CN223890718U - All-terrain vehicle platform - Google Patents

Abstract

The utility model discloses an all-terrain vehicle platform, which belongs to the field of all-terrain vehicles, solves the problems of poor shock absorption effect, insufficient cruising ability and difficult steering of the all-terrain vehicles in the prior art, and adopts the technical proposal that a traveling system is provided with at least two groups and is respectively arranged at the left side and the right side of a vehicle body, a battery component is arranged on the vehicle body and is positioned between the traveling systems at the left side and the right side, each group of running systems comprises wheels, a drive axle assembly, a drive motor and a damping shock absorber, wherein the drive motor is in transmission connection with the wheels through the drive axle assembly, the electric control assembly controls the speed of the drive motor of each group of running systems to enable the wheels on the left side and the right side of the vehicle body to realize differential steering, the drive axle assembly is connected with the vehicle body through a suspension shaft, and two ends of the damping shock absorber are respectively connected with the drive axle assembly and the vehicle body so that the drive axle assembly can float up and down relative to the vehicle body. The utility model improves the shock absorption effect and the steering effect while improving the cruising ability of the all-terrain vehicle.

Description

All-terrain vehicle platform

Technical Field

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

Background

The all-terrain vehicle can freely walk on the terrain which is difficult to maneuver, and gradually develops to electric drive along with the improvement of environmental protection requirements and the trend of energy transformation. Existing all-terrain vehicles typically include an all-terrain platform and a housing, seat, etc. disposed thereon. As in the all-terrain vehicle disclosed in the utility model patent CN219446731U and the utility model patent CN117301832a, the driving motor and the battery are both arranged on the vehicle body, and the driving axle assembly traverses the vehicle body front and back, so that the space for installing the battery on the vehicle body is less, only fewer batteries can be installed, the electric endurance is shorter, meanwhile, the driving axle assembly and the vehicle body float synchronously, so that the vibration amplitude of the all-terrain vehicle is larger, and the driving axle assembly drives wheels on two sides of the vehicle body to rotate synchronously, thereby increasing the steering radius of the all-terrain vehicle, and making steering difficult and inflexible.

Disclosure of utility model

The utility model aims to provide an all-terrain vehicle platform, solve the problems of poor damping effect, insufficient cruising ability and difficult steering of the all-terrain vehicle in the prior art, improve the cruising ability of the all-terrain vehicle, and improve the damping effect and optimize the steering effect.

In order to achieve the purpose, the all-terrain vehicle platform adopts the following technical scheme that the all-terrain vehicle platform comprises a traveling system, a vehicle body, a suspension shaft, a battery assembly and an electric control assembly, wherein the traveling system is provided with at least two groups and is respectively arranged on the left side and the right side of the vehicle body, the battery assembly is arranged on the vehicle body and is positioned between the traveling systems on the left side and the right side, each group of traveling systems comprises wheels, a drive axle assembly, a drive motor and a damping shock absorber, the drive motor is in transmission connection with the wheels through the drive axle assembly, the electric control assembly enables the wheels on the left side and the right side of the vehicle body to realize differential steering through controlling the speed of the drive motor of each group of traveling systems, the drive axle assembly is connected with the vehicle body through the suspension shaft, and two ends of the damping shock absorber are respectively connected with the drive axle assembly and the vehicle body so that the drive axle assembly can float up and down relative to the vehicle body.

After the technical scheme is adopted, the all-terrain vehicle has the advantages that firstly, the running systems are respectively arranged on the left side and the right side of the vehicle body, so that the middle area of the vehicle body is released, the battery assembly is arranged in the area, namely, the vehicle body is arranged between the running systems on the left side and the right side, the problem of small battery installation space in the past is effectively solved, therefore, batteries with larger capacity can be equipped, further the endurance capacity of the all-terrain vehicle is obviously improved, secondly, the driving axle assembly is connected with the vehicle body through the suspension shaft, and meanwhile, the driving axle assembly can float up and down relative to the vehicle body by matching with the damping shock absorber, the synchronous floating condition of the driving axle assembly and the vehicle body is changed, the shock absorption effect is greatly improved, the all-terrain vehicle runs more stably, finally, the electric control assembly realizes the differential steering of the wheels on the left side and the right side of the vehicle body through controlling the speed of the driving motor of each group of the running systems, the wheels on the two sides are not synchronous rotating, the steering radius is reduced, the steering difficulty and inflexible problem is solved, and the flexibility and the maneuverability of the all-terrain vehicle is improved.

