All-terrain vehicle
By installing a parking component on the right handlebar of the all-terrain vehicle and adopting a two-step confirmation mechanism, the problem of accidental activation of the parking device in the existing technology is solved, thereby improving the maneuverability and safety of the child all-terrain vehicle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG CFMOTO POWER CO LTD
- Filing Date
- 2021-12-30
- Publication Date
- 2026-06-02
Smart Images
Figure CN115871836B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to vehicle technology, and more particularly to an all-terrain vehicle. Background Technology
[0002] As people's living standards improve, all-terrain vehicles (ATVs) for recreational purposes are becoming increasingly popular. This has also spurred the market and demand for children's ATVs.
[0003] Both traditional all-terrain vehicles and children's electric all-terrain vehicles have parking functions.
[0004] In the process of implementing the inventive technical solutions in the embodiments of this application, the applicant discovered that the above-mentioned technology has at least the following technical problems:
[0005] The parking brake on most existing all-terrain vehicles is typically located on the left handlebar. To park, simply pull the brake lever all the way down, and the mechanism will lock it in place. However, this type of parking brake lacks a secondary confirmation step when engaging the parking brake, posing a significant danger if accidentally activated while driving. This is especially true for child drivers, who are more prone to accidental activation, leading to even more severe consequences. Summary of the Invention
[0006] In view of this, this application provides an all-terrain vehicle that can be parked with the right hand, which improves the maneuverability of the child all-terrain vehicle and enhances the convenience, safety and comfort for children during operation, thus meeting the needs of children using all-terrain vehicles.
[0007] This application provides an all-terrain vehicle, comprising: a frame, including a frame body; a running gear, including a first running wheel set and a second running wheel set; a drive assembly, including a drive motor for driving at least one of the first running wheel set and the second running wheel set; a saddle assembly, disposed above the frame; a power supply assembly, at least partially disposed below the saddle assembly, including a main power supply for supplying power to the drive assembly; a braking device, including a brake assembly and a parking assembly; a suspension assembly, including a front suspension and a rear suspension, wherein the first running wheel set is connected to the frame via the rear suspension, the second running wheel set is connected to the frame via the front suspension, and the rear suspension includes a rear swingarm; and a control unit. The device is used to control an all-terrain vehicle and is at least partially connected to a braking system. The braking assembly includes a power-off device electrically connected to a control unit. The power-off device includes a first state where it does not provide a power-off signal to the control unit and a second state where it provides a power-off signal to the control unit. The parking assembly includes a parking mechanism and a locking latch that can lock the parking mechanism. The locking latch can be controlled by a first handle to switch between a first position where the parking mechanism is released to put the all-terrain vehicle in a non-parked state and a second position where the parking mechanism is locked to put the all-terrain vehicle in a parked state. When the locking latch is in the second position and the power-off device is in the second state, the power supply unit can receive a power-off command from the control unit.
[0008] Furthermore, the power-off device is located inside the limit latch.
[0009] Furthermore, the parking assembly also includes a parking mechanism, a handbrake cable, and a handle. One end of the handbrake cable is connected to the parking mechanism, and the other end of the handbrake cable is connected to the handle.
[0010] Furthermore, the handle includes a fixed part and an operating part. The fixed part is mounted on the handlebar assembly of the all-terrain vehicle, and the operating part is pivotally connected to the fixed part via a first pivot. The operating part can rotate along the axis of the first pivot towards the side closer to the saddle assembly.
[0011] Furthermore, a limit latch is located above the operating part of the handle and is pivotally connected to the fixing part.
[0012] Furthermore, the operating part is provided with at least one limiting groove, and the limiting buckle and the fixing part are pivotally connected by a second pivot. The limiting buckle includes a limiting protrusion, and the limiting buckle matches the limiting groove and can be engaged in the limiting groove.
[0013] Furthermore, the limiting groove includes two toothed limiting structures, and the limiting protrusion matches the toothed limiting structures and can be engaged in the toothed limiting structures.
[0014] Furthermore, the two toothed limiting structures can respectively limit the first position and the second position of the limiting buckle.
[0015] Furthermore, the limiting buckle includes a push handle, on which at least one anti-slip protrusion is provided.
[0016] Furthermore, the power-off device includes a contact switch, which has a third state and a fourth state; when the contact switch is in the third state, the power-off device is in the first state and does not send a power-off signal to the control unit; when the contact switch is in the fourth state, the power-off device is in the second state and sends a power-off signal to the control unit.
[0017] The technical solution implemented in this application has at least the following technical effects or advantages:
[0018] By placing the parking brake assembly on the right-hand handle and requiring two confirmation steps to set the parking brake function, the risk of accidental activation of the parking brake during driving is avoided, thus increasing the safety of children driving vehicles. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of an all-terrain vehicle in this application;
[0020] Figure 2 This is a top view of the all-terrain vehicle in this application;
[0021] Figure 3 This is a cross-sectional schematic diagram of the all-terrain vehicle in this application;
[0022] Figure 4 This is a longitudinal sectional view of the all-terrain vehicle in this application;
[0023] Figure 5 This is another schematic diagram showing the first and second wheelsets of the all-terrain vehicle in the first state position in this application;
[0024] Figure 6 This is a schematic diagram of a first power supply assembly in the all-terrain vehicle of this application;
[0025] Figure 7 This is a schematic diagram of the location of the power compartment in the all-terrain vehicle of this application;
[0026] Figure 8 This is another schematic diagram showing the location of the power compartment in the all-terrain vehicle of this application;
[0027] Figure 9 This is a schematic diagram illustrating the positional relationship between the first power source and the drive assembly in the all-terrain vehicle of this application.
