All-terrain vehicle

Abstract

The present application relates to all-terrain vehicle technical field, particularly to a kind of all-terrain vehicle.A kind of all-terrain vehicle, comprising: frame;Vehicle body, is installed on frame and is formed with cabin, vehicle body also forms with including rear side plate, rear side plate is located at the rear side of frame;Front suspension assembly, is installed on the front side of frame;Rear suspension assembly, is installed on the rear side of frame;Power assembly, at least part is set on frame, power assembly also includes air inlet and air outlet;Air pipe assembly, including air inlet pipe and air outlet pipe, air inlet pipe is connected with air inlet, air outlet pipe is connected with air outlet hole;Air inlet seat, including mounting hole and air inlet cavity, air inlet cavity includes opening;The side surface of vehicle body has installation cavity, and along vertical direction, installation cavity is located above rear side plate;Air inlet seat is embedded in installation cavity, air inlet pipe is extended to air inlet seat at the end away from air inlet, and it is inserted into installation cavity through mounting hole.The present application has the advantages that: good sealing, high air filtration efficiency.

Description

Technical Field

[0001] This invention relates to the field of all-terrain vehicle technology, and in particular to an all-terrain vehicle. Background Technology

[0002] An all-terrain vehicle (ATV) is a vehicle capable of traveling on any terrain. ATVs can be used for off-road driving, racing, and freight transport. An ATV consists of at least a frame, a body, and a power unit. The body covers the frame. The power unit is mounted on the frame. An air intake pipe is connected to the power unit to allow air to enter. An air intake chamber is machined into the body, and the end of the air intake pipe furthest from the power unit extends into the air intake chamber. However, existing air intake chambers not only have poor sealing and low air filtration efficiency, but also poor waterproofing. Summary of the Invention

[0003] Therefore, it is necessary to provide an all-terrain vehicle with good sealing performance and high air filtration efficiency to address the above-mentioned technical problems.

[0004] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0005] An all-terrain vehicle includes: a frame; a body mounted on the frame and forming a cabin, the body including a rear side panel disposed at the rear of the frame; a front suspension assembly mounted at the front of the frame; a rear suspension assembly mounted at the rear of the frame; a power assembly at least partially connected to the frame, and the power assembly further including an air inlet and an air outlet; an air hose assembly including an air inlet pipe and an air outlet pipe, the air inlet pipe being connected to the air inlet, and the air outlet pipe being connected to the air outlet; the all-terrain vehicle further includes: an air intake seat including a mounting hole and an air intake chamber, the air intake chamber including an opening; wherein, one side of the body has a mounting cavity along a vertical direction, the mounting cavity being located above the rear side panel; the air intake seat is embedded in the mounting cavity, and one end of the air inlet pipe away from the air inlet extends to the air intake seat and extends into the mounting cavity through the mounting hole.

[0006] In one embodiment, the all-terrain vehicle further includes: a rear wheel assembly, including a left rear wheel and a right rear wheel, wherein the left rear wheel and the right rear wheel are located on opposite sides of the rear side of the frame; along the longitudinal direction of the all-terrain vehicle, the air intake is located behind the cabin and is positioned in front of the corresponding rear wheel.

[0007] In one embodiment, the bottom of the air intake chamber is provided with a protrusion, the mounting hole is opened on the protrusion, and the end of the air intake pipe away from the air intake port extends into the mounting chamber through the mounting hole.

[0008] In one embodiment, the end face of the protrusion away from the bottom of the air intake chamber is inclined.

[0009] In one embodiment, the end of the air intake pipe that extends into the air intake chamber is located away from the bottom of the all-terrain vehicle, and the direction of the pipe opening is opposite to the opening.

[0010] In one embodiment, the air intake pipe includes an air intake pipe body and an adapter pipe. One end of the air intake pipe body is connected to the air intake port, and the other end of the air intake pipe body extends toward the air intake seat. One end of the adapter pipe is connected to the air intake pipe body, and the other end of the adapter pipe extends into the mounting cavity from the mounting hole. The adapter pipe is a flexible hose, and the adapter pipe is sealed to the air intake pipe body and to the mounting hole, respectively.

[0011] In one embodiment, the adapter pipe includes a first connecting section, a second connecting section, and a third connecting section. The first connecting section is located inside the air intake chamber, and the third connecting section is located outside the air intake chamber and close to the air intake pipe. The second connecting section is located between the first connecting section and the third connecting section and is fitted into the mounting hole. The outer surface of the second connecting section is provided with a sealing groove, and the edge of the mounting hole is engaged in the sealing groove.

[0012] In one embodiment, the end face of the intake pipe extending into the intake chamber is provided with a slope; wherein, the slope is inclined from the side near the opening to the side away from the opening, and along the vertical direction, the side of the slope near the opening is relatively higher than the side of the slope away from the opening.

[0013] In one embodiment, the power assembly further includes an engine and a transmission, the engine and the transmission respectively including an air intake and an air outlet; the air pipe assembly includes a first air pipe unit and a second air pipe unit; wherein, the first air pipe unit includes a first air intake pipe and a first air outlet pipe; the second air pipe unit includes a second air intake pipe and a second air outlet pipe; the first air intake pipe is connected to the air intake of the engine, and the first air outlet pipe is connected to the air outlet of the engine; the second air outlet pipe is connected to the air outlet on the transmission, and cooling gas enters the transmission through the second air intake pipe to cool the transmission; wherein, the number of mounting cavities includes two, the two mounting cavities are respectively provided on both sides of the vehicle body, each mounting cavity is correspondingly mounted with an air intake seat, and the first air intake pipe and the second air intake pipe each correspond to one air intake seat.

[0014] In one embodiment, the rear suspension assembly includes a second lower control arm unit, a second upper control arm unit, and a rear wheel axle seat unit and a control arm unit mounted on the second lower control arm unit and the second upper control arm unit, wherein the lower control arm unit and the upper control arm unit are respectively mounted on the vehicle frame;

[0015] In the vertical direction, the control arm unit is located between the second lower rocker arm unit and the second upper rocker arm unit, and one end of the control arm unit is rotatably connected to the rear wheel axle seat unit, while the other end of the control arm unit is rotatably connected to the rear frame.

[0016] Compared with the prior art, the present invention, by adopting the above technical solution, has at least the following technical effects: By using a separate air intake seat and embedding at least a portion of the air intake seat within the mounting cavity, air can only enter the first air intake chamber through the opening on the air intake seat and supply the power assembly. This not only improves air filtration efficiency but also reduces the processing requirements of the rear panel, saving processing costs. Simultaneously, the air intake seat withstands significant pressure, and the separate design allows for the selection of air intake seats made of different materials as needed during processing, improving the reliability of the air intake seat. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the all-terrain vehicle provided in this application;

[0018] Figure 2 A schematic diagram of the vehicle frame provided in this application from one perspective;

[0019] Figure 3 Another structural schematic diagram of the vehicle frame provided in this application;

[0020] Figure 4 The pedal mounting bracket provided in this application is mounted on the front frame pedal mounting bracket;

[0021] Figure 5 The pedal mounting bracket provided in this application is a pedal mounting bracket;

[0022] Figure 6 Another structural schematic diagram of the vehicle frame provided in this application;

[0023] Figure 7 Provided for this application Figure 6 Enlarged view of point A in the middle;

[0024] Figure 8 A side view of the midframe provided for this application;

[0025] Figure 9 Another perspective three-dimensional structural schematic diagram of the vehicle frame provided in this application;

[0026] Figure 10 Provided for this application Figure 9 Enlarged view at point B in the middle;

[0027] Figure 11 A structural schematic diagram of the second handrail provided in this application;

[0028] Figure 12 Provided for this application Figure 11 Exploded view;

[0029] Figure 13 Provided for this application Figure 12 Enlarged view of point C in the middle;

[0030] Figure 14 A perspective view of the locking unit provided in this application;

[0031] Figure 15 Exploded view of the locking unit provided in this application;

[0032] Figure 16 A schematic diagram of a locking wheel provided in this application;

[0033] Figure 17 This is a schematic diagram of another state of the locking wheel provided in this application;

[0034] Figure 18 A structural schematic diagram of the side bumper provided in this application;

[0035] Figure 19 A schematic diagram of the vehicle body from a one-view perspective provided for this application;

[0036] Figure 20 A three-dimensional structural diagram of the vehicle body provided for this application, omitting the roof;

[0037] Figure 21 Another structural schematic diagram of the vehicle body provided for this application;

[0038] Figure 22 A schematic diagram of the structure of the dashboard provided in this application;

[0039] Figure 23 An exploded view of the dashboard provided for this application;

[0040] Figure 24 Provided for this application Figure 22 Enlarged view at point D;

[0041] Figure 25 A structural schematic diagram of the first cover plate provided in this application;

[0042] Figure 26 A structural schematic diagram of the front baffle provided in this application;

[0043] Figure 27 This application provides a schematic diagram of the foot pedal from one perspective.

[0044] Figure 28 The exploded view of the foot pedal provided in this application;

[0045] Figure 29 A top view of the vehicle body provided in this application;

[0046] Figure 30 This is a structural diagram of the cargo box provided in this application;

[0047] Figure 31 A partial sectional view of the pull ring unit provided in this application;

[0048] Figure 32 Exploded view of the ceiling unit provided in this application;

[0049] Figure 33 A schematic diagram of the canopy structure provided in this application from one perspective;

[0050] Figure 34 Another structural schematic diagram of the ceiling provided in this application;

[0051] Figure 35 A schematic diagram of the first connector structure provided in this application;

[0052] Figure 36 A schematic diagram showing the installation status of the rearview mirror provided in this application;

[0053] Figure 37 A schematic diagram of the structure of the rearview mirror support provided in this application;

[0054] Figure 38 A side view of the rearview mirror mount provided in this application;

[0055] Figure 39 A structural schematic diagram of the assembly of the upper and lower door bodies provided for this application;

[0056] Figure 40 A structural schematic diagram of the vehicle door from one perspective provided in this application;

[0057] Figure 41 Exploded view of the car door provided for this application;

[0058] Figure 42 Provided for this application Figure 41 Enlarged view at point E in the middle;

[0059] Figure 43 A schematic diagram illustrating the connection between the door lock frame and the vehicle frame provided in this application;

[0060] Figure 44 A schematic diagram illustrating the connection between the vehicle door and the vehicle frame provided in this application;

[0061] Figure 45 A schematic diagram of the power assembly provided in this application mounted on the vehicle frame from one perspective;

[0062] Figure 46 A cross-sectional view of the power assembly provided in this application;

[0063] Figure 47 Provided for this application Figure 46 Enlarged view at point F;

[0064] Figure 48 Another structural schematic diagram of the power assembly provided in this application mounted on the vehicle frame;

[0065] Figure 49 Provided for this application Figure 48 Enlarged view at point G;

[0066] Figure 50 A three-dimensional schematic diagram of the power assembly provided in this application;

[0067] Figure 51 This is a schematic diagram of the gear structure provided in this application;

[0068] Figure 52 This is a schematic diagram of the cooling unit provided in this application;

[0069] Figure 53 Provided for this application Figure 52 Enlarged view of point A in the middle;

[0070] Figure 54 A side view of the cooling unit provided in this application;

[0071] Figure 55 A schematic diagram of the installation structure of the oil supply unit provided in this application from one perspective;

[0072] Figure 56 Another structural schematic diagram of the installation of the oil supply unit provided in this application;

[0073] Figure 57 Another structural schematic diagram of the installation of the oil supply unit provided in this application;

[0074] Figure 58 This is a structural schematic diagram of the fuel tank provided in this application;

[0075] Figure 59 A cross-sectional view of the fuel tank provided for this application;

[0076] Figure 60 Exploded view of the oil supply unit provided in this application;

[0077] Figure 61 A schematic diagram of the inlet and outlet pipes provided in this application;

[0078] Figure 62 This is a cross-sectional view of the oil supply unit provided in this application.

[0079] Figure 63 A schematic diagram of the gear shifting mechanism provided in this application;

[0080] Figure 64 A partial schematic diagram showing the transmission control mechanism provided in this application mounted on the vehicle frame;

[0081] Figure 65 A schematic diagram showing the positional relationship between the gear shifting mechanism and the foot pedal provided in this application;

[0082] Figure 66 Another structural diagram of the foot pedal provided in this application;

[0083] Figure 67 Provided for this application Figure 66 Exploded view of the middle pedal;

[0084] Figure 68 Provided for this application Figure 67 Enlarged view at point I;

[0085] Figure 69 A schematic diagram of the fourth cover plate structure provided in this application;

[0086] Figure 70 A schematic diagram of the braking mechanism provided in this application;

[0087] Figure 71 A schematic diagram of the foot-operated braking component provided in this application;

[0088] Figure 72 A schematic diagram of the brake caliper provided in this application from one perspective;

[0089] Figure 73 Another structural schematic diagram of the brake caliper provided in this application;

[0090] Figure 74 A schematic diagram of the brake oil pipe installation provided in this application;

[0091] Figure 75 A structural schematic diagram of the manual braking part provided in this application;

[0092] Figure 76 A schematic diagram of the junction box installed on the vehicle frame for this application;

[0093] Figure 77 Provided for this application Figure 76 Exploded view;

[0094] Figure 78 A schematic diagram of the steering mechanism provided in this application;

[0095] Figure 79 Exploded view of the steering mechanism improved in this application;

[0096] Figure 80 Provided for this application Figure 79 Enlarged view of point J in the middle;

[0097] Figure 81 A schematic diagram of the power assembly provided in this application;

[0098] Figure 82 A three-dimensional schematic diagram of the first exhaust pipe provided for this application;

[0099] Figure 83 An exploded view of the first vent pipe provided for this application;

[0100] Figure 84 A cross-sectional view of the first vent pipe provided for this application;

[0101] Figure 85 This is a structural schematic diagram of the tailpipe provided in this application;

[0102] Figure 86 A cross-sectional view of the tailpipe provided in this application;

[0103] Figure 87 A schematic diagram from a perspective showing the positions of the second vent pipe and the first vent pipe provided in this application;

[0104] Figure 88 Another perspective view showing the positions of the second vent pipe and the first vent pipe provided in this application;

[0105] Figure 89 This is a structural schematic diagram of the heat insulation panel provided in this application;

[0106] Figure 90 A partial cross-sectional view of the insulation panel provided in this application;

[0107] Figure 91 A structural schematic diagram of the rear side of the vehicle body provided for this application;

[0108] Figure 92 This is a schematic diagram of the connection between the air intake seat and the first air intake pipe provided in this application;

[0109] Figure 93 A schematic diagram of the structure of the first intake pipe provided in this application;

[0110] Figure 94 Exploded view of the air intake provided in this application;

[0111] Figure 95 This is a schematic diagram of the structure of the heightened air intake pipe connected to the vehicle body, as provided in this application.

[0112] Figure 96 A cross-sectional view showing the connection between the heightened intake pipe and the first intake pipe provided in this application;

[0113] Figure 97 Provided for this application Figure 96 Enlarged view of a section at point L;

[0114] Figure 98 A three-dimensional structural diagram of the heightened intake pipe provided in this application;

[0115] Figure 99 A cross-sectional view of the heightened intake pipe provided in this application;

[0116] Figure 100 A schematic diagram of the air filter installed on the vehicle frame according to this application;

[0117] Figure 101 This is a structural schematic diagram of the air filter provided in this application;

[0118] Figure 102 Exploded view of the rear bumper provided for this application;

[0119] Figure 103 A three-dimensional structural diagram of the second cover body provided in this application;

[0120] Figure 104 A schematic diagram illustrating the positional relationship between the rear panel and the electronic control unit provided in this application;

[0121] Figure 105 Provided for this application Figure 100 A sectional view at one location;

[0122] Figure 106 Provided for this application Figure 105 Enlarged view of a section at point M;

[0123] Figure 107 Provided for this application Figure 100 A cross-sectional view at another location;

[0124] Figure 108 Provided for this application Figure 107 A close-up view of the air filter section;

[0125] Figure 109 A schematic diagram of the layout structure of the electrical components provided in this application;

[0126] Figure 110 A schematic diagram from one angle illustrating the relative position between the electronic control unit and the seat provided in this application;

[0127] Figure 111 Another perspective diagram illustrating the relative position between the electronic control unit and the seat provided in this application;

[0128] Figure 112 Another perspective diagram illustrating the relative position between the electronic control unit and the seat provided in this application;

[0129] Figure 113 A schematic diagram showing the relative position between the rectifier voltage regulator and the rear wheel assembly provided in this application;

[0130] Figure 114 A schematic diagram showing the relative position between the rectifier and the engine provided in this application;

[0131] Figure 115 A schematic diagram of the vehicle-mounted T-BOX installed on the foot pedal, as provided in this application;

[0132] Figure 116 A schematic diagram of the battery cell structure provided in this application from one perspective;

[0133] Figure 117 This is a schematic diagram of the battery cell provided in this application from another perspective.

[0134] Figure 118 An exploded view of the battery junction box provided in this application;

[0135] Figure 119 A schematic diagram of the headlight structure provided for this application;

[0136] Figure 120 A structural view of the headlight provided in this application after the lamp cover has been removed;

[0137] Figure 121 Exploded view of the headlights provided for this application;

[0138] Figure 122 A structural schematic diagram of the headlight provided in this application from another perspective;

[0139] Figure 123 This is a structural schematic diagram of the electrical connector unit provided in this application;

[0140] Figure 124 This is a top view of the electrical connector unit provided in this application;

[0141] Figure 125 An exploded view of the electrical connector unit provided in this application;

[0142] Figure 126 A schematic diagram of the structure of an electrical connector unit according to another embodiment provided in this application;

[0143] Figure 127 A schematic diagram of the mode switching switch improved in this application;

[0144] Figure 128 A cross-sectional view of the mode switching switch provided in this application;

[0145] Figure 129 A partial enlarged view of the mode switching switch position arrangement provided in this application;

[0146] Figure 130 A schematic diagram illustrating the angular relationship between the various gear slots provided in this application;

[0147] Figure 131 A schematic diagram of the connection between the mode switching switch and the connector provided in this application;

[0148] Figure 132 Provided for this application Figure 131 Enlarged view at point N in the middle. Detailed Implementation

[0149] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0150] like Figure 1 As shown, this application provides an all-terrain vehicle 100. The all-terrain vehicle 100, as a versatile tool, can travel normally on various terrains such as beaches, hillsides, and deserts. To clearly illustrate the structure of the all-terrain vehicle 100, this application... Figure 1 The front, rear, upper, lower, left, and right sides of the all-terrain vehicle 100 are defined.

[0151] like Figure 1As shown, the all-terrain vehicle 100 includes a frame assembly 11, a control assembly 13, a front suspension assembly 15, a rear suspension assembly 16, a front wheel assembly 17, a rear wheel assembly 18, an electrical assembly 19, and an electronic control unit 21 (ECU). The frame assembly 11 serves as the skeleton, supporting and connecting the various components of the all-terrain vehicle 100 and bearing various loads from inside and outside the vehicle. The control assembly 13 is mounted on the frame assembly 11 and is used to control the steering, braking, and speed of the all-terrain vehicle 100. The front suspension assembly 15 is located near the front of the all-terrain vehicle 100, mounted on the frame assembly 11, and connected to the front wheel assembly 17 to transmit forces acting between the front wheel assembly 17 and the frame assembly 11. Furthermore, the front suspension assembly 15 can buffer the impact forces transmitted from uneven road surfaces to the frame assembly 11, reducing the resulting vibrations and ensuring smooth and stable driving of the all-terrain vehicle 100. The rear suspension assembly 16 is located near the rear of the all-terrain vehicle 100. It is mounted on the frame assembly 11 and connected to the rear wheel assembly 18 to transmit the forces acting between the rear wheel assembly 18 and the frame assembly 11. Furthermore, the rear suspension assembly 16 buffers the impact forces transmitted from uneven road surfaces to the frame assembly 11, reducing the resulting vibrations and ensuring smooth and stable driving of the all-terrain vehicle 100. The electrical assembly 19 is located on the frame assembly 11 and is electrically / signally connected to the electronic control unit to implement the basic electrical functions of the all-terrain vehicle 100. The electronic control unit 21, also known as the "vehicle computer," is mounted on the frame assembly 11 and monitors various input data (such as braking, gear shifting, etc.) and various vehicle operating states (acceleration, slippage, fuel consumption, etc.). It calculates the information transmitted by various sensors according to a pre-designed program, processes it, and sends the parameters to the relevant actuators, such as the electrical assembly 19, to execute various predetermined control functions.

[0152] like Figure 2 As shown, the frame assembly 11 includes a frame 111 and a body 112. The frame 111 adopts a frame structure and serves as the base to bear various loads inside and outside the vehicle. The front suspension assembly 15 and the rear suspension assembly 16 are respectively mounted on the front and rear sides of the frame 111. Of course, the layout of the front suspension assembly 15 and the rear suspension assembly 16 on the frame 111 can be arranged accordingly as needed, and will not be elaborated here. The body 112 is mounted on the frame 111 and at least partially encloses the frame 111, thereby protecting the parts and components on the frame 111. At the same time, the body 112 also serves as the driver's driving area and a place to accommodate passengers and cargo.

[0153] like Figure 2As shown, the frame 111 includes a front frame 1111, a middle frame 1112, a rear frame 1113, a grab handle unit 1115, and a safety unit 1116. The front frame 1111 is located at the front of the all-terrain vehicle 100 to support or house components located at the front, such as the front suspension assembly 15, headlights, and radiator. The rear frame 1113 is located at the rear of the all-terrain vehicle 100 to support or house components located at the rear, such as the rear suspension assembly 16. The middle frame 1112 serves as a connecting and supporting component, to which the front frame 1111 and the rear frame 1113 are respectively connected. The front frame 1111, middle frame 1112, and rear frame 1113 surround and form an accommodating space 111a. The vehicle body 112 covers the frame 111, and a cabin 1121 is provided on the vehicle body 112. The cabin 1121 serves as a driver's cabin and / or passenger cabin for use by the driver or passengers. The cabin 1121 can be partially embedded in the accommodating space 111a and mounted on the frame 111, thereby allowing the cabin 1121 to have more usable space while ensuring the height of the all-terrain vehicle 100 meets the standards. The handrail unit 1115 is located inside the cabin 1121 and mounted on the frame 111 or the body 112 for the driver and passengers to hold. The security unit 1116 is connected to the frame 111 and distributed around the body 112 to protect the body 112, the driver, and passengers.

[0154] like Figure 2 and 3 As shown, the front frame 1111 is equipped with a winch mounting base 1111a, a winch guard plate 1111b, and a pedal mounting base 1111e. The winch mounting base 1111a is used to mount the winch 1111ag, which is the self-protection and towing device of the all-terrain vehicle 100. One side of the winch mounting base 1111a is mounted on the front frame 1111 by bolts, welding, or other methods. One end of the winch guard plate 1111b is mounted on the bottom of the front frame 1111, and the other end of the winch guard plate 1111b extends substantially upwards and is positioned in front of the winch 1111ag. This forms a shield in front of the winch 1111ag to prevent debris and other objects from affecting it. Simultaneously, the end of the winch guard plate 1111b away from the connection point between the front frame 1111 and the winch guard plate 1111b is connected to the winch mounting base 1111a. In this way, the winch mounting base 1111a is effectively supported by the winch guard plate 1111b. When the winch mounting base 1111a deforms under stress, the winch guard plate 1111b decomposes the force and transfers it to the front frame 111, thereby effectively improving the structural strength of the winch mounting base 1111a. Here, the winch guard plate 1111b is a metal plate, plastic plate, or other material.

[0155] In one embodiment, the winch guard plate 1111b is made of steel plate and is integrally formed by stamping or other methods to improve the overall structure of the winch guard plate 1111b while reducing its processing cost. The winch guard plate 1111b is bolted to the front frame 1111. The winch guard plate 1111b is also bolted to the winch mounting base 1111a. This facilitates disassembly and replacement of the winch guard plate 1111b. The winch guard plate 1111b includes a first baffle 1111c and a second baffle 1111d. One end of the first baffle 1111c is connected to the front frame 1111, and the other end of the first baffle 1111c extends upward and is inclined relative to the vertical direction towards the front side of the front frame 1111. The second baffle 1111d is located at the connection end away from the first baffle 1111c and the front frame 1111, and the second baffle 1111d and the first baffle 1111c form a protective space, with the winch 1111ag at least partially located within the protective space.

[0156] like Figure 4 as well as Figure 5 The pedal mounting bracket 1111e is a split structure, located on the side of the front frame 1111 near the cabin 1121, used to mount components such as the accelerator pedal and brake pedal 1321. The pedal mounting bracket 1111e includes a support 1111f and a load-bearing seat 1111g. One end of the support 1111f is mounted on the front frame 1111, and the other end extends inward toward the cabin 1121, or in other words, extends toward the rear frame 1113. The load-bearing seat 1111g is mounted on the support 1111f and is used to support components such as the accelerator pedal and brake pedal 1321. It is understandable that setting the pedal mounting bracket 1111e as multiple components, i.e., adopting a split design, not only facilitates the connection between the pedal mounting bracket 1111e and the front frame 1111, but also increases the structural strength of each individual component. At the same time, assembling with multiple parts is equivalent to breaking down large parts into smaller parts, which makes processing easier and improves the utilization rate of materials.

