All-terrain vehicle

Abstract

The application discloses a kind of all-terrain vehicles, comprising: walking component;Brake assembly, comprising: main pump mechanism, first control mechanism and second control mechanism are all through main pump mechanism control brake;Main pump mechanism is provided with liquid inlet hole and liquid outlet hole assembly, first control mechanism is connected with liquid inlet hole, brake is connected with liquid outlet hole assembly, in the case where first control mechanism is triggered, the brake fluid of first control mechanism enters main pump mechanism by liquid inlet hole, after the brake fluid of first control mechanism enters main pump mechanism by liquid inlet hole, brake fluid in main pump mechanism enters brake by liquid outlet hole assembly, so that brake brake walking component;In the case where second control mechanism is triggered, second control mechanism controls brake fluid in main pump mechanism enters brake by liquid outlet hole assembly, so that brake brake walking component.By setting main pump mechanism, simplify the number of parts of brake assembly, and reduce the connecting structure between the parts of brake assembly.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles that can travel on any terrain, moving freely in areas where ordinary vehicles have difficulty maneuvering. ATVs have multiple uses and are not limited by road conditions; therefore, they require high-performance braking and structural components.

[0003] In existing technologies, all-terrain vehicles use a distribution valve to switch between handbrake and foot brake on the wheels. However, this setup results in a large number of braking system components, complex connections between these components, and relatively high costs. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide an all-terrain vehicle that can simplify the structure of the braking components.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An all-terrain vehicle includes: a frame; a running gear including a first running wheel and a second running wheel, the first running wheel being disposed in front of the second running wheel; a suspension assembly, the first running wheel being connected to the frame via the suspension assembly, and the second running wheel being connected to the frame via the suspension assembly; a braking assembly, at least partially disposed on the frame, for braking the running gear; the braking assembly includes: a brake for braking the running gear; a first operating mechanism for controlling the brake; a second operating mechanism for controlling the brake; the braking assembly further includes a master cylinder mechanism, the first operating mechanism controlling the brake via the master cylinder mechanism, and the second operating mechanism controlling the brake via the master cylinder mechanism. The brake is controlled by the main pump mechanism. The main pump mechanism is equipped with an inlet and an outlet assembly. The first operating mechanism is connected to the inlet, and the brake is connected to the outlet assembly. When the first operating mechanism is triggered, the brake fluid of the first operating mechanism enters the main pump mechanism through the inlet. After the brake fluid of the first operating mechanism enters the main pump mechanism through the inlet, the brake fluid in the main pump mechanism enters the brake through the outlet assembly, causing the brake to brake the travel assembly. When the second operating mechanism is triggered, the second operating mechanism controls the brake fluid in the main pump mechanism to enter the brake through the outlet assembly, causing the brake to brake the travel assembly.

[0007] Furthermore, when the first operating mechanism is triggered and / or the second operating mechanism is triggered, the brake fluid in the main pump mechanism enters the brake through the outlet assembly, causing the brake to brake the travel assembly.

[0008] Furthermore, a push rod mechanism is provided between the second operating mechanism and the main pump mechanism, and the second operating mechanism controls the main pump mechanism through the push rod mechanism.

[0009] Furthermore, the main pump mechanism includes a pump body, within which a first cavity, a second cavity, and a third cavity are formed; the first cavity, the second cavity, and the third cavity are independently arranged.

[0010] Furthermore, the liquid inlet is connected to the first cavity and the first operating mechanism.

[0011] Furthermore, when the first operating mechanism is triggered, the brake fluid in the first operating mechanism is delivered to the first cavity through the inlet hole, so that the main pump mechanism controls the brake to brake the travel assembly.

[0012] Furthermore, the liquid outlet assembly includes a first liquid outlet and a second liquid outlet, the first liquid outlet being connected to the second cavity and the brake, and the second liquid outlet being connected to the third cavity and the brake.

[0013] Furthermore, the main pump mechanism also includes a third piston and a fourth piston, which are connected by an elastic element.

[0014] Furthermore, a third piston is disposed between the first chamber and the second chamber, and a fourth piston is disposed between the second chamber and the third chamber.

[0015] Furthermore, the main pump mechanism also includes a reservoir, a first connector, and a second connector. Both the first connector and the second connector are connected to the reservoir. The first connector is used to deliver the brake fluid in the reservoir to the second chamber, and the second connector is used to deliver the brake fluid in the reservoir to the third chamber.

