CN217515300U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, include: a suspension assembly including a front suspension and a rear suspension; the front suspension comprises a front rocker arm and a first support, and the front rocker arm is connected with the first travelling wheel through the first support; the rear suspension comprises a rear rocker arm and a second support, and the rear rocker arm is connected with the second travelling wheel through the second support; the first support and the second support each include: the first mounting holes are formed in two ends of the first support, and the first mounting holes are also formed in two ends of the second support; the buffer sleeves are at least partially arranged in the first mounting holes and are arranged at two ends of the first mounting holes; the length of the first mounting hole along the axial direction of the first mounting hole is L1, the length of the buffer sleeve along the axial direction is L2, and the ratio of L1 to L2 is more than or equal to 1.5 and less than or equal to 5. The beneficial effects of the utility model are that: the buffer sleeve can reduce the shaking of the buffer sleeve in the driving process of the all-terrain vehicle, and the lubricating effect of the buffer is improved, so that the service life of the buffer sleeve is prolonged.

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 type of the all-terrain vehicle has multiple purposes and is not limited by road conditions, so the requirements on the stability of the all-terrain vehicle and the lubricating effect of all-terrain vehicle parts are higher.

In the prior art, the axle support buffer sleeve of the all-terrain vehicle has poor lubricating effect due to the fact that gaps exist among parts of the axle support buffer sleeve or the parts are not assembled in place, and therefore the buffer sleeve can shake.

SUMMERY OF THE UTILITY MODEL

In order to solve the defects of the prior art, the utility model aims to provide a can reduce the buffer sleeve and rock and improve the full all terrain vehicle of the lubricated effect of buffer sleeve.

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 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 comprises a front rocker arm and a first support, and the front rocker arm is connected with the first travelling wheel through the first support; the rear suspension comprises a rear rocker arm and a second support, and the rear rocker arm is connected with the second travelling wheel through the second support; first support and second support all include: the first mounting holes are formed in two ends of the first support, and the first mounting holes are also formed in two ends of the second support; the buffer sleeves are at least partially arranged in the first mounting holes and are arranged at two ends of the first mounting holes; the length of the first mounting hole along the axial direction of the first mounting hole is L1, the length of the buffer sleeve along the axial direction is L2, and the ratio of L1 to L2 is more than or equal to 1.5 and less than or equal to 5.

Further, the ratio of L1 to L2 is 1.6 or more and 4.5 or less.

Further, the ratio of L1 to L2 is 1.8 or more and 4 or less.

Furthermore, the buffer sleeve is provided with a second mounting hole extending along the axial direction, the first support and the second support further comprise a plurality of first sleeve pieces, the buffer sleeve is arranged at two ends of the first sleeve pieces, and at least part of the first sleeve pieces are arranged in the second mounting hole.

Further, the difference between the outer diameter of the first sleeve and the diameter of the second mounting hole is greater than or equal to 0.1mm and less than or equal to 0.3 mm.

Further, the difference between the outer diameter of the first sleeve and the diameter of the second mounting hole is greater than or equal to 0.07mm and less than or equal to 0.28 mm.

Further, the difference between the outer diameter of the first sleeve and the diameter of the second mounting hole is greater than or equal to 0.05mm and less than or equal to 0.25 mm.

Further, the length of the buffer sleeve extending into the first mounting hole along the axial direction is L3, and the ratio of L1 to L3 is greater than or equal to 2 and less than or equal to 6.

Further, the ratio of L1 to L3 is 2 or more and 5.5 or less.

Further, the ratio of L1 to L3 is 2 or more and 4.5 or less.

Compared with the prior art, the utility model provides an all-terrain vehicle can reduce rocking of cushion collar at all-terrain vehicle driving process, improves the lubricated effect of buffering to improve the life of cushion collar.

Drawings

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

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

Fig. 3 is a schematic view of another angle of the suspension assembly of the all-terrain vehicle of the present invention.

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

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

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

Fig. 7 is a schematic structural diagram of the cushion collar of the all-terrain vehicle of the present invention.

