CN220616047U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, which comprises a frame, a suspension assembly, a traveling assembly, a steering system and a power system, wherein the suspension assembly is arranged on the frame; the suspension assembly is connected with the frame; the walking assembly comprises a front wheel serving as a driven wheel and a rear wheel serving as a driving wheel; the steering system comprises a steering transmission assembly, a steering control assembly and a steering gear, wherein the steering transmission assembly is connected with front wheels through the steering gear; the power system is in transmission connection with the rear wheel; the steering system comprises a steering mounting piece, the steering mounting piece is arranged at one end of the steering transmission component, which is far away from the steering gear, the frame comprises a fixed bracket used for being matched with the steering mounting piece, and the other end of the steering transmission component is lapped on the fixed bracket through the steering mounting piece. Through the arrangement, the installation efficiency of the steering shaft is improved, and the installation difficulty of the steering shaft is reduced.

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 steering shaft is integrated with the steering power assisting device, the weight of the steering shaft is increased, and particularly, in the process of assembling the steering shaft, the steering shaft can be stably installed by matching multiple people. The conventional assembly method is that one operator lifts one end of the steering shaft while the other operator connects the other end of the steering shaft to the steering gear through cooperation of two operators. When one end of the steering shaft is fixed with the steering gear, the steering shaft is connected with the frame.

Therefore, the existing assembly mode leads to low assembly efficiency of the steering shaft, the labor cost is high, and the existing assembly mode of the steering shaft is temporarily not high.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide an all-terrain vehicle, which has higher assembly efficiency of a steering transmission assembly.

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 steering system and a power system; the suspension assembly is connected with the frame; the walking assembly comprises a front wheel serving as a driven wheel and a rear wheel serving as a driving wheel; the steering system comprises a steering transmission assembly, a steering control assembly and a steering gear, wherein the steering transmission assembly is connected with front wheels through the steering gear; the power system is in transmission connection with the rear wheel; the steering system comprises a steering mounting piece, the steering mounting piece is arranged at one end of the steering transmission component, which is far away from the steering gear, the frame comprises a fixed bracket used for being matched with the steering mounting piece, and the other end of the steering transmission component is lapped on the fixed bracket through the steering mounting piece.

Further, the frame comprises a front frame, at least part of the front frame is arranged in front of the steering control assembly, and the fixed support is fixedly connected with the front frame.

Further, the fixed support is a sheet metal component, and the fixed support and the front frame are connected in a welding mode.

Further, the steering gear assembly includes a first steering shaft proximate the steering handle assembly, and the steering mount is at least partially disposed on the first steering shaft.

Further, the first steering shaft includes an adjustment mechanism for adjusting the height and depth of the steering assembly, and the steering mount is disposed on the adjustment mechanism.

Further, the steering mount is welded or integrally formed with the adjustment mechanism.

Further, when the steering transmission assembly is connected with the steering gear, the adjusting mechanism is also connected with the fixed bracket through a fastener.

Further, the steering mounting piece is in surface contact with the fixed support, the contact surface of the steering mounting piece and the fixed support is defined as a preset plane, a reference plane perpendicular to the height direction of the all-terrain vehicle is defined, and an angle between the preset plane and the reference plane is greater than or equal to 21 degrees and less than or equal to 33 degrees.

Further, the fixed support comprises a bearing surface and a supporting surface, the bearing surface is abutted with the steering installation piece, the supporting surfaces are distributed on the left side and the right side of the bearing surface, and an included angle formed by the supporting surface and the bearing surface is more than 0 degrees and less than or equal to 180 degrees.

Further, the steering mount is a groove having a substantially "U" shape as viewed in the width direction of the ATV.

All-terrain vehicle is including turning to the mounting, turns to the mounting setting and is keeping away from the one end that turns to the ware at steering transmission subassembly, and the frame is including being used for the cooperation to turn to the fixed bolster of mounting, turns to the other end of transmission subassembly and passes through the steering installation overlap joint on the fixed bolster. Therefore, the assembly difficulty of the steering transmission assembly is reduced, and the assembly efficiency of the steering transmission assembly is higher.

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 structural view of a steering system of the ATV of the present application;

FIG. 4 is a schematic structural view of the steering system and frame of the ATV of the present application;

FIG. 5 is a schematic structural view of a stationary bracket of the ATV of the present application;

FIG. 6 is a cross-sectional view of a first steering shaft of the ATV of the present application;

FIG. 7 is an exploded view of a column mounting bracket of the ATV of the present application;

FIG. 8 is a front view of the drive train, frame and suspension of the ATV of the present application;

FIG. 9 is a top view of the drive train, frame and suspension of the ATV of the present application;

FIG. 10 is a schematic structural view of a drive train and frame of the ATV of the present application;

FIG. 11 is an enlarged view of FIG. 10 at B;

FIG. 12 is an exploded view of a front axle assembly of the ATV of the present application;

FIG. 13 is a schematic view of the first support mechanism, second support mechanism and drive shaft of the ATV of the present application;

fig. 14 is a schematic structural view of a first support mechanism of the all-terrain vehicle of the present application.

Detailed Description

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

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

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 invention, 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. The ATVs 100 in embodiments of the present application may be various types of ATVs 100 including SSVs and UTVs.

As shown in fig. 1 and 3, as one implementation, 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 steering system 18 includes a steering control assembly 181, a steering transmission assembly 182, and a steering gear 183, one end of the steering transmission assembly 182 being connected to the steering control assembly 181, the other end of the steering transmission assembly 182 being rotatably connected to the steering gear 183. The steering assembly 181 is capable of outputting a rotational force to the steering gear assembly 182, and the steering gear assembly 182 in turn transmits the rotational force to the steering gear 183, thereby effecting steering of the ATV 100, wherein the steering assembly 181 is capable of being configured as a steering wheel.

