CN215552385U

CN215552385U - All-terrain vehicle

Info

Publication number: CN215552385U
Application number: CN202121129333.6U
Authority: CN
Inventors: 不公告发明人
Original assignee: Segway Technology Co Ltd
Current assignee: Segway Technology Co Ltd
Priority date: 2021-05-24
Filing date: 2021-05-24
Publication date: 2022-01-18
Anticipated expiration: 2031-05-24

Abstract

The utility model provides an all-terrain vehicle which comprises a frame, an upper left control arm, an upper right control arm, a lower left control arm, a lower right control arm and a stabilizer bar. The frame comprises an upper longitudinal beam and a lower longitudinal beam positioned below the upper longitudinal beam. The middle part of stabilizer bar is located between last longeron and the longeron down and can links to each other with the longeron down in the upper and lower direction, and the first end of stabilizer bar is located between upper left control arm and the lower left control arm and links to each other with the lower left control arm in the upper and lower direction, and the second end of stabilizer bar is located between upper right control arm and the lower right control arm and links to each other with the lower right control arm in the upper and lower direction. The stabilizer bar fully and reasonably utilizes the space between the upper longitudinal beam and the lower longitudinal beam, so that the all-terrain vehicle is more stable in structure.

Description

All-terrain vehicle

Technical Field

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

Background

In all-terrain vehicles, the suspension system typically employs an upper and lower longitudinal beam configuration, and includes upper and lower control arms connected to both the upper and lower longitudinal beams, in view of off-road performance and trafficability. There is typically a front vertical member at the front of the upper and lower side rails for added structural stability to the frame. In addition, due to the particularity of the driving environment of the all-terrain vehicle, in the arrangement of the suspension system of the all-terrain vehicle, the factors of structural strength, structural stability, spatial layout and the like need to be fully considered, so that the all-terrain vehicle can take both the stability and the spatial layout rationality into consideration.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, the all-terrain vehicle provided by the embodiment of the utility model has the advantages of good structural stability and reasonable spatial layout.

An all-terrain vehicle according to an embodiment of the utility model comprises: the frame comprises an upper longitudinal beam and a lower longitudinal beam positioned below the upper longitudinal beam, and the upper longitudinal beam and the lower longitudinal beam extend along the front-back direction; the left upper control arm is connected with the upper longitudinal beam and extends leftwards, one end of the right upper control arm is connected with the upper longitudinal beam and extends rightwards, one end of the left lower control arm is connected with the lower longitudinal beam and extends leftwards, and one end of the right lower control arm is connected with the lower longitudinal beam and extends rightwards; the middle part of the stabilizer bar is positioned between the upper longitudinal beam and the lower longitudinal beam in the up-down direction and is connected with the lower longitudinal beam, the first end of the stabilizer bar is positioned between the upper left control arm and the lower left control arm in the up-down direction and is connected with the lower left control arm, and the second end of the stabilizer bar is positioned between the upper right control arm and the lower right control arm in the up-down direction and is connected with the lower right control arm.

The stabilizer bar of the all-terrain vehicle fully and reasonably utilizes the space between the upper longitudinal beam and the lower longitudinal beam, and the structure of the all-terrain vehicle is more stable and the structural strength is enhanced by connecting the lower longitudinal beam, the left lower control arm and the right lower control arm, so that the all-terrain vehicle can bear stronger external load.

Therefore, the all-terrain vehicle provided by the embodiment of the utility model has the advantages of stable structure and reasonable spatial layout.

In some embodiments, the stabilizer bar is U-shaped, each of the first and second ends being positioned forward of a middle portion of the stabilizer bar.

In some embodiments, the all-terrain vehicle includes a mount, a first connecting rod, and a second connecting rod, the stabilizer bar having a middle portion connected to the lower longitudinal beam through the mount, the first end connected to the lower left control arm through the first connecting rod, and the second end connected to the lower right control arm through the second connecting rod.

In some embodiments, the mount is mounted to an upper surface of the side sill and defines with the side sill a through hole for the stabilizer bar to pass through; the left lower control arm is connected with a first support, the lower end of a first connecting rod is connected with the first support, the upper end of the first connecting rod is connected with the first end, the right lower control arm is connected with a second support, the lower end of the second connecting rod is connected with the second support, and the upper end of the second connecting rod is connected with the second end.

In some embodiments, the side sills include left and right side sills disposed side-to-side, the one end of the left side lower control arm is connected to the left side sill, the one end of the right side lower control arm is connected to the right side sill, a middle portion of the stabilizer bar extends in a left-right direction and is connected to each of the left and right side sills, the all-terrain vehicle further includes a differential between the upper and u side sills and is connected to the driveshaft, the driveshaft extends in a front-rear direction, the stabilizer bar is located below the driveshaft and the middle portion is located behind the differential.

In some embodiments, the transmission shaft is located above a middle portion of the stabilizer bar, and a perpendicular bisector of a line connecting the middle portion of the stabilizer bar and the left side sill and a line connecting the middle portion of the stabilizer bar and the right side sill intersects the transmission shaft.

In some embodiments, a connection point of the middle portion of the stabilizer bar to the left side sill and a connection point of the middle portion of the stabilizer bar to the right side sill are both located rearward of a connection point of the propeller shaft to the differential.