[0028] Figure 10 This is a schematic diagram illustrating the positional relationship between the first power source and the rear rocker arm in the all-terrain vehicle of this application.
[0029] Figure 11This is a schematic diagram of a saddle assembly in an all-terrain vehicle according to this application;
[0030] Figure 12 This is a schematic diagram illustrating the positional relationship between the saddle assembly and the first power source in the all-terrain vehicle of this application.
[0031] Figure 13 This is a schematic diagram illustrating the positional relationship between the saddle assembly and the first power source in the all-terrain vehicle of this application in the longitudinal direction.
[0032] Figure 14 This is a schematic diagram showing the vertical positional relationship between the saddle assembly and the first power source in the all-terrain vehicle of this application.
[0033] Figure 15 This is a schematic diagram of a parking assembly in an all-terrain vehicle according to this application;
[0034] Figure 16 for Figure 15 A schematic diagram of a cross-sectional view along the AA direction. Detailed Implementation
[0035] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention. Any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.
[0036] like Figures 1 to 3 As shown, an all-terrain vehicle 100 includes: a frame 11, a running gear 12, a body panel 13, a power supply assembly 14, a saddle assembly 15, a transmission assembly 16, a braking assembly 17, a steering assembly 18, a drive assembly 19, a lighting assembly 21, an operating assembly 22, a suspension assembly 23, a control unit 24, and an instrument assembly 25. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The front, rear, upper, and lower sides are shown, as well as... Figure 2The left, right, top, and bottom sides are shown. The frame 11 supports the body panel 13. The running gear 12 is located below the frame 11 and drives the all-terrain vehicle 100. The running gear 12 includes a first running wheel set 121 and a second running wheel set 122. The first running wheel set 121 includes two drive wheels, and the second running wheel set 122 includes two driven wheels. Typically, the first running wheel set is the rear wheel set located at the rear of the all-terrain vehicle 100, and the second running wheel set is the front wheel set located at the front of the all-terrain vehicle 100. A saddle assembly 15 is mounted above the frame 11 for the user to sit on. A power supply assembly 14 is mounted on the frame 11 below the saddle assembly 15, providing power to the all-terrain vehicle 100. Drive assembly 19 is electrically connected to power assembly 14 and mounted on frame 11 near the first wheel set 121. Drive assembly 19 drives wheel assembly 12 and moves all-terrain vehicle 100. Drive assembly 19 drives at least one of the first wheel set 121 or the second wheel set 122 to provide driving force, enabling all-terrain vehicle 100 to move. Suspension assembly 23 is pivotally connected to wheel assembly 12 and frame 11 respectively. Steering assembly 18 is fixedly connected to suspension assembly 23 and pivotally connected to frame 11, and is used to control the direction of travel of all-terrain vehicle 100. Operating assembly 22 is mounted near steering assembly 18 and is used to control the driving status of all-terrain vehicle 100. Instrument assembly 25 is mounted in front of the operator's line of sight and is used to provide the operator with relevant data on the driving of all-terrain vehicle 100. Light assembly 21 is mounted at the front and rear of frame 11 and is used to provide the operator with lighting, steering, or alarm indication signals. Control unit 24 is used to control the operating status of all-terrain vehicle 100. The line connecting the two points of contact between the two drive wheels and the ground and the line connecting the two points of contact between the two driven wheels and the ground are in the same plane. This plane is defined as the contact plane 107, and the first direction 101 is defined as the direction parallel to the contact plane 107 and extending from the rear to the front along the all-terrain vehicle.
[0037] As one implementation method, such as Figure 4As shown, the power supply assembly 14 includes a first power supply assembly 141 and a second power supply 142. The first power supply assembly 141 provides electrical energy to the drive assembly 19 to drive the all-terrain vehicle 100. The second power supply 142 supplies power to the low-voltage electrical appliances in the all-terrain vehicle 100. The drive assembly 19 includes a drive motor 191 electrically connected to the first power supply assembly 141. The drive assembly 19 receives electrical energy output from the first power supply assembly 141 and outputs power to the transmission assembly 16. The transmission assembly 16 receives the power output from the drive assembly 19 and drives the walking assembly 12 to move. The transmission assembly 16 is a chain drive mechanism or a shaft drive mechanism. The transmission assembly 16 receives the power generated by the drive motor 191 in the drive assembly 19 and transmits the power to the first walking wheel set 121 of the walking assembly 12, thereby driving the wheels to rotate and driving the all-terrain vehicle 100 to run.
