CN221214200U - All-terrain vehicle - Google Patents

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a traveling assembly, a suspension assembly, a power assembly and a steering assembly, wherein the traveling assembly is arranged at the lower side of the frame and comprises front wheels and rear wheels; a suspension assembly connects the front and rear wheels to the frame; the power assembly is supported by the frame and is in transmission connection with at least one of the front wheel and the rear wheel; the steering assembly comprises a rotating mechanism rotationally connected to the frame and a direction control mechanism in transmission connection with the rotating mechanism, and the direction control mechanism is in transmission connection with the front wheels so that the rotating mechanism can drive the front wheels to steer through the direction control mechanism; the front side of the frame is wound to form an accommodating space, the direction control mechanism is at least partially positioned in the accommodating space, a first plane perpendicular to the length direction of the all-terrain vehicle and passing through the axis of the front wheel is defined, and the direction control mechanism is positioned at the front side of the first plane. Through the arrangement, the space utilization rate of the all-terrain vehicle can be improved.

Description

All-terrain vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to an all-terrain vehicle.

Background

In the prior art, an all-terrain vehicle controls a steering wheel through a steering shaft of a steering assembly, so that the steering wheel controls a steering knuckle to realize steering of front wheels. Specifically, a steering ball head is arranged on the steering knuckle and is in transmission connection with the steering machine, so that the steering of the front wheels is realized.

When the wheelbase of an all-terrain vehicle is short (for example, a small-sized all-terrain vehicle, its volume is small, and thus the wheelbase is short), the layout space of the front portion of the vehicle body is also small. Under the above circumstances, the arrangement of the existing steering gear can make the steering shaft obtain a larger initial installation angle, which is unfavorable for the steering of the all-terrain vehicle, so that a transmission structure needs to be added, thereby making the structure of the steering assembly not compact enough and further affecting the space utilization rate of the all-terrain vehicle.

In addition, when the all-terrain vehicle needs to arrange other components in the rear-side space of the front wheel axis, for example, when the drive mode of the all-terrain vehicle is four-wheel drive, it is necessary to arrange a front axle mechanism in the rear-side space of the front wheel axis; because the volume of small-size all-terrain vehicle is less, therefore small-size all-terrain vehicle's front space is less, and the rear side space of front wheel axis is less to restricted other spare part (for example front axle mechanism)'s arrangement, so that all-terrain vehicle can't satisfy spare part's space arrangement demand, and then is unfavorable for improving all-terrain vehicle's space utilization.

Disclosure of utility model

In order to solve the defects in the prior art, the application aims to provide the all-terrain vehicle with higher space utilization rate.

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

The all-terrain vehicle comprises a frame, a traveling assembly, a suspension assembly, a power assembly and a steering assembly, wherein the traveling assembly is arranged on the lower side of the frame and comprises front wheels and rear wheels; a suspension assembly connects the front and rear wheels to the frame; the power assembly is supported by the frame and is in transmission connection with at least one of the front wheel and the rear wheel; the steering assembly comprises a rotating mechanism rotationally connected to the frame and a direction control mechanism in transmission connection with the rotating mechanism, and the direction control mechanism is in transmission connection with the front wheels so that the rotating mechanism can drive the front wheels to steer through the direction control mechanism; the front side of the frame is wound to form an accommodating space, the direction control mechanism is at least partially positioned in the accommodating space, a first plane perpendicular to the length direction of the all-terrain vehicle and passing through the axis of the front wheel is defined, and the direction control mechanism is positioned at the front side of the first plane.

Further, the suspension assembly includes a front swing arm connecting the front wheel and the frame, defining a second plane perpendicular to the longitudinal direction of the ATV and passing through the forwardmost end of the front swing arm, and the directional control mechanism is located between the first plane and the second plane.

Further, a mounting member is provided on the frame, and the mounting member is at least partially overlapped with the front swing arm as viewed from the width direction of the all-terrain vehicle, and the direction control mechanism is connected to the frame through the mounting member.

Further, the suspension assembly includes a knuckle coupled to the front wheel, the knuckle extending at least partially forward to form a connection block, the knuckle assembly including a steering linkage movably coupled to the directional control mechanism, the steering linkage being rotatably coupled to the connection block.

Further, the tie rod is at least partially located on the front side of the first plane; the connecting seat is at least partially positioned at the front side of the first plane.

Further, the knuckle extends at least partially rearward to form a caliper mount, and the ATV further includes a brake coupled to the caliper mount.

Further, the direction control mechanism comprises an outer shell and a transmission piece positioned in the outer shell, wherein the transmission piece comprises a transmission end in transmission connection with the rotating mechanism and a connection end in movable connection with the steering pull rod; one end of the steering pull rod, which is far away from the connecting end, is provided with an adjusting mechanism capable of adjusting the length of the steering pull rod, the steering pull rod is sleeved on the adjusting mechanism and is in threaded connection with the adjusting mechanism, and the adjusting mechanism is rotationally connected with the connecting seat.

Further, the height of the ATV in the height direction thereof is set to 1080mm or more and 1620mm or less.

Further, the all-terrain vehicle includes a secondary drive armrest mechanism including a link frame coupled to the frame, an armrest frame capable of relative movement with the link frame, and an adjustment member for adjusting the relative positions of the link frame and the armrest frame.

Further, the connecting frame is sleeved on the handrail frame, a notch part is formed in the position, close to the handrail frame, of the connecting frame, the adjusting piece comprises a fastening part and an adjusting part, the fastening part is sleeved on the notch part, the adjusting part comprises a first position and a second position, when the adjusting part is positioned at the first position, the adjusting part drives the fastening part to squeeze the notch part, and the acting force of the fastening part on the notch part is larger than or equal to the preset acting force, so that the connecting frame and the handrail frame are relatively static; when the adjusting part is at the second position, the acting force of the fastening part on the notch part is smaller than the preset acting force, so that the connecting frame and the armrest frame can move relatively.

According to the all-terrain vehicle, the direction control mechanism is arranged between the first plane and the second plane, so that a transmission structure between the rotating mechanism and the direction control mechanism can be saved, the structure of the steering assembly is simplified, the structural compactness of the steering assembly is further improved, and the space utilization rate of the front side of the vehicle frame is improved; the rear side space of the front wheel axis can be saved, so that other parts can be conveniently arranged on the front wheel axis, and the space utilization rate of the small all-terrain vehicle is improved.

Drawings

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

Fig. 2 is a schematic view of a part of the structure of the all-terrain vehicle of the present application.

Fig. 3 is a side view of a portion of the structure of the all-terrain vehicle of the present application.

Fig. 4 is an enlarged view of a portion of fig. 1a of the present application.

Fig. 5 is a schematic view of the rear structure of the all-terrain vehicle of the present application.

Fig. 6 is an exploded view of a part of the construction of the all-terrain vehicle of the present application.

Fig. 7 is a schematic view of the seat assembly, power cell and surrounding components of the present application.

Fig. 8 is a schematic diagram of the driving motor, transmission assembly, and rear wheel of the all-terrain vehicle of the present application.

Fig. 9 is a schematic view of the frame, electrical components and drive motor of the all-terrain vehicle of the present application.

Fig. 10 is a structural exploded view of the rear suspension of the all-terrain vehicle of the present application.

Fig. 11 is a top view of the rear structure of the all-terrain vehicle of the present application.

Fig. 12 is a schematic view of the front structure of the all-terrain vehicle of the present application.

