CN217435935U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, include: a frame; a suspension assembly including a knuckle, a front suspension and a rear suspension; the front suspension includes: the two ends of the upper rocker arm are respectively provided with a first mounting point and a second mounting point; the two ends of the lower rocker arm are respectively provided with a third mounting point and a fourth mounting point; the distance between the first mounting point and the second mounting point is L1, the distance between the third mounting point and the fourth mounting point is L2, and the ratio of L1 to L2 is greater than or equal to 0.5 and less than or equal to 1.15. The utility model has the advantages that: the structural relationship and the mounting point of the upper rocker arm and the lower rocker arm can be set in the jumping process of the first travelling wheel, so that the camber angle of the first travelling wheel is changed towards the negative direction, the improvement of the tire grip force when the all-terrain vehicle passes a bend is facilitated, the camber angle of the kingpin is changed towards the positive direction, the increase of the aligning moment of the first travelling wheel is facilitated, and the improvement of the control performance of the all-terrain vehicle is facilitated.

Description

All-terrain vehicle

Technical Field

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

Background

An all-terrain vehicle refers to a vehicle that can travel on any terrain, and can freely travel on terrains where ordinary vehicles are difficult to maneuver. The vehicle type of the all-terrain vehicle has multiple purposes and is not limited by road conditions, so the requirement on the control stability of the all-terrain vehicle is higher.

In the prior art, the lengths of the upper rocker arm and the lower rocker arm of the all-terrain vehicle greatly influence the control stability of the vehicle, so that the lengths of the upper rocker arm and the lower rocker arm need to be limited to a certain extent, and the vehicle is ensured to have good controllability.

SUMMERY OF THE UTILITY MODEL

In order to solve the defects of the prior art, the utility model aims to provide an all-terrain vehicle which can improve the control stability of the vehicle.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

an all-terrain vehicle comprising: a frame; the walking assembly is at least partially arranged on the frame and comprises a first walking wheel and a second walking wheel; the suspension assembly comprises a steering knuckle, a front suspension and a rear suspension, the first travelling wheel is connected with the frame through the front suspension, and the second travelling wheel is connected with the frame through the rear suspension; the power assembly is at least partially arranged on the frame; the front suspension includes: one end of the upper rocker arm is provided with a first mounting point, and the other end of the upper rocker arm is provided with a second mounting point; one end of the lower rocker arm is provided with a third mounting point, and the other end of the lower rocker arm is provided with a fourth mounting point; the distance between the first mounting point and the second mounting point is L1, the distance between the third mounting point and the fourth mounting point is L2, and the ratio of L1 to L2 is greater than or equal to 0.5 and less than or equal to 1.15.

Further, the ratio of L1 to L2 is 0.6 or more and 1.1 or less.

Further, the ratio of L1 to L2 is 0.7 or more and 1 or less.

Further, the suspension assembly further comprises a steering knuckle for connecting the front suspension and the first road wheel; one end of the upper rocker arm is connected with the frame through a first mounting point, and the other end of the upper rocker arm is connected with the steering knuckle through a second mounting point.

Furthermore, one end of the lower rocker arm is connected with the frame through a third mounting point, and the other end of the lower rocker arm is connected with the steering knuckle through a fourth mounting point.

Further, the upper rocker arm is disposed on an upper side of the lower rocker arm.

Furthermore, the steering knuckle comprises a first connecting end and a second connecting end, the first connecting end is connected with the upper rocker arm, and the second connecting end is connected with the lower rocker arm.

Furthermore, the steering knuckle further comprises a connecting piece, the connecting piece is arranged between the first connecting end and the upper rocker arm, and the first connecting end is connected with the upper rocker arm through the connecting piece.

Further, the steering knuckle further comprises an adjusting gasket, and the adjusting gasket is arranged between the first connecting end and the connecting piece.

Furthermore, one side of the adjusting gasket is connected with the first connecting end in an abutting mode, and the other side of the adjusting gasket is connected with the connecting piece in an abutting mode.

Compared with the prior art, the utility model provides an all-terrain vehicle can be at the in-process that jumps on of first walking wheel, to the settlement of the structural relation, the mounting point of last rocking arm and lower rocking arm, make the camber angle of first walking wheel change to the direction of negativity, be favorable to improving the tire grip when all-terrain vehicle crosses the turn, make the swizzle camber angle change to positive direction simultaneously, be favorable to increaseing the return positive moment of first walking wheel to help promoting all-terrain vehicle's the performance of controlling.

Drawings

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

Fig. 2 is a partial structural schematic diagram of the all-terrain vehicle of the present invention.

Fig. 3 is a schematic view of the frame structure of the all-terrain vehicle of the present invention.

Fig. 4 is a schematic structural view of the first lampshade and the suspension assembly of the all-terrain vehicle of the present invention.

Fig. 5 is a schematic structural view of the knuckle of the all-terrain vehicle of the present invention.

Fig. 6 is a schematic view of the mounting structure of the rear suspension of the all-terrain vehicle of the present invention.

Fig. 7 is a schematic structural diagram of the suspension assembly and the traveling assembly of the all-terrain vehicle of the present invention.

Fig. 8 is another schematic structural view of the suspension assembly and the traveling assembly of the all-terrain vehicle of the present invention.

Fig. 9 is a schematic structural view of the traveling assembly of the all-terrain vehicle of the present invention.

Fig. 10 is a schematic view of the mounting of the heat dissipating assembly and the frame of the all-terrain vehicle of the present invention.

Fig. 11 is a partially enlarged view of the portion D in fig. 10 according to the present invention.

Fig. 12 is a partially enlarged view of F in fig. 10 according to the present invention.

Fig. 13 is a partially enlarged view of the portion G in fig. 10 according to the present invention.

Fig. 14 is a schematic structural view of the storage mechanism of the all-terrain vehicle of the present invention.