Fig. 8 is a partially enlarged view of a portion a in fig. 7 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, ATV 100 includes a frame 11, a walking assembly 12, a suspension assembly 13, a power assembly 14, a saddle assembly 15, a body cover 16, and a transmission assembly 17. Suspension assembly 13 includes a front suspension 131 and a rear suspension 132 for connecting frame 11 and running assembly 12. The walking assembly 12 comprises a first road wheel 121 and a second road wheel 122, the first road wheel 121 is connected to the frame 11 via a front suspension 131, the second road wheel 122 is connected to the frame 11 via a rear suspension 132, and the walking assembly 12 is used for movement of the 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. The body cover 16 is at least partially disposed on the frame 11. The transmission assembly 17 is at least partially arranged on the frame 11, and the transmission assembly 17 is at least partially connected with the walking assembly 12 and at least partially connected with the power assembly 14 and is used for transmitting the power of the power assembly 14 to the walking assembly 12 so as to drive the walking assembly 12. In order to clearly illustrate 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 and 3, front suspension 131 includes a front swing arm 1311 and a first pedestal 1312, as one implementation. One end of the front swing arm 1311 is connected to the first pedestal 1312, and the other end of the front swing arm 1311 is connected to the vehicle frame 11. Front swing arm 1311 is used to provide displacement of first road wheel 121 in the up and down direction to achieve the shock absorbing effect of ATV 100. First pedestal 1312 serves to secure walking assembly 12, thereby making the connection of walking assembly 12 to front swing arm 1311 more stable. Specifically, front rocker arm 1311 includes a first rocker arm 1311a, a second rocker arm 1311b, a third rocker arm 1311c, and a fourth rocker arm 1311 k. One end of the first swing arm 1311a and one end of the second swing arm 1311b are connected to one end of the first pedestal 1312, and the other end of the first swing arm 1311a and the other end of the second swing arm 1311b are connected to the vehicle frame 11. One end of third swing arm 1311c and one end of fourth swing arm 1311k are both connected to the other end of first pedestal 1312, and the other ends of third swing arm 1311c and fourth swing arm 1311k are both connected to frame 11. In the front-rear and up-down directions of atv 100, first swing arm 1311a is disposed on the front side of second swing arm 1311b, first swing arm 1311a is disposed on the upper side of third swing arm 1311c, second swing arm 1311b is disposed on the rear side of first swing arm 1311a, second swing arm 1311b is disposed on the upper side of fourth swing arm 1311k, and third swing arm 1311c is disposed on the front side of fourth swing arm 1311 k. I.e., first swing arm 1311a and second swing arm 1311b are upper swing arms and third swing arm 1311c and fourth swing arm 1311k are lower swing arms. In the present embodiment, third swing arm 1311c includes first connection portion 1311d, first bent portion 1311e, and second connection portion 1311 f. The first connection portions 1311d, the first bending portions 1311e, and the second connection portions 1311f may be integrally formed, or may be connected by welding. One end of first connecting portion 1311d is connected to frame 11, the other end of first connecting portion 1311d is connected to one end of first bent portion 1311e, the other end of first bent portion 1311e is connected to one end of second connecting portion 1311f, and the other end of second connecting portion 1311f is connected to first bracket 1312. One end of the first bent portion 1311e connected to the second connecting portion 1311f extends substantially obliquely downward, that is, one end of the first bent portion 1311e connected to the second connecting portion 1311f extends gradually obliquely downward away from the frame 11. It will be appreciated that the configuration of fourth swing arm 1311k is substantially identical to the configuration of third swing arm 1311 c. That is, fourth swing arm 1311k includes a third connecting portion, a second curved portion, and a fourth connecting portion. The third connecting portion, the second bending portion and the fourth connecting portion are integrally formed and can also be connected in a welding mode. One end of the third connecting portion is connected to the frame 11, the other end of the third connecting portion is connected to one end of the second bending portion, the other end of the second bending portion is connected to one end of the fourth connecting portion, and the other end of the fourth connecting portion is connected to the first support 1312. The end of the second bending portion connected to the fourth connecting portion extends substantially obliquely downward, i.e., the end of the second bending portion connected to the fourth connecting portion extends away from the frame 11 and gradually extends obliquely downward. In the present embodiment, the length between the connection point of the first connection portion 1311d and the frame 11 and the connection point of the third connection portion and the frame 11 is the first distance S1. A length between a connection of the first connection portion 1311d and the first bent portion 1311e and a connection of the third connection portion and the second bent portion is a second distance S2. The first distance S1 is greater than the second distance S2, i.e., the distance between the first connection 1311d and the third connection is gradually smaller from a position closer to the frame 11 to a position farther from the frame 11. With the above arrangement, the second connecting portion 1311f and the fourth connecting portion are also gradually extended obliquely downward, so that the curved portion has a certain curvature, the force applied to the third swing arm 1311c is improved, and the bending resistance of the third swing arm 1311c is improved.

As one implementation, one end of first swing arm 1311a connected to frame 11 is provided with first connection hole 1311g, and one end of second swing arm 1311b connected to frame 11 is provided with second connection hole 1311 h. The axes of the first connection holes 1311g and the second connection holes 1311h substantially coincide, i.e., the extending direction of the axes of the first connection holes 1311g and the extending direction of the axes of the second connection holes 1311h substantially coincide. Specifically, the axis of the first connection hole 1311g extends substantially along the first straight line 1311j, and the axis of the second connection hole 1311h also extends substantially along the first straight line 1311 j. The all-terrain vehicle 100 includes a first projection plane 101 perpendicular to the left-right direction and a second projection plane 102 perpendicular to the up-down direction. Along the left-right direction of the all-terrain vehicle 100, the projection of the first straight line 1311j on the first projection surface 101 is a first projection line, and the projection of the second projection surface 102 on the first projection surface 101 is a second projection line. An included angle alpha between the first projection line and the second projection line is larger than or equal to 0 degrees and smaller than or equal to 20 degrees, and an opening of the included angle alpha is arranged forwards. In this embodiment, an angle α between the first projection line and the second projection line is 0 ° or more and 15 ° or less, and an opening of the angle α is disposed frontward. Through the arrangement, the pitching resistance of the all-terrain vehicle 100 can be improved, and the stress of the suspension assembly 13 is improved, so that the stability and the service life of the all-terrain vehicle 100 are improved.

