CN117184298A - All-terrain vehicle - Google Patents

Abstract

The invention discloses an all-terrain vehicle, which includes: a suspension assembly. The suspension assembly includes a first support, a front suspension and a rear suspension. The first running wheel is connected to the frame through the front suspension, and the second running wheel is connected through the front suspension. The rear suspension is connected to the frame. The first support is used to connect the front suspension and the first running wheel. The first support is also used to connect the rear suspension and the second running wheel. The first support includes several buffer sleeves. The buffer sleeve is arranged at both ends of the first support; the buffer sleeve is provided with a mounting hole extending along its own axial direction and penetrating itself; an oil storage tank is provided on the hole wall of the mounting hole; the wall thickness of the buffer sleeve along the radial direction of the mounting hole is is H1, the depth of the oil storage tank along the radial direction of the mounting hole is H2, and the ratio of H1 and H2 is greater than 3 and less than or equal to 5. By setting an oil storage tank in the buffer sleeve, the oil storage capacity of the buffer sleeve is increased, thereby improving the lubrication effect of the buffer sleeve.

Description

All terrain vehicle

Technical field

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

Background technique

The rocker arm and steering knuckle of the all-terrain vehicle are rotationally connected. The connection between the rocker arm and the steering knuckle is equipped with buffer sleeves, pins (bolts), etc. The rocker arm is provided with a through hole, and the pin shaft and the buffer sleeve are fitted in the through hole of the rocker arm, and the buffer sleeve is arranged on the outer periphery of the pin shaft. In the existing technology, problems such as looseness and abnormal noise of the rocker arm and steering knuckle often occur when using all-terrain vehicles. On the one hand, this will reduce the driving experience, on the other hand, it will also cause vehicle failure, and in severe cases, it may even lead to accidents. safety incident.

Therefore, in order to reduce or avoid problems such as looseness and abnormal noise of the rocker arm and steering knuckle, it is necessary to improve the lubrication effect between the rocker arm and the steering knuckle and reduce the wear between the rocker arm and the steering knuckle.

Contents of the invention

In order to solve the deficiencies of the prior art, the object of the present invention is to provide an all-terrain vehicle that can improve the lubrication effect of the buffer sleeve.

In order to achieve the above objects, the present invention adopts the following technical solutions:

An all-terrain vehicle, including: a frame; a walking component, which is at least partially disposed on the frame and includes a first running wheel and a second running wheel; a suspension component, which includes a first base, a front suspension frame and rear suspension, the first running wheel is connected to the frame through the front suspension, the second running wheel is connected to the frame through the rear suspension, the first bracket is used to connect the front suspension and the first running wheel, the first bracket It is also used to connect the rear suspension and the second running wheel; the power assembly is at least partially arranged on the frame; the first support includes several buffer sleeves, and the buffer sleeves are arranged at both ends of the first support; the buffer sleeves It is provided with a mounting hole extending along its own axis and penetrating itself. An oil storage tank is provided on the wall of the mounting hole. The wall thickness of the buffer sleeve along the radial direction of the mounting hole is H1, and the depth of the oil storage tank along the radial direction of the mounting hole is H1. H2, the ratio of H1 and H2 is greater than 3 and less than or equal to 5.

Further, the ratio of H1 and H2 is greater than or equal to 3.5 and less than or equal to 4.5.

Further, the ratio of H1 and H2 is 4.

Further, the area of the inner surface of the mounting hole is S1, each oil storage tank includes a maximum cross-sectional area perpendicular to the radial direction of the mounting hole, the sum of several maximum cross-sectional areas is S2, and the ratio of S1 and S2 is greater than 2. And less than or equal to 4.

Further, the ratio of S1 and S2 is greater than or equal to 2.5 and less than or equal to 3.5.

Further, the ratio of S1 and S2 is 3.

Furthermore, several oil storage tanks are provided with mounting holes.

Further, several oil storage tanks are provided on part of the wall of the installation hole.

Further, several oil storage tanks are evenly arranged on the wall of the installation hole.

Further, the hole wall of the installation hole includes a first area and a second area, and the density of the several oil storage tanks in the first area is greater than the density in the second area.

Compared with the existing technology, the all-terrain vehicle provided by the present invention can keep the depth of the oil storage tank within a more reasonable range and the total area of the oil storage tank within a more reasonable range, so that the structure of the buffer sleeve is not affected in the oil storage tank. Under the premise of high strength, the oil storage capacity of the oil storage tank is larger, thereby improving the lubrication effect of the buffer sleeve.

Description of the drawings

Figure 1 is a schematic structural diagram of the all-terrain vehicle of the present invention.

Figure 2 is a schematic structural diagram of the suspension assembly of the all-terrain vehicle of the present invention.

Figure 3 is a schematic structural diagram of the suspension assembly of the all-terrain vehicle of the present invention from another angle.

Figure 4 is a schematic structural diagram of the suspension assembly, transmission assembly and frame of the all-terrain vehicle of the present invention.

Figure 5 is a schematic structural diagram of the suspension assembly and walking assembly of the all-terrain vehicle of the present invention.

Figure 6 is a schematic structural diagram of the first support of the all-terrain vehicle of the present invention.

Figure 7 is a schematic structural diagram of the buffer sleeve of the all-terrain vehicle of the present invention.

Figure 8 is a partial enlarged view of position A in Figure 7 of the present invention.

Detailed ways

In order to enable those in the art to better understand the solutions of the present invention, the technical solutions in the specific embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention.

