Patent Publication Number: US-2022227191-A1

Title: All-terrain vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present application claims the priority of Chinese patent applications 202120124247.X, filed on Jan. 15, 2021, and entitled “All-Terrain Vehicle” and 202120122593.4, filed on Jan. 15, 2021, and entitled “All-Terrain Vehicle”, the complete disclosure of which are expressly incorporated by reference herein. 
     TECHNICAL FIELD 
     The present disclosure relates to the technical field of all-terrain vehicles, and more particularly, to an all-terrain vehicle. 
     BACKGROUND 
     With the development of science and technology and the improvement of people&#39;s living standards, all-terrain vehicles have been recognized by users and gradually come into the public eye by their advantages that they are not restricted by road conditions and can still be driven normally on severe road conditions including bumpy and soft road conditions. The all-terrain vehicle adjusts toes of wheels through an upper tie rod and a lower tie rod spaced in the vertical direction, so that the all-terrain vehicle can run smoothly. 
     SUMMARY 
     The present disclosure aims to solve at least one of the technical problems in the prior art. Therefore, the present disclosure proposes an all-terrain vehicle, which has good stability and ride comfort. 
     An all-terrain vehicle provided according to some embodiments of the present disclosure includes: a frame; a trailing arm, a front end of the trailing arm being connected to the frame; an upper tie rod, an inner end of the upper tie rod being connected to the frame and an outer end of the upper tie rod being mounted at a rear end of the trailing arm; and a lower tie rod, an inner end of the lower tie rod being connected to the frame and an outer end being mounted at the rear end of the trailing arm, the lower tie rod being located below the upper tie rod, an included angle between the upper tie rod and the lower tie rod being a, and a satisfying a relationship: 0°&lt;a&lt;5°. 
     Since there is an included angle a between the upper tie rod and the lower tie rod, and the angle a satisfies the relationship: 0°&lt;a&lt;5°, camber angles of wheels can be automatically changed when the wheels move up and down, the change of the wheel span and the wear of the wheels can be reduced, and the wheels can also cling to the ground well, which can improve the stability of the all-terrain vehicle. 
     In some examples of the present disclosure, an included between the upper tie rod and the horizontal plane is b, an included between the lower tie rod and the horizontal plane is c, and b and c satisfy a relationship: b&lt;c. 
     In some examples of the present disclosure, b and c respectively satisfy relationships: 0°&lt;b≤28°, 0°&lt;c≤30°. 
     In some examples of the present disclosure, a satisfies a relationship: 0°&lt;a&lt;3°. 
     In some examples of the present disclosure, the all-terrain vehicle further includes: an axle support and a control rod, the axle support being connected to the rear end of the trailing arm, an inner end of the control rod being connected to the frame and an outer end being connected to the axle support, and the control rod being located between the upper tie rod and the lower tie rod. 
     In some examples of the present disclosure, the control rod has an included angle with the upper tie rod and an included angle with the lower tie rod. 
     In some examples of the present disclosure, the included angle between the control rod and the lower tie rod is d, and d satisfies a relationship: 0°&lt;d&lt;5°. 
     In some examples of the present disclosure, the length of the control rod is greater than a length of the upper tie rod and greater than a length of the lower tie rod. 
     In some examples of the present disclosure, the outer end of the control rod is outward beyond a line connecting the outer end of the upper tie rod and the outer end of the lower tie rod; and/or the inner end of the control rod is inward beyond a line connecting the inner end of the upper tie rod and the inner end of the lower tie rod. 
     In some examples of the present disclosure, the outer end of the control rod is located on the rear side of the line connecting the outer end of the upper tie rod and the outer end of the lower tie rod. Some of the additional aspects and advantages of the present disclosure will be provided in the following description, and some will become apparent from the following description, or be learned by practice of the present disclosure. 
     One or more embodiments of the present disclosure propose an all-terrain vehicle, which is provided with an upper tie rod and a lower tie rod, so that the rear wheel suspension has a large travel. 
     An all-terrain vehicle according to one or more embodiments of the present disclosure includes: a frame; a trailing arm, a front end of the trailing arm being connected to the frame; an axle support, the axle support having an upper mounting end and a lower mounting end, and the upper mounting end and the lower mounting end being spaced in the vertical direction and connected to a rear end of the trailing arm; an upper tie rod, an inner end of the upper tie rod being connected to the frame and an outer end of the upper tie rod being mounted at the rear end of the trailing arm; and a lower tie rod, an inner end of the lower tie rod being connected to the frame and an outer end of the lower tie rod being mounted at the rear end of the trailing arm, and the lower tie rod being located below the upper tie rod, wherein a mounting axis of the upper mounting end at the rear end of the trailing arm and a mounting axis of the outer end of the upper tie rod at the rear end of the trailing arm are non-collinear, and/or a mounting axis of the lower mounting end at the rear end of the trailing arm and a mounting axis of the outer end of the lower tie rod at the rear end of the trailing arm are non-collinear. 
     Accordingly, the all-terrain vehicle of one or more embodiments of the present disclosure is provided with an upper tie rod and a lower tie rod, which can increase the demand for a larger wheel suspension travel, so as to improve the comfort performance of the rear suspension of the all-terrain vehicle. 
     According to some embodiments of the present disclosure, the mounting axis of the upper mounting end at the rear end of the trailing arm is located outside the mounting axis of the outer end of the upper tie rod at the rear end of the trailing arm in an inner-outer direction; and/or the mounting axis of the lower mounting end is located outside the mounting axis of the outer end of the lower tie rod in an outer-inner direction. 
     According to some embodiments of the present disclosure, the mounting axis of the upper mounting end is located above the mounting axis of the outer end of the upper tie rod in an up-down direction; and/or the mounting axis of the lower mounting end is located above the mounting axis of the outer end of the lower tie rod in the up-down direction. 
     According to some embodiments of the present disclosure, the outer end of the upper tie rod is located on the rear side of the upper mounting end in an front-rear direction; and/or the outer end of the lower tie rod is located on the rear side of the lower mounting end in the front-rear direction. 
     According to some embodiments of the present disclosure, the mounting axis of the upper mounting end and the mounting axis of the outer end of the upper tie rod are arranged in parallel; and/or the mounting axis of the lower mounting end and the mounting axis of the outer end of the lower tie rod are arranged in parallel. 
