CN217435919U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, include: the suspension assembly comprises a front rocker arm and a rear rocker arm, and the front rocker arm and the rear rocker arm respectively comprise a first rocker arm and a second rocker arm; the first rocker arm is provided with a first connecting hole for connecting the frame, the second rocker arm is provided with a second connecting hole for connecting the frame, and the axes of the first connecting hole and the second connecting hole extend along a first linear direction; the all-terrain vehicle comprises a first projection surface perpendicular to the left-right direction and a second projection surface perpendicular to the up-down direction, the projection of a first straight line on the first projection surface along the left-right direction is a first projection line, the projection of the second projection surface on the first projection surface along the left-right direction is a second projection line, and the included angle alpha between the first projection line and the second projection line is larger than or equal to 0 degree and smaller than or equal to 20 degrees. The utility model has the advantages that: the pitching resistance of the all-terrain vehicle can be improved, and the stress of the suspension assembly is improved, so that the stability of the all-terrain vehicle is improved, and the service life of the all-terrain vehicle is prolonged.

Description

All-terrain vehicle

Technical Field

The utility model relates to a vehicle field especially indicates an all-terrain vehicle.

Background

An all-terrain vehicle refers to a vehicle that can travel on any terrain, and can freely travel on terrains where ordinary vehicles are difficult to maneuver. The model of the all-terrain vehicle has multiple purposes and is not limited by road conditions, so the stress requirement on the suspension system of the all-terrain vehicle is higher.

In the prior art, the all-terrain vehicle has poor trafficability, and the upper rocker arm and the lower rocker arm of the all-terrain vehicle are easy to deform and bend under the working condition of bearing large lateral force for a long time.

SUMMERY OF THE UTILITY MODEL

In order to solve the defects of the prior art, the utility model aims to provide an all-terrain vehicle which can improve the stress of a suspension assembly.

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

an all-terrain vehicle comprising: a frame; the walking assembly is at least partially arranged on the frame and comprises a first walking wheel and a second walking wheel; the suspension assembly comprises a front suspension and a rear suspension, the first travelling wheel is connected with the frame through the front suspension, and the second travelling wheel is connected with the frame through the rear suspension; the power assembly is at least partially arranged on the frame; the front suspension comprises a front rocker arm, the rear suspension comprises a rear rocker arm, and the front rocker arm and the rear rocker arm respectively comprise a first rocker arm, a second rocker arm, a third rocker arm and a fourth rocker arm; the first rocker arm is arranged on the front side of the second rocker arm, the first rocker arm is also arranged on the upper side of the third rocker arm, the second rocker arm is arranged on the rear side of the first rocker arm, the second rocker arm is also arranged on the upper side of the fourth rocker arm, the first rocker arm is provided with a first connecting hole for connecting a frame, the second rocker arm is provided with a second connecting hole for connecting the frame, and the axes of the first connecting hole and the second connecting hole extend along a first straight line direction; the all-terrain vehicle comprises a first projection surface perpendicular to the left-right direction and a second projection surface perpendicular to the up-down direction, the projection of a first straight line on the first projection surface along the left-right direction is a first projection line, the projection of the second projection surface on the first projection surface along the left-right direction is a second projection line, and the included angle alpha between the first projection line and the second projection line is larger than or equal to 0 degree and smaller than or equal to 20 degrees.

Further, an included angle α between the first projection line and the second projection line is not less than 0 ° and not more than 15 °.

Further, the opening of the included angle α of the front rocker arm is disposed frontward.

Further, the opening of the angle α of the rear rocker arm is set rearward.

Further, the third rocker arm comprises a first connecting portion, a first bending portion and a second connecting portion, one end of the first connecting portion is connected with the frame, the other end of the first connecting portion is connected with one end of the first bending portion, one end of the first bending portion is connected with the second connecting portion, and one end of the first bending portion, which is connected with the second connecting portion, extends basically obliquely downwards.

Further, the structure of the fourth rocker arm and the structure of the third rocker arm are substantially identical.

Further, the fourth rocker arm includes a third connecting portion, a second bent portion, and a fourth connecting portion; the length between the distance from the joint of the first connecting part and the frame to the joint of the third connecting part and the frame is a first distance, the length between the distance from the joint of the first connecting part and the first bending part to the joint of the third connecting part and the second bending part is a second distance, and the first distance is greater than the second distance.