[0016] The all-terrain vehicle provided by this invention can simplify the number of brake components and reduce the connection structure between brake components by setting a main pump mechanism, thereby making the brake component structure more compact, facilitating the arrangement of the brake component, improving the space utilization of the all-terrain vehicle, and reducing the cost of the brake component. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the all-terrain vehicle of the present invention.

[0018] Figure 2 This is a schematic diagram of the braking assembly and the running gear of the all-terrain vehicle of the present invention.

[0019] Figure 3 This is a schematic diagram of the three-way mechanism of the all-terrain vehicle of the present invention.

[0020] Figure 4 This is a schematic diagram of another braking component and a walking component of the all-terrain vehicle of the present invention.

[0021] Figure 5 This is a schematic diagram of the main pump mechanism of the all-terrain vehicle of the present invention.

[0022] Figure 6 This is a schematic diagram of the main pump mechanism of the all-terrain vehicle of the present invention from another angle. Detailed Implementation

[0023] 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.

[0024] like Figure 1 As shown, the all-terrain vehicle 100 includes a frame 11, a running gear 12, a suspension assembly 13, a saddle assembly 14, a body panel 15, a transmission assembly 16, a braking assembly 17, and a steering assembly 18. The suspension assembly 13 connects the frame 11 and the running gear 12. The running gear 12 includes a first running wheel 121 and a second running wheel 122. The first running wheel 121 is connected to the frame 11 via the suspension assembly 13, and the second running wheel 122 is also connected to the frame 11 via the suspension assembly 13. The running gear 12 is used for the movement of the all-terrain vehicle 100. The saddle assembly 14 is at least partially mounted on the frame 11 and is used for riding by a user and / or passenger. The body panel 15 is at least partially mounted on the frame 11. The transmission assembly 16 is at least partially mounted on the frame 11 and is at least partially connected to the running gear 12 and at least partially connected to the power assembly, for transmitting power from the power assembly to the running gear 12, thereby driving the running gear 12. Braking assembly 17 is at least partially mounted on the frame 11 and is used to brake the running gear 12, thereby braking the all-terrain vehicle 100. Steering assembly 18 is at least partially mounted on the frame 11 and is used to control the direction of travel of the all-terrain vehicle 100. To clearly illustrate the technical solution of this utility model, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

[0025] In one implementation, the first travel wheel 121 is positioned in front of the second travel wheel 122, according to the forward / backward direction of the all-terrain vehicle 100. A braking assembly 17 is used to brake the first travel wheel 121 and the second travel wheel 122. The braking assembly 17 decelerates or stops the travel assembly 12 by hydraulic pressure. In this embodiment, the braking assembly 17 decelerates or stops the travel assembly 12 by outputting brake fluid.

[0026] like Figure 2As shown, specifically, the braking assembly 17 includes a first operating mechanism 171, a second operating mechanism 172, and a brake 173. The brake 173 is mounted on the travel assembly 12 and is used to brake the travel assembly 12. The first operating mechanism 171 is connected to the brake 173 and is used to control the brake 173 to brake the travel assembly 12. The second operating mechanism 172 is also connected to the brake 173 and is used to control the brake 173 to brake the travel assembly 12. The first operating mechanism 171 can be a handbrake master cylinder, and the second operating mechanism 172 can be a foot brake master cylinder. With this configuration, the driver can control the brake 173 to brake the travel assembly 12 via the first operating mechanism 171 and / or the second operating mechanism 172, thereby braking the all-terrain vehicle 100. Furthermore, this configuration can accommodate different braking habits of drivers, thereby improving the versatility and convenience of the all-terrain vehicle 100.

[0027] like Figure 1 and Figure 2 As shown, in one implementation, grip portions 181 are provided on both the left and right sides of the steering assembly 18. A first control mechanism 171 is located on the left side of the all-terrain vehicle, specifically on the grip portion 181 on the left. The throttle on the all-terrain vehicle 100 is typically located on the right side. By placing the first control mechanism 171 on the left side of the all-terrain vehicle 100, driver safety can be improved. Furthermore, by incorporating the first control mechanism 171 into the braking assembly 17, the driver can brake the first and second wheels 121 and 122 during braking, improving the braking stability of the first and second wheels 121 and preventing skidding or veering, thereby enhancing the driving safety of the all-terrain vehicle 100.