     According to some embodiments of the present disclosure, the axle support is correspondingly connected with an axle, a center line between the outer end of the upper tie rod and the outer end of the lower tie rod is a first straight line, and the first straight line is arranged in parallel to a rotation kingpin axis of the axle. 
     According to some embodiments of the present disclosure, the all-terrain vehicle further includes: a bracket assembly connected to the rear end of the trailing arm, the outer end of the upper tie rod and the outer end of the lower tie rod being respectively connected to the bracket assembly. 
     According to some embodiments of the present disclosure, the bracket assembly includes: a first upper bracket, a second upper bracket, a third upper bracket, a first lower bracket, a second lower bracket and a third lower bracket, wherein the first upper bracket and the first lower bracket are arranged oppositely in the vertical direction and connected to the rear end of the trailing arm, the second upper bracket is connected between the first upper bracket and the third upper bracket, the second lower bracket is connected between the first lower bracket and the third lower bracket, the upper mounting end of the axle support is arranged between the first upper bracket and the third upper bracket and the lower mounting end of the axle support is arranged between the first lower bracket and the third lower bracket, the outer end of the upper tie rod is arranged between the second upper bracket and the third upper bracket and the outer end of the lower tie rod is arranged between the second lower bracket and the third lower bracket. 
     According to some embodiments of the present disclosure, the third upper bracket includes: a first mounting plate, a second mounting plate and a first connecting plate, wherein the first connecting plate is connected to the second upper bracket, the first mounting plate is provided with a first mounting hole and corresponds to the upper mounting end, the second mounting plate is provided with a second mounting hole and corresponds to the outer end of the upper tie rod, the first mounting plate and the second mounting plate are misaligned with one arranged inside and the other arranged outside, and the axes of the first mounting hole and the second mounting hole are non-collinear; and/or the third lower bracket includes: a third mounting plate, a fourth mounting plate and a second connecting plate, wherein the second connecting plate is connected to the second lower bracket, the third mounting plate is provided with a third mounting hole and corresponds to the lower mounting end, the fourth mounting plate is provided with a fourth mounting hole and corresponds to the outer end of the lower tie rod, the third mounting plate and the fourth mounting plate are misaligned with one arranged inside and the other arranged outside, and the axes of the third mounting hole and the fourth mounting hole are non-collinear. 
     According to some embodiments of the present disclosure, the all-terrain vehicle further includes: a toe control rod, an outer end of the toe control rod being connected to the axle support and an inner end being connected to the frame, and the toe control rod being located between the upper tie rod and the lower tie rod. 
     According to some embodiments of the present disclosure, the rear end of the axle support is provided with a toe knuckle arm seat, and the outer end of the toe control rod is connected to the toe knuckle arm seat. 
     According to some embodiments of the present disclosure, the length of the toe control rod is greater than the length of the upper tie rod and greater than the length of the lower tie rod; the outer end of the toe control rod is outward beyond the line connecting the outer end of the upper tie rod and the outer end of the lower tie rod; and/or the inner end of the toe control rod is inward beyond the line connecting the inner end of the upper tie rod and the inner end of the lower tie rod. 
     According to some embodiments of the present disclosure, the all-terrain vehicle further includes: a fixed plate arranged on a rear side of the frame, the inner end of the toe control rod, the inner end of the upper tie rod and the inner end of the lower tie rod being arranged on the fixed plate. 
     According to some embodiments of the present disclosure, the all-terrain vehicle further includes a driving device, an axle shaft and a stabilizer bar, wherein the driving device is arranged on the frame, the axle shaft is in transmission fit with the driving device and an outer end extends toward the axle support; the stabilizer bar is arranged on the frame and the trailing arm and located on the upper front side of the axle shaft and on the front side of the driving device. 
     According to some embodiments of the present disclosure, the stabilizer bar includes: a main bar section and branch bar sections, the main bar section being arranged on the frame, the branch bar sections being connected to both sides of the main bar section and extending toward a rear direction, and rear end of each of the branch bar sections being coupled to an upper part of the trailing arm. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above and/or additional aspects and advantages of the present disclosure will become apparent and readily appreciated from the following descriptions about embodiments with reference to the drawings, in which: 
         FIG. 1  is a perspective view of an all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 2  is a partial enlarged view of part A in  FIG. 1 ; 
         FIG. 3  is a rear view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 4  is a partial structural side view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 5  is a perspective view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 6  is a side view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 7  is a top view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 8  is a rear view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 9  is an exploded view of the all-terrain vehicle according to an embodiment of the present disclosure; 
         FIG. 10  is a partial structural exploded view of the all-terrain vehicle according to an embodiment of the present disclosure from one perspective; and 
         FIG. 11  is a partial structural side view of the all-terrain vehicle according to an embodiment of the present disclosure from another perspective. 
     
    
    
     REFERENCE NUMERALS 
     
         
         
           
             All-terrain vehicle  100 ; 
             Frame  10 ; trailing arm  20 ; upper tie rod  50 ; lower tie rod  51 ; control rod  52 ; axle support  40 ; axle  43 ; support  11 ; left mounting seat  12 ; right mounting seat  13 ; shock absorber  21 ; first mounting seat  22 ; second mounting seat  23 ; third mounting seat  24 ; bracket assembly  30 ; first upper bracket  31 ; second upper bracket  32 ; third upper bracket  33 ; first mounting plate  331 ; first mounting hole  3311 ; second mounting plate  332 ; second mounting hole  3321 ; first connecting plate  333 ; first lower bracket  34 ; second lower bracket  35 ; third lower bracket  36 ; third mounting plate  361 ; third mounting hole  3611 ; fourth mounting plate  362 ; fourth mounting hole  3621 ; second connecting plate  363 ; upper mounting end  41 ; lower mounting end  42 ; rear brake inlay  44 ; joint bearing  45 ; toe knuckle arm seat  46 ; hub bearing  47 ; fixed plate  60 ; driving device  70 ; rear transmission shaft  71 ; axle shaft  80 ; stabilizer bar  90 ; main bar section  91 ; support rod section  92 ; connecting rod section  93 ; bolt  200 ; nut  300 ; first straight line  400 ; rotation kingpin axis  500 . 
           
         
       
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure will be described in detail below, and the embodiments described with reference to the drawings are exemplary. The embodiments of the present disclosure are described in detail below. 