Fig. 13 is an exploded view of the front structure of the all-terrain vehicle of the present application.

Fig. 14 is an exploded view of the secondary drive arm mechanism and frame of the all-terrain vehicle of the present application.

Fig. 15 is a side view of the frame and travel assembly of the all-terrain vehicle of the present application.

Detailed Description

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

An all-terrain vehicle 100 is shown in fig. 1 and 2, the all-terrain vehicle 100 including a frame 11, a travel assembly 12, a suspension assembly 13, a transmission assembly 14, a power assembly 15, a power battery 16, a seat assembly 17, and a cargo box assembly 18. The frame 11 serves as a basic frame of the ATV 100 for supporting the travel assembly 12, suspension assembly 13, transmission assembly 14, power assembly 15, power battery 16, seat assembly 17, and cargo box assembly 18. The travel assembly 12 includes front wheels 121 and rear wheels 122, and the suspension assembly 13 connects the front wheels 121 and rear wheels 122 to the frame 11. Power assembly 15 and transmission assembly 14 are each supported by frame 11, and power assembly 15 is drivingly connected to at least one of front wheels 121 and rear wheels 122 through transmission assembly 14, thereby enabling power assembly 15 to drive ATV 100 through traveling assembly 12. A power battery 16 is provided on the frame 11, the power battery 16 being electrically connected to the power assembly 15 such that the power battery 16 can power the power assembly 15. A seat assembly 17 is at least partially disposed on frame 11, with seat assembly 17 being configured to provide support for the rider and/or passenger. A cargo box assembly 18 is at least partially disposed on the frame 11, the cargo box assembly 18 being for carrying cargo. In the present application, seat assembly 17 is configured as a single row seat to conserve layout space of ATV 100, thereby providing sufficient layout space for cargo box assembly 18 and thereby improving the compactness of ATV 100.

For clarity of explanation of the technical solution of the present application, the front side, the rear side, the left side, the right side, the upper side, the lower side are also defined as shown in fig. 1. When the ATV 100 is on a flat road, the front-rear direction refers to the longitudinal direction of the ATV 100, the up-down direction refers to the height direction of the ATV 100, and the left-right direction refers to the width direction of the ATV 100.

Specifically, traveling assembly 12 is disposed on the underside of frame 11, thereby facilitating the driving of ATV 100 by traveling assembly 12. Suspension assembly 13 includes a front suspension 131 and a rear suspension 132, front suspension 131 connecting front wheel 121 to frame 11, and rear suspension 132 connecting rear wheel 122 to frame 11. The power assembly 15 includes a drive motor 151, the drive motor 151 and the power battery 16 being electrically connected such that the power battery 16 powers the drive motor 151. The driving motor 151 is also drivingly connected to at least one of the front wheels 121 and the rear wheels 122 to transmit power output by the driving motor 151 to the traveling assembly 12. The cargo box assembly 18 is at least partially disposed on the rear side of the frame 11 to facilitate cargo carrying of the ATV 100.

In the present application, the driving motor 151 is drivingly connected to the rear wheel 122, that is, the rear-drive ATV 100 is exemplified.

As shown in fig. 1 and 2, as one implementation, the power cell 16 at least partially overlaps the seat assembly 17 and the cargo box assembly 18 at least partially overlaps the seat assembly 17 as viewed along the length of the ATV 100. The cargo box assembly 18 and the power cell 16 at least partially overlap, and the power cell 16 and rear wheel 122 axes at least partially overlap, as viewed from the height of the ATV 100. Specifically, the power battery 16 and the cargo box assembly 18 are each at least partially disposed on the rear side of the seat assembly 17, the power battery 16 is at least partially disposed on the underside of the cargo box assembly 18, the power battery 16 is at least partially disposed on the upper side of the rear wheel 122 axis, i.e., along the height of the ATV 100, and the power battery 16 is disposed between the cargo box assembly 18 and the rear wheel 122 axis. Wherein the power battery 16 and the cargo box assembly 18 are both positioned at the rear of the frame 11, and the seat assembly 17 is positioned at the middle of the frame 11.

Through the arrangement, the space utilization rate of the rear part of the frame 11 can be improved, so that the structure of the rear part of the frame 11 is more compact, and meanwhile, the space occupation rate of the middle part of the frame 11 can be reduced, so that the height of the seat assembly 17 along the height direction of the all-terrain vehicle 100 can be reduced, the riding space of a driver and passengers can be increased, and the comfort of the all-terrain vehicle 100 can be improved. In the present application, the middle part of the frame 11 is surrounded by a cockpit 111, and the riding space of the driver and passengers is the cockpit 111. In addition, through the arrangement, the compactness of the all-terrain vehicle 100 can be higher, so that the design requirement of the all-terrain vehicle 100 with smaller volume is met, and the miniaturization and the light weight of the all-terrain vehicle 100 are realized. Meanwhile, the arrangement enables the power battery 16 to be arranged far away from the cockpit 111, so that the influence of heat generated by the power battery 16 due to work on the cockpit 111 can be reduced, and the comfort of the all-terrain vehicle 100 can be improved. Still further, with the above arrangement, more space may be provided for the seat assembly 17 and the suspension assembly 13 to accommodate different sizes or types of arrangement of the seat assembly 17 and the suspension assembly 13; and the working space of the suspension assembly 13 can be increased to prevent interference between the suspension assembly 13 and other components of the all-terrain vehicle 100, thereby improving drivability of the all-terrain vehicle 100.

In the present embodiment, the frame 11 includes a center frame 112 located in the middle of the frame 11 and a rear frame 113 located in the rear of the frame 11. The power battery 16 and the cargo box assembly 18 are both located in the rear frame 113, and the power battery 16 and the cargo box assembly 18 are both connected to the rear frame 113. The center frame 112 surrounds a cockpit 111, and the seat assembly 17 is located in the cockpit 111. Through the arrangement, the space utilization rate of the rear frame 113 can be improved, so that the structure of the rear frame 113 is more compact, and meanwhile, the space occupation rate of the middle frame 112 can be reduced, so that the riding space of a driver and passengers is increased, and the comfort of the all-terrain vehicle 100 is improved.

As shown in fig. 3, as an implementation, a reference plane 101 perpendicular to the height direction of the all-terrain vehicle 100 is defined, the lowest end of the traveling component 12 is located on the reference plane 101, the minimum distance between the upper surface of the power battery 16 and the reference plane 101 along the height direction of the all-terrain vehicle 100 is a first distance D1, the projection of the axis of the front wheel 121 on the reference plane 101 along the height direction of the all-terrain vehicle 100 is a first projection line, the projection of the axis of the rear wheel 122 on the reference plane 101 along the height direction of the all-terrain vehicle 100 is a second projection line, the minimum distance between the first projection line and the second projection line along the length direction of the all-terrain vehicle 100 is a second distance D2, and the ratio of the first distance D1 to the second distance D2 is greater than or equal to 0.3 and less than or equal to 0.58. Specifically, the ratio of the first distance D1 to the second distance D2 is 0.37 or more and 0.51 or less. More specifically, the ratio of the first distance D1 and the second distance D2 may also be 0.44.