[0038] As one implementation method, such as Figure 4 As shown, the drive motor 191 is mounted on the frame body 111 and located between the first power supply assembly 141 and the first wheel assembly 121. The plane containing the side of the first wheel assembly 121 is the second plane 110, which is perpendicular to the contact plane 107. The suspension assembly 23 includes a rear swing arm 231, a first shock absorber 233, and a second shock absorber 234. Under the action of the first shock absorber 233 and the second shock absorber 234, within the second plane, as shown... Figure 5 As shown, the extension of the line connecting the axis of the first traveling wheel assembly 121 and the pivot axis of the rear rocker arm 231 is the first straight line 102, and the line connecting the axis of the second traveling wheel assembly 122 and the pivot axis of the rear rocker arm 2321 is the second straight line 103. Figure 5 As shown, in the first state position, the first straight line 102, the second straight line 103, the first main beam frame 1111, and the front support 1112 enclose a first region 105, and the shaft of the drive motor 191 is located within the first region 105. The drive motor 191 is positioned between the first power supply assembly 141 and the first wheel set 121. In this way, the starting torque of the all-terrain vehicle 100 is increased, and the reserve power of the all-terrain vehicle 100 at low speeds is increased. Reserve power refers to the maximum output power that the drive motor 191 may increase to further overcome slope resistance and acceleration resistance when the all-terrain vehicle 100 is traveling at a constant speed on a flat road. This arrangement places lower requirements on the drive motor 191, thus allowing the selection of a smaller power drive motor 191 and saving on the production cost of the all-terrain vehicle 100. As one implementation method, such as... Figure 6As shown, the first power supply assembly 141 includes a first power source 1411, a power storage compartment 1412 for housing the first power source 1411, and a charging device 1413 for replenishing the first power source 1411 with power. The first power source 1411 serves as the energy storage and supply unit of the all-terrain vehicle 100, storing the electrical energy required for the operation of the all-terrain vehicle 100 and providing power for its operation; therefore, it is also referred to as the first power source as the main power source. The power storage compartment 1412 provides space for the first power source 1411 and also protects it from external damage. The charging device 1413 transfers external electrical energy from the all-terrain vehicle 100 to the first power source 1411, replenishing its power. The second power source 142 supplies power to low-voltage devices of the all-terrain vehicle 100, such as the headlight assembly 21, instrument assembly 25, horn, alarm unit, and motor control unit 241. As one implementation, the power supply compartment 1412 is mounted on the frame 11, and the power supply compartment 1412 is mounted on the left side guard plate 131 (e.g., Figure 2 (as shown) and right side guard plate 132 (as shown) Figure 2The internal dimensions of the power compartment 1412 are greater than or equal to the dimensions of the first power supply 1411. The first power supply 1411 is placed in the power compartment 1412, and one end of the charging device 1413 is connected to the charging interface 1411a of the first power supply 1411, while the other end is located in the charging port 143 of the front fender 131. For electric vehicles, the first power supply 1411 is a very important component, providing all the necessary electrical energy. Due to range requirements, the first power supply 1411 accounts for a significant portion of the weight and cost of the all-terrain vehicle 100. Therefore, the first power supply 1411 plays a crucial role both in terms of value and its importance to the all-terrain vehicle 100's operation. Furthermore, the most commonly used first power supply 1411 in electric vehicles is currently a lithium-ion battery, but lithium-ion batteries have safety issues that are currently difficult to resolve. Therefore, necessary protective measures are required for the first power supply 1411. The power compartment 1412 is designed to house the first power supply 1411 and restrict its movement. This ensures that the first power supply 1411 will not move within the frame 11 during driving, preventing instability of the all-terrain vehicle 100's center of gravity or potential safety hazards caused by damage to the first power supply 1411 due to its weight distribution. Simultaneously, the power compartment 1412 avoids directly fixing the first power supply 1411 to the frame 11, facilitating its removal and replacement for off-board charging, thus ensuring its ease of use. The power compartment 1412 also protects the first power supply 1411 from impacts and prevents potential safety hazards. The power compartment 1412 isolates the first power source 1411 from other equipment of the all-terrain vehicle 100, delaying the damage to other components of the all-terrain vehicle 100 caused by the first power source 1411. The power compartment 1412 also isolates the first power source 1411 from the rider, providing the rider with sufficient escape time in the event of extreme danger caused by damage to the first power source 1411. The power assembly 14 also includes a charging device 1413 connected to the charging interface 1411a of the first power source 1411, enabling on-board charging of the first power source 1411 without disassembling it, reducing the frequency of installation and removal of the first power source 1411, and improving the ease of use of the all-terrain vehicle 100.
