CN217074648U

CN217074648U - All-terrain vehicle

Info

Publication number: CN217074648U
Application number: CN202220233008.2U
Authority: CN
Inventors: 刘宛如; 李长江; 董涛涛; 林志鹏; 罗龙平; 芮世仙
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2022-01-25
Filing date: 2022-01-25
Publication date: 2022-07-29
Anticipated expiration: 2032-01-25

Abstract

The utility model discloses an all-terrain vehicle, include: a frame; the all-terrain vehicle further comprises a first suspension frame; the first suspension frame includes: the adapter part is arranged on the frame and comprises a first adapter plate and a second adapter plate, and is used for transmitting the weight or the pressure of the engine to the frame; the connecting piece comprises a first connecting plate and a second connecting plate, and the engine is connected with the switching part through the connecting piece; the supporting beam is arranged between the first connecting plate and the second connecting plate and used for connecting the first connecting plate and the second connecting plate; the first connecting plate is connected with the first adapter plate and the second adapter plate; the second connecting plate is connected with the second adapter plate. The utility model has the advantages that: not only make the engine obtain better fixed effect, still reduced first suspension manufacturing cost, improved the shock attenuation effect, avoid all terrain vehicle to lead to whole car vibration because of the engine swing.

Description

All-terrain vehicle

Technical Field

The utility model relates to a vehicle field especially indicates an all-terrain vehicle.

Background

In the prior art, the all-terrain vehicle refers to a vehicle capable of safely driving on various terrains, and can freely walk on terrains on which ordinary vehicles are difficult to drive, but due to structural limitation of the all-terrain vehicle, an engine of the all-terrain vehicle is usually arranged behind the all-terrain vehicle, and the all-terrain vehicle needs to eliminate the influence of vibration of the engine during operation on the whole vehicle. Therefore, if the all-terrain vehicle does not have a corresponding engine damping structure, the vibration performance of the whole vehicle is poor.

SUMMERY OF THE UTILITY MODEL

Do not have corresponding engine shock-absorbing structure's problem in order to solve the all terrain vehicle, the utility model provides an all terrain vehicle, include: a frame; a body cover disposed at least partially over the frame; the walking assembly comprises a first walking wheel and a second walking wheel; the suspension assembly comprises a front suspension and a rear suspension, the first travelling wheel is connected to the frame through the front suspension, and the second travelling wheel is connected to the frame through the rear suspension; the power system comprises an engine and is used for driving the walking assembly; the speed change assembly is arranged between the power system and the walking assembly and is used for transmitting the power of the power system to the walking assembly; the all-terrain vehicle further comprises a first suspension frame; the first suspension frame includes: the adapter part is arranged on the frame and comprises a first adapter plate and a second adapter plate, and is used for transmitting the weight or the pressure of the engine to the frame; the connecting piece comprises a first connecting plate and a second connecting plate, and the engine is connected with the switching part through the connecting piece; the supporting beam is arranged between the first connecting plate and the second connecting plate and used for connecting the first connecting plate and the second connecting plate; the first connecting plate is connected with the first adapter plate and the second adapter plate; the second connecting plate is connected with the second adapter plate.

Furthermore, a first buffer is arranged on the first transfer plate, and one end of the first connecting plate is connected with the first transfer plate through the first buffer.

Further, a second buffer and a third buffer are arranged on the second adapter plate; the other end of the first connecting plate is connected with a second adapter plate through a third buffer; one end of the second connecting plate is connected with the second adapter plate through the second buffer.

Further, the all-terrain vehicle also comprises a towing bracket; the trailer bracket comprises a first clamping plate and a second clamping plate, and the first clamping plate and the second clamping plate are both connected with the frame.

Further, first splint and second splint all are provided with first mounting point, and the frame is provided with joint portion, and first splint and second splint all connect the frame through first mounting point and joint portion.

Further, first splint and second splint all are provided with the second mounting point, and the frame is provided with the switching frame, and first splint and second splint all connect the frame through second mounting point and switching frame.

Further, the trailing bracket comprises a power supply seat frame and a power supply socket; the power supply seat frame is arranged between the first clamping plate and the second clamping plate and is connected with the first clamping plate and the second clamping plate; the power socket is arranged on the power seat frame.

