All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, comprising: a frame; a walking assembly; a driving assembly; a saddle assembly; a power supply device comprising a first power supply; a control unit; a DC module connected with the first power supply through an output end and capable of converting the first power supply into a second power supply, the voltage of the second power supply being smaller than that of the first power supply, the second power supply being used for supplying power to a first load, a second load being further arranged between the output end of the DC module and the second power supply; wherein, a static power consumption control circuit is further arranged between the output end of the DC module and the second load; when the first power supply is powered on, the static power consumption control circuit controls the second load and the second power supply to be conducted; when the first power supply is powered off, the static power consumption control circuit controls the second load and the second power supply to be disconnected. The all-terrain vehicle in the application is provided with a static power consumption control circuit, so that the charging port is not electrified in a non-charging state, thereby reducing power loss and avoiding electric shock and other dangers caused by the misoperation of a driver.

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. However, existing children's ATVs are mostly simple modifications of adult ATVs, making them unsuitable for children's needs and compromising their safety.

[0003] However, in the process of implementing the inventive technical solution in the embodiments of this application, the applicant discovered that the above-mentioned technology has at least the following technical problems: Existing children's ATVs are simply modified from adult ATVs, making them unsuitable for children's needs and compromising their safety. Furthermore, while the charging port may have a cover, children are naturally active and may open the cover to touch the port, posing a significant safety hazard. Summary of the Invention

[0004] In view of this, the present invention provides an all-terrain vehicle that meets the needs and safety requirements of children.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An all-terrain vehicle includes: a frame; a running gear connected to the frame; a drive assembly for driving the running gear; a saddle assembly disposed above the frame and for seating; a power supply device including a first power source; a control unit for controlling the operating state of the drive assembly; a DC module connected to the first power source via its output terminal and capable of converting the first power source into a second power source, wherein the voltage of the second power source is lower than the voltage of the first power source, and the second power source is used to supply power to a first load, and a second load is further disposed between the output terminal of the DC module and the second power source; wherein the vehicle also includes a static power control circuit disposed between the output terminal of the DC module and the second load; when the first power source is powered on, the static power control circuit controls the second load to be connected to the second power source, and when the first power source is powered off, the static power control circuit controls the second load to be disconnected from the second power source.

[0006] Furthermore, the static power consumption control circuit includes a switching circuit disposed between the second load and the second power supply, and a drive circuit for providing a drive signal to the switching circuit and controlling the switching circuit to turn on and off. Furthermore, the switching circuit includes a switch, which can be a voltage-type switch or a current-type switch.

[0007] Furthermore, the switch is a current-type switch, and the drive signal output by the drive circuit is a voltage signal.

[0008] Furthermore, the switch is a voltage-type switch, and the drive signal output by the drive circuit is a current signal.

[0009] Furthermore, after the first power supply is powered on, it outputs a high-level signal to the drive circuit. The drive circuit provides a drive signal for the switching circuit to turn on the switching transistor. The switch in the switching circuit is turned on, and the high-voltage electricity in the first power supply is converted into low-voltage electricity by the DC-DC module and enters the second power supply for storage.

[0010] Furthermore, after the first power supply is powered off, the first power supply outputs a low-level signal to the drive circuit, and the drive circuit provides a drive signal for the switching circuit to disconnect the switching transistor. The switch in the switching circuit is then disconnected, and the second load is disconnected from the second power supply.

[0011] Furthermore, the first power source is also electrically connected to the charging port. When the charging port is in a non-charging state, the charging port is disconnected from the first power source.

[0012] Furthermore, a charging relay is provided between the charging port and the first power source. The charging relay includes a charging switch circuit, which has a first state and a second state. When the charging switch circuit is in the first state, it is in a conducting state. When the charging switch circuit is in the second state, it is in a disconnected state.

[0013] Furthermore, the charging port also includes a power module, which can supply power to the charging relay; when the charging port is not in a charging state, the power module stops supplying power to the charging relay.

