CN216943408U - All-terrain vehicle - Google Patents

Abstract

The utility model relates to the technical field of vehicles, in particular to an all-terrain vehicle. The all-terrain vehicle comprises a frame assembly, a vehicle body covering part, a wheel assembly and a silencer. The frame component comprises an upper side, a lower side and a rear side; the body covering is connected to the upper side of the frame assembly; the wheel assembly is connected to the frame assembly and is arranged close to the lower side of the frame assembly; the muffler is arranged at the rear side of the frame assembly and is positioned between the vehicle body covering part and the wheel assembly, and the muffler comprises a spark-proof plug; the height of the all-terrain vehicle is greater than or equal to 740 mm and less than or equal to 1110 mm, and the vertical distance from the silencer to one end of the wheel assembly, which is far away from the frame assembly, is greater than or equal to two thirds of the height of the all-terrain vehicle. The muffler is lifted away from the ground by adjusting the position of the muffler, so that sundries are prevented from splashing and even falling into the muffler to influence the performance of the muffler; meanwhile, the motion stroke of the rear bottom fork can be increased, the interference with the rear bottom fork is avoided, and the vibration amplitude of the rear bottom fork is increased.

Description

All-terrain vehicle

Technical Field

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

Background

All-terrain vehicles refer to vehicles capable of traveling on any terrain and capable of freely traveling on terrains where ordinary vehicles are difficult to maneuver, and are commonly called beach vehicles. And because its structure is very similar to motorcycle, and many parts and motorcycle are common, so it is also called "four-wheel motorcycle".

The all-terrain vehicle comprises a frame assembly, a wheel assembly and a muffler. The wheel assembly is at least partially connected to the frame assembly, and the muffler is mounted to the frame assembly and disposed proximate to the wheel assembly.

In the all-terrain vehicle, the muffler is relatively low in position, and easily contacts with ground inflammable substances in the driving process, so that the phenomena of combustion and the like occur, and safety risks exist for both a driver and a vehicle.

SUMMERY OF THE UTILITY MODEL

In view of the above, the present application provides the following technical solutions:

an all-terrain vehicle comprising: a frame assembly including an upper side, a lower side, and a rear side; a body cover at least partially connected to an upper side of the frame assembly; the wheel assembly is at least partially connected to the frame assembly and is arranged close to the lower side of the frame assembly; the all-terrain vehicle further comprises: the muffler is arranged on the rear side of the frame assembly and is positioned between the vehicle body covering part and the wheel assembly, and the muffler comprises a spark-proof plug; the height of the all-terrain vehicle is greater than or equal to 740 mm and smaller than or equal to 1110 mm, and the vertical distance from the silencer to one end, away from the frame assembly, of the wheel assembly is greater than or equal to two thirds of the height of the all-terrain vehicle.

Further, the diameter of the spark plug is more than or equal to 20 mm and less than or equal to 25 mm.

Further, the included angle between the axis of the silencer and the length direction of the all-terrain vehicle is larger than 0 degree and smaller than or equal to 30 degrees.

Further, the frame assembly still includes: a frame body; the mounting bracket is connected to the one end of frame body, and the axis parallel arrangement of mounting bracket and silencer.

Further, the all-terrain vehicle further comprises: and one end of the connecting piece is connected with the silencer, and the other end of the connecting piece is connected with the mounting rack.

Further, the all-terrain vehicle further comprises: an engine, the engine being at least partially connected to the frame assembly, and a displacement of the engine being less than or equal to 110 cc.

Further, the all-terrain vehicle further comprises: the bottom plate is arranged on the lower side of the frame component.

Further, the bottom plate also comprises a reinforcing rib.

Further, the bottom plate also comprises water leakage holes.

Furthermore, the bottom plate is made of steel.

Compared with the prior art, the utility model provides an all-terrain vehicle through the position of adjustment silencer, raises the silencer and keeps away from ground, prevents at all-terrain vehicle's the in-process of traveling that debris from splashing, and collision silencer or even debris drop to the inside of silencer, influence the silencer performance. Thereby avoiding the potential safety hazard to drivers and preventing the occurrence of forest fires. Meanwhile, the motion stroke of the rear bottom fork can be increased, the interference with the rear bottom fork is avoided, and the vibration amplitude of the rear bottom fork is increased. And the movement performance of the all-terrain vehicle is improved, so that the visual effect of the all-terrain vehicle is more dynamic.

Drawings

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

FIG. 2 is a schematic structural view of a frame assembly and a powertrain system provided by the present application.

FIG. 3 is a schematic structural view of the frame assembly, oil cooler, oil pipe and base plate provided in the present application.

Fig. 4 is a schematic view of a clutch cover according to the present application.

Fig. 5 is a schematic structural view of another perspective view of the clutch cover provided in the present application.

Fig. 6 is a partially enlarged view of a portion a in fig. 5.

Fig. 7 is a schematic structural view of another perspective view of the clutch cover provided in the present application.

Fig. 8 is a schematic cross-sectional view at B-B in fig. 7.

FIG. 9 is a schematic cross-sectional view of a portion of a clutch assembly provided herein.

FIG. 10 is a schematic diagram of a configuration of an active disc assembly provided herein.

Fig. 11 is a schematic structural diagram of a clutch provided in the present application.

Fig. 12 is an exploded view of a clutch as provided herein.

Fig. 13 is a structural schematic diagram of an angle of view of the operating assembly and the shifting assembly provided in the present application.

Fig. 14 is a schematic structural view of another perspective view of the operating assembly and the shifting assembly provided in the present application.

Fig. 15 is a schematic structural view of a transmission assembly provided in the present application.

Fig. 16 is a schematic structural view of a sprocket assembly and a suspension assembly provided herein.

Fig. 17 is a top view of a portion of an all terrain vehicle structure provided herein.

FIG. 18 is a partial schematic structural view of a sprocket assembly, a suspension assembly, an eccentric assembly, and a rear axle assembly provided herein.

FIG. 19 is a cross-sectional schematic view of a sprocket assembly, an eccentric assembly, and a rear axle assembly provided herein.

Fig. 20 is a schematic structural diagram of a base plate provided in the present application.

Fig. 21 is a schematic structural view of a frame assembly and a base plate provided in the present application.

Fig. 22 is a schematic structural diagram of a frame assembly, a wheel assembly, a power system, and a muffler according to the present application.

FIG. 23 is a side view of a muffler provided by the present application.

Fig. 24 is a schematic cross-sectional view at C-C in fig. 23.

Detailed Description

Referring to fig. 1, the present application provides an all terrain vehicle 100. The all-terrain vehicle 100 is a versatile tool that can be used to drive normally in various terrain, such as beach, hillside, desert, and the like. To clearly illustrate the structure of ATV 100, the present application defines the front, rear, upper, lower, left, and right sides of ATV 100 in FIG. 1.

