CN220616044U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, which comprises a frame, a suspension assembly, a walking assembly, a transmission assembly and a power system, wherein the suspension assembly is arranged on the frame; the suspension assembly comprises a front suspension and a rear suspension; the walking assembly comprises front wheels and rear wheels, the front wheels are connected with the frame through front suspensions, and the rear wheels are connected with the frame through rear suspensions; the transmission system is arranged between the front wheel and the rear wheel; the power system is in transmission connection with the rear wheel through a transmission system; the rear suspension comprises a rear rocker arm and a scraper, at least part of the scraper is arranged on the rear rocker arm, one end of the scraper is connected with the rear rocker arm, and the other end of the scraper extends towards the direction of the rear wheel; along the extending direction of the mud scraping plate, the distance between one end of the mud scraping plate close to the rear wheel and the rear wheel is more than or equal to 70mm and less than or equal to 100mm. Through the arrangement, abrasion of the rear wheel is reduced, and the service life of the rear wheel is prolonged.

Description

All-terrain vehicle

Technical Field

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

Background

All-terrain vehicles are vehicles capable of running on any terrain, and can freely walk on terrain where ordinary vehicles are difficult to maneuver.

Because the environment of the all-terrain vehicle is complex, such as mountain forests, mud lands, fields and the like, more impurities, such as mud and stones, can accumulate on the wheels. If the vehicle is not cleaned and maintained in time after the vehicle is used, impurities can be settled on the wheels, and the wheels are corroded. Or cause an increase in the weight of the vehicle, resulting in an increase in fuel consumption of the vehicle.

During the running process of the vehicle, hard objects such as stones and the like can enter the hub, scratch the hub, the brake and the like, and cause related parts to be damaged by stone.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide an all-terrain vehicle, and the rear wheel of the all-terrain vehicle has better wear resistance.

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

an all-terrain vehicle comprises a frame, a suspension assembly, a traveling assembly, a transmission assembly and a power system; the suspension assembly comprises a front suspension and a rear suspension; the walking assembly comprises front wheels and rear wheels, the front wheels are connected with the frame through front suspensions, and the rear wheels are connected with the frame through rear suspensions; the transmission system is arranged between the front wheel and the rear wheel; the power system is in transmission connection with the rear wheel through a transmission system; the rear suspension comprises a rear rocker arm and a scraper, at least part of the scraper is arranged on the rear rocker arm, one end of the scraper is connected with the rear rocker arm, and the other end of the scraper extends towards the direction of the rear wheel; along the extending direction of the mud scraping plate, the distance between one end of the mud scraping plate close to the rear wheel and the rear wheel is more than or equal to 70mm and less than or equal to 100mm.

Further, a scraper is detachably provided on the rear swing arm.

Further, the scraper is fixedly connected with the rear rocker arm through a fastener.

Further, the rear suspension further includes a universal joint, the rear swing arm includes a fixing portion for connecting the universal joint, and the splash guard is at least partially disposed on the fixing portion.

Further, a scraper is provided below the universal joint and/or the rear rocker arm.

Further, the scraper comprises a working surface for scraping mud, the rear wheel being rotatable about its own axis, the working surface of the scraper being substantially perpendicular to the direction of rotation of the rear wheel.

Further, the front suspension comprises an upper rocker arm, a lower rocker arm and a knuckle, the knuckle is respectively connected with the upper rocker arm and the lower rocker arm in a rotating mode, and the upper rocker arm is provided with a first steering limiting part used for limiting the knuckle to rotate.

Further, the steering knuckle comprises a control part and a second steering limiting part, and the second steering limiting part is integrally formed or fixedly connected with the control part.

Further, the first steering limiting portion includes an abutment state when in contact with the second steering limiting portion, and when the first steering limiting portion is in the abutment state, the front wheel rotates to a maximum steering angle.

Further, when the first steering limiting part and the second steering limiting part are abutted, the first steering limiting part and the second steering limiting part are in surface contact.

The all-terrain vehicle can reduce abrasion of impurities to the rear wheels through the mud scraping plate arranged on the rear rocker arm, and the service life of the rear wheels is prolonged.