[0014] The technical solution implemented in this application has at least the following technical effects or advantages: Because a static power consumption control circuit is installed in the all-terrain vehicle, the charging port is not energized when not charging, which reduces power loss and avoids dangers such as electric shock caused by accidental contact by the driver. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of an all-terrain vehicle in this application; Figure 2 This is a top view of the all-terrain vehicle in this application; Figure 3 This is a cross-sectional schematic diagram of the all-terrain vehicle in this application; Figure 4 This is a schematic diagram of a control unit in an all-terrain vehicle according to this application; Figure 5 This is a schematic diagram of a gear control device in an all-terrain vehicle according to this application; Figure 6 This is a schematic diagram of a control unit in an all-terrain vehicle in another implementation of this application; Figure 7 This is a schematic diagram of a control unit in an all-terrain vehicle in another implementation of this application; Figure 8 This is a schematic diagram of a control unit in an all-terrain vehicle in another implementation of this application; Figure 9 This is a schematic diagram of a speed control device in an all-terrain vehicle according to this application; Figure 10 for Figure 9 A cross-sectional view along the AA direction; Figure 11 This is a schematic diagram of an emergency switch device in an all-terrain vehicle according to this application; Figure 12 This is a schematic diagram of the first base and the second base in the emergency switch device for all-terrain vehicles in this application; Figure 13 This is a schematic diagram of a charging port in an all-terrain vehicle according to this application; Figure 14 This is a schematic diagram illustrating the connection relationship between the first power source and the second power source in the all-terrain vehicle of this application. Detailed Implementation

[0016] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0017] Figure 1 An all-terrain vehicle 100 is shown, such as Figures 1 to 3 As shown, the 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 and Figure 2The front, rear, upper, lower, left, and right sides are shown. The frame 11 supports the vehicle body panel 13. The running gear 12 is located below the frame 11 and drives the all-terrain vehicle 100. The 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. A drive assembly 19 is electrically connected to the power supply assembly 14 and is mounted on the frame 11 near the first running wheel set 121. The drive assembly 19 drives the running gear 12 and moves the all-terrain vehicle 100; the drive assembly 19 includes a drive motor 191. The suspension assembly 23 is pivotally connected to both the running gear 12 and the frame 11. A steering assembly 18 controls the direction of travel of the all-terrain vehicle 100; the steering assembly 18 includes a handlebar assembly 181. The operating assembly 22 is mounted near the steering assembly 18 and is used to control the driving status of the all-terrain vehicle 100. The instrument assembly 25 is mounted in front of the operator and provides the operator with relevant data on the driving status of the all-terrain vehicle 100. The lighting assembly 21 is mounted at the front and rear of the frame 11 and provides the operator with lighting, steering, or warning signals. The control unit 24 is used to control the operating status of the all-terrain vehicle 100.

[0018] As one implementation method, such as Figure 4 As shown, the control unit 24 includes a motor control unit 241 and a vehicle control unit 242. The motor control unit 241 controls the operating state of the drive motor 191, and the vehicle control unit 242 controls the operating state of the all-terrain vehicle 100. The motor control unit 241 includes a gear shift module 2411, a detection module 2412, and a control module 2413. The gear shift module 2411 receives externally input gear shift mode signals and inputs these signals to the control module 2413. The detection module 2412 includes a speed detection module 2412a and a torque detection module 2412b. The speed detection module 2412a detects the current speed of the all-terrain vehicle 100, and the torque detection module 2412b detects the current torque output by the drive motor 191. The control module 2413 controls the operating status of the drive motor 191 based on the gear mode signal input by the gear mode module 2411, the current speed of the all-terrain vehicle 100 detected by the speed module, and the torque output of the drive motor 191 detected by the torque detection module 2412b.

[0019] In one implementation, the operating component 22 includes a gear control device 221, which is electrically connected to the motor control unit 241. The gear control device 221 is used to input a gear mode signal to the motor control unit 241, and the motor control unit 241 controls the operating state of the drive motor 191 according to the gear mode signal. The operating states of the drive motor 191 include a forward state, a reverse state, and a parked state. The forward state is when the all-terrain vehicle 100 moves forward, the reverse state is when the all-terrain vehicle 100 moves backward, and the parked state is when the all-terrain vehicle 100 is stopped. The parked state can be understood as the all-terrain vehicle 100 being powered down, that is, the first power supply 141 stops inputting electrical energy to the drive motor 191, and the drive motor 191 stops working.

[0020] When the rider is seated, their right hand can easily grip and control the manual support lever, allowing the all-terrain vehicle 100 to operate in different states. The manual support lever offers excellent maneuverability, satisfying riders with high control requirements. However, for smaller all-terrain vehicles, where most users are children, operating the manual support lever becomes complex and inconvenient. To address this issue, the gear control device 221 is configured as an electronic gear switch, mounted on the handlebar assembly 181. Understandably, the electronic gear switch can be mounted on either the left or right handlebar; no specific limitation is made here. For example, the electronic gear switch is mounted on the left handlebar.