Further, the frame is provided with first tie point, second tie point, third tie point and fourth tie point, and frame and first rocking arm pass through first tie point and connect, and frame and second rocking arm pass through the second tie point and connect, and frame and third rocking arm pass through the third tie point and connect, and frame and fourth rocking arm pass through the fourth tie point and connect.

Furthermore, a connecting line of the center of the first connecting point and the center of the third connecting point is a second straight line, and a connecting line of the center of the second connecting point and the center of the third connecting point is a third straight line; a connecting line of the center of the first connecting point and the center of the second connecting point is a fourth straight line, and a connecting line of the center of the third connecting point and the center of the fourth connecting point is a fifth straight line; when the front rocker arm comprises a first rocker arm, a second rocker arm, a third rocker arm and a fourth rocker arm, a first space is defined by a second straight line, a third straight line, a fourth straight line and a fifth straight line, the projection of the first space on a first projection plane along the left-right direction is a first projection plane, and the projection of the center of a circle of the first travelling wheel on the first projection plane along the left-right direction is a first projection point; when the all-terrain vehicle is in a static state, the first projection point is positioned in the first projection plane.

Further, when the rear rocker arm comprises a first rocker arm, a second rocker arm, a third rocker arm and a fourth rocker arm, a second space is defined by a second straight line, a third straight line, a fourth straight line and a fifth straight line, the projection of the second space on the first projection plane along the left-right direction is a second projection plane, and the projection of the center of a circle of the second walking wheel on the first projection plane along the left-right direction is a second projection point; when the all-terrain vehicle is in a static state, the second projection point is positioned in the second projection plane.

Compared with the prior art, the utility model provides an all-terrain vehicle can promote all-terrain vehicle's anti pitching performance, improves the atress of suspension subassembly to improve all-terrain vehicle's stability and life.

Drawings

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

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

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

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

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

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

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

Fig. 8 is a partially enlarged view of a portion a in fig. 7 according to the present invention.

Detailed Description

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

As shown in FIG. 1,ATV 100 includes aframe 11, awalking assembly 12, asuspension assembly 13, apower assembly 14, asaddle assembly 15, abody cover 16, and atransmission assembly 17.Suspension assembly 13 includes afront suspension 131 and arear suspension 132 for connectingframe 11 and runningassembly 12. Thewalking assembly 12 comprises afirst road wheel 121 and asecond road wheel 122, thefirst road wheel 121 is connected to theframe 11 via afront suspension 131, thesecond road wheel 122 is connected to theframe 11 via arear suspension 132, and thewalking assembly 12 is used for movement of theatv 100.Power assembly 14 is at least partially disposed onframe 11 for providing power toATV 100. Thesaddle assembly 15 is at least partially disposed on theframe 11 for riding by a user and/or passenger. Thebody cover 16 is at least partially disposed on theframe 11. Thetransmission assembly 17 is at least partially arranged on theframe 11, and thetransmission assembly 17 is at least partially connected with thewalking assembly 12 and at least partially connected with thepower assembly 14 and is used for transmitting the power of thepower assembly 14 to thewalking assembly 12 so as to drive thewalking assembly 12. For clearly explaining the technical solution of the present invention, a front side, a rear side, a left side, a right side, an upper side, and a lower side as shown in fig. 1 are also defined.