Drawings

FIG. 1 is a schematic structural view of an ATV of the present application;

FIG. 2 is a schematic illustration of a powertrain and a driveline of an ATV of the present application;

FIG. 3 is a schematic view of a frame and a roof bar of the ATV of the present application;

FIG. 4 is a schematic view of an extension and side sill of the ATV of the present application;

FIG. 5 is an exploded view of an extension of the ATV of the present application;

FIG. 6 is a schematic view of a connection assembly of the ATV of the present application;

FIG. 7 is an enlarged view of FIG. 6 at A;

FIG. 8 is a schematic view of a shock absorber and connection assembly of an ATV of the present application;

FIG. 9 is a schematic view of a front suspension of the ATV of the present application;

FIG. 10 is a schematic view of a first steering limit and a second steering limit of the ATV of the present application;

FIG. 11 is a schematic illustration of a rear suspension of the ATV of the present application;

FIG. 12 is a schematic view of a splash guard of the ATV of the present application;

FIG. 13 is a schematic view of a shock absorber of an ATV of the present application.

Detailed Description

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

It will be understood that when an element is referred to as being "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.

In the description of the present utility model, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature.

In the description of the present application, it is to be understood that the description "one component is located inside the other component" means that one component is located on a side of the other component that is remote from the body panel 12 or from the exterior surface of the ATV 100.

The present application provides an all-terrain vehicle 100 as shown in fig. 1, the all-terrain vehicle 100 including a frame 11, a body cover 12, a suspension assembly 13, and a travel assembly 14. For the sake of clearly defining the technical solution of the present application, a front side, a rear side, a left side, a right side, an upper side and a lower side are also defined as shown in fig. 1.

In the description of the present application, it is to be understood that the term "longitudinal direction" refers to a front-rear direction parallel to a vehicle in a driving state of the driver of the all-terrain vehicle 100, the term "width direction" refers to a left-right direction parallel to a vehicle in a driving state of the driver of the all-terrain vehicle 100, and the term "height direction" refers to an up-down direction parallel to a vehicle in a driving state of the driver of the all-terrain vehicle 100.

As shown in fig. 1 and 2, in particular, all-terrain vehicle 100 also includes a powertrain 15 and a driveline 16. The frame 11 is used to construct the main body frame of the ATV 100, the frame 11 is surrounded by a cockpit 101 formed for a user to ride, and other systems are directly or indirectly connected to the frame 11. The body panel 12 is provided outside the frame 11 for covering a large part of the frame 11. A suspension assembly 13 is connected to frame 11, suspension assembly 13 being used to connect a travel assembly 14 to frame 11. Powertrain 15 is at least partially coupled to frame 11 for providing driving force to ATV 100. The transmission system 16 is in transmission connection with the power system 15, and the transmission system 16 receives the driving force output by the power system 15 and transmits the driving force to the walking assembly 14. At least a part of the traveling assembly 14 is arranged below the frame 11, and the traveling assembly 14 directly or indirectly receives the driving force output by the transmission system 16 and drives the all-terrain vehicle 100 to travel. The traveling assembly 14 includes a front wheel 141 disposed at the front of the ATV 100 and a rear wheel 142 disposed at the rear of the ATV 100. All-terrain vehicle 100 also includes a steering system 18, steering system 18 being at least partially coupled to front wheels 141, steering system 18 being configured to control steering of all-terrain vehicle 100. The ATVs 100 in embodiments of the present application may be various types of ATVs 100 including SSVs and UTVs.

In the description of the present application, it is to be understood that the term "longitudinal direction" refers to a front-rear direction parallel to a vehicle in a driving state of the driver of the all-terrain vehicle 100, the term "width direction" refers to a left-right direction parallel to a vehicle in a driving state of the driver of the all-terrain vehicle 100, and the term "height direction" refers to an up-down direction parallel to a vehicle in a driving state of the driver of the all-terrain vehicle 100.

As shown in fig. 3, as an implementation manner, the all-terrain vehicle 100 further includes a top bar 17, where the top bar 17 is disposed above the frame 11 and is fixedly connected with the frame 11, and the top bar 17 and the frame 11 surround a cockpit 101 in which a rider sits. The top bar 17 includes an extension 171, and the frame 11 includes a side member 111 for connection to the extension 171, and the top bar 17 is fixedly connected to the side member 111 via the extension 171. Wherein the extension 171 can be provided as a tubular framework identical to the frame 11. Alternatively, the extension 171 can also be provided as one of a casting or forging.