Referring to fig. 1, 2, 13, and 16, atv 100 includes a frame assembly 10, a body cover 20, a powertrain 30, a steering assembly 60, a suspension assembly 70, and a wheel assembly 90. Frame assembly 10 serves as a framework for carrying and connecting the various components of atv 100 and for carrying the various loads from the interior and exterior of the vehicle. The body panel 20 is at least partially connected to the frame assembly 10. Power system 30 is mounted to frame assembly 10 and provides a source of power for the movement of ATV 100. Steering assembly 60 is at least partially mounted to frame assembly 10 for steering, braking, and driving speed of ATV 100. Suspension assembly 70 is at least partially mounted to frame assembly 10, and wheel assembly 90 is coupled to frame assembly 10 via suspension assembly 70, suspension assembly 70 being capable of transmitting forces acting between wheel assembly 90 and frame assembly 10. Furthermore, the impact force transmitted from the uneven road surface to the frame assembly 10 and the like can be buffered to reduce the vibration caused by the impact force, and the smooth and stable running of the all-terrain vehicle 100 can be ensured.

The powertrain 30 includes an engine 31, a clutch assembly 32, and a transmission 50. An engine 31 is at least partially connected to frame assembly 10 and is used for power take off. And the displacement of the engine 31 is less than or equal to 110cc (cubic centimeter), the all-terrain vehicle 100 provided herein is a small displacement all-terrain vehicle 100. The transmission 50 is used to change the rotational speed and torque of the engine 31. The clutch assembly 32 is located on one side of the engine 31, and the clutch assembly 32 is at least partially connected to the frame assembly 10. The clutch assembly 32 is capable of transmitting the power of the engine 31 to the transmission 50 and of withstanding the entire torque load of the power output of the engine 31. Moreover, the all-terrain vehicle 100 can be ensured to start stably, stable gear shifting is realized, and the condition of overlarge bearing load caused by emergency braking of the all-terrain vehicle 100 is prevented.

Generally, engine oil is stored in the engine 31, and the engine oil can play a series of roles of lubrication, cleaning, cooling, rust prevention, sealing and the like, and the cooling of the engine oil is very important because the working environment in the engine 31 is relatively severe and the temperature is relatively high.

In the prior art, part of small-displacement engines adopt air cooling, some radiating fins are cast on the outer walls of an engine cylinder and a cylinder cover, and air blows across the surfaces of the radiating fins at high speed to take away heat. But the cooling effect is poor, and the engine needs to rest for a while when running for a period of time, and the continuous working time is short. The other part of the small-displacement engine can be communicated with the engine cylinder head through an external oil cooler, but the oil pressure and the flow of engine oil at the cylinder head can be reduced due to the communication of the oil pipe and the engine cylinder head, so that the lubricating effect of the engine oil at the engine cylinder head is influenced.

Referring to fig. 2, the all-terrain vehicle 100 provided by the present application further includes an oil cooler 40 and an oil pipe 41, the oil cooler 40 is supported by the frame assembly 10, one end of the oil pipe 41 is communicated with the oil cooler 40, and the other end of the oil pipe 41 is communicated with the clutch assembly 32.

This application is through setting up oil cooler 40 on little discharge capacity all terrain vehicle 100 to cool off the machine oil of engine 31, the cooling effect is better, can improve the duration of operation of engine 31 by a wide margin. Meanwhile, one end of the oil pipe 41 is communicated with the oil cooler 40, the other end of the oil pipe 41 is arranged on the clutch assembly 32, the position arrangement is more reasonable, the cooling effect can be greatly improved, and meanwhile, the oil pressure and the flow of engine oil at the cylinder head are not influenced. Thereby, the lubricating effect at the cylinder end of the engine 31 is ensured, the stable operation of the engine 31 is facilitated, and the service life of the engine 31 is prolonged.

The oil cooler 40 is mounted to the front end of the frame assembly 10. During the driving process of the all-terrain vehicle 100, the oil cooler 40 is positioned on the windward side, and cold air can take away part of heat, so that heat exchange between cold fluid and hot fluid is realized, and the engine oil can be ensured to be at the most appropriate working temperature.

Referring to fig. 2 to 4, the oil pipe 41 includes an oil inlet pipe 411 and an oil return pipe 412. The engine 31 includes a crankshaft unit 314, the clutch assembly 32 is at least partially connected to the crankshaft unit 314, and the crankshaft unit 314 is the core of the engine 31. The clutch assembly 32 comprises a clutch cover 34, the clutch cover 34 comprises an oil outlet 342 and an oil inlet 343, one end of an oil inlet pipe 411 is communicated with the oil outlet 342, and the other end of the oil inlet pipe 411 is communicated with the oil cooler 40; one end of the oil return pipe 412 is communicated with the oil inlet 343, and the other end of the oil return pipe 412 is communicated with the oil outlet 342.

By arranging the positions of the oil outlet port 342 and the oil inlet port 343 on the clutch cover 34, the oil inlet pipe 411 and the oil outlet pipe 41 can be made to communicate with the clutch cover 34 and the oil cooler 40, respectively. The engine oil can enter the oil inlet pipe 411 through the oil outlet 342, enter the oil cooler 40 from the oil inlet pipe 411 for cooling, and the engine oil cooled by the oil cooler 40 can enter the oil inlet 343 through the oil return pipe 412, so as to enter the inside of the clutch assembly 32. And then enters the crankshaft unit 314 through the clutch assembly 32 to cool the crankshaft unit 314, thereby reducing the operating temperature and reducing the load of the crankshaft unit 314.

Because the load at the crankshaft unit 314 is relatively large, the clutch cover 34 is provided with the oil outlet 342 and the oil inlet 343, and the oil outlet 342 and the oil inlet 343 are respectively communicated with the oil cooler 40 through the oil pipe 41, so that the engine oil can enter the crankshaft unit 314 from the clutch assembly 32 after being cooled by the oil cooler 40, the engine oil at the crankshaft unit 314 is preferentially cooled, the operation stability of the engine 31 is facilitated, and the service life of the engine 31 is prolonged. Compare and arrange oil outlet and oil inlet in engine cylinder head department in the current, arrange the cooling rate of clutch case department faster, the cooling effect is better.

In addition, the oil outlet 342 and the oil inlet 343 are arranged on the clutch cover 34, so that the oil pressure and flow of the engine oil at the cylinder head are not influenced while the cooling effect is greatly improved, and the lubricating effect at the cylinder head of the engine 31 is ensured.

Meanwhile, the clutch cover 34 is convenient to process and punch, so that the subsequent installation and disassembly of the oil cooler 40 and the oil pipe 41 on the whole vehicle are facilitated, and the installation of the oil cooler 40 is simplified. Avoid having now to arrange oil-out and oil inlet in cylinder head department, because of the space is narrow and small on whole car, be unfavorable for the problem of the installation and the dismantlement of oil cooler and oil pipe.