As shown in fig. 3, further, the steering gear assembly 182 includes a first steering shaft 1821, and the steering gear assembly 182 is coupled to the steering handle assembly 181 via the first steering shaft 1821. The steering gear assembly 182 further includes a steering assist device 1822, the steering assist device 1822 being at least partially disposed on the first steering shaft 1821, and the steering assist device 1822 being located at an end of the first steering shaft 1821 remote from the steering handle assembly 181. The steering assist device 1822 is used to assist the user in overcoming the steering torque and thus effecting steering of the ATV 100. It can be appreciated that the steering assist device 1822 is disposed on the first steering shaft 1821, which can save space occupied by the steering transmission assembly 182, and avoid the opponent of the first steering shaft 1821, thereby improving compactness of the whole vehicle.

As shown in fig. 4, further, the steering system 18 further includes a column mounting bracket 184, the column mounting bracket 184 being disposed proximate to a steering assist device 1822, and the first steering shaft 1821 being connectable to the frame 11 via the column mounting bracket 184.

As shown in fig. 3, further, a length of the first steering shaft 1821 extending in the length direction is defined as a first shaft length L1, a length of the steering gear assembly 182 extending in the length direction is defined as a total shaft length L2, and as an alternative implementation, a ratio between the first shaft length L1 and the total shaft length L2 is greater than or equal to 0.6 and less than or equal to 0.8. Further, the ratio between the first axial length L1 and the total axial length L2 is 0.65 or more and 0.75 or less. More preferably, the ratio between the first axial length L1 and the total axial length L2 is equal to 0.7. If the ratio between the first axial length L1 and the total axial length L2 is too large, the length of the first axial length L1 extending in the length direction is too long, which results in that the first steering shaft 1821 occupies too much layout space, and reduces the space compactness of the all-terrain vehicle 100. If the ratio between the first axial length L1 and the total axial length L2 is too small, the length of the first axial length extending along the length direction is too short, so that the steering power assisting device 1822 is difficult to be integrally arranged with the first steering shaft 1821, and the steering control component 181 is difficult to realize depth adjustment, which reduces the space compactness and man-machine interaction coordination of the all-terrain vehicle 100. Through the above arrangement, the arrangement space occupied by the first steering shaft 1821 can be reduced while the steering assist device 1822 and the first steering shaft 1821 are integrally arranged, so that the space compactness of all terrain is improved.

As shown in fig. 3, further, the steering transmission assembly 182 further includes a second steering shaft 1823, the second steering shaft 1823 is rotatably connected to the first steering shaft 1821, the first steering shaft 1821 is connected to the steering gear 183 through the second steering shaft 1823, and the steering gear 183 is used for transmitting the steering force outputted from the steering transmission assembly 182 to the front wheels 141. The length of the first turn shaft 1821 extending along its own axis is defined as a first axial length L3, and the length of the second turn shaft 1823 extending along its own axis is defined as a second axial length L4. As an alternative implementation, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.6 and less than or equal to 2.4. Further, a ratio between the first axial length L3 and the second axial length L4 is 1.7 or more and 2.3 or less. More preferably, the ratio between the first axial length L3 and the second axial length L4 is greater than or equal to 1.8 and less than or equal to 2.2. It will be appreciated that if the ratio between the axial length L3 of first steering shaft 1821 and the axial length L4 of second steering shaft 1823 is too large, first steering shaft 1821 occupies too much layout space, and first steering shaft 1821 is prone to interfere with its opponents, reducing the space compactness of all-terrain vehicle 100. If the ratio between the axial length L3 of the first steering shaft 1821 and the axial length L4 of the second steering shaft 1823 is too small, the steering assist device 1822 is difficult to be integrally provided with the first steering shaft 1821, and space compactness of the all-terrain vehicle 100 is reduced. Through the arrangement, the integrated arrangement of the steering power assisting device 1822 and the first steering shaft 1821 is realized, and meanwhile, interference between the first steering shaft 1821 and a hand piece of the first steering shaft 1821 can be avoided by a user, so that the space compactness of the all-terrain vehicle 100 is improved.

Compared with the related art, the steering shaft number of the steering transmission assembly 182 is fewer in the technical scheme of the application, so that the loss of the steering force of the steering transmission assembly 182 in the transmission process is lower, and further, the user controls the steering control assembly 181 to be more labor-saving, and the man-machine interaction coordination is improved.

As shown in fig. 3, as one implementation, a longitudinal plane 102 perpendicular to the width direction of the atv 100 is defined, the projection of the first steering shaft 1821 onto the longitudinal plane 102 in the width direction extends substantially in the direction of the first projection line 103, and the projection of the second steering shaft 1823 onto the longitudinal plane 102 in the width direction extends substantially in the direction of the second projection line 104. As an alternative implementation, the angle β between the first projection line 103 and the second projection line 104 is greater than or equal to 148 ° and less than or equal to 174 °. Further, an angle β between the first projection line 103 and the second projection line 104 is 153 ° or more and 169 ° or less. More preferably, the angle β between the first projection line 103 and the second projection line 104 is 158 ° or more and 164 ° or less. If the angle β between the first projection line 103 and the second projection line 104 is too large in the case where the second steering shaft 1823 is fixed, it is disadvantageous that the first steering shaft 1821 and the second steering shaft 1823 avoid the opponent of the steering system 18 in the widthwise direction. If the angle β between the first projection line 103 and the second projection line 104 is too small, it is disadvantageous that the first steering shaft 1821 and the second steering shaft 1823 avoid the opponent of the steering system 18 in the height direction. With the above arrangement, interference between first steering shaft 1821 and an opponent of steering system 18 can be avoided, and the space compactness of ATV 100 is also improved.