As shown in FIG. 1 , the all-terrain vehicle 100 includes a frame 11 , a walking component 12 , a suspension component 13 , a power component 14 , a saddle component 15 , a body cover 16 and a transmission component 17 . The suspension assembly 13 includes a front suspension 131 and a rear suspension 132, which are used to connect the vehicle frame 11 and the traveling assembly 12. The traveling assembly 12 includes a first traveling wheel 121 and a second traveling wheel 122. The first traveling wheel 121 is connected to the frame 11 through a front suspension 131, and the second traveling wheel 122 is connected to the frame 11 through a rear suspension 132. The traveling assembly 12 is For the sport of ATV 100. The power assembly 14 is at least partially disposed on the frame 11 for providing power to the all-terrain vehicle 100 . The saddle assembly 15 is at least partially disposed on the vehicle frame 11 for riding by a user and/or a passenger. The body panel 16 is at least partially disposed on the vehicle frame 11 . The transmission assembly 17 is at least partially disposed on the frame 11 . The transmission assembly 17 is at least partially connected to the traveling assembly 12 and at least partially connected to the power assembly 14 , for transmitting the power of the power assembly 14 to the traveling assembly 12 to drive the traveling assembly 12 . In order to clearly illustrate the technical solution of the present invention, the front side, back side, left side, right side, upper side and lower side as shown in Figure 1 are also defined.

As shown in FIGS. 2 and 3 , as an implementation manner, the front suspension 131 includes a front rocker arm 1311 and a first support 1312 . One end of the front rocker arm 1311 is connected to the first support 1312, and the other end of the front rocker arm 1311 is connected to the vehicle frame 11. The front rocker arm 1311 is used to provide the displacement of the first running wheel 121 in the up and down direction, thereby achieving the shock absorbing effect of the all-terrain vehicle 100 . The first support 1312 is used to fix the walking assembly 12, thereby making the connection between the walking assembly 12 and the front rocker arm 1311 more stable. Specifically, the front rocker arm 1311 includes a first rocker arm 1311a, a second rocker arm 1311b, a third rocker arm 1311c and a fourth rocker arm 1311k. One end of the first rocker arm 1311a and one end of the second rocker arm 1311b are both connected to one end of the first support 1312, and the other end of the first rocker arm 1311a and the other end of the second rocker arm 1311b are both connected to the vehicle frame 11. One end of the third rocker arm 1311c and one end of the fourth rocker arm 1311k are both connected to the other end of the first support 1312, and the other end of the third rocker arm 1311c and the other end of the fourth rocker arm 1311k are both connected to the vehicle frame 11. Along the front and rear and up and down directions of the all-terrain vehicle 100, the first rocker arm 1311a is disposed on the front side of the second rocker arm 1311b, the first rocker arm 1311a is disposed on the upper side of the third rocker arm 1311c, and the second rocker arm 1311b is disposed on the upper side of the third rocker arm 1311c. The first rocker arm 1311a is disposed on the rear side, the second rocker arm 1311b is disposed on the upper side of the fourth rocker arm 1311k, and the third rocker arm 1311c is disposed on the front side of the fourth rocker arm 1311k. That is, the first rocker arm 1311a and the second rocker arm 1311b are upper rocker arms, and the third rocker arm 1311c and the fourth rocker arm 1311k are lower rocker arms. In this embodiment, the third rocker arm 1311c includes a first connecting portion 1311d, a first bending portion 1311e, and a second connecting portion 1311f. The first connection part 1311d, the first bending part 1311e, and the second connection part 1311f are integrally formed, and may also be connected by welding. One end of the first connection part 1311d is connected to the vehicle frame 11, the other end of the first connection part 1311d is connected to one end of the first bending part 1311e, the other end of the first bending part 1311e is connected to one end of the second connection part 1311f, the second connection part The other end of 1311f is connected to the first support 1312. One end of the first curved portion 1311e connected to the second connecting portion 1311f extends substantially obliquely downward, that is, one end of the first curved portion 1311e connected to the second connecting portion 1311f is away from the vehicle frame 11 and gradually extends obliquely downward. It can be understood that the structure of the fourth rocker arm 1311k is basically the same as the structure of the third rocker arm 1311c. That is, the fourth rocker arm 1311k includes a third connection part, a second bending part, and a fourth connection part. The third connection part, the second bending part and the fourth connection part are integrally formed, and may also be connected by welding. One end of the third connecting part is connected to the vehicle frame 11, the other end of the third connecting part is connected to one end of the second bending part, the other end of the second bending part is connected to one end of the fourth connecting part, and the other end of the fourth connecting part is connected to the third connecting part. A pedestal 1312. One end of the second bent portion connected to the fourth connecting portion extends substantially obliquely downward, that is, one end of the second bent portion connected to the fourth connecting portion is away from the vehicle frame 11 and gradually extends obliquely downward. In this embodiment, the length between the connection point between the first connection part 1311d and the vehicle frame 11 and the connection point between the third connection part 1311d and the vehicle frame 11 is the first distance S1. The length between the connection point of the first connection part 1311d and the first bending part 1311e and the connection point of the third connection part and the second bending part is the second distance S2. The first distance S1 is greater than the second distance S2, that is, the distance between the first connection part 1311d and the third connection part gradually becomes smaller from close to the vehicle frame 11 to away from the vehicle frame 11 . Through the above arrangement, the second connecting portion 1311f can also gradually extend obliquely downward, and the fourth connecting portion can also gradually extend obliquely downward, so that the bent portion has a certain curvature and improves the force bearing condition of the third rocker arm 1311c. Improve the bending resistance of the third rocker arm 1311c.

As an implementation manner, a first connection hole 1311g is provided at one end of the first rocker arm 1311a connected to the vehicle frame 11, and a second connection hole 1311h is provided at an end of the second rocker arm 1311b connected to the vehicle frame 11. The axis of the first connection hole 1311g and the axis of the second connection hole 1311h are substantially coincident, that is, the extension direction of the axis of the first connection hole 1311g and the extension direction of the axis of the second connection hole 1311h are basically the same. Specifically, the axis of the first connecting hole 1311g extends substantially along the direction of the first straight line 1311j, and the axis of the second connecting hole 1311h also extends substantially along the direction of the first straight line 1311j. The all-terrain vehicle 100 includes a first projection surface 101 perpendicular to the left-right direction and a second projection surface 102 perpendicular to the up-down direction. Along the left-right direction of the all-terrain vehicle 100, the projection of the first straight line 1311j on the first projection surface 101 is a first projection line, and the projection of the second projection surface 102 on the first projection surface 101 is a second projection line. The included angle α between the first projection line and the second projection line is greater than or equal to 0° and less than or equal to 20°, and the opening at the included angle α is placed forward. In this embodiment, the included angle α between the first projection line and the second projection line is greater than or equal to 0° and less than or equal to 15°, and the opening at the included angle α is placed forward. Through the above settings, the anti-pitch performance of the all-terrain vehicle 100 can be improved, and the stress on the suspension component 13 can be improved, thereby improving the stability and service life of the all-terrain vehicle 100 .