[0021] As one implementation method, such as Figure 5 As shown, the gear control device 221 includes a gear switch holder 2211, a gear switch 2212, a gear button 2213, and a wiring harness interface 2214 for connection with the motor control unit 241. The gear switch 2212 is mounted on the handlebar assembly 181 via the gear switch holder 2211. The gear switch 2212 includes multiple switching modes, each corresponding to a different gear mode signal. The gear button 2213 positions the gear switch 2212 in different switching modes. The gear switch 2212 is electrically connected to the wiring harness interface 2214, through which different gear mode signals are input to the motor control unit 241. The motor control unit 241 controls the operating state of the drive motor 191 according to the gear mode signals, thereby controlling the operating state of the entire all-terrain vehicle 100.

[0022] As one implementation, the gear switch 2212 includes at least a first switch mode, a second switch mode, and a third switch mode. The first switch mode is neutral, the second switch mode is reverse, and the third switch mode is forward. When the gear switch 2212 is in the first switch mode, the motor control unit 241 controls the drive motor 191 to stop running, i.e., the drive motor 191 is in a de-energized state. When the gear switch 2212 is in the second switch mode, the motor control unit 241 controls the drive motor 191 to drive the first wheel set 121, causing the all-terrain vehicle 100 to move in the reverse direction. When the gear switch 2212 is in the third switch mode, the motor control unit 241 controls the drive motor 191 to drive the first wheel set 121, causing the all-terrain vehicle 100 to move forward. Figure 5 As shown, the gear position button 2213 is mounted on the gear position switch base 2211. The gear position button 2213, by moving relative to the gear position switch base 2211, switches the gear position switch 2212 between different switching modes. Above the gear position button 2213 are gear position markings corresponding to the switching modes. These markings include a neutral gear marking N2213a, a forward gear marking F2213b, and a reverse gear marking R2213c. The neutral gear marking N2213a is positioned in the middle, the forward gear marking F2213b is positioned to one side of the neutral gear marking N2213b, and the reverse gear marking R2213c is positioned to the other side of the neutral gear marking N2213a. The neutral gear marking N2213a corresponds to the first switching mode, the forward gear marking F2213b corresponds to the third switching mode, and the reverse gear marking R2213c corresponds to the second switching mode. When the driver is driving the all-terrain vehicle 100, the all-terrain vehicle 100 operates in different switching modes by moving the gear shift button 2213 on the gear shift switch base 2211. The gear shift button 2213 has a cuboid structure, and a button protrusion 2213d is provided in the middle of the cuboid gear shift button 2213. By moving the button protrusion 2213d, the gear shift switch 2212 button corresponds to different switching modes, allowing the all-terrain vehicle 100 to switch to different operating modes. The upper surface of the cuboid gear shift button 2213 has anti-slip vertical grooves, the direction of which is perpendicular to the direction of movement of the gear shift button 2213, to increase the friction between the driver's thumb and the gear shift button 2213 when pushing the gear shift button 2213. The middle position of the gear shift button 2213 is configured as the first switching mode, and the second switching mode and the third switching mode are respectively provided on the left and right sides of the first switching mode. The second switching mode is closer to the driver's hand, and the third switching mode is further away from the driver's hand. In this way, switching to the third switch mode is easier and more convenient for drivers with less strength.

[0023] As one implementation method, when transitioning from the first or third switch mode to the second switch mode (i.e., from neutral or forward mode to reverse mode), to ensure driver safety and increase the controllability of the all-terrain vehicle 100 in reverse mode, such as... Figure 6 As shown, a brake detection module 2412c is added to the detection module 2412 in the motor control unit 241. The brake detection module 2412c is used to detect whether a brake signal is input to the motor control unit 241 when entering the second switching mode, i.e., the reverse gear mode. When switching from the first switching mode or the third switching mode to the second switching mode, the gear mode signal of the second switching mode is input to the motor control unit 241 through a cable. The motor control unit 241 judges the input gear mode signal and detects the brake signal. If the motor control unit 241 determines that the current gear mode signal is the reverse gear mode signal, and a brake signal is input to the motor control unit 241, then the motor control unit 241 controls the drive motor 191 to execute the second switching mode, causing the all-terrain vehicle 100 to move backward. Otherwise, the motor control unit 241 controls the drive motor 191 not to execute the second switching mode, and the motor control unit 241 continues to control the drive motor 191 to operate according to the current switching mode.