In one implementation, the rear suspension 132 includes a rear rocker arm and a second mount. The structure of the rear suspension 132 substantially corresponds to that of the front suspension 131. One end of the rear rocker arm is connected with the second support, and the other end of the rear rocker arm is connected with the frame 11. The rear swing arm is used to provide displacement of the second road wheels 122 in the up-down direction, thereby achieving the shock absorbing effect of the all-terrain vehicle 100. The second support is used for fixing the walking assembly 12, so that the walking assembly 12 and the rear rocker arm are connected more stably. Specifically, the rear rocker arm includes a fifth rocker arm, a sixth rocker arm, a seventh rocker arm, and an eighth rocker arm. One end of the fifth rocker arm and one end of the sixth rocker arm are both connected to one end of the second support, and the other end of the fifth rocker arm and the other end of the sixth rocker arm are both connected to the frame 11. One end of the seventh rocker arm and one end of the eighth rocker arm are both connected with the other end of the second support, and the other end of the seventh rocker arm and the other end of the eighth rocker arm are both connected with the vehicle frame 11. The fifth rocker arm is disposed on the front side of the sixth rocker arm and on the upper side of the seventh rocker arm, the sixth rocker arm is disposed on the rear side of the fifth rocker arm and on the upper side of the eighth rocker arm, and the seventh rocker arm is disposed on the front side of the eighth rocker arm, in the front-rear and up-down directions of the all-terrain vehicle 100. In the present embodiment, one end of the fifth rocker arm connected to the frame 11 is provided with a third connecting hole, and one end of the sixth rocker arm connected to the frame 11 is provided with a fourth connecting hole. The axis of the third connecting hole is basically coincident with the axis of the fourth connecting hole, namely the extending direction of the axis of the third connecting hole is basically consistent with the extending direction of the axis of the fourth connecting hole. Specifically, the axis of the third connecting hole extends substantially along the second linear direction, and the axis of the fourth connecting hole also extends substantially along the second linear direction. The projection of the second straight line on the first projection plane 101 along the left-right direction of the all-terrain vehicle 100 is a third projection line. An included angle beta between the third projection line and the second projection line is larger than or equal to 0 degree and smaller than or equal to 20 degrees, and an opening of the included angle beta faces backwards. In this embodiment, an angle β between the third projection line and the second projection line is 0 ° or more and 15 ° or less, and an opening of the angle β is provided rearward. Through the arrangement, the pitching resistance of the all-terrain vehicle 100 can be improved, and the stress of the suspension assembly 13 is improved, so that the stability and the service life of the all-terrain vehicle 100 are improved.

As shown in FIG. 4, ATV 100 includes a first state and a second state, as one implementation. The first state is a state when the atv 100 is stationary and the second state is a state when the atv 100 is driving. A first connection point 111, a second connection point 112, a third connection point 113, and a fourth connection point 114 are provided on the front side of the frame 11. The first connection point 111 is used for connecting with the first connection hole 1311g, thereby realizing stable connection of the first swing arm 1311a and the vehicle frame 11; the second connecting point 112 is used for connecting with the second connecting hole 1311h, so that the second swing arm 1311b and the frame 11 are stably connected; third connecting point 113 is for connection to third swing arm 1311c, thereby enabling stable connection of third swing arm 1311c to frame 11; fourth connecting point 114 is adapted to connect to fourth swing arm 1311k to provide a stable connection of fourth swing arm 1311k to frame 11. Specifically, the frame 11 includes an upper main beam 115, a support beam 116, a lower main beam 117, a first pillar 118, and a second pillar 119. The upper main beam 115 is disposed on an upper side of the lower main beam 117, the first support 118 is disposed on a front side of the second support 119, the first support 118 is disposed at least partially between the upper main beam 115 and the lower main beam 117, and the second support 119 is disposed at least partially between the upper main beam 115 and the lower main beam 117. One end of the first strut 118 is connected to the upper main beam 115 and the other end of the first strut 118 is connected to the lower main beam 117. One end of the second support column 119 is connected to the upper main beam 115 and the other end of the second support column 119 is connected to the lower main beam 117. A support beam 116 is at least partially disposed between the upper 115 and lower 117 girders, with one end of the support beam 116 connected to a first strut 118 and the other end of the support beam 116 connected to a second strut 119. The upper main beam 115, the first pillar 118, the lower main beam 117, and the second pillar 119 are connected to form the main body of the frame 11. The upper and lower main beams 115, 117 and the support beam 116 all extend substantially in the fore-aft direction of the atv 100. First leg 118 and second leg 119 each extend substantially in the up-down direction of ATV 100. The support beam 116 serves to increase the strength of the vehicle frame 11. The first and second connection points 111, 112 are provided on a support beam 116, and the third and fourth connection points 113, 114 are provided on a lower main beam 117.

In one implementation, a line connecting the center of the first connection point 111 and the center of the third connection point 113 is a third straight line 103, a line connecting the center of the second connection point 112 and the center of the fourth connection point 114 is a fourth straight line 104, a line connecting the center of the first connection point 111 and the center of the second connection point 112 is a fifth straight line 107, and a line connecting the center of the third connection point 113 and the center of the fourth connection point 114 is a sixth straight line 108. Wherein the first straight line 1311j substantially coincides with the fifth straight line 107. The third line 103, the fifth line 107, the fourth line 104 and the sixth line 1087 enclose a first space 105. The projection of the first space 105 on the first projection plane 101 in the left-right direction is a first projection plane. The first support 1312 is provided with a first shaft hole 1312a connected to the first running wheel 121, and the center of the first shaft hole 1312a and the center of the first running wheel 121 are substantially aligned. A projection of the center of the first axis hole 1312a on the first projection surface 101 in the left-right direction is a first projection point, that is, a projection of the center of the first traveling wheel 121 on the first projection surface 101 in the left-right direction is a first projection point. When the all-terrain vehicle 100 is in the first state, the first projected point is located in the first projection plane, i.e., the first projection plane is disposed to cover the first projected point. When atv 100 is in the second state, the first projection point may be outside the first plane of projection. Through the arrangement, the trafficability and the pitching resistance of the all-terrain vehicle 100 can be improved, and the stress of the suspension assembly 13 is improved, so that the stability and the service life of the all-terrain vehicle 100 are improved.