In some embodiments, the all-terrain vehicle further comprises: a left steering knuckle, a right steering knuckle and a steering gear assembly, wherein the steering gear assembly comprises a steering gear, a left steering pull rod and a right steering pull rod, the left steering knuckle is connected with the steering gear through the left steering pull rod, the right steering knuckle is connected with the steering gear through the right steering pull rod, the stabilizing rod comprises a cross rod, a first longitudinal rod and a second longitudinal rod which are positioned in the middle, the cross rod extends along the left-right direction, the first longitudinal rod is connected with the left end of the transverse rod, the second longitudinal rod is connected with the right end of the transverse rod, the free end of the first longitudinal rod is connected with the left lower control arm through the first connecting rod, the free end of the second longitudinal rod is connected with the right lower control arm through the second connecting rod, and the first longitudinal rod is intersected with the projection of the left steering pull rod on the horizontal plane, and the second longitudinal rod is intersected with the projection of the right steering pull rod on the horizontal plane.

In some embodiments, the frame further comprises a front vertical beam, the upper end of the front vertical beam is connected with the upper longitudinal beam, and the lower end of the front vertical beam is connected with the lower longitudinal beam; the left upper control arm comprises a first front control sub-arm and a first rear control sub-arm, the right upper control arm comprises a second front control sub-arm and a second rear control sub-arm, a connection point of the first front control sub-arm and the upper longitudinal beam is positioned on the front side of a connection point of the first rear control sub-arm and the upper longitudinal beam, and a connection point of the second front control sub-arm and the upper longitudinal beam is positioned on the front side of a connection point of the second rear control sub-arm and the upper longitudinal beam; the left lower control arm comprises a third front control sub-arm and a third rear control sub-arm, the right lower control arm comprises a fourth front control sub-arm and a fourth rear control sub-arm, the third front control sub-arm is located at the connecting point of the lower longitudinal beam, the third rear control sub-arm is located at the front side of the connecting point of the lower longitudinal beam, the fourth front control sub-arm is located at the connecting point of the lower longitudinal beam, the fourth rear control sub-arm is located at the front side of the connecting point of the lower longitudinal beam, the first end is connected with the third rear control sub-arm, and the second end is connected with the fourth rear control sub-arm.

In some embodiments, a connection point of the first front control sub-arm and the upper longitudinal beam and a connection point of the second front control sub-arm and the upper longitudinal beam are located on a front side of a connection point of the front vertical beam and the upper longitudinal beam in the front-rear direction, and a connection point of the first rear control sub-arm and the upper longitudinal beam and a connection point of the second rear control sub-arm and the upper longitudinal beam are located on a rear side of a connection point of the front vertical beam and the upper longitudinal beam in the front-rear direction; the connecting point of the third front control sub-arm and the lower longitudinal beam and the connecting point of the fourth front control sub-arm and the lower longitudinal beam are positioned on the front side of the connecting point of the front vertical beam and the lower longitudinal beam in the front-rear direction, and the connecting point of the third rear control sub-arm and the lower longitudinal beam and the connecting point of the fourth rear control sub-arm and the lower longitudinal beam are positioned on the rear side of the connecting point of the front vertical beam and the lower longitudinal beam in the front-rear direction.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

FIG. 1 is a partial isometric schematic view of an all-terrain vehicle according to an embodiment of the utility model.

Fig. 2 is a front view of fig. 1.

Fig. 3 is a side view of fig. 1.

Fig. 4 is a partially enlarged view of fig. 1.

Fig. 5 is a partially enlarged view of fig. 1.

Reference numerals:

an all-terrain vehicle 100; a front vertical beam 210; a left front vertical beam 211; a right front vertical beam 212; an upper longitudinal beam 220; an upper left stringer 221; an upper right stringer 222; the side sills 230; the left side sill 231; a right lower longitudinal beam 232; a left knuckle 310; a right knuckle 320; a first front control sub-arm 411; a first rear control sub-arm 412; a second front control sub-arm 421; a second rear control sub-arm 422; a third front control sub-arm 431; a third rear control sub-arm 432; fourth front control sub-arm 441; a fourth rear control sub-arm 442; a first support bar 450; a second support bar 460; a first link frame 470; a slanted hypotenuse 471; a connection bit 472; a second link frame 480; a cross member 500; a connecting rod 600; a left shock absorber 710; a right shock absorber 720; a left headlamp 730; a right headlight 740; a differential 810; a drive shaft 820; a stabilizer bar 830; a mounting seat 831; a first connecting rod 832; a second connecting rod 833; a second stent 834; a cross-bar 835; a first longitudinal rod 836; a second longitudinal bar 837; a steering gear assembly 900; a left steering link 911; a right steering tie rod 912.

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 utility model and are not to be construed as limiting the utility model.

An all-terrain vehicle 100 according to an embodiment of the present invention is described below with respect to fig. 1-5.

Atv 100 includes a frame, left and

right steering knuckles

310 and 320, upper and lower control arms (fore-aft, left-right, and up-down directions are shown by arrows in fig. 1).

The frame comprises a front vertical beam 210, an upper longitudinal beam 220 and a lower longitudinal beam 230, the lower longitudinal beam 230 being located below the upper longitudinal beam 220, both the upper longitudinal beam 220 and the lower longitudinal beam 230 extending longitudinally, i.e. in a front-to-rear direction. The upper end of the front vertical beam 210 is connected to the upper longitudinal beam 220, and the lower end of the front vertical beam 210 is connected to the lower longitudinal beam 230.