Further, all the damping dampers of the running system are arranged in a bilateral symmetry mode by taking the central line of the front and rear directions of the vehicle body as a reference.

By adopting the technical scheme, the balance of the shock absorbing forces on the left side and the right side of the all-terrain vehicle is ensured by the symmetrical layout, the impact force from the ground can be more uniformly distributed, jolt is effectively absorbed and relieved, the balance of the all-terrain vehicle in the running process is ensured as much as possible, when the all-terrain vehicle runs on complex and changeable terrains, the road conditions on the left side and the right side of the all-terrain vehicle are often different, the raised stone is possibly arranged on one side, the concave pothole is formed on the other side, the symmetrically distributed damping shock absorbers can work independently and cooperatively according to the different road conditions on the two sides, and the impact force from the left side and the right side is effectively buffered, so that the all-terrain vehicle is prevented from tilting due to the fact that the shock absorbing force on one side is too strong or too weak. The symmetrically distributed damping shock absorbers can enable the weight distribution on two sides of the all-terrain vehicle to be more uniform, the all-terrain vehicle can keep better stability under various road conditions through the more uniform weight distribution, and the probability of occurrence of dangerous situations such as rollover and the like caused by gravity center deviation is reduced.

Further, the drive axle assembly is connected with a limiting part extending downwards, the bottom end of the limiting part is lower than the bottom surface of the vehicle body and is provided with a limiting part bending inwards of the vehicle body, and a gap is reserved between the top of the limiting part and the bottom surface of the vehicle body.

By adopting the technical scheme, the limiting part is provided with the limiting part which is bent towards the inner side of the vehicle body, the top of the limiting part is in clearance with the bottom surface of the vehicle body, the drive axle assembly can be prevented from excessively shifting up and down or left and right when the all-terrain vehicle runs, and when the all-terrain vehicle runs on a rugged road surface or shakes due to steering, acceleration and deceleration, the limiting part can play a role in limiting the excessive displacement of the drive axle assembly, so that the all-terrain vehicle maintains a more stable posture, and the running safety and the control stability are further improved.

Further, the wheel at least comprises a front wheel and a rear wheel which are positioned on the same side of the vehicle body and are distributed along the front-rear direction of the vehicle body, and tooth bags which are used for being in transmission connection with the front wheel and the rear wheel are respectively arranged at the front end and the rear end of the driving axle assembly.

By adopting the technical scheme, the tooth bag can more accurately transmit the power of the drive axle assembly to the front wheel and the rear wheel, so that excessive loss of the power in the transmission process is avoided as much as possible, the front wheel and the rear wheel can obtain more sufficient power under different running states of starting, accelerating, climbing and the like of the all-terrain vehicle, and the power performance and the running efficiency of the all-terrain vehicle are improved. The tooth bag, namely a main speed reducer and a differential mechanism part in the differential mechanism assembly, can realize speed reduction and torque increase through gear engagement of the main speed reducer, and converts the power with high rotation speed and low torque of the driving motor into the power with low rotation speed and high torque required by starting, climbing and the like of the all-terrain vehicle. When the all-terrain vehicle turns, the differential mechanism plays a differential function, the rotation speed difference of the front wheels and the rear wheels is automatically adjusted, the all-terrain vehicle is enabled to stably steer, the all-terrain vehicle can be better adapted to various working conditions, and the off-road capability and the adaptability of the all-terrain vehicle are greatly enhanced.

Further, the drive axle assembly comprises drive axle plates, bridge connection pipes and universal joints, wherein the drive axle plates are provided with two drive axle plates and are connected through the bridge connection pipes, a fixed tooth bag and a drive motor installation space is formed between the drive axle plates, the drive motor is connected with the tooth bag in a transmission mode through the universal joints, and the bridge connection pipes are connected with the suspension shafts.

Through above-mentioned technical scheme, the transaxle subassembly contains two drive axle boards through bridging union coupling, form the installation space that is used for fixed tooth package and driving motor between the two, make full use of construction space, make tooth package and driving motor's installation compact orderly, avoided mutual interference between the part as far as possible, thereby ensure each part can steady operation as far as possible, the whole overall arrangement of all-terrain vehicle has also been optimized simultaneously, space utilization has been promoted, rational arrangement for other functional module of all-terrain vehicle provides convenience. The driving motor is in transmission connection with the tooth bag through the universal joint, the universal energy can be flexibly transmitted under different angles, the relative displacement and the angle deviation generated between the driving motor and the tooth bag due to factors such as all-terrain vehicle driving vibration, terrain variation and the like are effectively compensated, and the continuity and the stability of power transmission are ensured as much as possible.