As shown in fig. 4 and 6, as one implementation, the first steering shaft 1821 includes an upper barrel 1821a and a tubular string 1821b, the tubular string 1821b is at least partially disposed within the upper barrel 1821a, an end of the tubular string 1821b remote from the upper barrel 1821a is connected to the steering assembly 181, and the tubular string 1821b is translatable along its own axis relative to the upper barrel 1821 a. Through above-mentioned setting, tubular column 1821b can drive and turn to control the subassembly 181 and remove, and then change and turn to control the relative position between subassembly 181 and the user to realize turning to control the degree of depth regulation of subassembly 181, make turning to control the subassembly 181 and can satisfy the user demand under the different scenes, improved man-machine interaction harmony.

Further, the first steering shaft 1821 further includes a lower barrel 1821c and a seal 1821d, the lower barrel 1821c being at least partially disposed within the upper barrel 1821a, and the lower barrel 1821c being disposed between the upper barrel 1821a and the pipe string 1821b, the seal 1821d being disposed at a junction between the lower barrel 1821c and the upper barrel 1821a, wherein the seal 1821d can be configured as rubber. It will be appreciated that by providing seal 1821d, liquids and/or rocks and the like can be prevented from entering first steering shaft 1821, thereby preventing liquids and/or rocks and the like from wearing first steering shaft 1821 and extending the useful life of first steering shaft 1821.

As shown in fig. 4 and 6, as an implementation manner, the first steering shaft 1821 further includes an adjusting mechanism 1821e, where the first steering shaft 1821 is fixedly connected to the frame 11 through the adjusting mechanism 1821e, and the adjusting mechanism 1821e is used to adjust the height and the depth of the steering control assembly 181.

Specifically, the adjusting mechanism 1821e includes a locked state and an unlocked state, when the adjusting mechanism 1821e is in the unlocked state, the first steering shaft 1821 can move along the height direction, and the pipe column 1821b can translate along the axial direction of the pipe column 1821b relative to the upper column casing 1821a, so as to drive the steering control assembly 181 to move along the height direction. When the adjustment mechanism 1821e is in the locked state, the first steering shaft 1821 can be maintained at a preset position, i.e., the user can fix the usage height of the steering control assembly 181 according to his/her own needs. Through above-mentioned setting for steering control subassembly 181 can follow the direction of height and remove and fix, and then realize steering control subassembly 181's height and degree of depth regulation, make steering control subassembly 181 can satisfy the user demand under the different scenes, improved man-machine interaction harmony.

As shown in fig. 4 and 5, further, the steering gear assembly 182 includes a steering mount 1821f, the steering mount 1821f being disposed at an end of the steering gear assembly 182 remote from the steering gear 183, and when one end of the steering gear assembly 182 is connected to the steering gear 183, the other end of the steering gear assembly 182 is overlapped on the frame 11 by the steering mount 1821f, wherein the steering mount 1821f is configured as a hanger. The turn mount 1821f is a substantially "U" shaped groove as viewed in the width direction. Specifically, the steering mount 1821f is disposed on the adjustment mechanism 1821e, and the steering mount 1821f is welded or integrally formed with the adjustment mechanism 1821 e. The frame 11 includes a front frame 115, the front frame 115 is at least partially disposed in front of the steering control assembly 181, a fixing bracket 1151 engaged with a steering mounting 1821f is disposed on the front frame 115, and one end of the steering transmission assembly 182 is overlapped on the fixing bracket 1151 through the steering mounting 1821 f. Wherein the fixing bracket 1151 is a sheet metal member, and the fixing bracket 1151 is welded to the front frame 115. When the steerer mount 1821f overlaps the fixed bracket 1151, the fixed bracket 1151 is at least partially disposed within the recess of the steerer mount 1821 f. In the process of connecting the steering transmission assembly 182 and the frame 11, one end of the steering transmission assembly 182 is lapped on the fixed bracket 1151 through the steering mounting piece 1821f, then the other end of the steering transmission assembly 182 is connected with the steering gear 183, and finally the adjusting mechanism 1821e is fixedly connected to the fixed bracket 1151 through a fastener, so that the connection between the steering transmission assembly 182 and the front frame 115 is realized. It will be appreciated that by virtue of the greater weight of the steer drive 182, the difficulty of connection between the steer drive 182 and the steer 183 can be reduced while improving the stability of the connection between the steer drive 182 and the front frame 115.

Optionally, the steering mount 1821f can also be provided on the first steering shaft 1821 and fixedly coupled to the first steering shaft 1821.

As shown in fig. 3 and 4, further, the steering mount 1821f is provided in surface contact with the fixed bracket 1151. The contact surface between the steering mount 1821f and the fixed bracket 1151 is defined as a preset plane 105, and a reference plane 106 perpendicular to the height direction of the ATV 100 is defined, and an angle θ between the preset plane 105 and the reference plane 106 is 21 ° or more and 33 ° or less. Further, an angle θ between the preset plane 105 and the reference plane 106 is 24 ° or more and 30 ° or less. More preferably, the angle between the preset plane 105 and the reference plane 106 is 27 °. It will be appreciated that if the angle θ between the preset plane 105 and the reference plane 106 is too large, during the connection process between the steering mounting member 1821f and the fixed bracket 1151, the end of the steering transmission assembly 182 near the steering control assembly 181 needs to be lifted to a higher height, which results in an increase of the connection difficulty between the steering mounting member 1821f and the fixed bracket 1151. If the angle θ between the preset plane 105 and the reference plane 106 is too small, the steering mount 1821f is easily detached from the fixed bracket 1151, resulting in low connection stability between the steering gear assembly 182 and the front frame 115. Through the arrangement, the connection difficulty between the steering transmission assembly 182 and the front frame 115 is reduced, and meanwhile, the connection stability between the steering transmission assembly 182 and the front frame 115 can be improved.