Left knuckle 310 is located on the left side of the frame and right knuckle 320 is located on the right side of the frame. Left knuckle 310 and right knuckle 320 are each connected to the steering system of ATV 100 for steering assist. Where left steering knuckle 310 is connected to the left wheel of atv 100 and right steering knuckle 320 is connected to the right wheel of atv 100.

The upper control arm is positioned above the lower control arm. One end of the upper control arm is connected to the upper longitudinal beam 220. One end of the lower control arm is connected to the lower longitudinal beam 230.

The upper control arm comprises an upper left control arm and an upper right control arm, and the lower control arm comprises a lower left control arm and a lower right control arm. That is, one end of each of the upper left and right control arms is connected to the upper longitudinal beam 220. One end of each of the left and right lower control arms is connected to the side sill 230.

The other end of the upper left control arm and the other end of the lower left control arm are connected to a left knuckle 310. The other end of the upper right control arm and the other end of the lower right control arm are connected to a right knuckle 320.

Further, the upper left control arm comprises a first front control sub-arm 411 and a first rear control sub-arm 412. The upper right control arm comprises a second front control sub-arm 421 and a second rear control sub-arm 422. The lower left control arm includes a third front control sub-arm 431 and a third rear control sub-arm 432, and the lower right control arm includes a fourth front control sub-arm 441 and a fourth rear control sub-arm 442.

It will be appreciated that the first front control sub-arm 411 is located forward of the first rear control sub-arm 412 and the point of connection of the first rear control sub-arm 412 to the upper longitudinal beam 220 is located rearwardly of the point of connection of the first front control sub-arm 411 to the upper longitudinal beam 220. The second front control sub-arm 421 is located in front of the second rear control sub-arm 422, and a connection point of the second rear control sub-arm 422 and the upper longitudinal beam 220 is located on the rear side of the connection point of the second front control sub-arm 421 and the upper longitudinal beam 220. The third front control sub-arm 431 is located forward of the third rear control sub-arm 432, and the connection point of the third rear control sub-arm 432 with the side sill 230 is located rearward of the connection point of the third front control sub-arm 431 with the side sill 230. The fourth front control sub-arm 441 is located forward of the fourth rear control sub-arm 442, and the connection point of the fourth rear control sub-arm 442 with the side sill 230 is located rearward of the connection point of the fourth front control sub-arm 441 with the side sill 230.

In addition, the connection point of the first front control sub-arm 411 and the upper longitudinal beam 220 and the connection point of the second front control sub-arm 421 and the upper longitudinal beam 220 are both located on the front side of the connection point of the front vertical beam 210 and the upper longitudinal beam 220 (the upper end of the front vertical beam 210) in the front-rear direction. The connection point of the third front control sub-arm 431 and the side sill 230 and the connection point of the fourth front control sub-arm 441 and the side sill 230 are both located on the front side of the connection point of the front vertical beam 210 and the side sill 230 (the lower end of the front vertical beam 210) in the front-rear direction. While a space is formed between the front side of the front vertical beam 210, the upper longitudinal beam 220, and the lower longitudinal beam 230.

According to the all-terrain vehicle provided by the embodiment of the utility model, the width of the upper control arm and the lower control arm in the front-back direction is increased by arranging the connecting point of the first front control sub-arm and the upper longitudinal beam and the connecting point of the second front control sub-arm and the upper longitudinal beam at the front side of the connecting point of the front vertical beam and the upper longitudinal beam, and arranging the connecting point of the third front control sub-arm and the lower longitudinal beam and the connecting point of the fourth front control sub-arm and the lower longitudinal beam at the front side of the connecting point of the front vertical beam and the lower longitudinal beam, so that the structural stability of the all-terrain vehicle is increased. And a space is formed among the front side of the front vertical beam, the upper longitudinal beam and the lower longitudinal beam, and vehicle structural members such as a winch and a bumper can be arranged in the space, so that the all-terrain vehicle is compact in structure, the space is fully utilized, and the space utilization rate of the all-terrain vehicle is improved.

Therefore, the all-terrain vehicle provided by the embodiment of the utility model has the advantages of good structural stability and high space utilization rate.

In the particular embodiment shown in fig. 1-5, upper longitudinal beams 220 include left and right upper

longitudinal beams

221, 222 spaced apart in the left-right direction. The left upper side member 221 and the right upper side member 222 are aligned in both the up-down direction and the left-right direction. The side sills 230 include left and

right side sills

231, 232 disposed at an interval in the left-right direction. The left side sill 231 and the right side sill 232 are aligned in both the up-down direction and the left-right direction. Further, as shown in fig. 3, left upper longitudinal beam 221, right upper longitudinal beam 222, left lower longitudinal beam 231, and right lower longitudinal beam 232 are symmetrically disposed with respect to atv 100.