As one implementation, the rear rocker arm is attached in a manner substantially identical to the front rocker arm 1311. The rear side of the frame 11 is provided with a fifth connection point, a sixth connection point, a seventh connection point and an eighth connection point. The fifth connecting point is used for connecting a fifth rocker arm; the sixth connecting point is used for connecting a sixth rocker arm; the seventh connecting point is used for connecting a seventh rocker arm; the eighth connection point is for connection to an eighth rocker arm. Specifically, a second space is defined by a connecting line between the center of the fifth connecting point and the center of the seventh connecting point, a connecting line between the center of the sixth connecting point and the center of the eighth connecting point, a connecting line between the center of the fifth connecting point and the center of the sixth connecting point, and a connecting line between the center of the seventh connecting point and the center of the eighth connecting point. The projection of the second space on the first projection plane 101 in the left-right direction is a second projection plane. The second support is provided with a second shaft hole connected with the second travelling wheel 122, and the circle center of the second shaft hole and the circle center of the second travelling wheel 122 are basically on the same straight line. The projection of the center of the second shaft hole on the first projection plane 101 along the left-right direction is a second projection point, that is, the projection of the center of the second road wheel 122 on the first projection plane 101 along the left-right direction is a second projection point. When the all-terrain vehicle 100 is in the first state, the second projected point is located in the second projection plane, i.e., the second projection plane is disposed to cover the second projected point. The second projection point may be outside of the second plane of projection when atv 100 is in the second state. Through the arrangement, the trafficability and the pitching resistance of the all-terrain vehicle 100 can be improved, and the stress of the suspension assembly 13 is improved, so that the stability and the service life of the all-terrain vehicle 100 are improved.

As shown in fig. 2 and 3, suspension assembly 13 further includes a shock absorber 132, one end of shock absorber 132 is connected to frame 11, and the other end of shock absorber 132 is connected to front swing arm 1311 or rear swing arm for shock absorption of atv 100. Specifically, the shock absorbers 132 include a first shock absorber 1321 and a second shock absorber. The first shock absorber 1321 is provided on the front side of the frame 11, one end of the first shock absorber 1321 is connected to the frame 11, and the other end of the first shock absorber 1321 is connected to the front swing arm 1311. The second shock absorber is arranged on the rear side of the frame 11, one end of the second shock absorber is connected with the frame 11, and the other end of the second shock absorber is connected with the rear rocker arm. In the present embodiment, the first shock absorber 1321 on the left side of the atv 100 is taken as an example, and the first shock absorber 1321 on the left side of the atv 100 is taken as a third shock absorber 1322. Third shock absorber 1322 extends substantially along an eighth line 1322 a. The all-terrain vehicle 100 includes a first projection plane 101 perpendicular to the left-right direction, a second projection plane 102 perpendicular to the up-down direction, and a third projection plane 106 perpendicular to the front-rear direction. The projection of the second projection surface 102 on the first projection surface 101 in the left-right direction is a second projection line, and the projection of the eighth straight line 1322a on the first projection surface 101 in the left-right direction is a fifth projection line. An included angle theta between the second projection line and the fifth projection line is greater than or equal to 60 degrees and less than or equal to 110 degrees. Specifically, the angle θ is 65 ° or more and 105 ° or less. In the present embodiment, the included angle θ is 70 ° or more and 100 ° or less. Through the arrangement, the operation stability of the all-terrain vehicle 100 can be improved, and the space utilization rate of the all-terrain vehicle 100 is improved, so that the structure of the all-terrain vehicle 100 is more stable, and the safety of the all-terrain vehicle 100 is improved. The projection of the eighth straight line 1322a onto the third projection surface 106 in the front-rear direction is a sixth projection line, and the projection of the second projection surface 102 onto the third projection surface 106 in the front-rear direction is a seventh projection line. An included angle gamma between the sixth projection line and the seventh projection line is not less than 40 degrees and not more than 90 degrees. Specifically, the included angle γ is 45 ° or more and 85 ° or less. In the present embodiment, the included angle γ is 50 ° or more and 80 ° or less. Through the arrangement, the compression stroke of the third shock absorber 1322 is reasonable, and the design and the processing of the third shock absorber 1322 are facilitated, so that the processing efficiency of the all-terrain vehicle 100 is improved.

It will be appreciated that first shock absorber 1321 on the right side of ATV 100 is positioned in a manner substantially corresponding to the placement of third shock absorber 1322, and that the second shock absorber is positioned in a manner substantially corresponding to the placement of third shock absorber 1322.

As shown in fig. 4 and 5, the transmission assembly 17 includes a drive axle 171 and a drive shaft 172 as one implementation. The transaxle 171 is used to provide power to the drive shaft 172. One end of the driving shaft 172 is connected to the traveling assembly 12, and the other end of the driving shaft 172 is connected to the driving axle 171, so that the driving shaft 172 drives the traveling assembly 12. When the atv 100 is a front-drive vehicle, the driving axle 171 is disposed at the front side of the frame 11, one end of the driving shaft 172 is connected to the driving axle 171, and the other end of the driving shaft 172 is connected to the first running wheel 121. When atv 100 is a rear drive, transaxle 171 is disposed at the rear side of frame 11, one end of drive shaft 172 is connected to transaxle 171, and the other end of drive shaft 172 is connected to second road wheel 122. When ATV 100 is a four-wheel drive, drive shaft 172 includes a first shaft and a second shaft, and transaxle 171 includes a first axle and a second axle. The first axle is arranged at the front side of the frame 11, one end of the first axle is connected with the first axle, and the other end of the first axle is connected with the first travelling wheel 121. The second axle is arranged at the rear side of the frame 11, one end of the second shaft is connected with the second axle, and the other end of the second shaft is connected with the second road wheel 122.