As an implementation manner, the rear suspension 132 includes a rear swing arm and a second support. The structure of the rear suspension 132 is basically the same as that of the front suspension 131 . One end of the rear rocker arm is connected to the second support, and the other end of the rear rocker arm is connected to the vehicle frame 11 . The rear swing arm is used to provide the displacement of the second running wheel 122 in the up and down direction, thereby achieving the shock absorbing effect of the all-terrain vehicle 100 . The second support is used to fix the traveling assembly 12, thereby making the connection between the traveling assembly 12 and the rear rocker arm more stable. Specifically, the rear rocker arm includes a fifth rocker arm, a sixth rocker arm, a seventh rocker arm and an eighth rocker arm. One end of the fifth rocker arm and one end of the sixth rocker arm are both connected to one end of the second support, and the other end of the fifth rocker arm and the other end of the sixth rocker arm are both connected to the vehicle frame 11 . One end of the seventh rocker arm and one end of the eighth rocker arm are both connected to the other end of the second support, and the other end of the seventh rocker arm and the other end of the eighth rocker arm are both connected to the vehicle frame 11 . Along the front and rear and up and down directions of the all-terrain vehicle 100, the fifth rocker arm is disposed on the front side of the sixth rocker arm and on the upper side of the seventh rocker arm, and the sixth rocker arm is disposed on the rear side of the fifth rocker arm and on the upper side of the seventh rocker arm. On the upper side of the eighth rocker arm, the seventh rocker arm is provided on the front side of the eighth rocker arm. In this embodiment, one end of the fifth rocker arm connected to the vehicle frame 11 is provided with a third connection hole, and one end of the sixth rocker arm connected to the vehicle frame 11 is provided with a fourth connection hole. The axis of the third connection hole and the axis of the fourth connection hole are substantially coincident, that is, the extension direction of the axis of the third connection hole and the extension direction of the axis of the fourth connection hole are basically the same. Specifically, the axis of the third connecting hole extends substantially along the second linear direction, and the axis of the fourth connecting hole also extends substantially along the second linear direction. Along the left-right direction of the all-terrain vehicle 100, the projection of the second straight line on the first projection surface 101 is a third projection line. The included angle β between the third projection line and the second projection line is greater than or equal to 0° and less than or equal to 20°, and the opening of the included angle β is set toward the rear. In this embodiment, the included angle β between the third projection line and the second projection line is greater than or equal to 0° and less than or equal to 15°, and the opening of the included angle β is disposed toward the rear. Through the above settings, the anti-pitch performance of the all-terrain vehicle 100 can be improved, and the stress on the suspension component 13 can be improved, thereby improving the stability and service life of the all-terrain vehicle 100 .

As shown in FIG. 4 , as an implementation manner, the all-terrain vehicle 100 includes a first state and a second state. The first state is a state when the all-terrain vehicle 100 is stationary, and the second state is a state when the all-terrain vehicle 100 is traveling. The front side of the vehicle frame 11 is provided with a first connection point 111 , a second connection point 112 , a third connection point 113 and a fourth connection point 114 . The first connection point 111 is used to connect with the first connection hole 1311g, so as to realize a stable connection between the first rocker arm 1311a and the frame 11; the second connection point 112 is used to connect with the second connection hole 1311h, so as to realize the second rocker arm 1311a. The arm 1311b is stably connected to the frame 11; the third connection point 113 is used to connect with the third rocker arm 1311c, thereby achieving a stable connection between the third rocker arm 1311c and the frame 11; the fourth connection point 114 is used to connect with the fourth rocker arm 1311c. The rocker arm 1311k is connected, thereby achieving a stable connection between the fourth rocker arm 1311k and the vehicle frame 11 . Specifically, the vehicle frame 11 includes an upper main beam 115, a support beam 116, a lower main beam 117, a first pillar 118 and a second pillar 119. The upper main beam 115 is arranged on the upper side of the lower main beam 117, and the first pillar 118 is arranged on the front side of the second pillar 119. The first pillar 118 is at least partially arranged between the upper main beam 115 and the lower main beam 117. The second pillar 119 is at least partially disposed between the upper main beam 115 and the lower main beam 117 . One end of the first pillar 118 is connected to the upper main beam 115 , and the other end of the first pillar 118 is connected to the lower main beam 117 . One end of the second pillar 119 is connected to the upper main beam 115 , and the other end of the second pillar 119 is connected to the lower main beam 117 . The support beam 116 is at least partially disposed between the upper main beam 115 and the lower main beam 117 . One end of the support beam 116 is connected to the first pillar 118 , and the other end of the support beam 116 is connected to the second pillar 119 . The upper main beam 115 , the first pillar 118 , the lower main beam 117 and the second pillar 119 are connected to form the main body of the vehicle frame 11 . The upper main beam 115 , the lower main beam 117 and the support beam 116 all extend substantially along the front and rear directions of the all-terrain vehicle 100 . Both the first pillar 118 and the second pillar 119 extend substantially along the up-and-down direction of the all-terrain vehicle 100 . The support beam 116 is used to increase the strength of the vehicle frame 11 . The first connection point 111 and the second connection point 112 are provided on the support beam 116 , and the third connection point 113 and the fourth connection point 114 are provided on the lower main beam 117 .