The front vertical beam 210 includes a left front vertical beam 211 and a right front vertical beam 212, the left front vertical beam 211 being connected to each of a left upper longitudinal beam 221 and a left lower longitudinal beam 231, and the right front vertical beam 212 being connected to each of a right upper longitudinal beam 222 and a right lower longitudinal beam 232. Specifically, the upper end of the left front vertical beam 211 is connected to the left upper longitudinal beam 221, the lower end of the left front vertical beam 211 is connected to the left lower longitudinal beam 231, the upper end of the right front vertical beam 212 is connected to the right upper longitudinal beam 222, and the lower end of the right front vertical beam 212 is connected to the right lower longitudinal beam 232. Further, left front vertical beam 211 and right front vertical beam 212 are aligned in the front-to-rear direction to make the structure of atv 100 more reasonable.

One end of the left upper control arm (the first front control sub-arm 411 and the first rear control sub-arm 412) is connected to the left upper longitudinal beam 221, and one end of the right upper control arm (the second front control sub-arm 421 and the second rear control sub-arm 422) is connected to the right upper longitudinal beam 222. One end of the left lower control arm (the third front control sub-arm 431 and the third rear control sub-arm 432) is connected to the left side sill 231, and one end of the right lower control arm (the fourth front control sub-arm 441 and the fourth rear control sub-arm 442) is connected to the right side sill 232. Further, the first front control sub-arm 411 and the second front control sub-arm 421 are symmetrically disposed with respect to the left upper longitudinal beam 221 and the right upper longitudinal beam 222, and the first rear control sub-arm 412 and the second rear control sub-arm 422 are symmetrically disposed with respect to the left upper longitudinal beam 221 and the right upper longitudinal beam 222. The third front control sub-arm 431 and the fourth front control sub-arm 441 are symmetrically disposed with respect to the left side sill 231 and the right side sill 232. The third rear control sub-arm 432 and the fourth rear control sub-arm 442 are symmetrically disposed with respect to the left side sill 231 and the right side sill 232 to make the structure of the all-terrain vehicle 100 more reasonable.

The connection point of the first rear control sub-arm 412 and the left upper longitudinal beam 221 is located rearward of the connection point of the left front vertical beam 211 and the left upper longitudinal beam 221 in the front-rear direction, the connection point of the second rear control sub-arm 422 and the right upper longitudinal beam 222 is located rearward of the connection point of the right front vertical beam 212 and the right upper longitudinal beam 222 in the front-rear direction, the connection point of the third rear control sub-arm 432 and the left lower longitudinal beam 231 is located rearward of the connection point of the left front vertical beam 211 and the left lower longitudinal beam 231 in the front-rear direction, and the connection point of the fourth rear control sub-arm 442 and the right lower longitudinal beam 232 is located rearward of the connection point of the right front vertical beam 212 and the right lower longitudinal beam 232 in the front-rear direction.

It is understood that the left and right front

vertical beams

211 and 212 are provided at intervals. Therefore, a space having a certain length in the left-right direction is formed between the front of the left and right front

vertical beams

211 and 212, the front of the left upper side member 221 and the left lower side member 231, and the right upper side member 222 and the right lower side member 232, and the volume of the space is larger, so that the space utilization rate can be further improved.

As shown in fig. 1-3, the left upper longitudinal beam 221 is connected with the right upper longitudinal beam 222 through a plurality of cross beams 500, and the left lower longitudinal beam 231 is connected with the right lower longitudinal beam 232 through a plurality of cross beams 500, so that the structural stability and bearing strength of the frame are improved. It will be appreciated that a plurality of connecting rods 600 may be provided between the upper and

lower side members

220 and 230 for connection and support purposes in order to improve the structural stability of the vehicle frame.

Further, as shown in fig. 1, a connection point of the first front control sub-arm 411 and the left upper longitudinal beam 221 is aligned with a connection point of the second front control sub-arm 421 and the right upper longitudinal beam 222 in the front-rear direction, a connection point of the third front control sub-arm 431 and the left lower longitudinal beam 231 is aligned with a connection point of the fourth front control sub-arm 441 and the right lower longitudinal beam 232 in the front-rear direction, a connection point of the first rear control sub-arm 412 and the left upper longitudinal beam 221 is aligned with a connection point of the second rear control sub-arm 422 and the right upper longitudinal beam 222 in the front-rear direction, and a connection point of the third rear control sub-arm 432 and the left lower longitudinal beam 231 is aligned with a connection point of the fourth rear control sub-arm 442 and the right lower longitudinal beam 232 in the front-rear direction, so that the structure of the all-terrain vehicle 100 is more reasonable.

Further, as shown in fig. 1 and 2, the length of the upper longitudinal beam 220 is smaller than the length of the lower longitudinal beam 230. The front end of the upper side member 220 (left upper side member 221 and right upper side member 222) is located on the front side of the front end of the side member 230 (left side member 231 and right side member 232), and the rear end of the upper side member 220 is located on the front side of the rear end of the side member 230.

As shown in fig. 2, the third front sub-control arm 431 is connected to the front end of the left side sill 231, the first front sub-control arm 411 is connected to the front end of the left upper side sill 221, the fourth front sub-control arm 441 is connected to the front end of the right side sill 232, and the second front sub-control arm 421 is connected to the front end of the right upper side sill 222. The connection point of the third front control sub-arm 431 to the left side sill 231 is located on the rear side of the connection point of the first front control sub-arm 411 to the left side sill 221. It can also be said that the connection point of fourth front control sub-arm 441 and right side sill 232 is located rearward of the connection point of second front control sub-arm 421 and right side sill 222 to improve the trafficability of atv 100.