As one implementation, ATV 100 includes a second plane of projection 102 perpendicular to the up-down direction and a third plane of projection 106 perpendicular to the front-to-back direction. The projection of the axis of the drive shaft 172 on the third projection surface 106 in the front-rear direction is an eighth projection line, and the projection of the second projection surface 102 on the third projection surface 106 in the front-rear direction is a ninth projection line. And an acute angle formed by the eighth projection line and the ninth projection line is an included angle delta. The included angle delta is greater than or equal to 0 DEG and less than or equal to 60 deg. Specifically, the included angle δ is 0 ° or more and 45 ° or less. In the present embodiment, the included angle δ is 0 ° or more and 30 ° or less. Through the above arrangement, the transmission efficiency of the transmission assembly 17 can be improved, and the damping performance of the suspension assembly 13 can be improved.

As one implementation, transaxle 171 is located on a front side of frame 11 when atv 100 is a front-drive vehicle. One end of third swing arm 1311c connected to frame 11 is provided with a fifth connecting hole 1311n, and the axis of fifth connecting hole 1311n extends substantially in the front-rear direction of atv 100. Wherein the axis of the fifth connecting hole 1311n substantially coincides with the sixth straight line 108. The axis of the first connection hole 1311g extends substantially along a first straight line 1311 j. The first connection holes 1311g have center lines 1311m extending in the left-right direction, and the first connection holes 1311g are substantially symmetrically disposed about the center lines 1311 m. Along the left-right direction of the all-terrain vehicle 100, the projection of the first straight line 1311j on the first projection surface 101 is a first projection line, the projection of the center of the first shaft hole 1312a on the first projection surface 101 is a first projection point, that is, the projection of the center of the first traveling wheel 121 on the first projection surface 101 is a first projection point, the projection of the output center of the drive bridge 171 on the first projection surface 101 is a third projection point, the projection of the axis of the fifth connecting hole 1311n on the first projection surface 101 is a fourth projection line, and the projection of the center line 1311m of the first connecting hole 1311g on the first projection surface 101 is a fourth projection point. The output center of the transaxle 171 refers to the center of the joint between the transaxle 171 and the drive shaft 172. The distance between the fourth projection point and the fourth projection line is d1, the distance between the third projection point and the first projection line is d2, and the distance between the first projection point and the first projection line is d 3. The ratio of d2 to d1 is 0.1 or more and 0.8 or less. The ratio of d3 to d1 is 0.5 or more and 1 or less. Specifically, the ratio of d2 to d1 is 0.2 or more and 0.7 or less. The ratio of d3 to d1 is 0.6 or more and 0.9 or less. Through the above arrangement, the transmission efficiency of the transmission assembly 17 can be improved, and the damping performance of the suspension assembly 13 can be improved. In the present embodiment, the third projection point is located between the first projection line and the fourth projection line, that is, along the up-down direction of the all-terrain vehicle 100, the output center of the transaxle 171 is located at the lower side of the connecting line of the first connecting point 111 and the second connecting point 112, and the output center of the transaxle 171 is located at the upper side of the connecting line of the third connecting point 113 and the fourth connecting point 114, so as to define the position of the output center of the transaxle 171 relative to the front swing arm 1311, and thus, the transmission efficiency of the transmission assembly 17 can be improved, and the shock absorbing performance of the suspension assembly 13 can be improved.

As an implementation, when the all-terrain vehicle 100 is in the first state, the third projection point is located in the first projection plane, i.e., the first projection plane is disposed to cover the third projection point. The third projection point may be outside the first plane of projection when atv 100 is in the second state. Specifically, the third projection point is located on the upper side of the first projection point along the up-down direction of the all-terrain vehicle 100. That is, in the up-down direction of atv 100, the output center of transaxle 171 is located at the upper side of the center of first shaft hole 1312 a.

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

When ATV 100 is a four-wheel drive vehicle, the positional relationship of the first axle is substantially the same as the positional relationship of transaxle 171 on the front side of frame 11, and the positional relationship of the second axle is substantially the same as the positional relationship of transaxle 171 on the rear side of frame 11.