     An all-terrain vehicle  100  according to embodiments of the present disclosure is described below with reference to  FIGS. 1-4 . 
     As shown in  FIG. 1  and  FIG. 3 , the all-terrain vehicle  100  according to the embodiments of the present disclosure may mainly include: a frame  10 , a trailing arm  20 , an upper tie rod  50  and a lower tie rod  51 . A front end of the trailing arm  20  is connected and fixed to the frame  10 , an inner end of the upper tie rod  50  is connected to the frame  10  and an outer end is mounted on a rear end of the trailing arm  20 , an inner end of the lower tie rod  51  is connected to the frame  10  and an outer end is mounted on the rear end of the trailing arm  20 , so that the upper tie rod  50  and the lower tie rod  51  can be stably and firmly mounted on the all-terrain vehicle  100 . The upper tie rod  50  and the lower tie rod  51  can not only prevent the all-terrain vehicle  100  from turning and rolling, but also can improve the driving stability and ride comfort of the all-terrain vehicle  100 . 
     As shown in  FIGS. 1, 2 and 3 , the lower tie rod  51  is located below the upper tie rod  50 , the included angle between the upper tie rod  50  and the lower tie rod  51  is a, and a satisfies the relationship: 0°&lt;a&lt;5°. Specifically, because the lower tie rod  51  should be longer than the upper tie rod  50 , the lower tie rod  51  can be inclined relative to the upper tie rod  50  without changing the positions of the outer ends and inner ends of the upper tie rod  50  and the lower tie rod  51 . The lower tie rod  51  has an included angle with respect to the upper tie rod  50 , so that the upper tie rod  50  is stably and firmly mounted on the vehicle. In addition, not only can wheels automatically change their camber angles when moving up and down, but the change of the wheel span and the wear of the wheels can be reduced, and the wheels can also cling to the ground well, which can improve the stability of the all-terrain vehicle  100 . 
     As shown in  FIG. 3 , the included angle between the upper tie rod  50  and the horizontal plane is b, the included angle between the lower tie rod  51  and the horizontal plane is c, and b and c satisfy the relationship: b&lt;c. When the wheels of the terrain vehicle  100  move up and down, the upper tie rod  50  has a smaller movement radian than the lower tie rod  51 , which will cause the wheels to move slightly inward and outward, but has a small impact on bottoms of the wheels, thereby effectively reducing the wear of the wheels and improving the ride comfort and direction stability of the vehicle. 
     As shown in  FIG. 3 , b and c respectively satisfy the relationships: 0°&lt;b≤28°, 0°&lt;c≤30°. Under the premise that the included angle b between the upper tie rod  50  and the horizontal plane is smaller than the included angle c between the lower tie rod  51  and the horizontal plane, the reasonable configuration of the included angle b between the upper tie rod  50  and the horizontal plane and the included angle c between the lower tie rod  51  and the horizontal plane can not only facilitate the installation of the upper tie rod  50  and the lower tie rod  51 , but also enables the upper tie rod  50  and the lower tie rod  51  to automatically change the camber angle of the all-terrain vehicle  100  during travel, and can also absorb the lateral force borne by the wheels and reduce the inclination of the all-terrain vehicle  100  when the wheels turn. 
     As shown in  FIG. 1  and  FIG. 3 , a satisfies the relationship: 0°&lt;a&lt;3°, which ensures an angle between the upper tie rod  50  and the lower tie rod  51 , and further defines the range of the included angle between the upper tie rod  50  and the lower tie rod  51 , thereby further improving the performance of the upper tie rod  50  and the lower tie rod  51  and further improving the reliability of the upper tie rod  50  and the lower tie rod  51 . 
     As shown in  FIGS. 1-4 , the all-terrain vehicle  100  may further mainly include: an axle support  40  and a control rod  52 . The axle support  40  is connected to the rear end of the trailing arm  20 , an inner end of the control rod  52  is connected to the frame  10  and an outer end is connected to the axle support  40 , and the control rod  52  is located between the upper tie rod  50  and the lower tie rod  51 . Specifically, the control rod  52  is arranged between the upper tie rod  50  and the lower tie rod  51 , and the control rod  52 , the upper tie rod  50  and the lower tie rod  51  can jointly control or adjust the wheels, so that positioning parameters for the wheels can be adjusted more effectively, the wheels can obtain a larger travel, and the motion trajectory of the wheel can be controlled more effectively. In addition, an axle  43  is arranged on the axle support  40  to connect the wheels. 
     As shown in  FIG. 1  and  FIG. 3 , the control rod  52  has an included angle with the upper tie rod  50  and an included angle with the lower tie rod  51 . Specifically, the control rod  52  is arranged at angles with the upper tie rod  50  and the lower tie rod  51 , which can further reduce the change of the wheel span, further reduce the wear of the wheels, and further improve the structural reliability of the all-terrain vehicle  100 . 
     As shown in  FIG. 1  and  FIG. 3 , the included angle between the control rod  52  and the lower tie rod  51  is d, and d satisfies the relationship: 0°&lt;d&lt;5°. Under the premise that there is an included angle between the control rod  52  and the lower tie rod  51 , the angle between the control rod  52  and the lower tie rod  51  is reasonably configured to prevent the control rod  52  from losing the function of controlling and adjusting wheels due to an excessive included angle between the control rod  52  and the lower tie rod  51 . In addition, the control rod  52  can be conveniently mounted between the upper tie rod  50  and the lower tie rod  51 , and the included angle between the control rod  52  and the lower tie rod  51  is prevented from being too large to cause the control rod  52  to occupy too much space in the vertical direction, and to cause a larger interval between the lower tie rod  51  and the control rod  52  so that the wheels cannot be effectively controlled and adjusted. 
     As shown in  FIG. 3 , the length of the control rod  52  is greater than the length of the upper tie rod  50  and greater than the length of the lower tie rod  51 , which not only can increase toe values of the wheels to make the all-terrain vehicle  100  tend to understeer, but also can facilitate the adjustment of wheel positioning parameters by the control rod  52 , and further improve the structural performance of the all-terrain vehicle  100  without changing the mounting positions and structures of the upper tie rod  50  and the lower tie rod  51 , thereby improving user&#39;s experience and operation on the all-terrain vehicle  100 . 