The connection point of the first rear control sub-arm 412 and the left upper side member 221 is located forward of the connection point of the third rear control sub-arm 432 and the left lower side member 231. It can also be said that the connection point of the second rear control sub-arm 422 and the right upper longitudinal beam 222 is located in front of the connection point of the fourth rear control sub-arm 442 and the right lower longitudinal beam 232, which facilitates the installation of the components behind the frame (such as the steering gear assembly 900), and makes the structure of the all-terrain vehicle 100 more reasonable.

Further, as shown in fig. 3, a distance in the left-right direction between a connection point of the first front control sub-arm 411 and the left upper side member 221 and a connection point of the second front control sub-arm 421 and the right upper side member 222 is a, a distance in the left-right direction between a connection point of the third front control sub-arm 431 and the left lower side member 231 and a distance in the left-right direction between a connection point of the fourth front control sub-arm 441 and the right lower side member 232 is B, and a is greater than B. The vertical projection of the left upper side frame 221 is located on the left side of the vertical projection of the left side sill 231, and the vertical projection of the right upper side frame 222 is located on the right side of the vertical projection of the right side sill 232. The upper end of the left upper longitudinal beam 221 is located on the left side of the lower end thereof, and the upper end of the right upper longitudinal beam 222 is located on the right side of the lower end thereof. The left upper longitudinal beam 221 and the right upper longitudinal beam 222 are both obliquely arranged. The above arrangement all improves the structural stability and structural rationality of the all-terrain vehicle 100.

As shown in fig. 3, the left steering knuckle 310 is located at a lower position on the left side of the vehicle frame, the right steering knuckle 320 is located at a lower position on the right side of the vehicle frame, and the upper control arm and the lower control arm are both inclined downward from the connection point with the vehicle frame, i.e., the connection point of the upper control arm with the left steering knuckle 310 and the right steering knuckle 320 is located below the connection point with the vehicle frame, and the connection point of the lower control arm with the left steering knuckle 310 and the right steering knuckle 320 is also located below the connection point with the vehicle frame. Specifically, the upper left control arm and the lower left control arm each extend from a connection point with the frame downward to the left to connect with the left knuckle 310, and the upper right control arm and the lower right control arm each extend from a connection point with the frame downward to the right to connect with the right knuckle 320.

In the particular embodiment shown in fig. 1-3, atv 100 also includes left shock absorber 710 and right shock absorber 720. One end of each of left shock absorber 710 and right shock absorber 720 is connected to the frame. The other end of the left shock absorber 710 is connected to the upper left control arm. The left shock absorber 710 extends leftward and downward from the point of connection with the vehicle frame and is connected to the upper left control arm, i.e., the other end of the left shock absorber 710 is located leftward and downward of the one end. The other end of right shock absorber 720 is connected to the upper right control arm. The right shock absorber 720 extends downward to the right from the point of connection to the frame and is connected to the upper right control arm, i.e., the other end of the right shock absorber is located right below the one end.

As shown in FIG. 3, the connection point of left shock absorber 710 to the frame is located above and to the right of the connection point to the upper left control arm, and the connection point of right shock absorber 720 to the frame is located above and to the left of the connection point to the upper left control arm. Preferably, the left and

right shock absorbers

710 and 720 are symmetrically disposed. It can also be said that the upper end of left shock absorber 710 and the upper end of right shock absorber 720 are connected to the frame, the lower end of left shock absorber 710 is connected to the upper left control arm, and the lower end of right shock absorber 720 is connected to the upper right control arm.

Specifically, as shown in fig. 3, the vehicle frame includes a first support bar 450 connected to the left upper side member 221 and a second support bar 460 connected to the right upper side member 222, the first support bar 450 extending upward from the connection with the left upper side member 221, and the second support bar 460 extending upward from the connection with the right upper side member 222. The frame further includes a first connecting bracket 470 and a second connecting bracket 480. The first connecting frame 470 is connected to the upper end of the first supporting bar 450, and the second connecting frame 480 is connected to the upper end of the second supporting bar 460. The lower end of the left shock absorber 710 is connected to the first rear control sub-arm 412, and the lower end of the right shock absorber 720 is connected to the second rear control sub-arm 422. The left shock absorber 710 extends upward to the right from the junction with the first rear control sub-arm 412, and the upper end of the left shock absorber 710 is connected to the upper end of the first support bar 450 through the first connecting bracket 470, the right shock absorber 720 extends upward to the left from the junction with the second rear control sub-arm 422, and the upper end of the right shock absorber 720 is connected to the upper end of the second support bar 460 through the second connecting bracket 480.

Furthermore, the connection point of the left shock absorber 710 and the first rear control sub-arm 412 (the connection point of the lower end of the left shock absorber 710 and the first rear control sub-arm 412) is arranged at a position close to the left steering knuckle 310, the connection point of the right shock absorber 720 and the second rear control sub-arm 422 (the connection point of the lower end of the right shock absorber 720 and the second rear control sub-arm 422) is arranged at a position close to the right steering knuckle 320, that is, the lower end of the left shock absorber 710 is arranged leftward as much as possible, and the lower end of the right shock absorber 720 is arranged rightward as much as possible, so that the extension lengths of the left shock absorber 710 and the right shock absorber 720 are longer, and therefore, the movement strokes of the left shock absorber 710 and the right shock absorber 720 can be longer, the shock absorbing performance is better, and the comfort of the all-terrain vehicle 100 is improved.