Further, a mounting plate for mounting the tooth bag and the driving motor is connected between the two driving bridge plates.

Through above-mentioned technical scheme, the mounting panel has pointed out exact mounted position for driving motor and tooth package, promotes assembly efficiency, also helps optimizing the whole overall arrangement of transaxle subassembly, makes the space utilization between each part more reasonable, has avoided the space waste and the part interference problem because of the overall arrangement confusion leads to.

Further, the wheels at least comprise front wheels and rear wheels which are positioned on the same side of the vehicle body and are distributed along the front-rear direction of the vehicle body, a central point of a connecting line between the front wheels and the rear wheels is taken as an origin, an interval of the gravity center position of the battery assembly, which is far from the central point in the X-axis direction, is L1, L1 is less than or equal to 0 and less than or equal to 300mm, and an interval of the gravity center position of the battery assembly, which is far from the central point in the Y-axis direction, is L2, and L2 is less than or equal to 0 and less than or equal to 300mm.

Through the technical scheme, the center point of the connecting line of the front wheel and the rear wheel on the same side is used as a reference, the gravity center position of the battery assembly is limited in the interval that the distance between the X axis direction and the Y axis direction is 0-300mm from the center point, the front-back weight distribution and the left-right weight distribution of the all-terrain vehicle are ensured to be more uniform as far as possible, the all-terrain vehicle can keep a good balance state in the driving process, the side turning risk caused by gravity center deviation is reduced, and the all-terrain vehicle can stably move forward as far as possible no matter on a flat road or in a complex terrain. If the gravity center of the battery assembly exceeds the interval, the gravity center of the all-terrain vehicle can be shifted, so that the front wheels and the rear wheels are unevenly loaded, the situation that the front wheels or the rear wheels of the all-terrain vehicle are tilted easily during running, the running stability is affected, and the control difficulty is increased.

Further, the center of gravity of the vehicle body is taken as an origin, the distance interval between the center of gravity of the electric control assembly and the origin in the X-axis direction is L3, L3 is more than or equal to 0 and less than or equal to 500mm, and the center of gravity of the electric control assembly is positioned above the battery assembly.

Through the technical scheme, the gravity center position of the electric control assembly is limited in a proper interval from the gravity center of the vehicle body in the X-axis direction, so that the balance of the whole all-terrain vehicle is maintained. When the all-terrain vehicle runs, whether the vehicle runs straight, turns or is in response to complex road conditions, the reasonable gravity center distribution can enable the all-terrain vehicle to keep a stable posture, the side turning risk caused by gravity center deviation is reduced, and the running safety is ensured. The center of gravity of the electric control assembly is located above the battery assembly, so that the space above the battery assembly is fully utilized, the waste of the space inside the all-terrain vehicle is avoided, and the layout inside the all-terrain vehicle is more compact and reasonable. When the center of gravity of the electric control assembly is less than 0mm or more than 500mm away from the origin of the center of gravity of the vehicle body in the X-axis direction, the load distribution of the front wheels and the rear wheels of the all-terrain vehicle is unreasonable, the front wheels are easy to lift up when the all-terrain vehicle accelerates, the rear wheels are easy to lift up when the all-terrain vehicle brakes, and the control stability and riding comfort of the all-terrain vehicle are affected.

Further, the suspension shaft penetrates through the vehicle body and extends out of the left side and the right side of the vehicle body, and is connected with the drive axle assemblies on the left side and the right side of the vehicle body.

Through the technical scheme, the suspension shaft penetrates through the vehicle body and is connected with the drive axle assemblies on the left side and the right side, so that various forces born by the all-terrain vehicle in the driving process, such as impact force of a road surface, gravity of the all-terrain vehicle and the like, are more uniformly distributed on the whole vehicle body structure, local stress load of the vehicle body is reduced, and risks of structural fatigue and damage are reduced.

Further, the wheel at least comprises a front wheel and a rear wheel which are positioned on the same side of the vehicle body and are distributed along the front and rear directions of the vehicle body, a central point of a connecting line between the front wheel and the rear wheel is taken as an origin, the distance interval between the gravity center position of the suspension shaft and the central point in the X-axis direction is L4,150mm is less than or equal to L4 and less than or equal to 650mm, and the distance interval between the gravity center position of the suspension shaft and the central point in the Y-axis direction is L5, and 0 is less than or equal to L5 and less than or equal to 300mm.