[0157] In one embodiment, both the support 1111f and the bearing 1111g are stamped parts, meaning that the support 1111f and the bearing 1111g are integrally formed by stamping. This shortens the forming length of the material compared to stamping large components, reducing mold costs and the number of stamping operations, thus contributing to overall cost control. Furthermore, there are two supports 1111f, spaced apart on the front frame 1111. The bearing 1111g is supported by the two supports 1111f, improving the reliability of the connection between the supports 1111f and the bearing 1111g. Here, the supports 1111f and the bearing 1111g can be connected by welding, bolting, or other methods.

[0158] like Figures 6 to 8 As shown, the central frame 1112 serves as the structure bearing the core load of the all-terrain vehicle 100. The central frame 1112 includes first-type beams 1112a and second-type beams 1112b. The first-type beams 1112a and second-type beams 1112b are interconnected, essentially forming a load-bearing structure. In one embodiment, there are multiple first-type beams 1112a, spaced apart and substantially located on the same plane. Here, the plane containing the first-type beams 1112a is designated as plane S. There are also multiple second-type beams 1112b, spaced apart between the first-type beams 1112a. It is understood that the number of first-type beams 1112a can vary, including two, three, or four. Similarly, the number of second-type beams 1112b... Two, three, or four beams can be used. Of course, the specific number of Class I beams 1112a and Class II beams 1112b can be selected according to the actual situation, which will not be elaborated here.

[0159] In this embodiment, the first type of beam 1112a includes a first crossbeam 1112c and a second crossbeam 1112d. The second type of beam 1112b includes a first longitudinal beam 1112e and a second longitudinal beam 1112h. Along the front-rear direction of the all-terrain vehicle 100, the first longitudinal beam 1112e is positioned closer to the front, and the second longitudinal beam 1112h is positioned closer to the rear. The first longitudinal beam 1112e includes a first rod 1112f and a second rod 1112g. One end of the first rod 1112f is connected to the first crossbeam 1112c, and the other end of the first rod 1112f extends towards the second crossbeam 1112d. The angle between the first rod 1112f and the plane S is A1, which is set to be greater than or equal to 5° and less than or equal to 15°. One end of the second rod 1112g is connected to the second crossbeam 1112d, and the other end of the second rod 1112g extends towards the first crossbeam 1112c and connects to the first rod 1112f. The angle between the second rod 1112g and the plane S is A2, which is set to be greater than or equal to 5° and less than or equal to 15°. Thus, along the front-to-rear direction of the all-terrain vehicle 100, the bottom of the center frame 1112 can be made to bulge upwards (away from the driving surface). That is, the bottom of the center frame 1112 protrudes upwards. This increases the ground clearance of the all-terrain vehicle 100 at the center frame 1112, effectively increasing the passability of the all-terrain vehicle 100 during driving.

[0160] In one embodiment, the angle A1 between the first rod 1112f and the plane S is greater than the angle A2 between the second rod and the plane S. This ensures good passability when the all-terrain vehicle 100 traverses continuously uneven road surfaces. Furthermore, the first type beam 1112a and the second type beam 1112b are respectively fabricated from steel pipes. This facilitates material sourcing and processing. The first rod 1112f is welded to the first crossbeam 1112c, and the second rod 1112g is welded to the second crossbeam 1112d. The first rod 1112f and the second rod 1112g are welded together. The first rods 1112f and 1112g in the second type beam 1112b are arranged parallel to each other, and the second rods 1112g in the second type beam 1112b are also arranged parallel to each other. That is, the second longitudinal beam 1112h includes a third rod 1112i and a fourth rod 1112j. The third rod 1112i is parallel to the first rod 1112f, and one end of the third rod 1112i is connected to the first crossbeam 1112c. The other end of the third rod 1112i extends towards the second crossbeam 1112d. The fourth rod 1112j is parallel to the second rod 1112g, and one end of the fourth rod 1112j is connected to the second crossbeam 1112d. The other end of the fourth rod 1112j extends towards the first crossbeam 1112c and connects to the third rod 1112i.

[0161] like Figure 7 As shown, the central frame 1112 also includes longitudinal reinforcing tubes 1112k and transverse reinforcing tubes 1112l, with at least two longitudinal reinforcing tubes 1112k. In this embodiment, two tubes are used as an example to specifically illustrate the position and installation of the longitudinal reinforcing tubes 1112k. The two longitudinal reinforcing tubes 1112k are spaced apart, and the second type beam 1112b is located between the two longitudinal reinforcing tubes 1112k. One end of each longitudinal reinforcing tube 1112k is fixed to the first transverse beam 1112c, and the other end is fixed to the second transverse beam 1112d. The transverse reinforcing tube 1112l is located between the longitudinal beam 1112b and the corresponding longitudinal reinforcing tube 1112k, with one end of the transverse reinforcing tube 1112l connected to the longitudinal beam and the other end connected to the longitudinal reinforcing tube 1112k. Thus, the longitudinal reinforcing tube 1112k, the transverse reinforcing tube 1112l, the crossbeam 1112a, and the longitudinal beam 1112b together form a mesh-like structure, which effectively improves the structural strength and load-bearing capacity of the entire central frame 1112.

[0162] like Figure 6As shown, the front frame 1111 also includes a first upright 1111h, and the rear frame 1113 also includes a second upright 1113a. The first upright 1111h and the second upright 1113a are usually referred to as the A-pillar and B-pillar, respectively. The first upright 1111h and the second upright 1113a are used for load-bearing, support, and protection. One end of the first upright 1111h is connected to the first crossbeam 1112c, and the other end of the first upright 1111h extends upward. One end of the second upright 1113a is connected to the second crossbeam 1112d, and the other end of the second upright 1113a extends upward.

[0163] like Figure 9 and Figure 10 As shown, in one embodiment, to improve the structural strength of the connection between the rear frame 1113 and the middle frame 1112, a reinforcing structure 1114 is provided between the rear frame 1113 and the middle frame 1112. The reinforcing structure 1114 includes a first reinforcing rod 1114a, a second reinforcing rod 1114b, and a reinforcing plate 1114c. One end of the first reinforcing rod 1114a is connected to a longitudinal reinforcing tube 1112k on the middle frame 1112, and the other end of the first reinforcing rod 1114a is connected to a second upright 1113a. The rear frame 1113 also includes a support frame 1113y, one end of the second reinforcing rod 1114b is connected to the support frame 1113y, and the other end of the second reinforcing rod 1114b is connected to the second upright 1113a. One end of the reinforcing plate 1114c is connected to the first reinforcing rod 1114a, and the other end of the reinforcing plate 1114c extends towards the rear of the all-terrain vehicle 100, crosses the second column 1113a, and connects to the second reinforcing rod 1114b. In this way, the reinforcing plate 1114c distributes the force concentrated on the second column 1113a by the first reinforcing rod 1114a and the second reinforcing rod 1114b, thereby avoiding processes such as drilling holes in the second column 1113a and reducing the possibility of local deformation of the second column 1113a. It should be noted that this description only illustrates the connection method of the reinforcing rod at the second column 1113a; the above structure can also be applied to other columns, crossbeams, or longitudinal beams.

[0164] The first reinforcing rod 1114a is welded to the second column 1113a. The second reinforcing rod 1114b is welded to the second column 1113a. The reinforcing plate 1114c is integrally formed by stamping. The reinforcing plate 1114c is welded to the first reinforcing rod 1114a and the second reinforcing rod 1114b respectively. Reinforcing plates 1114d are provided at both ends of the reinforcing plate 1114c. Each reinforcing plate 1114d abuts against the corresponding reinforcing rod. This increases the contact area between the reinforcing plate 1114c and the first reinforcing rod 1114a and the second reinforcing rod 1114b, thereby improving the connection strength between the reinforcing plate 1114c and the first reinforcing rod 1114a and the second reinforcing rod 1114b.

[0165] like Figure 2 and Figure 11 As shown, the handrail unit 1115 includes at least a first handrail 1115a and a second handrail 1115b, with the first handrail 1115a located inside the cabin 1121. The first handrail 1115a is positioned near the rear frame 1113, and a convex shaft 1113b is provided on the second upright 1113a. One end of the first handrail 1115a is fitted onto the convex shaft 1113b and locked in place by bolts, screws, pins, etc. The other end of the first handrail 1115a is suspended within the cabin 1121 for passengers to hold. This not only reduces the installation space but also simplifies the structure and facilitates installation; it also avoids drilling or slotting on the second upright 1113a. In one embodiment, a first handrail seat 1115c is provided on the second upright 1113a, and the convex shaft 1113b is located on the first handrail seat 1115c.

[0166] The second handrail 1115b is located on the hull 1121 near the front of the all-terrain vehicle 100. The front frame 1111 also includes a first adapter 1111i, a second handrail seat 1111j, and a handrail mounting tube 1111k. The first adapter 1111i is mounted on the first upright 1111h. The second handrail seat 1111j is mounted on the first adapter 1111i. One end of the handrail mounting tube 1111k is mounted on the second handrail seat 1111j, and the other end of the handrail mounting tube 1111k is suspended relative to the first upright 1111h for mounting the second handrail 1115b.

[0167] like Figure 11 As shown, a locking unit 1111n is fitted onto the armrest mounting tube 1111k. The second armrest 1115b can extend and retract relative to the armrest mounting tube 1111k to adjust its length in the forward and backward directions of the all-terrain vehicle 100, thus adapting it to different gripping positions. The locking unit 1111n can lock the adjusted second armrest 1115b onto the armrest mounting tube 1111k or release it, allowing the second armrest 1115b to extend and retract relative to the armrest mounting tube 1111k.

[0168] like Figures 14 to 17As shown, the locking unit 1111n includes a locking sleeve 1111o, a locking wheel 1111t, an operating lever 1111aa, and a locking pin 1111ad. A locking groove 1111l is formed on the side wall of the handrail mounting tube 1111k. The locking sleeve 1111o includes a sleeve body 1111p and two fourth connecting parts 1111q. The sleeve body 1111p is fitted onto the handrail mounting tube 1111k and located at the end of the handrail mounting tube 1111k with the locking groove 1111l. The two fourth connecting parts 1111q are respectively located at both ends of the sleeve body 1111p, forming locking slots 1111s that communicate with the interior of the sleeve body 1111p. The locking wheel 1111t is mounted on the fourth connecting part 1111q and can squeeze the fourth connecting part 1111q under the action of external force, thereby changing the size of the locking groove 1111s and squeezing the handrail mounting tube 1111k, and tightening the locking groove 1111l. In this way, the handrail mounting tube 1111k clamps and installs the second handrail 1115b.

[0169] like Figure 15As shown, the locking wheels 1111t include two sets, which are respectively mounted on the fourth connecting part 1111q. Both ends of the operating lever 1111aa are connected to the locking wheels 1111t. One end of the locking pin 1111ad passes through the operating lever 1111aa and the locking wheels 1111t sequentially, serving as a rotating shaft. The locking wheels 1111t include a first half-wheel 1111u and a second half-wheel 1111v. The first half-wheel 1111u is mounted on the fourth connecting part 1111q and has a first inclined surface 1111w. The second half-wheel 1111v is mounted on the operating lever 1111aa and has a second inclined surface 1111x. The first inclined surface 1111w and the second inclined surface 1111x cooperate to bring the first half-wheel 1111u and the second half-wheel 1111v closer together or further apart. When it is necessary to lock the second handrail 1115b, the operating lever 1111aa is rotated, causing the first inclined surface 1111w and the second inclined surface 1111x to press against each other and move away. At this time, the first half-wheel 1111u and the second half-wheel 1111v press against each other and form a gap. Therefore, under the action of the pressing force, the two fourth connecting parts 1111q move closer together, causing the locking groove 1111s to tighten. Thus, under the pressure of the two fourth connecting parts 1111q, the locking groove 1111l on the handrail mounting tube 1111k begins to contract to hold the handrail mounting tube 1111k tightly, thereby locking the second handrail 1115b. When unlocking is required, the operating lever 1111aa is rotated in the opposite direction. The first inclined surface 1111w and the second inclined surface 1111x approach and fit together, so that the first half-wheel 1111u and the second half-wheel 1111v fit together. This causes the two connecting parts to lose their compressive force and reset, meaning the locking groove on the handrail mounting tube 1111k also loses its force, releasing the locking sleeve 1111o from locking the second handrail 1115b. This allows the second handrail 1115b to extend and retract relative to the second handrail 1115b tube, achieving stepless adjustment of the second handrail 1115b. Of course, in another embodiment, the locking wheels 1111t may also be configured as a set. At this time, one of the fourth connecting parts 1111q is fixedly installed, and the locking wheel 1111t is installed on the other fourth connecting part 1111q. Thus, under the locking wheel 1111t, the fourth connecting part 1111q with the locking wheel 1111t installed is driven to move closer to the corresponding other fourth connecting part 1111q. In this way, locking and unlocking actions can also be achieved.

[0170] In one embodiment, there are multiple first inclined surfaces 1111w, and these multiple first inclined surfaces 1111w are arranged circumferentially along the first half-wheel 1111u. There are multiple second inclined surfaces 1111x, and they are arranged one-to-one with the first inclined surfaces 1111w. A first protrusion 1111x is provided on the side of the first half-wheel 1111u away from the first inclined surface 1111w, and a first mating hole 1111r is provided on the fourth connecting part 1111q. The first protrusion 1111x is inserted into the first mating hole 1111r to restrict the rotation of the first half-wheel 1111u relative to the fourth connecting part 1111q. The second half-wheel 1111v has a second protrusion 1111z on the side away from the second inclined plane 1111x. The operating rod 1111aa has a second mating hole 1111ab. The second protrusion 1111z is inserted into the second mating hole 1111ab to restrict the rotation of the second half-wheel 1111v relative to the operating rod 1111aa.

[0171] like Figure 15 As shown, the operating lever 1111aa also has a limiting protrusion 1111ac. The limiting protrusion 1111ac is located inside the operating lever 1111aa and can abut against the locking sleeve 1111o at a predetermined position to prevent the operating lever 1111aa from rotating excessively relative to the locking sleeve 1111o. A plastic bushing 1111ae is provided inside one end of the handrail mounting tube 1111k, which has a locking groove 1111l. One end of the second handrail 1115b is inserted into the plastic bushing 1111ae. That is, when adjusting the position of the second handrail 1115b, the second handrail 1115b contacts and rubs against the plastic bushing 1111ae. This avoids rigid contact between the second handrail 1115b and the handrail mounting tube 1111k, reducing wear, lowering noise, and improving the smoothness of adjustment. In one embodiment, as... Figure 10 As shown, the outer wall of the plastic bushing 1111ae is provided with a first spring clip 1111af, and the handrail mounting tube 1111k is provided with a first positioning hole 1111m. The first spring clip 1111af can be inserted into the first positioning hole 1111m.

[0172] like Figure 2 and Figure 3As shown, the security unit 1116 includes a front bumper 1116a, side bumpers 1116b, rear bumper 1116c, seat belt 1116d, a first adapter bracket 1116e, a second adapter bracket 1116f, and a seat belt bracket 1116g. The front bumper 1116a is located on the front side of the all-terrain vehicle 100 and is distributed circumferentially around the front frame 1111. The front bumper 1116a is connected to the first pillar 1111h via the first adapter bracket 1116e; that is, one end of the first adapter bracket 1116e is connected to the front bumper 1116a, and the other end of the first adapter bracket 1116e is connected to the first pillar 1111h. Thus, because the first adapter bracket 1116e has a flexible placement, it allows for installation of the front bumper 1116a at multiple positions and angles, making connection more convenient. Here, the first adapter bracket 1116e can be connected to the front bumper 1116a and the front frame 1111 by welding or bolts. In this embodiment, the first adapter bracket 1116e is connected to the front bumper 1116a and the front frame 1111 by bolts.

[0173] Combination Figure 18 As shown, the side bumper 1116b has first mounting holes 1116h on its end faces at both ends. The center frame 1112 has first connecting plates 1112c corresponding to the ends of the side bumper 1116b. The two ends of the side bumper 1116b pass through the vehicle body 112 from the outside to the inside and extend to the first connecting plates 1112c, where they are mounted to achieve installation of the side bumper 1116b. Here, the side bumper 1116b is fixed to the first connecting plates 1112c by screws / bolts. The first connecting plates 1112c are sheet metal parts formed by stamping to improve the overall structural strength of the first connecting plates 1112c.

[0174] like Figure 2 As shown, the rear bumper 1116c is located at the rear of the all-terrain vehicle 100 and surrounds the rear frame. The rear bumper 1116c is connected to the rear frame 1113 via a second adapter bracket 1116f. Specifically, one end of the second adapter bracket 1116f is connected to the rear frame 1113, and the other end is connected to the rear bumper 1116c. Thus, through the adapter bracket 1116f, when the all-terrain vehicle 100 collides, the second adapter bracket 1116f deforms to absorb energy, protecting the rear frame 1113. Here, the second adapter bracket 1116f can be connected to the rear bumper 1116c and the rear frame 1113 by welding or bolts. The seat belt 1116d is located inside the cabin 1121 and is used to protect the safety of the occupants. The mounting belt 1116d is installed on the mounting bracket 1116g. The seat belt bracket 1116g is integrally formed with the first column 1111h or the second column 1113a to improve the structural strength of the seat belt bracket 1116g.

[0175] like Figures 19 to 21 As shown, the vehicle body 112 includes interior trim 1122, exterior trim 1123, and doors 1124. The interior trim 1122 is mounted on the frame 111 and together with the frame 111 forms the cabin 1121. In other words, the interior trim 1122 is distributed around the cabin 1121. The cabin 1121 has at least one first opening 1121a on one side, through which the driver and passengers can enter and exit the cabin 1121. The exterior trim 1123 is located on the front, rear, and sides of the frame 111, and is used to shield and protect the front suspension assembly 15, the rear suspension assembly 16, and various electrical components. The doors 1124 cover the first opening 1121a and are rotatably connected to the frame 111 or the vehicle body 112, used to open or close the first opening 1121a. It should be explained that the door 1124 is an external accessory (aftermarket part), which can be selected according to the user's needs. That is, the door 1124 can also be omitted at the first opening 1121a. In this case, the armrest unit 1115 can be installed at the first opening 1121a to ensure the safety of the driver and passengers.

[0176] Interior components 1122 include a front fender 1122a, an instrument panel 1122b, foot pedals 1122c, a rear fender 1122d, and a seat 1122f. The front fender 1122a is positioned near the front of the all-terrain vehicle 100 to separate components located at the front of the all-terrain vehicle 100 from the cabin 1121 and to block stones, mud, and water. The instrument panel 1122b is mounted on the off-ground end of the front fender 1122a and supports various instrument devices on the vehicle, such as displays and dashboards. The foot pedal 1122c is mounted at the bottom of the accommodating space 111a and serves as a support plate to support various components such as the seat 1122f, as well as a footrest for the driver or passengers. The rear fender 1122d is positioned near the rear of the all-terrain vehicle 100 and separates components located at the rear of the all-terrain vehicle 100 from the cabin 1121. Furthermore, the rear baffle 1122d and the front baffle 1122a are spaced apart, and the foot pedal 1122c is located between the rear baffle 1122d and the front baffle 1122a. In this way, the three together form the aforementioned cabin 1121.

[0177] like Figure 20 as well as Figure 102As shown, the rear baffle 1122d is also provided with a clearance groove 1122da, and a fifth mounting hole 1122db is provided on the side wall of the clearance groove 1122da. A retractor for winding up the mounting tape 1116d is installed in the fifth mounting hole 1122db. Here, the clearance groove 1122da not only provides space for the retractor's safety, but also provides operational space for external equipment to process the fifth mounting hole 1122db, since the fifth mounting hole 1122db is generally processed after the rear baffle 1122d is manufactured; furthermore, as a clearance area, it allows for the removal of other components. The seat 1122f is detachably mounted on the footrest 1122c for use by a passenger or driver. In one embodiment, there are two seats 1122f, arranged side-by-side. One seat 1122f is for passenger use, and the other seat 1122f is for the driver.

[0178] like Figure 21 As shown, the instrument panel 1122b includes an upper instrument panel 1122ba and a lower instrument panel 1122bc. The upper instrument panel 1122ba is arranged horizontally, and the lower instrument panel 1122bc is arranged vertically. The upper instrument panel 1122ba and the lower instrument panel 1122bc are connected to each other. That is, the instrument panel 1122b is a split-type instrument panel. This reduces the space occupied by the overall machining of the instrument panel 1122b and lowers the mold opening cost.

[0179] like Figure 22 and Figure 23 As shown, the upper instrument panel 1122ba has a recessed first groove 1122bf on its surface, and an operating component is housed within the first groove 1122bf. This operating component can be an electrical connector, a winch controller, or similar device. Furthermore, based on the position of the upper instrument panel 1122ba, the electrical connector and winch controller can be positioned relatively close to the driver or passenger within the cabin 1121 for convenient use. The upper instrument panel 1122ba also has a first cover plate 1122bg, which covers the first groove 1122bf. This allows the electrical connector, winch controller, and other components to be located in a relatively enclosed space, achieving functions such as water and dust protection. The first cover plate 1122bg is connected to the upper instrument panel 1122ba via a quick-release structure 1122e, and the first cover plate 1122bg can rotate relative to the upper instrument panel 1122ba. In this way, not only is installation convenient, but the first cover plate 1122bg can be opened / closed quickly to realize the relevant operations of the operating components inside the first groove 1122bf.

[0180] like Figure 24 and Figure 25As shown, the quick-release structure 1122e includes a first insertion part 1122ea and at least one set of first connecting units 1122eb. Each set of first connecting units 1122eb includes two connecting arms 1122ec, and a first slot 1122ed is formed between the two connecting arms 1122ec for the first insertion part 1122ea to be inserted into. Furthermore, each connecting arm 1122ec has a first adapter part 1122ee on its side facing the corresponding connecting arm 1122ec. The first insertion part 1122ea has an adapter groove 1122ef. When the first insertion part 1122ea is inserted into the first slot 1122ed, the connecting arm 1122ec can deform under the pressure of the first insertion part 1122ea, thereby allowing the first adapter part 1122ee to be engaged in the adapter groove 1122ef, achieving both quick installation of the first cover plate 1122bg and the upper instrument panel 1122ba, and also achieving a rotatable connection between the two.

[0181] In one embodiment, the connecting arm 1122ec is disposed on the upper instrument panel 1122ba and integrally formed with the upper instrument panel 1122ba, thereby facilitating the overall machining of the upper instrument panel 1122ba. This also improves the structural strength of the connecting arm 1122ec. The first insertion portion 1122ea is disposed on the first cover plate 1122bg and integrally formed with the first cover plate 1122bg, thereby facilitating the overall machining of the first cover plate 1122bg. Of course, the positions of the connecting arm 1122ec and the first insertion portion 1122ea can be interchanged, which still achieves a quick-release connection between the first cover plate 1122bg and the upper instrument panel 1122ba; further details will not be elaborated here.

[0182] Along the insertion direction of the first insertion portion 1122ea, the first adapter portion 1122ee is provided with a first guide surface 1122eg. The first guide surface 1122eg can guide the movement of the first insertion portion 1122ea, so that the first insertion portion 1122ea can be quickly and accurately inserted into the first slot 1122ed. In this embodiment, the first guide surface 1122eg is an inclined surface, and a flared shape is formed between the inclined surfaces on the two opposing first adapter portions 1122ee. The first insertion portion 1122ea is inserted into the first slot 1122ed under the guidance of the flared shape. There are two sets of connecting units 1122eb, and the two sets of connecting units 1122eb are arranged alternately on the upper instrument panel 1122ba. Correspondingly, there are also two first insertion portions 1122ea, and the two first insertion portions 1122ea are inserted into the first slots 1122ed one by one. In this way, the reliability of the connection between the first cover plate 1122bg and the upper instrument panel 1122ba is improved. It should be noted that the above description only refers to the quick-connect connection between the first cover plate 1122bg and the first instrument panel 1122b at the upper instrument panel 1122ba. The aforementioned quick-connect structure 1122e can also be applied to other locations on the body 112, which will not be listed here.

[0183] like Figure 23 As shown, various electrical components are typically installed at the instrument panel 1122b. These components are consumables and require periodic maintenance. Currently, maintenance of these components requires the complete removal of the front panel 1122a and / or the instrument panel 1122b to visualize and repair them. However, this complete removal is cumbersome, inconvenient, and hinders subsequent installation. Therefore, in this application, an instrument access port 1122bh is provided on the instrument panel 1122b and / or the front panel 1122a. The electrical components are located at this port, allowing for observation and repair. The instrument access port 1122bh can be covered by a second cover plate 1122bi. The second cover plate 1122bi is detachably connected to the instrument panel 1122b or the front panel 1122a. Here, the detachable connection between the second cover plate 1122bi and the instrument panel 1122b or the front baffle 1122a can be achieved through threaded connection, snap-fit ​​connection, or other methods. When it is necessary to repair the electrical components at this location, the second cover plate 1122bi can be removed, allowing repairs to be made through the instrument access port 1122bh, which is both convenient and simple. Furthermore, for visual and intuitive purposes, the second cover plate 1122bi can also be equipped with a transparent window, through which the status of the electrical components located at the instrument access port 1122bh can be observed at any time.