It is understood that in other embodiments, left shock absorber 710 and right shock absorber 720 may have other connection means. And will not be described in detail herein.

As shown in fig. 3, the all-terrain vehicle 100 further comprises a left headlamp 730 and a right headlamp 740, the left headlamp 730 and the right headlamp 740 being symmetrically arranged. The connection point of left shock absorber 710 to the vehicle frame (the connection point of left shock absorber 710 to first link 470) is located behind left headlamp 730, and the connection point of right shock absorber 720 to the vehicle frame (the connection point of right shock absorber 720 to second link 480) is located behind right headlamp 740. Since the upper end of left shock absorber 710 is connected to first link 470 and the upper end of right shock absorber 720 is connected to second link 480, it can be said that the upper end of left shock absorber 710 is located behind left headlamp 730 and the upper end of right shock absorber 720 is located behind right headlamp 740.

Further, the upper end of left shock absorber 710 (the connection point of left shock absorber 710 and first link 470) is located above at least a part of the upper surface of left headlamp 730 in the vertical direction, and the upper end of right shock absorber 720 (the connection point of right shock absorber 720 and second link 480) is located above at least a part of the upper surface of right headlamp 740 in the vertical direction. This arrangement allows the lengths of the left and

right shock absorbers

710 and 720 to be increased to some extent. Therefore, the movement strokes of the left shock absorber 710 and the right shock absorber 720 can be longer, so that the shock absorbing performance is better, the comfort of the all-terrain vehicle 100 is improved, the internal space of the all-terrain vehicle 100 is reasonably utilized, and the spatial layout of the all-terrain vehicle 100 is more reasonable.

Further, as shown in fig. 3, the upper surface of the left headlight 730 and the upper surface of the right headlight 740 have a certain inclination angle. Specifically, the upper surfaces of the left headlight 730 and the right headlight 740 are inclined surfaces inclined inward and downward, and are symmetrical left and right. By "inwardly" herein is meant that the left and right sides of atv 100 are directed toward the middle of the atv. It can also be said that the upper surfaces of the left headlight 730 and the right headlight 740 are inclined planes which are inclined outwards and upwards, and are symmetrical left and right. Designing the upper surfaces of the left and

right headlamps

730, 740 to be sloped inwardly and downwardly improves the aesthetics of the all-terrain vehicle 100. Since the left shock absorber 710 and the right shock absorber 720 are both obliquely arranged, the upper end of the left shock absorber 710 is positioned obliquely above the upper surface of the left headlamp 730, and the upper end of the right shock absorber 720 is positioned obliquely above the upper surface of the right headlamp 740, so that the structure of the all-terrain vehicle 100 is more reasonable.

Further, as shown in fig. 3, each of the first connecting frame 470 and the second connecting frame 480 includes a slanted side 471 and at least two connecting locations 472 sequentially arranged along the slanted direction of the slanted side 471, wherein the relative heights of the connecting locations 472 on each slanted side 471 are different, and each of the left shock absorber 710 and the right shock absorber 720 is selectively connected to one of the at least two connecting locations 472 on its corresponding slanted side 471. In the embodiment shown in fig. 3, three connection sites 472 are provided on each inclined hypotenuse 471, and the left shock absorber 710 is connected to the centrally located connection site 472 on the inclined side 471 of the first connecting frame 470, and the right shock absorber 720 is connected to the centrally located connection site 472 on the inclined side 471 of the second connecting frame 480. The left shock absorber 710 and the right shock absorber 720 can be adjusted in length according to shock absorption requirements, for example, when the left shock absorber 710 is connected with the connection position 472 positioned at the lowest position, the shock absorption length is shortest, and when the left shock absorber is connected with the connection position 472 positioned at the highest position, the shock absorption length is longest.

Further, as shown in fig. 1, the inclined side 471 of the first connecting frame 470 is parallel to the upper surface of the left headlight 730, and the inclined side 471 of the second connecting frame 480 is parallel to the upper surface of the right headlight 740. The projection of left headlight 730 in the front-back direction at least partially coincides with the projection of left absorber 710 in the front-back direction, and the projection of right headlight 740 in the front-back direction at least partially coincides with the projection of right absorber 720 in the front-back direction. The connection point of the left shock absorber 710 and the first connection frame 470 is at the highest point of the left headlight 730, and the connection point of the right shock absorber 720 and the second connection frame 480 is lower than the highest point of the right headlight.

Atv 100 further includes a stabilizer bar 830, a middle portion of stabilizer bar 830 being positioned between upper longitudinal beam 220 and lower longitudinal beam 230 in the up-down direction and being connectable to lower longitudinal beam 230. In addition, a first end of the stabilizer bar 830 is positioned between and connected to the upper left control arm and the lower left control arm in the up-down direction, and a second end of the stabilizer bar 830 is positioned between and connected to the upper right control arm and the lower right control arm in the up-down direction.

As shown in fig. 1, the stabilizer bar 830 has a U-shape, and a middle portion of the stabilizer bar 830 extends in the left-right direction and is connected to each of the left and

right side sills

231 and 232. Each of the first end of the stabilizer bar 830 and the second end of the stabilizer bar 830 is positioned in front of the middle portion of the stabilizer bar 830. A first end of the stabilizer bar 830 is connected to the third rear control sub-arm 432, and a second end of the stabilizer bar 830 is connected to the fourth rear control sub-arm 442.