For small-sized all-terrain vehicle 100, because of the small size of all-terrain vehicle 100, the arrangement space of the components of all-terrain vehicle 100 is relatively small, and thus, the requirement for the compactness of all-terrain vehicle 100 is higher. Through the arrangement, the situation that the height of the power battery 16 in the height direction of the all-terrain vehicle 100 is too low due to the fact that the ratio of the first distance to the second distance is too small can be prevented, so that interference between the power battery 16 and other parts in the rear frame 113 is avoided, potential safety hazards caused by damage to the power battery 16 are prevented, and the working stability of the power battery 16 and other parts in the rear frame 113 is improved; and meanwhile, the arrangement of the parts of the all-terrain vehicle 100 can be more reasonable, so that the structural compactness of the small all-terrain vehicle 100 is improved. In addition, through the above arrangement, the interference between the power battery 16 and the cargo box assembly 18 caused by the excessive ratio of the first distance to the second distance can be prevented, or the insufficient arrangement space of the power battery 16 caused by the excessive ratio of the first distance to the second distance can be prevented, so that the power battery 16 is prevented from reducing the volume of the power battery 16 due to the insufficient arrangement space, the capacity of the power battery 16 is improved, and the cruising ability of the all-terrain vehicle 100 is further improved. Further, the ratio of the first distance to the second distance is set to be in the range, so that the wading capacity of the power battery 16 is better under the condition of meeting the arrangement space requirement of the power battery 16, and the wading capacity of the small all-terrain vehicle 100 is improved; and can make the structure of the rear frame 113 more compact to improve the compactness of the small all-terrain vehicle 100.

In the present embodiment, the projection of the power battery 16 onto the reference surface 101 in the height direction of the all-terrain vehicle 100 is a first projection surface, the projection of the cargo box assembly 18 onto the reference surface 101 in the height direction of the all-terrain vehicle 100 is a second projection surface, and the ratio of the area of the first projection surface to the area of the second projection surface is 0.3 or more and 0.56 or less. Specifically, the ratio of the area of the first projection surface to the area of the second projection surface is 0.36 or more and 0.5 or less. Further, the ratio of the area of the first projection surface to the area of the second projection surface may be 0.43. With the above arrangement, it is possible to prevent the volume of the power battery 16 from being excessively large due to the excessively large ratio of the area of the first projection surface to the area of the second projection surface, so as to avoid the decrease in drivability of the all-terrain vehicle 100 due to the increase in weight of the all-terrain vehicle 100; it is also possible to prevent the rear frame 113 from being less compact due to an excessively large ratio of the area of the first projection surface to the area of the second projection surface. In addition, through the arrangement, the volume of the power battery 16 can be prevented from being too small due to the fact that the ratio of the area of the first projection surface to the area of the second projection surface is too small, so that the situation that the electric quantity of the power battery 16 cannot meet the cruising requirements of the all-terrain vehicle 100 is avoided, and the space utilization rate of the rear-mounted frame 113 is improved.

As shown in fig. 3, as one implementation, drive motor 151 at least partially overlaps seat assembly 17 as viewed along the length of all-terrain vehicle 100. The drive motor 151 and the power battery 16 at least partially overlap as viewed in the height direction of the ATV 100. Specifically, the drive motor 151 is located on the rear side of the seat assembly 17, the drive motor 151 is located on the front side of the rear wheel 122 axis, i.e., the drive motor 151 is located between the seat assembly 17 and the rear wheel 122 axis, and the drive motor 151 is also located on the underside of the power cell 16, i.e., the power cell 16 is located at least partially between the drive motor 151 and the cargo box assembly 18. Specifically, defining a datum 101 perpendicular to the height of ATV 100, the projection of drive motor 151 onto datum 101 along the height of ATV 100 is a first projection plane, the projection of the axis of rear wheel 122 onto datum 101 along the height of ATV 100 is a projection line, the projection of seat assembly 17 onto datum 101 along the height of ATV 100 is a second projection plane, and the first projection plane is at least partially located between the second projection plane and the projection line along the length of ATV 100. Wherein, in the present application, the driving motor 151 is located in the rear frame 113 and connected to the rear frame 113; the drive motor 151 is drivingly connected to the rear wheel 122 through the drive assembly 14. By the arrangement, the distance between the driving motor 151 and the transmission assembly 14 connected to the rear wheel 122 can be made closer, so that additional transmission components between the driving motor 151 and the transmission assembly 14 can be reduced, the structures of the driving motor 151 and the transmission assembly 14 are made more compact, and the loss of power in the transmission process is reduced. In addition, by the arrangement, the distance between the driving motor 151 and the power battery 16 can be made closer, so that the length of the wire harness between the driving motor 151 and the power battery 16 is shortened, the arrangement space of the wire harness is reduced, and the structure between the driving motor 151 and the power battery 16 is made more compact; while facilitating an increase in the efficiency of the power battery 16 to energize the drive motor 151, thereby increasing the operating efficiency of the ATV 100. In this embodiment, the cargo box assembly 18 and the drive motor 151 at least partially overlap as viewed in the height direction of the ATV 100.

As one implementation, the projection of the driving motor 151 on the reference plane 101 along the height direction of the all-terrain vehicle 100 is a first projection plane, the projection of the cargo box assembly 18 on the reference plane 101 along the height direction is a third projection plane, and the ratio of the area of the third projection plane to the area of the first projection plane is 7.9 or more and 14.8 or less. Specifically, the ratio of the area of the third projection surface to the area of the first projection surface is 9.6 or more and 13.1 or less. More specifically, the ratio of the area of the third projection surface to the area of the first projection surface may also be 11.4.

In the present embodiment, the projection of the power battery 16 on the reference plane 101 in the height direction of the all-terrain vehicle 100 is a fourth projection plane, and the ratio of the area of the fourth projection plane to the area of the first projection plane is 0.14 or more and 0.27 or less. Specifically, the ratio of the area of the fourth projection surface to the area of the first projection surface is 0.17 or more and 0.24 or less. More specifically, the ratio of the area of the fourth projection surface to the area of the first projection surface may also be 0.2.

By setting the ratio of the area of the first projection surface to the area of the third projection surface and the ratio of the area of the fourth projection surface to the area of the first projection surface, the phenomenon that the size of the driving motor 151 is smaller due to the fact that the area of the first projection surface is too small can be prevented, the situation that the output power of the all-terrain vehicle 100 is smaller due to the fact that the size of the driving motor 151 is smaller is avoided, and the drivability of the all-terrain vehicle 100 can be improved; the driving motor 151 can be prevented from being larger due to the overlarge area of the first projection surface, so that the overlarge arrangement space of the driving motor 151 caused by the larger size of the driving motor 151 is avoided, and the space utilization rate of the driving motor 151 and the structural compactness of the rear frame 113 are improved. In summary, by the above arrangement, the space utilization of the driving motor 151 on the rear frame 113 can be improved when the output power of the driving motor 151 satisfies the driving requirement of the all-terrain vehicle 100.

As shown in fig. 4, as one implementation, the rear frame 113 includes a motor mount 1131 and a connecting plate 1132. Wherein, the motor mounting frame 1131 extends at least partially along the height direction of the ATV 100, the connecting plate 1132 is connected to the motor mounting frame 1131, and the driving motor 151 is at least partially connected to the connecting plate 1132. Specifically, the connection plate 1132 and the motor mounting frame 1131 may be connected by welding, and the driving motor 151 and the connection plate 1132 may be connected by bolts. Through the above arrangement, the driving motor 151 can be fixedly connected to the rear frame 113, thereby improving the connection stability of the driving motor 151 and being beneficial to improving the working stability of the driving motor 151.