As shown in fig. 5, as one implementation, the fixing bracket 1151 includes a bearing surface 1151a and a supporting surface 1151b, the bearing surface 1151a is abutted with the steering mount 1821f, and the bearing surface 1151a is used to connect with the steering mount 1821f. The supporting surfaces 1151b are disposed on the left and right sides of the supporting surface 1151a, and the supporting surface 1151b is configured to support the supporting surface 1151a. Wherein the bearing surface 1151a forms an angle η with the support surface 1151b that is greater than 0 ° and less than 180 °. By the above arrangement, the supporting effect of the fixing bracket 1151 is improved, and the connection strength of the fixing bracket 1151 and the steering connector 1821f is further increased.

As shown in fig. 4, as one implementation, the first steering shaft 1821 is coupled to the front frame 115 via a column mounting bracket 184, wherein the column mounting bracket 184 is configured to be removably coupled to the front frame 115. It will be appreciated that when the opponent of the first steering shaft 1821 is connected to the front frame 115, by providing the detachable column mounting bracket 184, interference between the opponent of the first steering shaft 1821 and the column mounting bracket 184 during assembly can be avoided, so that the assembly difficulty between the first steering shaft 1821 and the front frame 115 is reduced, and the assembly efficiency of the steering system 18 is improved.

As shown in fig. 7, further, the column mounting bracket 184 includes bushings 1841 disposed at least partially within the front frame 115, with at least two of the bushings 1841 disposed within the front frame 115, wherein the bushings 1841 are configured as steel members. When the column mounting bracket 184 is coupled to the front frame 115, the fasteners at least partially pass through the bushings 1841 and the front frame 115.

Specifically, the column mounting bracket 184 further includes a first bracket mounting plate 1842 and a second bracket mounting plate 1843 distributed in the width direction, and the bushing 1841 is at least partially disposed between the first bracket mounting plate 1842 and the second bracket mounting plate 1843, and the bushing 1841 is limited by the first bracket mounting plate 1842 and the second bracket mounting plate 1843 on both sides. When the column mounting bracket 184 is coupled to the front frame 115, the fasteners pass at least partially through the bushings 1841, the front frame 115, the first mounting plate 1842, and the second mounting plate 1843. It will be appreciated that the column mounting bracket 184 is capable of limiting movement of the bushing 1841 by the first bracket mounting plate 1842 and the second bracket mounting plate 1843 on both sides, thereby improving the stability of the connection between the column mounting bracket 184 and the front frame 115.

Further, the first bracket mounting plate 1842 is fixedly coupled to one end of the second bracket mounting plate 1843, thereby increasing the strength of the connection between the column mounting bracket 184 and the front frame 115. The other ends of the first and second mounting plates 1842, 1843 are provided with positioning holes 1842a, the number of positioning holes 1842a being consistent with the number of bushings 1841, the positioning holes 1842a being used to position the bushings 1841, fasteners being provided through the positioning holes 1842a and the bushings 1841 to connect the column mounting bracket 184 with the front frame 115. By the above arrangement, the connection stability between the column mounting bracket 184 and the front frame 115 is improved.

As shown in FIG. 7, as one implementation, the front frame 115 includes a rail 1152 that extends substantially longitudinally, and bushings 1841 are at least partially disposed through the rail 1152. The stringer 1152 includes a number of stringer mounts 1152a consistent with the number of bushings 1841, the bushings 1841 being threaded through the stringer mounts 1152a during connection of the bushings 1841 to the stringer 1152 to enable an interference fit of the bushings 1841 with the stringer 1152, wherein the stringer mounts 1152a are capable of being disposed in a through-hole. With the above arrangement, the strength of the connection between the column mounting bracket 184 and the front frame 115 is improved.

As shown in fig. 7, as one implementation, the column mounting bracket 184 is also detachably connected to a first steering shaft 1821. Specifically, bushing 1841 is also at least partially disposed on first steering shaft 1821, and during connection of column mounting bracket 184 to first steering shaft 1821, fasteners are disposed through bushing 1841 and positioning holes 1842a to thereby connect column mounting bracket 184 to first steering shaft 1821. With the above arrangement, the strength of the connection between the column mounting bracket 184 and the first steering shaft 1821 is improved.

As shown in fig. 8 and 9, as one implementation, the front suspension 132 includes an upper left rocker 1324 and a lower left rocker 1325 provided on the left side of the frame 11, the upper left rocker 1324 being provided above the lower left rocker 1325. Front suspension 132 further includes an upper right swing arm 1326 and a lower right swing arm 1327 provided on the right side of frame 11, upper right swing arm 1326 being provided above lower right swing arm 1327. The travel assembly 14 further includes a left front wheel 143 disposed on the left side of the frame 11 and a right front wheel 144 disposed on the right side of the frame 11, wherein the left front wheel 143 is connected to the frame 11 by an upper left swing arm 1324 and a lower left swing arm 1325, and the right front wheel 144 is connected to the frame 11 by an upper right swing arm 1326 and a lower right swing arm 1327. The connection of the traveling unit 14 to the frame 11 can be achieved by the above arrangement.

Further, as shown in fig. 10, the transmission system 16 includes a transmission shaft 161 and a front axle assembly 162, and both ends of the transmission shaft 161 are rotatably connected to the power system 15 and the front axle assembly 162, respectively, so as to transmit power output from the power system 15 to the front axle assembly 162.