As shown in fig. 3 and 4, as one implementation, the extension 171 is provided in surface contact with at least a portion of the side member 111, and the portion of the extension 171 in surface contact with the side member 111 is connected by a fastener, thereby improving the strength of the connection between the extension 171 and the side member 111. The extension portion 171 extends at least partially in a first direction and is formed with a top-bar stopper portion 1711, and the side member 111 extends at least partially in a second direction and is formed with a side member stopper portion 1111, wherein the first direction is opposite to the second direction, and the top-bar stopper portion 1711 and the side member stopper portion 1111 are substantially identical in structure to enable mutual engagement between the extension portion 171 and the side member 111. When the top bar 17 is fixedly coupled to the side member 111 by the extension portion 171, the extension portion 171 is at least partially disposed within the side member restraining portion 1111 of the side member 111, and the side member 111 is at least partially disposed within the top bar restraining portion 1711 of the extension portion 171. Through the arrangement, the connection effect of the top bar 17 and the frame 11 can be improved, so that the top bar 17 can bear larger shearing force, and the shearing resistance of the frame 11 and the top bar 17 is improved.

Further, the top bar limiting portion 1711 includes a first limiting surface 1711a, the side beam limiting portion 1111 includes a second limiting surface 1111a, the first limiting surface 1711a and the second limiting surface 1111a are parallel to the first direction, and when the extending portion 171 is fixedly connected to the side beam 111, the first limiting surface 1711a abuts against the second limiting surface 1111 a. A third direction perpendicular to the first limiting surface 1711a is defined, and a projection of the first limiting portion 1711a along the third direction overlaps a projection of the second limiting portion 1111a along the third direction. By the arrangement, the contact area between the extension portion 171 and the side beam 111 is increased, so that the connection strength of the top bar 17 and the frame 11 is improved, and the shearing resistance of the frame 11 and the top bar 17 is improved.

As shown in fig. 4, in particular, the extension 171 further includes a first protruding portion 1712, and the first protruding portion 1712 is disposed on the extension 171 near one end of the side member 111. The side member 111 further includes a second boss 1112, the second boss 1112 being provided on an end of the side member 111 near the extension 171, the first boss 1712 being provided at least partially within the side member stopper 1111 and the second boss 1112 being provided at least partially within the top-bar stopper 1711 with the side member 111 connected to the extension 171. With the above arrangement, the connection strength between the extension 171 and the side member 111 is improved.

As shown in fig. 3 and 4, further, in the case where the extension portion 171 is connected to the side member 111, a buffer portion 172 is formed between the extension portion 171 and the side member 111, and the buffer portion 172 is provided as a gap space reserved between the extension portion 171 and the side member 111. The buffer portion 172 may be a gap space reserved between the first protruding portion 1712 and the side beam limiting portion 1111, and/or a gap space reserved between the second protruding portion 1112 and the top beam limiting portion 1711. By the arrangement, the telescopic buffer can be realized when the frame 11 and the top bar 17 are impacted, the mutual extrusion between the frame 11 and the top bar 17 is avoided, and the impact resistance of the frame 11 and the top bar 17 can be improved.

As shown in fig. 4 and 5, as an implementation manner, the side beam 111 is further provided with a first connection portion 1113, the first connection portion 1113 is recessed and formed with a mounting groove 1113a for accommodating the connection member 1114, and during the connection process of the side beam 111 and the extension portion 171, a fastener is inserted into the mounting groove 1113a and the extension portion 171 and fixedly connected with the connection member 1114. With the above arrangement, the connection strength between the extension 171 and the side member 111 is improved.

The first connection portion 1113 may be provided to the extension portion 171, or the first connection portion 1113 may be provided to both the side member 111 and the extension portion 171. The specific position of the first connecting portion 1113 is not limited herein, and it is within the scope of the present application to satisfy the above-mentioned scheme.

Further, the first connecting portion 1113 is further provided with a fixing member 1113b, the fixing member 1113b includes a second connecting portion 1113c and an abutting portion 1113d, and the second connecting portion 1113c is used for setting a fastener. During the connection process of the connecting member 1114 and the fixing member 1113b, the fastener penetrates through the second connecting portion 1113c and the first connecting portion 1113, so as to connect the first connecting portion 1113 and the fixing member 1113b, wherein the abutting portion 1113d abuts against the connecting member 1114. Alternatively, the second connection portion 1113c is provided as a through hole. With the above arrangement, the attachment 1114 can be prevented from coming off from the attachment groove 1113a during the attachment of the side member 111 to the extension 171, and the ease of assembly between the side member 111 and the extension 171 can be improved.