As shown in fig. 5, as an implementation manner, the suspension assembly 13 includes a shock absorber 1323 for providing a cushion for the rear wheel 122, and the shock absorber 1323 and the power battery 16 are at least partially overlapped when viewed from the width direction of the all-terrain vehicle 100, so that the shock absorber 1323 can cushion the power battery 16, that is, the impact force generated by collision between the power battery 16 and the frame 11 due to shaking of the power battery 16 can be reduced, and further, the potential safety hazard caused by damage of the power battery 16 is prevented, which is beneficial to prolonging the service life and improving the safety of the power battery 16.

As shown in fig. 6 and 7, as one implementation, the seat assembly 17 includes a backrest 171, a seat cushion 172, and a seat frame 173, the seat frame 173 is provided on the frame 11, the backrest 171 and the seat frame 173 are detachably connected to detachably connect the backrest 171 and the frame 11, and the seat cushion 172 and the seat frame 173 are detachably connected to detachably connect the seat cushion 172 and the frame 11. The back rest 171 and the power cell 16 at least partially overlap as viewed in the lengthwise direction of the ATV 100. Through the above arrangement, when the backrest 171 is detached, a detachment space is formed between the seat frames 173, and the power battery 16 can be detached from the detachment space, thereby facilitating replacement and maintenance of the power battery 16 and improving convenience in detachment of the power battery 16.

Specifically, ATV 100 further includes a back plate 21, back plate 21 being at least partially positioned between power cell 16 and seat assembly 17, back plate 21 being coupled or snapped to frame 11. Back panel 21 serves to prevent heat generated by power cell 16 from being transferred to seat assembly 17, thereby enhancing the comfort of the rider and passenger located on seat assembly 17. Wherein, the back plate 21 is formed with a maintenance opening 211 of the detachable power battery 16, and the maintenance opening 211 and the backrest 171 are at least partially overlapped when viewed from the length direction of the all-terrain vehicle 100. The maintenance port 211 is also communicated with the disassembly space, so that the power battery 16 can be disassembled and assembled through the maintenance port 211, and replacement and maintenance of the power battery 16 are facilitated, and convenience in disassembly and assembly of the power battery 16 is improved.

In the present embodiment, the power battery 16 includes the battery case 162 and the battery module 163 located in the battery case 162, at least two battery modules 163 are provided, two seat assemblies 17 are provided, and the backrest 171 of any one of the seat assemblies 17 and at least one battery module 163 overlap as viewed in the longitudinal direction of the all-terrain vehicle 100. With the above arrangement, the battery module 163 can be attached and detached with only the backrest 171 of one seat assembly 17 detached, thereby improving the replacement efficiency of the battery module 163.

Wherein, the battery housing 162 is connected to the back plate 21 and the frame 11, and the opening of the battery housing 162 is communicated with the maintenance opening 211, so that the battery module 163 can be disassembled and assembled through the opening of the battery housing 162 and the maintenance opening 211, so as to improve the convenience of disassembling and assembling the battery module 163. In addition, the battery housing 162 is fixed by the back plate 21 and the frame 11, respectively, so that the connection stability of the battery housing 162 is improved, and the working stability of the power battery 16 is improved.

In addition, the power battery 16 further includes a fixing plate 164 for fixing the battery module 163 and a battery cover 165 covering the opening of the battery case 162. The fixing plate 164 is positioned between the battery module 163 and the maintenance port 211, and the fixing plate 164 is connected with the battery case 162 such that the fixing plate 164 can prevent the battery module 163 from being separated from the battery case 162 to improve the stability of the battery module 163. Wherein the battery cover 165 is connected with the battery case 162, and/or the battery cover 165 is connected with the back plate 21, so that the battery cover 165 can further protect the battery module 163. In the present application, the battery cover 165 is further disposed on the maintenance opening 211, so that the maintenance opening 211 can be hidden by the battery cover 165 to improve the integrity of the internal structure of the ATV 100.

As shown in fig. 6 and 7, the all-terrain vehicle 100 further includes a wire harness assembly 22, as one implementation, the wire harness assembly 22 electrically connecting the power assembly 15 and one of the battery modules 163, respectively. Specifically, the wire harness assembly 22 and the battery module 163 are detachably connected, i.e., the wire harness assembly 22 can be plugged into and pulled out of the battery module 163, thereby achieving the detachment or electrical connection between the wire harness assembly 22 and the battery module 163. Seat assembly 17 is movable relative to frame 11 along the length of ATV 100. When the seat assembly 17 moves in a direction away from the power battery 16, the harness assembly 22 can be detached from one of the battery modules 163 and then connected to the other battery module 163, so that the power assembly 15 and any one of the plurality of battery modules 163 can be electrically connected, and the power assembly 15 can be electrically connected to the other battery module 163 with sufficient electric power in the case that the electric power of the one battery module 163 is insufficient. Specifically, when the seat assembly 17 moves in a direction away from the power battery 16, the harness assembly 22 can be switched from one battery module 163 to another battery module 163, so that when one battery module 163 is in a power failure state, the power assembly 15 can obtain electric energy from the other battery module 163, and further the cruising ability of the all-terrain vehicle 100 is improved. As an alternative implementation, seat assembly 17 may be moved relative to frame 11 by a track provided on frame 11.

As shown in fig. 8, as an implementation, a longitudinal plane 102 perpendicular to the width direction of the all-terrain vehicle 100 and passing through the midpoint of the width direction is defined, and the driving motor 151 is at least partially disposed through the longitudinal plane 102, so that the center of gravity of the driving motor 151 is disposed near the center of gravity of the all-terrain vehicle 100, to improve the stability of the all-terrain vehicle 100.

Specifically, the drive motor 151 includes an output shaft 1511, the output shaft 1511 is drivingly connected to at least one of the front wheel 121 and the rear wheel 122, and an intersection point between an end surface of the output shaft 1511 remote from the drive motor 151 and an axis of the output shaft 1511 is an output point. Rear wheels 122 include a first rear wheel 1221 and a second rear wheel 1222 that are distributed in the width direction of ATV 100, with output shaft 1511 disposed adjacent to first rear wheel 1221.

Defining two first and second planes 1221a, 1222a, each perpendicular to the width direction of ATV 100, first plane 1221a substantially bisecting first rear wheel 1221, and second plane 1222a substantially bisecting second rear wheel 1222. Wherein the projection of the output point on the reference plane 101 along the height direction of the all-terrain vehicle 100 is a first projection point, the projection of the intersection point of the first plane 1221a and the axis of the rear wheel 122 on the reference plane 101 along the height direction of the all-terrain vehicle 100 is a second projection point, the projection of the intersection point of the second plane 1222a and the axis of the rear wheel 122 on the reference plane 101 along the height direction of the all-terrain vehicle 100 is a third projection point, the connection line of the first projection point and the second projection point is a first connection line, the connection line of the second projection point and the third projection point is a second connection line, the acute angle μ formed by the first connection line and the second connection line is set to be greater than or equal to 16 ° and less than or equal to 30 °, and the acute angle λ formed by the second connection line and the third connection line is set to be greater than or equal to 14 ° and less than or equal to 26 °. Specifically, an acute angle μ formed by the first and second lines is set to 19 ° or more and 27 ° or less, and an acute angle λ formed by the second and third lines is set to 17 ° or more and 23 ° or less. More specifically, the acute angle μ formed by the first and second lines may also be set to 23 °, and the acute angle λ formed by the second and third lines may also be set to 20 °. Through the above arrangement, the driving motor 151 can be prevented from being biased towards the first rear wheel 1221 due to the excessively large acute angle λ (i.e., the excessively small acute angle μ), and the driving motor 151 can be prevented from being biased towards the second rear wheel 1222 due to the excessively small acute angle λ (i.e., the excessively large acute angle μ), so that the driving motor 151 can be prevented from being excessively biased towards the left side or the right side, the center of gravity of the driving motor 151 is prevented from being far away from the center of gravity of the all-terrain vehicle 100, and the stability of the all-terrain vehicle 100 is improved.