As shown in fig. 8 and 9, specifically, the upper left swing arm 1324 includes a first mounting shaft 1324a, the upper left swing arm 1324 is rotatably connected to the frame 11 through the first mounting shaft 1324a, the lower left swing arm 1325 includes a second mounting shaft 1325a, the lower left swing arm 1325 is rotatably connected to the frame 11 through the second mounting shaft 1325a, and both the upper left swing arm 1324 and the lower left swing arm 1325 can rotate relative to the frame 11. Defining a first mounting plane 107 perpendicular to the width of ATV 100, the axis of first mounting shaft 1324a and the axis of second mounting shaft 1325a both coincide with first mounting plane 107.

Further, upper right swing arm 1326 includes a third mounting axle 1326a, upper right swing arm 1326 is rotatably connected to frame 11 via third mounting axle 1326a, lower right swing arm 1327 includes a fourth mounting axle 1327a, lower right swing arm 1327 is rotatably connected to frame 11 via fourth mounting axle 1327a, and upper right swing arm 1326 and lower right swing arm 1327 are both rotatable relative to frame 11. Defining a second mounting plane 108 perpendicular to the width of ATV 100, the axis of third mounting shaft 1326a and the axis of fourth mounting shaft 1327a are coincident with second mounting plane 108.

As shown in FIG. 8, further, the transmission 16 further includes a left axle shaft 163 and a right axle shaft 164, and the front axle assembly 162 includes a left output end 1621 and a right output end 1622, wherein the left and right ends of the left axle shaft 163 are respectively and drivingly connected to the left front wheel 143 and the left output end 1621, and the left and right ends of the right axle shaft 164 are respectively and drivingly connected to the right front wheel 144 and the right output end 1622, such that the front axle assembly 162 is capable of transmitting power to the front wheel 141 via the axle shafts to thereby drive the front wheel 141 to rotate. The end face of the left axle shaft 163 that interfaces with the front axle assembly 162 is defined as a first interface surface 1631, and the end face of the right axle shaft 164 that interfaces with the front axle assembly 162 is defined as a second interface surface 1641, wherein both the first interface surface 1631 and the second interface surface 1641 are disposed between the first mounting plane 107 and the second mounting plane 108.

As shown in fig. 8 and 9, specifically, the left and right sides of the front axle assembly 162 are provided with machining tangential planes, the machining tangential planes are disposed on the left and right output ends of the front axle assembly 162, the front axle assembly 162 is connected with the left half axle 163 through the left machining tangential plane, the front axle assembly 162 is further connected with the right half axle 164 through the right machining tangential plane, wherein the left machining tangential plane is substantially coincident with the first abutting surface 1631, and the right machining tangential plane is substantially coincident with the second abutting surface 1641. It will be appreciated that the above arrangement can avoid interference between the left and right output ends 1622 of the front axle assembly 162 and the front suspension 132 during installation of the front axle assembly 162, so as to facilitate installation of the front axle assembly 162, thereby improving convenience in assembly of the front axle assembly 162.

As shown in fig. 8 and 9, as one implementation, a deflector 183 is disposed rearward of the front axle assembly 162. The steering gear 183 includes a left pull rod 1831 provided at a left end and a right pull rod 1832 provided at a right end, wherein both ends of the left pull rod 1831 are connected to the steering gear 183 and the left front wheel 143, respectively, and both ends of the right pull rod 1832 are connected to the steering gear 183 and the right front wheel 144, respectively.

Specifically, one end of the left pull rod 1831 connected to the steering gear 183 is provided as a ball-head structure 1833, and the left pull rod 1831 is connected to the steering gear 183 through the ball-head structure 1833, wherein the center of the ball-head structure 1833 is the installation center of the left pull rod 1831. The end of the right pull rod 1832 connected to the deflector 183 is also provided as a ball-head structure 1833, and the right pull rod 1832 is connected to the deflector 183 through the ball-head structure 1833, wherein the center of the ball-head structure 1833 is the installation center of the right pull rod 1832. Defining a left and right tie bar mounting surfaces 1831a and 1832a perpendicular to the width direction of the ATV 100, the mounting center of the left tie bar 1831 coincides with the left tie bar mounting surface 1831a, and the mounting center of the right tie bar 1832 coincides with the right tie bar mounting surface 1832 a. Optionally, the first mounting plane 107 and the second mounting plane 108 are each between the left and right tie rod mounting surfaces 1831a and 1832 a. Since the front suspension 132 is required to swing up and down during use, the above arrangement can avoid the front suspension 132 from interfering with the left and/or right tie rods 1831 and 1832 during swing, thereby improving the stability of use of the front suspension 132.

Further, the spacing of the left and right tie bar mounting surfaces 1831a and 1832a in the width direction is defined as a first mounting spacing L5, and the spacing of the first and second mounting planes 107 and 108 in the width direction is defined as a second mounting spacing L6. As an alternative implementation manner, the ratio between the first mounting pitch L5 and the second mounting pitch L6 is greater than or equal to 1 and less than or equal to 1.2. Further, a ratio between the first mounting pitch L5 and the second mounting pitch L6 is 1.05 or more and 1.18 or less. More preferably, the ratio between the first mounting pitch L5 and the second mounting pitch L6 is equal to 1.12. If the ratio between the first mounting distance L5 and the second mounting distance L6 is too large, the distance between the left and right tie rod attachment surfaces 1831a and 1832a is too long, which results in interference between the left and right tie rods 1831 and 1832 and the front suspension 132 and the opponents of the front suspension 132, and this arrangement improves the stability of use of the left and right tie rods 1831 and 1832. If the ratio between the first mounting spacing L5 and the second mounting spacing L6 is too small, assembly of the steering system 18 is not favored. With the above arrangement, the difficulty in arranging the steering system 18 and the front suspension 132 is reduced, so that the front suspension 132 and its counter parts are better maintainable.