Referring to fig. 5, atv 100 further includes an oil pump and clutch cover 34 further includes an oil passage 341. The oil passage 341 is provided at one side of the clutch cover 34 close to the crankshaft unit 314, two ends of the oil passage 341 are respectively communicated with the oil pump and the oil outlet 342, and the engine oil enters the oil passage 341 through the oil pump, then enters the oil outlet 342 from the oil passage 341, and enters the oil inlet pipe 411 from the oil outlet 342.

Referring to fig. 4, the clutch cover 34 includes a first side 344 and a second side 345, the oil outlet 342 is located on the first side 344, and the oil inlet 343 is located on the second side 345 and is disposed near the oil outlet 342. So, be convenient for oil pipe 41 extends to oil-out 342 and oil inlet 343 and communicates, can avoid producing the interference with other parts as far as possible, make installation and dismantlement more convenient.

Referring to fig. 6 to 9, the clutch assembly 32 further includes a clutch 33, the clutch 33 is connected to the clutch cover 34, and the clutch 33 is at least partially connected to the crankshaft unit 314. The clutch cover 34 further includes a plurality of oil port openings 346, the plurality of oil port openings 346 are sequentially communicated with each other, and the first and last oil port openings 346 of the plurality of oil port openings 346 are respectively communicated with the oil inlet 343 and the clutch 33. The setting of oil port mouth 346 can be convenient for guide the flow of machine oil, makes machine oil can follow oil inlet 343 and get into the back, and the guide of a plurality of oil port mouths 346 of rethread gets into inside clutch 33, reentrant crank shaft unit 314, realizes the fast circulation of machine oil, improves cooling efficiency.

In the present embodiment, the number of the oil port openings 346 is three, which are the first oil port opening 3461, the second oil port opening 3462 and the third oil port opening 3463. Both ends of the first oil port opening 3461 are respectively communicated with the oil inlet 343 and the second oil port opening 3462, one end of the second oil port opening 3462 far away from the first oil port opening 3461 is communicated with the third oil port opening 3463, and one end of the third oil port opening 3463 far away from the second oil port opening 3462 is communicated with the inside of the clutch assembly 32. Therefore, the oil can flow through the oil inlet 343 into the first oil passage port 3461, the second oil passage port 3462 and the third oil passage port 3463 in sequence, and finally flows into the clutch assembly 32.

The first oil port opening 3461, the second oil port opening 3462 and the third oil port opening 3463 are all linear, and the linear oil port opening 346 is more convenient to process.

Of course, in other embodiments, the oil channel openings 346 may be provided in other numbers, such as four, five or six oil channel openings 346, as long as the same effect can be achieved. Meanwhile, the shape of the oil port opening 346 can be changed according to actual requirements as long as the same effect can be achieved.

Referring to fig. 9, in order to solve the problem of abrasion or adhesion between the crank unit 314 and the clutch 33, the clutch 33 provided by the present application includes a gear assembly 331, a sleeve 332, and a lubrication assembly 333. The gear assembly 331 includes a driving gear 3311, and the driving gear 3311 is sleeved on the crankshaft unit 314; the sleeve 332 is disposed on the crank unit 314, and the sleeve 332 is disposed between the driving gear 3311 and the crank unit 314 and is in clearance fit therewith. One end of the lubricating member 333 communicates with the crank unit 314, and the other end of the lubricating member 333 is connected to the clutch cover 34.

The engine oil can enter the lubricating assembly 333 through the third oil passage port 3463, enter the crank unit 314 through the lubricating assembly 333, flow to the peripheral side of the shaft sleeve 332 from the crank unit 314, and flow into the gap. Therefore, the driving gear 3311 of the clutch 33 and the crankshaft unit 314 can be lubricated, and the driving gear 3311 and the crankshaft unit 314 are prevented from being worn or glued during the operation of the engine 31, so that the service life of the engine 31 is prolonged.

Referring to fig. 9, the crank shaft unit 314 is provided with a flow channel 3141 along the axis direction thereof, a through hole 3142 is provided on the peripheral side of the crank shaft unit 314, and the flow channel 3141 is communicated with the through hole 3142. The engine oil can flow to the through hole 3142 through the flow channel 3141, and then flow to the peripheral side of the sleeve 332 through the through hole 3142. Simple structure, processing is convenient, is convenient for guide machine oil to flow to bearing week side to lubricate bent axle unit 314 and driving gear 3311.

An oil groove 3321 is formed on a side of the sleeve 332 close to the crank unit 314, and a groove 3322 is formed on a side of the sleeve 332 close to the driving gear 3311. Wherein oil can enter the oil groove 3321 and the recess 3322 to lubricate between the pinion gear 3311 and the crank unit 314. The groove 3322 and the oil groove 3321 can store oil, thereby lubricating the space between the driving gear 3311 and the crank unit 314, ensuring the normal operation of the engine 31, and preventing the driving gear 3311 and the crank unit 314 from being worn or glued.

Referring to fig. 9 and 12, the lubricating member 333 includes an oil nozzle 3331, an oil guide unit 3332, and an elastic member 3336. One end of the oil nipple 3331 is connected to the clutch cover 34, and the oil nipple 3331 communicates with the third gallery port 3463. The oil conduit unit 3332 is located between the oil nipple 3331 and the crankshaft unit 314, and the oil conduit unit 3332 communicates with the oil nipple 3331 and the flow passage 3141, respectively. The elastic member 3336 is installed in the oil conduit unit 3332, one end of the elastic member 3336 abuts against the oil nozzle 3331, and the other end of the elastic member 3336 abuts against the oil conduit unit 3332.

By providing the oil feed port 3331 and the oil feed conduit 3332, a bridge for allowing oil to flow from the clutch cover 34 to the crank shaft unit 314 is established, and the flow of oil is guided. The engine oil can enter the oil port 3331 through the third oil port 3463, enter the oil conduit unit 3332 from the oil port 3331, enter the flow passage 3141 from the oil conduit unit 3332, and flow from the flow passage 3141 to the peripheral side of the sleeve 332 through the through hole 3142.

With continued reference to fig. 9, the oil conduit unit 3332 includes a first oil conduit 3333 and a second oil conduit 3334. The first oil passage conduit 3333 is located at an end of the oil passage nozzle 3331 remote from the clutch cover 34, and is sealingly connected to the oil passage nozzle 3331. The second oil conduit 3334 is located between the oil port 3331 and the crank unit 314 and is communicated with the oil port 3331 and the flow passage 3141, and the first oil conduit 3333 is located in the second oil conduit 3334 and encloses an oil guide passage 3335 with the second oil conduit 3334. The oil can flow into the oil guide flow path 3335 through the oil nipple 3331, and can flow to the flow path 3141 through the oil guide flow path 3335.