Through the technical scheme, the gravity center of the suspension shaft is relatively close to the center plane of the all-terrain vehicle, so that better distribution of the weight of the all-terrain vehicle can be realized, and the stability and the operability of the all-terrain vehicle are improved. If L4 is less than 150mm, the gravity center of the suspension shaft is too far ahead, the locomotive sinks seriously when the all-terrain vehicle brakes, the rear wheel has insufficient gripping force, the braking distance is long, and the locomotive is easy to lift excessively when the all-terrain vehicle accelerates, so that the acceleration performance and the control stability are affected. When L4 is more than 650mm, the gravity center of the suspension shaft is close to the rear, the tail of the all-terrain vehicle sinks when the all-terrain vehicle is braked, the braking effect of the vehicle head is poor, and when the all-terrain vehicle turns, the response of the all-terrain vehicle is slower, the steering deficiency is obvious, a driver needs to turn the steering wheel more greatly, and the driving difficulty is increased. When L5 is more than 300mm, the gravity center of the suspension shaft is too high, the gravity center of the all-terrain vehicle is raised, and when the vehicle turns or is subjected to lateral force, the roll stability is greatly reduced, rollover accidents are very easy to occur, and the driving safety is seriously threatened.

Drawings

The utility model is further described below with reference to the accompanying drawings:

FIG. 1 is a schematic structural view of an ATV platform of the present utility model;

FIG. 2 is a schematic diagram of the traveling system of the present utility model;

FIG. 3 is a schematic view of the structure of the center of gravity of the battery assembly of the ATV platform of the present utility model;

FIG. 4 is a schematic diagram of the structure of the center of gravity of the electronic control assembly of the ATV platform of the present utility model;

FIG. 5 is an exploded view of the ATV platform of the present utility model;

FIG. 6 is a schematic view of an alternative view of the ATV platform of the present utility model;

FIG. 7 is a schematic view of the structure of the center of gravity of the suspension axle of the ATV platform of the present utility model;

In the figure, 11, a vehicle body, 12, a traveling system, 121, a driving motor, 122, a suspension shaft, 123, a tooth pack, 124, a front wheel, 125, a rear wheel, 126, a driving axle assembly, 1261, a mounting plate, 1262, a driving axle plate, 1263, a bridging tube, 1264, a universal joint, 13, an antenna system, 14, an electric control assembly, 15, a battery assembly, 161, a damping shock absorber, 162, a limiting piece, 163, a limiting part, 164 and a gap.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are only some embodiments of the present utility model, not all embodiments.

The terms "first," "second," "third," "fourth" and the like in the description and in the claims and in the above drawings, if any, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein.

It should be understood that, in various embodiments of the present utility model, the size of the sequence numbers of each process is not meant to indicate the order of execution, and the order of execution of each process should be determined by its functions and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present utility model.

It should be understood that in the present utility model, "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements that are expressly listed or inherent to such process, method, article, or apparatus.

It should be understood that in the present utility model, "plurality" means two or more. "and/or" is merely an association relationship describing the association object, and means that three relationships may exist, for example, X and/or Y may mean that three cases of X alone, X and Y together, and Y alone exist. The character "/" generally indicates that the context-dependent object is an "or" relationship. "comprising X, Y and Z", "comprising X, Y, Z" means that all three of X, Y, Z comprise, "comprising X, Y or Z" means that one of X, Y, Z comprises, "comprising X, Y and/or Z" means that any one or any two or three of X, Y, Z comprise.

The technical scheme of the utility model is described in detail below by specific examples. The following specific embodiments may be combined with or replaced with each other according to actual situations, and the same or similar concepts or processes may not be described in detail in some embodiments.

As shown in fig. 1 to 7, the present utility model provides an all-terrain vehicle platform, which comprises a running system 12, a vehicle body 11, a suspension shaft 122, a battery assembly 15 and an electric control assembly 14, wherein the running system 12 is provided with at least two groups of battery assemblies which are respectively arranged at the left side and the right side of the vehicle body 11, the battery assembly 15 is arranged on the vehicle body 11 and is positioned between the running systems 12 at the left side and the right side, each group of running system 12 comprises wheels, a driving axle assembly 126, a driving motor 121 and a damping shock absorber 161, the driving motor 121 is in transmission connection with the wheels through the driving axle assembly 126, the electric control assembly 14 realizes differential steering of the wheels at the left side and the right side of the vehicle body 11 through controlling the speed of the driving motor 121 of each group of running systems 12, the driving axle assembly 126 is connected with the vehicle body 11 through the suspension shaft 122, and the two ends of the damping shock absorber 161 are respectively connected with the driving axle assembly 126 and the vehicle body 11, so that the driving axle assembly 126 can float up and down relative to the vehicle body 11.