As an implementation manner, the line connecting the center of the first connection point 111 and the center of the third connection point 113 is the third straight line 103, and the line connecting the center of the second connection point 112 and the center of the fourth connection point 114 is the third straight line 103. Four straight lines 104, the line connecting the center of the first connection point 111 and the center of the second connection point 112 is the fifth straight line 107, and the line connecting the center of the third connection point 113 and the center of the fourth connection point 114 is the sixth straight line. 108. Among them, the first straight line 1311j basically coincides with the fifth straight line 107. The third straight line 103, the fifth straight line 107, the fourth straight line 104 and the sixth straight line 1087 surround the first space 105. The projection of the first space 105 on the first projection plane 101 along the left-right direction is the first projection plane. The first support 1312 is provided with a first axis hole 1312a connected to the first traveling wheel 121. The center of the first axis hole 1312a and the center of the circle of the first traveling wheel 121 are substantially on the same straight line. The projection of the center of the first shaft hole 1312a on the first projection surface 101 along the left-right direction is the first projection point, that is, the projection of the center of the first traveling wheel 121 on the first projection surface 101 along the left-right direction is the first projection point. When the all-terrain vehicle 100 is in the first state, the first projection point is located in the first projection plane, that is, the first projection plane covers the first projection point. When the all-terrain vehicle 100 is in the second state, the first projection point may be outside the first projection plane. Through the above arrangement, the passability and pitching resistance of the all-terrain vehicle 100 can be improved, and the stress on the suspension component 13 can be improved, thereby improving the stability and service life of the all-terrain vehicle 100 .

As an implementation method, the connection method of the rear rocker arm is basically the same as the connection method of the front rocker arm 1311. The rear side of the vehicle frame 11 is provided with a fifth connection point, a sixth connection point, a seventh connection point and an eighth connection point. The fifth connection point is used to connect the fifth rocker arm; the sixth connection point is used to connect the sixth rocker arm; the seventh connection point is used to connect the seventh rocker arm; and the eighth connection point is used to connect the eighth rocker arm. Specifically, the line between the center of the fifth connection point and the center of the seventh connection point, the line between the center of the sixth connection point and the center of the eighth connection point, the line between the center of the fifth connection point and the center of the sixth connection point A connecting line between the centers of the connecting points, a connecting line between the centers of the seventh connecting point and the center of the eighth connecting point defines a second space. The projection of the second space on the first projection plane 101 along the left-right direction is a second projection plane. The second support is provided with a second axis hole connected to the second traveling wheel 122, and the center of the second axis hole and the center of the circle of the second traveling wheel 122 are substantially on the same straight line. The projection of the center of the second axis hole on the first projection surface 101 along the left-right direction is the second projection point, that is, the projection of the center of the second wheel 122 on the first projection surface 101 along the left-right direction is the second projection point. When the all-terrain vehicle 100 is in the first state, the second projection point is located in the second projection plane, that is, the second projection plane covers the second projection point. When the all-terrain vehicle 100 is in the second state, the second projection point may be outside the second projection plane. Through the above arrangement, the passability and pitching resistance of the all-terrain vehicle 100 can be improved, and the stress on the suspension component 13 can be improved, thereby improving the stability and service life of the all-terrain vehicle 100 .

As shown in Figures 2 and 3, as an implementation manner, the suspension assembly 13 also includes a shock absorber 132, one end of the shock absorber 132 is connected to the frame 11, and the other end of the shock absorber 132 is connected to the front rocker arm 1311 or Swingarm for shock absorption of the ATV 100. Specifically, the shock absorber 132 includes a first shock absorber 1321 and a second shock absorber. The first shock absorber 1321 is disposed on the front side of the vehicle frame 11 . One end of the first shock absorber 1321 is connected to the vehicle frame 11 , and the other end of the first shock absorber 1321 is connected to the front rocker arm 1311 . The second shock absorber is arranged on the rear side of the vehicle frame 11. One end of the second shock absorber is connected to the vehicle frame 11, and the other end of the second shock absorber is connected to the rear swing arm. In this embodiment, the first shock absorber 1321 located on the left side of the all-terrain vehicle 100 is taken as an example, and the first shock absorber 1321 located on the left side of the all-terrain vehicle 100 is the third shock absorber 1322. The third shock absorber 1322 extends substantially along the direction of the eighth straight line 1322a. The all-terrain vehicle 100 includes a first projection surface 101 perpendicular to the left and right direction, a second projection surface 102 perpendicular to the up and down direction, and a third projection surface 106 perpendicular to the front and rear direction. The projection of the second projection surface 102 on the first projection surface 101 along the left-right direction is a second projection line, and the projection of the eighth straight line 1322a on the first projection surface 101 along the left-right direction is a fifth projection line. The angle θ between the second projection line and the fifth projection line is greater than or equal to 60° and less than or equal to 110°. Specifically, the included angle θ is greater than or equal to 65° and less than or equal to 105°. In this embodiment, the included angle θ is greater than or equal to 70° and less than or equal to 100°. Through the above arrangement, the operational stability of the all-terrain vehicle 100 can be improved, and the space utilization of the all-terrain vehicle 100 can be improved, thereby making the structure of the all-terrain vehicle 100 more stable and improving the safety of the all-terrain vehicle 100 . The projection of the eighth straight line 1322a on the third projection surface 106 along the front-to-back direction is the sixth projection line, and the projection of the second projection surface 102 on the third projection surface 106 along the front-to-back direction is the seventh projection line. The angle γ between the sixth projection line and the seventh projection line is greater than or equal to 40° and less than or equal to 90°. Specifically, the included angle γ is greater than or equal to 45° and less than or equal to 85°. In this embodiment, the included angle γ is greater than or equal to 50° and less than or equal to 80°. Through the above arrangement, the compression stroke of the third shock absorber 1322 can be made more reasonable, which is beneficial to the design and processing of the third shock absorber 1322, thereby improving the processing efficiency of the all-terrain vehicle 100.

It can be understood that the first shock absorber 1321 located on the right side of the all-terrain vehicle 100 is arranged in a manner basically consistent with that of the third shock absorber 1322, and the second shock absorber is arranged in a manner basically consistent with that of the third shock absorber 1322. The settings are the same.