[0024] As one implementation method, such as Figure 6 As shown, the motor control unit 241 includes a gear shift module 2411, a detection module 2412, and a control module 2413. The gear shift module 2411 receives an externally input gear shift mode signal and inputs it to the control module 2413. The detection module 2412 includes a brake detection module 2412c, a speed detection module 2412a, and a torque detection module 2412b. The brake detection module 2412c detects whether the brake assembly 17 has received a brake signal; the speed detection module 2412a detects the current speed of the all-terrain vehicle 100; and the torque detection module 2412b detects the torque output of the current drive motor 191. The control module 2413 controls the operating state of the drive motor 191 based on the gear shift mode signal input from the gear shift module 2411, the detection result from the brake detection module 2412c, the current speed of the all-terrain vehicle 100 detected by the speed module, and the torque value output by the current drive motor 191 detected by the torque detection module 2412b.

[0025] like Figure 7As shown, when transitioning from the first or third switch mode to the second switch mode (i.e., from neutral or forward mode to reverse mode), the gear mode signal is input via cable to the gear module 2411 of the motor control unit 241 for gear mode confirmation. Simultaneously, the brake detection module 2412c detects the presence of a braking signal. The detection module 2412 also includes a speed detection module 2412d for detecting the drive motor speed and a torque detection module 2412b for detecting the current output torque of the drive motor 191. If the gear module 2411 determines that the currently input gear mode signal is a reverse mode signal, and the brake detection module 2412c detects a braking signal, the speed detection module 2412d detects that the current drive motor speed is less than a preset first threshold, and the torque detection module 2412b detects that the current torque is less than a preset second threshold, then the control module 2413 controls the drive motor 191 to execute the reverse mode. The drive motor 191 drives the first travel wheel set 121, causing the all-terrain vehicle 100 to move backward. Otherwise, the control module 2413 controls the drive motor 191 to continue executing the current switching mode without switching to the second switching mode, and the all-terrain vehicle 100 continues to operate according to the current operating state. When entering the second switching mode from the first or third switching mode, that is, from neutral mode or forward mode to reverse mode, if the gear module 2411 detects that the currently input gear mode signal is a reverse mode signal, and the brake detection module 2412c does not detect the input of a brake signal, the control module 2413 controls the drive motor 191 not to execute the second switching mode, and the all-terrain vehicle 100 continues to operate according to the current operating state. When transitioning from the first or third switch mode to the second switch mode, i.e., from neutral or forward mode to reverse mode, if the gear module 2411 detects that the currently input gear mode signal is a reverse mode signal, the braking module detects a braking signal input, and the speed detection module 2412d detects that the current speed of the all-terrain vehicle 100 exceeds the preset first threshold, then the control module 2413 controls the drive motor 191 not to execute the second switch mode, and the all-terrain vehicle 100 continues to operate according to the current operating state. When transitioning from the first or third switch mode to the second switch mode (i.e., from neutral or forward mode to reverse mode), if the gear position module 2411 detects that the currently input gear position mode signal is a reverse mode signal, the brake detection module 2412c detects a brake signal input, the speed detection module 2412d detects that the current speed of the all-terrain vehicle 100 is less than a preset first threshold, and the torque detection module 2412b detects that the torque value output by the current drive motor 191 is greater than a preset second threshold, then the control module 2413 controls the drive motor 191 not to execute the second switch mode, and the all-terrain vehicle 100 continues to operate according to the current operating state.

[0026] As one implementation method, the first threshold is greater than or equal to 0 rpm and less than or equal to 800 rpm, and the second threshold is greater than or equal to 0 N and less than or equal to 50 N. Further, the first threshold is greater than or equal to 0 rpm and less than or equal to 600 rpm, and the second threshold is greater than or equal to 0 N·m and less than or equal to 30 N·m. Even further, the first threshold is greater than or equal to 0 rpm and less than or equal to 400 rpm, and the second threshold is greater than or equal to 0 N·m and less than or equal to 20 N·m. When switching to the second switching mode, a brake detection module 2412c is added to the motor control unit 241 to detect whether the braking component 17 of the all-terrain vehicle 100 is currently working. Simultaneously, the motor control unit 241 compares the current vehicle speed with a preset speed value and the current motor output torque value with a preset torque value. Only when the all-terrain vehicle 100 is in a braking state, and both the current speed and torque values ​​of the all-terrain vehicle 100 are within the aforementioned specified ranges, will the motor control unit 241 truly execute the second switching mode, causing the all-terrain vehicle 100 to move backward. The small ATV 100 is primarily used by children, which avoids the risk of the vehicle flying off in reverse, thus increasing the safety of using the ATV 100.