[0184] like Figure 26 As shown, in one embodiment, a buzzer 1122bd is also installed on the front bumper 1122a or the instrument panel 1122b. The buzzer 1122bd is used to remind users of vehicle information, such as whether the seatbelt is fastened or the oil pressure is insufficient. Specifically, the front bumper 1122a or the instrument panel 1122b has a mounting post 1122be, and the buzzer 1122bd is mounted on the mounting post 1122be. It is understood that the buzzer 1122bd generates sound through vibration, and under shaking conditions, the buzzer 1122bd is prone to malfunction. Therefore, this application improves the reliability and stability of the buzzer 1122bd installation by adding a mounting post 1122be and mounting the buzzer 1122bd on the mounting post 1122be, thus fixing its position and effectively ensuring the normal operation of the buzzer 1122bd. It is understandable that the buzzer 1122bd is just an example; other devices that produce sound through vibration and have an alarm function also exist, which will not be elaborated here.

[0185] like Figure 27 As shown, the length of the foot pedal 1122c defines the length of the cabin 1121 along the longitudinal direction of the all-terrain vehicle 100. Currently, the foot pedal 1122c configured for single-row seats 1122f and multiple-row seats 1122f are both independent, one-piece components. Each requires a separate mold. This results in large and costly molds. In this embodiment, the foot pedal 1122c is designed as a split type, with multiple foot pedals 1122c spliced ​​together. This reduces the mold size, and the multiple foot pedals 1122c can be freely combined to accommodate the multi-row seats of the all-terrain vehicle 100, thereby achieving cost savings.

[0186] like Figure 28 As shown, the foot pedal 1122c includes at least a first part 1122ca and a second part 1122cb. Along the longitudinal direction of the all-terrain vehicle 100, both the first part 1122ca and the second part 1122cb are mounted on the frame 111. When the all-terrain vehicle 100 with multiple rows of seats 1122f needs to be fitted with foot pedals, the first part 1122ca and the second part 1122cb are simply adapted and installed on the front and rear sides of the body 1121. For the small area between the first part 1122ca and the second part 1122cb, only a small mold needs to be made separately. Thus, it is not necessary to make a separate mold for the foot pedals adapted to the multiple rows of seats 1122f, effectively saving production and processing costs and improving the versatility of the foot pedal 1122c.

[0187] A bumper access port 1122cc is provided on the foot pedal 1122c. The bumper access port 1122cc is positioned to align with the connection point between the side bumper 1116b and the first connecting plate 1112c. This allows for the installation and removal of the side bumper 1116b through the bumper access port 1122cc. This not only conceals the connection between the side bumper 1116b and the frame 111, but also eliminates the need to disassemble the entire foot pedal 1122c and other components for maintenance and installation of the side bumper 1116b. This results in simpler, more convenient, and more aesthetically pleasing concealed installation.

[0188] The bumper access port 1122cc has a third cover plate 1122cd, which is detachably connected to the foot pedal 1122c. Here, the third cover plate 1122cd and the foot pedal 1122c are connected by threads, clips, etc. This facilitates opening / closing the bumper access port 1122cc of the side bumper 1116b, improving the convenience of installation and maintenance of the side bumper 1116b. In one embodiment, the foot pedal 1122c includes a side surface and a bottom surface, and the bumper access port 1122cc extends from the bottom surface to the side surface. This increases the usable area of ​​the bumper access port 1122cc, providing sufficient operating space for maintenance personnel.

[0189] like Figures 19 to 21 As shown, the exterior trim 1123 includes a front trim 1123a, a rear trim 1123b, and a middle trim 1123h. The front trim 1123a covers the outer surface of the front frame 1111. The middle trim 1123h covers the outer surface of the middle frame 1112, and the rear trim 1123b covers the outer surface of the rear frame 1113. This improves the aesthetics and safety of the all-terrain vehicle 100. The front trim 1123a includes at least a front panel 1123aa, a front fender 1123ab, and an air intake grille 1123ac. The front panel 1123aa covers the upper surface of the front frame 1111 to shield the top of components mounted on the front frame 1111. Furthermore, the front panel 1123aa is detachably connected to the front frame 1111, facilitating the removal and installation of the front panel 1123aa. This facilitates the maintenance of components at the front frame 1111. In this embodiment, there are two front fenders 1123ab, corresponding to the number of front wheels, and they are located on the side of the front frame 1111 to cover the side of the front frame 1111 and the corresponding front wheels. The central trim piece 1123h includes a central side plate 1123ha, which covers the side of the central frame 1112. The two ends of the side bumper 1116b are respectively connected to the central side plate 1123ha, thereby connecting with the corresponding first connecting plate 1112c.

[0190] like Figure 29As shown, the front panel 1123aa has a front access port 1123ae, which is used for inspecting and repairing components mounted on the front frame 1111, such as heat exchangers. A front cover plate 1123ad is mounted on the front panel 1123aa, covering the front access port 1123ae so that it can be sealed when maintenance is not required. The front cover plate 1123ad and the front panel 1123aa can be detachably connected via a snap-fit ​​connection or a threaded connection. This facilitates opening and closing of the front access port 1123ae. It should be noted that the specific connection method used between the front cover plate 1123ad and the front panel 1123aa can be selected based on actual needs and applications, as long as it allows for easy removal and installation of the front cover plate 1123ad for maintenance.

[0191] Please combine Figure 20 The air intake grille 1123ac is installed on the front side of the front frame 1111 for end face protection of the front of the all-terrain vehicle 100. The air intake grille 1123ac can be detachably connected to the front panel 1123aa and / or the front frame 1111. Along the left-right direction (width direction) of the all-terrain vehicle 100, the ratio of the width of the air intake grille 1123ac to the width of the all-terrain vehicle 100 is greater than or equal to 0.4 and less than or equal to 0.8. This gives the air intake grille 1123ac a large air intake area, facilitating sufficient heat exchange by the heat exchanger. Moreover, the large area of ​​the air intake grille 1123ac allows for the inspection and maintenance of almost all parts and components on the front end face of the all-terrain vehicle 100 after the air intake grille 1123ac is removed, making maintenance more convenient.

[0192] like Figure 21 and Figure 30 As shown, the rear trim 1123b includes a cargo box 1123ba, rear side panels 1123bc, and a taillight panel 1123bd. The cargo box 1123ba is used to carry cargo and is mounted above the rear frame 1113. There are two rear side panels 1123bc, located on either side of the cargo box 1123ba, which can also be used as rear mudguards to block mud, sand, etc., splashed up by the rear wheels. Alternatively, in one embodiment, the rear trim 1123b may also include a rear mudguard 1123bi, which vertically covers the rear wheel 181 to block water, mud, sand, etc., splashed up by the rear wheel 181. In this case, the rear side panels 1123bc function as covers. The rear side panels 1123bc are detachably connected to the rear frame 1113. Therefore, by removing the rear side panels 1123bc, the components in this area can be repaired, improving the convenience of maintenance. The taillight panel 1123bd is located at the rear of the cargo box 1123ba and is used to mount the taillights of the all-terrain vehicle 100.

[0193] like Figure 30 As shown, the cargo box 1123ba is equipped with a pull ring unit 1123be, which is used to cooperate with external ropes and other components to secure the goods inside the cargo box 1123ba. In one embodiment, a first receiving groove 1123bb is formed on the inner wall of the cargo box 1123ba, and the pull ring unit 1123be is received in the first receiving groove 1123bb and can move relative to the cargo box 1123ba. When the pull ring unit 1123be needs to be used, it is rotated to make the pull ring unit 1123be protrude from the inner wall of the cargo box 1123ba, and is used by external ropes, wires, and other components. When the pull ring unit 1123be is not needed, the pull ring unit 1123be can be completely housed in the first receiving groove 1123bb and does not protrude from the inner wall of the cargo box 1123ba, thereby hiding the pull ring unit 1123be and avoiding the presence of the pull ring unit 1123be from affecting or interfering with the placement of the cargo box 1123ba.

[0194] like Figure 31 As shown, the pull ring unit 1123be includes a pull ring 1123bf and a pull ring seat 1123bg. A first receiving slot 1123bb is located at the bottom of the cargo box 1123ba. The pull ring seat 1123bg is fixed to the rear frame 1113. The pull ring 1123bf is rotatably mounted on the pull ring seat 1123bg and includes a first state of being received within the first receiving slot 1123bb and a second state of protruding from the first receiving slot 1123bb. That is, the pull ring 1123bf can rotate relative to the pull ring seat 1123bg to protrude from or be received within the first receiving slot 1123bb. Thus, when the pull ring 1123bf is not needed, it is received within the first receiving slot 1123bb, thereby avoiding interference with the cargo.

[0195] Furthermore, the pull ring 1123bf is made of metal to improve its structural strength. A shaft hole 1123bh is provided on the pull ring seat 1123bg, and the pull ring 1123bf is at least partially installed in the shaft hole 1123bh. The pull ring 1123bf can move within the shaft hole 1123bh to rotate relative to the pull ring seat 1123bg and protrude into or be received in the first receiving groove 1123bb. The pull ring seat 1123bg is made of plastic and is fixed to the rear frame 1113 or cargo box 1123ba by bolts or riveting. It is understood that using a plastic component reduces the impact noise between the pull ring 1123bf and the pull ring seat 1123bg, effectively eliminating abnormal noise.

[0196] like Figure 19 and Figure 32As shown, the exterior trim 1123 also includes a roof unit 1123c, a front windshield 1123d, a rear windshield 1123e, and a rearview mirror 1123f. The roof unit 1123c is positioned above the center frame 1112 and, together with the center frame 1112, vertically defines the height of the cabin 1121. The roof unit 1123c is mounted on the first pillar 1111h and the second pillar 1113a. The front windshield 1123d is sandwiched between the front frame 1111 and the roof unit 1123c, and is sealed to the first pillar 1111h and the roof unit 1123c. The rear windshield 1123e is sandwiched between the roof unit 1123c and the rear frame 1113, and is sealed to the second pillar 1113a and the roof unit 1123c. The roof unit 1123c, front frame 1111, rear frame 1113, front windshield 1123d, and rear windshield 1123e together form a closed cabin 1121. The rearview mirror 1123f is mounted on the first pillar 1111h or the roof unit 1123c to allow the driver or passengers to observe the situation behind the all-terrain vehicle 100.

[0197] like Figures 32 to 34 As shown, the canopy unit 1123c includes a canopy 1123ca, a canopy support 1123cd, and a plurality of first connectors 1123ci. The canopy 1123ca covers the canopy support 1123cd. The front side of the canopy support 1123cd has a first connecting portion 1123ce. The rear side of the canopy support 1123cd has a second connecting portion 1123cf. The first connecting portion 1123ce is connected to the first column 1111h via the first connectors 1123ci, and the second connecting portion 1123cf is connected to the second column 1113a via the first connectors 1123ci. The front side of the canopy 1123ca is provided with a third connecting plate 1123cb, which extends along the width direction of the all-terrain vehicle 100. The rear side of the canopy 1123ca is provided with a fourth connecting plate 1123cc, which also extends along the width direction of the all-terrain vehicle 100. One end of the front windshield 1123d abuts against the surface of the third connecting plate 1123cb and is sealed to the third connecting plate 1123cb. One end of the rear windshield 1123e abuts against the surface of the fourth connecting plate 1123cc and is sealed to the fourth connecting plate 1123cc, thereby achieving a seal between the front windshield 1123d and the rear windshield 1123e and the roof 1123ca, respectively.

[0198] In one embodiment, both the third connecting plate 1123cb and the fourth connecting plate 1123cc are curved plates. This ensures that the connecting surfaces between the front windshield 1123d and the rear windshield 1123e and the roof 1123ca are curved surfaces. Meanwhile, the front and rear windshields 1123e are flat surfaces. The combination of the curved and flat surfaces improves the sealing performance between the front windshield 1123d and the rear windshield 1123e and the roof 1123ca, while also increasing the rigidity of the windward surface and eliminating warping and slapping noises.

[0199] The third connecting plate 1123cb bends upwards along the vertical direction, forming an arch shape. The third connecting plate 1123cb is integrally formed with the roof 1123ca. Similarly, the fourth connecting plate 1123cc also bends upwards along the vertical direction, forming an arch shape. The fourth connecting plate 1123cc is also integrally formed with the roof 1123ca. This facilitates the overall processing and manufacturing of the roof 1123ca. Of course, in other embodiments, the third connecting plate 1123cb and the fourth connecting plate 1123cc can also be separate structures from the roof 1123ca.

[0200] like Figure 3 and Figure 35As shown, the first connector 1123ci is a casting and is designed to be hollow. This ensures that the first connector 1123ci has sufficient structural strength. The first connector 1123ci includes a first tube portion 1123cj and a first tube portion 1123ck. The first tube portion 1123cj and the first tube portion 1123ck are interconnected, and the shape of one end of the first tube portion 1123cj matches the shape of the first connecting portion 1123ce or the second connecting portion 1123cf, so that the first connecting portion 1123ce or the second connecting portion 1123cf can be inserted into the first connector 1123ci and connected to the first connecting portion 1123ce or the second connecting portion 1123cf by bolts or welding. One end of the first tube 1123ck is connected to the end of the first tube 1123cj away from the roof support 1123cd, and the first tube 1123ck and the first tube 1123cj are set at an angle. The other end of the first tube 1123ck is connected to the first column 1111h by welding or bolting. This enhances the structural strength and increases the overall stability of the frame 111. In one embodiment, the axis of the first tube 1123cj intersects the axis of the first tube 1123ck, and the included angle is denoted as B1, where B1 is greater than or equal to 60° and less than or equal to 80°. This arrangement ensures that the first tube 1123cj is connected to the first column 1111h without encroaching on the space of the front frame 1111, providing sufficient space for the installation of other components (such as the headlights), facilitating installation, adjustment, and maintenance.

[0201] like Figures 36 to 38As shown, a rearview mirror support 1123g is provided on the roof bracket 1123cd or the first pillar 1111h, and the rearview mirror 1123f is mounted on the rearview mirror support 1123g. That is, a separate mounting position for the rearview mirror 1123f is provided to avoid opening mounting holes on the roof bracket 1123cd or the first pillar 1111h, which would compromise the integrity of the roof bracket 1123cd or the first pillar 1111h. In one embodiment, the rearview mirror support 1123g includes a third connector 1123ge, a fourth connector 1123gb, and a first locking member 1123gk. The roof bracket 1123cd or the first pillar 1111h is provided with a mounting portion 1123cg. One end of the third connector 1123ge is attached to one side of the mounting portion 1123cg, and the other end of the third connector 1123ge is suspended relative to the ceiling bracket 1123cd or the first column 1111h. One end of the fourth connector 1123gb is attached to the other side of the mounting portion 1123cg, forming a clamping groove 1123go between it and the third connector 1123ge. The clamping groove 1123go also has a second opening 1123gn. The width of the second opening 1123gn is smaller than the width of the mounting portion 1123cg, thereby preventing the mounting portion 1123cg from detaching from the clamping groove 1123go. The end of the fourth connector 1123gb away from the mounting portion 1123cg corresponds to the end of the third connector 1123ge away from the mounting portion 1123cg. The connection is locked by the first locking member 1123gk. Thus, the fourth connector 1123gb and the third connector 1123ge form a support for mounting the rearview mirror 1123f. The rearview mirror 1123f is mounted on the support, and the mounting point of the rearview mirror 1123f is the same as that of the first locking member 1123gk. Thus, the first locking member 1123gk locks the rearview mirror 1123f while simultaneously locking the third connector 1123ge and the fourth connector 1123gb. This design not only saves on machining steps but also simplifies installation.

[0202] The third connector 1123ge is integrally formed through processes such as stamping and casting, and includes a first bonding plate 1123gb and a first suspension plate 1123gc. The first bonding plate 1123gb is attached to one side of the mounting portion 1123cg. The first suspension plate 1123gc is connected to the first bonding plate 1123gb and is suspended relative to the ceiling bracket 1123cd or the first column 1111h. The fourth connector 1123gb is integrally formed through processes such as stamping and casting, and includes a second bonding plate 1123gf and a second suspension plate 1123gg. The second bonding plate 1123gf is attached to the other side of the mounting portion 1123cg, and forms a clamping groove 1123go of the mounting portion 1123cg between it and the first bonding plate 1123gb. The second suspension plate 1123gg is connected to the second bonding plate 1123gf and is suspended relative to the ceiling bracket 1123cd or the first column 1111h.

[0203] In some embodiments, a first anti-slip pad 1123gd is provided on the side of the first bonding plate 1123gb that is in contact with the mounting portion 1123cg. The first anti-slip pad 1123gd is used to prevent slippage between the first bonding plate 1123gb and the mounting portion 1123cg. Similarly, a second anti-slip pad 1123gh is provided on the side of the second bonding plate 1123gf that is in contact with the mounting portion 1123cg. The second anti-slip pad 1123gh is used to prevent slippage between the second bonding plate 1123gf and the mounting portion 1123cg. The first suspension plate 1123gc and the second suspension plate 1123gg abut against each other and are in contact. Of course, to improve the tightness of the connection between the first suspension plate 1123gc and the second suspension plate 1123gg, the first anti-slip pad 1123gd can also be laid and extended onto the first suspension plate 1123gc.

[0204] Multiple recessed grooves 1123ch are formed on the ceiling support 1123cd or the first column 1111h, and a mounting portion 1123cg is formed between two adjacent recessed grooves 1123ch. The second bonding plate 1123gf includes a first arc-shaped segment 1123gi and a first folded edge 1123gj. The first arc-shaped segment 1123gi is bonded to the outer surface of the mounting portion 1123cg. The first folded edge 1123gj is located at one end of the first arc-shaped segment 1123gi and can extend into the recessed groove 1123ch. The tangent at the end point where the first arc-shaped segment 1123gi and the first folded edge 1123gj connect is defined as tangent X1, and the included angle between the first folded edge 1123gj and tangent X1 is defined as B2, where B2 is greater than or equal to 30 degrees and less than or equal to 90 degrees. Thus, the first folded edge 1123gj is hooked into the recessed groove 1123ch to improve the reliability of the connection between the rearview mirror support 1123g and the roof support 1123cd or the first column 1111h.

[0205] In some embodiments, the first locking member 1123gk includes a locking rod 1123gl and a locking nut 1123gm. One end of the locking rod 1123gl is mounted on the second suspension plate 1123gg. The other end of the locking rod 1123gl can pass through the first suspension plate 1123gc and the rearview mirror 1123f. The locking nut 1123gm is threadedly connected to the locking rod 1123gl to lock the second suspension plate 1123gg and the first suspension plate 1123gc. In other embodiments, one end of the first locking member 1123gk passes through the first suspension plate 1123gc and the second suspension plate 1123gg, and is locked by the locking nut 1123gm, thus realizing the connection between the first suspension plate 1123gc and the second suspension plate 1123gg. Of course, in other embodiments, the first locking member 1123gk can also be a snap-fit, riveted, or other structure.

[0206] like Figures 39 to 44As shown, the door 1124 includes a door body unit 1124a, a door lock unit 1124b, an inner handle unit 1124c, an outer handle unit 1124d, and a linkage unit 1124e. One side of the door body unit 1124a is rotatably connected to the frame 111 or the body 112 and is used to block or seal the first opening 1121a. The door lock unit 1124b includes a latch 1124ba and a hook 1124bb. The latch 1124ba is mounted on the frame 111. The hook 1124bb is mounted on the side of the door body unit 1124a away from the rotatable connection between the door body unit 1124a and the frame 111. The hook 1124bb cooperates with the latch 1124ba to lock the door body unit 1124a and the frame 111 while the door body unit 1124a blocks the first opening 1121a. An external handle unit 1124d is located on the outside of the door unit 1124a, allowing passengers or the driver to unlock the door 1124 from the outside of the all-terrain vehicle 100. An internal handle unit 1124c is located on the inside of the door unit 1124a, allowing passengers or the driver to unlock the door 1124 from the inside of the all-terrain vehicle 100 (within the cabin 1121). A linkage unit 1124e is installed inside the door unit 1124a. One end of the linkage unit 1124e is connected to the locking hook 1124bb, and the other end is connected to both the internal handle unit 1124c and the external handle unit 1124d. When it is necessary to unlock the door 1124 from the outside, pulling the external handle unit 1124d causes the locking hook 1124bb to move and open via the linkage unit 1124e, thereby releasing the lock on the door unit 1124a. At this time, pulling the door 1124 will disengage the latch 1124ba from the hook 1124bb, allowing the door 1124 to be opened from the outside. When it is necessary to unlock the door 1124 from inside the cabin 1121, pull the inner handle unit 1124c. The inner handle unit 1124c, through the linkage unit 1124e, will move and open the hook 1124bb, thereby releasing the lock on the door body unit 1124a. At this time, pushing the door 1124 will disengage the latch 1124ba from the hook 1124bb, allowing the door 1124 to be opened from the inside. When it is necessary to lock the door 1124, push / pull the door 1124, and the hook 1124bb will engage the latch 1124ba.

[0207] like Figure 39As shown, the door unit 1124a includes an upper door body 1124aa, a lower door body 1124ad, and a second connecting unit 1124ak. The lower door body 1124ad is rotatably connected to the frame 111 or the body 112. The second connecting unit 1124ak is detachably connected between the upper door body 1124aa and the lower door body 1124ad, thereby enabling a detachable connection between them. Thus, the upper door body 1124aa can be removed if necessary.

[0208] In one embodiment, the second connecting unit 1124ak includes a first connecting post 1124al, a clamping plate 1124am, and a second connecting member 1124an. The lower door body 1124ad includes a first frame 1124ae and a door frame 1124af. The first frame 1124ae is disposed within the door frame 1124af. The first connecting post 1124al is disposed on the upper door body 1124aa, and the clamping plate 1124am has a clamping hole 1124acd. The first connecting post 1124al can be inserted into the clamping hole 1124acd. One end of the clamping plate 1124am is mounted to the first frame 1124ae. The other end of the clamping plate 1124am is suspended relative to the first frame 1124ae. The second connecting member 1124an is detachably connected to the door frame 1124af, and the other end of the clamping plate 1124am, under the action of the second connecting member 1124an, can press the first connecting post 1124al, thereby realizing the detachable connection between the lower door body 1124ad and the upper door body 1124aa. Here, the second connecting member 1124an can be a threaded component such as a bolt or screw, and the bolt is threadedly connected to the door frame 1124af. Of course, in other embodiments, the second connecting member 1124an can also be other components. When it is necessary to disassemble or assemble the upper door body 1124aa, loosen the bolt to release the clamping force of the clamping plate 1124am on the first connecting post 1124al, and pull the first connecting post 1124al out of the clamping hole. This not only makes the connection convenient but also simplifies disassembly and assembly.

[0209] like Figure 39 As shown, the upper door body 1124aa includes a second frame 1124ab and a flexible wrapping component 1124aab. The flexible wrapping component 1124ac wraps around the second frame 1124ab and is detachably connected to the second frame 1124ab. Here, the flexible wrapping component can be made of fabric, leather, plastic, etc. This effectively reduces the production cost of the upper door body 1124aa; at the same time, if necessary, the flexible wrapping component can be removed to leave the first frame 1124ae on the lower door body 1124ad. Thus, the design is more flexible and versatile, improving the applicability of the door 1124 and meeting various customer needs.

[0210] like Figure 44 As shown, the lower door body 1124ad is provided with a second adapter portion 1124ah. A second adapter seat 1117 is provided on the frame 111 or body 112. An adapter hole 1124ai is provided on the second adapter portion 1124ah. An adapter shaft 1117a is provided on the second adapter seat 1117. The adapter shaft 1117a is inserted into the adapter hole 1124ai, and the end of the adapter shaft 1117a away from the second adapter seat 1117 is secured by a first washer 1124aj to prevent the second adapter seat 1117 from disengaging from the second adapter portion 1124ah in the vertical direction. Thus, by limiting the movement with the first washer 1124aj, the lower door body 1124ad can be disassembled and assembled simply by releasing the first washer 1124aj. This greatly reduces the difficulty of disassembling and assembling the lower door body 1124ad and improves the convenience of maintenance of the door unit 1124a. In one embodiment, the first gasket 1124aj has a snap-fit, and the first gasket 1124aj is snapped onto the adapter shaft 1117a via the snap-fit. This allows for quick assembly and disassembly between the first gasket 1124aj and the adapter shaft 1117a, improving ease of use. Here, the first gasket 1124aj can be a C-shaped gasket.