As shown in fig. 6 and 7, as one implementation, the first support 1312 is provided with a plurality of cushion cases 1313 and a plurality of first kits 1314. The first sleeve 1314 is at least partially disposed at both ends of the first pedestal 1312, i.e., one end of the first pedestal 1312 is provided with the first sleeve 1314, the other end of the first pedestal 1312 is also provided with the first sleeve 1314, and the first sleeve 1314 is at least partially disposed in the first pedestal 1312. The cushion sleeves 1313 are disposed at both ends of the first support 1312 and at both ends of the first sleeve 1314, that is, one end of the first sleeve 1314 is provided with the cushion sleeve 1313, the other end of the first sleeve 1314 is also provided with the cushion sleeve 1313, and the cushion sleeve 1313 is at least partially disposed in the first support 1312. The cushion 1313 is used to provide cushioning and lubrication to the first pedestal 1312. Specifically, the first mounting holes 1312b are formed at both ends of the first bracket 1312, and the first mounting holes 1312b are used for connecting the front swing arm 1311, so that the connection between the first bracket 1312 and the front swing arm 1311 is more stable. The first sleeve 1314 is at least partially disposed in the first mounting hole 1312b, and the cushion 1313 is at least partially disposed in the first mounting hole 1312 b. Wherein, the two ends of the first sleeve 1314 are respectively sleeved with a buffer sleeve 1313, that is, the two ends of the first installation hole 1312b are both provided with a buffer sleeve 1313. In this embodiment, one end of the cushion 1313 is provided with an outer rim 1313a, and the outer rim 1313a is disposed substantially around the one end of the cushion 1313. Outer rim 1313a is used to prevent buffer sleeve 1313 from completely entering first mounting hole 1312b when buffer sleeve 1313 and first mounting hole 1312b are mounted, and may be used to seal first mounting hole 1312b and prevent dust, sand, etc. from entering first mount 1312 through a gap between first mounting hole 1312b and buffer sleeve 1313, thereby improving the lifespan of first mount 1312. Specifically, one end of the buffering sleeve 1313 away from the outer rim 1313a is sleeved on the first member 1314, the outer rim 1313a abuts against the outer edge of the first mounting hole 1312b, and the end of the buffering sleeve 1313 provided with the outer rim 1313a is located outside the first mounting hole 1312 b. The outer edge of the first mounting hole 1312b is a side end surface of one end of the first holder 1312. In this embodiment, the cushion cover 1313 is provided with a second mounting hole 1313b extending in the axial direction and penetrating therethrough, and the first cover member 1314 is at least partially disposed in the second mounting hole 1313b, so that the first cover member 1314 and the cushion cover 1313 are connected by interference fit or the like.

As one implementation, the length of the first mounting hole 1312b in the axial direction is L1, and the length of the cushion 1313 in the axial direction is L2. Wherein the axial direction refers to the axial direction of the first mounting hole 1312 b. The ratio of L1 to L2 is 1.5 or more and 5 or less. Specifically, the ratio of L1 to L2 is 1.6 or more and 4.5 or less. In the present embodiment, the ratio of L1 to L2 is 1.8 or more and 4 or less. Through the arrangement, the shaking of the buffer sleeve 1313 in the driving process of the all-terrain vehicle 100 can be reduced, the lubricating effect of buffering is improved, and therefore the service life of the buffer sleeve 1313 is prolonged.

As one implementation, the length of the buffer sleeve 1313 extending into the first mounting hole 1312b is L3, i.e., L3 is the difference between the length of the buffer sleeve 1313 in the axial direction and the length of the outer rim 1313a in the axial direction. The ratio of L1 to L3 is 2 or more and 6 or less. Specifically, the ratio of L1 to L3 is 2 or more and 5.5 or less. In the present embodiment, the ratio of L1 to L3 is 2 or more and 4.5 or less. Through the arrangement, the length of the buffer sleeve 1313 extending into the first mounting hole 1312b is reasonable, so that the buffer sleeve 1313 is stably connected with the first mounting hole 1312b, and the shaking of the buffer sleeve 1313 in the driving process of the all-terrain vehicle 100 is reduced.

In one implementation, the first sleeve 1314 has a substantially circular cross-section. The difference between the outer diameter R1 of the first sleeve 1314 and the diameter R2 of the second mounting hole 1313b is 0.1mm or greater and 0.3mm or less. Specifically, the difference between R1 and R2 is 0.07mm or more and 0.28mm or less. In the present embodiment, the difference between R1 and R2 is 0.05mm or more and 0.25mm or less. Through the arrangement, the shaking of the buffer sleeve 1313 in the driving process of the all-terrain vehicle 100 can be reduced, the lubricating effect of buffering is improved, and therefore the service life of the buffer sleeve 1313 is prolonged.

It is understood that the second support also includes a plurality of cushion sleeves 1313 and a plurality of first sleeves 1314, and the cushion sleeves 1313 in the second support are disposed in a manner consistent with the cushion sleeves 1313 in the first support 1312, and the first sleeves 1314 in the second support are disposed in a manner consistent with the first sleeves 1314 in the first support 1312.

As shown in fig. 6, as one implementation, the first support 1312 further includes a first mounting portion 1312c, a second mounting portion 1312d, a third mounting portion 1312e, a first coupling member 1312f, a second coupling member 1312g, and an extension portion 1312 h. The first mounting portion 1312c, the second mounting portion 1312d, the third mounting portion 1312e, the first coupling member 1312f, the second coupling member 1312g, and the extension portion 1312h may be integrally formed or may be coupled by welding. The first mounting portion 1312c is coupled to one end of a first coupling 1312f, the other end of the first coupling 1312f is coupled to one side of a third mounting portion 1312e, the other side of the third mounting portion 1312e is coupled to one end of a second coupling 1312g, and the other end of the second coupling 1312g is coupled to a second mounting portion 1312 d. The first and second mounting portions 1312c and 1312d are each substantially cylindrical, and the first and second mounting portions 1312c and 1312d are each provided with a first mounting hole 1312 b. The axis of the first mounting hole 1312b and the axis of the first mounting portion 1312c substantially coincide, the axis of the first mounting hole 1312b and the axis of the second mounting portion 1312d substantially coincide, and the first mounting hole 1312b is provided through the first mounting portion 1312c and the first mounting hole 1312b is provided through the second mounting portion 1312 d. The third mounting portion 1312e is provided with a first shaft hole 1312a, and an axis of the first shaft hole 1312a and an axis of the first mounting hole 1312b are substantially perpendicular. Extension portion 1312h may be connected to third mounting portion 1312e, extension portion 1312h may also be at least partially connected to third mounting portion 1312e and at least partially connected to first mounting portion 1312c, extension portion 1312h may also be at least partially connected to third mounting portion 1312e and at least partially connected to second mounting portion 1312d, and the specific connection mode of extension portion 1312h may be adjusted according to actual needs. Specifically, ATV 100 also includes a brake assembly 18, brake assembly 18 being at least partially disposed on suspension assembly 13 for braking ATV 100. Extension 1312h defines a plurality of third mounting holes 1312k and brake assembly 18 is disposed on first pedestal 1312 at least partially through plurality of third mounting holes 1312k such that brake assembly 18 is at least partially coupled to suspension assembly 13. Wherein the axis of the third mounting hole 1312k and the axis of the first shaft hole 1312a are substantially parallel.