In the present application, the specific route of the oil flow is: the engine oil enters the oil passage 341 through the oil pump, enters the oil outlet 342 from the oil passage 341, enters the oil inlet pipe 411 through the oil outlet 342, enters the oil cooler 40 from the oil inlet pipe 411, is cooled, enters the oil inlet 343 through the oil return pipe 412, enters the first oil passage 3461, the second oil passage 3462 and the third oil passage 3463 from the oil inlet 343 in sequence, enters the oil nozzle 3331 from the third oil passage 3463, enters the oil guide flow path 3335 from the oil nozzle 3331, flows to the crankshaft unit 314 from the oil guide flow path 3335, passes through the flow path 3141 of the crankshaft unit 314, and flows to the peripheral side of the shaft sleeve 332 from the flow path 3141 through the through hole 3142, so that the lubrication between the driving gear 3311 and the crankshaft unit 314 is realized.

In existing small displacement atvs, the clutch assembly needs to be engaged with a shifting mechanism to achieve either disengagement or engagement of the clutch assembly. However, the clutch assembly is matched with the gear shifting mechanism, so that a driver is very labourious when shifting gears, and the clutch assembly cannot be matched with an independent gear shifting mechanism, so that the structure is complex and the cost is high.

Referring to fig. 10 to 12, in order to solve the above problem, the clutch 33 provided by the present application further includes a driving plate assembly 334. The gear assembly 331 is sleeved on the crank unit 314 and is in clearance fit with the crank unit 314. And, the gear assembly 331 is connected with the transmission 50, and when the gear assembly 331 rotates, the gear assembly 331 can drive the transmission 50 to operate. The driving disk assembly 334 is disposed in the gear assembly 331 and spaced apart from the gear assembly 331, and the driving disk assembly 334 is sleeved on the crankshaft unit 314 and connected to the crankshaft unit 314. When the crankshaft unit 314 rotates, the crankshaft unit 314 can drive the driving disk assembly 334 to rotate synchronously, but because the gear assembly 331 is disposed in a gap with the crankshaft unit 314 and the driving disk assembly 334, respectively, the gear assembly 331 does not rotate together when the crankshaft unit 314 starts to rotate at a speed less than a predetermined rotation speed.

When the engine 31 is running, the crankshaft unit 314 drives the driving disk assembly 334 to rotate synchronously, and when the rotation speed of the driving disk assembly 334 is less than a predetermined rotation speed, the driving disk assembly 334 is separated from the gear assembly 331. When the rotation speed of the driving disc assembly 334 is greater than the predetermined rotation speed, the driving disc assembly 334 can be in frictional connection with the gear assembly 331 to drive the gear assembly 331 to rotate, and the gear assembly 331 drives the transmission 50 to operate.

In the present application, the clutch assembly 32 can be disengaged and engaged by engaging the rotation speed, that is, the driving disk assembly 334 and the gear assembly 331 can be disengaged or engaged with each other according to the rotation speed. And when combining each other, the driving disk assembly 334 and the gear assembly 331 can operate synchronously to drive the transmission 50 to operate, so that the structure is relatively simple, the processing and manufacturing are easy, and the maintenance is convenient at the later stage. Meanwhile, the all-terrain vehicle 100 can be matched with an independent gear shifting mechanism, the clutch assembly is prevented from being separated and combined only by being matched with the gear shifting mechanism, and the gear shifting operation is more labor-saving.

Referring to fig. 12, the gear assembly 331 further includes a housing 3312. The housing 3312 is disposed around the crankshaft unit 314, and the driving plate assembly 334 is disposed inside the housing 3312 and spaced apart from the inner wall of the housing 3312. The driving gear 3311 is mounted on a side of the housing 3312 away from the driving plate assembly 334, the driving gear 3311 is sleeved on the crankshaft unit 314 and is in clearance fit with the crankshaft unit 314, and the driving gear 3311 is connected to the transmission 50. Since the pinion 3311 is in clearance fit with the crank unit 314 and the housing 3312 is in clearance fit with the drive plate assembly 334, the pinion 3311 and the housing 3312 are not driven to rotate together when the crank unit 314 starts to rotate at a speed less than a predetermined speed. When the rotation speed of the driving plate assembly 334 is greater than the predetermined rotation speed, the driving plate assembly 334 can be frictionally connected to the housing 3312, so as to drive the housing 3312 to rotate, the housing 3312 drives the driving gear 3311 to synchronously rotate, and the driving gear 3311 drives the transmission 50 to operate.

In one embodiment, the driving gear 3311 and the housing 3312 are integrally connected by welding, so that the combined structure of the driving gear 3311 and the housing 3312 has high rigidity and good integrity. Of course, in other embodiments, the driving gear 3311 and the housing 3312 may be connected in other ways according to the actual requirements, as long as the same effect can be achieved.

The driving disc assembly 334 is splined to the crankshaft unit 314 and the atv 100 further comprises a locking member 74, the locking member 74 being used to lock the driving disc assembly 334 to the crankshaft unit 314. Thereby enhancing the stability of the connection between the drive disc assembly 334 and the crankshaft unit 314 such that rotation of the crankshaft unit 314 drives the drive disc assembly 334 to rotate synchronously. In this embodiment, the locking member 74 is a nut, however, in other embodiments, other members with locking function may be used for connection according to actual requirements.

Referring to fig. 12, the sleeve 332 is disposed between the crank unit 314 and the driving gear 3311 and is in clearance fit with the driving gear 3311, so that the combined structure of the driving gear 3311 and the housing 3312 can freely rotate on the crank unit 314.

Referring to fig. 10, the driving disk assembly 334 includes a bottom disk unit 3341, a swinging block unit 3342, and a tension spring unit 3343. The swinging block unit 3342 is arranged on the chassis unit 3341; the tension spring unit 3343 is mounted on the chassis unit 3341, and the tension spring unit 3343 is connected to the flail block unit 3342. Wherein the throwing block unit 3342 is capable of cooperating with the tension spring unit 3343, and the throwing block unit 3342 is separated from the housing 3312 when the rotation speed of the driving disc assembly 334 is less than a predetermined rotation speed. When the rotation speed of the driving plate assembly 334 is greater than the predetermined rotation speed, the centrifugal force acts on the throwing block unit 3342 to be thrown out and frictionally coupled to the housing 3312, so as to drive the housing 3312 to synchronously rotate, and the housing 3312 drives the driving gear 3311 to synchronously rotate, thereby driving the transmission 50 to operate.

This application is through setting up flail piece unit 3342, according to the rotational speed of engine 31 bent axle unit 314, can make flail piece unit 3342 pass through centrifugal force effect and housing 3312 frictional connection or separation to realize clutch assembly 32's separation and combination, the structure is simple relatively, and occupation space is little, and the later stage maintenance of being convenient for. And moreover, an independent gear shifting mechanism can be matched, so that a driver can save more labor during gear shifting operation, and the all-terrain vehicle 100 is more suitable for being applied to small-displacement all-terrain vehicles. The clutch assembly solves the problem that in the existing small-displacement all-terrain vehicle, the clutch assembly can be separated or combined only through the matching of a gear shifting mechanism, and the gear shifting operation is difficult.

