 1 and 5, the second upper pivot 5014 is parallel to and at a distance C from the longitudinal central symmetry plane of the atv, and the second lower front pivot 5025 or the second lower rear pivot 5027 is at a distance D from the longitudinal central symmetry plane of the atv, where C is less than or equal to D. The inventor of the application finds that when C is smaller than or equal to D, the change values of the camber angle and the wheel track of the all-terrain vehicle during the movement of the wheels are small, and the track control of the wheels is facilitated, so that the controllability of the all-terrain vehicle is improved, and the service life of tires is prolonged.

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, an included angle between a plane defined by the second upper pivot 5014 and the second lower front pivot 5025 or the second lower rear pivot 5027 and a longitudinal central symmetry plane of the all-terrain vehicle is beta, wherein beta is greater than or equal to 0 and less than or equal to 5 degrees. Through research, the inventor of the application finds that when C is less than or equal to D and beta is greater than or equal to 0 and less than or equal to 5 degrees, the change values of camber angle and wheel track of the all-terrain vehicle during wheel movement 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, the 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 the frame 100 is provided with a mounting groove 120, the rear stabilizer bar 504 is inserted into the mounting groove 120, and the rear stabilizer bar 504 is located behind the driving 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 the second end of the rear stabilizer bar 504 (e.g., the right end of the rear stabilizer bar 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 embodiment of the invention can support the left rear suspension assembly 510 and the right rear suspension assembly 520 through the rear stabilizer bar 504, the first stabilizer link 505 and the second stabilizer link 506 to improve the smoothness of the all-terrain vehicle during driving.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.

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

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the present disclosure, the terms "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" and the like mean that a specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the terms used above are not necessarily intended to refer 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, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

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 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 and respectively comprise an upper control arm and a lower control arm, the first end of the upper control arm is pivotally connected with the frame, the second end of the upper control arm is pivotally connected with the axle support, the first end of the lower control arm is pivotally connected with the frame, the second end of the lower control arm is pivotally connected with the axle support, and the connecting position of the first end of the upper control arm and the frame is located behind the driving shaft.

2. The all-terrain vehicle of claim 1, characterized in that the first end of the upper control arm is connected to the frame by a first upper pivot, the forward end of which is located rearward of the drive shaft.

3. The all-terrain vehicle of claim 2, characterized in that a rearward 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 central 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, a forward end of the first upper pivot projecting from within the connecting tube and being connected to the frame, and a rearward end of the first upper pivot projecting from within the connecting tube and being connected to the frame.

6. The all-terrain vehicle of claim 5, characterized in that a rear vertical beam is connected to a rear portion of the frame, and the first end of the upper control arm is connected to the rear vertical beam by the first upper pivot.

7. The all-terrain vehicle of claim 6, characterized in that the rear vertical beam comprises a front side edge and a rear side edge, and the front end of the first upper pivot passes through the front side edge and the rear side edge to engage with 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 socket, and the axle bracket is provided with a mounting portion, the mounting portion being pivotally connected to the connecting socket by a second upper pivot.

9. The all-terrain vehicle of claim 8, characterized in that the connecting socket comprises a front side plate and a rear side plate, the front side plate having a front connecting hole therein, the rear side plate having a rear connecting hole therein, the second upper pivot passing through the front connecting hole, the mounting portion and the rear connecting hole to engage with 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, characterized in that the suspension assembly further comprises a shock absorber having an upper end pivotally connected to the frame, and a lower end pivotally connected to the lower control arm through the upper control arm.

12. The all-terrain vehicle of claim 11, characterized in that the shock absorber is located rearward of the drive shaft.

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

14. The all-terrain vehicle of claim 12, characterized in that a distance between the first end of the lower forward arm bar and the first end of the lower rear arm bar is greater than a distance between the second end of the lower forward arm bar and the second end of the lower rear arm bar.

15. The all-terrain vehicle of claim 13, characterized in that the first end of the upper control arm is pivotally connected to the frame by a first upper pivot axis that is parallel to and at a distance a from the longitudinal central symmetry plane of the all-terrain vehicle, and the first lower front pivot axis or the first lower rear pivot axis is at a distance B from the longitudinal central symmetry plane of the all-terrain vehicle, wherein a is greater than B.

16. The all-terrain vehicle of claim 15, characterized in that an angle α between a plane defined by the first upper pivot axis and the first lower front pivot axis or the first lower rear pivot axis and a longitudinal center symmetry plane of the all-terrain vehicle is α, wherein α is 2.5 degrees ≦ 10 degrees.

17. The all-terrain vehicle of claim 13, characterized in that the second end of the upper control arm is pivotally connected to the axle bracket by a second upper pivot axis that is parallel to and at a distance C from the longitudinal central symmetry plane of the all-terrain vehicle, and the second lower front pivot axis or the second lower rear pivot axis is at a distance D from the longitudinal central symmetry plane of the all-terrain vehicle, wherein C is less than or equal to D.

18. The all-terrain vehicle of claim 17, characterized in that an angle β between a plane defined by the second upper pivot axis and the second lower front pivot axis or the second lower rear pivot axis and a longitudinal center symmetry plane of the all-terrain vehicle is β, wherein β is 0 ≦ 5 degrees.