Fig. 15 is a partially enlarged view of J 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 11, a walking assembly 12, a suspension assembly 13, a power assembly 14, a saddle assembly 15, a mounting frame assembly 16, a brake assembly 17, an electrical assembly 18, a footrest assembly 19, a fuel assembly 21, a heat sink assembly 22, a body cover 25, a transmission assembly 26, and a steering assembly 27. Suspension assembly 13 includes a front suspension 131 and a rear suspension 132 for connecting frame 11 and running assembly 12. Walking assembly 12 is at least partially disposed on frame 11, walking assembly 12 includes first road wheel 121 and second road wheel 122, first road wheel 121 connects to frame 11 through front suspension 131, second road wheel 122 connects to frame 11 through rear suspension 132, walking assembly 12 is used for the motion of atv 100. Power assembly 14 is at least partially disposed on frame 11 for providing power to ATV 100. The saddle assembly 15 is at least partially disposed on the frame 11 for riding by a user and/or passenger. A mounting bracket assembly 16 is at least partially disposed on frame 11 for mounting or dismounting other components adapted to atv 100. Brake assembly 17 is disposed at least partially on frame 11 and at least partially on walking assembly 12 for braking walking assembly 12 and, thus, atv 100. An electrical assembly 18 is disposed at least partially on the frame 11 for providing electrical power. Specifically, electrical components 18 are disposed on frame 11 via mounting bracket assembly 16. A footrest assembly 19 is at least partially disposed on frame 11 for providing support to a user and/or passenger's foot. A fuel assembly 21 is disposed at least partially on the frame 11 for providing a source of motive power to the power assembly 14. Heat sink assembly 22 is at least partially disposed on frame 11 for dissipating heat from ATV 100. The body covering 25 is at least partially disposed on the frame 11, and the body covering 25 is at least partially disposed on the mounting bracket assembly 16. The transmission assembly 26 is at least partially disposed on the frame 11, the transmission assembly 26 is connected to the walking assembly 12, and the transmission assembly 26 is further connected to the power assembly 14 for transmitting power of the power assembly 14 to the walking assembly 12, so as to drive the walking assembly 12. Steering assembly 27 is at least partially connected to power assembly 14 for changing gears of ATV 100. 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. 3, the frame 11 includes, as one implementation, a first pillar 111, a second pillar 112, a third pillar 113, a fourth pillar 114, an upper main beam 115, and a lower main beam 116. In the fore-aft direction of ATV 100, first leg 111 is disposed on the front side and fourth leg 114 is disposed on the rear side. The second and third support columns 112 and 113 are each disposed between the first and fourth support columns 111 and 114, and the second support column 112 is disposed on the front side of the third support column 113. In the up-down direction of atv 100, upper main beam 115 is disposed on the upper side, and lower main beam 116 is disposed on the lower side. The first column 111, the second column 112, the third column 113, and the fourth column 114 are disposed between the upper main beam 115 and the lower main beam 116. Specifically, the first pillar 111 includes a first pipe 1111, a second pipe 1112, and a first sheet metal member 1113. The second support column 112 includes a third tube 1121 and a fourth tube 1122. The third strut 113 includes a fifth tube member 1131, a sixth tube member 1132, a seventh tube member 1133, an eighth tube member 1134 and a second sheet metal member 1135. The fourth strut 114 includes a ninth tube 1141 and a tenth tube 1142. The upper main beams 115 include a first main beam 1151 and a second main beam 1152. The lower main beams 116 include a third main beam 1161 and a fourth main beam 1162. One end of the first pipe 1111 is connected to the first main beam 1151, the other end of the first pipe 1111 is connected to one end of the first sheet metal part 1113, and the other end of the first sheet metal part 1113 is connected to the third main beam 1161. One end of second tube 1112 is connected to second main beam 1152, the other end of second tube 1112 is connected to one end of first sheet metal component 1113, and the other end of first sheet metal component 1113 is connected to fourth main beam 1162. One end of third tube 1121 is connected to first main beam 1151, the other end of third tube 1121 is connected to third main beam 1161, one end of fourth tube 1122 is connected to second main beam 1152, and the other end of fourth tube 1122 is connected to third main beam 1161. One end of the fifth tube 1131 is connected to the first main beam 1151 and the other end of the fifth tube 1131 is connected to one end of the seventh tube 1133. One end of the sixth tube 1132 is connected to the first main rail 1151 and the other end of the sixth tube 1132 is connected to the other end of the seventh tube 1133. One end of the eighth tube 1134 is connected to the third main beam 1161, and the other end of the eighth tube 1134 is connected to the fourth main beam 1162. The seventh pipe member 1133 and the eighth pipe member 1134 are connected by a second sheet metal member 1135. One end of the ninth tube 1141 connects to the first main beam 1151 and the other end of the ninth tube 1141 connects to the third main beam 1161. One end of a tenth tube 1142 is connected to the second main beam 1152 and the other end of the tenth tube 1142 is connected to the fourth main beam 1162.

In this embodiment, along the left-right direction of ATV 100, first main beam 1151 is disposed on the left side of second main beam 1152, third main beam 1161 is disposed on the left side of fourth main beam 1162, first tube 1111 is disposed on the left side of second tube 1112, third tube 1121 is disposed on the left side of fourth tube 1122, fifth tube 1131 is disposed on the left side of sixth tube 1132, and ninth tube 1141 is disposed on the left side of tenth tube 1142. Along the up-down direction of atv 100, first pipe 1111 and second pipe 1112 all set up the upside of first sheet metal component 1113, first girder 1151 sets up the upside of third girder 1161, second girder 1152 sets up the upside of fourth girder 1162, seventh pipe 1133 sets up the upside of eighth pipe 1134, fifth pipe 1131 and sixth pipe 1132 all set up the upside of seventh pipe 1133, second sheet metal component 1135 sets up the downside of seventh pipe 1133 and sets up the upside of eighth pipe 1134. Through the arrangement, the first support column 111, the second support column 112, the third support column 113, the fourth support column 114, the upper main beam 115 and the lower main beam 116 form a basic frame of the frame 11, so that the strength of the frame 11 is improved, and the structures of the first support column 111, the second support column 112, the third support column 113, the fourth support column 114, the upper main beam 115 and the lower main beam 116 are optimized, namely pipe fittings are replaced by sheet metal structures, so that the number of the pipe fittings of the frame 11 is reduced, the weight of the all-terrain vehicle 100 is further reduced, and the light weight of the frame 11 and the all-terrain vehicle 100 is realized. Specifically, the pipe fitting of the lower half portion of the first support column 111 is replaced by a sheet metal part, so that the first support column 111 can be fixedly connected conveniently, the sheet metal part can be used for facilitating installation of parts of the all-terrain vehicle 100, and the assembly performance of the all-terrain vehicle 100 is improved. Specifically, a part of the pipe member of the third column 113 is replaced with a sheet metal member. Through the arrangement, the arrangement of the mounting structure can be reduced, the integration of the frame 11 is improved, and the light weight of the frame 11 is convenient to realize. In the present embodiment, a high-strength material of 20CrMo may be used for the frame 11, so that the strength of the frame 11 is improved and the weight of the frame 11 is reduced.

As one implementation, atv 100 includes a plane of symmetry 101 perpendicular to the left-right direction, and atv 100 is substantially symmetrically disposed about plane of symmetry 101. The frame 11 is arranged substantially symmetrically with respect to the plane of symmetry 101. Specifically, first tube 1111 and second tube 1112 are substantially symmetrically disposed about plane of symmetry 101, third tube 1121 and fourth tube 1122 are substantially symmetrically disposed about plane of symmetry 101, fifth tube 1131 and sixth tube 1132 are substantially symmetrically disposed about plane of symmetry 101, ninth tube 1141 and tenth tube 1142 are substantially symmetrically disposed about plane of symmetry 101, first main beam 1151 and second main beam 1152 are substantially symmetrically disposed about plane of symmetry 101, and third main beam 1161 and fourth main beam 1162 are substantially symmetrically disposed about plane of symmetry 101. In the present embodiment, the seventh pipe 1133 extends substantially in the left-right direction, and the eighth pipe 1134 extends substantially in the left-right direction.