     As shown in  FIG. 3 , the outer end of the control rod  52  is outward beyond the line connecting the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51 , so that the connecting positions of the outer ends of the control rod  52 , the upper tie rod  50  and the lower tie rod  51  on the axle support  40  are not on a straight line, and the control rod  52 , the upper tie rod  50  and the lower tie rod  51  can control and adjust the roll angle and toe angle of the wheels from different angles, which can further improve the stability of the wheels and further improve the reliability of the all-terrain vehicle  100 . 
     As shown in  FIG. 3 , the inner end of the control rod  52  is inward beyond the line connecting the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51 . Specifically, the inner end of the control rod  52  is arranged inward beyond the line connecting the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51 , which can further increase the length of the control rod  52  and further facilitate the control and adjustment of wheel positioning parameters by the control rod  52 . 
     As shown in  FIG. 3  and  FIG. 4 , the outer end of the control rod  52  is located on the rear side of the line connecting the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51 . With such configuration, when the all-terrain vehicle  100  rotates or runs on bumpy roads and the wheels move up and down or roll inward and outward, the control rod  52 , the upper tie rod  50  and the lower tie rod  51  can control and adjust the wheels from different directions, with better adjustment effects on the positioning parameters for the wheels, which can further improve the stability and ride comfort of the all-terrain vehicle  100 . 
     An all-terrain vehicle  100  according to some embodiments of the present disclosure is described below with reference to  FIGS. 5-11 . 
     As shown in  FIGS. 5, 8 and 11 , the all-terrain vehicle  100  includes: a frame  10 , a trailing arm  20 , a bracket assembly  30 , an axle support  40 , an upper tie rod  50  and a lower tie rod  51 . The frame  10  is a base of the vehicle and can support almost all parts on the vehicle. 
     As shown in  FIGS. 6 and 9 , the trailing arm  20  is arranged in the front-rear direction of the frame  10 , and there may be two trailing arms  20 . The two trailing arms  20  are respectively arranged on left and right sides of the frame  10 , the trailing arms  20  are a main body for connecting the front and rear ends of the frame  10 , and the front ends of the trailing arms  20  are connected to the frame  10 , for example, first mounting seats  22  at the front ends of the trailing arms  20  may be rotatably connected to the frame  10  through joint bearings  45 . There are two bracket assemblies  30 , and the two bracket assemblies  30  are respectively connected to the rear ends of the two trailing arms  20 , for example, the bracket assemblies  30  may be connected to the rear ends of the trailing arms  20  by integral molding, which can reduce the mounting steps of connection between the rear ends of the trailing arms  20  and the bracket assemblies  30 , so as to improve production efficiency. 
     As shown in  FIG. 6 , the two axle supports  40  each have an upper mounting end  41  and a lower mounting end  42 , which are spaced in the vertical direction, and the upper mounting end  41  and the lower mounting end  42  are both connected to the rear end of the trailing arm  20 . Specifically, the upper mounting end  41  is connected to the upper end of the bracket assembly  30 , the lower mounting end  42  is connected to the lower end of the bracket assembly  30 , and the upper mounting end  41  and the lower mounting end  42  are collinear with the center of the axle support  40 , so that the axle support  40  can be stably connected with the bracket assembly  30 . In addition, two axle supports  40  are configured, and the two axle supports  40  are respectively connected to the bracket assemblies  30  on the left and right sides. The axle supports  40  may be rotatably connected to axles  43  of wheels to drive the all-terrain vehicle  100  to move by means of the rotation of the wheels on the axle support  40 . 
     As shown in  FIGS. 7 and 8 , there are two upper tie rods  50  and two lower tie rods  51 , the two upper tie rods  50  and the two lower tie rods  51  are arranged symmetrically about the longitudinal center line of the frame  10 . the inner ends of the upper tie rods  50  are connected to the frame  10 , the outer ends of the upper tie rods  50  are mounted at the rear ends of the trailing arms  20 , the inner ends of the lower tie rods  51  are connected to the frame  10 , the outer ends of the lower tie rods  51  are mounted at the rear ends of the trailing arms  20 , and the lower tie rods  51  are located below the upper tie rods  50 . It should be noted that the inner ends of the upper tie rods  50  and the lower tie rods  51  refer to the ends of the upper tie rods  50  and the lower tie rods  51  close to the longitudinal center line of the frame  10 , and the outer ends of the upper tie rods  50  and the lower tie rods  51  refer to the ends of the upper tie rods  50  and the lower tie rods  51  facing the axle supports  40 . Through the upper tie rods  50  and the lower tie rods  51 , the camber angle of the all-terrain vehicle  100  during travel can be automatically changed, the lateral force borne by the wheels can also be absorbed, and the inclination of the all-terrain vehicle  100  can be reduced when the wheels turn. 
     In addition, as shown in  FIG. 11 , the mounting axis of the upper mounting end  41  at the rear end of the trailing arm  20  and the mounting axis of the outer end of the upper tie rod  50  on the trailing arm  20  are non-collinear, and/or the mounting axis of the lower mounting end  42  on the trailing arm  20  and the mounting axis of the outer end of the lower tie rod  51  on the trailing arm  20  are non-collinear. 
     That is, according to some embodiments of the present disclosure, the mounting axis of the upper mounting end  41  may be non-collinear with the mounting axis of the outer end of the upper tie rod  50 , and the mounting axis of the lower mounting end  42  may be collinear with the mounting axis of the outer end of the lower tie rod  51 . According to other embodiments of the present disclosure, the mounting axis of the upper mounting end  41  may be collinear with the mounting axis of the outer end of the upper tie rod  50 , and the mounting axis of the lower mounting end  42  may be non-collinear with the mounting axis of the outer end of the lower tie rod  51 . According to still other embodiments of the present disclosure, the mounting axis of the upper mounting end  41  is non-collinear with the mounting axis of the outer end of the upper tie rod  50 , and the mounting axis of the lower mounting end  42  is non-collinear with the mounting axis of the outer end of the lower tie rod  51 . 
     In the embodiments of the present disclosure, the third mounting mode is adopted, so that the upper tie rod  50  and the lower tie rod  51  have a larger movable space in the vertical direction, the travels of the upper tie rod  50  and the lower tie rod  51  in the vertical direction can be increased, and the all-terrain vehicle travels more smoothly on bumpy roads, thereby improving the driving experience. In addition, the mounting ends of the axle support  40 , the ends of the upper tie rod  50  and the ends of the lower tie rod  51  all need to be fixed by fasteners, which can reduce the strength of the fasteners and improve the structural reliability of the all-terrain vehicle  100 . 