[0039] As one implementation method, such as Figure 7As shown, the power supply compartment 1412 is located at the bottom center of the frame 11. The vertical distance L1 between the bottom of the power supply compartment 1412 and the contact plane 107 is greater than or equal to 200mm and less than or equal to 300mm; the vertical distance L2 between the top of the power supply compartment 1412 and the contact plane 107 is greater than or equal to 500mm and less than or equal to 750mm; the ratio of the height H1 of the power supply compartment 1412 to the total height H2 of the all-terrain vehicle 100 is greater than or equal to 0.3 and less than or equal to 0.45; the distance L3 between the front end of the power supply compartment 1412 along the first direction 101 and the front end of the all-terrain vehicle 100 along the first direction 101 is greater than or equal to 485mm and less than or equal to 735mm; the distance L4 between the rear end of the power supply compartment 1412 along the first direction 101 and the front end of the all-terrain vehicle 100 along the first direction 101 is greater than or equal to 810mm and less than or equal to 1220mm. Figure 8As shown, the ratio of the width H3 of the power compartment 1412 to the distance H4 between the outer edges of the two second running wheels 122 of the all-terrain vehicle 100 is greater than or equal to 0.21 and less than or equal to 0.33. The first power source 1411 in the electrically driven all-terrain vehicle 100 accounts for a significant proportion of the vehicle's weight, and its location has a substantial impact on the center of gravity. The first power source 1411 is housed in the power compartment 1412, and the location of the power compartment 1412 determines the installation position of the first power source 1411 within the all-terrain vehicle 100. Besides the first power supply 1411, the drive motor 191 also accounts for a relatively high proportion of the weight of the all-terrain vehicle 100. Furthermore, to facilitate driving the all-terrain vehicle 100, the drive motor 191 is mostly located at the rear of the all-terrain vehicle 100. Therefore, to balance the weight of the all-terrain vehicle 100, the first power supply 1411 and the power compartment 1412 need to be positioned slightly closer to the front of the all-terrain vehicle 100 so that the center of gravity of the all-terrain vehicle 100 can be located in the center of the vehicle. At the same time, the height of the power compartment 1412 also needs to be limited to keep the center of gravity of the all-terrain vehicle 100 low, ensuring that the all-terrain vehicle 100 is less prone to tipping over during use. Furthermore, the distance L1 between the bottom of the power compartment 1412 and the contact plane 107 is greater than or equal to 230 mm and less than or equal to 285 mm; the vertical distance L2 between the top of the power compartment 1412 and the contact plane 107 is greater than or equal to 560 mm and less than or equal to 690 mm; the ratio of the height H1 of the power compartment 1412 to the total height H2 of the all-terrain vehicle 100 is greater than or equal to 0.35 and less than or equal to 0.43; the distance L3 between the front end of the power compartment 1412 along the first direction 101 and the front end of the all-terrain vehicle 100 along the first direction 101 is greater than or equal to 550 mm and less than or equal to 670 mm; the distance L4 between the rear end of the power compartment 1412 along the first direction 101 and the front end of the all-terrain vehicle 100 along the first direction 101 is greater than or equal to 920 mm and less than or equal to 1120 mm; and the ratio of the width H3 of the power compartment 1412 to the distance H4 between the outer edges of the two front wheels of the all-terrain vehicle 100 is greater than or equal to 0.24 and less than or equal to 0.30. The position of the power compartment 1412 is further defined, and the position of the first power supply 1411 is defined to ensure that the center of gravity of the all-terrain vehicle 100 can be located at the center of the all-terrain vehicle 100, thereby increasing the stability of the all-terrain vehicle 100 during driving.Furthermore, the distance L1 between the bottom of the power compartment 1412 and the contact plane 107 is greater than or equal to 245 mm and less than or equal to 275 mm; the vertical distance L2 between the top of the power compartment 1412 and the contact plane 107 is greater than or equal to 590 mm and less than or equal to 660 mm; the ratio of the height H1 of the power compartment 1412 to the total height H2 of the all-terrain vehicle 100 is greater than or equal to 0.37 and less than or equal to 0.41; the distance L3 between the front end of the power compartment 1412 along the first direction 101 and the front end of the all-terrain vehicle 100 along the first direction 101 is greater than or equal to 580 mm and less than or equal to 640 mm; the distance L4 between the rear end of the power compartment 1412 along the first direction 101 and the front end of the all-terrain vehicle 100 along the first direction 101 is greater than or equal to 970 mm and less than or equal to 1070 mm; and the ratio of the width H3 of the power compartment 1412 to the distance H4 between the outer edges of the two front wheels of the all-terrain vehicle 100 is greater than or equal to 0.25 and less than or equal to 0.29. The position of the power supply compartment 1412 is further defined, as is the position of the first power supply 1411, ensuring that the center of gravity of the all-terrain vehicle 100 is further located at the center of the all-terrain vehicle 100, increasing the stability of the all-terrain vehicle 100 during driving and avoiding dangers such as rollover. As one implementation, in a horizontal projection plane perpendicular to the vertical direction, which can be a contact plane 107, the projection surface of the power supply compartment 1412 on the contact plane 107 is denoted as the first projection surface, the projection surface of the drive motor 191 on the contact plane 107 is denoted as the second projection surface, and the projection surface of the saddle assembly 15 on the contact plane 107 is denoted as the third projection surface. The area of the first projection surface is smaller than the area of the third projection surface, and the area of the second projection surface is smaller than the area of the third projection surface. Both the first and second projection surfaces are located within the third projection surface, and the endpoint of the third projection surface along the first direction 101 is substantially located on the edge of the first projection surface along the first direction 101. Both the power supply compartment 1412 and the drive motor 191 are located in the frame 11 below the saddle assembly 15, with the first power supply 1411 installed within the power supply compartment 1412. Compared to the front fender 131, rear fender 132, left side skid plate 131, and right side skid plate 132 on the all-terrain vehicle 100, the saddle assembly 15 is easier to disassemble. For components like the first power supply 1411 that require frequent disassembly and removal, placing the first power supply 1411 in the power supply compartment 1412 below the saddle assembly 15 facilitates its removal. Specifically, when the first power supply 1411 needs to be removed, simply removing the saddle assembly 15 allows for easy removal. After removal, the first power supply 1411 can be replaced or used for off-board charging.