As one implementation manner, a first space is enclosed by the first column 111, the second column 112, the upper main beam 115 and the lower main beam 116, a second space is enclosed by the second column 112, the third column 113, the upper main beam 115 and the lower main beam 116, and a third space is enclosed by the third column 113, the fourth column 114, the upper main beam 115 and the lower main beam 116. The front suspension 131 is at least partially arranged in the first space, i.e. the front suspension 131 is at least partially arranged between the first 111 and the second 112 strut. The power assembly 14 is at least partially disposed in the second space, i.e., the power assembly 14 is at least partially disposed between the second leg 112 and the third leg 113. The rear suspension 132 is at least partially disposed in the third space, i.e., the rear suspension 132 is at least partially disposed between the third pillar 113 and the fourth pillar 114. Specifically, at least a portion of the rear suspension 132 is disposed on the third strut 113. In the present embodiment, at least part of the rear suspension 132 is provided on the second sheet metal part 1135.

As shown in fig. 4 and 5, suspension assembly 13 further includes a knuckle 135, as one implementation. A steering knuckle 135 is at least partially connected to the first road wheel 121 and at least partially connected to the front suspension 131, the steering knuckle 135 being adapted to transmit and bear the front load of the atv 100 and to deflect the first road wheel 121, thereby steering the atv 100. Specifically, one end of the knuckle 135 is provided with a first connection end 1351, and the other end of the knuckle 135 is provided with a second connection end 1352. Front suspension 131 includes a front swing arm 1311. One end of the front swing arm 1311 is connected to the frame 11, and a first connection end 1351 and a second connection end 1352 of the knuckle 135 are both connected to the other end of the front swing arm 1311. The front swing arm 1311 includes an upper swing arm 1311a and a lower swing arm 1311b, and a first connecting end 1351 of the knuckle 135 connects one end of the upper swing arm 1311a, and the other end of the upper swing arm 1311a connects to the vehicle frame 11. Second connecting end 1352 of steering knuckle 135 is connected to one end of lower swing arm 1311b, and the other end of lower swing arm 1311b is connected to frame 11. With the above arrangement, stable connection of the knuckle 135 and the front suspension 131 can be achieved. In the present embodiment, the knuckle 135 includes a first body 1353 and a connecting member 1354. One end of the first body 1353 is provided with a first connection end 1351, and the other end of the first body 1353 is provided with a second connection end 1352. The connecting member 1354 is used to connect the upper swing arm 1311a and the first connecting end 1351, thereby achieving stable connection of the knuckle 135 and the upper swing arm 1311 a.

As one implementation, an adjusting pad 1355 is disposed between the first connection end 1351 and the connection member 1354, and the adjusting pad 1355 is used to change the camber angle of the first road wheel 121, thereby compensating for manufacturing errors and improving the handling characteristics of the atv 100. In addition, adjusting shim 1355 may change the camber angle of first road wheel 121, thereby providing atv 100 with good grip in extreme conditions and improving the safety of atv 100. The thickness of the adjusting shim 1355 is a preset thickness, and the preset thickness can be adjusted according to actual requirements, so that the camber angle of the first traveling wheel 121 can be adjusted. The end surfaces of the first connection end 1351 include at least a first end surface and a second end surface that are substantially symmetrically disposed about the end surface of the first connection end 1351. The adjustment washer 1355 abuts on the first end face or the second end face. Along a direction perpendicular to the end surface of the first connection end 1351, a projection of the adjusting shim 1355 on the end surface of the first connection end 1351 is a projection surface, an area of the end surface of the first connection end 1351 is an area of the end surface, and the area of the projection surface is less than or equal to half of the area of the end surface. The projection plane may substantially coincide with the first end plane, or substantially coincide with the second end plane. Specifically, the end surface of the first connection end 1351 is provided with a plurality of first connection holes 1351 a. The centers of the first connecting holes 1351a are substantially on the same straight line. The circle centers of the first connecting holes 1351a are connected by a fifth straight line 1351 b. The fifth straight line 1351b divides the end surface of the first connection end 1351 into a first end surface and a second end surface. The first end surface is at least partially disposed on the upper side of the second end surface in the up-down direction of atv 100. The cross-sectional profile of the tuning pad 1355 may substantially conform to the profile of the first end surface or the second end surface, thereby facilitating improved mounting stability of the tuning pad 1355.

The adjusting pad 1355 is provided with a plurality of first half holes 1355a, and the connecting member 1354 is provided with a plurality of second connecting holes 1354 a. The circle center of the first connecting hole 1351a, the circle center of the first half hole 1355a and the circle center of the second connecting hole 1354a are substantially aligned, so that the first connecting hole 1351a, the first half hole 1355a and the second connecting hole 1354a can be connected in sequence by a same fixing member, thereby facilitating the installation of the first connecting end 1351, the adjusting pad 1355 and the connecting member 1354. Specifically, one side of the adjustment pad 1355 abuts on the first end face or the second end face, and the other side of the adjustment pad 1355 abuts on the connecting member 1354. At this time, the fixing member passes through the second connection hole 1354a, the first half hole 1355a, the first connection hole 1351a in order, thereby achieving stable connection of the connection member 1354, the adjustment pad 1355, and the first connection end 1351. In this embodiment, the connecting member 1354 may be a lifting lug, and the fixing member may be a bolt.

In one implementation, the adjustment pad 1355 is provided with a slot 1355 b. The slots 1355b are used to reduce the weight of the adjustment pad 1355, which is beneficial to achieving light weight of the all-terrain vehicle 100. A plurality of first half holes 1355a may be provided at both sides of the length direction of the slots 1355 b. Specifically, slots 1355b are positioned such that adjustment pad 1355 is substantially "C" shaped and the slots of slots 1355b are positioned substantially downward in the up-down direction of ATV 100. Through the arrangement, the outer contour of the adjusting gasket 1355 is basically consistent with that of the first end face, the adjusting gasket 1355 is convenient to mount, and the mounting of other parts is not affected.

As one implementation, the number of the first connection holes 1351a, the number of the first half holes 1355a, and the number of the second connection holes 1354a are all two. Specifically, two first half-holes 1355a are disposed on two sides of the slot 1355b, that is, the slot 1355b is disposed at least partially between the two first half-holes 1355a, which facilitates improving the space utilization of the adjusting pad 1355, thereby making the structure of the adjusting pad 1355 more compact.

It is understood that the end surface of the first connection end 1351 further includes a line of symmetry about which the two first connection holes 1351a are disposed substantially symmetrically. The first end face and the second end face may also be arranged substantially symmetrically with respect to the line of symmetry.