As shown in fig. 2 and 3,front suspension 131 includes afront swing arm 1311 and afirst pedestal 1312, as one implementation. One end of thefront swing arm 1311 is connected to thefirst pedestal 1312, and the other end of thefront swing arm 1311 is connected to thevehicle frame 11.Front swing arm 1311 is used to provide displacement offirst road wheel 121 in the up and down direction to achieve the shock absorbing effect of ATV 100.First pedestal 1312 serves to securewalking assembly 12, thereby making the connection ofwalking assembly 12 tofront swing arm 1311 more stable. Specifically,front rocker arm 1311 includes afirst rocker arm 1311a, asecond rocker arm 1311b, athird rocker arm 1311c, and afourth rocker arm 1311 k. One end of thefirst swing arm 1311a and one end of thesecond swing arm 1311b are connected to one end of thefirst pedestal 1312, and the other end of thefirst swing arm 1311a and the other end of thesecond swing arm 1311b are connected to thevehicle frame 11. One end ofthird swing arm 1311c and one end offourth swing arm 1311k are both connected to the other end offirst pedestal 1312, and the other ends ofthird swing arm 1311c andfourth swing arm 1311k are both connected toframe 11. In the front-rear and up-down directions ofatv 100,first swing arm 1311a is disposed on the front side ofsecond swing arm 1311b,first swing arm 1311a is disposed on the upper side ofthird swing arm 1311c,second swing arm 1311b is disposed on the rear side offirst swing arm 1311a,second swing arm 1311b is disposed on the upper side offourth swing arm 1311k, andthird swing arm 1311c is disposed on the front side offourth swing arm 1311 k. I.e.,first swing arm 1311a andsecond swing arm 1311b are upper swing arms andthird swing arm 1311c andfourth swing arm 1311k are lower swing arms. In the present embodiment,third swing arm 1311c includesfirst connection portion 1311d,first bent portion 1311e, andsecond connection portion 1311 f. Thefirst connection portion 1311d, thefirst bent portion 1311e, and thesecond connection portion 1311f may be integrally formed, or may be connected by welding. One end of first connectingportion 1311d is connected toframe 11, the other end of first connectingportion 1311d is connected to one end offirst bent portion 1311e, the other end offirst bent portion 1311e is connected to one end of second connectingportion 1311f, and the other end of second connectingportion 1311f is connected tofirst bracket 1312. One end of thefirst bent portion 1311e connected to the second connectingportion 1311f extends substantially obliquely downward, that is, one end of thefirst bent portion 1311e connected to the second connectingportion 1311f extends gradually obliquely downward away from theframe 11. It will be appreciated that the configuration offourth swing arm 1311k is substantially identical to the configuration ofthird swing arm 1311 c. That is,fourth swing arm 1311k includes a third connecting portion, a second curved portion, and a fourth connecting portion. The third connecting portion, the second bending portion and the fourth connecting portion are integrally formed and can also be connected in a welding mode. One end of the third connecting portion is connected to theframe 11, the other end of the third connecting portion is connected to one end of the second bending portion, the other end of the second bending portion is connected to one end of the fourth connecting portion, and the other end of the fourth connecting portion is connected to thefirst support 1312. The end of the second bending portion connected to the fourth connecting portion extends substantially obliquely downward, i.e., the end of the second bending portion connected to the fourth connecting portion extends away from theframe 11 and gradually extends obliquely downward. In the present embodiment, the length between the connection point of thefirst connection portion 1311d and theframe 11 and the connection point of the third connection portion and theframe 11 is the first distance S1. A length between a connection of thefirst connection portion 1311d and thefirst bent portion 1311e and a connection of the third connection portion and the second bent portion is a second distance S2. The first distance S1 is greater than the second distance S2, i.e., the distance between thefirst connection 1311d and the third connection is gradually smaller from near theframe 11 to far from theframe 11. With the above arrangement, the second connectingportion 1311f and the fourth connecting portion are also gradually extended obliquely downward, so that the curved portion has a certain curvature, the force applied to thethird swing arm 1311c is improved, and the bending resistance of thethird swing arm 1311c is improved.

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

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

As shown in FIG. 4,ATV 100 includes a first state and a second state, as one implementation. The first state is a state when theatv 100 is stationary, and the second state is a state when theatv 100 is traveling. The front side of theframe 11 is provided with afirst connection point 111, asecond connection point 112, athird connection point 113 and afourth connection point 114. Thefirst connection point 111 is used for connecting with thefirst connection hole 1311g, thereby realizing stable connection of thefirst swing arm 1311a and thevehicle frame 11; the secondconnecting point 112 is used for connecting with the second connectinghole 1311h, so that thesecond swing arm 1311b and theframe 11 are stably connected; third connectingpoint 113 is for connectingthird swing arm 1311c, thereby achieving a stable connection ofthird swing arm 1311c to frame 11; fourth connectingpoint 114 is adapted to connect tofourth swing arm 1311k to provide a stable connection offourth swing arm 1311k to frame 11. Specifically, theframe 11 includes an uppermain beam 115, asupport beam 116, a lowermain beam 117, afirst pillar 118, and asecond pillar 119. The uppermain beam 115 is disposed on an upper side of the lowermain beam 117, thefirst support 118 is disposed on a front side of thesecond support 119, thefirst support 118 is disposed at least partially between the uppermain beam 115 and the lowermain beam 117, and thesecond support 119 is disposed at least partially between the uppermain beam 115 and the lowermain beam 117. One end of thefirst strut 118 is connected to the uppermain beam 115 and the other end of thefirst strut 118 is connected to the lowermain beam 117. One end of thesecond support column 119 is connected to the uppermain beam 115 and the other end of thesecond support column 119 is connected to the lowermain beam 117. Asupport beam 116 is at least partially disposed between the upper 115 and lower 117 main beams, with one end of thesupport beam 116 connected to afirst strut 118 and the other end of thesupport beam 116 connected to asecond strut 119. The uppermain beam 115, thefirst pillar 118, the lowermain beam 117, and thesecond pillar 119 are connected to form the main body of theframe 11. The upper and lowermain beams 115, 117 and thesupport beam 116 all extend substantially in the fore-aft direction of theatv 100.First leg 118 andsecond leg 119 each extend substantially in the up-down direction ofATV 100. Thesupport beam 116 serves to increase the strength of thevehicle frame 11. The first and second connection points 111, 112 are provided on asupport beam 116, and the third and fourth connection points 113, 114 are provided on a lowermain beam 117.