     As shown in  FIGS. 8 and 11 , the mounting axis of the upper mounting end  41  on the trailing arm  20  is located outside the mounting axis of the outer end of the upper tie rod  50  in the inner-outer direction, and/or, the mounting axis of the lower mounting end  42  is located outside the mounting axis of the outer end of the lower tie rod  51  in the outer-inner direction. It is understandable that the misalignment of the mounting axis of the upper mounting end  41  and the mounting axis of the outer end of the upper tie rod  50 , and the misalignment of the mounting axis of the lower mounting end  42  and the mounting axis of the outer end of the lower tie rod  51  can reduce spaces required by the arrangement of the axle support  40 , the upper tie rod  50  and the lower tie rod  51  in the outer-inner direction. In addition, the misalignment of the mounting axes can provide clearance spaces, which can facilitate the installation and removal of the axle support  40 , the upper tie rod  50  and the lower tie rod  51 . 
     As shown in  FIGS. 8 and 11 , the mounting axis of the upper mounting end  41  is located above the mounting axis of the outer end of the upper tie rod  50  in the up-down direction, and/or the mounting axis of the lower mounting end  42  is located above the mounting axis of the outer end of the lower tie rod  51 . It is understandable that the misalignment of the mounting axis of the upper mounting end  41  and the mounting axis of the outer end of the upper tie rod  50 , and the misalignment of the mounting axis of the lower mounting end  42  and the mounting axis of the outer end of the lower tie rod  51  can reduce spaces required by the arrangement of the axle support  40 , the upper tie rod  50  and the lower tie rod  51  in the up-down direction. In addition, the misalignment of the mounting axes can provide clearance spaces, which can facilitate the installation and removal of the axle support  40 , the upper tie rod  50  and the lower tie rod  51 . 
     As shown in  FIGS. 8 and 11 , the outer end of the upper tie rod  50  is located on the rear side of the upper mounting end  41  in the front-rear direction, and the outer end of the lower tie rod  51  is also located on the rear side of the lower mounting end  42 , which can facilitate the connection between the upper tie rod  50  and the upper mounting end  41  and the connection between the lower tie rod  51  and the lower mounting end  42 , prevent the installation of the upper tie rod  50  and the lower tie rod  51  from affecting the installation of other components of the all-terrain vehicle  100 , and make the mass distribution of the all-terrain vehicle  100  in the front-rear direction more uniform, so that the structural distribution of the all-terrain vehicle  100  can be more reasonable, and the structural design of the all-terrain vehicle  100  can be optimized. 
     As shown in  FIG. 11 , the mounting axis of the upper mounting end  41  is parallel to the mounting axis of the outer end of the upper tie rod  50 , and/or the mounting axis of the lower mounting end  42  is parallel to the mounting axis of the outer end of the lower tie rod  51 . That is, the mounting axis of the upper mounting end  41  and the mounting axis of the outer end of the upper tie rod  50  can be arranged in parallel, and the mounting axis of the lower mounting end  42  and the mounting axis of the outer end of the lower tie rod  51  can also be arranged in parallel, or the mounting axis of the upper mounting end  41  and the mounting axis of the outer end of the upper tie rod  50 , as well as the mounting axis of the lower mounting end  42  and the mounting axis of the outer end of the lower tie rod  51  can be arranged in parallel. 
     In the embodiment of the present disclosure, the mounting axis of the upper mounting end  41  and the mounting axis of the outer end of the upper tie rod  50 , as well as the mounting axis of the lower mounting end  42  and the mounting axis of the outer end of the lower tie rod  51  can be arranged in parallel, so that the force of the upper tie rod  50  or the lower tie rod  51  and the axle support  40  on the bracket assembly  30  is distributed more evenly to avoid stress concentration and protect the structure of the bracket assembly  30 , and the connection relationship between the upper mounting end  41  and the upper tie rod  50  and the connection relationship between the lower mounting end  42  and the lower tie rod  51  are not easily damaged. 
     In an embodiment of the present disclosure, as shown in  FIGS. 9 and 11 , the axle support  40  is correspondingly connected with an axle  43 , the center line between the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51  is a first straight line  400 , and the first straight line  400  is arranged in parallel to a rotation kingpin axis  500  of the axle  43 . It is understandable that if the center line between the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51  has a certain inclination angle with the rotation kingpin axis  500  of the axle  43 , when the all-terrain vehicle  100  is running, the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51  generate different magnitudes of force on the upper and lower ends of the bracket assembly  30 , which not only affects the structural strength of the bracket assembly  30 , but also affects the normal rotation of the axle  43 . Correspondingly, when the normal rotation of the axle  43  is affected, the connection relationship between the upper tie rod  50  or the lower tie rod  51  and the bracket assembly  30  will be affected, and then the travels of the upper and lower tie rods  50  and  51  in the vertical direction will be affected. Therefore, the reasonable arrangement of the outer end of the upper tie rod  50 , the outer end of the lower tie rod  51  and the axle support  40  can improve the overall structural strength of the all-terrain vehicle  100  and ensure the running stability of the all-terrain vehicle. 
     As shown in  FIG. 9 , the all-terrain vehicle may further mainly include: a bracket assembly  30 , the bracket assembly  30  being connected to the rear end of the trailing arm  20 , and the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51  being respectively connected to the bracket assembly  30 . Specifically, the outer ends of the upper tie rod  50  and the lower tie rod  51  are first respectively connected to the bracket assembly  30 , and then the bracket assembly  30  provided with the upper tie rod  50  and the lower tie rod  51  is integrally connected to the rear end of the trailing arm  20 . With such arrangement, the outer ends of the upper tie rod  50  and the lower tie rod  51  can be simultaneously mounted on the trailing arm  20  to improve the mounting efficiency, and the outer ends of the upper tie rod  50  and the lower tie rod  51  can be conveniently disassembled and replaced, that is, the outer ends of the upper tie rod  50  and the lower tie rod  51  can be detached only by detaching the bracket assembly  30  from the trailing arm  20 , without separately detaching the upper tie rod  50  and the lower tie rod  51  in sequence. 