[0211] like Figure 40 and Figure 41 As shown, the door lock unit 1124b also includes a door lock seat 1124bc, a door lock bracket 1124bd, and an adjusting bolt 1124be. The door lock bracket 1124bd is fixed to the vehicle frame 111, and a first adjusting hole 1124bg and a second adjusting hole 1124bh are provided on the door lock bracket 1124bd. The latch 1124ba is provided on the door lock seat 1124bc. The extending direction of the first adjusting hole 1124bg intersects the extending direction of the second adjusting hole 1124bh. The adjusting bolt 1124be passes through the first adjusting hole 1124bg and the second adjusting hole 1124bh, and locks the door lock seat 1124bc and the door lock bracket 1124bd with a nut. When the position of the latch 1124ba needs to be adjusted, loosen the nut / adjusting bolt 1124be, and then move the door lock seat 1124bc along the extension direction of the first adjusting hole 1124bg and / or along the extension direction of the second adjusting hole 1124bh. After the position of the latch 1124ba is adjusted, tighten the nut to lock the door lock seat 1124bc. In this way, the latch 1124ba can be adjusted in two different directions, which can not only compensate for the error between the latch 1124ba and the lock hook 1124bb during production and assembly, but also adjust the size of the door 1124's gap. In one embodiment, the door lock unit 1124b also includes a pressure plate 1124bf, which is sleeved on the adjusting bolt 1124be and located between the door lock frame 1124bd and the nut, to increase the locking force of the nut and prevent the nut from loosening during vibration.

[0212] like Figure 42 As shown, the linkage unit 1124e includes a first pull rod 1124ea, a second pull rod 1124eb, a third pull rod 1124ec, and a linkage block 1124ed. The linkage block 1124ed is rotatably mounted on the frame 111, and both ends of the linkage block 1124ed have a first linkage hole 1124ee and a second linkage hole 1124ef extending along the front-rear direction of the frame 111. One end of the first pull rod 1124ea is connected to the outer handlebar unit 1124d, and the other end of the first pull rod 1124ea is connected to the locking hook 1124bb. One end of the second pull rod 1124eb is connected to the inner handlebar unit 1124c, and the other end of the second pull rod 1124eb is movably disposed in the second linkage hole 1124ef and can abut against the end of the second linkage hole 1124ef facing the locking buckle 1124ba. One end of the third pull rod 1124ec is fixedly connected to the first pull rod 1124ea, and the other end of the third pull rod 1124ec is movably installed in the first linkage hole 1124ee and can abut against the end of the first linkage hole 1124ee facing the inner handle unit 1124c or the outer handle unit 1124d. When the outer handle unit 1124d is pulled, the outer handle unit 1124d pushes the locking hook 1124bb to move through the first pull rod 1124ea, thereby unlocking the locking hook 1124bb. At this time, the third pull rod 1124ec runs hollow in the first linkage hole 1124ee and does not link with the linkage block 1124ed, that is, pulling the outer handle unit 1124d will not link the inner handle unit 1124c. When the inner handlebar unit 1124c is pulled, the inner handlebar unit 1124c pushes the linkage block 1124ed through the second lever 1124eb. The linkage block 1124ed rotates relative to the frame 111 and drives the third lever 1124ec to move, thereby driving the first lever 1124ea to unlock the locking hook 1124bb.

[0213] Please continue to refer to this. Figure 42The outer handle unit 1124d may also have a third linkage hole 1124da. The extension direction of the third linkage hole 1124da is consistent with the extension direction of the first linkage hole 1124ee. The end of the first pull rod 1124ea away from the locking hook 1124bb is movably disposed in the third linkage hole 1124da and can abut against the end of the third linkage hole 1124da away from the locking buckle 1124ba. When the outer handle unit 1124d is pulled, the first pull rod 1124ea abuts against the end of the third linkage hole 1124da, so that the outer handle unit 1124d pushes the locking hook 1124bb to move through the first pull rod 1124ea, thereby unlocking the locking hook 1124bb. At this time, the third pull rod 1124ec runs hollow in the first linkage hole 1124ee and does not link with the linkage block 1124ed, that is, the pulling of the outer handle unit 1124d will not link the inner handle unit 1124c. When the inner handlebar unit 1124c is pulled, one end of the second pull rod 1124eb abuts against one end of the second linkage hole 1124ef. The inner handlebar unit 1124c pushes the linkage block 1124ed through the second pull rod 1124eb, and one end of the third pull rod 1124ec abuts against the first linkage hole 1124ee. The linkage block 1124ed rotates relative to the frame 111 and drives the third pull rod 1124ec to move, thereby driving the first pull rod 1124ea to unlock the locking hook 1124bb. At this time, the first pull rod 1124ea moves away from the locking hook 1124bb and runs idly in the third linkage hole 1124da, without being linked with the outer handlebar unit 1124d. That is, in this embodiment, the inner handlebar unit 1124c and the outer handlebar unit 1124d move independently and do not affect each other.

[0214] The inner handle unit 1124c includes an inner handle 1124ca, a handle base 1124cb, a first adapter plate 1124cd, and a first torsion spring 1124ce. The handle base 1124cb and the lower door body 1124ad are designed as an integral structure. This avoids the need to produce a separate mold for processing the handle base 1124cb, saving mold opening costs. A receiving cavity 1124cc is formed between the handle seat 1124cb and the lower door body 1124ad. One end of the first adapter plate 1124cd is fixed to the lower door body 1124ad, and the other end of the first adapter plate 1124cd extends into the receiving cavity 1124cc. The inner handle 1124ca and the first adapter plate 1124cd are rotatably connected through a rotating shaft. The first torsion spring 1124ce is sleeved on the rotating shaft, and one end of the first torsion spring 1124ce is fixed to the inner handle 1124ca, and the other end of the first torsion spring 1124ce is fixed to the first adapter plate 1124cd. Pulling the inner handle 1124ca causes it to rotate relative to the first adapter plate 1124cd, which in turn pushes the first pull rod 1124ea to move via the third pull rod 1124ec, thereby unlocking the locking hook 1124bb and releasing the inner handle 1124ca. Under the action of the first torsion spring 1124ce, the inner handle 1124ca returns to its original position.

[0215] like Figure 45 , Figure 52 , Figure 55 and Figure 81 As shown, the all-terrain vehicle 100 also includes a power unit 12, which is at least partially connected to the frame assembly 11 and serves as a power source to provide power for the movement of the all-terrain vehicle 100. The power unit 12 includes an engine 121, a transmission 122, a cooling unit 123, and a fuel supply unit 124. The engine 121 is mounted on the rear frame 1113 for power output. The transmission 122 is mounted on one side of the engine 121 to change the speed and torque of the engine 121. The cooling unit 123 is connected to the engine 121 for cooling the engine 121. The fuel supply unit 124 is mounted on the rear frame 1113 and connected to the engine 121 to provide fuel for the engine 121.

[0216] Please refer to Figure 45The rear frame 1113 is equipped with a first support unit 1113c, a second support unit 1113j, a third support unit 1113k, and a buffer unit 1113p. The first support unit 1113c supports and mounts the engine 121, allowing the engine 121 to be suspended relative to the rear frame 1113. The second support unit 1113j is located at the same end of the engine 121 as the first support unit 1113c, and is spaced apart from it. It also supports and mounts the engine 121, allowing the engine 121 to be suspended relative to the rear frame 1113. The third support unit 1113k is located at the other end of the engine 121. The buffer unit 1113p, located on the third support unit 1113k, supports and mounts the engine 121, allowing the engine 121 to be suspended relative to the rear frame 1113. The first support unit 1113c, the second support unit 1113j, and the third support unit 1113k are arranged in a triangle to form a three-point support, thereby achieving stable installation of the engine 121.

[0217] The first support unit 1113c and the second support unit 1113j are located on both sides of one end of the engine 121. The first support unit 1113c and the second support unit 1113j have the same structure. Here, we will focus on the first support unit 1113c, and specifically describe its structure and its connection relationship with the rear frame 1113 and the engine 121. The connection points between the first support unit 1113c and the engine 121, and the connection points between the third support unit 1113k and the engine 121 are not on the same plane.

[0218] like Figure 47 As shown, the first support unit 1113c includes a first support base 1113d, a first bolt 1113e, a first bushing 1113f, and two first elastic sleeves 1113g. The engine 121 has a first support hole 1211. The first support base 1113d is fixed to the rear frame 1113. The first bushing 1113f is embedded in the first support hole 1211. There are two first elastic sleeves 1113g, positioned at both ends of the first support hole 1211. One end of each first elastic sleeve 1113g is embedded in the first support hole 1211, and the other end is located between the engine 121 and the first support base 1113d, serving as a buffer component to cushion the sway of the engine 121 and improve the stability of the engine 121 installation.

[0219] The first elastic sleeve 1113g includes an insertion section 1113h and an elastic section 1113i. The insertion section 1113h extends into the first support hole 1211 and abuts against the first bushing 1113f. The elastic section 1113i is located outside the first support hole 1211, and the diameter of the elastic section 1113i is larger than the diameter of the insertion section 1113h, forming a shoulder. Along the axial direction of the first bushing 1113f, the thickness of the first support seat 1113d is h1, and the thickness of the elastic section 1113i is h2, where the ratio of h2 to h1 is greater than or equal to 2. That is, the thickness of the elastic section 1113i is at least twice the thickness of the first support seat 1113d. This provides sufficient buffer support between the first mounting base and the engine 121, preventing hard contact between the engine 121 and the first mounting base.

[0220] like Figure 48 and Figure 49 As shown, the third support unit 1113k includes a third support base 1113l, a second adapter plate 1113m, a first support plate 1113n, and a second connecting plate 1113o. The third support base 1113l is fixed to the rear frame 1113. The buffer unit 1113p is installed at the end of the third support base 1113l away from the rear frame 1113. The second adapter plate 1113m is fixed to the engine 121 by bolts. One side of the first support plate 1113n is fixed to the second adapter plate 1113m, and the other side of the first support plate 1113n is fixed to the buffer unit 1113p. Thus, the connection between the engine 121 and the buffer unit 1113p is achieved through the adapter plate 1113m and the first support plate 1113n. One end of the second connecting plate 1113o is fixed to the second adapter plate 1113m, and the other end of the second connecting plate 1113o is fixed to the engine 121. Thus, the second connecting plate 1113o is used to restrict the torsion of the engine 121 and flip it over, effectively improving the stability of the engine 121 installation.

[0221] The buffer unit 1113p includes a limiting plate 1113q, a first fixing plate 1113u, and a buffer member 1113v. The limiting plate 1113q includes a limiting space 1113r. The buffer member 1113v is mounted on the third support 1113l and is at least partially located within the limiting space 1113r. The first fixing plate 1113u is mounted on the end of the buffer member 1113v away from the third support 1113l. A portion of the first fixing plate 1113u is located within the limiting space 1113r to limit the movement of the limiting plate 1113q in the vertical and lateral directions. This increases the rigidity of the buffer member 1113v while limiting its position, allowing it to absorb vibrations from the engine 121. It also constrains the sway of the engine 121 to prevent collisions and rollovers. Here, the buffer member 1113v is made of rubber or silicone.

[0222] As Figure 49 shown, in one embodiment, the limit plate 1113q includes a bottom plate 1113s and two side plates 1113t. The bottom plate 1113s is fixed to the third support base 1113l. The two side plates 1113t are disposed on the bottom plate 1113s at intervals and enclose a limit space 1113r between the bottom plate 1113s. The buffer member 1113v includes a buffer portion 1113w and a first limit portion 1113x. The buffer portion 1113w is mounted on the bottom plate 1113s. The first limit portion 1113x is provided with a limit groove 1113aa, and a part of the first fixing plate 1113u is embedded in the limit groove 1113aa. That is, when the first fixing plate 1113u cooperates with the limit plate 1113q, the direct contact therebetween is the first limit portion 1113x and the first fixing plate 1113u. Thus, the rigid contact between the first fixing plate 1113u and the limit plate 1113q can be avoided. In one embodiment, the first limit portion 1113x is in a "ji" shape, and the first fixing plate 1113u is in a "ji" shape.

[0223] As Figure 50 and Figure 51 shown, a gear 1212 is sleeved on the output shaft of the engine 121. A vehicle speed sensor 1213 is provided adjacent to the output shaft of the engine 121. During the rotation of the output shaft, the vehicle speed sensor 1213 cooperates with the gear 1212 and detects the number of rotation turns of the gear 1212 to calculate the speed of the all-terrain vehicle 100. In one embodiment, the vehicle speed sensor 1213 is mounted on the rear frame 1113 or the body of the engine 121. The gear 1212 includes at least three tooth portions 1214. That is, the number of the tooth portions 1214 can be set to three tooth portions 1214, five tooth portions 1214 or more.

[0224] In this embodiment, as Figure 51As shown, there are three teeth 1214: a first tooth 1214a, a second tooth 1214b, and a third tooth 1214c. The distance between the first tooth 1214a and the second tooth 1214b is L1, the distance between the second tooth 1214b and the third tooth 1214c is L2, and the distance between the first tooth 1214a and the third tooth 1214c is L3. L1 equals L2 and L1 does not equal L3; or L1 equals L3 and L1 does not equal L2. Thus, during the operation of gear 1212, the trigger period of the tooth 1214 signal acquired by the vehicle speed sensor 1213 is an irregular period, and the actual vehicle speed of the all-terrain vehicle 100 is calculated using this irregular period. Thus, when the engine 121 is idling, using this irregular cycle as the actual speed calculation cycle of the all-terrain vehicle 100 can avoid the situation where the engine 121 vibrates and accidentally triggers the speed sensor 1213, thereby avoiding the phenomenon of the instrument speed fluctuating wildly and effectively improving the accuracy and reliability of the speed display.

[0225] like Figure 52 As shown, the cooling unit 123 includes a cooling inlet pipe 1231, a cooling outlet pipe 1232, a media storage tank 1233, and a heat exchanger 1234. Correspondingly, the engine 121 has a cooling inlet (not shown) connected to the cooling inlet pipe 1231 and a cooling outlet (not shown) connected to the cooling outlet pipe 1232. The media storage tank 1233 is installed in the middle of the front frame 1111 and is used to hold coolant, providing coolant to the cooling outlet pipe 1232. Here, the cooling of the engine 121 can be water cooling or refrigerant cooling. Accordingly, the media storage tank 1233 is a water tank or a refrigerant tank. After exchanging heat with the heat exchanger 1234, the coolant enters the cooling inlet pipe 1231 and then enters the engine 121 through the cooling inlet pipe 1231 and the cooling outlet to cool the engine 121. Then, the coolant, after heat exchange with the engine 121, enters the cooling outlet pipe 1232 through the cooling outlet and is then transported to the heat exchanger 1234 for heat exchange. The cooled coolant then re-enters the cooling inlet pipe 1231. This process is repeated to cool the engine 121. Of course, the cooling unit 123 also includes other components such as sensors, thermostats, and drive components. These components work together to dissipate heat from the engine 121. The cooling principle of the cooling unit 123 is based on existing technology and will not be detailed here.

[0226] In one embodiment, the heat exchanger 1234 is located on the front frame 1111, and the cooling inlet pipe 1231 and cooling outlet pipe 1232 extend along the front-to-rear direction of the all-terrain vehicle 100. The cooling inlet pipe 1231 and cooling outlet pipe 1232 can be any of aluminum pipes, steel pipes, or rubber hoses. Furthermore, because the cooling inlet pipe 1231 and cooling outlet pipe 1232 are relatively long, they are configured as separate structures to facilitate processing and manufacturing. Of course, in other embodiments, the cooling inlet pipe 1231 and cooling outlet pipe 1232 can also be integrally formed.

[0227] Continue to refer to Figure 52 The cooling inlet pipe 1231 includes a first pipe 1231a, a second pipe 1231d, and a first fastener 1231e. The cooling outlet pipe 1232 includes a third pipe 1232a, a fourth pipe 1232d, and a second fastener 1232e. The first pipe 1231a is connected to the cooling inlet. The second pipe 1231d extends from the front to the rear of the all-terrain vehicle 100, with one end connected to the first pipe 1231a and the other end connected to the heat exchanger 1234. The first fastener 1231e is fitted at the connection between the second pipe 1231d and the first pipe 1231a to securely connect the first pipe 1231a and the second pipe 1231d. The third pipe 1232a is connected to the cooling outlet, and the fourth pipe 1232d extends from the front to the rear of the all-terrain vehicle 100. One end of the fourth pipe 1232d is connected to the third pipe 1232a, and the other end of the fourth pipe 1232d is connected to the heat exchanger 1234. A second fastener 1232e is fitted at the connection between the third pipe 1232a and the fourth pipe 1232d to secure the connection between them.

[0228] In one embodiment, the first tube 1231a is a rubber tube, and the second tube 1231d is an aluminum tube. The second tube 1231d extends into the first tube 1231a, and the rubber tube and aluminum tube are sealed together to prevent coolant leakage. Similarly, the third tube 1232a is a rubber tube, and the fourth tube 1232d is an aluminum tube. The fourth tube 1232d extends into the third tube 1232a, and the rubber tube and aluminum tube are sealed together. Furthermore, the second tube 1231d comprises at least two interconnected sections, the axes of which are not coincident. This allows the second tubes 1231d themselves to restrain each other, preventing twisting and ensuring a sufficient safety distance between the second tube 1231d and the fourth tube 1232d, thus preventing them from contacting each other and causing wear. Likewise, the fourth tube 1232d comprises at least two interconnected sections, the axes of which are not coincident. This design allows the fourth tube 1232d to also restrain itself, preventing it from twisting and ensuring a sufficient safety distance between the second tube 1231d and the fourth tube 1232d, thus preventing them from contacting each other and causing wear. In this embodiment, the fourth tube 1232d is a bent tube, and the second tube 1231d is a straight tube. This clearly distinguishes the two tubes by their shapes, facilitating material management. Simultaneously, the bent tube design allows space for other components on the frame 111, making the overall frame assembly 11 more compact.

[0229] like Figure 53 and Figure 54 As shown, in one embodiment, to avoid interference during installation between the first fastener 1231e and the second fastener 1232e, this application provides a corresponding installation method so that the first fastener 1231e and the second fastener 1232e are oriented towards a predetermined position, thereby avoiding interference problems during installation between the first fastener 1231e and the second fastener 1232e. To enable quick connection between the first pipe 1231a and the second pipe 1231d, and between the third pipe 1232a and the fourth pipe 1232d, both the first fastener 1231e and the second fastener 1232e are clamp structures.

[0230] It is understandable that the clamp structure will have corresponding protruding parts. However, if the protruding parts of two clamps are arranged face to face, this will not only increase the distance between adjacent cooling inlet pipes 1231 and cooling outlet pipes 1232, thus occupying a large space, but also cause installation interference problems. Therefore, the first pipe 1231a is provided with a first mark 1231b. When the corresponding clamps tighten around the first pipe 1231a and the second pipe 1231d, the protruding part 1231f of the clamp corresponds to the first mark 1231b. It is also understandable that the second pipe 1231d can also have the first mark 1231b. The third pipe 1232a is provided with a second mark 1232b. When the corresponding clamps tighten around the third pipe 1232a and the fourth pipe 1232d, the protruding part 1231f of the clamp corresponds to the second mark 1232b. It is also understandable that the fourth pipe 1231b can also have the second mark 1232b. Specifically, the orthographic projection of the first identifier 1231b onto the outer surface of the third pipe 1232a or the fourth pipe 1232d does not coincide with the position of the second identifier 1232b on the outer surface of the third pipe 1232a or the fourth pipe 1232d. This staggered arrangement of the protruding portions 1231f of the two clamps not only avoids installation interference but also allows the cooling inlet pipe 1231 and the cooling outlet pipe 1232 to be closer together, saving space.

[0231] The first pipe 1231a has a third identifier 1231c, which is located on a different pipe than the first identifier 1231b. For example, if the first pipe 1231a has the first identifier 1231b, then the third identifier 1231c is located on the second pipe 1231d, and vice versa. The first identifier 1231b and the third identifier 1231c correspond to each other. It can be understood that by setting the third identifier 1231c, not only can different identifiers be used to identify which pipe is connected to the engine 121 and which pipe is the cooling inlet or outlet pipe, thus improving installation efficiency; but also, since the first identifier 1231b and the third identifier 1231c correspond, the relative position between the first pipe 1231a and the second pipe 1231d can be determined, that is, the assembly angle between the first pipe 1231a and the second pipe 1231d can be quickly determined, improving assembly efficiency. The second pipe 1231d can also have the third identifier 1231c. Similarly, the third tube 1232a is provided with a fourth identifier 1232c, which corresponds to and cooperates with the second identifier 1232b. Its function is the same as that of the third identifier 1231c, which will not be elaborated here. It is understandable that the fourth tube 1232d can also be provided with a fourth identifier 1232c.

[0232] The first identifier 1231b, the second identifier 1232b, the third identifier 1231c, and the fourth identifier 1232c can all be any one or a combination of color identifiers, groove identifiers, raised identifiers, etc. The specific choice can be based on actual needs. In this embodiment, the first identifier 1231b, the second identifier 1232b, the third identifier 1231c, and the fourth identifier 1232c are all color identifiers; the colors of the first identifier 1231b and the third identifier 1231c are different, and the colors of the second identifier 1232b and the fourth identifier 1232c are also different.

[0233] like Figure 52 As shown, the cooling unit 123 also includes multiple wire clamps 1234, each wire clamp 1234 including a third opening 1234a, and each wire clamp 1234 is simultaneously connected to the cooling inlet pipe 1231 and the cooling outlet pipe 1232, and the multiple wire clamps 1234 are arranged at intervals. The third opening 1234a of each wire clamp 1234 faces a different direction, thereby limiting the cooling inlet pipe 1231 and the cooling outlet pipe 1232 in different directions to prevent rotation of the cooling inlet pipe 1231 and the cooling outlet pipe 1232. This avoids interference and friction between the cooling inlet pipe 1231 and the cooling outlet pipe 1232 and surrounding components. Furthermore, since the cooling inlet pipe 1231 and the cooling outlet pipe 1232 need to extend from the front to the rear of the all-terrain vehicle 100, the second pipe 1231d and the fourth pipe 1232d are relatively long. Therefore, the multiple wire clamps 1234 are generally clamped at intervals on the second pipe 1231d and the fourth pipe 1232d. In this configuration, at least one of the cable clamps 1234 has its third opening 1234a facing downwards, and at least one of the cable clamps 1234 has its third opening 1234a facing upwards. Alternatively, the latch of one of the cable clamps 1234 faces the left side of the all-terrain vehicle 100, while the opening of the other cable clamp 1234 faces the right side of the all-terrain vehicle 100.

[0234] like Figures 55 to 62As shown, the fuel supply unit 124 includes a fuel tank 1241, a fuel inlet pipe 1242, a floating component 1243, and a charcoal canister 1244. The fuel tank 1241 is mounted on the frame 111 and stores fuel for combustion in the engine 121. One end of the fuel inlet pipe 1242 is attached to the fuel tank 1241 and communicates with its interior. The other end of the fuel inlet pipe 1242 is fixed to the frame 111 and / or the vehicle body 112 and serves as a fuel filler neck for refueling. The floating component 1243 is located inside the fuel tank 1241 and is used to detect the amount of fuel in the tank. The charcoal canister 1244 absorbs or stores fuel vapors volatilized from the fuel tank 1241, and when the all-terrain vehicle 100 is running, the absorbed fuel vapors are reintroduced into the intake manifold of the engine 121 for combustion, thus achieving fuel conservation and environmental protection. Vertically, the charcoal canister 1244 is positioned above the fuel tank 1241. This not only prevents fuel from flowing back into the charcoal canister from the fuel tank 1241, but also provides a relatively high position for the charcoal canister 1244, preventing water from entering the charcoal canister 1244 and affecting the normal operation of the engine 121 when the all-terrain vehicle 100 is wading through water. In one embodiment, the charcoal canister 1244 is mounted on the rear frame 1113 and located inside the rear side panel 1123bc. This provides a relatively clean working environment for the charcoal canister 1244, extending its service life; simultaneously, the removable rear side panel 1123bc allows for easy maintenance and replacement of the charcoal canister 1244.

[0235] refer to Figures 55 to 57The fuel tank 1241 is positioned and connected to the frame 111 through at least three connection points. These at least three connection points are not on the same horizontal plane. This allows for multi-directional positioning of the fuel tank 1241, ensuring stable and secure installation. In one embodiment, the fuel tank 1241 is connected to the frame 111 through three connection points. Along the front-rear direction of the all-terrain vehicle 100, the fuel tank 1241 has two second positioning holes 1241a at its front end near the all-terrain vehicle 100. Each second positioning hole 1241a can be connected to the frame 111 using bolts, screws, or similar components. The side of the fuel tank 1241 near the rear end of the all-terrain vehicle 100 has a second bracket 1241b. One end of the second bracket 1241b can be welded or threaded to the frame 111, and the other end can be connected to the fuel tank 1241 using screws or similar components, thus forming a connection point. Thus, by combining the two second positioning holes 1241a, a three-point positioning method is formed to fix the fuel tank 1241, preventing the fuel tank 1241 from shaking during vehicle operation. The second positioning hole 1241a is an oblong hole, and the connection point between the fuel tank 1241 and the frame 111 can be changed within this oblong hole, allowing for relative adjustment of the relative positions of the fuel tank 1241 and the frame 111 to compensate for installation errors. Of course, the connection between the second bracket 1241b and the fuel tank 1241 can also be adjustable, enabling adjustment of the fuel tank 1241 in multiple directions for more precise installation. Furthermore, in other embodiments, the connection points between the fuel tank 1241 and the frame 111 can be four, five, or more, which will not be exhaustively listed here.