[0040] As one implementation method, such as Figure 9As shown, the height direction 104 of the first power supply 1411 extends substantially in the vertical direction, and the height direction 104 of the first power supply 1411 is perpendicular to the bottom of the first power supply 1411 and extends in the vertical direction. In a vertical projection plane perpendicular to the left and right directions (e.g....) Figure 9 In the plane where the middle view is located, along the left and right direction, the output shaft of the drive motor 191 has a first center in the vertical projection plane, and the axis of the first traveling wheel set 121 has a second center in the vertical projection plane. The angle α between the line connecting the first center and the second center in the vertical projection plane and the projection of the height direction 104 of the first power supply 1411 in the vertical projection plane is (e.g., ...). Figure 9 As shown, the angle β between the height direction 104 of the first power supply 1411 and the projection of the rear rocker arm 2321 in the vertical projection plane is greater than or equal to 90° and less than or equal to 120° (as shown). Figure 10(As shown) is an angle greater than or equal to 90° and less than or equal to 135°. The weight of the first power source 1411 in the electric drive vehicle accounts for a significant portion of the weight of the all-terrain vehicle 100, and its placement severely affects the weight distribution and center of gravity of the all-terrain vehicle 100. The drive motor 191 and the drive axle also constitute a considerable portion of the weight of the all-terrain vehicle 100. The positional relationship between the first power source 1411, the drive motor 191, and the drive axle has a significant impact on the center of gravity of the all-terrain vehicle 100. Limiting the relative positions of the first power source 1411, the drive motor 191, and the drive axle can position the center of gravity of the all-terrain vehicle 100 appropriately. If the angle between the height direction 104 of the first power source 1411 and the line connecting the center of the output shaft of the drive motor 191 to the center of the drive axle is too small, although it can lower the center of gravity of the all-terrain vehicle 100, it also makes the relative position of the drive axle and the drive motor 191 higher, reducing the ground clearance of the all-terrain vehicle 100 and affecting its passability. In particular, when the angle α between the height direction 104 of the first power supply 1411 and the line connecting the center of the output shaft of the drive motor 191 to the center of the drive axle is less than 90°, the position of the drive motor 191 is lower than the position of the drive axle, which seriously affects the ground clearance of the all-terrain vehicle 100. Alternatively, to achieve the same ground clearance, larger wheels may be required, significantly impacting the performance of the all-terrain vehicle 100. Conversely, when the angle between the height direction 104 of the first power supply 1411 and the line connecting the center of the output shaft of the drive motor 191 to the center of the drive axle is too large, it naturally affects the center of gravity of the all-terrain vehicle 100, resulting in a higher center of gravity and affecting the stability of the all-terrain vehicle 100 during operation. Furthermore, in order to better control the influence of the first power supply 1411, drive motor 191 and drive axle on the center of gravity of the all-terrain vehicle 100, the angle α between the line connecting the first center and the second center in the vertical projection plane and the projection of the height direction 104 of the first power supply 1411 in the vertical projection plane is set to be greater than or equal to 95° and less than or equal to 115°, and the angle β between the height direction 104 of the first power supply 1411 and the projection of the rear rocker arm 2321 in the vertical projection plane is set to be greater than or equal to 100° and less than or equal to 125°. Furthermore, in order to control the positional relationship between the first power supply 1411, the drive motor 191 and the drive axle to be in the optimal position relative to the center of gravity setting of the all-terrain vehicle 100, the angle α between the line connecting the first center and the second center in the vertical projection plane and the projection of the height direction 104 of the first power supply 1411 in the vertical projection plane is set to be greater than or equal to 100° and less than or equal to 110°, and the angle β between the height direction 104 of the first power supply 1411 and the projection of the rear rocker arm 2321 in the vertical projection plane is set to be greater than or equal to 110° and less than or equal to 115°.In one implementation, within a horizontal projection plane perpendicular to the vertical direction, which can be the contact plane 107, the projection surface of the first power supply 1411 on the contact plane 107 is designated as the fourth projection surface, the projection surface of the drive motor 191 on the contact plane 107 is designated as the second projection surface, and the projection surface of the saddle assembly 15 on the contact plane 107 is designated as the third projection surface. The area of the fourth projection surface is smaller than that of the third projection surface, and the area of the second projection surface is smaller than that of the third projection surface. Both the fourth and second projection surfaces are located within the third projection surface, and the endpoint of the third projection surface along the first direction 101 is substantially located on the edge of the fourth projection surface along the first direction 101. The first power supply 1411 and the drive motor 191 are both located within the frame 11 below the saddle assembly 15. Compared to the front fender 131, rear fender 132, left side guard plate 131, and right side guard plate 132 on the all-terrain vehicle 100, the saddle assembly 15 is easier to disassemble. For components like the first power supply 1411 that require frequent disassembly and removal, placing the first power supply 1411 below the saddle assembly 15 facilitates its removal. Specifically, when the first power supply 1411 needs to be removed, simply removing the saddle assembly 15 allows for easy extraction. After removal, the first power supply 1411 can be used for operations including replacing it or performing off-board charging.
[0041] As one implementation method, such as Figure 11 As shown, the saddle assembly 15 includes a saddle 151 and a fixing buckle 155, a power limiting member 156, and a saddle locking hook 153 disposed at the bottom of the saddle 151. The saddle locking hook 153, the power limiting member 156, and the fixing buckle 155 are sequentially disposed at the bottom of the saddle 151 along a first direction 101. The fixing buckle 155 and the saddle locking hook 153 are respectively disposed at the front and rear ends of the bottom of the saddle 151. The fixing buckle 155 and the saddle locking hook 153 work together to fix the saddle assembly 15 to the frame 11. When the saddle assembly 15 is in the first state, as... Figure 12As shown, the saddle assembly 15 is locked to the frame 11, while the power limiting member 156 interacts with it to fix the first power source 1411 within the power compartment 1412. When the saddle assembly 15 is in the second state, the saddle assembly 15 separates from the frame 11, the interaction force between the power limiting member 156 and the first power source 1411 disappears, and the first power source 1411 rests in the power compartment 1412 by its own weight. The first power source 1411 is placed in the power compartment 1412 within the space of the frame 11 below the saddle assembly 15. The saddle assembly 15 has a stable fixing structure, and fixing the first power source 1411 through the saddle assembly 15 reduces the need for designing additional fixing structures for the first power source 1411. The power limiting member 156 is provided at the bottom of the saddle assembly 15, which effectively utilizes the structure and weight of the saddle assembly 15 itself to limit the first power source 1411, reducing the need for developing a dedicated first power source 1411 fixing structure and lowering the cost of the all-terrain vehicle 100. The first power supply 1411 is fixed by the saddle assembly 15. When the first power supply 1411 needs to be replaced, the saddle assembly 15 only needs to be removed. The first power supply 1411 can be taken out without unlocking the fixing structure of the first power supply 1411, which can increase the convenience of replacing the first power supply 1411.