[0027] As one implementation, when the control module 2413 controls the drive motor 191 to execute the second switching mode, causing the all-terrain vehicle 100 to move backward, the control module 2413 will simultaneously input a reverse gear mode signal to the headlight assembly 21, causing the headlight assembly 21 to illuminate the taillight 212 used to indicate the reverse gear mode signal. At the same time, the all-terrain vehicle can also emit an audible warning message to alert people around the all-terrain vehicle 100 to take cover and avoid dangerous situations.

[0028] As one implementation method, such as Figure 8As shown, the vehicle control unit 242 includes a vehicle self-test module 2421, which is used to detect whether there are any abnormalities in the electrical equipment of the all-terrain vehicle 100 and the current status of each device and component. When switching from the first switch mode to the second switch mode or from the third switch mode to the second switch mode, that is, when switching from neutral mode to reverse mode or from drive mode to reverse mode, the gear mode signal is input to the gear module 2411 of the motor control unit 241 through a cable to confirm the switch mode. At the same time, the detection module 2412 detects whether there is a braking signal at this time, the speed detection module 2412d is used to detect the current operating speed of the all-terrain vehicle 100, the torque detection module 2412b is used to detect the torque output by the current drive motor 191, and the speed detection module 2412a is used to detect whether the all-terrain vehicle 100 is moving. If the gear mode is determined to be a reverse gear signal, and the brake detection module 2412c detects a brake signal input, the speed detection module 2412d detects that the current speed of the all-terrain vehicle 100 is less than a preset first threshold, and the torque detection module 2412b detects that the current torque is less than a preset second threshold, the control module 2413 sends the gear mode execution signal to the vehicle control unit 242. The vehicle control unit 242 sends a vehicle self-test control signal to the vehicle self-test module 2421, which performs a self-test on the electrical equipment of the all-terrain vehicle 100. If the self-test result is normal, for example, if the all-terrain vehicle 100 does not have an overheating electrical equipment issue, the vehicle control unit 242 sends a signal to the motor control unit 241 to execute the second switching mode, i.e., the reverse gear signal. The control module 2413 of the motor control unit 241 controls the drive motor 191 to execute the reverse gear signal, and the drive motor 191 drives the first travel wheel set 121 to move backward. The vehicle control unit 242 and the motor control unit 241 can transmit signals via cables or via a bus.