Further, the all-terrain vehicle further comprises a goods shelf which is arranged at the front part and/or the rear part of the frame; the goods shelf comprises a goods shelf main body, a reinforcing part and a combined plate, wherein the goods shelf main body is connected with the reinforcing part, and the combined plate is connected with the goods shelf main body or the reinforcing part; the assemblable plate is provided with a mounting part to which an external device or apparatus is mounted.

Furthermore, the goods shelf is provided with handrails which are positioned at the front side of the goods shelf; the handrail comprises a mounting part and a bending part; the mounting part is arranged on the goods shelf; the axis of the bending part and the axis of the mounting part form a first included angle.

Further, the all-terrain vehicle further comprises a second suspension frame, wherein the second suspension frame comprises a first fixing piece, a second fixing piece and an adapter piece; the first fixing piece is connected with the frame, and the adapter piece is connected with the first fixing piece and the second fixing piece; the second fixing piece is connected with the engine and used for fixing the engine.

Compared with the prior art, the utility model provides an all terrain vehicle can not only make the engine obtain better fixed effect through set up first suspension on the frame, still reduced first suspension manufacturing cost, also can expand more spaces for the automobile body is inside, promote the engine and hang the rigidity, the shock attenuation effect has been improved, avoid all terrain vehicle to lead to whole car vibration because the engine swing, avoid the engine at the rapid acceleration, self amplitude of oscillation is great under the rapid deceleration condition, thereby avoid the engine to produce with other parts and interfere.

Drawings

Fig. 1 is a schematic structural view of an all-terrain vehicle according to the present invention.

Fig. 2 is a schematic side view of the all-terrain vehicle of the present invention.

Fig. 3 is a schematic structural view of the powertrain and transmission assembly of the present invention.

Fig. 4 is a schematic structural view of the frame of the present invention.

Fig. 5 is a schematic structural view of the frame and the trailer bracket of the present invention.

Fig. 6 is an exploded view of the trailing bracket according to the present invention.

Fig. 7 is a schematic structural diagram of the frame and the shelf of the present invention.

Fig. 8 is a schematic structural view of the shelf and the assembly plate of the present invention.

Fig. 9 is a schematic structural view of the shelf of the present invention.

Fig. 10 is a schematic structural view of the shelf and the armrest of the present invention.

Fig. 11 is a schematic view of an installation configuration of the powertrain and transmission assembly of the present invention.

Fig. 12 is a schematic structural view of a first suspension according to the present invention.

Fig. 13 is a schematic structural view of the damper of the present invention.

Fig. 14 is a schematic structural view of a second suspension according to the present invention.

Fig. 15 is a partially enlarged view of a portion B in fig. 14 according to the present invention.

Detailed Description

In order to make the technical solution of the present invention better understood by those skilled in the art, the technical solution of the present invention in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

As shown in fig. 1 and 2, atv 100 includes a frame 12, a fuel system 13, a steering assembly 16, an electrical system 17, an exhaust system 18, a steering assembly 22, a body cover 23, a mounting bracket assembly 24, an air intake system 25, a walking assembly 26, a suspension assembly 27, and a saddle assembly 28. The frame 12 is configured to support the steering assembly 16, the exhaust system 18, and the body cover 23, and the mounting bracket assembly 24 is mounted to the frame 12. Steering assembly 16 controls the left and right rotation of traveling assembly 26, exhaust system 18 is configured to exhaust gases generated during operation of atv 100 to the external environment, steering assembly 22 is disposed on frame 12, and steering assembly 22 is coupled to body cover 23, and suspension assembly 27 is configured to couple traveling assembly 26 to frame 12. For clearly explaining the technical solution of the present invention, a front side, a rear side, a left side, a right side, an upper side, and a lower side as shown in fig. 1 are also defined.

As shown in FIG. 2, the travel assembly 26 includes a first road wheel 261 and a second road wheel 262, the first road wheel 261 and/or the second road wheel 262 both being the drive wheels of the ATV 100, and the first road wheel 261 being coupled to the steering assembly 16 for rotation. The suspension assembly 27 includes a front suspension 271 and a rear suspension 272 (see fig. 1), the first road wheel 261 being connected to the frame 12 by the front suspension 271, and the second road wheel 262 being connected to the frame 12 by the rear suspension 272.