Firstly, the running systems 12 are respectively arranged at the left side and the right side of the car body 11, so that the middle area of the car body 11 is released, the battery assembly 15 is installed in the area, namely the car body 11 is positioned between the running systems 12 at the left side and the right side, the problem that the traditional battery installation space is small is effectively solved, therefore, a battery with larger capacity can be equipped, further the cruising ability of the all-terrain vehicle is obviously improved, secondly, the suspension shaft 122 is used for connecting the driving axle assembly 126 and the car body 11, meanwhile, the damping shock absorber 161 is matched, the driving axle assembly 126 can float up and down relative to the car body 11, the synchronous floating condition of the driving axle assembly 126 and the car body 11 is changed, the shock absorption effect is greatly improved, the all-terrain vehicle runs more stably, finally, the electric control assembly 14 controls the speed of the motor 121 driven by each group of the running systems 12, the wheel differential steering at the left side and the right side of the car body 11 is not rotated synchronously, the steering radius is reduced, the steering difficulty and the inflexible problem is solved, and the flexibility and the operability of the all-terrain vehicle are improved.

It should be noted that, since the all-terrain vehicle platform is not directly used, the all-terrain vehicle can be assembled into an all-terrain vehicle by installing components such as a vehicle shell, a seat, a steering wheel and the like in the later stage, and the effects mentioned in the application are mainly described by the effects obtained by the all-terrain vehicle when in use. The battery assembly 15 may be a secondary battery.

Further, the damping dampers 161 of all the traveling systems 12 are arranged in a bilateral symmetry manner with respect to the center line of the vehicle body 11 in the front-rear direction. The balance of all-terrain vehicle left and right sides shock absorbing force has been guaranteed to symmetrical overall arrangement, can more evenly distribute the impact force that comes from ground, effectively absorb and alleviate jolting, guaranteed the equilibrium of all-terrain vehicle in the process of traveling as far as possible, when the complex changeable topography was driven, the road conditions that all-terrain vehicle left and right sides faced often were different, probably one side was protruding stone, the opposite side was sunken pothole, the damping bumper shock absorber 161 of symmetrical distribution can be according to the road conditions of both sides difference, each is independent and collaborative work again, effectively cushion the impact force that comes from left and right sides, avoid leading to the all-terrain vehicle to take place the slope because of one side shock absorbing force is too strong or weak. The symmetrically distributed damping shock absorbers 161 can also enable the weight distribution on two sides of the all-terrain vehicle to be more uniform, the more uniform weight distribution can enable the all-terrain vehicle to keep better stability under various road conditions, and the probability of occurrence of dangerous situations such as rollover and the like caused by gravity center deviation is reduced.

The number of the damping dampers 161 may be determined according to the vibration reduction level of the entire terrain, and the higher the vibration reduction level is, the greater the number of the damping dampers 161 may be installed.

In order to compare extra vibration and shaking generated in the running process of the all-terrain vehicle due to the overlarge floating amplitude of the drive axle assembly 126, in the application, the drive axle assembly 126 is connected with a limiting piece 162 which extends downwards, the bottom end of the limiting piece 162 is lower than the bottom surface of the vehicle body 11 and is provided with a limiting part 163 which bends towards the inner side of the vehicle body 11, the top of the limiting part 163 and the bottom surface of the vehicle body 11 are provided with a gap 164, the drive axle assembly 126 can be prevented from excessively shifting up and down or left and right when the all-terrain vehicle runs, and when the all-terrain vehicle runs on a rugged road surface or shakes due to steering, acceleration and deceleration, the limiting part 163 can play a role in limiting the excessive displacement of the drive axle assembly 126, so that the all-terrain vehicle maintains a more stable posture, and the running safety and the control stability are further improved.

It should be noted that, the driving axle assemblies 126 on the left and right sides of the vehicle body 11 are all provided with a limiting member 162, and the limiting member 162 may be a limiting plate, and the limiting plate is L-shaped.