As shown in fig. 11 and 12, as one implementation, the frame 11 includes a front axle mounting bracket 116, with the front axle mounting bracket 116 disposed at a front end of the frame 11 and surrounding a front axle assembly 162. The front axle mounting bracket 116 includes a first mounting portion 1161 and a second mounting portion 1162, the first mounting portion 1161 being located rearward of the second mounting portion 1162 in the length direction of the all-terrain vehicle 100. The front axle mounting bracket 116 is connected to the rear end of the front axle assembly 162 by a first mounting portion 1161, and the front axle mounting bracket 116 is also connected to the front end of the front axle assembly 162 by a second mounting portion 1162. The first mounting portion 1161 is connected to the front axle assembly 162 in a direction substantially parallel to the width direction of the all-terrain vehicle 100, and the second mounting portion 1162 is connected to the front axle assembly 162 in a direction substantially parallel to the height direction of the all-terrain vehicle 100.

As shown in fig. 11 and 12, specifically, the front axle assembly 162 is connected to the first mounting portion 1161 by the first fastener 1623, and the axial direction of the first fastener 1623 is the connection direction of the first mounting portion 1161 to the front axle assembly 162, that is, the axial direction of the first fastener 1623 is substantially parallel to the width direction of the all-terrain vehicle 100. The front axle assembly 162 is connected to the second mounting portion 1162 by a second fastener 1624, and the axial direction of the second fastener 1624 is the connection direction of the second mounting portion 1162 to the front axle assembly 162, i.e., the axial direction of the second fastener 1624 is substantially parallel to the height direction of the all-terrain vehicle 100. It should be noted that, during the assembly process of the front axle assembly 162, since the front axle assembly 162 and the transmission shaft 161 need to be kept connected, the front axle assembly 162 is pushed to the assembly position along the length direction. It is anticipated that the process of pushing the front axle assembly 162 will be difficult. Through the arrangement, the front axle assembly 162 is prevented from interfering with the front axle mounting bracket 116 in the assembly process, and therefore the assembly difficulty of the front axle assembly 162 is reduced. Wherein the first and second fasteners 1623, 1624 may be configured as bolts or screws, or the like.

Further, the first mounting portion 1161 is provided as a sheet metal member, and the first mounting portion 1161 has an end face substantially perpendicular to the width direction of the all-terrain vehicle 100. The front axle assembly 162 is abutted with the end face of the first mounting portion 1161 along the width direction, so that the contact area of the front axle assembly 162 and the first mounting portion 1161 is increased, the connection strength between the front axle assembly 162 and the first mounting portion 1161 is increased, and the connection stability between the front axle assembly 162 and the front axle mounting bracket 116 is improved.

More specifically, the second mounting portion 1162 is provided to penetrate through a shaft hole of the front axle mounting bracket 116 in the height direction of the all-terrain vehicle 100, and the axial direction of the shaft hole coincides with the axial direction of the second fastener 1624. Because in the connection process of the front axle assembly 162 and the front axle mounting bracket 116, the front axle assembly 162 needs to move from the second mounting portion 1162 to the first mounting portion 1161, the interference between the front axle assembly 162 and the second mounting portion 1162 in the moving process can be avoided, so that the assembly difficulty of the front axle assembly 162 is reduced, and the assembly efficiency of the front axle assembly 162 is improved.

As shown in fig. 11 and 12, as an implementation manner, the frame 11 further includes a movable connecting member 117, where the movable connecting member 117 is at least partially disposed above the front axle assembly 162, and the movable connecting member 117 is detachably connected to the front axle mounting bracket 116 and the front axle assembly 162, respectively. In the case where the front axle assembly 162 is connected to the front axle mounting bracket 116 through the first mounting portion 1161 and the second mounting portion 1162, the front axle assembly 162 can also be connected to the front axle mounting bracket 116 through the movable connecting member 117. Through the arrangement, the connection strength between the front axle assembly 162 and the front axle mounting bracket 116 is improved, and the use stability of the front axle assembly 162 is further improved.

Further, the first mounting portion 1161, the second mounting portion 1162 and the articulation 117 are all symmetrically distributed about the longitudinal plane 102. Thus, the load distribution of front axle assembly 162 is uniform, and stability during use of ATV 100 is improved.

As shown in fig. 11, specifically, the front axle mounting bracket 116 includes a mounting tube 1163 extending in a longitudinal direction, the mounting tube 1163 being disposed below the front axle assembly 162, the mounting tube 1163 being for supporting the front axle assembly 162. The first mounting portion 1161 and the second mounting portion 1162 are disposed on the mounting tube 1163, the first mounting portion 1161 is welded to the mounting tube 1163, and the second mounting portion 1162 penetrates through the mounting tube 1163. The mounting tube 1163 includes a sliding region 1163a, the sliding region 1163a is disposed in front of the first mounting portion 1161, and the front axle assembly 162 is capable of sliding on the sliding region 1163a, wherein a length of the sliding region 1163a extending in the longitudinal direction is equal to or greater than a length of the front axle assembly 162 extending in the longitudinal direction.

Optionally, the first mounting portion 1161 is at least partially disposed at the rear of the front axle assembly 162, and when the front axle assembly 162 slides to the assembly position during the assembly process of the front axle assembly 162, the first mounting portion 1161 abuts against the front axle assembly 162, so that the front axle assembly 162 can be connected to the first mounting portion 1161 and the second mounting portion 1162 respectively. Because front axle assembly 162 is connected with drive shaft 161 before being connected with frame 11, and then results in the whole weight of front axle assembly 162 great, the aforesaid setting can reduce the assembly degree of difficulty between front axle assembly 162 and front axle installing support 116.