     In addition, the bracket assembly  30  can not only increase the strength of installation of the outer ends of the upper tie rod  50  and the lower tie rod  51  on the trailing arm  20 , but also can protect the outer ends of the upper tie rod  50  and the lower tie rod  51 , and can prevent external forces from impacting the outer ends of the upper tie rod  50  and the lower tie rod  51  to damage the outer ends of the upper tie rod  50  and the lower tie rod  51 , which can further improve the structural reliability of the all-terrain vehicle  100 . 
     Further, a rear brake inlay  44  is also arranged at the rear end of the trailing arm  20 . The rear brake inlay  44  can be in contact with the front end of the axle support  40  to prevent the axle  43  of the wheel from rotating. Specifically, a brake pad may be installed on the rear brake inlay  44 , and a brake disc may be installed on the axle  43  of the wheel. The wheel can be braked by friction between the brake pad and the brake disc, which can improve the controllability of the all-terrain vehicle  100 . 
     As shown in  FIG. 11 , the bracket assembly  30  includes: a first upper bracket  31 , a second upper bracket  32 , a third upper bracket  33 , a first lower bracket  34 , a second lower bracket  35  and a third lower bracket  36 . The first upper bracket  31  and the first lower bracket  34  are arranged oppositely and connected to the rear end of the trailing arm  20 , the second upper bracket  32  is connected between the first upper bracket  31  and the third upper bracket  33 , the second lower bracket  35  is connected between the first lower bracket  34  and the third lower bracket  36 , the upper mounting end  41  of the axle support  40  is arranged between the first upper bracket  31  and the third upper bracket  33 , and the lower mounting end  42  of the axle support  40  is arranged between the first lower bracket  34  and the third lower bracket  36 . The outer end of the upper tie rod  50  is arranged between the second upper bracket  32  and the third upper bracket  33 , and the outer end of the lower tie rod  51  is arranged between the second lower bracket  35  and the third lower bracket  36 . 
     It is understandable that the vertically opposite arrangement of the first upper bracket  31  and the first lower bracket  34  can ensure that the upper mounting end  41  of the axle support  40  and the lower mounting end  42  of the axle support  40  are collinear with the center of the axle support, to avoid the generation of an inclination angle from causing the interaction force generated after the installation of the upper mounting end  41  of the axle support  40  and the bracket assembly  30  to be different from the interaction force generated by the lower mounting end  42  of the axle support  40  and the bracket assembly  30 , which thereby affects the structural strength of the bracket assembly  30 . Therefore, both the upper mounting end  41  of the axle support  40  and the lower mounting end  42  of the axle support  40  are arranged in the vertical direction, to improve the structural strength of the bracket assembly  30 . Moreover, the bracket assembly  30  arranged in this way can complete the fixing of multiple mounts through brackets, and can also prevent the corresponding mounting ends from being collinear to hinder the installation of fasteners. 
     Further, as shown in  FIGS. 10 and 11 , the third upper bracket  33  includes: a first mounting plate  331 , a second mounting plate  332  and a first connecting plate  333 . The first connecting plate  333  is connected to the second upper bracket  32 , the first mounting plate  331  is provided with a first mounting hole  3311 , and the first mounting plate  331  corresponds to the upper mounting end  41 . The second mounting plate  332  is provided with a second mounting hole  3321 , and the second mounting plate  332  corresponds to the outer end of the upper tie rod  50 . The first mounting plate  331  and the second mounting plate  332  are misaligned with one arranged inside and the other arranged outside, so that the axes of the first mounting hole  3311  and the second mounting hole  3321  are non-collinear. The first mounting plate  331 , the second mounting plate  332  and the first connecting plate  333  may be of an integrally formed structure, which facilitates processing and can also reduce the installation steps of the third upper bracket  33 . The first mounting plate  331  corresponds to the upper mounting end  41 , which can facilitate the installation of the first mounting hole  3311  with the upper mounting end  41 . The second mounting plate  332  corresponds to the outer end of the upper tie rod  50 , which can facilitate the installation of the second mounting hole  3321  with the outer end of the upper tie rod  50 . The misalignment of the first mounting plate  331  and the second mounting plate  332  can realize the misalignment of the first mounting hole  3311  and the second mounting hole  3321 , so that the axle support  40  can be assembled with the outer end of the upper tie rod  50  and the bracket assembly  30  more conveniently, and the assembled structure is more compact. 
     Alternatively, as shown in  FIGS. 10 and 11 , the third lower bracket  36  includes: a third mounting plate  361 , a fourth mounting plate  362  and a second connecting plate  363 . The second connecting plate  363  is connected to the second lower bracket  35 , the third mounting plate  361  is provided with a third mounting hole  3611 , and the third mounting plate  361  corresponds to the lower mounting end  42 . The fourth mounting plate  362  is provided with a fourth mounting hole  3621 , and the fourth mounting plate  362  corresponds to the outer end of the lower tie rod  51 . The third mounting plate  361  and the fourth mounting plate  362  are misaligned with one arranged inside and the other arranged outside, so that the axes of the third mounting hole  3611  and the fourth mounting hole  3621  are non-collinear. The third mounting plate  361 , the fourth mounting plate  362  and the second connecting plate  363  may be of an integrally formed structure, which facilitates processing and can also reduce the installation steps of the third lower bracket  36 . The third mounting plate  361  corresponds to the lower mounting end  42 , which can facilitate the installation of the third mounting hole  3611  with the lower mounting end  42 . The fourth mounting plate  362  corresponds to the lower tie rod  51 , which can facilitate the installation of the fourth mounting hole  3621  with the lower tie rod  51 . The misalignment of the third mounting plate  361  and the fourth mounting plate  362  can realize the misalignment of the third mounting hole  3611  and the fourth mounting hole  3621 , so that the axle support  40  can be assembled with the outer end of the lower tie rod  51  and the bracket assembly  30  more conveniently, and the assembled structure is more compact. 
     Further, as shown in  FIG. 11 , both the third upper bracket  33  and the third lower bracket  36  can be arranged in the above two solutions, so that the third upper bracket  33  and the third lower bracket  36  are arranged oppositely in the vertical direction, the structure formed by the connection of the third upper bracket  33  the third lower bracket  36  with the axle support  40 , upper tie rod  50  and lower tie rod  51  is more reasonable and compact, and the structural strength of the bracket assembly  30  can be improved. 