In this embodiment, the number of the flail block units 3342 is three, and the three flail block units 3342 are uniformly arranged in a triangular shape, so that when the flail block units 3342 are flaked out due to centrifugal force, the friction connection between the driving disk assembly 334 and the housing 3312 is uniformly stressed, the stability of the connection between the driving disk assembly 334 and the housing 3312 is enhanced, and the stability of synchronous operation between the driving disk assembly 334 and the gear assembly 331 is realized. Of course, in other embodiments, the number and the position of the dump block units 3342 may be changed according to actual requirements, as long as the same effect can be achieved.

Referring to fig. 9, the clutch assembly 32 further includes an end cap 35. The end cover 35 is located in the clutch cover 34, and the end cover 35 is located on a side of the driving disk assembly 334 away from the gear assembly 331 and connected with the driving disk assembly 334. In this embodiment, the end cap 35 is sealingly connected to the driving disk assembly 334 by a gasket or sealant.

One end of the lubricating component 333 penetrates through the end cover 35 and is in clearance fit with the end cover 35, the lubricating component 333 is communicated with the crankshaft unit 314, and the other end of the lubricating component 333 penetrates through the clutch cover 34. The clearance fit between the lubrication assembly 333 and the end cover 35 ensures that the lubrication assembly 333 does not rotate during operation of the engine 31, thereby preventing the lubrication assembly 333 from being damaged and failing.

Referring to fig. 13 and 14, the transmission 50 includes a transmission assembly 51, and the transmission assembly 51 is connected to the engine 31 for changing the output rotation speed of the engine 31. One end of the operating assembly 60 is connected to the transmission assembly 51, and the other end of the operating assembly 60 is used for the driver to operate to shift the transmission assembly 51.

On the existing small-displacement all-terrain vehicle, the speed change assembly comprises a middle transmission part, a gear shift unit and a speed change unit, wherein the gear shift unit comprises a speed change drum and a shifting fork. The gear change of the speed changing unit is basically realized by driving the middle transmission part to move through the control assembly, the middle transmission part drives the speed changing drum to rotate, and the speed changing drum drives the shifting fork to axially move, so that the shifting fork drives the speed changing unit to change gears. However, the structure of the above-mentioned speed change assembly is too complicated, the occupied space is large, the intermediate transmission component is too many, so that the operation assembly can only indirectly drive the speed change drum to rotate under the action of the intermediate transmission component, and thus, part of the gear shift units move axially, which results in gear shift effort and easy failure.

Referring to fig. 14 and 15, to solve the above problem, the speed changing assembly 51 of the present application includes a speed changing unit 511 and a gear shifting unit 512. The shifting unit 511 is driven by the engine 31 to rotate about the axis of the shifting unit 511. The shifting unit 512 is connected to the speed changing unit 511 and the operating assembly 60, respectively, and the operating assembly 60 is operable to move the shifting unit 512 along the axis of the speed changing unit 511 in the shifting direction 52 in a reciprocating manner to shift the speed changing unit 511. In the shifting direction 52, the force required to operate the operating assembly 60 to shift gears is greater than or equal to 8N and less than or equal to 20N.

Alternatively, referring to fig. 17, shift direction 52 is substantially parallel to the length of atv 100, and the direction indicated by the arrow in fig. 16 is shift direction 52. Of course, in other embodiments, the shift direction 52 may vary depending on the actual structural arrangement of ATV 100.

The all-terrain vehicle 100 greatly simplifies the structure of the speed change assembly 51, enables the control unit to directly drive the gear shift unit 512 to reciprocate along the axial direction of the speed change unit 511, saves the existing intermediate transmission part for transmission, and is easier to shift and not easy to break down. Meanwhile, the occupied space is small, the speed change assembly 51 meets the requirement of light weight design, the cost is low, and the all-terrain vehicle 100 is more suitable for being applied. In this configuration, the force required to shift the operating member 60 is not less than 8N and not more than 20N, and the shift operation is more convenient.

In the present embodiment, the force required to operate the operating assembly 60 to perform a shift is the force required to overcome the frictional force of the operating assembly 60 itself to interact with the gears in the transmission assembly 51, and the force required to operate the operating assembly 60 to perform a shift is 10N.

Referring to fig. 17, the operating assembly 60 further includes a limiting unit 64, the limiting unit 64 at least has a first limiting section 641 and a second limiting section 642 for maintaining the handle unit 61 in different gears, the first limiting section 641 and the second limiting section 642 are open to one side, and the handle unit 61 can be operated to be separated from the first limiting section 641 or the second limiting section 642 to move the shift position along the shifting direction 52. When the handle unit 61 is operated to be disengaged from the first limiting section 641 or the second limiting section 642, the handle unit 61 moves along a direction substantially parallel to the vehicle width direction of the all-terrain vehicle 100, and then the handle unit 61 moves along the shifting direction 52 to shift gears.

Referring to fig. 15, the shift unit 512 includes a fork 5122 and a fork shaft 5123. One end of the fork 5122 is connected to the shifting unit 511, one end of the fork 5122 away from the shifting unit 511 is connected to the fork shaft 5123, and the fork shaft 5123 is connected to the operating unit 60. The operating assembly 60 drives the shift fork shaft 5123 to move along the axial direction of the speed changing unit 511, and the shift fork shaft 5123 can drive the shift fork 5122 to move along the axial direction of the speed changing unit 511, so that the speed changing unit 511 performs gear shifting.

On the small displacement all-terrain vehicle 100, the shifting fork shaft 5123 is used for replacing a speed change drum and an intermediate transmission part in the existing gear shifting unit, a plurality of intermediate transmission parts are operated by operating an operation assembly, the intermediate transmission part drives the speed change drum to rotate, and the rotation of the speed change drum is converted into the axial movement of a shifting fork. And this application is through setting up declutch shift 5123, and the control assembly 60 can directly drive declutch shift 5123 and carry out axial displacement, and declutch shift 5123 takes shift fork 5122 to remove in the lump just enables speed change unit 511 and shifts to optimize the structure of speed change assembly 51 by a wide margin, be difficult for breaking down, it is more convenient to maintain. And the gear shifting is more portable, the cost is greatly reduced, the weight is lightened, the occupied space is reduced, and the gear shifting device is more suitable for being installed on a small-displacement all-terrain vehicle 100.

Meanwhile, in the existing speed-changing drum, after one gear is changed, the gear-shifting arm must be rebounded to realize the next gear shifting, so that the gear-shifting handle rebounds, and great discomfort is caused to an operator. And adopt declutch shift 5123 then can eliminate the discomfort that the handle of shifting back brought because of the change speed drum shifts gears, make the driver more comfortable when carrying out the operation of shifting gears.