As shown in fig. 3, atv 100 further includes a power system 11 and a transmission assembly 14, with power system 11 being disposed on frame 12 for providing power to atv 100. Power system 11 includes an engine 111, engine 111 coupled to a transmission assembly 14, transmission assembly 14 capable of varying the propulsion power and travel speed of ATV 100. The engine 111 includes at least one cylinder 1111 and a head 1112 located at one end of the cylinder 1111, with a combustion chamber and piston assembly located within the cylinder 1111, the combustion chamber being connected to the intake system 25. The engine 111 is provided on the frame 12. In the present embodiment, the Transmission assembly 14 is a CVT Transmission, and it is understood that the Transmission assembly 14 may be other transmissions such as an AT automatic Transmission (automatic Transmission), a DCT Dual Clutch Transmission (Dual Clutch Transmission), and the like.

As shown in fig. 4, the frame 12 is a metal frame, and includes a frame main body 121 and a front support bracket 122, the frame main body 121 includes a first main beam 1211, a second main beam 1212, a third main beam 1213, a fourth main beam 1214, a fifth main beam 1215, a sixth main beam 1216, a seventh main beam 1217, an eighth main beam 1218, and a ninth main beam 1219, the frame main body 121 can be made by welding, the front support bracket 122 is disposed at the front side of the frame main body 121 in the front-rear direction, and the front support bracket 122 serves as an extension of the frame 12, so that the length of the entire frame 12 can be extended, and the frame 12 can be assembled with more devices.

As shown in fig. 5 and 6, the mounting bracket assembly 24 also includes a hitch bracket 243. The hitch bracket 243 is disposed at the rear of the atv 100 between the third main beam 1213 and the fourth main beam 1214. Hitch bracket 243 is used to provide a mounting location for hitch assembly 200, and hitch assembly 200 is a device on atv 100 that enables the hitch function. The hitch bracket 243 includes a first clamping plate 2431 and a second clamping plate 2432. Atv 100 has a plane of symmetry 303 perpendicular to the left-right direction of atv 100, and atv 100 is substantially symmetrically disposed about plane of symmetry 303. First clamping plate 2431 and second clamping plate 2432 are substantially symmetrically disposed with respect to plane of symmetry 303. First clamp 2431 is connected to third main beam 1213, first clamp 2431 is connected to fifth main beam 1215, second clamp 2432 is connected to fourth main beam 1214, and second clamp 2432 is connected to fifth main beam 1215. First clamping plate 2433, second clamping plate 2434, and third clamping plate 2435 are each positioned on first clamping plate 2431 and second clamping plate 2432, first mounting point 2433 on first clamping plate 2431 and first mounting point 2433 on second clamping plate 2432 are symmetrically positioned about plane of symmetry 303, second mounting point 2434 on first clamping plate 2431 and second mounting point 2434 on second clamping plate 2432 are symmetrically positioned about plane of symmetry 303, and third mounting point 2435 on first clamping plate 2431 and third mounting point 2435 on second clamping plate 2432 are symmetrically positioned about plane of symmetry 303.