[0028] like Figure 1 As shown, in one implementation, the all-terrain vehicle 100 has footrests 19 on both the left and right sides to support the driver's feet. A second control mechanism 172 can be mounted on either the left or right footrest 19 of the all-terrain vehicle 100, allowing the driver to brake the first and second wheels 121 and 122 by operating the second control mechanism with their feet. This configuration satisfies the braking needs of drivers who prefer foot braking, allowing them to choose the braking method for the running gear 12 according to their needs or preferences.

[0029] like Figure 2As shown, in one implementation, brake 173 includes a first brake 1731 and a second brake 1732. The first brake 1731 is mounted on the first traveling wheel 121 and is used to control the deceleration or stopping of the first traveling wheel 121. The second brake 1732 is mounted on the second traveling wheel 122 and is used to control the deceleration or stopping of the second traveling wheel 122. Specifically, the first operating mechanism 171 is connected to both the first brake 1731 and the second brake 1732, thereby controlling the first brake 1731 to brake the first traveling wheel 121 and controlling the second brake 1732 to brake the second traveling wheel 122. Similarly, the second operating mechanism 172 is also connected to both the first brake 1731 and the second brake 1732, thereby controlling the first brake 1731 to brake the first traveling wheel 121 and controlling the second brake 1732 to brake the second traveling wheel 122.

[0030] In one implementation, the braking assembly 17 may further include a distribution device 174, which may be a fluid distribution valve. A first operating mechanism 171 is connected to the distribution device 174, a second operating mechanism 172 is connected to the distribution device 174, and the distribution device 174 is also connected to the brake 173. The distribution device 174 is at least partially disposed between the first operating mechanism 171 and the brake 173, and also at least partially disposed between the second operating mechanism 172 and the brake 173. The distribution device 174 is used to distribute the brake fluid output by the first operating mechanism 171 and / or the second operating mechanism 172 to the brake 173, thereby enabling the first operating mechanism 171 and / or the second operating mechanism 172 to control the brake 173 to brake the travel assembly 12 via the distribution device 174.

[0031] Specifically, when the driver operates the first control mechanism 171, a portion of the brake fluid output by the first control mechanism 171 is transmitted to the first brake 1731 via the distribution device 174, and another portion of the brake fluid output by the first control mechanism 171 is transmitted to the second brake 1732 via the distribution device 174, thereby causing the first wheel 121 and the second wheel 122 to decelerate synchronously, thus achieving synchronous braking of the travel assembly 12. When the driver operates the second control mechanism 172, the brake fluid output by the second control mechanism 172 is transmitted to the first brake 1731 via the distribution device 174, and another portion of the brake fluid output by the second control mechanism 172 is transmitted to the second brake 1732 via the distribution device 174, thereby causing the first wheel 121 and the second wheel 122 to decelerate synchronously, thus achieving synchronous braking of the travel assembly 12. With the above configuration, the brake lines of the first traveling wheel 121 and the second traveling wheel 122 can be isolated by the distribution device 174, allowing the first operating mechanism 171 to simultaneously control the operation of the first brake 1731 and the second brake 1732, and the second operating mechanism 172 to simultaneously control the operation of the first brake 1731 and the second brake 1732, thus providing the driver with multiple braking methods. Simultaneously, this configuration ensures that the brake lines do not interfere with each other, allowing the other braking method to operate even if one braking method fails, thereby improving the safety of the all-terrain vehicle 100. Here, "brake lines" refers to the flow path of brake fluid within the brake assembly 17.

[0032] like Figure 2 As shown, in one implementation, the braking assembly 17 also includes a foot pump mechanism 178, and a second operating mechanism 172 is connected to the distribution device 174 via the foot pump mechanism 178. The second operating mechanism 172 is used to deliver brake fluid from the foot pump mechanism 178 to the distribution device 174, thereby causing the distribution device 174 to brake the travel assembly 12 via the brake 173. With the above arrangement, the brake fluid from the foot pump mechanism 178 can be delivered to the distribution device 174 via the second operating mechanism 172, thereby achieving braking of the travel assembly 12.