[0029] In this implementation, the speed control of the all-terrain vehicle 100 is achieved through a speed control device 222. The speed control device 222 includes a magnetic element 2222a and a magnetic sensor 2221a. The speed of the all-terrain vehicle 100 is controlled by adjusting the relative position between the magnetic element 2222a and the magnetic sensor 2221a. The magnetic sensor 2221a can be a Hall effect sensor or a magnetoresistive sensor. In this implementation, the speed control device 222 is an electronic throttle. In the prior art, electronic throttle devices are typically configured as a throttle-type structure mounted outside the handlebar assembly. A Hall effect element is placed inside the throttle assembly, and the change in the position of the rotating magnet causes a change in the Hall voltage, thereby controlling the rotation speed of the drive motor. However, throttle-type electronic throttle devices are very large, making the entire handlebar assembly bulky in design. In small all-terrain vehicles, the handlebar assembly appears cumbersome, affecting the aesthetics of the all-terrain vehicle model. Meanwhile, small all-terrain vehicles are mostly used by children, whose hands are small, and large handlebar components are not conducive to children's grip. To address these issues, one approach is to... Figure 9 and Figure 10As shown, the speed control device 222 is configured to include a throttle seat 2221, a throttle shaft 2222, and a torsion spring 2223. The throttle seat 2221 includes a throttle mounting hole that mates with the handlebar assembly 181. The throttle seat 2221 is mounted on the handlebar assembly 181 through the throttle mounting hole. A magnetic sensor 2221a is fixedly mounted on the throttle seat 2221. The throttle shaft 2222 is pivotally connected to the throttle seat 2221. The centerline of the throttle shaft 2222 forms an angle with the centerline of the handlebar assembly 181, which is greater than 0° and less than 180°. A magnetic element 2222a is mounted at one end of the throttle shaft 2222, and a throttle lever 2222b is provided at the other end. A torsion spring 2223 is also fitted on the throttle shaft 2222. After the throttle shaft 2222 rotates, the torsion spring 2223 can reset the throttle shaft 2222. The throttle shaft 2222 has a first position and a second position. When the throttle shaft 2222 is in the first position, the magnetic field sensed by the magnetic sensor 2221a is at its minimum, and the electrical signal obtained is at its minimum. The magnetic sensor 2221a inputs the electrical signal to the motor control unit 241, and the motor control unit 241 controls the speed of the drive motor 191 to be lower. When the speed control device 222 shaft is in the second position, the magnetic field sensed by the magnetic sensor 2221a is at its maximum, and the electrical signal obtained is at its maximum. The magnetic sensor 2221a inputs the electrical signal to the motor control unit 241, and the motor control unit 241 controls the speed of the drive motor 191 to be higher. Looking at the speed control device 222 towards the accelerator handle 2222b, if the throttle shaft 2222 rotates counterclockwise, the first position is sensed by the magnetic sensor 2221a first, and the second position is sensed by the magnetic sensor 2221a later. As the throttle shaft 2222 rotates from the first position to the second position, the magnetic field sensed by the magnetic sensor 2221a gradually increases. When the rider holds the handlebars and presses the accelerator lever 2222b with their thumb, the relative position of the magnetic element 2222a and the magnetic sensor 2221a changes. The magnetic sensor 2221a receives electrical signals at different angles and inputs these signals to the motor control unit 241 to control the drive motor 191. The accelerator lever 2222b is covered with a rubber sleeve 2222c, making it more comfortable for the rider to touch and improving the user experience. The magnetic sensor 2221a is mounted on a PCB board, which is mounted on the throttle seat 2221. To securely fix the magnetic sensor 2221a to the PCB board, encapsulation technology, including potting, is used to seal it. This simplifies the complex design of the handlebar assembly 181, reducing its diameter and making it easier for children to grip. In terms of operation, the all-terrain vehicle can be controlled at 100 km / h using only one thumb. It requires little operating force, has a good handling feel, and is simple and convenient to maintain and replace.

[0030] To enhance safety during the operation of the all-terrain vehicle 100, an emergency switch device 223 is provided near the saddle assembly 15. Figure 2 As shown, the emergency switch device 223 is used to provide a power-off signal to the motor control unit 241, and the motor control unit 241 controls the drive motor 191 to stop running according to the power-off signal.

[0031] As one implementation method, such as Figure 11 and Figure 12 As shown, the emergency switch device 223 includes a first base 2231, a second base 2232, a switch assembly 2233, a first magnetic device 2234, and a second magnetic device 2235. The first base 2231 has a first groove, and the first magnetic device 2234 is installed in the first groove to provide a first force. The second base 2232 has a second groove, and the second magnetic device 2235 is installed in the second groove to provide a second force. The first magnetic force is greater than the second force. The switch assembly 2233 is fixedly mounted on the second base 2232. The switch assembly 2233 includes a switch body 2233a and an armature 2233c. The switch body 2233a includes a first contact 2233b. A second contact 2233d is provided on the armature 2233c. When the first base 2231 and the second base 2232 are in contact, under the action of a first force, the armature 2233c drives the second contact 2233d to contact the first contact 2233b on the switch body 2233a. The switch assembly 2233 provides a first signal to the motor control unit 241, and the motor control unit 241 controls the drive motor 191 to operate normally according to the first signal. When the first base 2231 and the second base 2232 are separated, under the action of a second force, the armature 2233c drives the second contact 2233d to move in the direction of the second magnetic device 2235, causing the first contact 2233b to separate from the second contact 2233d. The switch assembly 2233 sends a second signal to the motor control unit 241, and the motor control unit 241 controls the drive motor 191 to stop moving according to the second signal.

[0032] As one implementation method, such as Figure 11As shown, a first base 2231 or a second base 2232 is positioned near the saddle assembly 15. A safety rope 2236 is provided on the second base 2232 or the first base 2231, and a clamping part 2236a is provided on the safety rope 2236 for clamping the rider's clothing. The second base 2232 is fixedly mounted on the handlebar assembly 181, and a connecting hole 2231a is provided on the first base 2231. One end of the safety rope 2236 passes through the connecting hole 2231a and connects to the first base 2231. The other end of the safety rope 2236 is provided with a pinch clip for clamping the rider's clothing. In the event of a dangerous situation during riding, such as separation of the rider and the vehicle, the rider can gently pull the safety rope 2236 to separate the first base 2231 and the second base 2232. The motor control unit 241 then controls the drive motor 191 to stop working, thus preventing secondary dangerous situations from occurring.