Specifically, the link 1114 is provided as a nut, and the abutting portion 1113d has a substantially "U" shape, and the abutting portion 1113d and the link 1114 overlap at least partially as viewed in the axial direction of the link 1114, so that the abutting portion 1113d can restrict movement of the link 1114. Further, the overlapping area of the abutting portion 1113d and the screw hole of the link 1114 is 0 as viewed in the axial direction of the link 1114. It will be appreciated that the arrangement described above also prevents interference between the fastener and the abutment during connection of the fastener to the attachment 1114, improving the strength of the connection between the fastener and the attachment 1114.

As shown in fig. 3, as an implementation, the frame 11 further includes a grab bar 112 for reinforcing structural strength of the top bar 17 and a meter frame 113 for mounting a meter (not shown), one end of the grab bar 112 is fixedly connected to the top bar 17, the other end of the grab bar 112 is connected to the meter frame 113 by a first connection, and a connection between the side member 111 and the extension portion 171 is defined as a second connection, wherein the first connection is substantially identical to the second connection. Through the arrangement, the structural strength of the top bar 17 is increased, and the shearing performance between the top bar 17 and the frame 11 can be enhanced.

As shown in fig. 2 and 6, as one implementation, the frame 11 includes a rear frame 114 disposed rearward of the cockpit 101, and the powertrain 15 and the driveline 16 are at least partially disposed on the rear frame 114. The rear frame 114 includes a connection assembly 1141, an upper cross member 1142, and a cargo box support beam 1143. The upper cross beams 1142 extend substantially widthwise and the cargo box support beams 1143 extend at least partially lengthwise, the upper cross beams 1142 being fixedly attached to the cargo box support beams 1143. The connection assembly 1141 is connected to the connection portion between the upper cross member 1142 and the cargo box support beam 1143, the connection assembly 1141 is movably connected to the rear shock absorber 131 of the suspension assembly 13 by a fastener, which defines a longitudinal plane 102 perpendicular to the width direction of the ATV 100, the longitudinal plane 102 bisects the frame 11 in the length direction, and the connection assembly 1141 is symmetrically distributed about the longitudinal plane 102. With the above arrangement, the connection strength between the rear shock absorber 131 and the frame 11 is improved.

As shown in fig. 6 and 7, in particular, the connection assembly 1141 includes a corner-covering member 1141a, a reinforcing tube 1141b extending along the width direction of the all-terrain vehicle, a first mounting plate 1141c and a second mounting plate 1141d, the corner-covering member 1141a is at least partially disposed on the cargo box support beam 1143 and is fixedly connected or integrally formed with the cargo box support beam 1143, and the corner-covering member 1141a is used for fixing the reinforcing tube 1141b, so that the reinforcing tube 1141b has better stability. The end face of the corner piece 1141a is perpendicular to the width direction of the ATV, one end of the reinforcing tube 1141b is fixedly connected with the corner piece 1141a, and the extending direction of the reinforcing tube 1141b is perpendicular to the end face of the corner piece 1141 a. The reinforcing pipe 1141b is parallel to the upper cross member 1142, and one end of the reinforcing pipe 1141b is fixedly connected to the corner piece 1141a, and the reinforcing pipe 1141b is configured to provide a supporting force to the first mounting plate 1141c and the second mounting plate 1141d in the longitudinal direction. The two ends of the first mounting plate 1141c are respectively and fixedly connected to the reinforcing pipe 1141b and the upper cross member 1142, the two ends of the second mounting plate 1141d are respectively and fixedly connected to the reinforcing pipe 1141b and the upper cross member 1142, the end surfaces of the first mounting plate 1141c and the second mounting plate 1141d are substantially perpendicular to the width direction of the all-terrain vehicle 100, the rear shock absorber 131 is at least partially arranged between the first mounting plate 1141c and the second mounting plate 1141d, and the fastening pieces sequentially penetrate through the first mounting plate 1141c, the rear shock absorber 131 and the second mounting plate 1141d in the width direction, so that the connection strength between the rear shock absorber 131 and the vehicle frame 11 is increased, and the service life of the vehicle frame 11 is prolonged.