[0042] As one implementation method, such as Figure 13As shown, the bottom of the saddle 151 is provided with 1-4 power limiting members 156. The contact point between the power limiting member 156 and the upper surface of the first power source 1411 is denoted as point M. Point M is located at the rear of the upper surface of the first power source 1411 along the first direction 101. The distance between point A along the first direction 101 and the rear edge of the first power source 1411 is denoted as x. The length of the first power source 1411 along the first direction 101 is y, where x is greater than or equal to 0 and less than or equal to 1 / 2y. The vertical distance from point A to the top of the saddle assembly 15 is greater than or equal to 30mm. Further, x is greater than or equal to 1 / 4y and less than or equal to 1 / 2y, and the vertical distance L9 from point A to the top of the saddle assembly 15 is greater than or equal to 50mm. The saddle assembly 15 serves to fix the first power source 1411. However, during the use of the all-terrain vehicle 100, the force between the power limiting member 156 and the first power source 1411 comes not only from the weight of the saddle assembly 15 itself, but also from the weight of the driver and the weight of personal belongings. The appropriate number of power limiting members 156 and the contact area between the power limiting members 156 and the first power source 1411 need to be determined based on the weight of the saddle assembly 15 and the driver's weight range. This will control the pressure on the upper surface of the first power source 1411 within a safe range, thus securing the first power source 1411 without damaging its surface and preventing safety hazards. Cost considerations must also be taken into account; the number of power limiting members 156 should be minimized while still meeting safety requirements. A maximum of four power limiting members 156 should be sufficient to ensure the safety of the first power source 1411.
[0043] As one implementation, a power buffer 1561 is provided between the first power source 1411 and the power limiting member 156. The power buffer 1561 is located at the bottom of the power limiting member 156 (e.g., Figure 13(As shown) or the upper surface of the first power source 1411. During the use of the all-terrain vehicle 100, the force between the power limiting member 156 and the first power source 1411 comes not only from the weight of the saddle assembly 15 itself, but also from the weight of the driver and their belongings. Providing a power buffer 1561 between the first power source 1411 and the power limiting member 156 can reduce the impact of additional pressure on the first power source 1411 generated during the installation of the saddle assembly 15 or when the driver sits on the saddle assembly 15. It can also buffer the pressure generated by the weight of the saddle assembly 15 and the driver acting on the first power source 1411, reducing the pressure directly acting on the first power source 1411 and reducing the pressure on the upper surface of the first power source 1411. Furthermore, the power buffer 1561 between the first power source 1411 and the power limiting member 156 can also assist in unlocking the saddle assembly 15. When the saddle assembly 15 is unlocked, the power buffer 1561, like the saddle buffer 154, can provide an upward force to the saddle, assisting the saddle buffer 154 in forming a gap between the rear of the saddle assembly 15 and the rear fender 132 that allows a hand to be inserted, so that after the saddle assembly 15 is unlocked, there is a space that can be lifted by hand.
[0044] As one implementation method, such as Figure 14 As shown, the projection surface of the first power supply 1411 along the vertical direction onto the contact plane 107 is denoted as the first projection surface, and the projection surface of the saddle assembly 15 along the vertical direction onto the contact plane 107 is denoted as the third projection surface. The midline of the first projection surface along the first direction 101 is the first midline 108, and the midline of the third projection surface along the first direction 101 is the second midline 109. Along the first direction 101, the first midline 108 is located in front of the second midline 109. The center of gravity of the first power supply 1411 is located in front of the center of gravity of the saddle, and the first power supply 1411 is located entirely at the front part below the saddle assembly 15. Since a drive motor 191 is also provided below the saddle assembly 15, and in an electric vehicle, the drive motor 191 also accounts for a relatively large proportion of the weight, in order to facilitate the drive motor 191 driving the first wheel set 121, the drive motor 191 needs to be located at the rear of the frame 11 near the first wheel set 121. To balance the front-to-rear weight distribution of the all-terrain vehicle 100, the first power supply 1411 is positioned in front of the center of gravity of the frame 11. Therefore, the first power supply 1411 is located at the front of the space below the saddle assembly 15 to balance the center of gravity of the all-terrain vehicle 100. The distance L between the first centerline and the second centerline is... 10 The distance is greater than or equal to 200 mm and less than or equal to 300 mm. Furthermore, the distance L between the first median and the second median... 10 The distance L is greater than or equal to 225 mm and less than or equal to 275 mm. Further, the distance L between the first median and the second median... 10It is greater than or equal to 235mm and less than or equal to 265mm.