In this embodiment, the wheels include a front wheel 124 and a rear wheel 125 disposed on the same side of the vehicle body 11 and arranged in the front-rear direction of the vehicle body 11, and the front and rear ends of the drive axle assembly 126 are respectively provided with a tooth pack 123 for driving connection with the front wheel 124 and the rear wheel 125. The tooth package 123 can more accurately transmit the power of the drive axle assembly 126 to the front wheel 124 and the rear wheel 125, so that excessive loss of the power in the transmission process is avoided as much as possible, the front wheel 124 and the rear wheel 125 can obtain more sufficient power under different running states of starting, accelerating, climbing and the like of the all-terrain vehicle, and the power performance and the running efficiency of the all-terrain vehicle are improved. The tooth pack 123, namely a main speed reducer and a differential mechanism part in the differential mechanism assembly, can realize speed reduction and torque increase through gear engagement of the main speed reducer, and converts the power with high rotation speed and low torque of the driving motor 121 into the power with low rotation speed and high torque required by starting, climbing and the like of the all-terrain vehicle. When the all-terrain vehicle turns, the differential mechanism plays a role of differential, and the rotation speed difference of the front wheels 124 and the rear wheels 125 is automatically regulated, so that the all-terrain vehicle turns stably, the all-terrain vehicle can adapt to various working conditions better, and the off-road capability and the adaptability of the all-terrain vehicle are greatly enhanced.

In order to further improve the stability of the all-terrain vehicle, the wheels at least comprise a front wheel 124 and a rear wheel 125 which are positioned on the same side of the vehicle body 11 and are distributed along the front-rear direction of the vehicle body 11, a center point of a connecting line between the front wheel 124 and the rear wheel 125 is taken as an origin, a section of a center-of-gravity position of the battery assembly 15, which is far from the center point in the X-axis direction, is L1, 0-L1-300 mm, and a section of a center-of-gravity position of the battery assembly 15, which is far from the center point in the Y-axis direction, is L2, 0-L2-300 mm. The front-back weight distribution, the left weight distribution and the right weight distribution of the all-terrain vehicle are ensured to be more uniform as far as possible, the all-terrain vehicle can keep a good balance state in the driving process, the side-turning risk caused by gravity center deviation is reduced, and the all-terrain vehicle can stably move forward as far as possible no matter on a flat road or on a complex terrain. If the center of gravity of the battery assembly 15 exceeds the interval, the center of gravity of the all-terrain vehicle is deviated, so that the front wheels 124 and the rear wheels 125 are unevenly loaded, the situation that the front or rear of the all-terrain vehicle is tilted easily during running, the running stability is affected, and the control difficulty is increased.

Preferably, L1 and L2 are both 0, and the vehicle achieves a more balanced weight distribution in all directions, so that the vehicle maintains a high degree of balance stability in both stationary and driving conditions.

Further, the center of gravity of the electric control assembly 14 is located above the battery assembly 15 in a distance interval L3 from the origin in the X-axis direction, where L3 is 0-500 mm. Limiting the position of the center of gravity of the electronic control unit 14 in the X-axis direction to a proper interval from the center of gravity of the vehicle body 11 helps to maintain the balance of the all-terrain vehicle as a whole. When the all-terrain vehicle runs, whether the vehicle runs straight, turns or is in response to complex road conditions, the reasonable gravity center distribution can enable the all-terrain vehicle to keep a stable posture, the side turning risk caused by gravity center deviation is reduced, and the running safety is ensured. The center of gravity of the electric control assembly 14 is located above the battery assembly 15, so that the space above the battery assembly 15 is fully utilized, the waste of the space inside the all-terrain vehicle is avoided, and the layout inside the all-terrain vehicle is more compact and reasonable. When the center of gravity of the electronic control assembly 14 is less than 0mm or greater than 500mm from the origin of the center of gravity of the vehicle body 11 in the X-axis direction, the load distribution of the front wheels 124 and the rear wheels 125 of the all-terrain vehicle is unreasonable, the front of the all-terrain vehicle is easy to lift up when the all-terrain vehicle accelerates, the rear of the all-terrain vehicle is easy to lift up when the all-terrain vehicle brakes, and the control stability and riding comfort of the all-terrain vehicle are affected.

Preferably, L3 is 0, further making the weight distribution of the all-terrain vehicle more uniform, thereby further improving the smoothness of the all-terrain vehicle.