More specifically, the first mounting plate 1141c and the second mounting plate 1141d each extend along the longitudinal plane 102, and the connection position between the rear shock absorber 131 and the fastener is at least partially disposed between the first mounting plate 1141 and the second mounting plate 1141d, so that the first mounting plate 1141c can cooperate with the second mounting plate 1141d to limit the movement of the rear shock absorber 131 in the width direction of the ATV, thereby improving the connection stability between the rear shock absorber 131 and the connection assembly 1141.

Further, the first mounting plate 1141c is at least partially disposed between the cargo box support beam 1143 and the second mounting plate 1141d, as viewed in the length direction of the ATV 100. As an alternative implementation, the ratio between the axial length L2 of the reinforcement tube 1141d and the spacing L1 of the first mounting plate 1141c and the cargo box support beam 1143 is greater than or equal to 2.5 and less than or equal to 4.5. Further, the ratio between the axial length L2 of the reinforcement pipe 1141d and the spacing L1 between the first mounting plate 1141c and the cargo box support beam 1143 is 3 or more and 4 or less. More preferably, the ratio between the axial length L2 of the reinforcement tube 1141d and the spacing L1 between the first mounting plate 1141c and the cargo box support beam 1143 is equal to 3.5. It should be noted that, in the case where the model of the rear shock absorber 131 is unchanged, if the ratio between the axial length L2 of the reinforcement pipe 1141d and the interval L1 between the first mounting plate 1141c and the cargo box support beam 1143 is too large, the inclination angle of the arrangement of the rear shock absorber 131 is larger, so that the shock absorption stroke of the rear shock absorber 131 is shorter, and the shock absorption effect of the rear shock absorber 131 is reduced. If the ratio between the axial length L2 of the reinforcement tube 1141d and the spacing L1 between the first mounting plate 1141c and the cargo box support beam 1143 is too small, the rear shock absorber 131 easily interferes with the rear frame 114 during compression, thereby affecting normal use of the rear shock absorber 131. Through the arrangement, the shock absorption stroke of the rear shock absorber 131 is met, interference between the rear shock absorber 131 and the rear frame 114 can be avoided, and the stability of the rear shock absorber 131 in the use process is improved.

As shown in fig. 7, the connecting assembly 1141 further includes a reinforcing rib 1141e, the first mounting plate 1141c and the second mounting plate 1141d are fixedly connected to the upper beam 1142 through the reinforcing rib 1141e, the reinforcing rib 1141e is at least partially disposed above the first mounting plate 1141c and the second mounting plate 1141d, and the end surface of the reinforcing rib 1141e is perpendicular to the end surfaces of the first mounting plate 1141c and the second mounting plate 1141 d. Specifically, the length L3 of the reinforcing rib 1141e extending in the width direction is equal to or greater than the minimum interval L4 between the first mounting plate 1141c and the second mounting plate 1141 d. By the arrangement, the connection area between the first mounting plate 1141c and the upper cross member 1142 and the connection area between the second mounting plate 1141d and the upper cross member 1142 are increased, thereby increasing the connection strength between the connection assembly 1141 and the rear frame 114.

As shown in fig. 8, further, the first mounting plate 1141c, the second mounting plate 1141d, and the reinforcing ribs 1141e can surround the receiving chamber 1141f. The rear shock absorber 131 includes a joint ball 1311 movably coupled to a joint assembly 1141. With the rear shock absorber 131 coupled to the coupling assembly 1141, the coupling ball 1311 is at least partially disposed within the receiving chamber 1141f and retains the rear shock absorber 131 in the width direction by the first and second mounting plates 1141c, 1141 d. It can be appreciated that in the case where the rear shock absorber 131 is connected to the connection assembly 1141, the above arrangement can prevent the rear shock absorber 131 from moving in the width direction, improving the connection stability between the rear shock absorber 131 and the connection assembly 1141. It will be appreciated that the above arrangement also enables a degree of protection of the joint ball 1311 by the receiving chamber 1141f, avoiding the joint ball 1311 from wearing out resulting in a reduced damping effect of the vehicle.