In the present embodiment, first clamping plate 2431 and second clamping plate 2432 are each provided with first mounting point 2433, second mounting point 2434 and third mounting point 2435. Wherein the first mounting point 2433, the second mounting point 2434 and the third mounting point 2435 may be provided as one group, and the number of the one group is at least one. The first clamping plate 2431 is connected to the third main beam 1213 by a first set of first mounting points 2433. Specifically, a first clamping portion 1213a is arranged on the third main beam 1213, the first group of first mounting points 2433 at least partially pass through the first clamping portion 1213a, and the first clamping portion 1213a is clamped with the first group of first mounting points 2433. In addition, the connection of the first snap connection 1213a to the first set of first mounting points 2433 can be further fixed by bolting through the first set of first mounting points 2433. A second clamping plate 2432 is connected to the fourth main beam 1214 by a second set of first mounting points 2433. Specifically, the fourth main beam 1214 has a second clamping portion 1214a, the second set of first mounting points 2433 at least partially passes through the second clamping portion 1214a, and the second clamping portion 1214a is clamped with the second set of first mounting points 2433. In addition, the connection of the second snap-in portion 1214a and the second group first mounting point 2433 can be further fixed by passing a bolt through the second group first mounting point 2433. Fasteners are arranged between the first clamping portion 1213a and the first group of first mounting points 2433 and between the second clamping portion 1214a and the second group of first mounting points 2433, the fasteners can enable the connection between the first clamping portion 1213a and the first group of first mounting points 2433 and/or between the second clamping portion 1214a and the second group of first mounting points 2433 to be firmer and more reliable, the fasteners can bear mechanical acting force between the frame 12 and the towing bracket 243, and friction loss is reduced. As one implementation, the fastening member may be a bushing made of a rubber material, which can effectively reduce the abrasion between the towing bracket 243 and the frame 12, thereby improving the durability of the towing bracket 243. First clamping plate 2431 and second clamping plate 2432 are each connected to fifth main beam 1215 through a set of second mounting points 2434. Specifically, the fifth main beam 1215 is provided with an adapter rack 1215a, and two sets of second mounting points 2434 are respectively connected to two sides of the adapter rack 1215a through bolts. The adapter 1215a and the fifth main beam 1215 are integrally formed, and the adapter 1215a may be fixed to the fifth main beam 1215 by welding, or other methods. An accommodating cavity is formed between the first clamping plate 2431 and the second clamping plate 2432, the towing assembly 200 is at least partially arranged in the accommodating cavity, and the two sets of third mounting points 2435 are respectively clamped with two sides of the towing assembly 200, so that the first clamping plate 2431 is at least partially attached to the towing assembly 200, and the second clamping plate 2432 is at least partially attached to the towing assembly 200. The different of user's demand and use scene can be considered in the support 243 that pulls in this embodiment, carries out detachable construction's setting, has improved the convenience of assembly to can reduce unnecessary assembly cost, and the relation of connection of support 243 and frame 12 has been optimized in the design of a plurality of mounting points, makes frame 12 and support 243 that pulls be connected more reliably firm, can also effectively improve the durability of support 243 that pulls.

As shown in fig. 6, the trailing carriage 243 further includes a power mount 2436 and a power outlet, as one implementation. A power mount 2436 is disposed between the first clamping plate 2431 and the second clamping plate 2432, and a power receptacle is disposed on the power mount 2436, the power receptacle for providing an output interface for trailer power. Specifically, one end of the power mount 2436 is disposed on the first clamping plate 2431, and the other end of the power mount 2436 is disposed on the second clamping plate 2432. Both ends of the power mount 2436 are provided with fourth mounting points 2436 a. The fourth mounting point 2436a substantially coincides with the first mounting point 2433, which facilitates the electrical power base 2436 to be fixed to the first clamping portion 1213a via the fourth mounting point 2436a, thereby fixedly connecting the electrical power base 2436 to the third main beam 1213; the power mount 2436 is conveniently fixed to the second snap-in portion 1214a by the fourth mounting point 2436a, so that the power mount 2436 and the fourth main beam 1214 are fixedly connected. With the above arrangement, the power supply seat bracket 2436 can be fixed on the frame 12, and the power supply seat bracket 2436 can be fixed between the first clamping plate 2431 and the second clamping plate 2432, so that the length of the power supply line can be shortened, and the connection of a power plug of a trailer can be facilitated. In addition, through the above arrangement, the installation and the disassembly of the power supply seat frame 2436 and the power supply socket can be facilitated, so that the power supply seat frame 2436 and the power supply socket can be installed and disassembled according to actual requirements, and the practicability and the diversity of the all-terrain vehicle 100 are improved.

In this embodiment, the fourth mounting point 2436a, the first mounting point 2433 and the first clamping portion 1213a are fixedly connected by bolts, and the fourth mounting point 2436a, the first mounting point 2433 and the second clamping portion 1214a are fixedly connected by bolts, so that the power base frame 2436 can be fixed on the frame 12, and the power base frame 2436 can be fixed between the first clamping plate 2431 and the second clamping plate 2432, thereby shortening the length of the power cord and facilitating the connection of the trailer power plug. In addition, through the above arrangement, the installation and the disassembly of the power supply seat frame 2436 and the power supply socket can be facilitated, so that the power supply seat frame 2436 and the power supply socket can be installed and disassembled according to actual requirements, and the practicability and the diversity of the all-terrain vehicle 100 are improved.