As shown in fig. 6, as one implementation, the knuckle 135 may also be disposed at the rear side of the frame 11. Specifically, steering knuckle 135 is at least partially coupled to second road wheel 122 and at least partially coupled to rear suspension 132. The rear suspension 132 includes a rear rocker arm 1321. One end of the rear rocker arm 1321 is connected with the frame 11, and the first connecting end 1351 and the second connecting end 1352 are both connected with the other end of the rear rocker arm 1321. Specifically, the knuckle 135 may be integrally formed with the rear rocker arm 1321, and the knuckle 135 and one end of the rear rocker arm 1321, which is far away from the frame 11, are integrally formed, so that the knuckle 135 and the rear rocker arm 1321 are more compact in structure and convenient to machine and assemble.

As shown in fig. 4, front suspension 131 includes a first shock absorber 1312, as one implementation. One end of the first shock absorber 1312 is connected to the frame 11, and the other end of the first shock absorber 1312 is connected to the front swing arm 1311. Specifically, one end of the first damper 1312 is provided with a first mounting point 1312a, and the other end of the first damper 1312 is provided with a second mounting point 1312 b. First mounting point 1312a is connected to frame 11 and second mounting point 1312b is connected to front swing arm 1311. In the present embodiment, the vehicle body cover 25 includes a first lamp cover 251, and the first lamp cover 251 is provided at least partially on the vehicle frame 11 and on the front side of the vehicle frame 11. The first lamp shade 251 is used to set the headlights on the front side of the atv 100. In a projection plane 103 perpendicular to the front-back direction of the all-terrain vehicle 100, a projection of the uppermost end of the first lampshade 251 on the projection plane 103 along the front-back direction is a first projection line. Front rocker arm 1311 includes an upper rocker arm 1311 a. The upper swing arm 1311a is disposed at a lower side of the first lamp housing 251. The projection of the axis of the upper swing arm 1311a on the projection plane 103 in the front-rear direction is a second projection line. One end of the upper swing arm 1311a is provided with a third mounting point 1311c, and the other end of the upper swing arm 1311a is provided with a fourth mounting point 1311 d. The third mounting point 1311c is used to connect the steering knuckle 135 and the fourth mounting point 1311d is used to connect to the frame 11. Upper swing arm 1311a includes a sixth straight line 1311e that extends in an upward and downward direction through third mounting point 1311c, and upper swing arm 1311a further includes a seventh straight line 1311f that extends in an upward and downward direction through fourth mounting point 1311 d. A projection of the sixth straight line 1311e on the projection plane 103 in the front-rear direction is a third projection line, and a projection of the seventh straight line 1311f on the projection plane 103 in the front-rear direction is a fourth projection line. The first projection line, the second projection line, the third projection line and the fourth projection line enclose a third projection plane M1. A projection of the first mounting point 1312a onto the projection plane 103 in the front-rear direction is a fourth projection plane. The fourth projection plane is located in the third projection plane M1, i.e. the third projection plane M1 covers the fourth projection plane. With the above arrangement, the mounting of the first shock absorber 1312 has a small influence on the pipe mounting of the frame 11, that is, the mounting of the first shock absorber 1312 has a small influence on the mounting of other parts of the all-terrain vehicle 100. In addition, through the above arrangement, the first mounting point 1312a can be arranged at the lower side of the uppermost end of the first lampshade 251, so that the invasion of silt caused by the exposure of the first shock absorber 1312 can be reduced, the service life of the first shock absorber 1312 is prolonged, the height of the mass center of the all-terrain vehicle 100 can be reduced, and the operation stability of the all-terrain vehicle 100 is improved. The first mounting point 1312a may be connected to the frame 11 through a connecting member such as a sheet metal member, so that the fourth projection plane may be located in the third projection plane M1.

In this embodiment, front rocker arm 1311 also includes a lower rocker arm 1311 b. Lower swing arm 1311b is disposed on the lower side of upper swing arm 1311 a. The projection of the axis of the lower swing arm 1311b on the projection plane 103 in the front-rear direction is a fifth projection line. One end of lower swing arm 1311b is provided with a fifth mounting point 1311g and the other end of lower swing arm 1311b is provided with a sixth mounting point 1311 h. Wherein, when the lower swing arm 1311b is a straight pipe, the axis of the lower swing arm 1311b is the axis of the straight pipe; when lower rocker arm 1311b is a bent piece of tubing, the axis of lower rocker arm 1311b refers to the line connecting fifth mounting point 1311g and sixth mounting point 1311 h. The fifth mounting point 1311g is for connecting the knuckle 135 and the sixth mounting point 1311h is for connecting the frame 11. Lower swing arm 1311b includes an eighth straight line 1311j that extends in the up-down direction and that passes through fifth mounting point 1311g, and lower swing arm 1311b further includes a ninth straight line 1311k that extends in the up-down direction and that passes through sixth mounting point 1311 h. A projection of the eighth straight line 1311j onto the projection plane 103 in the front-rear direction is a sixth projection line, and a projection of the ninth straight line 1311k onto the projection plane 103 in the front-rear direction is a seventh projection line. Furthermore, upper rocker arm 1311a also includes a tenth straight line 1311m parallel to the axis of upper rocker arm 1311a, and tenth straight line 1311m is located on the upper side of the axis of upper rocker arm 1311 a. A projection of the tenth straight line 1311m on the projection plane 103 in the front-rear direction is an eighth projection line. The distance between the eighth projection line and the second projection line is L, i.e., the distance between the projection of the tenth straight line 1311m on the projection plane 103 and the projection of the axis of the upper swing arm 1311a on the projection plane 103 in the front-rear direction is L. Wherein L may be 0mm or more and 50mm or less. The fifth projection line, the sixth projection line, the seventh projection line and the eighth projection line enclose a fifth projection plane M2. A projection of the second mounting point 1312b on the projection plane 103 in the front-rear direction is a sixth projection plane. The sixth projection plane is located in the fifth projection plane M2, i.e. the fifth projection plane M2 covers the sixth projection plane. Through the arrangement, the stroke of the first shock absorber 1312 can be increased, the structural design of the first shock absorber 1312 is facilitated, the wheel jump stroke of the all-terrain vehicle 100 is improved, the comfort of the all-terrain vehicle 100 is improved, and the space utilization rate of the all-terrain vehicle 100 is effectively improved. Wherein wheel hop refers to the sum of the upward and downward displacements of the travel assembly 12 during travel of the atv 100. Further, the second mounting point 1312b may be connected to the front swing arm 1311 by a connecting member such as a sheet metal member, so that the sixth plane of projection may be located in the fifth plane of projection M2.

In addition, through the arrangement, the influence of the mounting point of the first shock absorber 1312 on other parts of the all-terrain vehicle 100 is small, so that the structure of the all-terrain vehicle 100 is more compact, and the operation stability of the all-terrain vehicle 100 is improved.