[0033] like Figure 1 and Figure 2As shown, specifically, the first traveling wheel 121 includes a first front wheel 1211 and a second front wheel 1212. A first brake 1731 is provided on both the first front wheel 1211 and the second front wheel 1212, thereby enabling the first operating mechanism 171 or the second operating mechanism 172 to control the braking of the first front wheel 1211 and the second front wheel 1212. The second traveling wheel 122 includes a first rear wheel 1221 and a second rear wheel 1222. A second brake 1732 is provided on the first rear wheel 1221 and / or the second rear wheel 1222, thereby enabling the first operating mechanism 171 or the second operating mechanism 172 to control the braking of the first rear wheel 1221 and / or the second rear wheel 1222.

[0034] like Figure 2 and Figure 3 As shown, in this embodiment, the braking assembly 17 further includes a three-way mechanism 175, which includes a third input terminal 1751, a second output terminal 1752, and a third output terminal 1753. The second output terminal 1752 of the three-way mechanism 175 is connected to the first brake 1731 on the first front wheel 1211, and the third output terminal 1753 of the three-way mechanism 175 is connected to the first brake 1731 on the second front wheel 1212. The third input terminal 1751 of the three-way mechanism 175 is connected to the distribution device 174. With the above arrangement, the brake fluid delivered by the distribution device 174 can enter the first brake 1731 on the first front wheel 1211 and the first brake 1731 on the second front wheel 1212 respectively, thereby realizing simultaneous braking of the first front wheel 1211 and the second front wheel 1212 by the first operating mechanism 171 or the second operating mechanism 172.

[0035] Understandably, when both the first rear wheel 1221 and the second rear wheel 1222 are equipped with a second brake 1732, a three-way mechanism 175 can also be provided between the second brake 1732 and the distribution device 174, thereby enabling the first operating mechanism 171 or the second operating mechanism 172 to simultaneously brake the first rear wheel 1221 and the second rear wheel 1222. When the second brake 1732 is provided on either the first rear wheel 1221 or the second rear wheel 1222, a three-way mechanism 175 is not required between the second brake 1732 and the distribution device 174. Through the above configuration, the number of second brakes 1732 can be adjusted to meet the driver's driving needs and improve the fault tolerance of the braking assembly 17.

[0036] like Figure 4As shown, in one implementation, the braking assembly 17 may also include a master pump mechanism 176. In this case, the braking assembly 17 does not need to have a distribution device 174 and a foot pump mechanism 178. The master pump mechanism 176 replaces the functions of the distribution device 174 and the foot pump mechanism 178, thereby reducing the number of components in the braking assembly 17, simplifying its structure, and reducing the connection structures between its components. This makes the braking assembly 17 more compact, facilitates its arrangement, improves the space utilization of the all-terrain vehicle 100, and reduces the cost of the braking assembly 17. The master pump mechanism 176 is connected to the first operating mechanism 171 and the second operating mechanism 172, and is also connected to the brake 173. Specifically, the first operating mechanism 171 is connected to the brake 173 via the main pump mechanism 176, and the second operating mechanism 172 is also connected to the brake 173 via the main pump mechanism 176. This allows the first operating mechanism 171 to control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176, and the second operating mechanism 172 to also control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176. Through this configuration, the main pump mechanism 176 can be configured so that the first operating mechanism 171 can independently control the brake 173 to brake the travel assembly 12, or the second operating mechanism 172 can independently control the brake 173 to brake the travel assembly 12, or both operating mechanisms 171 and 172 can simultaneously control the brake 173 to brake the travel assembly 12, thus providing the driver with multiple braking methods. Furthermore, this configuration ensures that the brake lines do not interfere with each other, allowing another braking method to operate even if one braking method fails, thereby improving the safety of the all-terrain vehicle 100.