In this embodiment, the power socket may be disposed on the power socket 2436 by a bolt, which is convenient for the connection stability between the power socket and the power socket 2436, and prevents the power socket from being displaced when the all-terrain vehicle 100 travels, thereby ensuring the safety of the all-terrain vehicle 100 during traveling and improving the service life of the all-terrain vehicle 100.

As shown in fig. 7, mounting frame assembly 24 also includes a shelf 244. Shelf 244 can be mounted to frame 12, shelf 244 serves as an extended component of ATV 100, and shelf 244 is used to provide ATV 100 with a location for external devices or equipment so that ATV 100 can carry more external devices or equipment. As shown in fig. 8 and 9, the shelf 244 includes a shelf main body 2441, a reinforcing portion 2442 and a combination plate 2443, the reinforcing portion 2442 is used for improving the structural strength of the shelf 244, the reinforcing portion 2442 is disposed in a plane defined by the shelf main body 2441, the reinforcing portion 2442 is connected to the shelf main body 2441, and the combination plate 2443 can be connected to at least one of the shelf main body 2441 or the reinforcing portion 2442. The combining plate 2443 is provided with a mounting part 2443a for mounting an external device or apparatus, and the mounting part 2443a may be provided in the form of a hole, a groove, or the like, to facilitate mounting or connection of the external device. It can be understood that a plurality of combination plates 2443 can be installed on the shelf main body 2441, the installation number of the combination plates 2443 can be selected according to the requirements of users, unnecessary waste can be reduced by the arrangement, the installation cost of the shelf 244 can be shortened, and the experience of the users is greatly improved. Additionally, shelf 244 may be provided at the front and/or rear of ATV 100, shelf 244 being a front shelf when shelf 244 is mounted at the front of ATV 100, shelf 244 being a rear shelf when shelf 244 is mounted at the rear of ATV 100, and a rear armrest may also be mounted on the rear shelf. As an implementation mode, the shelf main body 2441 can be integrally formed in a bending mode, the reinforcing portion 2442 can be connected with the shelf main body 2441 in a welding mode, and the combined plate 2443 can also be fixed on the shelf main body 2441 and/or the reinforcing portion 2442 in a welding mode.

As shown in fig. 10, the shelf 244 located at the rear side of the frame 12 is a first shelf 2444 as one implementation. The first shelf 2444 is provided with an armrest 2445, and the armrest 2445 is provided at the front side of the first shelf 2444. The armrest 2445 is used to provide a grip for the hand of the rider, and the rider can hold the armrest 2445 while the atv 100 is driving, so that the rider can stabilize the body while the atv 100 is driving, and the safety of the atv 100 is improved. Specifically, the first shelf 2444 is provided with a plurality of first mounting holes 2446 and a plurality of second mounting holes 2447. The armrest 2445 is provided with a plurality of third mounting holes 2445a and a plurality of fourth mounting holes 2445 b. The first and third mounting

holes

2446 and 2445a are the same in number, and the first shelf 2444 and one side of the armrest 2445 are connected by the first and third mounting

holes

2446 and 2445 a. The second and fourth mounting

holes

2447 and 2445b are formed in the same number, and the first shelf 2444 and the other side of the armrest 2445 are coupled by the second and fourth mounting

holes

2447 and 2445 b. Through the arrangement, the first shelf 2444 and the armrest 2445 can be fixedly connected, so that the armrest 2445 can be stably arranged on the first shelf 2444, a rider can stabilize the body of the all-terrain vehicle 100 during driving, and the safety of the all-terrain vehicle 100 is improved. In this embodiment, the armrest 2445 includes a mounting portion 2445c and a bent portion 2445d, and the mounting portion 2445c is provided with a plurality of third mounting holes 2445a and a plurality of fourth mounting holes 2445 b. The mounting portion 2445c is substantially cylindrical and the bent portion 2445d is substantially cylindrical. The axis of the bent portion 2445d and the axis of the mounting portion 2445c form a first angle. Wherein, first contained angle can be adjusted according to actual demand to satisfy the demand of gripping of person's hand.