Referring to fig. 15, the shifting unit 512 further includes a plurality of stop members 5121, the stop members 5121 are sleeved on the fork shaft 5123 and respectively located at two sides of the fork 5122 to limit the movement of the fork 5122 along the axis of the fork shaft 5123, so as to fixedly connect the fork 5122 and the fork shaft 5123, and the fork shaft 5123 can drive the fork 5122 to move synchronously, which is simple in structure and more convenient for shifting.

In this embodiment, the stop member 5121 is a snap spring retainer ring, which is convenient to install and has good axial positioning effect and stability. Of course, in other embodiments, the stop 5121 is not limited to use of a circlip, and other components can achieve the same function.

Referring to fig. 15, the engine 31 includes an engine case 311 and two supporting bosses 312, the two supporting bosses 312 are respectively installed on the inner wall of the engine case 311, and two ends of the fork shaft 5123 respectively extend into the corresponding supporting bosses 312. Wherein, the fork shaft 5123 can reciprocate in the axial direction of the support boss 312 in the support boss 312. The supporting boss 312 can support the shifting fork shaft 5123 to move axially, so that the shifting fork shaft 5123 can have an acting point during the axial movement, and the shifting unit 512 can drive the speed changing unit 511 to realize gear shifting.

With continued reference to fig. 15, the all-terrain vehicle 100 further includes an oil seal 313, and the support boss 312 and the fork shaft 5123 are hermetically connected through the oil seal 313. The oil seal 313 is used for sealing connection, so that dust, moisture and the like can be prevented from entering, and leakage of engine oil can be limited. Further, the oil seal 313 can perform not only a function of sealing the fluid medium but also a lubricating function, thereby achieving a good sealing function.

ATV 100 also includes fastener 63, and steering assembly 60 is mounted to fork shaft 5123 via fastener 63. In this embodiment, the fastening member 63 is a circlip, which has a good axial positioning effect and is relatively stable, so that the operating component 60 can drive the shift fork shaft 5123 to move back and forth. Of course, in other embodiments, the fastening member 63 is not limited to a circlip, and other components can achieve the same function.

In the existing all-terrain vehicle, the gear is basically shifted by feet, the gear shifting is inconvenient, no gear shifting is displayed at a gear shifting handle, and the gear shifting is not intuitive for a driver. Especially for a small all-terrain vehicle for children to drive, the mode of shifting gears by feet is inconvenient for children to obtain the information of the current gear, and the difficulty of driving the vehicle by the children is increased. The gear shifting is realized by large force required by a traditional gear shifting structure, and the gear shifting operation is not convenient for children to realize.

In this application, however, the all-terrain vehicle 100 further includes a cab 21, and an end of the steering assembly 60 remote from the transmission assembly 51 is located in the cab 21 for manual shifting by the driver. The application adopts hand to shift gears, and the mode of shifting is simpler, more laborsaving. Meanwhile, the gear shifting handle can more intuitively reflect gear shifting.

Referring to fig. 14, the manipulating assembly 60 includes a handle unit 61 and a transmission unit 62. At least part of the handle unit 61 is located in the cab 21. One end of the transmission unit 62 is connected to the handle unit 61, and the other end of the transmission unit 62 is connected to the fork shaft 5123. The driver operates the handle unit 61 to make the handle unit 61 drive the transmission unit 62 to move, and the transmission unit 62 drives the shifting fork shaft 5123 to move along the axial direction of the speed changing unit 511, so that the shifting fork 5122 moves synchronously to realize the gear change of the speed changing unit 511. The handle unit 61 shifts gears, can more intuitively reflect the change of gears, and is convenient for the operation of a driver.

The transmission unit 62 includes a first transmission lever 621, a rotating plate 622, and a second transmission lever 623. One end of the first driving lever 621 is connected to the handle unit 61. The rotating plate 622 is rotatably connected to the frame assembly 10, and one end of the rotating plate 622 is connected to one end of the first transmission rod 621 away from the handle unit 61. One end of the second transmission rod 623 is connected to one end of the rotating plate 622 away from the first transmission rod 621, and the other end of the second transmission rod 623 is connected to the fork shaft 5123.

When a driver operates the handle unit 61, the handle unit 61 drives the first transmission rod 621 to move, the first transmission rod 621 drives the rotating plate 622 to rotate around the joint with the frame assembly 10, so as to drive the second transmission rod 623 to move, the second transmission rod 623 drives the shifting fork shaft 5123 to move along the axial direction of the speed changing unit 511, and the shifting fork shaft 5123 drives the shifting fork 5122 to synchronously move, so that the gear change of the speed changing unit 511 is realized. Therefore, the structure of the speed change assembly 51 is greatly optimized, the gear shifting is more convenient, and the gear shifting mode is simpler and more labor-saving.

In this embodiment, the rotating plate 622 is L-shaped to connect the first transmission rod 621 and the second transmission rod 623, respectively. The first transmission rod 621 is linear, and the second transmission rod 623 is L-shaped, so that the whole operation of the transmission unit 62 is facilitated, and the shifting fork shaft 5123 and the shifting fork 5122 are driven to move synchronously. Of course, in other embodiments, the first transmission rod 621, the rotating plate 622 and the second transmission rod 623 may have other shapes as long as the same function can be achieved.

Referring to fig. 16 and 18, atv 100 further includes rear axle assembly 81 and sprocket assembly 82. Rear axle assembly 81 is at least partially coupled to suspension assembly 70, and rear axle assembly 81 includes a rear axle shaft 811. Part of the chain wheel assembly 82 is sleeved on the rear axle 811, and the other part of the chain wheel assembly 82 is connected to the frame assembly 10. The sprocket assembly 82 can then adjust its center distance by offsetting the axle 811.

In the prior art, a fulcrum adjusting method is adopted for adjusting the center distance of a chain wheel assembly, and the method specifically comprises the following steps: the all-terrain vehicle further comprises a semi-annular hoop bottom fork and a bolt, wherein the two ends of the semi-annular hoop bottom fork are respectively a first end and a second end, and the peripheral side of the rear axle shaft is respectively connected with the first end and the second end. The rear axle shaft takes the first end as a fulcrum, and the position of a connecting point of the rear axle shaft and the second end is adjusted through the bolt, so that the position of the rear axle shaft is deviated, and the center distance of the chain wheel assembly is adjusted. However, the center distance of the chain wheel assembly is adjusted by adopting the fulcrum adjusting mode, the adjusting operation is difficult, the number of integral parts is large, the structure is complex, and the same axle distance between the left wheel and the right wheel is not easy to ensure during adjustment.