[0045] In one implementation, the braking assembly 17 includes a braking assembly 171 and a parking assembly 172. The parking assembly 172 is used to park the all-terrain vehicle 100 after it has come to a complete stop, preventing the all-terrain vehicle 100 from rolling away. The parking assembly 172 includes, for example... Figure 15 and Figure 16 As shown, it includes a parking mechanism 1721 (as shown) mounted on the first traveling wheel assembly 121. Figure 4 (As shown), the components include a handbrake cable 1722, a handle 1723, and a limiting buckle 1724. One end of the handbrake cable 1722 is connected to the parking mechanism 1721, and the other end is connected to the handle 1723. By pressing the handle 1723, the force on the handle 1723 is transmitted through the handbrake cable 1722 to the parking mechanism 1721, thereby parking the all-terrain vehicle 100. The limiting buckle 1724 is used to lock the parking mechanism 1721, keeping the all-terrain vehicle 100 in a parked state at all times.
[0046] As one implementation, the parking assembly 172 also includes a power-off device 1724a. For example... Figure 16 As shown, the power-off device 1724a is located inside the limit latch 1724, and includes a first state and a second state. When the power-off device 1724a is in the first state, it does not provide a power-off signal to the control unit 24; when it is in the second state, it provides a power-off signal to the control unit 24. The limit latch 1724 includes a first position and a second position. When the limit latch 1724 is in the first position, the power-off device 1724a is in the first state, and the all-terrain vehicle 100 is in a non-parking state. When the limit latch 1724 is in the second position, the power-off device 1724a is in the second state, and the all-terrain vehicle 100 is in a parking state. During parking, the first power supply 1411 will only receive the power-off command from the control unit 24 when the limit latch 1724 is in the second position. The limit latch 1724 will only be moved to the second position when the user actually wants to park, thus parking the all-terrain vehicle 100. This method prevents the first power supply 1411 from immediately stopping power supply if the user accidentally touches the handle 1723 while driving, effectively preventing potential dangers and avoiding repeated ignition operations.
[0047] As one implementation method, such as Figure 16 As shown, the parking assembly 172 includes a parking mechanism 1721 (e.g., on the first set of wheels 121) mounted on the first set of wheels. Figure 4(As shown), the components include a handbrake cable 1722, a handle 1723, a limit buckle 1724, and a power-off device 1724a. The handle 1723 is divided into a fixed part 1723a and an operating part 1723b. The fixed part 1723a is fixedly mounted on the handle assembly 221. The operating part 1723b is pivotally connected to the fixed part 1723a via a first pivot 1723c. The operating part 1723b can rotate along the axis of the first pivot 1723c towards the handle. During rotation, the operating part 1723b pulls the handbrake cable 1722 to brake the parking mechanism 1721. Multiple toothed limit grooves 1723d are provided inside the operating part 1723b. The limiting latch 1724 is pivotally connected to the fixing part 1723a via the second pivot 1724b. A limiting protrusion 1724c is provided on the limiting latch 1724. By rotating the limiting latch 1724, the limiting protrusion 1724c engages in different toothed grooves, allowing the operating part 1723b to be pressed to different degrees towards the handle assembly 221, thereby causing the handbrake cable 1722 to brake the parking mechanism 1721 with different tensions. The limiting latch 1724 is connected to the power-off device 1724a, which includes a first state and a second state. In the first state, the power-off device 1724a does not provide a power-off signal to the control unit 24; in the second state, the power-off device 1724a provides a power-off signal to the control unit 24. The limiting latch 1724 includes a first position and a second position, which are the positions of the toothed grooves at the edge of the toothed limiting groove 1723d, respectively. When the limiting latch 1724 drives the limiting protrusion 1724c to rotate to the first position, the power-off device 1724a is in the first state and does not send a power-off signal to the control unit 24. When the limiting latch 1724 drives the limiting protrusion 1724c to rotate to the second position, the power-off device 1724a provides a power-off signal to the control unit 24. For ease of operation, the limiting latch 1724 includes a push handle 1724d (e.g., ...). Figure 15 As shown), multiple anti-slip protrusions 1724e are provided below the push handle 1724d (as shown). Figure 15 As shown), the friction of the push handle 1724d is increased to prevent slippage during operation.
[0048] As one implementation, the power-off device 1724a includes a contact switch with a third and a fourth state. When the contact switch is in the third state, the power-off device 1724a does not send a power-off signal to the control unit 24. When the contact switch is in the fourth state, the power-off device 1724a sends a power-off signal to the control unit 24. A limit latch 1724 is located on one side of the handle 1723 and is pivotally connected to the fixing part 1723a. When the limit latch 1724 is in the first position, the contact switch is normally open and does not send a power-off signal to the control unit 24. When the driver presses the handle 1723 against the handle assembly 221, the handle 1723 pulls the handbrake cable 1722, and the handbrake cable 1722 controls the parking mechanism 1721 to brake the all-terrain vehicle 100. The limit latch 1724 is moved to the second position, keeping the handle 1723 under pressure. This keeps the handle 1723 constantly pulling the handbrake cable 1722 to control the parking mechanism 1721, thus parking the all-terrain vehicle 100. The power-off device 1724a is located in the limit latch 1724. This prevents accidental activation of the handle 1723 during riding, thus preventing the power assembly 14 from stopping power to the drive motor 191 and causing the drive motor 191 to stop working. If the all-terrain vehicle 100 is climbing a hill at this time, the drive motor 191 stops providing driving force, avoiding the risk of the vehicle rolling away. Furthermore, if the all-terrain vehicle 100 is in a complex driving situation, this also prevents potential physical harm to the driver due to the vehicle rolling away. On the other hand, only when the driver actually wants to park will he press the handle 1723 towards the handlebars, pull the limit latch 1724, and put the limit latch 1724 in the second position. The power cut-off device 1724a provides a power cut-off signal to the motor control unit 241. The motor control unit 241 controls the first power supply 1411 to stop supplying power to the drive motor 191, thus avoiding the situation where other drivers are unaware that the all-terrain vehicle 100 is in a parked state and drive with the brakes applied, which would affect the performance of the all-terrain vehicle 100.