As one implementation, the number of the third mounting holes 1312k is two. At this time, the third mounting holes 1312k include first holes 1312m and second holes 1312 n. The diameter of the first shaft hole 1312a is R, the diameter of the third mounting hole 1312k is D1, the distance between the axis of the first hole 1312m and the axis of the second hole 1312n is D2, the distance between the axis of the first hole 1312m and the axis of the first shaft hole 1312a is D3, and the distance between the axis of the second hole 1312n and the axis of the first shaft hole 1312a is D4. The ratio of R to D1 is 4.5 or more and 6.25 or less. The ratio of D2 to R is 2.5 or more and 3.6 or less. When D3 is larger than D4, the ratio of D4 to R is greater than or equal to 3 and less than or equal to 3.6; when D3 is less than D4, the ratio of D3 to R is greater than or equal to 3 and less than or equal to 3.6; when D3 is equal to D4, the ratio of D3 to R is equal to or greater than 3 and equal to or less than 3.6, and the ratio of D4 to R is also equal to or greater than 3 and equal to or less than 3.6. Specifically, the ratio of R to D1 is 4.7 or more and 5.5 or less. The ratio of D2 to R is 2.8 or more and 3.52 or less. When D3 is larger than D4, the ratio of D4 to R is greater than or equal to 3.08 and less than or equal to 3.52; when D3 is less than D4, the ratio of D3 to R is equal to or greater than 3.08 and equal to or less than 3.52; when D3 is equal to D4, the ratio of D3 to R is equal to or greater than 3.08 and equal to or less than 3.52, and the ratio of D4 to R is also equal to or greater than 3.08 and equal to or less than 3.52. With the above arrangement, the braking performance of the brake assembly 18 can be improved, thereby improving the braking performance of the all-terrain vehicle 100; the stress condition of the parts around the walking assembly 12 can be improved, so that the stress uniformity of the all-terrain vehicle 100 is improved, and the stability and the safety of the all-terrain vehicle 100 are improved. In addition, the space utilization rate between the walking assembly 12 and the suspension assembly 13 can be improved, so that the space utilization rate of the all-terrain vehicle 100 is improved, and the improvement of the structural compactness of the all-terrain vehicle 100 is facilitated. In this embodiment, the first pedestal 1312 extends substantially along a fifth straight line 1312j, the fifth straight line 1312j being substantially perpendicular to the axis of the first axis hole 1312 a. The first pedestal 1312 includes a first symmetry plane perpendicular to the fifth straight line 1312j and a second symmetry plane perpendicular to the first symmetry plane. The intersection of the first and second planes of symmetry substantially coincides with the axis of the first axis hole 1312 a. The first holes 1312m and the second holes 1312n are both disposed on the same side of the first plane of symmetry, and the first holes 1312m and the second holes 1312n are disposed on opposite sides of the second plane of symmetry, i.e., the first holes 1312m are disposed on one side of the second plane of symmetry and the second holes 1312n are disposed on the other side of the second plane of symmetry. Through the arrangement, the braking performance of the all-terrain vehicle 100 can be improved; it may also be beneficial to improve the stress conditions of the surrounding components of walking assembly 12, thereby improving the stability and safety of all-terrain vehicle 100. In addition, the space utilization rate of the all-terrain vehicle 100 can be improved, and the improvement of the structural compactness of the all-terrain vehicle 100 is facilitated.

It will be appreciated that the structure of the second pedestal is substantially identical to the structure of the first pedestal 1312.

As shown in fig. 7 and 8, a plurality of oil reservoirs 1313c are provided inside the buffer 1313. The oil reservoir 1313c is provided at least partially on the hole wall of the second mounting hole 1313b, and serves to increase the oil reservoir of the cushion 1313, thereby increasing the lubricating effect of the cushion 1313. Specifically, the arrangement of the plurality of oil sumps 1313c on the hole wall of the second mounting hole 1313b includes at least the first, second, third, and fourth modes. Specifically, when the oil reservoirs 1313c are arranged in the first manner, the oil reservoirs 1313c may be disposed on the entire wall of the second mounting hole 1313b, that is, the oil reservoirs 1313c may be distributed over the entire wall of the second mounting hole 1313 b. When the oil reservoirs 1313c are arranged in the first manner, a plurality of oil reservoirs 1313c are provided on a part of the hole wall of the second mounting hole 1313b, that is, a plurality of oil reservoirs 1313c may be provided on a part or in a range of the hole wall of the second mounting hole 1313 b. When the oil reservoirs 1313c are arranged in the third mode, a plurality of the oil reservoirs 1313c may be disposed on the wall of the second mounting hole 1313b in a uniform arrangement, that is, a plurality of the oil reservoirs 1313c may be disposed on the wall of the second mounting hole 1313b in an array, a staggered distribution, or the like. When the oil reservoirs 1313c are arranged in the fourth manner, the plurality of oil reservoirs 1313c may be disposed on the wall of the second mounting hole 1313b in a random arrangement, that is, the wall of the second mounting hole 1313b includes a first region and a second region, the density of the plurality of oil reservoirs 1313c in the first region is a first density, and the density of the plurality of oil reservoirs 1313c in the second region is a second density, and the first density is greater than the second density. It is to be understood that the arrangement of the oil sumps 1313c may be a combination of the first and third embodiments, a combination of the first and fourth embodiments, a combination of the second and third embodiments, a combination of the second and fourth embodiments, or a single arrangement of the first, second, third, and fourth embodiments. In the present embodiment, the shape of the oil reservoir 1313c can be adjusted according to actual needs. Through the arrangement, the oil storage capacity of the buffer sleeve 1313 can be improved, so that the lubricating effect of the buffer sleeve 1313 is improved, the service life of the buffer sleeve 1313 is prolonged, and the reliability of the all-terrain vehicle 100 is improved.