[0236] like Figure 57 As shown, the surface of the fuel tank 1241 is also provided with a pressure rod 1241c. Vertically, the pressure rod 1241c is positioned above the fuel tank 1241 and is fixed to the rear frame 1113, abutting against the fuel tank 1241 to press it firmly against the rear frame 1113. Thus, combined with three-point positioning, the fuel tank 1241 is further limited from different positions to improve the reliability and stability of the fuel tank 1241 installation and prevent it from shaking.

[0237] like Figure 58As shown, the fuel tank 1241 includes a first tank section 1241d and a second tank section 1241i. The first tank section 1241d and the second tank section 1241i form an L-shape, meaning the fuel tank 1241 is L-shaped. This increases the volume of the fuel tank 1241 while also making full use of the vertical and horizontal space of the frame 111, effectively saving space inside the frame 111 and making the structure more compact. Furthermore, along the vertical direction of the all-terrain vehicle 100, the second tank section 1241i is located above the first tank section 1241d, and one end of the fuel inlet pipe 1242 is connected to the second tank section 1241i. The engine 121 is connected to the first tank section 1241d, thereby connecting the lower part of the fuel tank 1241 to the engine 121 for fuel supply from the fuel tank 1241. Two second positioning holes 1241a are located on the first housing portion 1241d, and the second bracket 1241b can be welded to either the first housing portion 1241d or the second housing portion 1241i. Vertically, at least a portion of the first housing portion 1241d is located below the seat 1122f, and longitudinally, the second housing portion 1241i is located behind the seat 1122f. Thus, combined with the shape of the fuel tank 1241, the fuel tank 1241 can be matched to the shape of the seat, thereby fully utilizing the area below and behind the seat 1122f, making the structure of this area more compact. Simultaneously, this effectively increases the volume of the fuel tank 1241, improving the range of the all-terrain vehicle 100.

[0238] like Figure 59 As shown, the bottom of the first tank portion 1241d is provided with a protruding rib 1241f. The protruding rib 1241f divides the bottom of the first fuel tank 1241 into a first region 1241g and a second region 1241h. The first region 1241g and the second region 1241h are at least partially connected. The engine 121 can communicate with the interior of the fuel tank 1241 in either the first region 1241g or the second region 1241h. It can be understood that the protruding rib 1241f blocks fuel at the bottom of the first tank portion 1241d, effectively ensuring that there is always fuel in the area where the engine 121 takes fuel when the vehicle is turning, going downhill, or experiencing bumps, thereby continuously supplying fuel to the engine 121 and improving the stability of the engine 121's power output. At the same time, the setting of the protruding rib 1241f also effectively improves the overall structural strength of the fuel tank 1241.

[0239] like Figure 60 and Figure 61As shown, the fuel inlet pipe 1242 includes at least a first pipe 1242a and a second pipe 1242b. At least a portion of the first pipe 1242a is located outside the fuel tank 1241 and serves as the fuel filling port. The second pipe 1242b is connected to the first pipe 1242a and is at least partially located inside the fuel tank 1241. The end of the second pipe 1242b away from the first pipe 1242a serves as the fuel outlet, and the fuel outlet is oriented away from the floating member 1243. Thus, when refueling, the fuel support can be prevented from impacting the floating member 1243, causing it to bounce and consequently causing the instrument display to fluctuate, resulting in erratic fuel gauge readings. This not only makes the fuel gauge prone to damage but also affects the accuracy of the fuel level indication.

[0240] In some embodiments, the second pipe 1242b is configured as a bend, with the bend direction opposite to the floating member 1243, so that the fuel outlet of the bend is far from the floating member or offset from the floating member 1243. Here, the second pipe 1242b is an arc-shaped pipe, an L-shaped pipe, or a non-circular pipe. The first pipe 1242a and the second pipe 1242b are interconnected. The first pipe 1242a is welded to the fuel tank 1241 so that the fuel inlet pipe 1242 is integrally fixed to the fuel tank 1241.

[0241] The first pipe 1242a and the second pipe 1242b are interference-fitted. A first positioning structure 1245 is provided between the second pipe 1242b and the first pipe 1242a. When the first pipe 1242a and the second pipe 1242b are connected, the second pipe 1242b and the first pipe 1242a are positioned by the first positioning structure 1245 to ensure the reliability of the connection between the first pipe 1242a and the second pipe 1242b. The first positioning structure 1245 includes a first hole 1245a and a first protrusion 1245b. The first hole 1245a is formed on the end face of the second pipe 1242b away from the interior of the oil tank 1241. Correspondingly, the first protrusion 1245b is located on the end face of the connection between the first pipe 1242a and the second pipe 1242b. With the first conduit 1242a and the second conduit 1242b interlocked by an interference fit, the first protrusion 1245b can be inserted into the first hole 1245a to achieve the positioning of the first conduit 1242a and the second conduit 1242b. Of course, in this embodiment, the positions of the first hole 1245a and the first protrusion 1245b can be interchanged, which can still achieve the positioning of the first conduit 1242a and the second conduit 1242b.

[0242] like Figure 61As shown, a second positioning structure 1246 is provided between the first pipeline 1242a and the fuel tank 1241, and the second positioning structure 1246 is used to achieve pre-positioning between the first pipeline 1242a and the fuel tank 1241. In one embodiment, the second positioning structure 1246 includes a second hole 1246a and a second protrusion 1246b. The second hole 1246a is formed on the fuel tank 1241, and the second protrusion 1246b is provided at one end of the first pipeline 1242a near the second pipeline 1242b. When the first pipeline 1242a is connected to the fuel tank 1241, the second protrusion 1246b can be inserted into the second hole 1246a to achieve positioning between the first pipeline 1242a and the fuel tank 1241. Simultaneously, after positioning, the first pipeline 1242a and the fuel tank 1241 are welded together, thereby realizing the installation of the entire oil inlet pipe 1242 and the fuel tank 1241. Of course, in this embodiment, the positions of the second hole 1246a and the second protrusion 1246b can be interchanged, which can also achieve the positioning between the first pipe 1242a and the oil tank 1241. One end of the first pipe 1242a is provided with a shoulder 1242c, the first protrusion 1245b is located on the surface of the shoulder away from the first pipe 1242a, and the second protrusion 1246b is located on the outer peripheral surface of the shoulder 1242c.

[0243] like Figure 63 , Figure 69 and Figure 74 As shown, the control assembly 13 includes a transmission control mechanism 131, a braking mechanism 132, and a steering mechanism 133. The transmission control mechanism 131 is mounted on the frame 111, with one end connected to the transmission 122 and the other end located within the cabin 1121 for driver operation and gear shifting. The braking mechanism 132 is mounted on the frame 111 and connected to the brake discs 173 of the wheels for braking the front wheel assembly 17 and the rear wheel assembly 18. The steering mechanism 133 is mounted on the frame 111 and connected to the front wheel assembly 17. A portion of the steering mechanism 133 is located within the cabin 1121 for driver operation to control the direction of the front wheel assembly 17, thereby achieving directional control of the all-terrain vehicle 100.

[0244] like Figure 63 and Figure 64As shown, the transmission control mechanism 131 includes a carrier 1311, a transmission component 1314, and a shift lever 1317. The carrier 1311 is mounted on the frame 111. One end of the shift lever 1317 is rotatably mounted within the carrier 1311, and the other end extends into the cabin 1121 to serve as part of the driver's gear shifting operation. One end of the transmission component 1314 is connected to the shift lever 1317, and the other end extends towards the rear of the all-terrain vehicle 100 and is connected to the transmission 122 to transmit the shift command from the shift lever 1317 to the transmission 122. When a gear shift is required, the driver operates the shift lever 1317 and transmits the shift signal to the transmission 122 via the transmission component 1314, causing the transmission 122 to change its speed or direction, thereby controlling the power output of the engine 121.

[0245] The support component 1311 includes a fifth connecting plate 1312 and a cover 1313. The foot pedal 1122c includes a second mounting hole 1122ce. The fifth connecting plate 1312 can be welded or screwed to the frame 111. At least a portion of the fifth connecting plate 1312 is located at the second mounting hole 1122ce for connection with the gear shift lever 1317. The cover 1313 covers the second mounting hole 1122ce and connects to the foot pedal 1122c, thus making the foot pedal 1122c a single unit, resulting in a more compact and aesthetically pleasing structure. It is understood that by directly mounting the fifth connecting plate 1312 to the frame 111, and directly connecting the gear shift lever 1317 to the fifth connecting plate 1312, existing components such as the gear shift mounting base are eliminated, resulting in a simpler structure and a cost reduction of at least 30%. Meanwhile, since the fifth connecting plate 1312 and the shift lever 1317 are independent components, the fifth connecting plate 1312 can be pre-fixed to the frame 111 during installation. Therefore, when installing the shift lever 1317, it can be directly installed onto the fifth connecting plate 1312, eliminating the need for additional sheet metal parts or supports. This makes the connection convenient, the structure simple, and the cost low.

[0246] The transmission component 1314 includes a fourth pull rod 1315 and an adjuster 1316. One end of the fourth pull rod 1315 is connected to the transmission 122, and the other end is connected to the shift lever 1317. The adjuster 1316 is mounted on the fourth pull rod 1315 and is used to adjust the tension of the fourth pull rod 1315 to compensate for installation errors of the shift lever 1317 and loosening of the fourth pull rod 1315 after wear. Operating the shift lever 1317 causes the rocker arm of the transmission 122 to move via the fourth pull rod 1315, thereby changing the transmission ratio of the transmission 122 and thus changing the power output of the engine 121, i.e., shifting gears.

[0247] Please refer to Figure 64In one embodiment, the frame 111 is provided with a first bracket 1112d, and the connection between the first bracket 1112d and the frame 111 is a detachable connection such as a bolt connection or a snap-fit ​​connection. Thus, the positions of the fourth tie rod 1315 and the adjuster 1316 fixed on the frame 111 can be selected and adjusted, offering strong versatility. One end of the first bracket 1112d is fixed to the frame 111 by bolts, and the other end has a latch 1112da, into which the adjuster 1316 is latched, thereby enabling the installation of the adjuster 1316.

[0248] like Figures 65 to 67 As shown, the foot pedal 1122c also has a shift access port 1122cf, the position of which corresponds to the position of the regulator 1316. This means that maintenance personnel can inspect and adjust the regulator 1316 through the shift access port 1122cf. This allows for quick inspection and adjustment of the regulator 1316, avoiding the need to disassemble and reassemble numerous parts, and making maintenance convenient. Of course, the shift access port 1122cf is not limited to inspecting the regulator 1316; it can also be used to inspect all components located in this area.

[0249] Please refer to Figure 65 The foot pedal 1122c has a raised portion 1122cg protruding into the cabin 1121 on the ground-facing side, and the raised portion 1122cg has the aforementioned second mounting hole 1122ce. The protective cover 1313 is connected to the raised portion 1122cg and covers the second mounting hole 1122ce. The shift access port 1122cf is located on the side of the raised portion 1122cg and the bottom surface of the foot pedal 1122c, thus forming an "L"-shaped shift access port 1122cf, maximizing the area of ​​the shift access port 1122cf, thereby facilitating the maintenance of the regulator 1316. When maintenance is not required, the shift access port 1122cf is sealed by the fourth cover plate 1122cj, so that the foot pedal 1122c is a single unit during daily use.

[0250] like Figure 65 and Figure 67As shown, the fourth cover plate 1122cj and the foot pedal 1122c are connected by a detachable structure such as a snap-fit ​​structure or a threaded structure, thereby facilitating the assembly and disassembly of the fourth cover plate 1122cj. In one embodiment, the foot pedal 1122c is provided with an insertion interface 1122ch and a locking interface 1122ci at the shift access port 1122cf. The insertion interface 1122ch and the locking interface 1122ci are arranged opposite to each other, that is, the insertion interface 1122ch and the locking interface 1122ci are located on opposite sides of the shift access port 1122cf. The corresponding fourth cover plate 1122cj is provided with a second insertion part 1122ck and a locking part 1122cl. The second insertion part 1122ck is inserted into the insertion interface 1122ch, and the locking part 1122cl is locked into the locking interface 1122ci, so as to realize the detachable connection between the foot pedal 1122cj and the fourth cover plate 1122cj. Of course, the positions of the plug interface 1122ch and the second plug part 1122ck can be interchanged, and the positions of the card interface 1122ci and the card part 1122cl can also be interchanged.

[0251] like Figure 68 As shown, to achieve the integrity of the fourth cover plate 1122cj and the foot pedal 1122c, a recess 1122cm is provided on the foot pedal 1122c, and the shift access port 1122cf is located at the bottom of the recess 1122cm. After the fourth cover plate 1122cj covers the shift access port 1122cf, the fourth cover plate 1122cj is located within the recess 1122cm, and the surface of the fourth cover plate 1122cj is basically flush with the surface of the foot pedal 1122c, thereby making the fourth cover plate 1122cj and the foot pedal 1122c form an integral structure, improving the overall integrity and aesthetics.

[0252] Please combine Figure 69 A guide structure 1122cn is provided between the fourth cover plate 1122cj and the foot pedal 1122c. The guide structure 1122cn is used to guide the installation of the fourth cover plate 1122cj so that the snap-fit ​​part 1122cl can quickly snap into the snap-fit ​​interface 1122ci. In one embodiment, the guide structure 1122cn includes a guide part 1122co, and the foot pedal 1122c is provided with a guide groove 1122cp. When the fourth cover plate 1122cj covers the foot pedal 1122c, the guide part 1122co is inserted into the guide groove 1122cp, thereby guiding the snap-fit ​​part 1122cl into the snap-fit ​​interface 1122ci. Of course, the positions of the guide part 1122co and the guide groove 1122cp can be interchanged. At the same time, the guide structure 1122cn is not limited to the described cooperation of the guide part 1122co and the guide groove 1122cp; it can also be a sloped guide, etc.

[0253] In one embodiment, there are at least two guide grooves 1122cp, and the two guide grooves 1122cp are positioned relative to each other, with the guide grooves 1122cp located between the insertion interface 1122ch and the card interface 1122ci. Meanwhile, the guide grooves 1122cp, the insertion interface 1122ch, and the card interface 1122ci are all located at the bottom of the sink and surround the circumference of the gear shift inspection port 1122cf.

[0254] like Figure 63 As shown, the gear shift mechanism 131 is positioned near the driver's seat to facilitate gear shifting. The gear shift mechanism 131 includes a reverse gear 1319 and a forward gear 131a. The gear shift lever 1317 rotates relative to the support member 1311 to switch between the reverse gear 1319 and the forward gear 131a, thereby enabling the all-terrain vehicle 100 to move forward and reverse. Specifically, along the longitudinal direction of the all-terrain vehicle 100, the reverse gear 1319 is positioned in front of the forward gear 131a. This gear arrangement allows the forward gear 131a to be positioned relatively rearward, thus preventing the gear shift lever 1317 from colliding with the driver's body during normal forward movement of the all-terrain vehicle 100, which could cause the position of the gear shift lever 1317 to change and affect driving. In some embodiments, the forward gear 131a is positioned near the rear of the all-terrain vehicle 100 and located on the backrest 1122fb of the seat 1122f. Here, the seat 1122f typically includes a seat cushion 1122fa and a backrest 1122fb. The backrest is for the driver's or passenger's back to lean against, and the seat cushion is in contact with the driver's or passenger's buttocks. This modification further reduces the contact between the gear shift lever 1317 and the driver's body during driving, thereby preventing the position of the gear shift lever 1317 from changing and affecting driving.

[0255] In this embodiment, the transmission control mechanism 131 includes a parking gear 1318, a reverse gear 1319, and a forward gear 131a. The shift lever 1317 rotates relative to the support member 1311, thereby switching between the parking gear 1318, reverse gear 1319, and forward gear 131a, thus correspondingly realizing the forward, reverse, and parking of the all-terrain vehicle 100. Along the front to the rear of the all-terrain vehicle 100, the parking gear 1318 and reverse gear 1319 are located near the front of the all-terrain vehicle 100, while the forward gear 131a is located near the rear of the all-terrain vehicle 100 and is positioned on the backrest of the seat. The parking gear 1318 is located closer to the front of the all-terrain vehicle 100 than the reverse gear 1319. That is, the reverse gear 1319 is located between the parking gear 1318 and the forward gear 131a. The forward gear 131a includes a high gear and a low gear. The high gear is positioned relatively far from the low gear, away from the parking gear 1318; that is, the low gear is located between the parking gear 1318 and the high gear. In one embodiment, the parking gear 1318, reverse gear 1319, low gear, and high gear are arranged sequentially from the front to the rear of the all-terrain vehicle 100. This makes the gear positions and shifting logic clear, and makes shifting gears more convenient and faster.

[0256] like Figure 70 as well as Figure 75 As shown, the braking mechanism 132 includes a foot brake portion 132a and a handbrake portion 132b. The foot brake portion 132a is located inside the cabin 1121 and is used by the driver's foot to brake the front and rear wheel sets. The handbrake portion 132b is generally located on the side of the driver's seat 1122f and near the gear shift lever 1317, for the driver's hand to operate the brake. The foot brake portion 132a includes a brake seat 1326, a brake pedal 1321, a brake pump 1322, a brake line 1323, and a brake caliper 1324. The front wheel set 17 includes a left front wheel 171 and a right front wheel 172. The rear wheel set 18 includes a left rear wheel 181 and a right rear wheel 182. The brake pedal 1321 is rotatably mounted on the brake seat 1326. The brake pump 1322 is mounted on the frame 111 and connected to the brake pedal 1321. The number of brake calipers 1324 corresponds to the number of wheels, that is, one brake caliper 1324 is provided on each of the left front wheel 171, right front wheel 172, left rear wheel 181, and right rear wheel 182. One end of the brake oil pipe 1323 is connected to the brake pump 1322, and the other end is connected to the corresponding brake caliper 1324. When braking is required, the brake pedal 1321 is pressed. The brake pedal 1321 controls the brake pump 1322 to output control oil pressure, which is delivered to the corresponding brake caliper 1324 through the corresponding brake oil pipe 1323. The brake caliper 1324 brakes the brake disc 173 of the wheel, thereby achieving braking of the front wheel assembly 17 and / or the rear wheel assembly 18.

[0257] In one implementation, such as Figure 71 As shown, a brake seat 1326 is mounted on the pedal mounting base 1111e. The brake pedal 1321 is rotatably connected to the brake seat 1326 via a rotating shaft, and the rotating shaft passes through the brake seat 1326, having at least two connection points with it. This configuration minimizes the movement clearance of the brake pedal 1321, improving braking accuracy. Furthermore, a second torsion spring 1325a is sleeved on the rotating shaft. One end of the second torsion spring 1325a is fixed to the brake seat 1326, and the other end is fixed to the brake pedal 1321. This serves to reset the brake pedal 1321 while providing damping feedback when the brake pedal 1321 is depressed.

[0258] Please refer to Figure 70 The brake pump 1322 has multiple load ports (not shown in the figure). The number of brake lines 1323 corresponds at least to the number of load ports, meaning each load port is connected to at least one brake line 1323. The brake pump 1322 controls the pressure output from each load port, which is then delivered to the corresponding brake caliper 1324 via the brake line 1323 to drive the brake caliper 1324 to perform braking action on the corresponding wheel. In one embodiment, the brake pump 1322 has three load ports, designated as a first load port, a second load port, and a third load port. The brake lines 1323 include a left front wheel line, a right front wheel line, and a rear wheel line. One end of the left front wheel line is connected to the first load port, and the other end extends towards the left front wheel 171 and connects to the brake caliper 1324 on the left front wheel 171. One end of the right front wheel hydraulic hose connects to the second load port, and the other end extends towards the right front wheel 172 and connects to the brake caliper 1324 on the right front wheel 172. One end of the rear wheel hydraulic hose connects to the third load port, and the other end extends from the front to the rear of the all-terrain vehicle 100, branching into two output ports via a junction box. These two output ports connect to the left rear wheel 181 and the right rear wheel 182, respectively. Here, the junction box is detachably mounted to the frame 111 using bolts, clips, or other removable methods. This installation is simple, easy to maintain, and adaptable to different frame models 111, improving product versatility.

[0259] like Figures 72 to 74As shown, the side of the brake caliper 1324 away from the brake disc 173 includes a hydraulic inlet 1324a and a protrusion 1324b. The brake line 1323 is laid along the outer periphery of the protrusion 1324b and connected to the hydraulic inlet. Thus, the protrusion 1324b protects the brake line 1323, concealing its routing and preventing damage from collisions with hard objects such as gravel during the all-terrain vehicle 100's operation, thereby improving safety. Simultaneously, during the routing of the brake line 1323, the frame 111 is equipped with multiple hose supports 1112e, spaced apart along the longitudinal direction of the frame 111. The brake line 1323 is confined within the hose supports 1112e. The brake line 1323 is guided by the brake line bracket 1112e to prevent the brake line 1323 from shaking and interfering with the sharp metal edge on the frame 111, thereby improving the safety of the brake line 1323.

[0260] like Figures 75 to 77 As shown, the handbrake unit 132b includes a brake lever 1327, a brake cable 1328, and a parking junction box 1329. The brake lever 1327 is operated by the driver. One end of the brake cable 1328 is connected to the brake lever 1327, and the other end is connected to the brake caliper 1324, transmitting the handbrake signal from the brake lever 1327 to the brake caliper 1324 to control the brake caliper 1324 to brake the brake disc 173. The parking junction box 1329 is detachably mounted on the frame 111 to branch one brake cable 1328 into at least two, so that the two brake cables 1328 are for different wheels, such as the left rear wheel 181 and right rear wheel 182, or the left front wheel 171 and right front wheel 172. Understandably, by detachably installing the parking junction box 1329, it can be installed on frames 111 with different configurations, improving product adaptability and reducing costs. Simultaneously, the detachable design facilitates maintenance and installation, making it more convenient and simpler. In one embodiment, the handbrake unit 132b also includes a mounting base 132c, which is detachably installed on the frame 111 by bolts and clips. The parking junction box 1329 is installed on the mounting base 132c, thereby achieving a detachable connection between the mounting base and the bracket.

[0261] like Figure 78As shown, the steering mechanism 133 includes a steering wheel 1331, a first steering lever 1332, an EPS booster 1333, a second steering lever 1334, and a steering gear 1335. The steering wheel 1331 is located within the cabin 1121 for driver steering. The EPS booster 1333 is mounted on the front frame 1111 and has an input end and an output end. One end of the first steering lever 1332 is connected to the steering wheel 1331 via a steering knuckle 1336, and the other end of the first steering lever 1332 is also connected to the input end of the EPS booster 1333 via a steering knuckle 1336. The steering gear 1335 is mounted on the frame 111 and connected to the front wheel assembly 17. The second steering lever 1334 is located between the steering gear 1335 and the EPS booster 1333. Furthermore, one end of the second steering lever 1334 is connected to the steering gear 1335 via the steering knuckle 1336, and the other end of the second steering lever 1334 is also connected to the output end of the EPS booster 1333 via an adapter. Turning the steering wheel 1331 drives the first steering lever 1332 to move. The force of the first steering lever 1332 is transmitted to the second steering lever 1334 through the EPS booster 1333, causing the second steering lever 1334 to rotate. The second steering lever 1334 drives the steering gear 1335 to move, thereby the steering gear 1335 controls the rotation of the front wheel assembly 17, realizing the steering control of the all-terrain vehicle 100.

[0262] like Figures 79 to 80 As shown, a groove 1333a is formed on the outer wall of the input and / or output ends of the EPS booster 1333, and the groove 1333a extends along the axial direction of the input and output ends. The steering knuckle 1336 mounted on the output and / or input ends can be adjusted along the groove 1333a. This eliminates assembly errors caused by insufficient assembly precision of the EPS booster 1333, steering gear 1335, etc. during the assembly process. It also eliminates steering play and steering misalignment, improving handling precision.

[0263] The steering knuckle 1336 includes a first fork 1336a and a second fork 1336f. The steering mechanism 133 also includes a second locking member 1337. The first fork 1336a and the second fork 1336f are rotatably connected to each other, and the end of the first fork 1336a away from the second fork 1336f is locked to the input or output end of the EPS booster 1333, the steering wheel 1331, or the steering gear 1335 via the second locking member 1337. The end of the second fork 1336f away from the first fork 1336a is welded to the corresponding first steering rod 1332 or second steering rod 1334. Compared to the existing spline sleeve method, this connection is convenient and cost-effective.