As shown in fig. 11 and 12, the mounting bracket assembly 24 further includes a first suspension 247. The first suspension rack 247 is used for fixing the engine 111, the first suspension rack 247 is arranged between the sixth main beam 1216 and the seventh main beam 1217, the first suspension rack 247 comprises an adapter 2471, a connecting member 2472 and a supporting beam 2473, the adapter 2471 is used for transmitting the gravity or pressure of the engine 111 to the frame 12, the adapter 2471 is mounted on the frame main body 121, the supporting beam 2473 is mounted on the connecting member 2472, and one side of the engine 111 is connected with the adapter 2471 through the connecting member 2472.

As shown in fig. 12, the adapter 2471 includes a first adapter plate 2471a and a second adapter plate 2471b, the connector 2472 includes a first connector plate 2472a and a second connector plate 2472b, and the support beam 2473 includes a first support beam 2473a and a second support beam 2473 b. A first transfer plate 2471a is disposed adjacent to the first traveling wheel 261, the first transfer plate 2471a is installed between the sixth and seventh

main beams

1216, 1217, and one side of the first transfer plate 2471a is connected to the sixth main beam 1216 and the other side of the first transfer plate 2471a is connected to the seventh main beam 1217. A second adaptor plate 2471b is disposed adjacent to the second road wheel 262, the second adaptor plate 2471b is also mounted between the sixth and seventh

main beams

1216, 1217, and one side of the second adaptor plate 2471b is connected to the sixth main beam 1216 and the other side of the second adaptor plate 2471b is connected to the seventh main beam 1217. The first support beam 2473a is disposed between the first connection plate 2472a and the second connection plate 2472b, one end of the first support beam 2473a is connected to the first connection plate 2472a, and the other end of the first support beam 2473a is connected to the second connection plate 2472 b. One end of the second support beam 2473b is connected to the first connection plate 2472a, the second support beam 2473b is disposed between the first connection plate 2472a and the second connection plate 2472b, and the second support beam 2473b is located at the rear side of the first support beam 2473a, and the other end of the second support beam 2473b is connected to the second connection plate 2472b, the first support beam 2473a is parallel to the second support beam 2473b, and the support beam 2473 disposed between the first connection plate 2472a and the second connection plate 2472b can improve the structural stability of the first connection plate 2472a and the second connection plate 2472b, so that the first suspension bracket 247 can have higher support strength. The first connecting plate 2472a is provided with a plurality of mounting holes for connecting the engine 111 at an end away from the first support beam 2473a, the second connecting plate 2472b is provided with a plurality of mounting holes for connecting the engine 111 at an end away from the first support beam 2473a, the first connecting plate 2471a is connected with one side of the engine 111 through the first connecting plate 2472a and the second connecting plate 2472b, and the connection 2472 can reduce the transmission of vibration of the engine 111, so that the connection between the adapter 2471 and the engine 111 has higher rigidity. In addition, a first damper 2474 is provided at the first adaptor plate 2471a, a second damper 2475 and a third damper 2476 are provided at the second adaptor plate 2471b, the first damper 2474 is mounted on the first adaptor plate 2471a by bolts, and the first adaptor plate 2471a is connected to the first connector plate 2472a by the first damper 2474. A second damper 2475 and a third damper 2476 are mounted on the second adaptor plate 2471b at intervals, the second damper 2475 being connected to a side of the engine 111 remote from the connection member 2472, and the third damper 2476 being connected to a side of the engine 111 remote from the connection member 2472.

As shown in fig. 13, the first damper 2474 includes an upper connection plate 2474a, a lower connection plate 2474b, and a damping mass 2474c, the upper connection plate 2474a and the first connection plate 2472a are connected by bolts, the damping mass 2474c is disposed between the upper connection plate 2474a and the lower connection plate 2474b, an upper surface of the damping mass 2474c is bonded to the upper connection plate 2474a, and a lower surface of the damping mass 2474c is bonded to the lower connection plate 2474 b. The lower coupling plate 2474b is coupled to the first coupling plate 2471a by bolts. It is understood that, in the present invention, the structures of the first buffer 2474, the second buffer 2475 and the third buffer 2476 are the same, and the description of the second buffer 2475 and the third buffer 2476 is omitted. In addition, the damping block 2474c may be made of a rubber material, so as to better absorb a damping force and absorb shock for the engine 111.