[0037] like Figure 5 and Figure 6As shown, specifically, the main pump mechanism 176 includes a pump body 1761, a second piston 1762, and a second reset member 1763. The pump body 1761 contains a first cavity 1761a, a second cavity 1761b, and a third cavity 1761c. The first cavity 1761a, the second cavity 1761b, and the third cavity 1761c are independently arranged, meaning they are not interconnected. The first cavity 1761a, the second cavity 1761b, and the third cavity 1761c are separated by the second piston 1762. The second piston 1762 is at least partially disposed within the pump body 1761, and the second piston 1762 is movable between a third position and a fourth position. The third position refers to the position of the second piston 1762 when the main pump mechanism 176 is in a non-operating state, and the fourth position refers to the position of the second piston 1762 when the main pump mechanism 176 is in an operating state. The second reset member 1763 is at least partially disposed in the pump body 1761, specifically, it is at least partially disposed in the third cavity 1761c. The second reset member 1763 is used to hold the second piston 1762 in the third position or to give the second piston 1762 a tendency to return from the fourth position to the third position. The second reset member 1763 can be a resilient component. In this embodiment, the main pump mechanism 176 includes a first state and a second state. When the main pump mechanism 176 is in the first state, the first operating mechanism 171 and / or the second operating mechanism 172 control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176, i.e., the main pump mechanism 176 is in the working state. When the main pump mechanism 176 is in the second state, the first operating mechanism 171 and / or the second operating mechanism 172 do not control the main pump mechanism 176, i.e., the main pump mechanism 176 is in the non-working state. When the second piston 1762 is in the third position, the main pump mechanism 176 is in the second state; when the second piston 1762 is in the fourth position, the main pump mechanism 176 is in the first state.

[0038] Specifically, the main pump mechanism 176 also includes a reservoir (not shown in the figure), a first connector 1764, and a second connector 1765. The reservoir is used to store brake fluid. Both the first connector 1764 and the second connector 1765 are connected to the reservoir and are used to deliver the brake fluid in the reservoir to the pump body 1761, thereby maintaining a certain amount of brake fluid in the pump body 1761. The reservoir can be a reservoir, etc. The first connector 1764 is connected to the second cavity 1761b, and the second connector 1765 is connected to the third cavity 1761c. In this embodiment, a connecting hole 1761d is provided between the first connector 1764 and the second cavity 1761b. When the main pump mechanism 176 is in the second state, the first connector 1764 and the second cavity 1761b are connected through the connecting hole 1761d. A connecting hole 1761d is also provided between the second connector 1765 and the third cavity 1761c. When the main pump mechanism 176 is in the second state, the second connector 1765 and the third cavity 1761c are also connected through the connecting hole 1761d. With the above arrangement, when the main pump mechanism 176 is in the second state, the amount of brake fluid in the second cavity 1761b can be kept constant through the first connector 1764, and the amount of brake fluid in the third cavity 1761c can be kept constant through the second connector 1765. This facilitates the brake fluid in the main pump mechanism 176 to meet the braking requirements, thereby improving the braking effect of the braking assembly 17. When the main pump mechanism 176 is in the second state, the second piston 1762 is in the third position. At this time, the second piston 1762 does not block the connecting hole 1761d, so that the first connector 1764 delivers the brake fluid in the reservoir to the second chamber 1761b, and the second connector 1765 delivers the brake fluid in the reservoir to the third chamber 1761c. This makes it easier for the brake fluid in the main pump mechanism 176 to meet the braking requirements, thereby improving the braking effect of the brake assembly 17. When the main pump mechanism 176 is in the first state, the second piston 1762 is in the fourth position. At this time, the second piston 1762 blocks the connecting hole 1761d, so that the first connector 1764 cannot deliver the brake fluid in the reservoir to the second chamber 1761b, and the second connector 1765 cannot deliver the brake fluid in the reservoir to the third chamber 1761c. This makes it easier for the first operating mechanism 171 and / or the second operating mechanism 172 to control the brake 173 to brake the travel assembly 12 through the main pump mechanism 176.

[0039] In one implementation, the second piston 1762 includes a third piston 1762a and a fourth piston 1762b. The third piston 1762a is disposed between the first cavity 1761a and the second cavity 1761b, serving to separate the first cavity 1761a and the second cavity 1761b. The fourth piston 1762b is disposed between the second cavity 1761b and the third cavity 1761c, serving to separate the second cavity 1761b and the third cavity 1761c. The third piston 1762a and the fourth piston 1762b are elastically connected. Specifically, the third piston 1762a and the fourth piston 1762b can be connected by an elastic element 1762c, thereby increasing or decreasing the distance and space between the third piston 1762a and the fourth piston 1762b, thus enabling the main pump mechanism 176 to control the brake 173 to brake the travel assembly 12. The elastic element 1762c can be a spring, etc.