[0264] In one embodiment, the first fork 1336a has a fork hole 1336b, a locking hole 1336c, and a fork groove 1336d. An input or output end can extend into the fork hole 1336b. A second locking member 1337 passes through the locking hole 1336c and abuts against the bottom of the groove 1333a, locking the second fork 1336f to the output or input end. The axis of the locking hole 1336c is perpendicular to the axis of the fork hole 1336b. The fork groove 1336d is located outside the first fork 1336a and has an opening. The fork slot 1336d communicates with the fork hole 1336b. The second locking member 1337 passes through the locking hole 1336c and can change the opening size, thereby causing the first fork 1336a to tighten and lock on the input or output end of the EPS booster 1333, or to release the locking of the first fork 1336a, and to adjust the position of the first fork 1336a relative to the input or output end of the EPS booster 1333.

[0265] Please refer to Figure 80 A second washer 1338 is fitted onto the second locking member 1337. The second fork 1336f also has a washer groove 1336e on its side where the locking hole 1336c is located. The second washer 1338 is installed in the washer groove 1336e to improve the stability of the connection between the second locking member 1336 and the second fork 1336f. The second locking member 1337 is a bolt, with an internal thread in the locking hole 1336c, and the bolt is threadedly connected to the internal thread. Alternatively, the second locking member 1337 can be a bolt and nut combination, with one end of the bolt passing through the locking hole 1336c and engaging with the nut. Of course, in other embodiments, the second locking member 1337 can also have other structures, which will not be elaborated here.

[0266] like Figure 81 As shown, the all-terrain vehicle 100 also includes an air hose assembly 14. The air hose assembly 14 is connected to the power assembly 12 and is used to supply or exhaust gases to provide the necessary medium for cooling and combustion of the power assembly 12, and to promptly remove gases from fuel combustion. In one embodiment, the air hose assembly 14 includes a first air hose unit 141 and a second air hose unit 142. The first air hose unit 141 is connected to the engine 121 and is used to supply gases for internal combustion in the engine 121 and to promptly remove gases from fuel combustion. The second air hose unit 142 is connected to the transmission 122 and is used to supply a cooling medium, such as water or air, for cooling the transmission 122.

[0267] Please refer to Figure 81The first air intake unit 141 includes a first air intake pipe 1411 and a first air outlet pipe 1412. A first air intake chamber 1125 is provided on the side of the vehicle body 112, and the first air intake chamber 1125 is in communication with the outside atmosphere. One end of the first air intake pipe 1411 is connected to the engine 121, and the other end extends into the first air intake chamber 1125 on the vehicle body 112. Gas can enter the first air intake pipe 1411 through the first air intake chamber 1125. One end of the first air outlet pipe 1412 is connected to the engine 121, and the other end extends to the rear side of the vehicle body 112 to facilitate the discharge of exhaust gas after fuel combustion.

[0268] like Figure 82 As shown, after fuel combustion inside the engine 121, the temperature near the exhaust port of the first exhaust pipe 1412 reaches over 800°C, and the exhaust gas discharged through the first exhaust pipe 1412 generally has a temperature of around 300°C. To prevent the heat radiated by the first exhaust pipe 1412 from affecting the vehicle body 112 and the electrical components located there, in one embodiment, a heat insulation sleeve 1413 is fitted onto the outer wall of the first exhaust pipe 1412. This heat insulation sleeve 1413 provides heat insulation for the first exhaust pipe 1412, preventing the heat radiated by the first exhaust pipe 1412 from affecting other components.

[0269] like Figure 83 and Figure 84 As shown, the heat insulation sleeve 1413 is fixed to the first vent pipe 1412 by fasteners. Here, the fasteners can be clamps or other components that can achieve fixation. The heat insulation sleeve 1413 includes a first sleeve body 1413a, a second sleeve body 1413b, and at least one first heat insulation layer 1413c. The first sleeve body 1413a is fitted onto the first vent pipe 1412, and the second sleeve body 1413b is fitted onto the first sleeve body 1413a. The first heat insulation layer 1413c fills the space between the first sleeve body 1413a and the second sleeve body 1413b. Thus, through three layers of heat insulation, the heat radiated from the first vent pipe 1412 is reduced. In one embodiment, the first sleeve body 1413a and / or the second sleeve body 1413b are either a rubber sleeve or a ceramic fiber sleeve; the first heat insulation layer 1413c is either a cotton layer or a ceramic fiber layer.

[0270] like Figure 85 and Figure 86As shown, the tailpipe 1414 is located at the end of the first exhaust pipe 1412 furthest from the exhaust port of the engine 121. The tailpipe 1414 guides the exhaust gas in the first exhaust pipe 1412 out and utilizes its heat insulation function to reduce the impact of exhaust gas on the vehicle body 112 and electrical components. In one embodiment, the tailpipe 1414 includes an inner cover 1414a, an outer cover 1414b, and at least one second heat insulation layer 1414c. The outer cover 1414b covers the inner cover 1414a, and both the inner cover 1414a and the outer cover 1414b are connected to the first exhaust pipe 1412 by welding, threaded connection, or other means. The second heat insulation layer 1414c is filled between the outer cover 1414b and the inner cover 1414a to further improve the heat insulation effect and prevent the radiated heat from affecting the vehicle body 112 and electrical components. The outer cover 1414b is formed by flanging the inner cover 1414a, or the inner cover 1414a is formed by flanging the outer cover 1414b. This not only makes processing convenient but also simplifies the structure. Here, the tail pipe 1414 is a rigid pipe, and the second insulation layer 1414c can be either a cotton layer or a ceramic fiber layer.

[0271] The second air intake unit 142 includes a second air intake pipe 1421 and a second air intake pipe 1422. A second air intake chamber 1126 is provided on the side of the vehicle body 112 and is connected to the outside atmosphere. One end of the second air intake pipe 1421 is connected to the transmission 122, and the other end of the second air intake pipe 1421 extends into the second air intake chamber 1126. Cooling gas can enter the second air intake pipe 1421 through the second air intake chamber 1126 to cool the transmission 122.

[0272] like Figure 87 and Figure 88 As shown, the outlet of the second intake pipe 1422 is aligned with the first outlet pipe 1412. It is understood that the gas discharged from the second intake pipe 1422 is around 100-150°C, while the temperature of the exhaust gas in the first outlet pipe 1412 is above 300°C. Aligning the outlet of the second intake pipe 1422 with the first outlet pipe 1412 allows the gas discharged from the second intake pipe 1422 to provide auxiliary and forced cooling to the first outlet pipe 1412, promotes airflow, increases the cooling efficiency of the first outlet pipe 1412, and reduces thermal damage.

[0273] Along the extension direction of the first exhaust pipe 1412, a guide plate 1415 is arranged circumferentially on the first exhaust pipe 1412, thereby forming a flow channel 1416 in the extension direction of the first exhaust pipe 1412. The exhaust port of the second intake pipe 1422 is aligned with the flow channel 1416, and guided by the flow channel 1416, the gas flow velocity at the first exhaust pipe 1412 is effectively increased, thereby accelerating the heat dissipation and cooling efficiency of the first exhaust pipe 1412.

[0274] like Figure 89 and Figure 90 As shown, a heat insulation plate 1417 is also provided above the first vent pipe 1412 in the vertical direction to prevent the heat emitted by the first vent pipe 1412 from being transferred upwards. The heat insulation plate 1417 includes at least a ceramic fiber layer 1417a and an aluminum layer 1417b. The aluminum layer 1417b consists of at least two layers, and at least two aluminum layers 1417b are arranged on the surfaces of both sides of the ceramic fiber layer 1417a, that is, the ceramic fiber layer 1417a is sandwiched between the aluminum layers 1417b, and the ceramic fiber layer 1417a and the aluminum layer 1417b can be connected by pressure molding or other means. In this way, the ceramic fiber layer 1417a has a good heat insulation effect, and combined with the heat reflection effect of the aluminum layer 1417b, it has a dual effect of heat insulation and reflection to reduce or avoid the upward transfer of heat from the first vent pipe 1412. The aluminum layer 1417b has an embossed surface on the side facing away from the ceramic fiber layer 1417a to facilitate diffuse reflection of radiant infrared radiation and improve the thermal radiation capacity of the insulation panel 1417.

[0275] Combination Figure 20 and Figure 21 As shown, the first air intake chamber 1125 and the second air intake chamber 1126 are both located on the side of the vehicle body 112, and vertically, they are positioned relatively far from the bottom of the all-terrain vehicle 100 to ensure sufficient height. It is understood that the all-terrain vehicle 100, as a commonly used recreational vehicle, often wades through deep water. The first air intake chamber 1125 and the second air intake chamber 1126 are positioned sufficiently high on the vehicle body 112. When the vehicle is wading through water, the sufficiently high first air intake chamber 1125 effectively ensures the air supply required by the engine 121, and the sufficiently high second air intake chamber 1126 effectively ensures the cooling air supply required by the transmission 122. This increases the wading depth and usability of the all-terrain vehicle 100, preventing water from entering the engine 121 and causing vehicle damage.

[0276] For example, the first air intake chamber 1125 is located on the left side of the vehicle body 112 and near the rear side of the vehicle body 112, while the second air intake chamber 1126 is located on the right side of the vehicle body 112 and near the rear side of the vehicle body 112. Furthermore, vertically, the first air intake chamber 1125 and the second air intake chamber 1126 are positioned at the same height on the side of the vehicle body 112. This arrangement allows for dispersed air intake for the engine 121 and the transmission 122, preventing water from entering the first and second air intake pipes 1421 simultaneously during wading. Simultaneously, placing the first air intake chamber 1125 and the second air intake chamber 1126 on both sides of the vehicle body 112 fully utilizes the space of the vehicle body 112, improving the rationality of the layout.

[0277] Continue to combine Figure 20 and Figure 21 Between the front and rear sides of the all-terrain vehicle 100, the first air intake chamber 1125 is located near the rear side of the cabin 1121 and near the front side of the rear wheel assembly 18. That is, both the first air intake chamber 1125 and the second air intake chamber 1126 are located between the cabin 1121 and the rear wheel assembly 18.

[0278] The structures of the first air intake chamber 1125 and the second air intake chamber 1126 can be the same or different, depending on the actual situation. In this embodiment, to save on overall processing and manufacturing processes, the structures of the first air intake chamber 1125 and the second air intake chamber 1126 are set to be the same. Thus, the following section will focus on the first air intake chamber 1125 to describe the overall air intake method of the power assembly 12. Furthermore, the structures that can be installed on the first air intake chamber 1125 can also be installed on the second air intake chamber 1126.

[0279] like Figures 91 to 94 As shown, the frame assembly 111 also includes an air intake seat 143. A mounting cavity 1121g corresponding to the air intake seat 143 is formed on the side of the vehicle body 112 near the rear. The air intake seat 143 is partially or completely embedded in the mounting cavity 1121g. In one embodiment, there are two air intake seats 143, one with a first air intake chamber 1125 and the other with a second air intake chamber 1126. The left and right sides of the vehicle body 112 each include a mounting cavity 1121g. One air intake seat 143 is at least partially embedded in the left mounting cavity 1121g, and the other air intake seat 143 is at least partially embedded in the right mounting cavity 1121g. The rear wheel assembly 18 includes a left rear wheel 181 and a right rear wheel 182. Based on the positions of the first air intake chamber 1125 and the second air intake chamber 1126, we know that the air intake seat 143 is located between the chassis 1121 and the rear wheel assembly 18. One of the air intakes 143 is located between the left rear wheel 181 and the cabin 1121, and the other air intake 143 is located between the right rear wheel 182 and the cabin.

[0280] The intake seat 143 is also provided with a third mounting hole 1431 that communicates with the first intake chamber 1125. The axis of the third mounting hole 1431 is basically parallel to the vertical axis. The end of the first intake pipe 1411 away from the engine 121 extends into the first intake chamber 1125 through the third mounting hole 1431 and is installed on the intake seat 143. The first intake chamber 1125 is provided with a fourth opening 1432 on the side corresponding to the vehicle body 112. The fourth opening 1432 communicates with the outside atmosphere, that is, the outside atmosphere enters the first intake chamber 1125 through the fourth opening 1431 to realize the normal intake of the first intake pipe 1411.

[0281] like Figure 91 As shown, a baffle 1433 is provided at the fourth opening 1432, and a filter hole 1434 is provided on the baffle 1433. External air enters the first intake chamber 1125 after being filtered through the filter hole 1434, thus removing impurities from the external air and ensuring the cleanliness of the air inside the first intake chamber 1125. At least one layer of filter screen (not shown in the figure) is provided on the inner side of the baffle 1433 or inside the filter hole 1434. This filter screen further filters the air entering the filter hole, making the air entering the first intake chamber 1125 cleaner and extending the service life of the engine 121. It should be noted that the baffle 1433 can be connected to the intake seat 143 or the vehicle body 112 via a detachable structure such as bolts, screws, or clips, facilitating the removal of the baffle and the cleaning and maintenance of the inside of the first intake chamber 1125.

[0282] like Figure 92 and Figure 94 As shown, the bottom of the first air intake chamber 1125 is provided with a third protrusion 1125a, and the third protrusion 1125a protrudes from the bottom of the first air intake chamber 1125. A third mounting hole 1431 is formed on the third protrusion 1125a, and the orientation of the third mounting hole 1431 is inconsistent with the orientation of the fourth opening 1432. The first air intake pipe 1411 extends into the first air intake chamber 1125 or communicates with the first air intake chamber 1125 through the third mounting hole 1431 on the third protrusion 1125a. In this way, the position of the third mounting hole 1431 is higher than the bottom of the mounting chamber 1121g, and the orientation is different from that of the fourth opening 1432. That is, it is equivalent to raising the air intake position of the first air intake pipe 1411 and making the air intake port of the first air intake pipe 1411 offset from the fourth opening 1432. When the all-terrain vehicle 100 is in operation or being cleaned, if water or other impurities enter the first air intake chamber 1125 through the fourth opening 1432, the third protrusion 1125a acts as a barrier and guide to prevent water or other impurities from entering the first air intake pipe 1411 and to guide the water away from the inlet of the first air intake pipe 1411. This parallel blocking and guiding achieves a double barrier against water and other impurities at the inlet of the first air intake pipe 1411, effectively enhancing the waterproof and dustproof effect of the first air intake pipe 1411. This reduces the probability of engine 121 being damaged due to the entry of environmental fluids or impurities, thus reducing the failure rate of the engine 121 and improving the safety of the all-terrain vehicle 100.

[0283] Along the vertical direction, the third protrusion 1125a extends upward, and the axis of the third mounting hole 1431 coincides with the vertical direction, that is, the third mounting hole 1431 faces vertically, and the orientation of the fourth opening 1432 is perpendicular to the axis of the third mounting hole 1431. Thus, when water or other impurities enter the first air intake chamber 1125 through the fourth opening 1432, they will first come into contact with the side of the third protrusion 1125a facing the fourth opening 1432, and flow into the bottom of the first air intake chamber 1125 under the guidance or obstruction of the side of the third protrusion 1125a, and then flow out of the first air intake chamber 1125 through the assembly gap between the air intake seat 143 and the body 112.

[0284] like Figure 92 and Figure 94 As shown, the end face of the third protrusion 1125a away from the bottom of the first air intake chamber 1125 is set as an inclined surface. For ease of explanation, this inclined surface is referred to here as the third inclined surface 1125b. The third mounting hole 1431 is located on the third inclined surface 1125b. The third inclined surface 1125b slopes from the side of the third protrusion 1125a near the fourth opening 1432 towards the side of the third protrusion 1125a away from the fourth opening 1432. Furthermore, along the vertical direction, the side of the third inclined surface 1125b near the fourth opening 1432 is relatively higher than the side of the third inclined surface 1125b away from the fourth opening 1432. In this way, within the space of the first air intake chamber 1125, the side of the third protrusion 1125a facing the fourth opening 1432 can be positioned highest, effectively blocking water or other impurities when they enter through the fourth opening 1432.

[0285] Please refer to Figure 92 To facilitate the outflow of water from the first air intake chamber 1125, the bottom surface of the first air intake chamber 1125 is also designed as a slope. For ease of explanation, this slope is referred to here as the fourth slope 1125c. Along the direction from the rear to the front of the all-terrain vehicle 100, the fourth slope 1125c is inclined towards the ground (i.e., the lower side). When water or other substances enter the first air intake chamber 1125, the water first flows towards the bottom of the first air intake chamber 1125 due to the obstruction and diversion effect of the third protrusion 1125a. Then, guided by the fourth slope 1125c, the water in the first air intake chamber 1125 can be discharged quickly and timely, reducing the possibility of water entering the first air intake pipe 1411 due to water accumulation in the first air intake chamber 1125.

[0286] like Figure 95As shown, the first air intake unit 141 also includes a heightened air intake pipe 144, which vertically raises the air intake position of the first air intake pipe 1411, allowing the all-terrain vehicle 100 to achieve a higher air intake position. This ensures that the engine 121 assembly remains watertight even in deep water, maintaining normal operation. It should be noted that the heightened air intake pipe 144 is an auxiliary component (aftermarket part). During normal use, the first air intake pipe 1411 does not need to be heightened; that is, the heightened air intake pipe 144 is not required. When the all-terrain vehicle 100 needs to travel in deep water (such as on sandy beaches or in rivers), the heightened air intake pipe 144 can be directly connected to the first air intake pipe 1411 to raise its air intake. This not only makes it convenient to use but also simplifies installation.

[0287] Combination Figure 94 One end of the heightened intake pipe 144 extends into the first intake chamber 1125 and connects to the first intake pipe 1411. The other end of the heightened intake pipe 144 extends away from the intake seat 143 and generally upwards. A fifth opening 1125d is provided on the first intake chamber 1125. The fifth opening 1125d is adjacent to the fourth opening 1432, and the orientation of the fifth opening 1125d is the same as that of the third mounting hole 1431. Simultaneously, a fifth cover plate 1125e is provided at the fifth opening 1125d, and the fifth cover plate 1125e covers the third mounting hole 1431 and the air inlet of the first intake pipe 1411 to prevent water or other impurities (stones, debris, etc.) from entering the engine 121 through the air inlet. That is, during normal use, the fifth opening 1125d is normally sealed to prevent the air inlet of the first intake pipe 1411 from being exposed to the outside.

[0288] Furthermore, the fifth cover plate 1125e is provided with an air inlet that connects to the first air inlet pipe 1411, and a wall-breaking zone 1124f is distributed around the air inlet. The force-bearing capacity of the wall-breaking zone 1124f is less than that of other areas of the fifth cover plate 1125e. When it is necessary to increase the air intake height, a simple tool such as a hammer can be used to directly break the wall-breaking zone 1124f to form a through hole. Then, one end of the heightened air intake pipe 144 can be inserted into the first air intake chamber 1125 through the through hole and sealed to the first air intake pipe 1411. In this way, not only can the complicated procedure of increasing the air intake height be eliminated, but the structure is also simple. At the same time, the position and orientation of the third mounting hole 1431 are also considered. After the wall breaking zone 1124f is damaged, the first air intake pipe 1411 can be directly inserted into the first air intake chamber 1125 and connected to the first air intake pipe 1411. This straight-line installation is easy to align and connect, and does not require professional maintenance personnel to modify. Drivers or ordinary people can complete the height increase requirement, and the operation is easy.

[0289] The fifth cover plate 1125e is made of plastic, and the strength of the wall-breaking zone 1124f is less than or equal to the strength of other areas of the fifth cover plate 1125e. This makes the wall-breaking zone 1124f easier to break than other areas, simplifying the installation of the heightened intake pipe 144. In one embodiment, the wall thickness of the wall-breaking zone 1124f is less than the wall thickness of other areas of the fifth cover plate 1125e, so that the pressure-bearing capacity of the wall-breaking zone 1124f is less than that of other areas. In another embodiment, a groove is formed on the inner wall of the fifth cover plate 1125e to form the wall-breaking zone 1124f. That is, forming the wall-breaking zone 1124f by setting a groove is not only simple in structure and easy to process, but also has lower manufacturing costs. Of course, the wall-breaking zone 1124f can also be formed on the fifth cover plate 1125e by other methods.

[0290] like Figure 96 and Figure 97 As shown, to facilitate the connection between the heightened intake pipe 144 and the first intake pipe 1411, an adapter pipe 145 is provided between the heightened intake pipe 144 and the first intake pipe 1411. One end of the adapter pipe 145 extends into the third mounting hole 1431 and connects to the first intake pipe 1411, while the other end of the adapter pipe 145 is located in the first intake chamber 1125 and connects to the heightened intake pipe 144. In one embodiment, the adapter pipe 145 is a rubber tube with a sealing groove 1455 formed on its peripheral wall. One end of the rubber tube passes through the third mounting hole 1431 and is fitted and sealed between it and the first intake pipe 1411. The edge of the third mounting hole 1431 is engaged in the sealing groove 1455, so that the adapter pipe 145 is sealed to the intake seat 143. The other end of the rubber tube is sealed and fitted to the heightened intake pipe 144. Understandably, based on the material properties of the rubber hose, it possesses sealing characteristics, not only facilitating the connection but also improving the sealing effect between the connecting pipe 145 and both the first air intake pipe 1411 and the raised air intake pipe 144. Simultaneously, the rubber hose exhibits a certain degree of deformation, providing a buffering and vibration-absorbing effect as the connection point between the first air intake pipe 1411 and the raised air intake pipe 144 on bumpy driving environments. Here, the rubber hose can be made of rubber or silicone, etc.

[0291] The adapter pipe 145 includes a first connecting section 1451, a second connecting section 1452, and a third connecting section 1453. The second connecting section 1452 is located between the first connecting section 1451 and the third connecting section 1453. The first connecting section 1451 is located inside the first air intake chamber 1125, and the third connecting section 1453 is located outside the first air intake chamber 1125 and close to the first air intake pipe 1411. The second connecting section 1452 is embedded in the third mounting hole 1431 to bridge the first connecting section 1451 and the second connecting section 1452. Furthermore, a sealing groove 1455 is formed on the outer wall of the second connecting section 1452; the edge of the third mounting hole 1431 is engaged within the sealing groove 1455. Meanwhile, the ends of the first connecting section 1451 and the third connecting section 1453 away from the second connecting section 1452 are both flared. These flares serve a guiding function to facilitate the connection between the first intake pipe 1411 and the heightened intake pipe 144 and the adapter pipe 145, respectively. Here, the second connecting section 1452 is corrugated. On the outer circumferential surface of the second connecting section 1452, the aforementioned sealing groove 1455 is formed between two adjacent corrugations.

[0292] Furthermore, clamps 1454 are fitted onto the outer periphery of both the adapter pipe 145 and the heightened air intake pipe 144, and onto the outer periphery of both the adapter pipe 145 and the heightened air intake pipe 144, respectively. These clamps 1454 tighten the connection, achieving a stable connection while improving sealing performance. It should be noted that the above example illustrates one connection method between the first air intake pipe 1411 and the heightened air intake pipe 144. In other embodiments, the first air intake pipe 1411 and the heightened air intake pipe 144 can also be connected by snap-fit, threads, or other methods. The outer peripheral surfaces of the first connecting section 1451 and the third connecting section 1453 each have corresponding positioning grooves. The clamps 1454 are fitted into the corresponding positioning grooves, tightening the connection between the first connecting section 1451 and the heightened air intake pipe 144, and between the first air intake pipe 1411 and the third connecting section 1453.

[0293] like Figure 98 and Figure 99As shown, the heightened intake pipe 144 includes a first section 1441 and a second section 1442. One end of the first section 1441 extends into the first intake chamber 1125 through a through hole on the fifth cover plate 1125e and connects to the adapter pipe 145. The other end of the first section 1441 extends away from the intake seat 143 and generally upward. One end of the second section 1442 is connected to the end of the first section 1441 away from the first intake chamber 1125. The other end of the second section 1442 serves as an inlet, and the axis of the second section 1442 is set at an angle to the axis of the first section 1441. It should be explained that water and impurities always tend to move vertically downwards due to gravity. By making the axis of the second section 1442 at an angle to the axis of the first end, that is, by setting the axis of the air inlet at an angle to the vertical direction, water or other impurities are prevented from directly entering the heightened intake pipe 144 from the inlet under the influence of gravity. The angle between the axis of the second segment 1442 and the axis of the first segment 1441 is less than or equal to 140°, and the end of the second segment 1442 away from the first segment 1441 extends towards the front of the all-terrain vehicle 100. This allows the second segment 1442 to tilt towards the frame 111 or the ground, reducing the possibility of water or other impurities entering and improving the safety of the engine 121 components. In one embodiment, the angle between the axis of the second segment 1442 and the axis of the first segment 1441 is greater than or equal to 60 degrees and less than or equal to 140°. It is understood that within this angle range, the intake height of the intake pipe 144 is optimally increased, and water, dust, etc., can also enter from the second segment 1442.