Specifically, as shown in fig. 1-5, atv 100 further includes a mount 831, a first connecting rod 832, and a second connecting rod 833. The mounting seats 831 include two, and the middle portion of the stabilizer bar 830 is connected to each of the left and

right side sills

231 and 232 through the two mounting seats 831, respectively. As an example, as shown in fig. 4, a mount 831 is mounted on an upper surface of the right side sill 232 and defines with the right side sill 232 a through hole for passing the stabilizer bar 830 therethrough, and the stabilizer bar 830 passes through the through hole, so that the stabilizer bar 830 and the right side sill 232 are fixed to each other. The stabilizer bar 830 and the left side sill 231 are in the same positional relationship, and will not be described herein.

A first end of the stabilizer bar 830 is connected to the third rear control sub-arm 432 through a first connection rod 832, and a second end of the stabilizer bar 830 is connected to the fourth rear control sub-arm 442 through a second connection rod 833. As an example, as shown in fig. 5, a second bracket 834 is connected to the fourth rear control sub-arm 442, a lower end of a second connection rod 833 is connected to the second bracket 834, and an upper end of the second connection rod 833 is connected to a second end of the stabilizer bar 830. Similarly, a first bracket (not shown) is connected to the third rear control sub-arm 432, a lower end of the first connection rod 832 is connected to the first bracket, and an upper end of the first connection rod 832 is connected to the first end of the stabilizer 830.

Thus, the stabilizer bar 830 of the atv 100 fully and reasonably utilizes the space between the upper longitudinal beam 220 and the lower longitudinal beam 230, and connects the lower longitudinal beam, the left lower control arm and the right lower control arm, so that the atv 100 has a more stable structure, an enhanced structural strength, and a stronger external load to the atv 100.

As shown in FIG. 1, ATV 100 also includes a differential 810, a driveshaft 820, and a steering gear assembly 900. A differential 810 is located between the upper longitudinal beam 220 and the lower longitudinal beam 230 and is connected to the drive shaft 820. Specifically, as shown in fig. 1, the propeller shaft 820 extends in the front-rear direction and is connected to the differential 810 from the rear. Stabilizer bar 830 has a middle portion located rearward of differential 810, and stabilizer bar 830 is located below propeller shaft 820. The steering gear assembly 900 is located behind the differential 810 and above the propeller shaft 820. The all-terrain vehicle 100 is compact in structure, reasonable in design and strong in structural stability.

Specifically, as shown in fig. 1, the stabilizer bar 830 includes a cross bar 835, a first longitudinal bar 836, and a second longitudinal bar 837, the cross bar 835 extends in the left-right direction, the first longitudinal bar 836 is connected to the left end of the cross bar 835, the second longitudinal bar 837 is connected to the right end of the cross bar 835, the free end of the first longitudinal bar 836 (i.e., the first end of the stabilizer bar 830) is connected to the third rear control sub-arm 432 through a first connecting bar 832, and the free end of the second longitudinal bar 837 (i.e., the second end of the stabilizer bar 830) is connected to the fourth rear control sub-arm 442 through a second connecting bar 833. The drive shaft 820 is located above the crossbar 835 (i.e., the middle portion of the stabilizer bar 830), and a perpendicular bisector of a line connecting a connection point of the crossbar 835 with the left side sill 231 and a connection point of the crossbar 835 with the right side sill 232 intersects with the drive shaft 820. Further, the connecting point of the cross bar 835 to the left side sill 231 and the connecting point of the cross bar 835 to the right side sill 232 are both located rearward of the connecting point of the propeller shaft 820 to the differential 810.

The steering gear assembly 900 includes a steering gear, a left steering link 911 and a right steering link 912, the left knuckle 310 being connected to the steering gear by the left steering link 911, and the right knuckle 320 being connected to the steering gear by the right steering link 912. The projection of the first vertical rod 836 on the horizontal plane intersects with the projection of the left steering pull rod 911 on the horizontal plane, and the projection of the second vertical rod 837 on the horizontal plane intersects with the projection of the right steering pull rod 912 on the horizontal plane.

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 utility model 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 utility model.

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:

the frame comprises an upper longitudinal beam and a lower longitudinal beam positioned below the upper longitudinal beam, and the upper longitudinal beam and the lower longitudinal beam extend along the front-back direction;

the left upper control arm is connected with the upper longitudinal beam and extends leftwards, one end of the right upper control arm is connected with the upper longitudinal beam and extends rightwards, one end of the left lower control arm is connected with the lower longitudinal beam and extends leftwards, and one end of the right lower control arm is connected with the lower longitudinal beam and extends rightwards;

the middle part of the stabilizer bar is positioned between the upper longitudinal beam and the lower longitudinal beam in the up-down direction and is connected with the lower longitudinal beam, the first end of the stabilizer bar is positioned between the upper left control arm and the lower left control arm in the up-down direction and is connected with the lower left control arm, and the second end of the stabilizer bar is positioned between the upper right control arm and the lower right control arm in the up-down direction and is connected with the lower right control arm.