As shown in fig. 4, as one implementation, the shortest distance between third mounting point 1311c and fourth mounting point 1311d is L1, i.e., the distance between the two mounting points of upper swing arm 1311a is L1. The shortest distance between fifth mounting point 1311g and sixth mounting point 1311h is L2, i.e., the distance between the two mounting points of lower swing arm 1311b is L2. The ratio of L1 to L2 is 0.5 or more and 1.15 or less. Specifically, the ratio of L1 to L2 is 0.6 or more and 1.1 or less. In the present embodiment, the ratio of L1 to L2 is 0.7 or more and 1 or less. Through the arrangement, in the jumping process of the first walking wheels 121, the structural relationship and the mounting point of the upper rocker arm 1311a and the lower rocker arm 1311b are set, so that the camber angle of the first walking wheels 121 changes towards a negative direction, the tire grip force of the all-terrain vehicle 100 during bending is improved, the camber angle of the kingpin changes towards a positive direction, the aligning moment of the first walking wheels 121 is increased, and the control performance of the all-terrain vehicle 100 is improved. The kingpin inclination angle refers to an angle at which the kingpin axis is inclined toward the inside of the vehicle body when the first running wheel 121 is viewed from the front-rear direction of the all-terrain vehicle 100.

As one implementation, as shown in FIG. 7, walking assembly 12 includes at least a first position, a second position, and an initial position during travel of ATV 100. When the walking assembly 12 is in the first position, the walking assembly 12 is at the highest point of the upward jump of the walking assembly 12; when the walking assembly 12 is in the second position, the walking assembly 12 is at the lowest point of the downward jump of the walking assembly 12; when walking assembly 12 is in the initial position, walking assembly 12 is in the position of walking assembly 12 when ATV 100 is at rest. The maximum distance between the first position and the initial position is the skip up travel L3 of the walking assembly 12, and the maximum distance between the second position and the initial position is the skip down travel L4 of the walking assembly 12. The ratio of L3 to L4 is 1 or more and 10 or less. Specifically, the ratio of L3 to L4 is 2 or more and 9 or less. In the present embodiment, the ratio of L3 to L4 is 3 or more and 8 or less. Through the arrangement, the wheel jump stroke can be controlled within a certain range, so that the good passing performance of the all-terrain vehicle 100 is ensured, and the comfort of the all-terrain vehicle 100 can be improved. A connecting line between the left and right wheel centers when the walking assembly 12 is at the first position is a first wheel line, a connecting line between the left and right wheel centers when the walking assembly 12 is at the initial position is a second wheel line, and a connecting line between the left and right wheel centers when the walking assembly 12 is at the second position is a third wheel line. L3 may be the distance between the first wheel line and the second wheel line, and L4 may be the distance between the second wheel line and the third wheel line. The left and right wheel centers refer to the wheel centers of the left and right wheels of the first road wheel 121 or the wheel centers of the left and right wheels of the second road wheel 122.

In one implementation, the sum of the up-jump stroke and the down-jump stroke of the traveling assembly 12 is L5, and L5 is equal to the sum of L3 and L4, i.e., the wheel jump stroke is L5. Wherein the wheel jump stroke L5 refers to the maximum distance between the first position and the second position. The stroke of the first shock absorber 1312 is L6, and the stroke of the first shock absorber 1312 means the distance from the first shock absorber 1312 to compress the shortest to expand the longest. The ratio of L5 to L6 is 1.1 or more and 2 or less. Specifically, the ratio of L5 to L6 is 1.2 or more and 1.9 or less. In the present embodiment, the ratio of L5 to L6 is 1.3 or more and 1.8 or less. With the above arrangement, the first shock absorber 1312 can have a better stroke to uniformly absorb the impact of the road surface during the jumping up and/or jumping down of the traveling assembly 12, so that the impact of the road surface can be effectively buffered and the design and manufacturing process of the first shock absorber 1312 can be facilitated. In the present embodiment, the rear suspension 132 includes a second shock absorber. The stroke of the second shock absorber is basically consistent with that of the first shock absorber 1312, namely the ratio of the stroke of the L5 to that of the second shock absorber is a first ratio, the ratio of the stroke of the L5 to that of the stroke of the L6 is a second ratio, and the first ratio is consistent with the second ratio, so that the second shock absorber can have a better stroke to uniformly absorb the impact of the road surface in the process of jumping up and/or jumping down of the walking assembly 12, and further the road surface impact can be effectively buffered, and the design and manufacturing process of the second shock absorber are facilitated.

As shown in fig. 8, the vehicle body frame 11 includes a lowest point S1 in the up-down direction, i.e., a point located on the end surface of the lowest end of the lower main beam 116 is S1. It will be appreciated that the surface of the running assembly 12 that contacts the ground is a horizontal surface. The horizontal plane is substantially perpendicular to the up-down direction of atv 100. The distance between the lowest point S1 and the horizontal plane is H, i.e. the distance between the lowest point S1 of the frame 11 and the ground is H. The radius of walking assembly 12 is R, i.e., the radius of the wheels of atv 100 is R. The ratio of R to H is not less than 0.9 and not more than 1.4. Specifically, the ratio of R to H is 1 or more and 1.3 or less. Where R may be a radius of the first road wheel 121, and R may also be a radius of the second road wheel 122. Because the distance between the lowest point of the all-terrain vehicle 100 and the ground has a large influence on the height of the mass center of the all-terrain vehicle 100, the arrangement can improve the stability of the all-terrain vehicle 100, enable the all-terrain vehicle 100 to have good trafficability, and increase the wheel jump stroke, thereby being beneficial to the structural design and processing of the first shock absorber 1312 and the second shock absorber.

As shown in fig. 9, the first running wheel 121 includes a first front wheel 1211 and a second front wheel 1212, as one implementation. The first front wheel 1211 includes a first symmetry plane 1211a perpendicular to the left-right direction, and the first front wheel 1211 is substantially symmetrically disposed about the first symmetry plane 1211 a. The second front wheel 1212 includes a second symmetrical plane 1212a perpendicular to the left-right direction, and the second front wheel 1212 is substantially symmetrically disposed about the second symmetrical plane 1212 a. Second road wheel 122 includes a first rear wheel 1221 and a second rear wheel 1222. The first rear wheel 1221 includes a third symmetry plane 1221a perpendicular to the left-right direction, and the first rear wheel 1221 is substantially symmetrically disposed about the third symmetry plane 1221 a. The second rear wheel 1222 includes a fourth symmetry plane 1222a perpendicular to the left-right direction, and the second rear wheel 1222 is substantially symmetrically disposed with respect to the fourth symmetry plane 1222 a. The distance between the first symmetry plane 1211a and the second symmetry plane 1212a is the first track width D1, and the distance between the third symmetry plane 1221a and the fourth symmetry plane 1222a is the second track width D2. The ratio of the first tread D1 to the second tread D2 is 0.8 or more and 1.3 or less. Specifically, the ratio of the first tread D1 to the second tread D2 is 0.9 or more and 1.2 or less. In the present embodiment, the ratio of the first track width D1 to the second track width D2 is 1 or more and 1.1 or less. Through the arrangement, the passing performance of the all-terrain vehicle 100 can be improved, the load transfer of the front axle of the all-terrain vehicle 100 is reduced, the all-terrain vehicle 100 tends to have a tendency of insufficient steering, and the arrangement of the steering mechanism of the all-terrain vehicle 100 is facilitated. The steering mechanism refers to a part of the atv 100 for steering, and the front axle of the atv 100 refers to a connecting axle between the first front wheel 1211 and the second front wheel 1212.