The first, second, and

third bumpers

2474, 2475, and 2476 may absorb vibration or a portion of noise generated when the engine 111 operates, and the first, second, and

third bumpers

2474, 2475, and 2476 may also improve stability of the connection of the engine 111 to the first suspension 247. Atv 100 includes a first plane 304 perpendicular to the up-down direction of atv 100 and a second plane 305 perpendicular to the left-right direction of atv 100. As an implementation manner, the first buffer 2474 forms an inclination angle α with the first projection plane 304 on the installation plane of the first adaptor plate 2471a, the second buffer 2475 or the third buffer 2476 forms an inclination angle β with the first projection plane 304 on the installation plane of the second adaptor plate 2471b, the inclination angle α is greater than or equal to 15 ° and less than or equal to 45 °, and the inclination angle β is greater than or equal to 15 ° and less than or equal to 45 °. The mounting plane of the first damper 2474 forms a plane angle θ with the mounting plane of the second damper 2475, and the mounting plane of the first damper 2474 forms a plane angle θ with the mounting plane of the third damper 2476, i.e., the mounting plane of the second damper 2475 and the mounting plane of the third damper 2476 are substantially parallel. The plane angle theta is greater than or equal to 60 DEG and less than or equal to 90 deg. Within this range, the smaller the angle of the included plane angle θ, the more effective the stress condition of the first and second transfer plates 2471a and 2471b in the up and down direction of the all-terrain vehicle 100 can be optimized, so that the first and second transfer plates 2471a and 2471b can distribute the pressure from the engine 111 in other directions, thereby avoiding the occurrence of the condition that the stress of the first suspension rack 247 is too concentrated to cause the fracture of the first suspension rack 247. Specifically, when the plane angle θ is 60 °, the best load bearing effect is obtained for the first interposer 2471a and the second interposer 2471 b. As can be understood, the weight of the engine 111 is mainly borne by the first adaptor plate 2471a and the second adaptor plate 2471b, and a plane included angle θ formed by a plane on which the first damper 2474 is disposed and a plane on which the second damper 2475 is disposed has a great influence on the stress conditions of the first adaptor plate 2471a and the second adaptor plate 2471b, and if the plane included angle θ is too small or too large, the stress on the first adaptor plate 2471a and the second adaptor plate 2471b in the up-down direction is too large, which seriously affects the service lives of the first adaptor plate 2471a and the second adaptor plate 2471 b. It can be understood that the above angle setting merely provides an optimization for the preset specific value of the inclination angle or the plane included angle, and in the practical application process, the preset specific value of the inclination angle or the plane included angle can be adjusted accordingly according to the practical application. As one implementation, the first support beam 2473a and the second support beam 2473b are each cylindrical rod-like structures. The utility model provides a first suspension 247 passes through three-point connected mode, not only make engine 111 obtain better fixed effect, first suspension 247 manufacturing cost has still been reduced, also can expand more spaces for the automobile body is inside, promote engine 111 and hang the rigidity, the shock attenuation effect has been improved, avoid all terrain vehicle 100 because engine 111 swings and lead to whole car vibration, avoid engine 111 in the emergency acceleration, self swing range is great under the emergency deceleration condition, thereby avoid engine 111 to produce with other parts and interfere.

As shown in fig. 14, the mounting bracket assembly 24 also includes a second suspension 248. The second suspension 248 is secured to the first main beam 1211, and the second suspension 248 is configured to limit the swinging motion of the cylinder head 1112 (shown in FIG. 3). As shown in fig. 15, the second suspension bracket 248 includes a first fixing member 2481, a second fixing member 2482, and an adaptor 2483, the first fixing member 2481 is connected to the first main beam 1211, and the adaptor 2483 is used for connecting the first fixing member 2481 and the second fixing member 2482. As one implementation, the second suspension 248 is connected to the cylinder head 1112 of the engine 111 through a second fixing member 2482, one end of the second fixing member 2482 is connected to the cylinder head 1112, and the other end of the second fixing member 2482 is connected to the adaptor 2483. One end of the adaptor 2483 away from the second fixing member 2482 is connected to one end of the first fixing member 2481, and the other end of the first fixing member 2481 is fixedly disposed on the first main beam 1211. As one implementation, the first fixing member 2481 is fixed to the first main beam 1211 by welding. It will be appreciated that the adaptor 2483 is a resilient member. Specifically, the adaptor 2483 may be made of a rubber material, and the elastic deformation of the rubber material is utilized to limit the horizontal swing amplitude of the cylinder head 1112, reduce the transmission of vibration of the engine 111, and reduce the friction between the first fixing member 2481, the second fixing member 2482 and the adaptor 2483, so as to reduce the wear of the three members, thereby prolonging the service life of the second suspension frame 248. The arrangement of the second suspension 248 can prevent the engine 111 from swinging too much left and right, and can effectively reduce the distance of the engine 111 swinging transversely, thereby reducing the risk of collision between the cylinder head 1112 and the frame 12 or other vehicle components.