More preferably, the minimum distance L5 between the first mounting plate 1141c and the second mounting plate 1141d in the width direction is equal to the length L6 of the joint ball 1311 extending in the width direction, so that the rear damper 131 is restrained in the width direction by the first mounting plate 1141c and the second mounting plate 1141d, thereby improving the connection strength between the rear damper 131 and the joint assembly 1141.

As shown in fig. 9, as one implementation, the suspension assembly 13 includes a front suspension 132, and a front wheel 141 is connected to the frame 11 through the front suspension 132. Specifically, the front suspension 132 includes an upper rocker 1321, a lower rocker 1322, and a knuckle 1323, the upper rocker 1321 is disposed above the wheel axis of the front wheel 141, the lower rocker 1322 is disposed below the wheel axis of the front wheel 141, the knuckle 1323 is disposed between the upper rocker 1321 and the lower rocker 1322, and the knuckle 1323 is disposed coaxially with the front wheel 141. One end of the upper swing arm 1321 is connected to the frame 11, and the other end of the upper swing arm 1321 is rotatably connected to the knuckle 1323. One end of the lower rocker 1322 is connected to the frame 11, and the other end of the lower rocker 1322 is rotatably connected to the knuckle 1323. The direction of the front wheels 141 can be adjusted by the rotation of the knuckle 1323, thereby changing the traveling direction of the all-terrain vehicle 100.

As shown in fig. 10, as an implementation, the upper rocker arm 1321 is provided with a first steering limiting portion 1321a, the first steering limiting portion 1321a extends from the upper rocker arm 1321 toward the knuckle 1323, and the first steering limiting portion 1321a is used to limit the rotation of the knuckle 1323. The knuckle 1323 includes a manipulation portion 1323a and a second steering stopper portion 1323b, the manipulation portion 1323a constitutes a main body of the knuckle 1323, and the manipulation portion 1323a is at least partially connected to the front wheel 141. The second steering limiting portion 1323b is disposed at an end of the operating portion 1323a near the upper rocker arm 1321, in this embodiment, the second steering limiting portion 1323b and the operating portion 1323a are integrally formed, so that the assembling steps of the knuckle 1323 are reduced, and the integrally formed operating portion 1323a and the second steering limiting portion 1323b can reduce the production cost of the knuckle 1323. Optionally, the second steering limiting portion 1323b is fixedly connected to the operating portion 1323a, so that the second steering limiting portion 1323b is replaceable, so that the abrasion of the second steering limiting portion 1323b is avoided from affecting the driving safety of the ATV 100.

Specifically, the first steering limiting portion 1321a includes an abutting state, and when the first steering limiting portion 1321a is in the abutting state, the first steering limiting portion 1321a abuts against the second steering limiting portion 1323b, and at this time, the front wheel 141 rotates to the maximum steering angle. The above arrangement allows the ATV 100 to limit the maximum steering angle of the front wheels 141 by a simple mechanical structure, reducing the manufacturing cost of the ATV 100. In addition, when the first steering stop 1321a abuts against the second steering stop 1323b, the first steering stop 1321a and the second steering stop 1323b are in surface contact, so that the reliability of the abutment between the first steering stop 1323b and the second steering stop 1321a is increased.

Optionally, a mechanical structure substantially identical to the second steering limiting structure can also be provided on the lower rocker 1322 to limit the rotation of the knuckle 1323.

As shown in fig. 9, since the use scene of the all-terrain vehicle 100 is biased toward off-road or mountain forests, friction or collision with obstacles on the ground during the running of the vehicle is avoided. As one implementation, the lower rocker 1322 is provided with a downward-inclined avoidance region 1322a near the front wheel 141, and the internal angle α formed by the avoidance region 1322a of the lower rocker 1322 toward the lower side of the atv 100 is set to be less than 180 °. With the above arrangement, the lower rocker 1322 can be prevented from colliding with an obstacle, thereby improving the passing ability of the whole vehicle and ensuring the safety during the running of the all-terrain vehicle 100.

Alternatively, the avoidance region 1322a of the lower rocker arm 1322 may be disposed substantially in a circular arc shape, and the center of arc of the avoidance region 1322a of the lower rocker arm 1322 is located below the lower rocker arm 1322, so as to raise the ground-leaving height of the lower rocker arm 1322. Thereby improving the trafficability of the whole vehicle.