In one implementation, first front wheels 1211, second front wheels 1212, first rear wheels 1221, and second rear wheels 1222 each extend substantially in a fore-aft direction of ATV 100. First front wheels 1211 and first rear wheels 1221 are disposed on a left side of ATV 100, and second front wheels 1212 and second rear wheels 1222 are disposed on a right side of ATV 100. The left end surface of the first front wheel 1211 is a first end surface, and the right end surface of the second front wheel 1212 is a second end surface. The left end face of the first rear wheel 1221 is a third end face, and the right end face of the second rear wheel 1222 is a fourth end face. The first end face, the second end face, the third end face and the fourth end face are basically perpendicular to the left-right direction. The distance between the first end face and the second end face is a first end distance D3, i.e., the first end distance D3 is the distance between the outer side face of the first front wheel 1211 and the outer side face of the second front wheel 1212. The distance between the third end face and the fourth end face is the second end distance D4, i.e. the second end distance D4 is the distance between the outer side face of the first rear wheel 1221 and the outer side face of the second rear wheel 1222. The ratio of the first end distance D3 to the second end distance D4 is greater than or equal to 0.8 and less than or equal to 1.5. Specifically, the ratio of the first end distance D3 to the second end distance D4 is 0.9 or more and 1.4 or less. In the present embodiment, the ratio of the first end distance D3 to the second end distance D4 is 1 or more and 1.3 or less. Through the arrangement, the passing performance of the all-terrain vehicle 100 can be improved, the load transfer of the front axle of the all-terrain vehicle 100 is reduced, the all-terrain vehicle 100 tends to have a tendency of insufficient steering, and the arrangement of the steering mechanism of the all-terrain vehicle 100 is facilitated.

As shown in fig. 10 to 13, the heat sink assembly 22 includes a cooling module 221 as one implementation. Mount assembly 16 includes a front bracket 164 and a fifth mount 168. The front bracket 164 is disposed on the front side of the frame 11. Fifth mount 168 is disposed at least partially on frame 11 and is configured to couple suspension assembly 13 to frame 11. Cooling module 221 is disposed at least partially on front bracket 164 and at least partially on frame 11. Specifically, the fifth mounting bracket 168 includes a first shock-absorbing bracket 1681 and a connection bracket 1682. First shock frame 1681 is disposed at least partially on a front side of frame 11, and first shock frame 1681 is disposed at least partially between first and second side rails 1151 and 1152. The attachment frame 1682 is disposed at least partially over the first shock absorbing frame 1681 and at least partially over the vehicle frame 11. The cooling module 221 is disposed on the frame 11 at least partially via the attachment frame 1682. In this embodiment, the connecting frame 1682 is provided with a plurality of first connecting points 1682a, and the cooling module 221 is provided with a plurality of second connecting points 2211. The first and second connection points 1682a and 2211 are used to connect the cooling module 221 and the connection frame 1682, thereby stably connecting the cooling module 221 and the frame 11. The front bracket 164 is provided with a plurality of second mounting points 1643b, and the cooling module 221 is further provided with a plurality of third connection points 2212. The second mounting point 1643b and the third connection point 2212 are used to connect the cooling module 221 and the front bracket 164. With the above arrangement, stable connection of the cooling module 221 can be achieved, thereby achieving installation of the cooling module 221. Wherein, the first connection point 1682a and the second connection point 2211 can be connected by bolts or the like; the second mounting point 1643b may be a fixing hole, and the third connecting point 2212 may be a fixing post, which may be inserted into the fixing hole, so as to realize the clamping connection between the cooling module 221 and the front bracket 164, thereby facilitating the mounting or dismounting of the cooling module 221 and further improving the assembly performance of the all-terrain vehicle 100.

In one implementation, the cooling module 221 includes a heat sink 2213, a fan housing 2214, a cooling fan 2215, a holding tank 2216, a fill port 2217, a tube assembly 2218, and a cable assembly 2219. In the front-rear direction of atv 100, heat sink 2213 is disposed in front of fan housing 2214 and is fixedly connected to fan housing 2214, and cooling fan 2215 is at least partially disposed in fan housing 2214. The cable assembly 2219 is used to connect the cooling fan 2215 and the electrical assembly 18 such that the electrical assembly 18 provides power to the cooling fan 2215. The subtank 2216 is at least partially disposed on the fan housing 2214. The filler 2217 is at least partially disposed on the heat sink 2213. A pipe assembly 2218 is used to connect the subtank 2216 and the filler 2217.

Specifically, second connection point 2211 and third connection point 2212 are both disposed on fan housing 2214. In the up-down direction of atv 100, second connection point 2211 is disposed on the upper side of fan housing 2214, and third connection point 2212 is disposed on the lower side of fan housing 2214. With the above arrangement, the mounting point of the cooling module 221 can be arranged on the fan housing 2214, so that deformation of the heat sink 2213 due to stress is reduced, and the strength of the cooling module 221 is improved. In addition, with the above arrangement, the structure of the heat sink 2213 can be simplified, and the compactness of the heat sink 2213 can be improved.

Specifically, the rear side of the fan housing 2214 is provided with a fourth connection point 2214a, and the fourth connection point 2214a is used for arranging the auxiliary water tank 2216. The fourth connecting point 2214a may be fixedly connected to the subtank 2216 by bolts or the like. Through the arrangement, the mounting point of the auxiliary water tank 2216 can be integrated on the fan cover 2214, so that the arrangement space of the auxiliary water tank 2216 is saved, the space utilization rate is improved, and the structure of the all-terrain vehicle 100 is more compact.

Specifically, the water inlet 2217 is arranged on the upper side of the heat radiator 2213, and the fourth connecting point 2214a is also arranged on the fan cover 2214 close to the water inlet 2217, so that the length of the pipe assembly 2218 can be shortened, the installation space of the pipe assembly 2218 can be saved, and the utilization rate of the all-terrain vehicle 100 can be improved. It is understood that the fourth connection point 2214a may be disposed at other positions of the fan housing 2214, and the position of the fourth connection point 2214a may be adjusted according to actual requirements.