     In an embodiment of the present disclosure, the all-terrain vehicle  100  further includes: a control rod  52  (also referred to as a toe control rod), an outer end of the control rod  52  being connected to the axle support  40 , an inner end of the control rod  52  being connected to the frame  10 , and the control rod  52  being located between the upper tie rod  50  and the lower tie rod  51 . The number of control rods  52  is two, and the two control rods  52  are arranged symmetrically about the center line of the frame  10 . The control rod  52  on the left can control the left wheel, and the control rod  52  on the right can control the right wheel. For example, the control rods  52  can facilitate the return of the wheels when the vehicle turns, that is, the control rods  52  can ensure straight driving of the vehicle. Through the control rods  52 , wheel positioning parameters such as a kingpin caster angle and a kingpin inclination angle can be effectively adjusted, so that the rear wheels can obtain a larger travel in the up-down direction; and the control rods  52  can effectively control the motion trajectory of the rear wheels. 
     As shown in  FIGS. 6 and 8 , the outer end of the upper tie rod  50  is located on the rear side of the upper mounting end  41 , the outer end of the lower tie rod  51  is located on the rear side of the lower mounting end  42 , the rear end of the axle support  40  is provided with a toe knuckle arm seat  46 , and the outer end of the control rod  52  is connected to the toe knuckle arm seat  46 . Specifically, the toe knuckle arm seat  46  is provided with a threaded hole, and the outer end of the control rod  52  can be connected with the threaded hole on the toe knuckle arm seat  46  by a fastener. 
     In addition, the upper tie rod  50 , the lower tie rod  51  and the control rod  52  are all connected to the rear side of the axle support  40 , so that the axle support  40  can be controlled simultaneously in all directions by the upper tie rod  50 , the lower tie rod  51  and the control rod  52 , to control the running state of the vehicle. It is understandable that if the upper tie rod  50 , the lower tie rod  51  and the control rod  52  are arranged in different directions, there may be mutual interference. Therefore, the upper tie rod  50 , the lower tie rod  51  and the control rod  52  are all arranged on the rear side of the axle support  40 , which can improve the control performance. 
     Further, the length of the control rod  52  is greater than the length of the upper tie rod  50  and greater than the length of the lower tie rod  51 . In this way, the control rod  52  can have better control performance than the upper tie rod  50  and the lower tie rod  51 , so that the bracket assembly  30  can have a larger travel in the up-down direction. 
     In addition, the outer end of the control rod  52  is outward beyond the line connecting the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51 , and/or the inner end of the control rod  52  is inward beyond the line connecting the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51 . 
     That is, the outer end of the control rod  52  may be outward beyond the line connecting the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51 , or the inner end of the control rod  52  may also be inward beyond the line connecting the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51 , or the outer end of the control rod  52  is outward beyond the line connecting the outer end of the upper tie rod  50  and the outer end of the lower tie rod  51 , and the inner end of the control rod  52  is also inward beyond the line connecting the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51 . In the embodiments of the present disclosure, the third solution described above is used, that is, the length of the control rod  52  is greater than the lengths of the upper tie rod  50  and the lower tie rod  51 , so that the movement of the bracket assembly  30  in the up-down direction is more stable. 
     In an embodiment of the present disclosure, as shown in  FIG. 5 , the all-terrain vehicle  100  further includes: a fixed plate  60 . The fixed plate  60  is arranged on the rear side of the frame  10 , and the inner end of the control rod  52 , the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51  are all arranged on the fixed plate  60 . The fixed plate  60  is fixedly connected to the frame  10 , so that the inner end of the control rod  52 , the inner end of the upper tie rod  50  and the inner end of the lower tie rod  51  are all fixed, which can ensure the stability of the all-terrain vehicle  100 . 
     Further, as shown in  FIG. 5 , the all-terrain vehicle  100  further includes: a driving device  70 , an axle shaft  80  and a stabilizer bar  90 . The driving device  70  is arranged on the frame  10 , the axle shaft  80  is in transmission fit with the driving device  70 , and an outer end of the axle shaft  80  extends toward the axle support  40 . The stabilizer bar  90  is arranged on the frame  10  and the trailing arm  20 , and the stabilizer bar  90  is located on the front side of the axle shaft  80  and on the front side of the driving device  70 . It can be understood that there are two axle shafts  80 . One ends of the axle shafts  80  are connected to both sides of the driving device  70 , and the other ends are provided with an axle  43 . The axle  43  passes through the axle support  40  and a hub bearing  47 . The hub bearing  47  can reduce the friction between the axle  43  and the axle support  40 , so as to protect the axle support  40 . The stabilizer bar  90  is arranged on the frame  10  and the trailing arm  20  to improve the stability of the frame  10 , and the stabilizer bar  90  is located on the upper front side of the axle shaft  80 , which enables the rear space of the vehicle to be larger, increases the formation of rear suspension movement. and will not cause interference to the transmission of the axle shaft  80 . The driving device may be a fuel engine. 
     In detail, as shown in  FIGS. 5 and 6 , the stabilizer bar  90  includes: a main bar section  91  and branch bar sections  92 . The main bar section  91  is arranged on the frame  10 , the branch bar sections  92  are connected to both sides of the main bar section  91 , the branch bar sections  92  extend toward a rear direction, and the rear end of each of the branch bar sections  92  is coupled to an upper part of the trailing arm  20 . It can be understood that the branch bar sections  92  of the stabilizer bar  90  and the trailing arm  20  extend in the same direction, which can ensure the stability of the stabilizer bar  90  on the trailing arms  20 . 
     In addition, as shown in  FIGS. 5 and 6 , the all-terrain vehicle  100  further includes a shock absorber  21 , a second mounting seat  23  is further arranged on the rear end of the trailing arm  20 , and the shock absorber  21  is connected to the trailing arm  20  through the second mounting seat  23 . The number of shock absorbers  21  may be two, respectively located above the two trailing arms  20 . The shock absorbers  21  may be composed of damping springs, and the damping springs have a buffering effect and can absorb vibration generated by the vehicle on bumpy roads, which can improve driving comfort. 
     In more detail, a third mounting seat  24  is further arranged between the first mounting seat  22  and the second mounting seat  23 , a connecting rod section  93  is further arranged between the support rod section  92  and the trailing arm  20 , one end of the connecting rod section  93  is connected to the support rod section  92 , and the other end of the connecting rod section  93  is connected to the trailing arm  20  through the third mounting seat  24 . The support rod section  92  and the connecting rod section  93  can rotate relatively. In this way, when the vehicle bumps during driving, the relative rotation of the support rod section  92  and the connecting rod section  93  can further improve the passability and stability of the vehicle. 