As shown in FIGS. 4 and 5 , as an implementation manner, the transmission assembly 17 includes a drive axle 171 and a drive shaft 172 . Transaxle 171 is used to provide power to drive shaft 172 . One end of the drive shaft 172 is connected to the traveling assembly 12 , and the other end of the driving shaft 172 is connected to the drive axle 171 , so that the driving shaft 172 drives the traveling assembly 12 . When the all-terrain vehicle 100 is a front-wheel drive vehicle, the drive axle 171 is disposed on the front side of the vehicle frame 11 , one end of the drive shaft 172 is connected to the drive axle 171 , and the other end of the drive shaft 172 is connected to the first running wheel 121 . When the all-terrain vehicle 100 is a rear-wheel drive vehicle, the drive axle 171 is disposed on the rear side of the vehicle frame 11 , one end of the drive shaft 172 is connected to the drive axle 171 , and the other end of the drive shaft 172 is connected to the second running wheel 122 . When the all-terrain vehicle 100 is a four-wheel drive vehicle, the drive shaft 172 includes a first shaft and a second shaft, and the drive axle 171 includes a first axle and a second axle. The first bridge is arranged on the front side of the vehicle frame 11 , one end of the first shaft is connected to the first bridge, and the other end of the first shaft is connected to the first running wheel 121 . The second bridge is arranged on the rear side of the vehicle frame 11 , one end of the second shaft is connected to the second bridge, and the other end of the second shaft is connected to the second running wheel 122 .

As an implementation manner, the all-terrain vehicle 100 includes a second projection surface 102 perpendicular to the up-down direction and a third projection surface 106 perpendicular to the front-rear direction. The projection of the axis of the driving shaft 172 on the third projection surface 106 along the front-rear direction is the eighth projection line, and the projection of the second projection surface 102 on the third projection surface 106 along the front-rear direction is the ninth projection line. The acute angle formed by the eighth projection line and the ninth projection line is the included angle δ. The included angle δ is greater than or equal to 0° and less than or equal to 60°. Specifically, the included angle δ is greater than or equal to 0° and less than or equal to 45°. In this embodiment, the included angle δ is greater than or equal to 0° and less than or equal to 30°. Through the above arrangement, the transmission efficiency of the transmission assembly 17 can be improved, and the shock absorption performance of the suspension assembly 13 can be improved.

As an implementation manner, when the all-terrain vehicle 100 is a front-wheel drive vehicle, the drive axle 171 is located on the front side of the frame 11 . A fifth connection hole 1311n is provided at one end of the third rocker arm 1311c connected to the frame 11, and the axis of the fifth connection hole 1311n extends substantially along the front-rear direction of the all-terrain vehicle 100. The axis of the fifth connecting hole 1311n basically coincides with the sixth straight line 108. The axis of the first connecting hole 1311g extends substantially along the direction of the first straight line 1311j. The first connection hole 1311g has a centerline 1311m extending in the left-right direction, and the first connection hole 1311g is arranged substantially symmetrically with respect to the centerline 1311m. Along the left and right direction of the all-terrain vehicle 100, the projection of the first straight line 1311j on the first projection surface 101 is the first projection line, and the projection of the center of the first axis hole 1312a on the first projection surface 101 is the first projection point. That is, the projection of the center of the first traveling wheel 121 on the first projection surface 101 is the first projection point, the projection of the output center of the drive axle 171 on the first projection surface 101 is the third projection point, and the axis of the fifth connecting hole 1311n is at The projection on the first projection surface 101 is the fourth projection line, and the projection of the center line 1311m of the first connection hole 1311g on the first projection surface 101 is the fourth projection point. The output center of the drive axle 171 refers to the center of the connection between the drive axle 171 and the drive shaft 172 . The distance between the fourth projection point and the fourth projection line is d1, the distance between the third projection point and the first projection line is d2, and the distance between the first projection point and the first projection line is d3. The ratio of d2 and d1 is greater than or equal to 0.1 and less than or equal to 0.8. The ratio of d3 and d1 is greater than or equal to 0.5 and less than or equal to 1. Specifically, the ratio of d2 and d1 is greater than or equal to 0.2 and less than or equal to 0.7. The ratio of d3 and d1 is greater than or equal to 0.6 and less than or equal to 0.9. Through the above arrangement, the transmission efficiency of the transmission assembly 17 can be improved, and the shock absorption performance of the suspension assembly 13 can be improved. In this embodiment, the third projection point is located between the first projection line and the fourth projection line, that is, along the up and down direction of the all-terrain vehicle 100, and the output center of the drive axle 171 is at the first connection point 111 and the second connection point. On the lower side of the connection line 112, the output center of the drive axle 171 is on the upper side of the connection line of the third connection point 113 and the fourth connection point 114, thereby limiting the position of the output center of the drive axle 171 relative to the front rocker arm 1311, and thus The transmission efficiency of the transmission assembly 17 can be improved, and the shock absorption performance of the suspension assembly 13 can be improved.

As an implementation manner, when the all-terrain vehicle 100 is in the first state, the third projection point is located in the first projection plane, that is, the first projection plane covers the third projection point. When the all-terrain vehicle 100 is in the second state, the third projection point may be outside the first projection plane. Specifically, along the up and down direction of the all-terrain vehicle 100, the third projection point is located on the upper side of the first projection point. That is, along the up-down direction of the all-terrain vehicle 100, the output center of the drive axle 171 is located above the center of the first shaft hole 1312a.

When the all-terrain vehicle 100 is a rear-wheel drive vehicle, the drive axle 171 is located on the rear side of the frame 11 , and the positional relationship of the drive axle 171 on the rear side of the frame 11 is basically the same as the positional relationship of the drive axle 171 on the front side of the frame 11 . Specifically, a sixth connection hole is provided at one end of the seventh rocker arm connected to the vehicle frame 11 , and the axis of the sixth connection hole extends substantially along the front-rear direction of the all-terrain vehicle 100 . The axis of the third connecting hole extends substantially along the second straight direction. The output center of the drive axle 171 is at least partially disposed between the axis of the sixth connecting hole and the second straight line, and is located above the center of the second axis hole in the up-down direction of the all-terrain vehicle 100 . When the all-terrain vehicle 100 is in the first state, the projection of the output center of the drive axle 171 on the first projection plane 101 in the left-right direction is located in the second projection plane. When the all-terrain vehicle 100 is in the second state, the projection of the output center of the drive axle 171 along the left-right direction on the first projection plane 101 may be located outside the second projection plane.