As shown in fig. 11, as one implementation, suspension assembly 13 further includes a rear suspension 133, with rear wheel 142 being coupled to frame 11 by rear suspension 133. The rear suspension assembly 13 includes a rear swing arm 1331, an upper link 1332, a lower link 1333, and a gimbal 1334. The rear rocker arm 1331 is movably connected with a universal joint 1334. The upper tie rod 1332 is disposed above the lower tie rod 1333, and the upper and lower ends of the universal joint 1334 are movably connected to the upper tie rod 1332 and the lower tie rod 1333, respectively.

To prevent lower link 1333 from colliding with an obstacle during travel of ATV 100, lower link 1333 is damaged. The lower link 1333 is also provided with a relief region 1333a substantially identical to the lower rocker 1322, and the relief region 1333a of the lower link 1333 forms an interior angle γ of less than 180 ° to thereby raise the ground clearance of the lower link 1333.

Alternatively, the avoidance area 1333a of the lower link 1333 may be disposed in a substantially circular arc shape, and the arc center of the avoidance area 1333a of the lower link 1333 is located below the lower link 1333, so as to raise the ground height of the lower link 1333. Thereby improving the trafficability of the whole vehicle.

As shown in fig. 12, further, a scraper 1331a is provided on the rear swing arm 1331, and the scraper 1331a is used for removing soil accumulated on the rim of the rear wheel 142. The scraper 1331a is provided below the universal joint 1334 and/or the rear swing arm 1331 and at least partially between the rear swing arm 1331 and the rear wheel 142, and the scraper 1331a is provided to extend from the rear swing arm 1331 in the direction of the rear wheel 142. During travel of ATV 100, dirt, sand, and the like tend to accumulate on the rim of rear wheel 142, thereby causing damage to rear suspension assembly 13 and associated components. The above arrangement can reduce wear of the rear wheels 142 and the rear suspension 133, and prolong the service life of the vehicle.

As an alternative implementation, a distance L7 between an end of the scraper 1331a near the rear wheel 142 and the rear wheel 142 is set to 70mm or more and 100mm or less along the extending direction of the scraper 1331 a. Further, a distance L7 between an end of the scraper 1331a near the rear wheel 142 and the rear wheel 142 is set to 75mm or more and 95mm or less. More preferably, the distance L7 between the end of the scraper 1331a near the rear wheel 142 and the rear wheel 142 is equal to 85mm. It is understood that the distance L7 between the rear wheel 142 and the end of the scraper 1331a that is close to the rear wheel 142 is the distance between the scraper 1331a and the hub of the rear wheel 142 along the extending direction of the scraper 1331 a. If the distance L7 between the scraper 1331a and the rear wheel 142 is too large, the scraper 1331a has a weak effect of removing the silt. If the distance L7 between the scraper 1331a and the rear wheel 142 is too small, the scraper 1331a easily interferes with the rear wheel 142. By the arrangement, the optimal mud scraping effect of the mud scraping plate 1331a is achieved, meanwhile, interference between the mud scraping plate 1331a and the rear wheel 142 can be avoided, and safety in the running process of the all-terrain vehicle 100 is improved.

Further, the scraper 1331a is provided as a detachable sheet metal member, and the scraper 1331a is fixedly connected with the rear swing arm 1331 by a fastener. Since the scraper 1331a is used for removing the soil accumulated on the rim of the rear wheel 142, it is expected that the scraper 1331a has a large loss possibility, and the scraper 1331a can be ensured to work normally by arranging the detachable scraper 1331a, so that the protection effect on the rear wheel 142 and related parts is improved.

Further, a fixing portion 1331b is further provided on the rear swing arm 1331, and the gimbal 1334 is connected to the rear swing arm 1331 by being connected to the fixing portion 1331b, and the scraper 1331a is at least partially provided on the fixing portion 1331 b. The blade 1331a includes a working surface 1331c for the blade, the rear wheel 142 being rotatable about its own axis during use of the ATV 100, the working surface 1331c of the blade 1331a being substantially perpendicular to the direction of rotation of the rear wheel 142. With the above arrangement, the mud scraping area of the mud scraper 1331a is increased, and the working efficiency of the mud scraper 1331a is improved.