[0040] As one implementation, the main pump mechanism 176 also includes an inlet port 1766, a first outlet port 1767, and a second outlet port 1768. The inlet port 1766, the first outlet port 1767, and the second outlet port 1768 are all connected to the pump body 1761. Specifically, when the main pump mechanism 176 is in either the first or second state, that is, whether the main pump mechanism 176 is in a working state or a non-working state, the inlet port 1766 is connected to the first cavity 1761a, the first outlet port 1767 is connected to the second cavity 1761b, and the second outlet port 1768 is connected to the third cavity 1761c.

[0041] In one implementation, the first outlet port 1767 and the second outlet port 1768 constitute an outlet port assembly, that is, the outlet port assembly includes the first outlet port 1767 and the second outlet port 1768. The pump body 1761 and the brake 173 are connected through the outlet port assembly. Specifically, the inlet port 1766 is also connected to the first operating mechanism 171, the first outlet port 1767 is also connected to the first brake 1731, and the second outlet port 1768 is also connected to the second brake 1732, so that the brake fluid in the first operating mechanism 171 can be delivered to the first cavity 1761a through the inlet port 1766. At this time, due to the increase in brake fluid in the first cavity 1761a, the volume of the first cavity 1761a increases, thereby causing the third piston 1762a to move. Because the third piston 1762a and the fourth piston 1762b are connected by the elastic element 1762c, the space between the third piston 1762a and the fourth piston 1762b becomes smaller, that is, the space of the second cavity 1761b becomes smaller. At this time, the brake fluid in the second cavity 1761b is delivered to the first brake 1731 through the first outlet hole 1767, thereby causing the first brake 1731 to brake the first wheel 121. The movement of the third piston 1762a will also drive the movement of the fourth piston 1762b, thereby reducing the space of the third cavity 1761c, and thus allowing the brake fluid in the third cavity 1761c to be delivered to the second brake 1732 through the second outlet hole 1768, causing the second brake 1732 to brake the second wheel 122. With the above configuration, the first control mechanism 171 can independently control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176, thereby meeting the braking needs of the driver using the handbrake and improving the versatility and human-machine interaction of the all-terrain vehicle 100.

[0042] In one implementation, a push rod mechanism 177 is provided between the second operating mechanism 172 and the main pump mechanism 176. One end of the push rod mechanism 177 is connected to the second operating mechanism 172, and the other end is connected to the second piston 1762. The push rod mechanism 177 is at least partially disposed in the pump body 1761. Specifically, the push rod mechanism 177 is at least partially disposed in the first cavity 1761a. The second operating mechanism 172 controls the movement of the second piston 1762 through the push rod mechanism 177. In this embodiment, the push rod mechanism 177 is connected to the third piston 1762a, and the second operating mechanism 172 controls the movement of the third piston 1762a through the push rod mechanism 177. Because the third piston 1762a and the fourth piston 1762b are connected by the elastic element 1762c, the space between the third piston 1762a and the fourth piston 1762b becomes smaller, that is, the space of the second cavity 1761b becomes smaller. At this time, the brake fluid in the second cavity 1761b is delivered to the first brake 1731 through the first outlet hole 1767, thereby causing the first brake 1731 to brake the first wheel 121. The movement of the third piston 1762a will also drive the movement of the fourth piston 1762b, thereby reducing the space of the third cavity 1761c, and thus allowing the brake fluid in the third cavity 1761c to be delivered to the second brake 1732 through the second outlet hole 1768, causing the second brake 1732 to brake the second wheel 122. With the above configuration, the second control mechanism 172 can independently control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176, thereby meeting the braking needs of the driver using the foot brake and improving the versatility and human-machine interaction of the all-terrain vehicle 100.

[0043] In one implementation, the first operating mechanism 171 and the second operating mechanism 172 can simultaneously control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176. Specifically, the brake fluid of the first operating mechanism 171 is delivered to the first chamber 1761a through the inlet port 1766, thereby moving the third piston 1762a; the second operating mechanism 172 moves the third piston 1762a via the push rod mechanism 177. With this configuration, the first operating mechanism 171 and the second operating mechanism 172 can simultaneously control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176, effectively avoiding safety hazards caused by the failure of either the first operating mechanism 171 or the second operating mechanism 172, thus improving the safety of the all-terrain vehicle 100. Furthermore, this configuration not only improves the braking effect of the braking assembly 17 but also meets the braking needs of different drivers, enhancing the versatility and human-machine interface of the braking assembly 17.