[0049] As one implementation, in the parking assembly 172, apart from the parking mechanism 1721, all other components are located on the right side of the all-terrain vehicle for easy operation by the user's right hand. The handle 1723 is the first handle 2211 located on the right side of the handle assembly 221 (e.g., Figure 2(As shown). In this implementation, the parking assembly 172 requires the user to squeeze the handle 1723 against the first handlebar 2211 and then pull the limit latch 1724 to the second position before the all-terrain vehicle 100 is in a parking state. This process requires the user to operate the handle 1723 with one hand and the limit latch 1724 with the other, reducing the possibility of accidental parking. Parking can only be completed when the user actually needs to park. The limit latch 1724 includes a power-off device 1724a. Although the user cannot control the all-terrain vehicle 100 into the parking state with one hand, there is still a possibility of accidental operation of the limit latch 1724, and the danger caused by accidental operation cannot be completely avoided. This implementation further reduces the probability of accidental operation by placing the components of the parking assembly 172, excluding the parking mechanism 1721, on the right side of the handlebar assembly 221, on the first handlebar 2211. Generally, the vast majority of users are right-handed. To facilitate user operation, the all-terrain vehicle 100 has more control devices located on its right side. These include the speed control and most of the braking system. Compared to the left hand, which has less freedom of movement but greater dexterity, the right hand has less freedom of movement. For child users, this less freedom of movement ensures fewer unnecessary or involuntary movements. By placing most of the components of the parking assembly 172 on the first handlebar 2211 on the right side of the handlebar assembly 221, controlled by the right hand, the possibility of accidental operation due to unnecessary movements is reduced, thus improving safety.
[0050] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.
Claims
1. A child all-terrain vehicle, comprising: The frame, including the main frame body; The walking assembly includes a first walking wheel set and a second walking wheel set; A drive assembly includes a drive motor, the drive motor being used to drive at least one of the first travel wheel set and the second travel wheel set; A saddle assembly is disposed above the vehicle frame; A power supply assembly, at least partially disposed below the saddle assembly, includes a main power supply capable of supplying power to the drive assembly; Braking system, including brake assembly and parking assembly; A suspension assembly, including a front suspension and a rear suspension, wherein a first set of wheels is connected to the vehicle frame via the rear suspension, a second set of wheels is connected to the vehicle frame via the front suspension, and the rear suspension includes a rear swingarm; A control unit for controlling the child all-terrain vehicle and at least partially connected to the braking device; in, The parking assembly includes a power-off device electrically connected to the control unit. The power-off device includes a first state of not providing a power-off signal to the control unit and a second state of providing a power-off signal to the control unit. The parking assembly includes a parking mechanism, a handle, and a locking latch capable of locking the parking mechanism. Except for the parking mechanism, all components of the parking assembly are located on the right side of the child all-terrain vehicle. The handle includes a control portion and a first pivot, the control portion rotating about the axis of the first pivot. The locking latch includes a second pivot, the locking latch rotating about the axis of the second pivot. The pivot is located to the left of the first pivot, and the limiting buckle is disposed on the side of the handle. The driver cannot operate the limiting buckle and the handle simultaneously with only one hand. The limiting buckle can be controlled by the handle to switch between a first position that releases the parking mechanism to put the child ATV in a non-parking state and a second position that locks the parking mechanism to put the child ATV in a parking state. When the limiting buckle is in the second position and the power-off device is in the second state, the main power supply can receive a power-off command from the control unit. The power-off device is disposed inside the limiting buckle.
2. The child all-terrain vehicle according to claim 1, wherein: The parking assembly also includes a handbrake cable, one end of which is connected to the parking mechanism, and the other end of which is connected to the handle.
3. The child all-terrain vehicle according to claim 2, wherein: The handle includes a fixed part and an operating part. The fixed part is disposed on the handlebar assembly of the child all-terrain vehicle. The operating part is pivotally connected to the fixed part via a first pivot. The operating part can rotate along the axis of the first pivot towards the side closer to the saddle assembly.
4. The child all-terrain vehicle according to claim 3, wherein: The limiting buckle is located above the operating part of the handle and is pivotally connected to the fixing part.
5. The child all-terrain vehicle according to claim 3, wherein: The operating part is provided with at least one limiting groove. The limiting buckle is pivotally connected to the fixing part via a second pivot. The limiting buckle includes a limiting protrusion. The limiting buckle matches the limiting groove and can be engaged in the limiting groove.
6. The child all-terrain vehicle according to claim 5, wherein: The limiting groove includes two toothed limiting structures, and the limiting protrusion matches the toothed limiting structure and can be engaged in the toothed limiting structure.
7. The child all-terrain vehicle according to claim 6, wherein: The two toothed limiting structures can respectively define the first position and the second position of the limiting buckle.
8. The child all-terrain vehicle according to claim 1, wherein: The limiting buckle includes a push handle, and the push handle is provided with at least one anti-slip protrusion.
9. The child all-terrain vehicle according to claim 1, wherein: The power-off device includes a contact switch, which has a third state and a fourth state. When the contact switch is in the third state, the power-off device is in the first state and does not send a power-off signal to the control unit. When the contact switch is in the fourth state, the power-off device is in the second state and sends a power-off signal to the control unit.