As shown in fig. 9, as one implementation, the all-terrain vehicle 100 further includes an electrical component 23 provided on the frame 11, the electrical component 23 including an electrical consumer of the all-terrain vehicle 100, a controller for controlling the electrical consumer, and the like. Specifically, the electrical component 23 includes a motor controller 231, the motor controller 231 and the driving motor 151 are electrically connected, and the motor controller 231 is used to control the output power of the driving motor 151. Wherein motor controller 231 is located at least partially between drive motor 151 and seat assembly 17 along the length of ATV 100. As an alternative implementation, the motor controller 231 may be mounted to the frame 11 on the rear side of the seat assembly 17 by a connection such as a sheet metal part. Specifically, rear frame 113 includes a rail 1133, rail 1133 is located on the rear side of seat assembly 17, and motor controller 231 is coupled to rail 1133. Through the above arrangement, the motor controller 231 can be arranged close to the driving motor 151, so that the length of the wire harness between the motor controller 231 and the driving motor 151 is reduced, and further the energy loss, unstable signals and the like caused by overlong wire harness are reduced. In addition, by the above arrangement, the motor controller 231 may be provided separately from the driving motor 151, so that the volume of the driving motor 151 may be reduced, which is advantageous for arrangement of the driving motor 151. In the present application, the motor controller 231 is located at least partially on the front side of the power battery 16 and at least partially on the lower side of the power battery 16.

It is understood that the motor controller 231 may be located at any position of the rear frame 113, and the motor controller 231 may be located near the driving motor 151.

In the present embodiment, the minimum distance D3 between the motor controller 231 and the driving motor 151 is set to 19.7mm or more and 36.7mm or less. Specifically, the minimum distance D3 between the motor controller 231 and the driving motor 151 is set to be 23.9mm or more and 32.5mm or less. More specifically, the minimum distance D3 between the motor controller 231 and the driving motor 151 may also be set to 28.2mm. With the above arrangement, it is possible to prevent the wire harness between the motor controller 231 and the driving motor 151 from being excessively long due to the minimum distance between the motor controller 231 and the driving motor 151, so that the energy loss due to the excessively long wire harness can be reduced, and the signal between the motor controller 231 and the driving motor 151 can be prevented from being unstable; it is also possible to prevent the heat generated from the driving motor 151 from adversely affecting the motor controller 231 due to the excessively small minimum distance between the motor controller 231 and the driving motor 151, so that it is possible to prevent the motor controller 231 from being overheated and damaged, thereby improving the service life of the motor controller 231.

As shown in fig. 1 and 2, as one implementation, the transmission assembly 14 includes a rear axle mechanism 141, the rear axle mechanism 141 being connected to the frame 11, specifically, the rear axle mechanism 141 being disposed in the rear frame 113 and connected to the rear frame 113. The rear axle mechanism 141 is in transmission connection with the driving motor 151, and the rear axle mechanism 141 is in transmission connection with the rear wheel 122, so that power output by the driving motor 151 can be transmitted to the rear wheel 122 through the rear axle mechanism 141, and the rear wheel 122 can drive the all-terrain vehicle 100 to move. As an alternative implementation, the rear axle mechanism 141 and the driving motor 151 are connected by a chain transmission or a belt transmission, thereby facilitating replacement and maintenance of the transmission structure between the rear axle mechanism 141 and the driving motor 151. In the present embodiment, the rear axle mechanism 141 and the power battery 16 at least partially overlap as viewed in the height direction of the all-terrain vehicle 100. Along the length of ATV 100, drive motor 151 is at least partially positioned between rear axle mechanism 141 and seat assembly 17 to shorten the distance between drive motor 151 and rear axle mechanism 141, thereby improving the transmission efficiency between drive motor 151 and rear axle mechanism 141.

As shown in FIG. 10, as one implementation, the rear suspension 132 includes a trailing arm integrated piece 1321 and a mounting bracket 1322. One end of the trailing arm integrated piece 1321 is rotatably connected to the frame 11, and the other end of the trailing arm integrated piece 1321 is rotatably connected to the mounting bracket 1322, and the mounting bracket 1322 is also connected to the rear wheel 122, so that the trailing arm integrated piece 1321 can connect the rear wheel 122 to the frame 11 through the mounting bracket 1322. The mounting bracket 1322 is fixedly connected to the rear wheel 122, for example, the mounting bracket 1322 and the rear wheel 122 may be fixedly connected by a bolt and a nut.

Specifically, frame 11 includes a main frame 114, and main frame 114 extends substantially along the length of ATV 100. The main frame 114 is a main body that supports the travel module 12, the suspension module 13, the power module 15, the power battery 16, the seat module 17, and the cargo box module 18, and forms a main body portion of the frame 11. Wherein, the one end of the trailing arm integrated piece 1321 far away from the mounting bracket 1322 is rotatably connected to the main frame 114. Through the arrangement, the mounting bracket 1322 fixed with the rear wheel 122 can be rotationally connected with the trailing arm integrated piece 1321, so that the rotation of the rear wheel 122 can be realized; meanwhile, the integrally-arranged trailing arm integrated piece 1321 can improve the assembly precision of the rear wheel 122 and the transmission assembly 14, namely, the position and the angle of the trailing arm integrated piece 1321 can be adjusted according to actual conditions so as to meet different assembly requirements of the rear wheel 122 and the transmission assembly 14, thereby preventing the transmission efficiency and the transmission reliability of the rear wheel 122 and the transmission assembly 14 from being reduced due to insufficient assembly precision of the rear wheel 122 and the transmission assembly 14, further being beneficial to improving the transmission efficiency and the transmission reliability of the walking assembly 12 and the transmission assembly 14 and being beneficial to the disassembly and assembly of the rear wheel 122 and the transmission assembly 14 so as to improve the assembly performance of the rear wheel 122 and the transmission assembly 14.

In this embodiment, the trailing arm integrated member 1321 includes a trailing arm main body 1321a and an axle support 1321b, one end of the trailing arm main body 1321a is rotatably connected to the main frame 114, the other end of the trailing arm main body 1321a is welded with the axle support 1321b, and the axle support 1321b is rotatably connected to the mounting bracket 1322. Through the above arrangement, the assembly accuracy between the trailing arm main body 1321a and the axle support 1321b can be improved, so that the position and angle of the trailing arm integrated piece 1321 can be adjusted according to the actual situation, so as to meet different assembly requirements of the rear wheel 122 and the transmission assembly 14. In addition, the welding of the trailing arm body 1321a and the axle support 1321b can simplify the processing procedure of the trailing arm integrated piece 1321, thereby improving the processing efficiency of the trailing arm integrated piece 1321 and reducing the labor cost. Further, through the above arrangement, it is possible to facilitate detecting the dimensional accuracy of the trailing arm integrated member 1321 to reduce the assembly error, thereby improving the position and angle controllability of the trailing arm integrated member 1321 to meet the different assembly requirements of the rear wheel 122 and the transmission assembly 14.