When the all-terrain vehicle 100 is a four-wheel drive vehicle, the positional relationship of the first axle and the position of the drive axle 171 on the front side of the frame 11 are basically the same, and the positional relationship of the second axle and the position of the drive axle 171 on the rear side of the frame 11 are basically the same. The relationship is basically the same.

As shown in FIGS. 6 and 7 , as an implementation manner, the first support 1312 is provided with several buffer sleeves 1313 and several first sets 1314 . The first set 1314 is at least partially provided at both ends of the first support 1312, that is, the first set 1314 is provided at one end of the first support 1312, and the first set 1314 is also provided at the other end of the first support 1312, and the first set 1314 is also provided at the other end of the first support 1312. A sleeve 1314 is at least partially disposed within the first support 1312 . Buffer sleeves 1313 are provided at both ends of the first support 1312 and at both ends of the first set 1314 , that is, one end of the first set 1314 is provided with a buffer set 1313 , and the other end of the first set 1314 is also provided with a buffer set 1313 , and the buffer sleeve 1313 is at least partially disposed in the first support 1312 . The buffer sleeve 1313 is used to provide buffering and lubrication for the first support 1312. Specifically, first mounting holes 1312b are provided at both ends of the first support 1312, and the first mounting holes 1312b are used to connect the front rocker arm 1311, thereby making the connection between the first support 1312 and the front rocker arm 1311 more stable. The first set 1314 is at least partially disposed in the first mounting hole 1312b, and the buffer sleeve 1313 is at least partially disposed in the first mounting hole 1312b. Among them, two ends of the first set 1314 are respectively provided with buffer sleeves 1313, that is, two ends of the first mounting hole 1312b are provided with buffer sleeves 1313. In this embodiment, one end of the buffer sleeve 1313 is provided with an outer edge 1313a, and the outer edge 1313a is substantially arranged around one end of the buffer sleeve 1313. The outer edge 1313a is used to prevent the buffer sleeve 1313 from completely entering the first mounting hole 1312b when the buffer sleeve 1313 and the first mounting hole 1312b are installed, and can be used to seal the first mounting hole 1312b to prevent dust, sediment, etc. from entering the first mounting hole 1312b. The gap between the hole 1312b and the buffer sleeve 1313 enters the first support 1312, thereby increasing the service life of the first support 1312. Specifically, one end of the buffer sleeve 1313 away from the outer edge 1313a is set on the first set 1314, the outer edge 1313a abuts the outer edge of the first installation hole 1312b, and the end of the buffer sleeve 1313 provided with the outer edge 1313a is in the first installation position. Outside hole 1312b. The outer edge of the first mounting hole 1312b refers to the side end surface of one end of the first support 1312. In this embodiment, the buffer sleeve 1313 is provided with a second mounting hole 1313b extending in the axial direction and passing through itself, and the first set 1314 is at least partially disposed in the second mounting hole 1313b, so that the first set 1314 and the buffer sleeve 1313 Connect through interference fit and other connection methods.

As an implementation manner, the length of the first mounting hole 1312b in the axial direction is L1, and the length of the buffer sleeve 1313 in the axial direction is L2. The axial direction refers to the axial direction of the first mounting hole 1312b. The ratio of L1 and L2 is greater than or equal to 1.5 and less than or equal to 5. Specifically, the ratio of L1 and L2 is greater than or equal to 1.6 and less than or equal to 4.5. In this embodiment, the ratio of L1 to L2 is greater than or equal to 1.8 and less than or equal to 4. Through the above arrangement, the shaking of the buffer sleeve 1313 during the driving of the all-terrain vehicle 100 can be reduced, and the buffering lubrication effect can be improved, thereby increasing the service life of the buffer sleeve 1313.

As an implementation manner, the length of the buffer sleeve 1313 extending into the first mounting hole 1312b is L3, that is, L3 is the difference between the axial length of the buffer sleeve 1313 and the axial length of the outer edge 1313a. The ratio of L1 and L3 is greater than or equal to 2 and less than or equal to 6. Specifically, the ratio of L1 and L3 is greater than or equal to 2 and less than or equal to 5.5. In this embodiment, the ratio of L1 to L3 is greater than or equal to 2 and less than or equal to 4.5. Through the above arrangement, the length of the buffer sleeve 1313 extending into the first mounting hole 1312b can be made more reasonable, thereby making the connection between the buffer sleeve 1313 and the first mounting hole 1312b more stable and reducing the risk of the buffer sleeve 1313 during the driving of the all-terrain vehicle 100. Shake.

As an implementation manner, the cross section of the first set 1314 is substantially annular. The difference between the outer diameter R1 of the first set 1314 and the diameter R2 of the second mounting hole 1313b is greater than or equal to 0.1 mm and less than or equal to 0.3 mm. Specifically, the difference between R1 and R2 is greater than or equal to 0.07mm and less than or equal to 0.28mm. In this embodiment, the difference between R1 and R2 is greater than or equal to 0.05mm and less than or equal to 0.25mm. Through the above arrangement, the shaking of the buffer sleeve 1313 during the driving of the all-terrain vehicle 100 can be reduced, and the buffering lubrication effect can be improved, thereby increasing the service life of the buffer sleeve 1313.

It can be understood that the second support also includes several buffer sleeves 1313 and several first sets 1314, and the buffer sleeves 1313 in the second support are arranged in the same manner as the buffer sleeves 1313 in the first support 1312. Consistent, the first set 1314 in the second support is arranged in the same manner as the first set 1314 in the first support 1312 .