2. The all-terrain vehicle of claim 1, characterized in that the stabilizer bar is U-shaped, and each of the first and second ends is positioned forward of a middle portion of the stabilizer bar.

3. The all-terrain vehicle of claim 1, characterized by comprising a mount, a first connecting rod, and a second connecting rod, wherein a middle portion of the stabilizer bar is connected to the lower longitudinal beam via the mount, the first end is connected to the lower left control arm via the first connecting rod, and the second end is connected to the lower right control arm via the second connecting rod.

4. The all-terrain vehicle of claim 3, characterized in that the mount is mounted to an upper surface of the side sill and defines with the side sill a through hole for the stabilizer bar to pass through;

the left lower control arm is connected with a first support, the lower end of a first connecting rod is connected with the first support, the upper end of the first connecting rod is connected with the first end, the right lower control arm is connected with a second support, the lower end of the second connecting rod is connected with the second support, and the upper end of the second connecting rod is connected with the second end.

5. The all-terrain vehicle of claim 1, characterized in that the side sills comprise left and right side sills disposed side-to-side, the one end of the left lower control arm being connected to the left side sill, the one end of the right lower control arm being connected to the right side sill, a middle portion of the stabilizer bar extending in a left-to-right direction and being connected to each of the left and right side sills,

the all-terrain vehicle further comprises a differential and a transmission shaft, the differential is located between the upper longitudinal beam and the u-shaped lower longitudinal beam and connected with the transmission shaft, the transmission shaft extends along the front-back direction, the stabilizer bar is located below the transmission shaft, and the middle portion of the stabilizer bar is located behind the differential.

6. The all-terrain vehicle of claim 5, characterized in that the drive shaft is located above a middle portion of the stabilizer bar, and a perpendicular bisector of a line between a connection point of the middle portion of the stabilizer bar to the left side sill and a connection point of the middle portion of the stabilizer bar to the right side sill intersects the drive shaft.

7. The all-terrain vehicle of claim 5, characterized in that the connection point of the middle portion of the stabilizer bar to the left side sill and the connection point of the middle portion of the stabilizer bar to the right side sill are both rearward of the connection point of the driveshaft to the differential.

8. The all-terrain vehicle of claim 3, characterized by comprising a left knuckle, a right knuckle, and a steering gear assembly, wherein the steering gear assembly comprises a steering gear, a left tie rod, and a right tie rod, the left knuckle being connected to the steering gear via the left tie rod, the right knuckle being connected to the steering gear via the right tie rod,

the stabilizer bar is including the horizontal pole, first vertical pole and the second vertical pole that are located the middle part, the horizontal pole extends along left right direction, first vertical pole with the left end of horizontal pole links to each other, the second vertical pole with the right-hand member of horizontal pole links to each other, the free end of first vertical pole passes through the first connecting rod with the control arm links to each other under the left side, the free end of second vertical pole passes through the second connecting rod with the control arm links to each other under the right side, just first vertical pole with the projection of left side tie rod on the horizontal plane is crossing, the second vertical pole with the projection of right side tie rod on the horizontal plane is crossing.

9. The all-terrain vehicle of claim 1, characterized in that the frame further comprises a front vertical beam, an upper end of which is connected to the upper longitudinal beam and a lower end of which is connected to the lower longitudinal beam;

the left upper control arm comprises a first front control sub-arm and a first rear control sub-arm, the right upper control arm comprises a second front control sub-arm and a second rear control sub-arm, a connection point of the first front control sub-arm and the upper longitudinal beam is positioned on the front side of a connection point of the first rear control sub-arm and the upper longitudinal beam, and a connection point of the second front control sub-arm and the upper longitudinal beam is positioned on the front side of a connection point of the second rear control sub-arm and the upper longitudinal beam;

the left lower control arm comprises a third front control sub-arm and a third rear control sub-arm, the right lower control arm comprises a fourth front control sub-arm and a fourth rear control sub-arm, the third front control sub-arm is located at the connecting point of the lower longitudinal beam, the third rear control sub-arm is located at the front side of the connecting point of the lower longitudinal beam, the fourth front control sub-arm is located at the connecting point of the lower longitudinal beam, the fourth rear control sub-arm is located at the front side of the connecting point of the lower longitudinal beam, the first end is connected with the third rear control sub-arm, and the second end is connected with the fourth rear control sub-arm.

10. The all-terrain vehicle of claim 9,

the connecting point of the first front control sub-arm and the upper longitudinal beam and the connecting point of the second front control sub-arm and the upper longitudinal beam are positioned on the front side of the connecting point of the front vertical beam and the upper longitudinal beam in the front-back direction, and the connecting point of the first rear control sub-arm and the upper longitudinal beam and the connecting point of the second rear control sub-arm and the upper longitudinal beam are positioned on the rear side of the connecting point of the front vertical beam and the upper longitudinal beam in the front-back direction;

the connecting point of the third front control sub-arm and the lower longitudinal beam and the connecting point of the fourth front control sub-arm and the lower longitudinal beam are positioned on the front side of the connecting point of the front vertical beam and the lower longitudinal beam in the front-rear direction, and the connecting point of the third rear control sub-arm and the lower longitudinal beam and the connecting point of the fourth rear control sub-arm and the lower longitudinal beam are positioned on the rear side of the connecting point of the front vertical beam and the lower longitudinal beam in the front-rear direction.