In this embodiment, the fan housing 2214 is further provided with a first limit structure 2214b and a second limit structure 2214 c. First stop 2214b is used to secure tube assembly 2218 and prevent wear due to the sloshing of tube assembly 2218 during the travel of atv 100. The second stop 2214c is used to secure the cable assembly 2219 and prevent abrasion due to shaking of the cable assembly 2219 during driving of the atv 100. Through the above arrangement, the safety and the service life of the all-terrain vehicle 100 can be improved.

Specifically, the first limiting structure 2214b may be disposed on the upper side of the fan housing 2214, so that the first limiting structure 2214b may fix the middle position of the tube assembly 2218, thereby improving the connection stability of the tube assembly 2218. In this embodiment, the first limiting structure 2214b may be disposed on the second connection point 2211 close to the water filling port 2217, i.e., the first limiting structure 2214b may be integrated with the second connection point 2211, so as to reduce the arrangement space of the first limiting structure 2214b and facilitate the processing of the first limiting structure 2214 b. The first limiting structure 2214b may be a first slot, the first slot is substantially a "C" shaped slot, and the length of the opening of the first slot is smaller than the diameter of the tube assembly 2218, so as to achieve interference clamping of the first limiting structure 2214b and the tube assembly 2218.

Specifically, one end of the cable assembly 2219 connected to the cooling fan 2215 is a first end 2219a, and the other end of the cable assembly 2219 is provided with a connector 2219b, and the connector 2219b is used for connecting to the electrical assembly 18. The second stop 2214c is disposed between the connector 2219b and the first end 2219a, and the second stop 2214c is disposed on the fan housing 2214. Through the arrangement, the second limiting structure 2214c can better fix the cable assembly 2219, and the shaking of the cable assembly 2219 in the driving process of the all-terrain vehicle 100 is reduced. In this embodiment, the second limiting structure 2214C may be a second slot, the second slot is substantially a "C" shaped slot, and the length of the opening of the second slot is smaller than the diameter of the cable assembly 2219, so as to achieve interference clamping of the second limiting structure 2214C and the cable assembly 2219.

Through the above arrangement, the mounting point of the cooling module 221, the mounting point of the auxiliary water tank 2216, the fixing point of the pipe assembly 2218 and the fixing point of the cable assembly 2219 can be integrated on the fan housing 2214, so that the arrangement space of the cooling module 221 is saved, the strength of the cooling module 221 is improved, the structure of the radiator 2213 is simplified, and the deformation of the radiator 2213 is effectively reduced.

As one implementation, fan housing 2214 includes a first profile and a second profile. The first contour is the outer contour of the fan housing 2214 except for the remaining portions of the fan housing 2211, 2212, 2214a, 2214b, 2214 c. The second profile is the outer profile of the fan housing 2214. Atv 100 includes a plane of projection 103 perpendicular to the front-to-rear direction. The projection of the first contour on the projection plane 103 in the anteroposterior direction is a first projection contour, and the projection of the second contour on the projection plane 103 in the anteroposterior direction is a second projection contour. The ratio of the area of the first projection profile to the area of the second projection profile is greater than or equal to 0.63 and less than or equal to 1. Specifically, the ratio of the area of the first projection profile to the area of the second projection profile is greater than or equal to 0.72 and less than or equal to 0.99. In the present embodiment, the ratio of the area of the first projection contour to the area of the second projection contour is 0.81 or more and 0.98 or less. It will be appreciated that the ratio of the area of the first projected contour to the area of the second projected contour is 0.9. Through the arrangement, the mounting point of the cooling module 221, the mounting point of the auxiliary water tank 2216, the fixing point of the pipe assembly 2218 and the fixing point of the cable assembly 2219 can be integrated on the fan cover 2214, meanwhile, the structure of the fan cover 2214 is more compact, the structure of the fan cover 2214 is simplified, the arrangement space of the fan cover 2214 is reduced, and the structural compactness of the heat dissipation assembly 22 is further improved.

In one implementation, the water inlet 2217 is provided with a first connection pipe 2217a, and the auxiliary water tank 2216 is provided with a second connection pipe 2216 a. One end of the pipe assembly 2218 is connected to the first connection pipe 2217a, and the other end of the pipe assembly 2218 is connected to the second connection pipe 2216a, thereby achieving stable connection of the water inlet 2217 and the subtank 2216. Specifically, one end of the tube assembly 2218 and the first connection tube 2217a are clamped by a clamp, and the other end of the tube assembly 2218 and the second connection tube 2216a are clamped by a clamp, so that the tube assembly 2218 can be conveniently mounted or dismounted.

As one implementation, the saddle assembly 15 further includes a storage mechanism 153, as shown in fig. 14 and 15. Storage mechanism 153 is disposed at least partially on frame 11 for storing at least a portion of electrical components 18 and/or other components of atv 100. Storage mechanism 153 includes a first body 1531 and a coupling mechanism 1532. The left and right sides of the first body 1531 are provided with the connection mechanism 1532 along the left and right directions of the atv 100, and the connection mechanism 1532 and the first body 1531 are integrally formed. It is understood that the attachment mechanism 1532 and the first body 1531 may be attached in other ways. The connecting mechanism 1532 is used to connect to the frame 11, so as to stably connect the frame 11 and the placement mechanism 153. The coupling mechanism 1532 is disposed at an edge of an upper side of the first body 1531 in an up-down direction of the all-terrain vehicle 100, and the coupling mechanism 1532 is rolled toward an outer side of the first body 1531 and formed with a bead. The bead forms a space with a substantially circular cross-section for a fixed connection with the tube of the frame 11. Wherein, the outer side of the first body 1531 refers to one side of the outer surface of the first body 1531. Specifically, the attachment mechanism 1532 is at least partially disposed on the upper main beam 115. Attachment mechanism 1532 includes a first outer edge 1532a and a second outer edge (not shown), with first outer edge 1532a disposed on first main beam 1151 and the second outer edge disposed on second main beam 1152, thereby providing a stable attachment of storage mechanism 153 to frame 11. In this embodiment, a storage space is formed in the first body 1531 for placing at least a portion of the electrical components 18 and/or other components of the atv 100.

As an implementation manner, the left and right sides of the first body 1531 are provided with a plurality of first clip pieces 1531a, a plurality of second clip pieces 1531b, and a plurality of third clip pieces 1531 c. First plurality of clips 1531a, second plurality of clips 1531b and third plurality of clips 1531c may be used to secure cables and/or tubes on atv 100. A plurality of first card members 1531a, a plurality of second card members 1531b and a plurality of third card members 1531c are disposed on an outer surface of the first body 1531. Along the up-down direction of the atv 100, the first engaging member 1531a is at least partially disposed on the upper side of the second engaging member 1531b, and the second engaging member 1531b is at least partially disposed on the upper side of the third engaging member 1531c, i.e., the second engaging member 1531b is at least partially disposed between the first engaging member 1531a and the third engaging member 1531 c. Specifically, the first and second clamping members 1531a and 1531b are formed with a first fixing space 1531d, and the first fixing space 1531d is used for fixing the cable and/or the pipe of the atv 100. Second and third latches 1531b and 1531c form a second fixing space 1531e, and second fixing space 1531e is used for fixing cable and/or pipe of ATV 100. Through the arrangement, the fixing position of the cable and/or the pipeline of the all-terrain vehicle 100 can be separated into two fixing positions which are not mutually influenced, so that the cable and/or the pipeline of the all-terrain vehicle 100 can be more reasonably arranged, and the space utilization rate of the all-terrain vehicle 100 can be improved. Furthermore, with the above arrangement, additional cable and/or pipe fixing structures may be reduced, thereby improving the compactness of atv 100 by integrating the cable and/or pipe fixing structures. In this embodiment, the first fixing space 1531d and the second fixing space 1531e may communicate with each other, and the first fixing space 1531d and the second fixing space 1531e may be provided independently of each other.