[0033] The first magnetic device 2234 and / or the second magnetic device 2235 can be either electromagnets or permanent magnets. In one implementation, both the first magnetic device 2234 and the second magnetic device 2235 are permanent magnets, with the first magnetic device 2234 corresponding to the first permanent magnet and the second magnetic device 2235 corresponding to the second permanent magnet. By controlling the distance between the first permanent magnet and the armature 2233c to be less than the distance between the second permanent magnet and the armature 2233c, the first magnetic force is greater than the second magnetic force.

[0034] The switch body 2233a has a first contact 2233b. When the first base 2231 and the second base 2232 are engaged, the armature 2233c of the first magnetic device 2234 drives the first contact 2233b to move upward, so that the first contact 2233b contacts the second contact 2233d. The switch assembly 2233 provides a first signal to the motor control unit 241, and the motor control unit 241 controls the drive motor 191 to operate normally according to the first signal. When the first base 2231 and the second base 2232 are separated, under the action of a second force, the armature 2233c drives the second contact 2233d to move along the middle groove toward the direction of the second magnetic device 2235, so that the first contact 2233b separates from the second contact 2233d. The switch assembly 2233 sends a second signal to the motor control unit 241, and the motor control unit 241 controls the drive motor 191 to stop moving according to the second signal.

[0035] In existing technology, small all-terrain vehicles are equipped with charging ports. Since these vehicles are primarily used by children, who often have poor self-control, the charging port, although protected by a charging cover, cannot completely prevent children from opening the cover and touching the port, posing a risk of electric shock. To address this issue, a power-off protection mechanism is implemented for the charging port. When the port is not charging, the circuit between the charging port and the primary power source is disconnected.

[0036] As one implementation method, such as Figure 13 As shown, the charging port 143 includes a charging base 1431 and a charging relay 1432. The charging relay 1432 is connected between the charging base 1431 and the first power supply 141. When an external charger is inserted into the charging base 1431, the external charger, the charging base 1431, the charging relay 1432, and the first power supply 141 form a charging circuit. The charging relay 1432 includes a charging switch circuit 1432a, which has a first state and a second state. In the first state, the charging switch circuit 1432a is in a conducting state, and in the second state, the charging switch circuit 1432a is in a disconnected state. The external charger includes a power module. When an external charger contacts the charging dock 1431, the power module supplies power to the charging relay 1432, and the charging switch circuit 1432a is in the first state, which is the conducting state. The charging circuit is connected, and the external charger charges the first power source 141. When no external charger is plugged in, no power module supplies power to the charging relay 1432, and the charging switch circuit 1432a is in the second state, which is the disconnected state. The charging circuit is disconnected, and the charging dock 1431 is in an open circuit state with the first power source 141. In this way, the problem of high voltage existing in the charging dock 1431 when it is not charging is solved, avoiding potential danger.

[0037] In one implementation, the high-voltage electricity from the first power supply 141 is converted into low-voltage electricity from the second power supply 142 via a DC-DC module 144. The second power supply 142 powers 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. In the prior art, the input terminal of the DC-DC module is connected to the first power supply, which is a power source providing power for the all-terrain vehicle 100. The DC-DC module converts the high-voltage electricity from the first power supply into the low-voltage electricity required by the low-voltage devices. To ensure the stability of the power supply to these low-voltage devices, a second load is typically connected between the output terminal of the DC-DC module and the second power supply. When the first power supply is off, the second load is connected to the second power supply, and the static power consumption generated by the second load affects the lifespan of the second power supply. To solve this problem, such as... Figure 14As shown, a static power consumption control circuit 146 is provided between the output terminal of the DC-DC module 144 and the first power supply 141. The static power consumption control circuit 146 is used to control the conduction and disconnection of the circuit between the second load 145 and the second power supply 142. When the first power supply 141 outputs electrical energy, the static power consumption control circuit 146 controls the second load 145 and the second power supply 142 to conduct. When the first power supply 141 is powered off, the static power consumption control circuit 146 controls the disconnection of the circuit between the second load 145 and the second power supply 142. In this way, the static power consumption of the second power supply 142 is reduced, the usable capacity of the second power supply 142 is extended, and thus the storage time and service life of the second power supply 142 on the all-terrain vehicle 100 are extended.