     In an embodiment of the present disclosure, the all-terrain vehicle  100  further includes a rear transmission shaft  71 , one end of the rear transmission shaft  71  is connected to the driving device  70 , and the other end can be connected to a front transmission shaft of the all-terrain vehicle  100 . The connection point of the rear transmission shaft  71  and the front transmission shaft is located behind the main bar section  91  to transmit the power outputted by the driving device  70  to the front wheels, so that the vehicle is driven by four wheels, which makes the vehicle more powerful and have a better driving experience. 
     A rear suspension system of the all-terrain vehicle  100  according to an embodiment of the present disclosure is described in detail below. 
     As shown in  FIG. 9 , with bolts  200  and nuts  300 , one end of the upper tie rod  50  is mounted between the second mounting plate  332  and the second upper bracket  32 , one end of the lower tie rod  51  is mounted between the fourth mounting plate  362  and the second lower bracket  35 , the upper mounting end  41  of the left axle support  70  is mounted between the first upper bracket  31  and the first mounting plate  331 , and the lower mounting end  42  of the left axle support  70  is mounted between the first lower bracket  34  and the third mounting plate  361 . One end of the control rod  52  is also mounted on the toe knuckle arm seat  46  of the axle support  40  with a bolt  200  and a nut  300 . Then, the assembled left trailing arm  20  as a whole is mounted on the frame  10  with a bolt  200  and a nut  300  by inserting the joint bearing  45  in a joint bearing  45  hole in the front mounting seat  22  at the front end of the trailing arm  20 . 
     In addition, the other ends of the upper tie rod  50 , the lower tie rod  51  and the control rod  52  are respectively mounted on the fixed plate  60 , thus forming a left suspension guide mechanism. The lateral control moment arm effect applied by the upper tie rod  50  and the lower tie rod  51  can accurately control the changes of the camber angle and side slip of the wheel when the wheel hops up and down, thereby reducing tire wear. 
     Inner ball cage ends of the left and right axle shafts  80  driven at a uniform speed are respectively mounted in mounting holes of the rear driving devices  70 , and outer ball cage ends are respectively mounted in the hub bearings  47  in the left and right axle supports  40 . 
     Finally, the upper end of the shock absorber  21  is mounted on the support  11  of the frame  10  with a bolt  200  and a nut  300 , and the lower end of the shock absorber  21  is mounted on the rear mounting seat  23  of the trailing arm  20 . The overall installation of the right trailing arm  20  is the same as that of the left side. 
     In addition, after the rear suspension system is formed, as shown in  FIGS. 6 and 10 , during the up and down movement of wheels, the toe angle changes of the rear wheels can be adjusted and controlled by means of the kingpin axis rotation of the control rod  52  along the upper and lower joint bearings  45  of the axle support  40 , to achieve a certain follow-up steering function in the left and right rear wheels when the vehicle turns, so that the entire vehicle tends to understeer when turning, and the stability of the vehicle during sharp turns is improved. 
     In addition, as shown in  FIG. 6 , in the suspension system, the stabilizer bar  90  is mounted on the left mounting seat  12  and the right mounting seat  13  of the frame  10  and placed above the rear transmission shaft  71 , both ends of the stabilizer bar  90  are connected and mounted on the third mounting seats  24  of the rear left and right trailing arms  20  through the branch bar sections  92 , and the operating direction and angle of the stabilizer bar  90  are the same as those of the left and right trailing arms  20 , which can effectively utilize the longitudinal space of the rear compartment of the vehicle and improve the roll resistance of the whole vehicle. 
     In summary, the all-terrain vehicle  100  according to the embodiments of the present disclosure provides unique multi-link independent suspensions. In the left suspension, the front end of the longitudinal trailing arm  20  is connected to the frame  10 , the tail end of the trailing arm  20  is connected to the bracket assembly  30 , the axle support  40  is connected to the bracket assembly  30 , and then the bracket assembly  30  of the trailing arm  20  is connected to the tail of the frame  10  through the upper tie rod  50  and the lower tie rod  51 . Meanwhile, a separate control rod  52  is arranged between the upper tie rod  50  and the lower tie rod  51  placed horizontally in the vertical direction, one end of the control rod  52  is connected to the toe knuckle arm seat  46  of the axle support  40 , and the other end is also mounted at the tail of the frame  10 . Finally, the upper tie rod  50 , the lower tie rod  51  and the control rod  52  are fixed to the tail of the frame  10  by means of the same fixed plate  60 . The lower end of the shock absorber  21  is mounted on the trailing arm  20 , the upper end of the shock absorber  21  is arranged in the same direction as the trailing arm  20 , and the shock absorber  21  is connected with the frame  10  to form a rear suspension guiding movement mechanism to control the regular movement of the wheel up and down. In addition, the control rod  52  can effectively adjust wheel positioning parameters so that the rear wheel can obtain a larger travel, and can effectively control the motion trajectory of the rear wheel. It should be noted that, in the embodiments of the present disclosure, all the connection and hinge points adopt spherical sliding joint bearings  45 , which can rotate and swing at any angle. The right suspension is arranged symmetrically along the middle plane of the frame. 
     In the description of the present disclosure, it is to be understood that terms such as “central”, “longitudinal”, “transverse”, “length”, “width”, “thickness”, “upper”, “lower”, “front”, “rear”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “clockwise”, “counterclockwise”, “axial”, “radial”, and “circumferential” should be construed to refer to the orientation or position as shown in the drawings. These terms are for convenience and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, or be constructed and operated in a particular orientation. Thus, these terms should not be constructed to limit the present disclosure. 
     Reference throughout this specification to “an embodiment”, “some embodiments”, “an exemplary embodiment”, “an example”, “a specific example”, or “some examples” means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. Thus, the above terms throughout this specification are not necessarily referring to the same embodiment or example of the present disclosure. 
     Although embodiments of the present disclosure have been shown and described, it would be appreciated by those of ordinary skill in the art that various changes, modifications, alternatives and variations can be made in these embodiments without departing from the principles and purposes of the present disclosure. The scope of the present disclosure is defined by the claims and their equivalents.