[0044] As one implementation, the main pump mechanism 176 includes a first mode, a second mode, and a third mode. The first mode refers to the main pump mechanism 176 being controlled by the first operating mechanism 171 when the first operating mechanism 171 is triggered, thereby controlling the brake 173 to brake the travel assembly 12. The second mode refers to the main pump mechanism 176 being simultaneously controlled by both the first and second operating mechanisms 171 and 172 when the first and second operating mechanisms 172 are triggered, thereby controlling the brake 173 to brake the travel assembly 12. The third mode refers to the main pump mechanism 176 being controlled by the second operating mechanism 172 when the second operating mechanism 172 is triggered, thereby controlling the brake 173 to brake the travel assembly 12.

[0045] Specifically, when the master pump mechanism 176 is in the first mode, that is, when the first operating mechanism 171 is triggered, the brake fluid of the first operating mechanism 171 enters the master pump mechanism 176 through the inlet port 1766. After the brake fluid of the first operating mechanism 171 enters the master pump mechanism 176 through the inlet port 1766, the brake fluid in the master pump mechanism 176 enters the brake 173 through the outlet port assembly, causing the brake 173 to brake the travel assembly 12. In this embodiment, when the first operating mechanism 171 is triggered, the brake fluid of the first operating mechanism 171 is delivered to the first cavity 1761a through the inlet port 1766, thereby delivering the brake fluid in the second cavity 1761b to the first brake 1731 through the first outlet port 1767, so that the first brake 1731 controls the first traveling wheel 121 to brake; the brake fluid in the third cavity 1761c is delivered to the second brake 1732 through the second outlet port 1768, so that the second brake 1732 controls the second traveling wheel 122 to brake. With the above arrangement, the first operating mechanism 171 can independently control the brake 173 to brake the traveling assembly 12 through the main pump mechanism 176, thereby meeting the braking needs of the driver using the handbrake and improving the versatility and human-machine interaction of the all-terrain vehicle 100.

[0046] Specifically, when the master pump mechanism 176 is in the second mode, that is, when the first operating mechanism 171 and the second operating mechanism 172 are triggered, the brake fluid of the first operating mechanism 171 enters the master pump mechanism 176 through the inlet port 1766. After the brake fluid of the first operating mechanism 171 enters the master pump mechanism 176 through the inlet port 1766, the brake fluid in the master pump mechanism 176 enters the brake 173 through the outlet port assembly, causing the brake 173 to brake the travel assembly 12. At the same time, the second operating mechanism 172 controls the brake fluid in the master pump mechanism 176 to enter the brake 173 through the outlet port assembly, causing the brake 173 to brake the travel assembly 12. In this embodiment, brake fluid in the first operating mechanism 171 is supplied to the first cavity 1761a through the inlet port 1766, causing the third piston 1762a to move. The second operating mechanism 172 pushes the third piston 1762a to move via the push rod mechanism 177, thereby supplying brake fluid in the second cavity 1761b to the first brake 1731 through the first outlet port 1767, enabling the first brake 1731 to control the first traveling wheel 121 to brake. Brake fluid in the third cavity 1761c is supplied to the second brake 1732 through the second outlet port 1768, enabling the second brake 1732 to control the second traveling wheel 122 to brake. With this configuration, the first operating mechanism 171 and the second operating mechanism 172 can simultaneously control the brake 173 to brake the traveling assembly 12 via the main pump mechanism 176, effectively avoiding safety hazards caused by the failure of either the first operating mechanism 171 or the second operating mechanism 172, thus improving the safety of the all-terrain vehicle 100. In addition, the above settings can not only improve the braking effect of the braking assembly 17, but also meet the braking needs of different drivers, thereby improving the versatility and human-machine interaction of the braking assembly 17.

[0047] Specifically, when the main pump mechanism 176 is in the third mode, i.e., when the second operating mechanism 172 is triggered, the second operating mechanism 172 controls the brake fluid in the main pump mechanism 176 to enter the brake 173 through the outlet assembly, causing the brake 173 to brake the travel assembly 12. In this embodiment, the second operating mechanism 172 pushes the third piston 1762a through the push rod mechanism 177, thereby causing the brake fluid in the second chamber 1761b to be delivered to the first brake 1731 through the first outlet 1767, so that the first brake 1731 controls the first travel wheel 121 to brake; and causes the brake fluid in the third chamber 1761c to be delivered to the second brake 1732 through the second outlet 1768, so that the second brake 1732 controls the second travel wheel 122 to brake. With the above configuration, the second control mechanism 172 can independently control the brake 173 to brake the travel assembly 12 via the main pump mechanism 176, thereby meeting the braking needs of the driver using the foot brake and improving the versatility and human-machine interaction of the all-terrain vehicle 100.