It should be noted that, the all-terrain platform is further provided with an antenna system 13, and the antenna system 13 is disposed on the vehicle body 11 and electrically connected with the electronic control assembly 14, and is used for receiving external signal transmission so as to control the running steering of the all-terrain platform and the operation of each module.

In this embodiment, the driving axle assembly 126 includes driving axle plates 1262, bridging pipes 1263 and universal joints 1264, the driving axle plates 1262 are provided with two and are connected through the bridging pipes 1263, the installation space of the fixed tooth packet 123 and the driving motor 121 is formed between the two driving axle plates 1262, the structural space is more fully utilized, the installation of the tooth packet 123 and the driving motor 121 is compact and orderly, the mutual interference between the components is avoided as much as possible, thereby ensuring the stable operation of the components as much as possible, simultaneously optimizing the overall layout of the all-terrain vehicle, improving the space utilization rate and providing convenience for the reasonable arrangement of other functional modules of the all-terrain vehicle. The driving motor 121 is in transmission connection with the tooth bag 123 through the universal joint 1264, the universal joint 1264 can flexibly transmit power under different angles, relative displacement and angle deviation generated between the driving motor 121 and the tooth bag 123 due to factors such as all-terrain vehicle driving vibration and terrain variation are effectively compensated, and the continuity and stability of power transmission are ensured as much as possible. The bridge tube 1263 is adapted to connect with the suspension axle 122 for ease of assembly. The suspension shaft 122 may be bolted to the bridge tube 1263.

To further improve the structural layout of the drive axle assembly 126, a mounting plate 1261 for mounting the dental wrap 123 and the drive motor 121 is connected between the two drive axle plates 1262. The mounting plate 1261 indicates exact mounting positions for the driving motor 121 and the tooth bag 123, improves assembly efficiency, is also beneficial to optimizing the overall layout of the driving axle assembly 126, ensures that the space utilization among all the components is more reasonable, and avoids the problems of space waste and component interference caused by layout confusion.

The suspension axle 122 penetrates the vehicle body 11 and extends from the left and right sides of the vehicle body 11, and is connected with the drive axle assemblies 126 on the left and right sides of the vehicle body 11, so that various forces born by the all-terrain vehicle during driving, such as impact force of a road surface, gravity of the all-terrain vehicle and the like, can be more uniformly distributed on the whole vehicle body 11 structure, and the suspension axle is beneficial to reducing local stress burden of the vehicle body 11 and reducing risks of structural fatigue and damage.

In order to further improve the stability of the ATV, the center point of the line between the front wheel 124 and the rear wheel 125 is taken as the origin, the distance interval between the center point and the center position of the suspension axle 122 in the X-axis direction is L4,150mm < L4< 650mm, and the distance interval between the center point and the center position of the suspension axle 122 in the Y-axis direction is L5,0 < L5 < 300mm. Having the center of gravity of the suspension axle 122 relatively close to the center plane of the ATV allows for better distribution of ATV weight and helps to improve ATV stability and handling. If L4<150mm, the center of gravity of the suspension shaft 122 is too far forward, the vehicle head sinks seriously when the all-terrain vehicle brakes, the rear wheel 125 has insufficient gripping force, the braking distance becomes long, and the vehicle head is easy to lift excessively when the all-terrain vehicle accelerates, thereby influencing the acceleration performance and the control stability. When L4 is more than 650mm, the gravity center of the suspension shaft 122 is close to the rear, the tail of the all-terrain vehicle sinks when the all-terrain vehicle is braked, the braking effect of the head of the vehicle is poor, and when the all-terrain vehicle turns, the response of the all-terrain vehicle is slow, the steering deficiency is obvious, a driver needs to turn the steering wheel to a larger extent, and the driving difficulty is increased. When L5 is more than 300mm, the gravity center of the suspension shaft 122 is too high, the gravity center of the all-terrain vehicle is raised, and when the vehicle turns or is subjected to lateral force, the roll stability is greatly reduced, rollover accidents are very easy to occur, and the driving safety is seriously threatened.

It will be appreciated that in other embodiments, three, four, etc. wheels on the same side of the body may be provided, with multiple wheels contacting the ground to form a wider support surface, providing a more stable foundation for the vehicle.

In addition to the preferred embodiments described above, other embodiments of the present utility model are also contemplated as falling within the scope of the claimed utility model, as well as all other embodiments that may be made by one of ordinary skill in the art without making any inventive effort based on the embodiments of the present utility model.