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

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

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

It will be appreciated thatfirst shock absorber 1321 on the right side ofATV 100 is positioned in a manner substantially corresponding to the placement ofthird shock absorber 1322, and that the second shock absorber is positioned in a manner substantially corresponding to the placement ofthird shock absorber 1322.

As shown in fig. 4 and 5, thetransmission assembly 17 includes adrive axle 171 and adrive shaft 172 as one implementation. Thetransaxle 171 is used to provide power to thedrive shaft 172. One end of the drivingshaft 172 is connected to the travelingassembly 12, and the other end of the drivingshaft 172 is connected to the drivingaxle 171, so that the drivingshaft 172 drives the travelingassembly 12. Whenatv 100 is a front-drive vehicle,transaxle 171 is disposed at a front side offrame 11, one end of drivingshaft 172 is connected totransaxle 171, and the other end of drivingshaft 172 is connected tofirst road wheel 121. Whenatv 100 is a rear drive,transaxle 171 is disposed at the rear side offrame 11, one end ofdrive shaft 172 is connected totransaxle 171, and the other end ofdrive shaft 172 is connected tosecond road wheel 122. WhenATV 100 is a four-wheel drive,drive shaft 172 includes a first axle and a second axle, and driveaxle 171 includes a first axle and a second axle. The first axle is arranged at the front side of theframe 11, one end of the first axle is connected with the first axle, and the other end of the first axle is connected with the first travellingwheel 121. The second axle is arranged at the rear side of theframe 11, one end of the second shaft is connected with the second axle, and the other end of the second shaft is connected with thesecond road wheel 122.

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

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

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

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

WhenATV 100 is a four-wheel drive vehicle, the positional relationship of the first axle is substantially the same as the positional relationship oftransaxle 171 on the front side offrame 11, and the positional relationship of the second axle is substantially the same as the positional relationship oftransaxle 171 on the rear side offrame 11.

As shown in fig. 6 and 7, as one implementation, thefirst support 1312 is provided with a plurality ofbuffer sleeves 1313 and a plurality offirst sleeves 1314. Thefirst sleeve 1314 is at least partially disposed at both ends of thefirst pedestal 1312, i.e., one end of thefirst pedestal 1312 is provided with thefirst sleeve 1314, the other end of thefirst pedestal 1312 is also provided with thefirst sleeve 1314, and thefirst sleeve 1314 is at least partially disposed in thefirst pedestal 1312. Thecushion sleeves 1313 are disposed at both ends of thefirst support 1312 and at both ends of thefirst sleeve 1314, that is, one end of thefirst sleeve 1314 is provided with thecushion sleeve 1313, the other end of thefirst sleeve 1314 is also provided with thecushion sleeve 1313, and thecushion sleeve 1313 is at least partially disposed in thefirst support 1312. Thecushion 1313 is used to provide cushioning and lubrication to thefirst pedestal 1312. Specifically, the first mounting holes 1312b are formed at both ends of thefirst bracket 1312, and the first mounting holes 1312b are used for connecting thefront swing arm 1311, so that the connection between thefirst bracket 1312 and thefront swing arm 1311 is more stable. Thefirst sleeve 1314 is at least partially disposed in the first mounting hole 1312b, and thecushion 1313 is at least partially disposed in the first mounting hole 1312 b. Wherein, the two ends of thefirst sleeve 1314 are respectively sleeved with abuffer sleeve 1313, that is, the two ends of the first installation hole 1312b are both provided with abuffer sleeve 1313. In this embodiment, one end of thecushion 1313 is provided with anouter rim 1313a, and theouter rim 1313a is disposed substantially around the one end of thecushion 1313.Outer rim 1313a preventsbuffer 1313 from completely entering first mounting hole 1312b whenbuffer 1313 and first mounting hole 1312b are installed, and may serve to seal first mounting hole 1312b and prevent dust, sand, etc. from enteringfirst bracket 1312 through a gap between first mounting hole 1312b andbuffer 1313, thereby increasing the lifespan offirst bracket 1312. Specifically, one end of thecushion cover 1313, which is away from theouter edge 1313a, is sleeved on thefirst sleeve 1314, theouter edge 1313a abuts against the outer edge of the first mounting hole 1312b, and one end of thecushion cover 1313, which is provided with theouter edge 1313a, is located outside the first mounting hole 1312 b. The outer edge of the first mounting hole 1312b is a side end surface of one end of thefirst holder 1312. In this embodiment, thecushion cover 1313 is provided with asecond mounting hole 1313b extending in the axial direction and penetrating therethrough, and thefirst cover member 1314 is at least partially disposed in thesecond mounting hole 1313b, so that thefirst cover member 1314 and thecushion cover 1313 are connected by interference fit or the like.