As shown in Figure 6, as an implementation manner, the first support 1312 also includes a first mounting part 1312c, a second mounting part 1312d, a third mounting part 1312e, a first connecting part 1312f, a second connecting part 1312g and an extension part. Department 1312h. The first mounting part 1312c, the second mounting part 1312d, the third mounting part 1312e, the first connecting piece 1312f, the second connecting piece 1312g, and the extension part 1312h can be integrally formed or connected by welding. The first mounting part 1312c is connected to one end of the first connecting piece 1312f, the other end of the first connecting piece 1312f is connected to one side of the third mounting part 1312e, and the other side of the third mounting part 1312e is connected to one end of the second connecting piece 1312g, The other end of the second connecting piece 1312g is connected to the second mounting part 1312d. The first mounting part 1312c and the second mounting part 1312d are both substantially cylindrical, and both the first mounting part 1312c and the second mounting part 1312d are provided with first mounting holes 1312b. The axis of the first mounting hole 1312b substantially coincides with the axis of the first mounting part 1312c, the axis of the first mounting hole 1312b substantially coincides with the axis of the second mounting part 1312d, and the first mounting hole 1312b is provided through the first mounting part 1312c, The first mounting hole 1312b is provided through the second mounting portion 1312d. The third mounting part 1312e is provided with a first shaft hole 1312a, and the axis of the first shaft hole 1312a is substantially perpendicular to the axis of the first mounting hole 1312b. The extension part 1312h may be connected to the third mounting part 1312e. The extension part 1312h may also be at least partially connected to the third mounting part 1312e and at least partially connected to the first mounting part 1312c. The extension part 1312h may also be at least partially connected to the third mounting part 1312e and at least partially connected to the third mounting part 1312e. Partially connected to the second mounting part 1312d, the specific connection method of the extension part 1312h can be adjusted according to actual needs. Specifically, the all-terrain vehicle 100 further includes a braking assembly 18 , which is at least partially disposed on the suspension assembly 13 for braking the all-terrain vehicle 100 . The extension 1312h is provided with a plurality of third mounting holes 1312k, and the braking assembly 18 is at least partially disposed on the first support 1312 through the plurality of third mounting holes 1312k, so that the braking assembly 18 is at least partially connected to the suspension assembly 13 . The axis of the third mounting hole 1312k is substantially parallel to the axis of the first shaft hole 1312a.

As an implementation manner, the number of third mounting holes 1312k is two. At this time, the third mounting hole 1312k includes a first hole 1312m and a second hole 1312n. The diameter of the first shaft hole 1312a is R, the diameter of the third mounting hole 1312k is D1, the distance between the axis of the first hole 1312m and the axis of the second hole 1312n is D2, the axis of the first hole 1312m and the first shaft The distance between the axes of the holes 1312a is D3, and the distance between the axes of the second hole 1312n and the axis of the first shaft hole 1312a is D4. The ratio of R and D1 is greater than or equal to 4.5 and less than or equal to 6.25. The ratio of D2 to R is greater than or equal to 2.5 and less than or equal to 3.6. When D3 is greater than D4, the ratio of D4 to R is greater than or equal to 3 and less than or equal to 3.6; when D3 is less than D4, the ratio of D3 to R is greater than or equal to 3 and less than or equal to 3.6; when D3 is equal to D4, the ratio of D3 to R is greater than It is equal to 3 and less than or equal to 3.6, and the ratio of D4 and R is also greater than or equal to 3 and less than or equal to 3.6. Specifically, the ratio of R and D1 is greater than or equal to 4.7 and less than or equal to 5.5. The ratio of D2 to R is greater than or equal to 2.8 and less than or equal to 3.52. When D3 is greater than D4, the ratio of D4 to R is greater than or equal to 3.08 and less than or equal to 3.52; when D3 is less than D4, the ratio of D3 to R is greater than or equal to 3.08 and less than or equal to 3.52; when D3 is equal to D4, the ratio of D3 to R is greater than It is equal to 3.08 and less than or equal to 3.52, and the ratio of D4 and R is also greater than or equal to 3.08 and less than or equal to 3.52. Through the above arrangement, the braking performance of the braking assembly 18 can be improved, thereby improving the braking performance of the all-terrain vehicle 100; it can also be beneficial to improving the stress conditions of the components around the walking assembly 12, thereby improving the overall performance of the all-terrain vehicle 100. The force uniformity of the all-terrain vehicle 100 thereby improves the stability and safety of the all-terrain vehicle 100 . In addition, the space utilization rate between the traveling assembly 12 and the suspension assembly 13 can also be improved, thereby improving the space utilization rate of the all-terrain vehicle 100, which is beneficial to improving the compact structure of the all-terrain vehicle 100. In this embodiment, the first support 1312 extends substantially along the fifth straight line 1312j, and the fifth straight line 1312j is substantially perpendicular to the axis of the first shaft hole 1312a. The first support 1312 includes a first symmetry plane perpendicular to the fifth straight line 1312j and a second symmetry plane perpendicular to the first symmetry plane. The intersection line of the first symmetry plane and the second symmetry plane substantially coincides with the axis of the first shaft hole 1312a. The first hole 1312m and the second hole 1312n are both disposed on the same side of the first symmetry plane, and the first hole 1312m and the second hole 1312n are disposed on both sides of the second symmetry plane, that is, the first hole 1312m is disposed on the second symmetry plane. On one side of the second symmetry plane, the second hole 1312n is provided on the other side of the second symmetry plane. Through the above arrangement, the braking performance of the all-terrain vehicle 100 can be improved; it can also be beneficial to improve the stress of the components around the walking assembly 12, thereby improving the stability and safety of the all-terrain vehicle 100. In addition, the space utilization rate of the all-terrain vehicle 100 can also be improved, which is beneficial to improving the compactness of the all-terrain vehicle 100 .

It can be understood that the structure of the second support is basically the same as the structure of the first support 1312 .