Referring to fig. 18, to solve the above problem, the all-terrain vehicle 100 of the present application includes an eccentric element 83, the eccentric element 83 is eccentrically connected to the rear axle shaft 811 and eccentrically connected to the rear axle shaft 811, and the eccentric element 83 is connected to the suspension element 70. At least part of the eccentric assemblies 83 can drive the rear axle shaft 811 to perform eccentric motion through the rotation motion relative to the suspension assembly 70, and the rear axle shaft 811 can drive part of the sprocket assembly 82 to move along the length direction of the all-terrain vehicle 100, so as to adjust the center distance of the sprocket assembly 82. Thereby simplifying the quantity of spare part, simplifying the structure, be convenient for more install. In addition, the adjusting mode is improved, and the adjustment is simpler and more convenient. Meanwhile, the eccentric component 83 drives the rear axle shaft 811 to do eccentric motion, so that the left wheel and the right wheel in the rear wheel unit 92 can be ensured to be simultaneously offset, and the problem that the distance between the left wheel and the right wheel is different after the adjustment is finished by adopting a fulcrum adjusting mode in the prior art is solved.

Referring to fig. 16, the sprocket assembly 82 includes a first sprocket 821, a second sprocket 822, and a chain 823. The first chain wheel disc 821 is sleeved on the rear axle shaft 811; the second sprocket 822 is connected to the frame assembly 10; the chain 823 is wound around the first chain wheel 821 and the second chain wheel 822 respectively. Wherein, eccentric component 83 drives rear axle shaft 811 to do eccentric motion through self rotary motion, and under the cooperation of chain 823, rear axle shaft 811 moves and can drive first sprocket 821 to move to adjust the centre-to-centre spacing of first sprocket 821 and second sprocket 822. Therefore, the structure is simple, the cost is low, the adjusting operation is convenient and fast, and the use feeling of a user can be improved.

Referring to fig. 1 and 16, the wheel assembly 90 includes a front wheel unit 91 and a rear wheel unit 92. The front wheel unit 91 is at least partially connected to the frame assembly 10; the rear wheel unit 92 is connected to the rear axle shaft 811. The sprocket assembly 82 moves to adjust the relative position between the rear wheel unit 92 and the front wheel unit 91. Meanwhile, the mode of the eccentric component 83 is adopted for adjustment, so that the left wheel and the right wheel in the rear wheel unit 92 can be enabled to simultaneously shift and have the same distance, and the problem that the axle distances of the left wheel and the right wheel are different after the adjustment is finished in the conventional fulcrum adjusting mode is solved.

Referring to fig. 19, the eccentric assembly 83 includes an eccentric sleeve 831, the eccentric sleeve 831 is sleeved on the rear axle shaft 811 and eccentrically connected with the rear axle shaft 811, and the eccentric sleeve 831 is connected with the suspension assembly 70. The eccentric sleeve 831 can drive the rear axle shaft 811 to perform eccentric motion through rotation motion of the eccentric sleeve 831, so that the rear axle shaft 811 drives the first chain wheel 821 to move, and the center distance between the first chain wheel 821 and the second chain wheel 822 is adjusted.

Referring to fig. 18, the eccentric assembly 83 further includes an adjusting member 832, and the adjusting member 832 is connected to the eccentric sleeve 831. The adjusting member 832 can be manipulated to adjust the rotation angle of the eccentric sleeve 831, which is easy and convenient to operate.

In one embodiment, the adjusting member 832 is a unitary structure with the eccentric sleeve 831. Adjusting part 832 and eccentric sleeve 831 monolithic strength that is integral type structure is higher, and the wholeness is good, need not to be connected between adjusting part 832 and the eccentric sleeve 831 through extra spare part, simplifies the structure, and the manufacturing of being convenient for, greatly reduced cost, and save the equipment time. Of course, in other embodiments, the adjusting member 832 and the eccentric sleeve 831 may be a separate structure, as long as the same function can be achieved.

With continued reference to fig. 18, the suspension assembly 70 includes a suspension unit 71 and a rear fork 72. One end of the suspension unit 71 is connected to the frame assembly 10; rear fork 72 is connected to the end of suspension unit 71 remote from frame assembly 10 and to eccentric bushing 831. Thereby limiting the position of the eccentric sleeve 831 and preventing it from moving freely.

The rear bottom fork 72 comprises an annular hoop bottom fork 73, at least part of the eccentric shaft sleeve 831 is sleeved with the annular hoop bottom fork 73, the eccentric shaft sleeve 831 can be locked or unlocked and fixedly connected with the suspension assembly 70, adjustment is facilitated, and the stability of the overall structure after the eccentric assembly 83 is adjusted is higher.

Referring to fig. 18, the annular anchor ear bottom fork 73 is provided with a limiting groove 731, and the all-terrain vehicle 100 further includes a locking member 74, wherein the locking member 74 penetrates through the limiting groove 731 and can tightly hold the annular anchor ear bottom fork 73 on the eccentric sleeve 831. Thereby fixing the relative position of the annular hoop bottom fork 73 and the eccentric sleeve 831 and ensuring that the whole structure is firmer.

Atv 100 further includes a brake caliper 75, brake caliper 75 being located on a side of rear fork 72 remote from sprocket assembly 82, brake caliper 75 being adapted to assist rear fork 72 in riding on eccentric bushing 831. The eccentric assembly 83 is more stable and firm after adjustment is completed by fixing the locking member 74 and tightly holding the brake caliper 75.

In the prior art, the lower side of a frame assembly of a small-displacement all-terrain vehicle is too close to the ground, and in the driving process, sundries on the road surface are easy to splash to the inside of the all-terrain vehicle from the lower side of the frame assembly, so that the sundries damage the internal pipelines, circuits and the like of the all-terrain vehicle, and even harm is caused to drivers.

Referring to fig. 21, in order to solve the above problem, according to the present invention, the bottom plate 84 is mounted on the lower side of the frame assembly 10, the height of the all-terrain vehicle 100 is greater than or equal to 740 mm and less than or equal to 1110 mm, and the vertical distance from the bottom plate 84 to one end of the wheel assembly 90 away from the frame assembly 10 is greater than or equal to 90 mm and less than or equal to 140 mm.

Through set up bottom plate 84 at frame subassembly 10 downside, can prevent that all terrain vehicle 100 is at the in-process that traveles, inflammable such as vegetation from splashing, takes place the burning phenomenon with silencer 85 contact, also avoids debris such as stone to splash from the bottom, cuts open the circuit pipeline, even causes the problem of injury to the navigating mate to appear.

The bottom plate 84 is made of steel, so that the steel is low in material cost, simple and convenient to manufacture, high in hardness, uniform in material and high in toughness, and the stability and durability of the bottom plate 84 are improved. And the steel has low flammability and high melting point, so that the weldability is realized while the safety of drivers is further ensured, and the assembly of the bottom plate 84 is facilitated.

Referring to fig. 20 and 21, the bottom plate 84 includes a bottom plate body 841 and a first fixing member 842, and the first fixing member 842 is mounted on the bottom plate body 841. The frame assembly 10 further comprises an oil cooler 40 and an oil pipe 41, the oil cooler 40 is mounted on the frame assembly 10, one end of the oil pipe 41 is communicated with the oil cooler 40, and the other end of the oil pipe 41 is fixed through a first fixing piece 842. With the arrangement, the first fixing member 842 can prevent the oil pipe 41 from moving in the driving process of the all-terrain vehicle 100, and simultaneously protects the engine 31 and the pipeline, thereby protecting drivers and preventing forest fire from happening.