[0294] In one embodiment, the second segment 1442 is inclined, and its axis is inclined downward relative to the axis of the first segment 1441. The end of the second segment 1442 away from the first segment 1441 is closed, and an air inlet 1446 is formed on the side of the second segment 1442 facing the ground. A filter 1447 is provided at the air inlet 1446 to filter the medium entering the second segment 144 from the air inlet 1446, ensuring the cleanliness of the air entering the heightened air intake pipe 144. The axis of the air inlet 1446 can be substantially parallel to the axis of the first segment 1441, or it can be inclined relative to it. This ensures that the air inlet 1446 is always oriented towards the first air intake pipe 1411 and is in the same direction as the gravity of water or other impurities, preventing water or other impurities from entering the heightened air intake pipe 144 from the air inlet 1446. Meanwhile, with the second section 1442's axis set at an acute angle to the first section 1441's axis, under the inclined guidance of the second section 1442, even if a small amount of water or other impurities enter the second section 1442 through the air inlet 1446, they will be stored at the end of the second section 1442 away from the first section 1441 under the guidance of the second section 1442. When the water or impurities accumulate to a certain extent, they can be discharged or removed through the air inlet 1446.

[0295] like Figure 98 and Figure 99 As shown, the heightened air intake pipe 144 also includes a third section 1443, which is located between the first section 1441 and the second section 1442. The third section 1443 is a curved section, that is, the third section is set in an arc shape, and the bending direction of the third section 1443 is basically the same as the bending direction of the second pillar 1113a, so as to improve the coordination and integrity between the heightened air intake pipe 144 and the vehicle body 112 after the all-terrain vehicle 100 is heightened. A first positioning step 1444 is formed between the third section 1443 and the first section 1441. After the first section 1441 is inserted into the first air intake cavity 1125, the first positioning step 1444 abuts against the fifth cover plate 1125e, realizing the positioning of the heightened air intake pipe 144, and also preventing the first section 1441 from being excessively inserted into the first air intake cavity 1125 or the adapter pipe 145.

[0296] The raised air intake pipe 144 is provided with a third connecting part 1445. After the raised air intake pipe 144 is connected to the first air intake pipe 1411, the third connecting part 1445 is connected to the vehicle body 112. This achieves dual positioning of the raised air intake pipe 144 to prevent the connection between the raised air intake pipe 144 and the first air intake pipe 1411 from failing due to vibration of the all-terrain vehicle 100 or external forces. Here, the connection between the third connecting part 1445 and the vehicle body 112 can be achieved by using a quick-release structure 1122e such as bolts, clips, or clamps. In one embodiment, the third connecting part 1445 is provided on the third section 1443.

[0297] like Figure 99 As shown, the heightened air intake pipe 144 also includes a second fixing plate 1448. One end of the second fixing plate 1448 is fixed to the second section 1442, and the other end is used to connect to the upper body 112. Combined with the third connecting part 1445, triple positioning of the heightened air intake pipe 144 can be achieved, effectively improving the stability of the installation of the heightened air intake pipe 144. In one embodiment, the second fixing plate 1448 and the second section 1442 are detachably connected. Therefore, the position between the second fixing plate 1448 and the heightened air intake pipe 144 can be adjusted. This allows for adjustment of the connection position between the heightened air intake pipe 144 and the body 112, improving the flexibility of the installation of the heightened air intake pipe 144. Here, the second fixing plate 1448 and the second section 1442 can be detachably connected via bolts, clips, or other structures.

[0298] like Figure 81 and Figure 100 As shown, the first air duct unit 141 also includes an air filter 146, which is installed on the first intake pipe 1411 and fixed to the frame 111 or body 112. The air filter 146 is used to filter the air entering the first intake pipe 1411 to ensure that the gas entering the engine 121 meets the usage requirements. Furthermore, the air filter 146 is equipped with a wire bracket 1461, which can be used to fix brake lines, electrical wiring harnesses, charcoal canister 1244 lines, etc. This reduces the need for openings in the frame 111 and the addition of other brackets, thus reducing the overall vehicle cost and weight. It should be noted that the air filter 146 is a routine maintenance item, and its filter element needs to be cleaned or replaced regularly. The location of the air filter 146 affects the ease of filter element replacement and whether dust or sand will be introduced into the power assembly 122 during replacement, affecting its service life. This application modifies the layout and overall design of the all-terrain vehicle 100, adjusting the position of the air filter 146 to make it quick and easy to replace and to prevent the filter element from being contaminated during replacement.

[0299] like Figure 20 , Figures 100 to 108As shown, a through-hole filter access port 1121b is provided on the cavity wall of the cabin 1121 near the rear side of the all-terrain vehicle 100, and the air filter 146 is located at the filter access port 1121b. This means that the air filter 146 can be repaired and maintained through the filter access port 1121b. Thus, the cabin 1121, primarily serving as the space for the driver and passengers, is the cleanest area in the entire vehicle compared to the overall environment. Specifically, by arranging the engine 121 and the first air intake pipe 1411, the air filter 146 is positioned at the filter access port 1121b, reducing the chance of contamination during filter replacement. Simultaneously, it avoids the need to remove the corresponding body panels 112, reducing the possibility of dust or sand being brought into the air filter 146 during maintenance.

[0300] like Figure 104 and Figure 105 As shown, the filter access port 1121b is located on the rear panel 1122d. The seat 1122f is detachably connected to the frame 111 or body 112 and can be quickly removed. The filter access port 1121b is positioned directly opposite the seat 1122f. Thus, when the air filter 146 does not require maintenance or the filter element does not require upkeep, the filter access port 1121b is blocked by the seat 1122f to prevent some dust from entering the filter access port 1121b.

[0301] Along the vertical direction of the all-terrain vehicle, the filter access port 1121b is located above the rear frame 1113; and along the longitudinal direction of the all-terrain vehicle 100, the filter access port 1121b is located behind the seat 1122f and in front of the rear cargo box 1123ba. That is, along the longitudinal direction of the all-terrain vehicle 100, the filter access port 1121b is located between the seat 1122f and the rear cargo box 1123ba. This allows for the highest possible air filter chamber height, thereby increasing the wading depth of the all-terrain vehicle 100.

[0302] like Figure 105 As shown, a cover unit 1127 is provided at the filter element access port 1121b. The cover unit 1127 covers and seals the filter element access port 1121b, thereby preventing dust and other contaminants from entering the air filter 146 when maintenance or repair of the air filter 146 is not required. It is understandable that, since the filter element access port 1121b is located inside the housing 1121, and considering the environment of the housing 1121, the sealing performance of the cover unit 1127 can be appropriately reduced, thus decreasing the production cost of the cover unit 1127. Furthermore, even if the seal of the cover unit 1127 fails, the dust prevention function of the air filter 146 will not fail due to its location.

[0303] like Figures 106 to 108 As shown, the cover unit 1127 includes a first cover 1127a and a second cover 1127e. The air filter 146 includes a housing 1452, which is mounted on the first intake pipe 1411. The filter element is installed inside the housing 1452 and filters the gas entering the first intake pipe 1411. The housing 1452 has an opening (not shown) facing the filter element access port 1121b. The filter element is installed inside the housing 1452 through the filter element access port 1121b and the opening. The first cover 1127a covers the opening and is detachably connected to the housing 1452. The second cover 1127e covers the filter element access port 1121b and is detachably connected to the vehicle body 112 inside the compartment 1121. The second cover 1127e covers the first cover 1127a. When the filter element needs to be replaced, the movable seat 1122f is used to make room for operation by removing the first cover 1127a and the second cover 1127e. Then, the second cover 1127e and the first cover 1127a are removed, so that the filter element can be exposed to the maintenance field of vision, and then the corresponding maintenance and repair can be carried out.

[0304] The first cover 1127a and the outer casing 1452 are connected by a quick-release structure 1122e. This eliminates the need for additional power tools to disassemble and assemble the first cover 1127a, making the disassembly and assembly of the first cover 1127a, as well as the repair and maintenance of the air filter 146, much more convenient and simple. For example, along the vertical direction, one end of the first cover 1127a has a first latch 1127b, and the other end has a second latch 1127c, with the second latch 1127c positioned above the first latch 1127b. Correspondingly, the outer casing 1452 has a first slot 1453 and a second slot 1454. The first latch 1127b can be engaged in the first slot 1453, and the second latch 1127c can be engaged in the second slot 1454, thus achieving a quick-release connection between the first cover 1127a and the outer casing 1452. When it is necessary to disassemble the first cover 1127a, the first latch 1127b and the second latch 1127c simply need to disengage from the first slot 1453 and the second slot 1454, respectively. It is understood that the positions of the latches and slots can be interchanged. That is, the latches can be positioned on the outer casing 1452, and the latches can be positioned on the first cover 1127a. Of course, the quick-release structure 1122e is not limited to the example above; it can also be a threaded structure, etc.

[0305] like Figure 108As shown, the cover unit 1127 also includes a second limiting part 1127h and a second spring clip 1127i. The second limiting part 1127h is disposed near the first buckle 1127b, and one side of the first cover 1127a can abut against the second limiting part 1127h to form a limiting in the front-rear direction of the all-terrain vehicle 100, preventing the first buckle 1127b from disengaging from the first slot 1453. The second spring clip 1127i is disposed near the other end of the first cover 1127a, and the outer shell 1452 is provided with a spring clip shaft 1455. One end of the second spring clip 1127i is connected to the spring clip shaft 1455. The side of the first cover 1127a away from the outer shell 1452 has a spring clip groove 1127d. Under external force, the second spring clip 1127i deforms, causing a portion of it to engage within the spring clip groove 1127d, and tightly pressing the first cover 1127a against the outer shell 1452, thus locking the first cover 1127a. This prevents vibrations of the all-terrain vehicle 100 from causing the first cover 1127a to detach from the outer shell 1452, improving the reliability and stability of the connection. Furthermore, no additional power tools are required during repair or maintenance, making repair and maintenance more convenient.

[0306] like Figure 102 and Figure 103 As shown, the second cover 1127e is also connected to the vehicle body 112 via a quick-release structure 1122e. This eliminates the need for additional power tools, making the disassembly and assembly of the second cover 1127e, as well as the repair and maintenance of the air filter 146, much more convenient and simple. One end of the second cover 1127e has a positioning part 1127f, and the other end has a deformation part 1127g. The positioning part 1127f is located near the first latch 1127b. The deformation part 1127g is located near the second spring clip 1127i. The filter element inspection port 1121b has a first mating part 1121f on its wall that mates with the positioning part 1127f. The first mating part 1121f mates with the positioning part 1127f. The deformation part 1127g deforms under external force and abuts against the wall of the filter element inspection port 1121b. Thus, under the deformation force of the deformation part 1127g, the second cover 1127e seals the filter element inspection port 1121b. Alternatively, a corresponding slot can be provided in the filter element inspection port 1121b to allow the deformation part 1127g to engage within it. When the second cover 1127e needs to be removed, simply press the deformation part 1127g to create a gap between it and the interior of the filter element inspection port 1121b. The second cover 1127e can then be pulled out of the filter element inspection port 1121b entirely through the deformation part 1127g for maintenance. Of course, the quick-release structure 1122e is not limited to the above example; it can also be a threaded structure or other similar designs.

[0307] The maintenance and repair steps for the air filter 146 are described below: First, move the seat 1122f to provide sufficient operating space between the seat 1122f and the rear panel 1122d; Second, the operator presses down firmly on the deformable part 1127g to disengage the second cover 1127e from the filter element inspection port 1121b, thereby removing the second cover 1127e; Third, the operator lifts the second spring clip 1127i to disengage it from the spring clip groove 1127d, releasing the locking force of the first cover 1127a; Fourth, under the action of external force, the buckle disengages from the corresponding groove, thus removing the first cover 1127a; Fifth, remove the filter element from the housing 1452 and install a new or cleaned filter element in the housing 1452, then install the first cover 1127a and the second cover 1127e in sequence, thus completing the maintenance and repair of the air filter 146. Understandably, as can be seen from the above steps, the maintenance of the air filter 146 does not require the disassembly of any external accessories of the vehicle body 112, reducing the probability of dust or mud being brought into the power assembly 12 during the replacement process, as well as the possibility of the filter element being contaminated; at the same time, the above structures all adopt quick-release structures 1122e, which do not require the use of additional electrician tools, making replacement quick and convenient.

[0308] like Figure 20 and Figure 102 As shown, along the front-rear direction of the all-terrain vehicle, an ECU access port 1121c is provided behind the seat 1122f. The ECU access port 1121c is located on the cavity wall of the cabin 1121, and the electronic control unit 21 can be inspected and maintained through the ECU access port 1121c. Thus, when the electronic control component 21 needs maintenance, there is no need to disassemble other large components, greatly improving maintenance convenience. In other words, the ECU access port 1121c is provided through the rear cavity wall of the cabin 1121 near the all-terrain vehicle 100, and the electronic control component 21 is located correspondingly at the ECU access port 1121c.

[0309] Continue to refer to Figure 20The ECU access port 1121c is located on the rear panel 1122d and between the rear panel 1122d and the seat 1122f. Along the longitudinal direction of the all-terrain vehicle 100, the frontal projection of the ECU access port 1121c is located on the seat 1122f. It can be understood that the seat 1122f in this application is detachably connected to the frame 111 or the body 112 and can be quickly removed. Therefore, when the ECU access port 1121c does not need to be opened, it is concealed by the seat 1122f, thus maintaining the integrity and cleanliness of the compartment 1121. Simultaneously, to prevent impurities, water, etc., from entering the compartment 1121 from the ECU access port 1121c, an ECU cover is provided at the ECU access port 1121c. The ECU cover is connected to the rear panel 1122d via a quick-release structure 1122e to facilitate opening / closing the ECU access port 1121c. The ECU cover and the rear baffle 1122d can be quickly connected using snap-fit ​​components, threaded components, or other means. In this embodiment, the ECU cover and the rear side plate 1123bc and rear baffle 1122d are connected by a snap-fit ​​mechanism. For the specific structure of this snap-fit ​​mechanism, refer to the snap-fit ​​methods used for access panel covers and corresponding components in other locations of this application; details will not be repeated here.

[0310] In one embodiment, the ratio of the area of ​​the ECU access port 1121c to the area of ​​the rear baffle 1122d is greater than or equal to 0.2, meaning that the area of ​​the ECU access port 1121c occupies 20% or more of the area of ​​the rear baffle 1122d. This ensures that the ECU access port 1121c has sufficient operating space for operator access. Simultaneously, a recess is formed on the rear baffle 1122d, with the ECU access port 1121c located at the bottom of the recess. When the ECU cover plate covers the ECU access port 1121c, the ECU cover plate is contained within the recess, thus forming a single unit with the rear baffle 1122d.

[0311] like Figure 109As shown, the electrical components 19 include a generator (not shown), a battery unit 192, a diagnostic interface 193, a fuse box 194, a starting relay 195, a rectifier and voltage regulator 196, an on-board T-BOX 197, a lighting unit 198, instrument clusters 200, a sound generator 201, an electrical connector unit 204, and a switching device 203. The generator is located inside the engine 121 and generates electricity when driven by the engine 121. As the main power source, the generator supplies power to all electrical equipment in the vehicle during normal operation and simultaneously charges the battery unit 192. The diagnostic interface 193 is used to connect to an external vehicle diagnostic instrument to inspect the components and systems of the all-terrain vehicle 100, ensuring that the vehicle's emissions do not exceed OBD (OnBoard Diagnostics) regulations during its service life. The fuse box 194 integrates vehicle fuses, which protect the safety of various electrical components. The starting relay 195 mainly controls the current in the high-voltage line by controlling the current in the low-voltage line, thus acting as a current switch.

[0312] Please refer to Figure 104 , Figures 110 to 114 The diagnostic interface 193 and fuse box 194 are both mounted on the rear frame 1113, and are located near the electronic control unit 21 and at the ECU access port 1121c. This means that the diagnostic interface 193 and fuse box 194 can be operated through the ECU access port 1121c. This allows for simultaneous maintenance of the ECU, diagnostic interface 193, and fuse box 194, effectively improving maintenance efficiency. Along the longitudinal direction of the all-terrain vehicle 100, the starter relay 195 is located behind the seat 1122f. Thus, during maintenance, only the seat 1122f needs to be removed, making maintenance and replacement convenient. The rectifier voltage regulator 196's function is to maintain a constant generator output voltage. The rectifier voltage regulator 196 is located near the engine 121, and along the longitudinal direction of the all-terrain vehicle 100, the rectifier voltage regulator 196 is located in front of the right rear wheel 182, that is, between the engine 121 and the right rear wheel 182. This allows the generator to be connected to the rectifier voltage regulator 196.

[0313] like Figure 115As shown, the vehicle-mounted T-BOX is a Telematics BOX (referred to as vehicle-mounted T-BOX). It acts as a wireless gateway and includes functions such as remote wireless communication, GPS satellite positioning, acceleration sensing, and CAN communication. It provides a remote communication interface for the all-terrain vehicle 100, enabling services such as driving data collection, driving trajectory recording, vehicle fault monitoring, remote vehicle query and control (locking / unlocking, air conditioning control, window control, engine torque limiting, engine start / stop), driving behavior analysis, and wireless hotspot sharing. The vehicle-mounted T-BOX 197 is installed inside the compartment 1121, providing good anti-theft and dustproof performance. A mounting port 1121e is provided on the foot pedal 1122c, and the vehicle-mounted T-BOX 197 is installed within the mounting port 1121e. The signal receiving surface of the vehicle-mounted T-BOX 197 is exposed from the mounting port 1121e, meaning the signal receiving surface of the vehicle-mounted T-BOX 197 is unobstructed, which is beneficial for signal transmission.

[0314] like Figure 109 As shown, the instrumentation device 200 includes various electrical instruments, such as an ammeter, charging indicator light or voltmeter, oil pressure gauge, temperature gauge, fuel gauge, speedometer and odometer, engine tachometer, etc. The instrumentation device 200 is mainly used to display the operating status of the engine 121 and related devices of the all-terrain vehicle 100 during operation. The sound-emitting device 201 is mainly used to emit sounds to provide prompts or warnings. The electrical connector unit 204 is mounted on the frame 111 to supply power to external modification parts of the all-terrain vehicle 100, thereby avoiding damage to the original wiring harness of the all-terrain vehicle 100 during modification.

[0315] like Figures 116 to 118 As shown, the battery unit 192 includes a battery junction box 1921 and a battery 1922. The battery junction box 1921 is connected to either the positive or negative terminal of the battery 1922, providing multiple connection points for connecting external electrical components. The battery 1922 is mounted on the center frame 1112 and is located below and behind the seat 1122f (driver's seat 1122f), near the rear frame 1113. This allows for easy maintenance and replacement of the battery 1922 simply by removing the seat 1122f. Furthermore, the rearward placement of the battery unit 1922 on the rear frame 1113 shifts the center of gravity of the all-terrain vehicle 100, improving vehicle stability.

[0316] like Figure 118As shown, the battery junction box 1921 includes a box body 1921a, a conductive element 1921k, and multiple second connecting posts 1921o. The box body 1921a has a conductive inlet 1921b and outlets 1921c corresponding to the second connecting posts 1921o. The conductive element 1921k includes a first end and a second end. The first end of the conductive element 1921k is at least partially disposed within the box body 1921a, and the second end extends out of the box body 1921a through the conductive inlet 1921b and is electrically connected to the positive or negative terminal of the battery 1922. Multiple second connecting posts 1921o are spaced apart within the box body 1921a and connected to the conductive element 1921k. Electrical devices that need to be connected to the battery 1922 can have their wiring harnesses inserted into the box body 1921a through the corresponding outlets 1921c and connected to the corresponding second connecting posts 1921o, allowing the battery 1922 to directly supply power to the corresponding electrical devices. In this way, the connection is reliable and the problem of loose connection can be effectively avoided. At the same time, by setting the outlet 1921c corresponding to the second connection post 1921o, the corresponding wire harness extends into the box 1921a through the corresponding outlet 1921c, so that the wire harness near the positive or negative terminal of the battery is arranged very neatly.

[0317] In one embodiment, there are three second connecting posts 1921o; correspondingly, there are also three outlets 1921c. The three second connecting posts 1921o are respectively connected to the starter motor power line, the brake power line, and the vehicle power line, thus enabling high-current components such as the starter motor, brake, and vehicle to be directly connected to the battery 1922. Of course, the number of second connecting posts 1921o is not limited to three; it can be four, five, or more. The specific number of second connecting posts 1921o can be selected according to the actual situation, and will not be elaborated further here.

[0318] In one embodiment, the conductive element 1921k includes a connecting piece 1921m and a bending piece 1921n. The connecting piece 1921m is disposed inside the housing 1921a and connected to the second connecting post 1921o. The bending piece 1921n is located outside the housing 1921a and is used to connect to the positive or negative terminal of the battery 1922. The bending piece 1921n and the connecting piece 1921m are angled together. This allows the battery junction box 1921 to be located on the side of the battery 1922, thereby reducing the space occupied by the battery junction box 1921. In this embodiment, the angle between the connecting piece 1921m and the bending piece 1921n is greater than or equal to 60° and less than or equal to 90°. This allows the side of the battery junction box 1921 to face the side of the battery 1922, further reducing the space occupied by the battery junction box 1921.

[0319] Please continue to refer to this. Figure 118The connecting piece 1921m has a through hole (not shown) corresponding to the second connecting post 1921o. One end of the second connecting post 1921o is fixed to the housing 1921a, and the other end of the second connecting post 1921o passes through the through hole. One end of the corresponding wire harness is sleeved on the second connecting post 1921o and pressed onto the connecting piece 1921m by the cooperation of the nut and the second connecting post 1921o, thereby realizing the electrical connection between the wire harness and the second connecting post 1921o. Of course, in other embodiments, the corresponding wire harness can also be electrically connected to the conductive element 1921k.

[0320] The box body 1921a includes a bottom box 1921d and a bottom cover 1921e. The bottom box 1921d and the bottom cover 1921e are respectively injection molded. A conductive component 1921k and a plurality of second connecting posts 1921o are provided on the bottom cover 1921e or the bottom box 1921d. An elastic arm 1921f is provided on the outer side wall of the bottom box 1921d. The elastic arm 1921f has a third buckle 1921g. The bottom cover 1921e has a second mating part 1921h corresponding to the third buckle 1921g. The third buckle 1921g and the second mating part 1921h are correspondingly engaged, thereby realizing the connection between the bottom box 1921d and the bottom cover 1921e. When the bottom cover 1921e needs to be removed, simply pry open the elastic arm 1921f and move it relative to the box body 1921a to separate the third latch 1921g from the second mating part 1921h. Disassembly and assembly are very convenient. Of course, the connection between the bottom box 1921d and the bottom cover 1921e can also be achieved using threads or other methods.

[0321] In this embodiment, the outer wall of the bottom box 1921d has a protrusion (not shown in the figure), and the elastic arm 1921f is mounted on the protrusion and can swing relative to the protrusion under the action of external force, so as to engage or disengage the third latch 1921g with the second mating part 1921h. Furthermore, the end of the elastic arm 1921f away from the third latch 1921g is turned outward in the direction away from the box body 1921a, so that the operator can press it, thereby controlling the movement of the elastic arm 1921f.

[0322] Please continue to refer to this. Figure 118In one embodiment, the bottom box 1921d is provided with a protective plate 1921i at the conductive inlet 1921b. The protective plate 1921i can shield the connection between the conductive component 1921k and the positive terminal of the battery, thereby protecting this area and improving safety during use. In this embodiment, the bottom box 1921d and the protective plate 1921i are integrally injection molded to reduce processing steps and costs. The protective plate 1921i has a second groove 1921j on the side facing the conductive component 1921k. The conductive component 1921k is located in the second groove 1921j, thereby achieving multi-directional shielding of the conductive component 1921k through the second groove 1921j, further improving safety during use.

[0323] like Figure 119 As shown, the lighting unit 198 includes various interior and exterior lights on the all-terrain vehicle 100. The lighting unit 198 is mainly used to ensure vehicle safety during nighttime driving and to indicate the vehicle's position. The lighting unit 198 mainly includes headlights 1981, fog lights, taillights, brake lights, canopy lights, and turn signals 1981e, etc. Figure 122 and Figure 132 As shown, the headlight 1981 is mounted on the front frame 1111 and is used for lighting and / or outputting turn signals and warning signals. The rear headlight 1982 is mounted on the rear frame 1113. The ambient light 1983 can be located inside or outside the cabin 1121. The headlight 1981 includes a lamp holder 1981a, a low beam headlight 1981h, a high beam headlight 1981i, a warning light 1981j, a turn signal 1981m, a circuit board 1981n, and a lamp cover 1981q. The lamp holder 1981a is mounted on the front frame 1111 and includes a mounting slot 1981b with an opening at one end. The circuit board 1981n is inserted into the lamp holder 1981a through the opening. The low beam headlight 1981h, high beam headlight 1981i, indicator light 1981j, and turn signal 1981m are installed in the lamp holder 1981a through an opening and electrically connected to the circuit board 1981n. The low beam headlight 1981h can be activated for low beam illumination based on a signal, and the high beam headlight 1981i can be activated for high beam illumination based on a signal. Of course, the low beam headlight 1981h and high beam headlight 1981i can be installed separately or integrated together. The indicator light 1981j can generate an indicator signal based on a signal to indicate the vehicle's position. The turn signal 1981m can generate a turn signal based on a signal to assist the all-terrain vehicle 100 in turning. The lamp cover 1981q is a transparent piece and covers one end of the opening of the lamp holder 1981a, and is sealed to the lamp holder 1981a to protect the circuit board 1981n and each lamp inside the lamp holder 1981a.