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

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

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

It is understood that the second support also includes a plurality ofcushion sleeves 1313 and a plurality offirst sleeves 1314, and thecushion sleeves 1313 in the second support are disposed in a manner consistent with thecushion sleeves 1313 in thefirst support 1312, and thefirst sleeves 1314 in the second support are disposed in a manner consistent with thefirst sleeves 1314 in thefirst support 1312.

As shown in fig. 6, as one implementation, thefirst support 1312 further includes a first mountingportion 1312c, asecond mounting portion 1312d, a third mountingportion 1312e, afirst coupling member 1312f, asecond coupling member 1312g, and anextension portion 1312 h. The first mountingportion 1312c, the second mountingportion 1312d, the third mountingportion 1312e, thefirst coupling member 1312f, thesecond coupling member 1312g, and theextension portion 1312h may be integrally formed or may be coupled by welding. The first mountingportion 1312c is coupled to one end of afirst coupling 1312f, the other end of thefirst coupling 1312f is coupled to one side of a third mountingportion 1312e, the other side of the third mountingportion 1312e is coupled to one end of asecond coupling 1312g, and the other end of thesecond coupling 1312g is coupled to asecond mounting portion 1312 d. The first and second mountingportions 1312c and 1312d are each substantially cylindrical, and the first and second mountingportions 1312c and 1312d are each provided with a first mounting hole 1312 b. The axis of the first mounting hole 1312b and the axis of the first mountingportion 1312c substantially coincide, the axis of the first mounting hole 1312b and the axis of the second mountingportion 1312d substantially coincide, and the first mounting hole 1312b is provided through the first mountingportion 1312c and the first mounting hole 1312b is provided through thesecond mounting portion 1312 d. Thethird mounting portion 1312e is provided with afirst shaft hole 1312a, and an axis of thefirst shaft hole 1312a and an axis of the first mounting hole 1312b are substantially perpendicular.Extension 1312h may be connected to third mountingportion 1312e,extension 1312h may also be at least partially connected to third mountingportion 1312e and at least partially connected to first mountingportion 1312c,extension 1312h may also be at least partially connected to third mountingportion 1312e and at least partially connected to second mountingportion 1312d, and the specific connection mode ofextension 1312h may be adjusted according to actual requirements. Specifically,ATV 100 also includes a brake assembly 18, brake assembly 18 being at least partially disposed onsuspension assembly 13 for brakingATV 100.Extension 1312h defines a plurality of third mountingholes 1312k, and brake assembly 18 is disposed onfirst pedestal 1312 at least partially through plurality of third mountingholes 1312k, thereby at least partially coupling brake assembly 18 tosuspension assembly 13. Wherein the axis of the third mountinghole 1312k and the axis of thefirst shaft hole 1312a are substantially parallel.

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

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

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

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

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

It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are considered to be within the scope of the invention as defined by the following claims.