As one implementation manner, the second clip 1531b includes a first fixing portion 1531f and a second fixing portion 1531 g. The first fixing portion 1531f is at least partially disposed at an upper side of the second fixing portion 1531 g. The first and second fixing parts 1531f and 1531g are integrally formed. The first fixing portion 1531f and the first engaging member 1531a form a first fixing space 1531 d. The second fixing portion 1531g and the third clamping member 1531c form a second fixing space 1531 e. First fastening spaces 1531d extend substantially in the fore-and-aft direction of ATV 100, and second fastening spaces 1531e extend substantially in the fore-and-aft direction of ATV 100.

Specifically, the first fixing portion 1531f is formed with a first receiving groove, and the first clamping piece 1531a is a fixing plate with a first thickness. Wherein, the first thickness can be continuously adjusted according to actual requirements. Along the up-down direction of the atv 100, the opening of the first receiving groove is disposed upward. Atv 100 includes a projection plane 103 perpendicular to the fore-aft direction. The projection of the lowermost end of the first engaging member 1531a on the projection plane 103 along the front-rear direction is a ninth projection line, and the projection of the lowermost end of the groove bottom of the first accommodating groove on the projection plane 103 along the front-rear direction is a tenth projection line. The distance between the ninth projection line and the tenth projection line is a first distance and the maximum width of the cable and/or duct of atv 100 is a second distance, the first distance and the second distance being substantially the same. Wherein the maximum width of the cable and/or the duct of atv 100 refers to the width perpendicular to the axial direction of the cable and/or the duct. With the above arrangement, the cable and/or the pipe of atv 100 may be better disposed in first fixing space 1531d, thereby achieving stable clamping of the cable and/or the pipe of atv 100. In this embodiment, the first receiving groove is substantially formed with a semi-cylindrical space, and the cable and/or the pipe of the atv 100 is substantially cylindrical, so that the cable and/or the pipe of the atv 100 can be fixed more stably.

Specifically, the second fixing portion 1531g is formed with a second receiving groove, and the third engaging member 1531c is formed with a third receiving groove. Along the up-down direction of atv 100, the opening of second holding tank sets up downwards, and the opening of third holding tank sets up upwards. The projection of the uppermost end of the groove bottom of the second accommodating groove on the projection plane 103 in the front-back direction is an eleventh projection line, the projection of the lowermost end of the groove bottom of the third accommodating groove on the projection plane 103 in the front-back direction is a twelfth projection line, and the distance between the eleventh projection line and the twelfth projection line is a third distance. The third distance and the second distance are substantially the same. With the above arrangement, the cable and/or the pipe of atv 100 can be better disposed in second fixing space 1531e, thereby achieving stable clamping of the cable and/or the pipe of atv 100. In this embodiment, the second receiving groove is substantially formed with a semi-cylindrical space, and the third receiving groove is substantially formed with a semi-cylindrical space, that is, the second fixing space 1531e is a substantially cylindrical space. The cable and/or conduit of atv 100 is substantially cylindrical such that the cable and/or conduit of atv 100 may be more stably secured.

In this embodiment, the first, second and third clamping members 1531a, 1531b and 1531c are each provided with a reinforcement portion 1531m, the reinforcement portion 1531m and the first clamping member 1531a are integrally formed, the reinforcement portion 1531m and the second clamping member 1531b are integrally formed, and the reinforcement portion 1531m and the third clamping member 1531c are integrally formed, so as to facilitate the processing of the first body 1531. The reinforcement portion 1531m is used to reinforce the first, second, and third clamping members 1531a, 1531b, and 1531c, so as to improve the structural strength of the first, second, and third clamping members 1531a, 1531b, and 1531c, and improve the connection stability of the cable and/or the pipe of the all-terrain vehicle 100.

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 (10)

1. An all-terrain vehicle comprising:

a frame;

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

a suspension assembly including a knuckle, a front suspension, and a rear suspension, the first road wheel being connected to the frame by the front suspension, the second road wheel being connected to the frame by the rear suspension;

a power assembly at least partially disposed on the frame;

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

the front suspension includes:

one end of the upper rocker arm is provided with a first mounting point, and the other end of the upper rocker arm is provided with a second mounting point;

one end of the lower rocker arm is provided with a third mounting point, and the other end of the lower rocker arm is provided with a fourth mounting point;

a distance between the first mounting point and the second mounting point is L1, a distance between the third mounting point and the fourth mounting point is L2, and a ratio of L1 to L2 is 0.5 or more and 1.15 or less.

2. The all-terrain vehicle of claim 1, characterized in that the ratio of L1 to L2 is greater than or equal to 0.6 and less than or equal to 1.1.

3. The all-terrain vehicle of claim 2, characterized in that the ratio of L1 to L2 is greater than or equal to 0.7 and less than or equal to 1.

4. The all-terrain vehicle of claim 1, characterized in that the suspension assembly further comprises a knuckle for connecting the front suspension and the first road wheel; one end of the upper rocker arm is connected with the frame through the first mounting point, and the other end of the upper rocker arm is connected with the steering knuckle through the second mounting point.

5. The all-terrain vehicle of claim 4, characterized in that one end of the lower rocker arm is connected to the frame via the third mounting point, and the other end of the lower rocker arm is connected to the knuckle via the fourth mounting point.

6. The all-terrain vehicle of claim 1, characterized in that the upper rocker arm is disposed on an upper side of the lower rocker arm.

7. The all-terrain vehicle of claim 4, characterized in that the knuckle comprises a first connection end and a second connection end, the first connection end connecting the upper rocker arm and the second connection end connecting the lower rocker arm.

8. The all-terrain vehicle of claim 7, characterized in that the knuckle further comprises a connector disposed between the first link end and the upper rocker arm, the first link end and the upper rocker arm being connected by the connector.

9. The all-terrain vehicle of claim 8, characterized in that the knuckle further comprises an adjustment washer disposed between the first connection end and the connection member.

10. The all-terrain vehicle of claim 9, characterized in that one side of the adjustment pad abuts the first connection end and the other side of the adjustment pad abuts the connection member.

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