[0048] In this embodiment, with the above settings, when the first operating mechanism 171 and / or the second operating mechanism 172 are triggered, the first operating mechanism 171 and / or the second operating mechanism 172 control the main pump mechanism 176 so that the brake fluid in the main pump mechanism 176 enters the brake 173 through the outlet assembly, thereby causing the brake 173 to brake the travel assembly 12.

[0049] Furthermore, by setting up the main pump mechanism 176, the number of parts of the brake assembly 17 is simplified, and the connection structure between the parts of the brake assembly 17 is reduced, thereby making the structure of the brake assembly 17 more compact, facilitating the arrangement of the brake assembly 17, improving the space utilization of the all-terrain vehicle 100, and reducing the cost of the brake assembly 17.

[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. An all-terrain vehicle, comprising: Frame; The walking assembly includes a first walking wheel and a second walking wheel, wherein the first walking wheel is disposed on the front side of the second walking wheel; A suspension assembly, wherein the first travel wheel is connected to the vehicle frame via the suspension assembly, and the second travel wheel is connected to the vehicle frame via the suspension assembly; A braking assembly, at least partially disposed on the vehicle frame, for braking the running gear; The braking assembly includes: Brake, used to brake the walking assembly; A first operating mechanism is used to control the brake; The second operating mechanism is used to control the brake; Its features are, The braking assembly further includes a main pump mechanism, wherein the first operating mechanism controls the brake through the main pump mechanism, and the second operating mechanism controls the brake through the main pump mechanism; The main pump mechanism is provided with an inlet and an outlet assembly. The first operating mechanism is connected to the inlet, and the brake is connected to the outlet assembly. When the first operating mechanism is triggered, the brake fluid of the first operating mechanism enters the main pump mechanism through the inlet. After the brake fluid of the first operating mechanism enters the main pump mechanism through the inlet, the brake fluid in the main pump mechanism enters the brake through the outlet assembly, causing the brake to brake the travel assembly. When the second operating mechanism is triggered, the second operating mechanism controls the brake fluid in the main pump mechanism to enter the brake through the outlet assembly, so that the brake brakes the walking assembly; A push rod mechanism is provided between the second operating mechanism and the main pump mechanism, and the second operating mechanism controls the main pump mechanism through the push rod mechanism; The main pump mechanism includes a pump body, within which a first cavity, a second cavity, and a third cavity are formed; the first cavity, the second cavity, and the third cavity are independently arranged. The liquid inlet is connected to the first cavity and the first operating mechanism.

2. The all-terrain vehicle according to claim 1, characterized in that, When the first operating mechanism is triggered and / or the second operating mechanism is triggered, the brake fluid in the main pump mechanism enters the brake through the outlet assembly, causing the brake to brake the travel assembly.

3. The all-terrain vehicle according to claim 1, characterized in that, When the first operating mechanism is triggered, the brake fluid in the first operating mechanism is delivered to the first cavity through the inlet hole, so that the main pump mechanism controls the brake to brake the walking assembly.

4. The all-terrain vehicle according to claim 1, characterized in that, The liquid outlet assembly includes a first liquid outlet and a second liquid outlet, the first liquid outlet being connected to the second cavity and the brake, and the second liquid outlet being connected to the third cavity and the brake.

5. The all-terrain vehicle according to claim 1, characterized in that, The main pump mechanism also includes a third piston and a fourth piston, which are connected by an elastic element.

6. The all-terrain vehicle according to claim 5, characterized in that, The third piston is disposed between the first cavity and the second cavity, and the fourth piston is disposed between the second cavity and the third cavity.

7. The all-terrain vehicle according to claim 1, characterized in that, The main pump mechanism further includes a reservoir, a first connector, and a second connector. Both the first connector and the second connector are connected to the reservoir. The first connector is used to deliver brake fluid from the reservoir to the second cavity, and the second connector is used to deliver brake fluid from the reservoir to the third cavity.

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