As shown in fig. 13, as an implementation, the suspension assembly 13 further includes a shock absorbing mechanism 134, the shock absorbing mechanism 134 includes a shock absorber 1341 and a fender 1342, the fender 1342 is disposed below the shock absorber 1341, and the fender 1342 is disposed in fixed connection with the shock absorber 1341. A fender 1342 is disposed at least partially around the shock absorber 1341. By providing the fender 1342, it is possible to prevent particles such as sand and stone from entering the shock absorber 1341 to cause abrasion of the shock absorber 1341, thereby improving the service life of the shock absorber 1341. In addition, the fender 1342 can be fixedly connected with the shock absorber 1341 through a fastener, so that the fender 1342 has a replacement possibility, thereby reducing the maintenance cost of the shock absorbing mechanism 134 and improving the use experience of a user.

Further, the shock absorbing mechanism 134 further includes a shock absorber gas tank 1343, and the shock absorber gas tank 1343 is fixedly connected with the shock absorber 1341. Since the shock absorber gas tank 1343 generates a lot of heat in the use process, if the heat in the shock absorber gas tank 1343 cannot be timely dissipated, the shock absorber gas tank 1343 is easily damaged, and therefore a heat dissipation portion 1344 is further provided on the shock absorber gas tank 1343. Specifically, the heat dissipating portion 1344 is sleeved on the shock absorber air tank 1343, or the heat dissipating portion 1344 and the shock absorber air tank 1343 are integrally formed. The shock absorber gas tank 1343 increases the contact area with the air through the heat radiation portion 1344, thereby improving the heat radiation efficiency of the shock absorber gas tank 1343.

It will be understood that modifications and variations will be apparent to those skilled in the art from the foregoing description, and it is intended that all such modifications and variations be included within the scope of the following claims.

Claims (10)

1. An all-terrain vehicle comprising:

a frame;

a suspension assembly including a front suspension and a rear suspension;

the walking assembly comprises a front wheel and a rear wheel, the front wheel is connected with the frame through the front suspension, and the rear wheel is connected with the frame through the rear suspension;

a transmission system disposed between the front wheel and the rear wheel;

the power system is in transmission connection with the rear wheels through the transmission system;

the rear suspension is characterized by comprising a rear rocker arm and a scraper, wherein the scraper is at least partially arranged on the rear rocker arm, one end of the scraper is connected with the rear rocker arm, and the other end of the scraper extends towards the direction of the rear wheel; along the extending direction of the scraper, the distance between one end of the scraper, which is close to the rear wheel, and the rear wheel is set to be more than or equal to 70mm and less than or equal to 100mm.

2. The ATV of claim 1, wherein the ATV comprises a frame,

the scraper is detachably arranged on the rear rocker arm.

3. The ATV of claim 1, wherein the ATV comprises a frame,

the scraper is fixedly connected with the rear rocker arm through a fastener.

4. The ATV of claim 1, wherein the ATV comprises a frame,

the rear suspension further comprises a universal joint, the rear rocker arm comprises a fixing portion used for being connected with the universal joint, and the mud scraping plate is at least partially arranged on the fixing portion.

5. The ATV of claim 4, wherein the vehicle is a car,

the scraper is arranged below the universal joint and/or the rear rocker arm.

6. The ATV of claim 1, wherein the ATV comprises a frame,

the scraper comprises a working surface for scraping mud, the rear wheel can rotate around the axis of the rear wheel, and the working surface of the scraper is basically vertical to the rotation direction of the rear wheel.

7. The ATV of claim 1, wherein the ATV comprises a frame,

the front suspension comprises an upper rocker arm, a lower rocker arm and a knuckle, wherein the knuckle is respectively connected with the upper rocker arm and the lower rocker arm in a rotating way, and the upper rocker arm is provided with a first steering limiting part used for limiting the knuckle to rotate.

8. The ATV of claim 7, wherein the ATV comprises a frame,

the steering knuckle comprises an operation control part and a second steering limiting part, and the second steering limiting part is integrally formed with or fixedly connected with the operation control part.

9. The ATV of claim 8, wherein the ATV comprises a frame,

the first steering limiting part comprises an abutting state when contacting with the second steering limiting part, and when the first steering limiting part is in the abutting state, the front wheel rotates to a maximum steering angle.

10. The ATV of claim 8, wherein the ATV comprises a frame,

when the first steering limiting part and the second steering limiting part are in butt joint, the first steering limiting part and the second steering limiting part are in surface contact.