[0038] As one implementation method, such as Figure 14 As shown, the static power consumption control circuit 146 includes a drive circuit 1461 and a switch circuit 1462. The switch circuit 1462 is located between the second load 145 and the second power supply 142. The drive circuit 1461 provides a drive signal to the switch circuit 1462 and controls the switching circuit 1462 to turn on and off. The switch circuit 1462 includes a switch, which can be a voltage-type switch or a current-type switch; no specific limitation is made here. If the switch is a voltage-type switch, the corresponding drive circuit 1461 outputs a drive signal voltage signal; if the switch is a current-type switch, the corresponding drive circuit 1461 outputs a drive signal current signal. When the switch is a voltage-type switch, after the first power supply 141 is powered on, a high-level signal is provided to the drive circuit 1461. The switch circuit 1462 controls the switch to turn on according to the high-level signal. The high voltage of the first power supply 141 is converted into low voltage by the DC-DC module 144 and enters the second power supply 142 for storage. After the first power supply 141 is powered off, a low-level voltage signal is provided to the drive circuit 1461. The switching circuit 1462 controls the switch to open according to the low-level signal, and the second load 145 is disconnected from the second power supply 142. In this way, the second power supply 142 achieves zero static power consumption.

[0039] 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. An all-terrain vehicle, comprising: Frame; The walking assembly is connected to the vehicle frame; A driving component for driving the walking component; A saddle assembly, positioned above the frame and available for riding; A power supply device, including a first power source, wherein the first power source is a power source; A control unit is used to control the operating state of the drive component; The DC module is connected to the first power supply through its output terminal and can convert the first power supply into a second power supply. The voltage of the second power supply is lower than that of the first power supply. The second power supply is used to supply power to the first load, which is a low-voltage electrical appliance. A second load is also provided between the output terminal of the DC module and the second power supply to improve the stability of the power supply to the first load. The all-terrain vehicle also includes a static power consumption control circuit disposed between the output terminal of the DC module and the second load; when the first power supply is powered on, the static power consumption control circuit controls the second load to be connected to the second power supply, and when the first power supply is powered off, the static power consumption control circuit controls the second load to be disconnected from the second power supply.

2. The all-terrain vehicle according to claim 1, characterized in that: The static power consumption control circuit includes a switching circuit disposed between the second load and the second power supply, and a drive circuit for providing a drive signal to the switching circuit and controlling the switching circuit to turn on and off.

3. An all-terrain vehicle according to claim 2, characterized in that: The switching circuit includes a switch, which is a voltage-type switch or a current-type switch.

4. An all-terrain vehicle according to claim 3, characterized in that: The switch is a current-type switch, and the driving signal output by the driving circuit is a voltage signal.

5. An all-terrain vehicle according to claim 3, characterized in that: The switch is a voltage-type switch, and the driving signal output by the driving circuit is a current signal.

6. An all-terrain vehicle according to claim 5, characterized in that: After the first power supply is powered on, it outputs a high-level signal to the driving circuit. The driving circuit provides a driving signal for the switching circuit to turn on the switching transistor. When the switch in the switching circuit is turned on, the high voltage in the first power supply is converted into low voltage by the DC module and enters the second power supply for storage.

7. An all-terrain vehicle according to claim 5, characterized in that: After the first power supply is powered off, the first power supply outputs a low-level signal to the drive circuit, and the drive circuit provides a drive signal to the switching circuit to turn off the switching transistor. The switch in the switching circuit is turned off, and the second load is disconnected from the second power supply.

8. An all-terrain vehicle according to claim 1, characterized in that: The first power source is also electrically connected to the charging port. When the charging port is in a non-charging state, the charging port is disconnected from the first power source.

9. An all-terrain vehicle according to claim 8, characterized in that: A charging relay is provided between the charging port and the first power source. The charging relay includes a charging switch circuit, which has a first state and a second state. When the charging switch circuit is in the first state, it is in a conducting state. When the charging switch circuit is in the second state, it is in a disconnected state.

10. An all-terrain vehicle according to claim 9, characterized in that: The charging port also includes a power module, which can supply power to the charging relay; when the charging port is in a non-charging state, the power module stops supplying power to the charging relay.

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