The bottom plate 84 further includes a second fixing member 843, and the second fixing member 843 is mounted on the bottom plate body 841 for fixing the pipe. The all-terrain vehicle 100 further has cooling pipes, braking pipes and other pipes besides the oil pipe 41, and the second fixing part 843 can prevent the pipes from moving, so that the problems of pipe falling, poor contact and the like are avoided.

In this embodiment, the bottom plate body 841, the first fixing member 842 and the second fixing member 843 are of an integral structure, so that the integral structure is convenient to process, the assembling time is saved, and the consistency and the overall stability of the overall structure of the bottom plate 84 are improved.

In other embodiments, the first fixing member 842, the second fixing member 843 and the bottom plate body 841 may be separately provided. The connection mode of the three is not limited to the integral molding described in this embodiment, and only the stable connection of the three can be realized.

The strength of the underbody 84 is highly desirable because it is always responsible for the load bearing structure and stopping the splashing of rocks during long-term driving of the atv 100. In this application, bottom plate 84 still includes the strengthening rib, and the strengthening rib can improve bottom plate 84's load upper limit, guarantees bottom plate 84's structural reliability, has improved bottom plate 84's intensity when not increaseing bottom plate 84 thickness, and the cost of the consumptive material and the preparation of bottom plate 84 has been reduced mutually in the change.

The bottom plate 84 further comprises water leakage holes for guiding liquid on the bottom plate 84, so that the liquid accumulated on the bottom plate 84 can flow out of the bottom plate 84 through the water leakage holes, and the performance and the service life of structures such as pipe fittings are prevented from being influenced.

Referring to fig. 22, atv 100 further includes a muffler 85, body cover 20 is at least partially attached to the upper side of frame assembly 10, and wheel assembly 90 is disposed adjacent the lower side of frame assembly 10. The muffler 85 is mounted to the rear side of the frame assembly 10 between the body cover 20 and the wheel assembly 90.

In the existing all-terrain vehicle, the muffler is relatively low in position, and easily contacts with ground inflammable substances in the driving process, so that the phenomena of combustion and the like occur, and safety risks exist for a driver and a vehicle.

In order to solve the above problem, the present application provides an all-terrain vehicle 100 having a height greater than or equal to 740 mm and less than or equal to 1110 mm, and a vertical distance from the muffler 85 to one end of the wheel assembly 90 away from the frame assembly 10 is greater than or equal to two-thirds of the height of the all-terrain vehicle 100.

This application is through the position of adjustment silencer 85, raises silencer 85 and keeps away from ground, prevents at all terrain vehicle 100's the in-process that traveles that debris from splashing, and collision silencer 85 even debris drop to the inside of silencer 85, influence silencer 85 performance. Thereby avoiding the potential safety hazard to drivers and preventing the occurrence of forest fires. Meanwhile, the movement stroke of the rear bottom fork 72 can be increased, interference with the rear bottom fork 72 is avoided, and the vibration amplitude of the rear bottom fork 72 is increased. And the motion performance of the all-terrain vehicle 100 is improved, so that the visual effect of the all-terrain vehicle 100 is more dynamic.

Referring to fig. 23 and 24, in the present application, the muffler 85 includes a spark plug 851, and the diameter of the spark plug 851 is greater than or equal to 20 mm and less than or equal to 25 mm. Due to the smaller displacement of ATV 100, spark plug 851 may also be reduced in diameter, thereby reducing material consumption and cost.

Referring to fig. 22, the included angle between the axis of the muffler 85 and the length direction of the atv 100 is greater than 0 degree and less than or equal to 30 degrees, so that the muffler 85 is disposed obliquely upward, and the potential safety hazard problem caused by sundries falling into the muffler 85 during the driving process of the atv 100 is further avoided. Thereby improving the life of the muffler 85 and the safety of the atv 100.

The frame assembly 10 further comprises a frame body 11 and a mounting frame 12, the mounting frame 12 is connected to one end of the frame body 11, and the mounting frame 12 is arranged parallel to the axis of the muffler 85, so that the muffler 85 can be conveniently connected to the mounting frame 12, and consistency of the muffler and the mounting frame is improved.

The all-terrain vehicle 100 further comprises a connecting piece 86, one end of the connecting piece 86 is connected with the silencer 85, and the other end of the connecting piece 86 is connected with the mounting frame 12, so that the silencer 85 and the mounting frame 12 are fixedly connected, the shaking of the silencer 85 in the driving process of the all-terrain vehicle 100 is reduced, the mounting stability is enhanced, and the service life of the all-terrain vehicle is prolonged.

Claims (10)

1. An all-terrain vehicle comprising:

a frame assembly including an upper side, a lower side, and a rear side;

a body cover at least partially connected to the upper side of the frame assembly;

a wheel assembly at least partially connected to the frame assembly and disposed proximate the underside of the frame assembly;

characterized in that the all-terrain vehicle further comprises:

a muffler mounted to the rear side of the frame assembly between the body cover and the wheel assembly, the muffler including a sparkplug;

the height of the all-terrain vehicle is greater than or equal to 740 mm and less than or equal to 1110 mm, and the vertical distance from the silencer to one end, away from the frame assembly, of the wheel assembly is greater than or equal to two thirds of the height of the all-terrain vehicle.

2. The all-terrain vehicle of claim 1, characterized in that the spark plug has a diameter equal to or greater than 20 mm and equal to or less than 25 mm.

3. The all-terrain vehicle of claim 1, characterized in that an angle between an axis of the muffler and a vehicle length direction of the all-terrain vehicle is greater than 0 degrees and equal to or less than 30 degrees.

4. The all-terrain vehicle of claim 1, characterized in that the frame assembly further comprises:

a frame body;

the mounting bracket is connected to the one end of frame body, just the mounting bracket with the axis parallel arrangement of silencer.

5. The all-terrain vehicle of claim 4, characterized in that the all-terrain vehicle further comprises:

and one end of the connecting piece is connected with the silencer, and the other end of the connecting piece is connected with the mounting rack.

6. The all-terrain vehicle of claim 1, characterized in that the all-terrain vehicle further comprises:

an engine at least partially coupled to the frame assembly, the engine having a displacement of less than or equal to 110 cc.

7. The all-terrain vehicle of claim 1, characterized in that the all-terrain vehicle further comprises:

a base plate mounted to the underside of the frame assembly.

8. The all-terrain vehicle of claim 7, characterized in that the bottom panel further comprises reinforcing ribs.

9. The all-terrain vehicle of claim 7, characterized in that the bottom panel further comprises water leakage holes.

10. The all-terrain vehicle of claim 7, characterized in that the bottom panel is made of steel.

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