As an alternative implementation, the trailing arm integrated piece 1321 includes a bearing seat 1321c and a connector 1321d. The bearing seat 1321c is disposed at one end of the trailing arm main body 1321a rotatably connected to the main frame 114, the bearing seat 1321c is fixedly connected to the trailing arm main body 1321a, and the bearing seat 1321c is rotatably connected to the main frame 114 through the connecting member 1321d, so that the trailing arm integrated member 1321 can rotate relative to the main frame 114, so that the trailing arm integrated member 1321 swings up and down. Specifically, the bearing housing 1321c and the trailing arm main body 1321a may be connected by a fixed manner such as welding; the connector 1321d may be configured as a ball stud to facilitate the rotational connection of the bearing housing 1321c and the main frame 114.

As one implementation, rear suspension 132 also includes a shock absorber 1323, shock absorber 1323 being configured to cushion rear wheel 122, thereby improving the ride comfort of atv 100. One end of the shock absorber 1323 is rotatably connected to the main frame 114, and the other end of the shock absorber 1323 is rotatably connected to the trailing arm main body 1321 a. Specifically, the trailing arm integrated member 1321 includes a first mounting member 1321e, the first mounting member 1321e is fixedly connected to the trailing arm main body 1321a, and the shock absorber 1323 is rotatably connected to the first mounting member 1321 e. Through the above arrangement, the mounting structure of the shock absorber 1323 can be integrated on the trailing arm main body 1321a, thereby reducing the additional mounting structure of the shock absorber 1323 so as to improve the structural compactness of the all-terrain vehicle 100. Meanwhile, by the arrangement of the first mounting member 1321e, the position of the shock absorber 1323 on the trailing arm main body 1321a can be adjusted according to actual requirements, and only the structure and/or the position of the first mounting member 1321e need to be adjusted when the trailing arm main body 1321a is processed.

In the present application, the ATV 100 further includes a brake assembly 19 (see FIG. 1), and the brake assembly 19 includes a brake oil pipe (not shown) filled with a brake fluid, a brake of the brake traveling assembly 12, and a steering mechanism for controlling braking. Specifically, the steering mechanism is capable of controlling the hydraulic pressure of the brake fluid in the brake pipe, thereby braking the travel assembly 12 by the hydraulic pressure control brake. Wherein, the trailing arm integrated part 1321 includes a second mounting part (not shown), and second mounting part and trailing arm main part 1321a fixed connection, braking oil pipe and second mounting part are connected to make braking oil pipe can be spacing by the second mounting part, and then prevent that braking oil pipe from rocking in all-terrain vehicle 100 motion process, in order to avoid the braking oil pipe to bump with other spare parts of all-terrain vehicle 100 and cause wearing and tearing, further improve braking oil pipe's life. In the present embodiment, the second mounting members may be attached to any position of the trailing arm body 1321a, and the number of the second mounting members, that is, the number of the second mounting members and the position of the second mounting members on the trailing arm body 1321a are not limited. Through the above arrangement, the mounting structure of the brake oil pipe can be integrated on the trailing arm main body 1321a, thereby reducing the additional mounting structure of the brake oil pipe, so as to improve the structural compactness of the all-terrain vehicle 100.

As one implementation, the trailing arm integrated member 1321 is connected to both sides of the main frame 114 in the width direction of the all-terrain vehicle 100, that is, the trailing arm integrated member 1321 is provided with two, so that the trailing arm main body 1321a includes a first trailing arm 1321g and a second trailing arm 1321h distributed on both sides of the main frame 114, and the first trailing arm 1321g and the second trailing arm 1321h are each rotatably connected to the main frame 114.

Wherein the suspension assembly 13 includes a stabilizer bar 133 and a linkage 134. The stabilizer bar 133 is connected to the trailing arm body 1321a, and the link mechanism 134 is rotatably connected to the main frame 114 and the axle mount 1321b, respectively, and both the stabilizer bar 133 and the link mechanism 134 are used to improve the running stability of the all-terrain vehicle 100. Stabilizer bar 133 extends substantially in the width direction of ATV 100.

Specifically, the trailing arm integrated member 1321 further includes a third mounting member 1321j, and the first trailing arm 1321g and the second trailing arm 1321h are each provided with the third mounting member 1321j, and the stabilizer bar 133 is connected to the first trailing arm 1321g and the second trailing arm 1321h through the third mounting member 1321j, respectively. Through the above arrangement, the mounting structure of the stabilizer bar 133 can be integrated on the trailing arm main body 1321a, thereby reducing the additional mounting structure of the stabilizer bar 133 so as to improve the structural compactness of the all-terrain vehicle 100.

It should be noted that, the first mounting member 1321e, the second mounting member and the third mounting member 1321j in the present application may be sheet metal members, so as to facilitate the processing and structural deformation of the first mounting member 1321e, the second mounting member and the third mounting member 1321j, so as to meet the arrangement requirements of different components. The first, second, and third mounts 1321e, 1321j may each be connected to the trailing arm body 1321a by welding.

As shown in fig. 10 and 11, in the present embodiment, the first trailing arm 1321g and the second trailing arm 1321h have substantially the same structure. The first trailing arm 1321g is described herein as an example. The first trailing arm 1321g is formed by bending a pipe and is divided into a first rocker arm 1321k and a second rocker arm 1321m by taking a bending position as a boundary, that is, the first trailing arm 1321g includes a first rocker arm 1321k and a second rocker arm 1321m which are integrally formed. With the above arrangement, the processing difficulty of the first trailing arm 1321g can be reduced, and the processing procedure of the first trailing arm 1321g can be reduced, thereby reducing the production cost of the first trailing arm 1321 g. Wherein the first swing arm 1321k is rotatably connected to the main frame 114, and the second swing arm 1321m has a wheel axle support 1321b welded thereto.

As one implementation, the first rocker 1321k extends substantially along a first preset line 1321n, the second rocker 1321m extends substantially along a second preset line 1321p, and defines a longitudinal plane 102 perpendicular to the width direction of the all-terrain vehicle 100, an acute angle α between the first preset line 1321n and the longitudinal plane 102 is set to 7 ° or more and 15 ° or less, and an acute angle β between the second preset line 1321p and the longitudinal plane 102 is set to 39 ° or more and 73 ° or less. Specifically, an acute angle α between the first preset straight line 1321n and the longitudinal plane 102 is set to 9 ° or more and 13 ° or less, and an acute angle β between the second preset straight line 1321p and the longitudinal plane 102 is set to 47 ° or more and 65 ° or less. More specifically, the acute angle α between the first preset line 1321n and the longitudinal plane 102 may also be set to 11 °, and the acute angle β between the second preset line 1321p and the longitudinal plane 102 may also be set to 56 °. By the arrangement, the first trailing arm 1321g can be prevented from extending outwards too much due to the overlarge acute angle alpha or acute angle beta, so that the first trailing arm 1321g is prevented from occupying too much width space of the all-terrain vehicle 100, and the space utilization rate and the structural compactness of the all-terrain vehicle 100 are improved. In addition, by the above arrangement, the first trailing arm 1321g can interfere with other components of the all-terrain vehicle 100 due to the acute angle α or the acute angle β being too small, and for example, the first trailing arm 1321g can be prevented from interfering with the drive motor 151, the frame 11, and the like, thereby improving the operation stability of the first trailing arm 1321g and other components of the all-terrain vehicle 100.