As shown in fig. 13, as an implementation manner, the transmission system 16 further includes a first supporting mechanism 167 and a second supporting mechanism 168 located at a rear side of the first supporting mechanism 167, where the first supporting mechanism 167 is at least partially disposed on the frame 11, and the first supporting mechanism 167 is fixedly connected with the frame 11, and the second supporting mechanism 168 is at least partially disposed on the frame 11, and the second supporting mechanism 168 is fixedly connected with the frame 11, and both the first supporting mechanism 167 and the second supporting mechanism 168 are rotatably connected with the transmission shaft 161. By the above arrangement, the connection strength between the propeller shaft 161 and the frame 11 is improved, thereby increasing the stability of the propeller shaft 161 in use.

As shown in FIG. 14, in particular, first support mechanism 167 includes a bearing member 1671 and a drive shaft mount 1672, with bearing member 1671 at least partially disposed within drive shaft mount 1672, and with bearing member 1671 fixedly coupled to drive shaft mount 1672. The drive shaft mount 1672 is fixedly attached to the frame 11 by fasteners. Optionally, the drive shaft mount 1672 can also be integrally formed with the frame 11, thereby improving the strength of the connection between the first support mechanism 167 and the frame 11.

Further, first support mechanism 167 also includes a buffer 1673, with buffer 1673 being at least partially disposed between bearing 1671 and drive shaft mount 1672. The buffer 1673 is disposed around the bearing 1671, and the buffer 1673 is connected to the drive shaft mount 1672, the buffer 1673 being configured to absorb shock between the drive shaft 161 and the first support mechanism 167, wherein the buffer 1673 can be configured as a resilient member such as rubber. When the transmission shaft 161 rotates at a high speed, the transmission shaft 161 can move, and the arrangement can avoid the transmission shaft 161 from driving the first supporting mechanism 167 to move in the moving process, so that the connection stability between the first supporting mechanism 167 and the frame 11 is improved. In addition, during use of the all-terrain vehicle 100, the frame 11 generates vibration and transmits the vibration to the first supporting mechanism 167, and the vibration transmitted from the first supporting mechanism 167 to the transmission shaft 161 can be reduced, so that the use stability of the transmission shaft 161 is improved.

It should be noted that, the second supporting mechanism 168 includes a bearing member 1671, a transmission shaft fixing member 1672, and a buffer member 1673, which are substantially identical to the first supporting mechanism 167, and are not described herein.

As an alternative implementation, when the all-terrain vehicle 100 is an electrically-driven vehicle, the all-terrain vehicle 100 further includes a power battery (not shown) disposed at least partially on the frame 11 and fixedly coupled with the frame 11, the power battery further disposed between the first support mechanism 167 and the second support mechanism 168. Because the transmission shaft 161 can move under the condition of high-speed rotation, the arrangement can avoid the interference between the transmission shaft 161 and the power battery, thereby improving the use stability of the power battery.

As one implementation, the transmission shaft 161 includes a first shaft body 1611, a second shaft body 1612, and a third shaft body 1613, the second shaft body 1612 is disposed between the first shaft body 1611 and the third shaft body 1613, and both ends of the second shaft body 1612 are rotatably connected to the first shaft body 1611 and the third shaft body 1613, respectively. One end of the first shaft body 1611 far away from the second shaft body 1612 is rotatably connected with the walking assembly 14, and one end of the third shaft body 1613 far away from the second shaft body 1612 is rotatably connected with the power system 15. The first support mechanism 167 is disposed on the second shaft body 1612 near an end of the third shaft body 1613, and the second support mechanism 168 is disposed on the second shaft body 1612 near an end of the first shaft body 1611.

Specifically, the first shaft body 1611 includes a first universal joint 1611a, and the first universal joint 1611a is disposed at one end of the first shaft body 1611 connected to the second shaft body 1612. The third shaft body 1613 includes a second universal joint 1613a, and the second universal joint 1613a is disposed at one end of the third shaft body 1613 connected to the second shaft body 1612, and two ends of the second shaft body 1612 are respectively spline-connected to the first universal joint 1611a and the second universal joint 1613a. It will be appreciated that in the case of movement of the third shaft body 1613, the third shaft body 1613 can transmit power to the second shaft body 1612 through the second universal joint 1613a, and in the case of movement of the second shaft body 1612, the second shaft body 1612 can transmit power to the first shaft body 1611 through the first universal joint 1611 a. By the above arrangement, the applicability of the drive shaft 161 is improved, while the assemblability of the drive shaft 161 is improved.

Further, the difference between the length of the first shaft body 1611 and the length of the second shaft body 1612 is greater than 0, the difference between the length of the second shaft body 1612 and the length of the third shaft body 1613 is greater than 0, and the difference between the length of the first shaft body 1611 and the length of the third shaft body 1613 is greater than 0. Through the arrangement, resonance among the first shaft body 1611, the second shaft body 1612 and the third shaft body 1613 can be avoided, so that the use stability of the transmission shaft 161 is improved.

The difference between the length of the first shaft 1611 and the length of the second shaft 1612 is an absolute value of the difference between the length of the first shaft 1611 and the length of the second shaft 1612. The difference between the length of the second shaft 1612 and the length of the third shaft 1613 is the absolute value of the difference between the length of the first shaft 1611 and the length of the second shaft 1612. The difference between the length of the first shaft 1611 and the length of the third shaft 1613 is an absolute value of the difference between the length of the first shaft 1611 and the length of the third shaft 1613. When the lengths of any two shaft bodies among the first shaft body 1611, the second shaft body 1612, and the third shaft body 1613 are equal, or almost equal, the equal two shaft bodies easily resonate, thereby affecting the stability of the vehicle.