Claims (10)

1. All-terrain vehicle platform, its characterized in that includes traveling system (12), automobile body (11), suspension axle (122), battery pack (15) and automatically controlled subassembly (14), traveling system (12) are equipped with two at least groups and locate the left and right sides of automobile body (11) respectively, battery pack (15) are located on automobile body (11) and are located between traveling system (12) of left and right sides, every group traveling system (12) all include wheel, transaxle subassembly (126), driving motor (121), damping bumper shock absorber (161), driving motor (121) are passed through transaxle subassembly (126) and wheel transmission are connected, automatically controlled subassembly (14) make the wheel of automobile body (11) left and right sides realize differential steering through the speed of driving motor (121) of control every group traveling system (12), transaxle subassembly (126) are connected through suspension axle (122) and automobile body (11), driving bridge subassembly (126) and automobile body (11) are connected respectively at damping bumper shock absorber (161) both ends, so that transaxle subassembly (126) can float relatively under automobile body (11).

2. The all-terrain vehicle platform of claim 1, characterized in that all the damping dampers (161) of the traveling system (12) are arranged in a bilateral symmetry with respect to a center line of the vehicle body (11) in a front-rear direction.

3. The all-terrain vehicle platform of claim 1, characterized in that the drive axle assembly (126) is connected with a limiting piece (162) extending downwards, the bottom end of the limiting piece (162) is lower than the bottom surface of the vehicle body (11) and is provided with a limiting part (163) bent inwards of the vehicle body (11), and a gap (164) is formed between the top of the limiting part (163) and the bottom surface of the vehicle body (11).

4. The all-terrain vehicle platform of claim 1, characterized in that the wheels comprise at least a front wheel (124) and a rear wheel (125) which are positioned on the same side of the vehicle body (11) and are arranged along the front-rear direction of the vehicle body (11), and the front and rear ends of the drive axle assembly (126) are respectively provided with a tooth pack (123) for driving connection with the front wheel (124) and the rear wheel (125).

5. The all-terrain vehicle platform of claim 4, characterized in that the drive axle assembly (126) comprises a drive axle plate (1262), a bridge pipe (1263) and a universal joint (1264), the drive axle plate (1262) is provided with two and is connected through the bridge pipe (1263), a mounting space for a fixed tooth bag (123) and a drive motor (121) is formed between the two drive axle plates (1262), and the drive motor (121) is in transmission connection with the tooth bag (123) through the universal joint (1264), and the bridge pipe (1263) is used for being connected with the suspension shaft (122).

6. The all-terrain vehicle platform of claim 5, characterized in that a mounting plate (1261) for mounting the tooth bag (123) and the drive motor (121) is connected between two of the drive axle plates (1262).

7. The all-terrain vehicle platform of claim 1, characterized in that the wheels include at least a front wheel (124) and a rear wheel (125) that are located on the same side of the vehicle body (11) and are arranged in the front-rear direction of the vehicle body (11), a center point of a line connecting the front wheel (124) and the rear wheel (125) is taken as an origin, a section of a center-of-gravity position of the battery assembly (15) from the center point in the X-axis direction is L1, 0L 1 is 300mm or less, and a section of a center-of-gravity position of the battery assembly (15) from the center point in the Y-axis direction is L2, 0L 2 is 300mm or less.

8. The all-terrain vehicle platform according to claim 1 or 7, characterized in that the center of gravity of the vehicle body (11) is taken as an origin, the center of gravity of the electric control assembly (14) is located at a distance interval L3, 0-L3-500 mm from the origin in the X-axis direction, and the center of gravity of the electric control assembly (14) is located above the battery assembly (15).

9. The all-terrain vehicle platform of claim 1, characterized in that the suspension axle (122) extends through the vehicle body (11) and extends from the left and right sides of the vehicle body (11) to connect with drive axle assemblies (126) on the left and right sides of the vehicle body (11).

10. The all-terrain vehicle platform according to claim 1 or 9, characterized in that the wheels include at least a front wheel (124) and a rear wheel (125) that are located on the same side of the vehicle body (11) and are arranged in the front-rear direction of the vehicle body (11), a center point of a line connecting the front wheel (124) and the rear wheel (125) is taken as an origin, a center-of-gravity position of the suspension shaft (122) is located at a distance interval L4,150mm is equal to or less than L4 and equal to or less than 650mm from the center point in the X-axis direction, and a center-of-gravity position of the suspension shaft (122) is located at a distance interval L5,0 is equal to or less than L5 is equal to or less than 300mm from the center point in the Y-axis direction.