As shown in fig. 12 and 13, as one implementation, all-terrain vehicle 100 further includes a steering assembly 24, steering assembly 24 being at least partially rotatably coupled to frame 11, steering assembly 24 being configured to control a direction of movement of all-terrain vehicle 100. Specifically, the steering assembly 24 includes a rotation mechanism 241 and a direction control mechanism 242, the rotation mechanism 241 is rotatably connected to the frame 11, the direction control mechanism 242 is in driving connection with the rotation mechanism 241, and the direction control mechanism 242 is also in driving connection with the front wheels 121, so that the rotation mechanism 241 can drive the front wheels 121 to steer through the direction control mechanism 242.

In the present embodiment, the front side of the frame 11 is formed with an accommodating space 115, and a direction control mechanism 242 is at least partially disposed in the accommodating space 115, defining a first plane 103 perpendicular to the longitudinal direction of the ATV 100 and passing through the axis of the front wheel 121, and the direction control mechanism 242 is disposed on the front side of the first plane 103. By the arrangement, the direction control mechanism 242 can be located at the front side of the axis of the front wheel 121, so that the direction control mechanism 242 is far away from the cockpit 111 (refer to fig. 1), and further, interference between the steering assembly 24 and plastic parts around the cockpit 111 during operation is prevented, which is beneficial to improving the working stability of the steering assembly 24.

In addition, if the steering mechanism 242 is disposed at the rear side of the axis of the front wheel 121, a larger initial installation angle of the rotating mechanism 241 is obtained, which is disadvantageous for steering the ATV 100, and thus an additional transmission structure is required to be added to enable the rotating mechanism 241 to be in transmission connection with the steering mechanism 242. By the arrangement, the transmission structure between the rotating mechanism 241 and the direction control mechanism 242 can be saved, so that the structure of the steering assembly 24 is simplified, the structural compactness of the steering assembly 24 is further improved, and the space utilization rate of the front side of the frame 11 is improved.

Further, by providing the direction control mechanism 242 on the front side of the axis of the front wheel 121, the space on the rear side of the axis of the front wheel 121 can be saved, thereby facilitating the arrangement of other components on the axis of the front wheel 121. For example, when the drive mode of the all-terrain vehicle 100 is four-wheel drive, a front axle mechanism may be disposed in a rear side space of the axis of the front wheels 121. Or the arrangement described above may also be adapted for different sized steering assemblies 24 to enhance the versatility of the ATV 100. In addition, for the small all-terrain vehicle 100, due to the small size of the small all-terrain vehicle 100, the structure of the front part of the small all-terrain vehicle 100 can be more compact by the arrangement, so that other parts can be conveniently arranged on the small all-terrain vehicle 100, and the space utilization rate of the small all-terrain vehicle 100 is improved.

As an alternative implementation, suspension assembly 13 includes a front swing arm 136, front swing arm 136 connecting front wheel 121 and frame 11 such that front wheel 121 can bounce up and down through front swing arm 136 during travel of atv 100. Specifically, a second plane 104 is defined that is perpendicular to the length of ATV 100 and passes through the forward-most end of front swing arm 136, and directional control mechanism 242 is located between first plane 103 and second plane 104. Wherein the second plane 104 is located on the front side of the first plane 103. By the arrangement, not only the beneficial effects brought by the fact that the direction control mechanism 242 is located on the front side of the first plane 103 can be achieved, but also the space in front of the second plane 104 can be saved, so that other parts can be arranged in the space in front of the second plane 104, the space utilization rate of the front side of the frame 11 can be further improved, and the structural compactness of the front side of the frame 11 can be improved.

In the present embodiment, the mount 116 is provided on the frame 11, and the mount 116 is at least partially overlapped with the front swing arm 136 as viewed in the width direction of the all-terrain vehicle 100, and the direction control mechanism 242 is connected to the frame 11 via the mount 116. Alternatively, the mounting member 116 may be configured as a sheet metal member to facilitate machining and structural deformation of the mounting member 116 to meet different setup requirements of the directional control mechanism 242. Specifically, the mounting member 116 may be fixedly connected to the frame 11 by welding or the like, and the mounting member 116 may be fixedly connected to the direction control mechanism 242 by bolts, nuts or the like, which is not limited herein.

As one implementation, suspension assembly 13 includes a knuckle 137, knuckle 137 being rotatably coupled to front wheel 121, knuckle 137 extending at least partially forward to form a connection block 1371, and connection block 1371 being configured to couple with steering assembly 24 to control steering of atv 100. Through the above arrangement, the connector 1371 can be matched with the position of the direction control mechanism 242, so that the connector 1371 can be connected with the steering assembly 24 more stably, and the working stability of the steering assembly 24 is improved.

Specifically, the steering assembly 24 includes a steering linkage 243, the steering linkage 243 being movably coupled to the directional control mechanism 242, the steering linkage 243 being further rotatably coupled to a connector housing 1371. With the above arrangement, the turning mechanism 241 can be caused to drive the direction control mechanism 242 such that the direction control mechanism 242 can drive the knuckle 137 via the tie rod 243, thereby enabling the front wheel 121 located on the knuckle 137 to be steered to achieve steering of the ATV 100.

More specifically, the tie rod 243 is at least partially located on the front side of the first plane 103 and the connector base 1371 is at least partially located on the front side of the first plane 103, so that the tie rod 243 can cooperate with the positions of the steering mechanism 242 and the connector base 1371 to make the connection of the connector base 1371 to the tie rod 243 more stable and the connection of the steering mechanism 242 to the tie rod 243 more stable, thereby improving the operational stability of the steering assembly 24.

Optionally, the knuckle 137 extends at least partially rearward to form a caliper housing 1372, with the brake being connected to the caliper housing 1372. With the above arrangement, the brake can be positioned on the rear side of the knuckle 137, thereby reducing the number of parts around the brake to facilitate heat dissipation of the brake. Meanwhile, the connecting seat 1371 is arranged on the front side of the knuckle 137, and the space on the rear side of the knuckle 137 can be used for arranging the caliper seat 1372, so that the windward area of the brake can be increased, and the heat dissipation efficiency of the brake can be further improved.

As one implementation, the directional control mechanism 242 includes an outer housing 2421 and a transmission 2422 located in the outer housing 2421, the transmission 2422 being drivingly connected to the tie rod 243 and the rotation mechanism 241 such that the rotation mechanism 241 can operate by the transmission 2422 driving the tie rod 243. Specifically, the transmission member 2422 includes a transmission end and a connection end, the transmission end is in transmission connection with the rotation mechanism 241, and the connection end is movably connected with the steering rod 243. Wherein, the end of the steering pull rod 243 far away from the connecting end is provided with an adjusting mechanism 244 capable of adjusting the length of the steering pull rod 243, the steering pull rod 243 is sleeved on the adjusting mechanism 244 and is in threaded connection with the adjusting mechanism 244, and the adjusting mechanism 244 is rotationally connected with the connecting seat 1371. As an alternative implementation manner, the adjusting mechanism 244 may include a threaded end provided with external threads and a ball end rotatably connected to the connection seat 1371, and the steering rod 243 may be internally provided with a threaded hole, so that the threaded end of the adjusting mechanism 244 may be matched with the steering rod 243 to adjust the distance between the steering rod 243 and the connection seat 1371, thereby improving the versatility of the steering rod 243. The ball end of the adjustment mechanism 244 may be configured as a ball head structure to facilitate the rotational connection of the adjustment mechanism 244 to the connector 1371.