It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are considered to be within the scope of the invention as defined by the following claims.

Claims

1. An all-terrain vehicle comprising:

a frame;

a body cover disposed at least partially over the frame;

the walking assembly comprises a first walking wheel and a second walking wheel;

a suspension assembly including a front suspension through which the first road wheel is connected to the frame and a rear suspension through which the second road wheel is connected to the frame;

a power system including an engine and used for driving the walking assembly;

the speed change assembly is arranged between the power system and the walking assembly and is used for transmitting the power of the power system to the walking assembly;

it is characterized in that the preparation method is characterized in that,

the all-terrain vehicle further comprises a first suspension;

the first suspension frame includes:

the adapter part is arranged on the frame and comprises a first adapter plate and a second adapter plate, and is used for transmitting the weight or the pressure of the engine to the frame;

the connecting piece comprises a first connecting plate and a second connecting plate, and the engine is connected with the adapter part through the connecting piece;

the supporting beam is arranged between the first connecting plate and the second connecting plate and used for connecting the first connecting plate and the second connecting plate;

the first connecting plate is connected with the first adapter plate and the second adapter plate;

the second connecting plate is connected with the second adapter plate.

2. The all-terrain vehicle of claim 1, characterized in that a first bumper is disposed on the first adapter plate, and one end of the first connecting plate is connected to the first adapter plate through the first bumper.

3. The all-terrain vehicle of claim 2, characterized in that a second bumper and a third bumper are disposed on the second adapter plate; the other end of the first connecting plate is connected with the second adapter plate through the third buffer; one end of the second connecting plate is connected with the second adapter plate through the second buffer.

4. The all-terrain vehicle of claim 1, characterized in that the all-terrain vehicle further comprises a towing bracket; the trailer bracket comprises a first clamping plate and a second clamping plate, and the first clamping plate and the second clamping plate are connected with the frame.

5. The all-terrain vehicle of claim 4, characterized in that the first and second clips are each provided with a first mounting point, the frame is provided with a snap-in portion, and the first and second clips are each connected to the frame via the first mounting point and the snap-in portion.

6. The all-terrain vehicle of claim 4, characterized in that the first and second cleats are each provided with a second mounting point, and the frame is provided with an adapter bracket, the first and second cleats each being connected to the frame via the second mounting point and the adapter bracket.

7. The all-terrain vehicle of claim 4, characterized in that the hitch bracket further comprises a power mount and a power socket; the power supply seat frame is arranged between the first clamping plate and the second clamping plate and is connected with the first clamping plate and the second clamping plate; the power socket is arranged on the power seat frame.

8. The all-terrain vehicle of claim 1, characterized in that the all-terrain vehicle further comprises a shelf disposed at a front and/or rear portion of the frame; the goods shelf comprises a goods shelf main body, a reinforcing part and a combined plate, wherein the goods shelf main body is connected with the reinforcing part, and the combined plate is connected with the goods shelf main body or the reinforcing part; the combination board is provided with an installation part for installing an external device or equipment.

9. The all-terrain vehicle of claim 8, characterized in that an armrest is disposed on the shelf, the armrest being located on a front side of the shelf; the handrail comprises a mounting part and a bending part; the mounting part is arranged on the goods shelf; the shaft axis of the bending part and the shaft axis of the mounting part form a first included angle.

10. The all-terrain vehicle of claim 1, further comprising a second suspension bracket comprising a first mount, a second mount, and an adaptor; the first fixing piece is connected with the frame, and the adapter piece is connected with the first fixing piece and the second fixing piece; the second fixing piece is connected with the engine and used for fixing the engine.