As shown in Figures 7 and 8, as an implementation manner, several oil storage tanks 1313c are provided inside the buffer sleeve 1313. The oil storage groove 1313c is at least partially disposed on the hole wall of the second installation hole 1313b, and is used to increase the oil storage capacity of the buffer sleeve 1313, thereby improving the lubrication effect of the buffer sleeve 1313. Specifically, the arrangement of the plurality of oil storage tanks 1313c on the hole wall of the second installation hole 1313b includes at least a first way, a second way, a third way and a fourth way. Specifically, when the oil storage tanks 1313c are arranged in the first manner, several oil storage tanks 1313c can be provided on the entire wall of the second mounting hole 1313b, that is, several oil storage tanks 1313c can cover the entire hole wall of the second mounting hole 1313b. the entire hole wall. When the oil storage grooves 1313c are arranged in the first manner, several oil storage grooves 1313c are provided on part of the hole wall of the second mounting hole 1313b, that is, several oil storage grooves 1313c can be provided on the hole wall of the second mounting hole 1313b. on a certain part or within a certain range. When the oil storage tanks 1313c are arranged in the third manner, several oil storage tanks 1313c can be evenly arranged on the hole wall of the second installation hole 1313b, that is, several oil storage tanks 1313c can be distributed in an array or staggered manner. are arranged on the hole wall of the second mounting hole 1313b in an equal arrangement. When the oil storage tanks 1313c are arranged in the fourth mode, several oil storage tanks 1313c can be arranged on the hole wall of the second mounting hole 1313b in a random arrangement. That is, the hole wall of the second mounting hole 1313b includes the first area and In the second area, the density of the several oil storage tanks 1313c in the first area is the first density, the density of the several oil storage tanks 1313c in the second area is the second density, and the first density is greater than the second density. It can be understood that the arrangement of the oil storage tank 1313c can be a combination of the first way and the third way, a combination of the first way and the fourth way, a combination of the second way and the third way, or a combination of the second way and the third way. It is a combined arrangement of the second way and the fourth way, or it can be a separate arrangement of the first way, the second way, the third way and the fourth way. In this embodiment, the shape of the oil storage tank 1313c can be adjusted according to actual needs. Through the above arrangement, the oil storage capacity of the buffer sleeve 1313 can be increased, thereby improving the lubrication effect of the buffer sleeve 1313, improving the service life of the buffer sleeve 1313 and the reliability of the all-terrain vehicle 100.

As an implementation manner, the wall thickness of the buffer sleeve 1313 is H1, and the maximum depth of the oil storage tank 1313c is H2. The wall thickness of the buffer sleeve 1313 refers to the shortest distance between the hole wall of the second installation hole 1313b and the outer surface of the end of the buffer sleeve 1313 away from the outer edge 1313a. The maximum depth of the oil storage tank 1313c refers to the oil storage tank 1313c closest to the buffer sleeve. The shortest distance between the groove bottom on the outer surface of 1313 and the hole wall of the second mounting hole 1313b. The ratio of H1 and H2 is greater than 3 and less than or equal to 5. Specifically, the ratio of H1 and H2 is greater than or equal to 3.5 and less than or equal to 4.5. In this embodiment, the ratio of H1 and H2 is 4. Through the above settings, the depth of the oil storage tank 1313c can be within a reasonable range, so that the oil storage tank 1313c can have a larger oil storage capacity without affecting the structural strength of the buffer sleeve 1313, thereby improving the buffer sleeve. 1313 lubrication effect.

As an implementation manner, the area of the inner surface of the first mounting hole 1312b is S1, and the total area of the oil storage tank 1313c is S2. The area of the inner surface of the first mounting hole 1312b refers to the area of the hole wall of the first mounting hole 1312b. Each oil storage tank 1313c has a cross-section with the largest area perpendicular to the radial direction of the first mounting hole 1312b. The oil storage tank The total area of 1313c refers to the sum of several largest areas. The ratio of S1 and S2 is greater than 2 and less than or equal to 4. Specifically, the ratio of S1 and S2 is greater than or equal to 2.5 and less than or equal to 3.5. In this embodiment, the ratio of S1 to S2 is 3. Through the above arrangement, the total area of the oil storage tank 1313c can be within a reasonable range, so that the oil storage tank 1313c can have a larger oil storage capacity without affecting the structural strength of the buffer sleeve 1313, thereby improving the buffering performance. The lubrication effect of set 1313.

It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the protection scope of the appended claims of the present invention.

Claims (10)

1. An all-terrain vehicle comprising:

a frame;

the walking assembly is at least partially arranged on the frame and comprises a first walking wheel and a second walking wheel;

the suspension assembly comprises a first support, a front suspension and a rear suspension, wherein the first travelling wheel is connected with the frame through the front suspension, the second travelling wheel is connected with the frame through the rear suspension, the first support is used for connecting the front suspension and the first travelling wheel, and the first support is also used for connecting the rear suspension and the second travelling wheel;

a power assembly at least partially disposed on the frame;

it is characterized in that the method comprises the steps of,

the first support comprises a plurality of buffer sleeves, and the buffer sleeves are arranged at two ends of the first support;

the buffer sleeve is provided with a mounting hole which extends along the axial direction of the buffer sleeve and penetrates through the buffer sleeve, and the wall of the mounting hole is provided with an oil storage tank;

the wall thickness of the buffer sleeve along the radial direction of the mounting hole is H1, the depth of the oil storage tank along the radial direction of the mounting hole is H2, and the ratio of H1 to H2 is more than 3 and less than or equal to 5.

2. The all-terrain vehicle of claim 1, characterized in that the ratio of H1 to H2 is 3.5 or more and 4.5 or less.

3. The all-terrain vehicle of claim 2, characterized in that the ratio of H1 to H2 is 4.

4. The all-terrain vehicle of claim 1, wherein the area of the inner surface of the mounting hole is S1, each of the oil storage tanks includes a maximum cross-sectional area perpendicular to the radial direction of the mounting hole, the sum of the maximum cross-sectional areas is S2, and the ratio of S1 to S2 is greater than 2 and less than or equal to 4.

5. The all-terrain vehicle of claim 4, characterized in that the ratio of S1 to S2 is greater than or equal to 2.5 and less than or equal to 3.5.

6. The all-terrain vehicle of claim 5, characterized in that the ratio of S1 to S2 is 3.

7. The all-terrain vehicle of claim 1, characterized in that a plurality of the oil storage tanks are disposed to be full of the mounting holes.

8. The all-terrain vehicle of claim 1, characterized in that a plurality of the oil storage tanks are provided on a part of the wall of the mounting hole.

9. The all-terrain vehicle of claim 1, characterized in that a plurality of the oil storage tanks are uniformly disposed on the wall of the mounting hole.

10. The all-terrain vehicle of claim 1, wherein the wall of the mounting hole comprises a first region and a second region, the density of the plurality of oil storage tanks in the first region being greater than the density in the second region.