[0324] Combination Figure 21The ambient light 1983 is located between the upper dashboard 1122ba and the lower dashboard 1122bc, connecting them. In other words, the upper dashboard 1122ba and the lower dashboard 1122bc are connected by the ambient light 1983, reducing the mold costs of the upper and lower dashboards 1122bc and improving the overall quality of the vehicle. Here, the ambient light 1983 can be connected to the upper dashboard 1122ba and the lower dashboard 1122bc using methods such as snap-fit ​​connections, screw connections, or welding connections.

[0325] like Figure 121 and Figure 122 As shown, a connector 1981c is integrated on the outer wall of the lamp holder 1981a, meaning the connector 1981c and the lamp holder 1981a are integrally formed. The wires within the circuit board 1981n are connected to the connector 1981c, which in turn is connected to the electronic control element 21 via a wiring harness. This allows the electronic control unit 21 to control the headlight 1981 via signals. This arrangement not only avoids the need for complex wiring harnesses but also simplifies the connection to the electronic control element 21. Of course, this only describes the integration of the connector 1981c on the lamp holder 1981a of the headlight 1981. In other embodiments, the rear headlight 1982 and the ambient light 1983 can also integrate the aforementioned connector 1981c to avoid the installation of complex wiring harnesses 2042 and improve the assembly efficiency of the rear headlight 1982 and the ambient light 1983.

[0326] like Figure 120 and Figure 121As shown, lamp holder 1981a contains indicator lamp holder 1981ac, light distribution holder 1981e, circuit board holder 1981f, and limiting bracket 1981g. Indicator lamp 1981j includes a light guide post 1981l and at least two indicator lamp beads 1981k. Indicator lamp holder 1981f is fixed to lamp holder 1981a with screws. The two indicator lamp beads 1981k are located at both ends of indicator lamp holder 1981f, and light guide post 1981l is located between the two indicator lamp beads 1981k to conduct the light emitted by indicator lamp beads 1981k. Light distribution holder 1981e is installed on lamp holder 1981a and covers light guide post 1981l and indicator lamp beads 1981k to distribute the light emitted by light guide post 1981l, so that the light of indicator lamp 1981j is stronger and more uniform. The circuit board holder 1981f is located on one side within the lamp holder 1981a, and has a groove. One end of the circuit board 1981n is inserted into the groove through the opening, and the other end of the circuit board 1981n is limited by the limiting bracket 1981g. This not only effectively reduces the installation space of the circuit board 1981n, providing sufficient installation space for other components, but also makes the structure of the headlight 1981 more compact. Furthermore, the use of the plug-in connection with the limiting bracket 1981g makes installation more convenient and greatly reduces installation time. In one embodiment, the limiting bracket 1981g is detachably installed on the lamp holder 1981a by means of threaded parts or clips.

[0327] In one embodiment, the indicator light 1981j and the turn signal 1981m are located in two different areas within the lamp holder 1981a, and the indicator light 1981j can emit either white light or yellow light according to a signal. The turn signal 1981m can emit either white light or yellow light according to a signal. That is, the indicator light 1981j and the turn signal 1981m can achieve two lighting modes. In mode one, after the headlight 1981 receives a power-on signal, the indicator light 1981j and the turn signal 1981m are simultaneously illuminated, and the indicator light 1981j and the turn signal 1981m emit the same color light. This increases the luminous area of ​​the headlight 1981 in mode one, improving vehicle visibility and safety performance. For example, in daytime driving mode, the light is stronger, so by increasing the luminous area of ​​the headlight 1981, the brightness is enhanced, so that the external light signal can be received in time, improving the safety performance of the all-terrain vehicle 100. In Mode 2, the indicator light 1981j and the turn signal 1981m can be lit individually, meaning that in this mode, the indicator light 1981j and the turn signal 1981m can also operate independently.

[0328] Combination Figure 26 and Figure 109The sound-generating device 201 includes a horn 202 and a speaker 205. The horn 202 is installed in the center of the media storage box 1233. Combined with the position of the media storage box 1233 on the front frame 1111, this makes the horn 202 relatively centrally positioned relative to the all-terrain vehicle 100, resulting in a more uniform sound source direction. The speaker 205 is located on the front fender 1122a, near the front wheel assembly 17. That is, the speaker 205 is positioned to the left of the driver's left leg and / or to the right of the passenger's lower leg. This not only ensures good sound quality but also maintains a clean operating environment.

[0329] In one embodiment, the speaker 205 is detachably connected to the front bumper 1122a via threaded parts, snap-fit ​​parts, or the like. Further, the front bumper 1122a, near the front wheel assembly 17, includes a support surface 1122aa for the driver's or passenger's feet, and also includes a protruding mounting surface 1122ab corresponding to the support surface 1122aa. A clearance area is formed between the support surface 1122aa and the mounting surface 1122ab, allowing the driver's or passenger's feet to rest within this clearance area. The speaker 205 is mounted on the mounting surface 1122ab.

[0330] like Figures 123 to 125 As shown, the electrical connector unit 204, mounted on the vehicle frame, includes a terminal block 2021, a wiring harness 2042, a terminal block 2043, and a power lock 2044. Terminal block 2043 is connected to the battery via wiring harness 2042. The power lock 2044 is connected between the terminal block 2021 and the battery 1922, and its opening and closing are linked to the opening and closing of the all-terrain vehicle 100. That is, when the all-terrain vehicle 100 is started or powered on, the power lock 2044 is open. When the all-terrain vehicle 100 is turned off, the power lock 2044 is closed. The terminal block 2043 includes a first type terminal block 2043a and a second type terminal block 2043b. The first type terminal block 2043a is electrically connected to the battery 1922 via a wiring harness 2042. The second type terminal block 2043b is electrically connected to the power lock 2044 via the wiring harness 2042, and then electrically connected to the battery 1922 via the power lock 2044. Thus, the electrical connection between the second type terminal block 2043b and the battery 1922 is controlled by the power lock 2044. Therefore, during the installation of aftermarket parts on the all-terrain vehicle 100, when the aftermarket parts require continuous power, the aftermarket parts can be connected to the corresponding first type terminal block 2043a, which is not controlled by the power lock 2044. When the power supply of the aftermarket parts needs to be controlled by the on / off state of the all-terrain vehicle 100, the aftermarket parts can be connected to the corresponding second type terminal block 2043b, which is controlled by the power lock 2044.

[0331] In some embodiments, the first type of terminal 2043a includes a first terminal 2043c and a second terminal 2043d. The second type of terminal 2043b includes a third terminal 2043e. The first terminal 2043c is connected to the positive terminal of the battery 1922 via a wiring harness 2042, and the second terminal 2043d is connected to the negative terminal of the battery 1922, thereby forming a continuous power supply circuit between the first terminal 2043c, the second terminal 2043d, and the positive and negative terminals of the battery 1922. The power lock 2044 is linked to the start switch of the all-terrain vehicle 100; that is, when the all-terrain vehicle 100 is started, the power lock 2044 is opened, and when the all-terrain vehicle 100 is turned off, the power lock 2044 is closed. One end of the power lock 2044 is connected to the positive terminal of the battery 1922, and the other end is connected to the third terminal 2043e via the wiring harness 2042. When the power lock 2044 is open, the third terminal 2043e is connected to the positive terminal of the battery 1922; when the power lock 2044 is closed, the third terminal 2043e is disconnected from the positive terminal of the battery 1922. Thus, the third terminal 2043e, power lock 2044, second terminal 2043d, and battery 1922 form a power supply circuit controlled by the power lock 2044. During the installation of modification parts on the all-terrain vehicle 100, when the modification parts require continuous power, they can be connected to the first terminal 2043c and the second terminal 2043d. When the power supply of the modification parts needs to be controlled by the on / off state of the all-terrain vehicle 100, the wiring harness of the modification parts can be connected to the second terminal 2043d and the third terminal 2043e.

[0332] In other implementations, such as Figure 126 As shown, the first type of terminal 2043a includes a first terminal 2043c and a second terminal 2043d, and the second type of terminal 2043b includes a third terminal 2043e and a fourth terminal 2043f. The first terminal 2043c is connected to the positive terminal of the battery 1922, and the second terminal 2043d is connected to the negative terminal of the battery 1922 to form a continuous power supply circuit. The third terminal 2043e is connected to the negative terminal of the battery 1922 via a wiring harness 2042, and the fourth terminal 2043f is connected to a power lock 2044 via the wiring harness 2042, and then connected to the positive terminal of the battery 1922 via the power lock 2044. This forms a power supply circuit controlled by the power lock 2044. Of course, the number of the first type of terminal block 2043a and the second type of terminal block 2043b can be three, four or other, respectively. The connection between the terminal block 2043 and the power lock 2044 and the battery 1922 can be a combination of the two embodiments described above, or one of the two embodiments described above or other forms. The specific choice can be set according to actual needs and is not limited here.

[0333] Continue to refer to Figure 123 As shown, the electrical connector unit 204 also includes a fuse box 2045, a terminal cover 2047, and a connection barrier 2046. The fuse box 2045 is located on the corresponding wiring harness 2042 to protect the battery 1992 and minimize the possibility of battery 1922 failing to power. The terminal cover 2047 covers the connector 2021 to protect the terminals 2043, preventing short circuits caused by falling metal objects. Multiple connection barriers 2046 are spaced apart on the connector, isolating adjacent terminals 2043 to prevent interference between the wiring harnesses 2042 of adjacent terminals 2043. Here, the connection barrier 2046 and the connector are integrated.

[0334] In one embodiment, the fuse box 2045 includes a main fuse 2045a and multiple branch fuses 2045b. The main fuse 2045a is located near the positive terminal of the battery 1922. One branch fuse 2045b is located on the wiring harness 2042 connecting the terminal 2043 to the positive terminal of the battery 1922, and another branch fuse 2045b is located on the wiring harness 2042 connecting the terminal 2043 to the power lock 2044. In this embodiment, the main fuse 2045a and the branch fuses 2045b located on the wiring harness 2042 connecting the terminal 2043 to the positive terminal of the battery 1922 are connected in series, thereby achieving dual protection and further preventing the battery 1922 from experiencing power failure.

[0335] like Figure 123 and Figure 125 As shown, the wiring harness 2042 includes a first wiring harness 2042a and a second wiring harness 2042c. One end of the first wiring harness 2042a is connected to the terminal block 2043, and the other end of the first wiring harness 2042a has a male terminal 2042b. One end of the second wiring harness 2042c is connected to the battery 1922, and the other end of the second wiring harness 2042c has a female terminal 2042d. The male terminal 2042b and the female terminal 2042d are plugged in, thereby realizing the electrical connection between the terminal block 2021 and the battery 1922. In this way, the wiring harness 2042 on the terminal block 2021 and the battery 1922 are integrated, and the wiring between them is very simple and convenient.

[0336] like Figure 109 and Figure 127As shown, the switching device 203 includes a mode switching switch 2031, an air conditioning switch (not shown), and a temperature adjustment switch (not shown). The mode switching switch 2031, air conditioning switch, and temperature adjustment switch are basically installed on the instrument panel 1122b for easy operation by the driver and front passenger. The mode switching switch 2031, air conditioning switch, and temperature adjustment switch are all electrically / signally connected to the ECU via wiring harness 2042, thereby controlling a series of functions of the all-terrain vehicle 100, such as switching between two-wheel drive and four-wheel drive, turning on the air conditioning, and adjusting the air conditioning temperature.

[0337] like Figures 127 to 130 As shown, the mode switching switch 2031 includes a two-wheel drive gear position 2031a, a four-wheel drive gear position 2031b, and a front-wheel drive lock position 2031c. The four-wheel drive gear position 2031b is located between the two-wheel drive gear position 2031a and the front-wheel drive lock position 2031c. The two-wheel drive gear position 2031a enables the all-terrain vehicle 100 to operate in two-wheel drive mode. The four-wheel drive gear position 2031b enables the all-terrain vehicle 100 to operate in four-wheel drive mode. The front-wheel drive lock position locks the front wheels of the all-terrain vehicle 100. The mode switching switch 2031 includes a housing 2031d, a button plate 2031x, a switch shaft 2031t, and a gear lever unit 2031u. The housing 2031d includes a chamber 2031za, a first gear slot 2031e, a second gear slot 2031f, and a third gear slot 2031j. The first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j are all located within the chamber 2031za. The second gear slot 2031f is located between the first gear slot 2031e and the third gear slot 2031j. The push plate 2031x is rotatably connected to the outer casing 2031d via the switch shaft 2031t. One end of the gear lever unit 2031u is connected to the push plate 2031x, and the other end of the gear lever unit 2031u can swing with the push plate 2031x and switch between the first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j, thereby realizing the mutual switching between the two-wheel drive gear 2031a, the four-wheel drive gear 2031b, and the front-wheel drive lock gear 2031c.

[0338] refer to Figure 128 The gear lever unit 2031u includes a switching lever 2031v, an elastic element 2031x, and a ball 2031y. One end of the switching lever 2031v is connected to the button plate 2031x and can swing within the outer casing 2031d under the action of the button plate 2031x. A fourth mounting hole 2031w is provided at the end of the switching lever 2031v away from the button plate 2031x. The elastic element 2031x is installed in the fourth mounting hole 2031w. Part of the ball 2031y is located in the fourth mounting hole 2031w and abuts against the elastic element 2031x. The other end can swing and fall into the first gear slot 2031e, the second gear slot 2031f, or the third gear slot 2031j.

[0339] like Figures 128 to 130 As shown, the first gear slot 2031e, the second gear slot 2031f, and the third gear slot 2031j are all arc-shaped slots, and they are connected sequentially. The second gear slot 2031f includes a first connecting end connected to the first gear slot 2031e. The first gear slot 2031e includes a second connecting end connected to the first connecting end. The first connecting end and the second connecting end intersect and have a first intersection point P and a first included angle β1. The second gear slot 2031f also includes a third connecting end connected to the third gear slot 2031j. The third gear slot 2031j includes a fourth connecting end connected to the third connecting end. The third connecting end and the fourth connecting end intersect and have a second intersection point Q and a second included angle β2. The difference between the first included angle β1 and the second included angle β2 is greater than or equal to 5° and less than or equal to 30°. That is, the slope of the side of the second gear slot 2031f closest to the third gear slot 2031j is greater than the slope of the side of the second gear slot 2031f closest to the first gear slot 2031e, and the transition between the first gear slot 2031e and the second gear slot 2031f is gentler than the transition between the second gear slot 2031f and the third gear slot 2031j. Thus, when shifting gears, the damping of the shift lever 2031v when shifting from the second gear slot 2031f to the third gear slot 2031j is greater than the damping of the shift lever 2031v when shifting from the first gear slot 2031e to the second gear slot 2031f. This means that the force required to shift each gear is different, and the force required to shift from four-wheel drive to front-wheel drive lock-up gear 2031c is increased. This avoids the phenomenon of over-shifting when shifting from two-wheel drive gear 2031a to four-wheel drive gear 2031b, thus improving driving safety.

[0340] In one implementation, such as Figure 130 As shown, along the Z-axis of chamber 2031za, the position of the second intersection point Q is relatively higher than the position of the first intersection point P. Thus, combined with the aforementioned angle, the travel distance between the four-wheel drive gear 2031b and the front-wheel drive lock-up gear 2031c can be extended, increasing the damping of the shift lever 2031v as it shifts from the second gear slot 2031f to the third gear slot 2031j, further preventing over-gearing during the shifting process.

[0341] Please refer to Figure 129 and Figure 130The second gear slot 2031f includes a second arc-shaped segment 2031g, a first straight segment 2031h, and a second straight segment 2031i. One end of the first straight segment 2031h is connected to the first gear slot 2031e, and the other end is connected to the second arc-shaped segment 2031g. One end of the second straight segment 2031i is connected to the third gear slot 2031j, and the other end is connected to the second arc-shaped segment 2031g. The first gear slot 2031e includes at least a third straight segment 2031k, and the third gear slot 2031j includes at least a fourth straight segment 2031z. The third straight segment 2031k intersects with the first straight segment 2031h to form a first included angle β1, and the fourth straight segment 2031z intersects with the second straight segment 2031i to form a second included angle β2. The first included angle β1 is greater than or equal to 120 degrees and less than or equal to 140 degrees, and the second included angle β2 is greater than or equal to 100 degrees and less than or equal to 125 degrees.

[0342] Furthermore, the first straight segment 2031h intersects plane A1 to form a third included angle β3, and the second straight segment 2031i intersects plane A1 to form a fourth included angle β4. The difference between the fourth included angle β4 and the third included angle β3 is greater than or equal to 5 degrees and less than or equal to 30 degrees. The third included angle β3 is greater than or equal to 45 degrees and less than or equal to 60 degrees, and the fourth included angle β4 is greater than or equal to 55 degrees and less than or equal to 75 degrees. This arrangement also ensures that the slope of the second straight segment 2031i relative to plane A1 is greater than the slope of the first straight segment 2031h relative to plane A1. Consequently, the force required for the switching lever 2031v to switch from the second gear slot 2031f to the third gear slot 2031j will increase.

[0343] In one embodiment, the third straight segment 2031k intersects plane A1 and forms a fifth included angle β5; the fourth straight segment 2031z intersects plane A1 and forms a sixth included angle β6, and the fifth included angle β5 and the sixth included angle β6 are substantially the same. This arrangement ensures that the operating force required to shift from two-wheel drive gear 2031a to four-wheel drive gear 2031b is substantially equal to the operating force required to shift from front-wheel drive lock gear 2031c to four-wheel drive gear 2031b, thus improving operational consistency.

[0344] like Figure 131 and Figure 132As shown, the housing 2031d has an output contact 2031l, which protrudes from the outer surface of the housing 2031d. The output contact 2031l is connected to a circuit board on a corresponding switching device 203, such as the circuit board 1981n inside the mode switching switch 2031, the circuit board inside the air conditioner switch, or the circuit board inside the temperature control switch. The wiring harness 2042 has a connector 2031n that connects to the output contact 2031l, thereby enabling the switching device 203 to be electrically / signally connected to the electronic control unit 21. The outer surface of the housing 2031d has a connecting cover 2031m surrounding the output contact 2031l. The connecting cover 2031m can be integrated with the housing 2031d or be a separate component. The connecting cover 2031m or the connector 2031n is equipped with a sealing element 2031q. After the connector 2031n is mated with the output contact 2031l, the sealing element 2031q can seal the gap between the connector 2031n and the connecting cover 2031m, so that the output contact 2031l is in a relatively sealed state, preventing short circuit and burning of the output contact 2031l and the connector 2031n due to water or other factors. At the same time, during the mating process, the connecting cover 2031m also plays a guiding role, which is conducive to the connection between the connector 2031n and the output contact 2031l, making assembly more convenient.

[0345] In one embodiment, the connector 2031n has a second receiving groove 2031o and a second slot 2031p. The second receiving groove 2031o has a connection contact point corresponding to the output contact 2031l. The second slot 2031p surrounds the second receiving groove 2031o. A sealing member 2031q is disposed within the second slot 2031p. A connecting cover 2031m can be inserted into the second slot 2031p and is sealed to the sealing member 2031q. That is, sealing is achieved not only through the sealing member 2031q, but the connector 2031n also covers the connecting cover 2031m, increasing the sealing path and improving the sealing effect. The second receiving groove 2031o and the second slot 2031p are concentrically arranged. The sealing member 2031q is sleeved on the outer wall of the second slot 2031p. The sealing member 2031q is a rubber sealing ring or a silicone sealing ring. The outer circumferential side of the seal 2031q is provided with an annular sealing protrusion 2031r, which abuts against the inner wall of the connecting cover 2031m. Here, there are multiple sealing protrusions 2031r, and these protrusions are spaced apart axially along the second slot 2031p. In another embodiment, the seal 2031q can also be directly disposed on the inner wall of the connecting cover 2031m, with the connector 2031n inserted into the connecting cover 2031m and abutting against the seal 2031q.

[0346] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0347] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; The vehicle body is mounted on the frame and forms a compartment. The vehicle body includes a rear side panel, which is located at the rear of the frame. A front suspension assembly, mounted on the front side of the vehicle frame; The rear suspension assembly is mounted on the rear side of the vehicle frame; A power unit, at least partially connected to the vehicle frame, and the power unit includes an air intake and an air outlet; A tracheal assembly includes an inlet pipe and an outlet pipe, wherein the inlet pipe is connected to the inlet port and the outlet pipe is connected to the outlet port; The all-terrain vehicle is characterized in that it further includes: An air intake seat includes a mounting hole and an air intake chamber, the air intake chamber including an opening; wherein, one side of the vehicle body has a mounting cavity, and along the vertical direction, the mounting cavity is located above the rear side panel; the air intake seat is embedded in the mounting cavity, and one end of the air intake pipe away from the air intake port extends to the air intake seat and extends into the mounting cavity through the mounting hole; The end face of the intake pipe that extends into the intake chamber is provided with a bevel. The inclined plane slopes from the side closer to the opening toward the side farther from the opening, and in the vertical direction, the side of the inclined plane closer to the opening is relatively higher than the side of the inclined plane farther from the opening.

2. The all-terrain vehicle according to claim 1, characterized in that, The all-terrain vehicle also includes: The rear wheel assembly includes a left rear wheel and a right rear wheel, and the left rear wheel and the right rear wheel are located on opposite sides of the rear side of the frame; Along the longitudinal direction of the all-terrain vehicle, the air intake is located at the rear of the cabin and is positioned relative to the front of the rear wheels.

3. The all-terrain vehicle according to claim 1, characterized in that, The bottom of the air intake chamber is provided with a protrusion, and the mounting hole is opened on the protrusion. The end of the air intake pipe away from the air intake port extends into the mounting chamber through the mounting hole.

4. The all-terrain vehicle according to claim 3, characterized in that, The end face of the protrusion away from the bottom of the air intake chamber is inclined.

5. The all-terrain vehicle according to claim 3, characterized in that, The inlet of the air intake pipe is located away from the bottom of the all-terrain vehicle, and the orientation of the inlet is opposite to the opening.

6. The all-terrain vehicle according to claim 3, characterized in that, The air intake pipe includes an air intake pipe body and an adapter pipe. One end of the air intake pipe body is connected to the air intake port, and the other end of the air intake pipe body extends toward the air intake seat. One end of the adapter pipe is connected to the air intake pipe body, and the other end of the adapter pipe extends into the mounting cavity from the mounting hole. The adapter is a flexible hose, and the adapter is sealed to the air intake pipe and to the mounting hole.

7. The all-terrain vehicle according to claim 6, characterized in that, The adapter pipe includes a first connecting section, a second connecting section, and a third connecting section. The first connecting section is located inside the air intake chamber, and the third connecting section is located outside the air intake chamber and close to the air intake pipe. The second connecting section is located between the first connecting section and the third connecting section and is fitted into the mounting hole. A sealing groove is provided on the outer surface of the second connecting section, and the edge of the mounting hole is engaged in the sealing groove.

8. The all-terrain vehicle according to claim 1, characterized in that, The power assembly also includes an engine and a transmission, wherein the engine and the transmission respectively include an air intake and an air outlet; The tracheal assembly includes a first tracheal unit and a second tracheal unit; the first tracheal unit includes a first inlet pipe and a first outlet pipe; the second tracheal unit includes a second inlet pipe and a second outlet pipe. The first intake pipe is connected to the air intake port of the engine, and the first exhaust pipe is connected to the air outlet port of the engine. The second exhaust pipe is connected to the exhaust port on the transmission, and cooling gas enters the transmission through the second intake pipe to cool the transmission; The number of mounting cavities includes two, and the two mounting cavities are respectively located on both sides of the vehicle body. Each mounting cavity is equipped with an air intake seat, and the first air intake pipe and the second air intake pipe are respectively equipped with one air intake seat.

9. The all-terrain vehicle according to claim 1, characterized in that, The rear suspension assembly includes a lower control arm unit, an upper control arm unit, and a rear wheel axle seat unit and a control arm unit mounted on the lower control arm unit and the upper control arm unit, respectively mounted on the vehicle frame; In the vertical direction, the control arm unit is located between the lower rocker arm unit and the upper rocker arm unit, and one end of the control arm unit is rotatably connected to the rear wheel axle seat unit, while the other end of the control arm unit is rotatably connected to the vehicle frame.

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