As shown in fig. 14, as one implementation, the all-terrain vehicle 100 includes a secondary drive armrest mechanism 25, and the secondary drive armrest mechanism 25 includes a link 251, an armrest frame 252, and an adjuster 253. The connection frame 251 is connected to the frame 11, and specifically, the connection frame 251 may be fixedly connected to the frame 11 by welding or the like. The armrest frame 252 is capable of moving relative to the link frame 251, and the adjusting member 253 is used to adjust the relative positions of the link frame 251 and the armrest frame 252, i.e., the adjusting member 253 can control the relative movement of the armrest frame 252 and the link frame 251.

Specifically, the connecting frame 251 is sleeved on the armrest frame 252, a notch 2511 is provided at the position of the connecting frame 251 near the armrest frame 252, the adjusting member 253 includes a fastening portion 2531 and an adjusting portion 2532, and the fastening portion 2531 is sleeved on the notch 2511. When the adjusting portion 2532 is at the first position, the adjusting portion 2532 drives the fastening portion 2531 to press the notch portion 2511, so that the notch portion 2511 is deformed to improve the pretightening force between the fastening portion 2531 and the notch portion 2511, and at this time, the acting force of the fastening portion 2531 on the notch portion 2511 is greater than or equal to the preset acting force, so that the connecting frame 251 and the armrest frame 252 are relatively stationary. When the adjusting portion 2532 is at the second position, the fastening portion 2531 is in a loose state, so that the notch portion 2511 returns to the initial position, that is, when the fastening portion 2531 is in a loose state, the notch portion 2511 may return to a state before deformation, so that the force of the fastening portion 2531 on the notch portion 2511 is smaller than the preset force, so that the connection frame 251 and the armrest frame 252 can relatively move. In the present application, the fact that the preset force makes the connection frame 251 and the armrest frame 252 relatively stationary means that the pretightening force between the fastening portion 2531 and the notch portion 2511 can prevent the fastening portion 2531 and the notch portion 2511 from moving relatively. Through the arrangement, the distance between the armrest frame 252 and the connecting frame 251 can be adjusted to meet the use requirements of different passengers.

Through the arrangement of the all-terrain vehicle 100, the structure of the all-terrain vehicle 100 can be more compact, so as to meet the design requirement of the small all-terrain vehicle 100. Specifically, with the above arrangement, the height H of the all-terrain vehicle 100 in the height direction thereof can be made small, so that a driver with a short height such as a child can drive the all-terrain vehicle 100, and miniaturization of the all-terrain vehicle 100 can be achieved.

As shown in fig. 15, wherein the height H of the all-terrain vehicle 100 in the height direction thereof is set to 1080mm or more and 1620mm or less. Specifically, height H of all-terrain vehicle 100 in the height direction thereof is set to 1210mm or more and 1490mm or less. More specifically, the height H of the all-terrain vehicle 100 in the height direction thereof is set to 1352mm. Through the arrangement, the situation that a driver with a shorter height such as a child cannot drive the all-terrain vehicle 100 due to the overlarge height H can be avoided, the arrangement requirement of the parts of the all-terrain vehicle 100 can not be met due to the overlarge height H, namely, the arrangement space required by the parts of the all-terrain vehicle 100 can be avoided due to the overlarge height H, so that the structural compactness of the all-terrain vehicle 100 can be improved under the condition that the arrangement requirement of the parts of the all-terrain vehicle 100 is met, the driver with a shorter height such as the child can drive the all-terrain vehicle 100 conveniently, and the miniaturization of the all-terrain vehicle 100 is realized.

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;

The walking assembly is arranged on the lower side of the frame and comprises a front wheel and a rear wheel;

a suspension assembly connecting the front and rear wheels to the frame;

A power assembly supported by the frame and drivingly connected to at least one of the front and rear wheels;

The steering assembly comprises a rotating mechanism rotatably connected to the frame and a direction control mechanism in transmission connection with the rotating mechanism, and the direction control mechanism is in transmission connection with the front wheels so that the rotating mechanism can drive the front wheels to steer through the direction control mechanism;

It is characterized in that the method comprises the steps of,

The front side of the frame is wound to form an accommodating space, the direction control mechanism is at least partially positioned in the accommodating space, a first plane perpendicular to the length direction of the all-terrain vehicle and passing through the axis of the front wheel is defined, and the direction control mechanism is positioned at the front side of the first plane.

2. The all-terrain vehicle of claim 1, wherein the suspension assembly includes a front swing arm connecting the front wheel and the frame, defining a second plane perpendicular to a length of the all-terrain vehicle and passing through a forwardmost end of the front swing arm, the directional control mechanism being located between the first plane and the second plane.

3. The all-terrain vehicle of claim 2, characterized in that the frame is provided with a mounting member, the mounting member at least partially overlapping the front swing arm as viewed in a width direction of the all-terrain vehicle, the directional control mechanism being connected to the frame by the mounting member.

4. The all-terrain vehicle of claim 1, characterized in that the suspension assembly comprises a knuckle that is coupled to the front wheel, the knuckle extending at least partially forward to form a coupling seat, the steering assembly comprising a steering tie movably coupled to the directional control mechanism, the steering tie and the coupling seat being rotatably coupled.

5. The all-terrain vehicle of claim 4, characterized in that the steering tie is located at least partially on a front side of the first plane; the connection seat is at least partially positioned on the front side of the first plane.

6. The all-terrain vehicle of claim 4, characterized in that the knuckle extends at least partially rearward to form a caliper mount, the all-terrain vehicle further comprising a brake connected to the caliper mount.

7. The all-terrain vehicle of claim 4, characterized in that the directional control mechanism comprises an outer housing and a transmission member positioned in the outer housing, the transmission member comprising a transmission end in driving connection with the rotation mechanism and a connection end in movable connection with the steering linkage; the steering pull rod is provided with an adjusting mechanism capable of adjusting the length of the steering pull rod at one end far away from the connecting end, the steering pull rod is sleeved on the adjusting mechanism and is in threaded connection with the adjusting mechanism, and the adjusting mechanism is rotationally connected with the connecting seat.

8. The all-terrain vehicle of claim 1, characterized in that a height of the all-terrain vehicle in a height direction thereof is set to be 1080mm or more and 1620mm or less.

9. The all-terrain vehicle of claim 1, characterized in that the all-terrain vehicle comprises a secondary drive armrest mechanism comprising a link coupled to the frame, an armrest frame movable relative to the link, and an adjustment member for adjusting the relative positions of the link and the armrest frame.

10. The all-terrain vehicle of claim 9, wherein the connecting frame is sleeved on the armrest frame, a notch is formed in the position, close to the armrest frame, of the connecting frame, the adjusting piece comprises a fastening part and an adjusting part, the fastening part is sleeved on the notch, the adjusting part comprises a first position and a second position, when the adjusting part is in the first position, the adjusting part drives the fastening part to press the notch, and the acting force of the fastening part on the notch is greater than or equal to a preset acting force so that the connecting frame and the armrest frame are relatively stationary; when the adjusting part is positioned at the second position, the acting force of the fastening part on the notch part is smaller than the preset acting force, so that the connecting frame and the handrail frame can move relatively.