In one embodiment, the wall thickness of the cushion 1313 is H1, and the maximum depth of the oil reservoir 1313c is H2. Wherein, the wall thickness of the buffer 1313 means the shortest distance between the wall of the second mounting hole 1313b and the outer surface of the buffer 1313 at the end away from the outer rim 1313a, and the maximum depth of the oil reservoir 1313c means the shortest distance between the bottom of the oil reservoir 1313c closest to the outer surface of the buffer 1313 and the wall of the second mounting hole 1313 b. The ratio of H1 to H2 is greater than 3 and not greater than 5. Specifically, the ratio of H1 to H2 is 3.5 or more and 4.5 or less. In the present embodiment, the ratio of H1 to H2 is 4. Through the setting, the depth of the oil storage groove 1313c can be in a reasonable range, so that the oil storage amount of the oil storage groove 1313c is large on the premise that the structural strength of the buffer sleeve 1313 is not affected by the oil storage groove 1313c, and the lubricating effect of the buffer sleeve 1313 is improved.

In one implementation, the area of the inner surface of the first mounting hole 1312b is S1, and the total area of the oil sumps 1313c is S2. Wherein the area of the inner surface of the first mounting hole 1312b means the area of the hole wall of the first mounting hole 1312b, each oil reservoir 1313c has a cross-section of the largest area perpendicular to the radial direction of the first mounting hole 1312b, and the total area of the oil reservoirs 1313c means the sum of several largest areas. The ratio of S1 to S2 is greater than 2 and not greater than 4. Specifically, the ratio of S1 to S2 is 2.5 or more and 3.5 or less. In the present embodiment, the ratio of S1 and S2 is 3. Through the setting, the total area of the oil storage tank 1313c can be in a reasonable range, so that the oil storage amount of the oil storage tank 1313c is large on the premise that the structural strength of the buffer sleeve 1313 is not affected by the oil storage tank 1313c, and the lubricating effect of the buffer sleeve 1313 is improved.

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 front suspension and a rear suspension, the first road wheel being connected to the frame through the front suspension, the second road wheel being connected to the frame through 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 comprises a front rocker arm and a first support, and the front rocker arm is connected with the first travelling wheel through the first support;

the rear suspension comprises a rear rocker arm and a second support, and the rear rocker arm is connected with the second travelling wheel through the second support;

the first mount and the second mount each include:

the first mounting holes are formed in two ends of the first support, and the first mounting holes are also formed in two ends of the second support;

the buffer sleeves are at least partially arranged in the first mounting hole and arranged at two ends of the first mounting hole;

the length of the first mounting hole along the axial direction of the first mounting hole is L1, the length of the buffer sleeve along the axial direction is L2, and the ratio of L1 to L2 is more than or equal to 1.5 and less than or equal to 5.

2. The all-terrain vehicle of claim 1, characterized in that the ratio of L1 to L2 is greater than or equal to 1.6 and less than or equal to 4.5.

3. The all-terrain vehicle of claim 2, characterized in that the ratio of L1 to L2 is greater than or equal to 1.8 and less than or equal to 4.

4. The all-terrain vehicle of claim 1, characterized in that the bumper sleeve is provided with a second mounting hole extending in the axial direction, the first and second brackets further comprising a number of first sleeves, the bumper sleeve being provided at both ends of the first sleeves, the first sleeves being at least partially disposed in the second mounting hole.

5. The all-terrain vehicle of claim 4, characterized in that the difference between the outer diameter of the first sleeve and the diameter of the second mounting hole is greater than or equal to 0.1mm and less than or equal to 0.3 mm.

6. The all-terrain vehicle of claim 5, characterized in that the difference between the outer diameter of the first sleeve and the diameter of the second mounting hole is greater than or equal to 0.07mm and less than or equal to 0.28 mm.

7. The all-terrain vehicle of claim 6, characterized in that the difference between the outer diameter of the first sleeve and the diameter of the second mounting hole is greater than or equal to 0.05mm and less than or equal to 0.25 mm.

8. The all-terrain vehicle of claim 1, characterized in that the length of the bumper sleeve extending into the first mounting hole in the axial direction is L3, and the ratio of L1 to L3 is equal to or greater than 2 and equal to or less than 6.

9. The all-terrain vehicle of claim 8, characterized in that the ratio of L1 to L3 is greater than or equal to 2 and less than or equal to 5.5.

10. The all-terrain vehicle of claim 8, characterized in that the ratio of L1 to L3 is greater than or equal to 2 and less than or equal to 4.5.

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