As one implementation, the projection of the first support mechanism 167 onto the reference plane along the height direction of the all-terrain vehicle 100 is a first projection plane, the projection of the second support mechanism 168 onto the reference plane along the height direction of the all-terrain vehicle 100 is a second projection plane, and the projection of the transmission shaft 161 onto the reference plane along the height direction of the all-terrain vehicle 100 is a third projection plane. The minimum distance between the first projection surface and the second projection surface along the length direction of the all-terrain vehicle 100 is a first distance L7, and the length of the third projection surface along the length direction of the all-terrain vehicle 100 is a second distance L8. As an alternative implementation, the ratio between the first distance L7 and the second distance L8 is greater than or equal to 0.25 and less than or equal to 0.45. Further, a ratio between the first distance L7 and the second distance L8 is 0.3 or more and 0.4 or less. More preferably, the ratio between the first distance L7 and the second distance L8 is equal to 0.35. Under the condition that the second distance L8 is unchanged, if the ratio between the first distance L7 and the second distance L8 is too large, the length of the second shaft body 1612 extending along the length direction of the all-terrain vehicle 100 is too long, and further the vibration amplitude of the second shaft body 1612 is larger when the second shaft body 1612 vibrates, so that the second shaft body 1612 easily interferes with the power battery, and the use safety of the power battery is reduced. If the ratio between the first distance L7 and the second distance L8 is too small, the distance between the first support mechanism 167 and the second support mechanism 168 is short, resulting in an adverse effect on the arrangement of the power cells. Through the arrangement, the use safety of the power battery is improved, and meanwhile, the arrangement of the power battery is facilitated.

Further, a distance between a foremost end of the first projection surface and a foremost end of the third projection surface along a length direction of the all-terrain vehicle 100 is a third distance L9, and a distance between a rearmost end of the second projection surface and a rearmost end of the third projection surface is a fourth distance L10. As an alternative implementation, the ratio between the third distance L9 and the fourth distance L10 is greater than or equal to 1.1 and less than or equal to 2.3. Further, a ratio between the third distance L9 and the fourth distance L10 is 1.4 or more and 2 or less. More preferably, the ratio between the third distance L9 and the fourth distance L10 is equal to 1.7. It should be noted that, because the arrangement space reserved by the transmission shaft 161 is fixed, the length of the transmission shaft 161 along the length direction of the all-terrain vehicle 100 is not changed, and if the ratio between the third distance L9 and the fourth distance L10 is too large, the length of the first shaft body 1611 along the length direction of the all-terrain vehicle 100 is too long, which results in affecting the stability of use of the first shaft body 1611. If the ratio between the third distance and the fourth distance is too small, the length of the third shaft body 1613 along the length direction of the all-terrain vehicle 100 is too long, which results in affecting the stability of use of the third shaft body 1613. By the above arrangement, the use stability of the first shaft body 1611 and the third shaft body 1613 is improved.

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 connected to the frame;

the walking assembly comprises a front wheel serving as a driven wheel and a rear wheel serving as a driving wheel;

the steering system comprises a steering transmission assembly, a steering control assembly and a steering gear, wherein the steering transmission assembly is connected with the front wheels through the steering gear;

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

the steering system is characterized by comprising a steering mounting piece, wherein the steering mounting piece is arranged at one end, far away from the steering device, of the steering transmission component, the frame comprises a fixed support used for being matched with the steering mounting piece, and the other end of the steering transmission component is lapped on the fixed support through the steering mounting piece.

2. The all-terrain vehicle of claim 1, characterized in that the frame comprises a front frame at least partially disposed in front of the steering assembly, the fixed bracket being fixedly connected with the front frame.

3. The all-terrain vehicle of claim 2, characterized in that the fixed bracket is a sheet metal member, and the fixed bracket is welded to the front frame.

4. The all-terrain vehicle of claim 1, characterized in that the steering transmission assembly includes a first steering shaft proximate the steering assembly, the steering mount being at least partially disposed on the first steering shaft.

5. The all-terrain vehicle of claim 4, characterized in that the first steering shaft includes an adjustment mechanism for adjusting the steering assembly height and depth, the steering mount being disposed on the adjustment mechanism.

6. The all-terrain vehicle of claim 5, characterized in that the steering mount is welded or integrally formed with the adjustment mechanism.

7. The all-terrain vehicle of claim 5, wherein the adjustment mechanism is further coupled with the stationary bracket via a fastener when the steer drive assembly is coupled with the steering gear.

8. The all-terrain vehicle of claim 1, wherein the steering mount is disposed in surface contact with the stationary bracket, and wherein the surface of contact of the steering mount with the stationary bracket defines a predetermined plane defining a reference plane perpendicular to a height direction of the all-terrain vehicle, and wherein an angle between the predetermined plane and the reference plane is greater than or equal to 21 ° and less than or equal to 33 °.

9. The all-terrain vehicle of claim 1, wherein the fixed bracket comprises a bearing surface and a supporting surface, the bearing surface is abutted against the steering mounting piece, the supporting surface is distributed on the left side and the right side of the bearing surface, and an included angle formed by the supporting surface and the bearing surface is greater than 0 ° and less than or equal to 180 °.

10. The all-terrain vehicle of claim 1, characterized in that the steering mount is a substantially "U" -shaped groove, as viewed in a width direction of the all-terrain vehicle.