Claims (10)

1. An all-terrain vehicle comprising:

a frame;

the walking assembly is at least partially arranged on the frame and comprises a first walking wheel and a second walking wheel;

a suspension assembly including a front suspension and a rear suspension, the first road wheel being connected to the frame through the front suspension, the second road wheel being connected to the frame through the rear suspension;

a power assembly at least partially disposed on the frame;

it is characterized in that the preparation method is characterized in that,

the front suspension comprises a front rocker arm, the rear suspension comprises a rear rocker arm, and the front rocker arm and the rear rocker arm respectively comprise a first rocker arm, a second rocker arm, a third rocker arm and a fourth rocker arm;

the first rocker arm is arranged on the front side of the second rocker arm, the first rocker arm is further arranged on the upper side of the third rocker arm, the second rocker arm is arranged on the rear side of the first rocker arm, the second rocker arm is further arranged on the upper side of the fourth rocker arm, the first rocker arm is provided with a first connecting hole used for connecting the frame, the second rocker arm is provided with a second connecting hole used for connecting the frame, and the axes of the first connecting hole and the second connecting hole extend along a first linear direction;

the all-terrain vehicle comprises a first projection surface perpendicular to the left-right direction and a second projection surface perpendicular to the up-down direction, the projection of a first straight line on the first projection surface along the left-right direction is a first projection line, the projection of a second projection surface on the first projection surface along the left-right direction is a second projection line, and the included angle alpha between the first projection line and the second projection line is larger than or equal to 0 degree and smaller than or equal to 20 degrees.

2. The all-terrain vehicle of claim 1, characterized in that the included angle a of the first projected line and the second projected line is greater than or equal to 0 ° and less than or equal to 15 °.

3. The all-terrain vehicle of claim 1, characterized in that the opening of the included angle a of the front rocker arm is disposed forwardly.

4. The all-terrain vehicle of claim 1, characterized in that the opening of the included angle a of the rear rocker arm is disposed rearwardly.

5. The all-terrain vehicle of claim 1, characterized in that the third rocker arm includes a first connecting portion, a first curved portion, and a second connecting portion, one end of the first connecting portion being connected to the frame, the other end of the first connecting portion being connected to one end of the first curved portion, one end of the first curved portion being connected to the second connecting portion and extending generally diagonally downward.

6. The all-terrain vehicle of claim 5, characterized in that the structure of the fourth rocker arm and the structure of the third rocker arm are substantially identical.

7. The all-terrain vehicle of claim 6, characterized in that the fourth rocker arm comprises a third connecting portion, a second bend, and a fourth connecting portion; the length between the joint of the first connecting portion and the frame and the joint of the third connecting portion and the frame is a first distance, the length between the joint of the first connecting portion and the first bending portion and the joint of the third connecting portion and the second bending portion is a second distance, and the first distance is greater than the second distance.

8. The all-terrain vehicle of claim 1, characterized in that the frame is provided with a first connection point, a second connection point, a third connection point, and a fourth connection point, the frame and the first rocker arm being connected through the first connection point, the frame and the second rocker arm being connected through the second connection point, the frame and the third rocker arm being connected through the third connection point, the frame and the fourth rocker arm being connected through the fourth connection point.

9. The all-terrain vehicle of claim 8, characterized in that a line connecting the center of the first connection point and the center of the third connection point is a second line, and a line connecting the center of the second connection point and the center of the third connection point is a third line; a connecting line of the center of the first connecting point and the center of the second connecting point is a fourth straight line, and a connecting line of the center of the third connecting point and the center of the fourth connecting point is a fifth straight line; when the front rocker arm comprises the first rocker arm, the second rocker arm, the third rocker arm and the fourth rocker arm, a first space is defined by the second straight line, the third straight line, the fourth straight line and the fifth straight line, the projection of the first space on the first projection plane along the left-right direction is a first projection plane, and the projection of the center of circle of the first travelling wheel on the first projection plane along the left-right direction is a first projection point; when the all-terrain vehicle is in a static state, the first projection point is located in the first projection plane.

10. The all-terrain vehicle of claim 9, characterized in that when the rear rocker arm comprises the first rocker arm, the second rocker arm, the third rocker arm, and the fourth rocker arm, the second line, the third line, the fourth line, and the fifth line enclose a second space, a projection of the second space on the first projection plane along the left-right direction is a second projection plane, and a projection of a center of the second road wheel on the first projection plane along the left-right direction is a second projection point; when the all-terrain vehicle is in a static state, the second projection point is located in the second projection plane.

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