All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a suspension assembly, a walking assembly and a transmission system. The transmission system comprises a differential mechanism, an executing mechanism and a differential lock; the all-terrain vehicle further comprises a control system and a key assembly. The differential mechanism comprises at least two execution states, and in different execution states, the rotating speed difference threshold values of the two output ends of the differential mechanism are different; the execution state can be defined as a locking state and a slip limiting state according to the locking degree of the differential mechanism, the key assembly comprises a locking switch, when the locking switch is closed, if the current vehicle speed of the all-terrain vehicle is smaller than the preset vehicle speed, the differential mechanism is in the locking state, and if the current vehicle speed of the all-terrain vehicle is larger than or equal to the preset vehicle speed, the differential mechanism is in the slip limiting state. And the differential mechanism is switched to a slip limiting state. Through the arrangement, the all-terrain vehicle can automatically switch the execution state of the differential mechanism according to the vehicle speed, the complexity of vehicle operation is reduced, and therefore the driving experience of a user is improved.

Description

Technical Field

[0001] The invention relates to the field of vehicle engineering, in particular to an all-terrain vehicle. Background Art

[0002] The differential is a mechanism that enables the left and right (or front and rear) drive wheels to rotate at different speeds. It is mainly composed of left and right axle gears, two planetary gears and a gear rack. Its function is to make the left and right wheels roll at different speeds when the vehicle is turning or driving on uneven roads, that is, to ensure that the drive wheels on both sides perform pure rolling motion.

[0003] Especially for all-terrain vehicles, since their use environment is generally more complex, in order to cope with changing road conditions, users generally need to frequently switch the state of the differential to enable the vehicle to escape from trouble, prevent slipping, etc.

[0004] Conventional differential lock switches have no logical control scheme, and multiple differential lock switches do not have associated state discrimination. To achieve differential state switching, the driver must actively identify the status, which poses certain safety risks. In addition, conventional differential lock switches have no logical control scheme, which makes it more complicated to open the differential lock, affecting the user's driving experience. Summary of the invention

[0005] In order to address the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, the control logic of the key assembly of the differential of which is simpler, thereby improving the driving safety of the vehicle and reducing the difficulty of user operation.

[0006] To achieve the above object, the present invention adopts the following technical solution:

[0007] An all-terrain vehicle comprises a frame, a suspension assembly, a traveling assembly and a transmission system; the suspension assembly is connected to the frame; the traveling assembly is connected to the frame through the suspension assembly; the transmission system is connected to the traveling assembly, the transmission system comprises a differential mechanism, an actuator and a differential lock, the actuator is used to control the differential lock to lock / unlock the differential mechanism; the all-terrain vehicle also comprises a control system and a key assembly, the control system can control the actuator to perform corresponding actions in response to the touch operation of the key assembly; the differential mechanism comprises at least two execution states, in different execution states, the differential lock has different locking degrees for the differential mechanism, so as to adjust the speed difference threshold of two output ends of the differential mechanism; the execution states can be defined as a locking state and a limited slip state according to the locking degree of the differential mechanism, the key assembly comprises a locking switch, when the locking switch is closed, if the current vehicle speed of the all-terrain vehicle is less than a preset vehicle speed, the differential mechanism is in a locked state, if the current vehicle speed of the all-terrain vehicle is greater than or equal to the preset vehicle speed, the differential mechanism is switched to a limited slip state.

[0008] Furthermore, the limited slip state can be defined as an aggressive limited slip state and a normal limited slip state according to the locking degree of the differential mechanism. The speed difference threshold of the differential mechanism in the aggressive limited slip state is smaller than the speed difference threshold of the normal limited slip state. If the current speed of the all-terrain vehicle is greater than or equal to the preset speed, the differential mechanism executes the aggressive limited slip state or the normal limited slip state according to the closing state of the button assembly.

[0009] Furthermore, the button assembly includes an aggressive limited slip switch and a normal limited slip switch. When the current vehicle speed of the all-terrain vehicle is greater than or equal to a preset speed, if the aggressive limited slip switch is closed, the differential mechanism executes an aggressive limited slip state; if the normal limited slip switch is closed, the differential mechanism executes a normal limited slip state.

[0010] Further, the aggressive limited slip switch and the ordinary limited slip switch are integrated into a rocker switch and are respectively arranged at two ends of the rocker switch, so that at least one of the aggressive limited slip switch and the ordinary limited slip switch is always kept in a closed state.

[0011] Furthermore, the all-terrain vehicle also includes a sampling module, which is used to obtain the current speed of the all-terrain vehicle. When the current speed of the all-terrain vehicle is greater than or equal to a preset speed, the differential mechanism cannot respond to the touch operation of the locking switch.

[0012] Furthermore, the preset vehicle speed is limited to be greater than or equal to 16 KM / H and less than or equal to 24 KM / H.

[0013] Furthermore, the actuator includes a motor for controlling the differential lock, and the motor controls the locking degree of the differential lock according to the current size at the input end.

[0014] Furthermore, the locking switch is configured as a reset switch or a knob switch.

[0015] Furthermore, when the all-terrain vehicle is in the four-wheel drive mode, the differential mechanism can perform corresponding actions in response to the touch operation of the lock switch.

[0016] Furthermore, the button assembly also includes a drive switching switch for controlling the all-terrain vehicle to execute a two-wheel drive mode or a four-wheel drive mode, and the drive switching switch is integrated with the locking switch.

[0017] The all-terrain vehicle improves the safety of vehicle driving by setting up a button component with corresponding control logic to realize the selection of the execution state of the differential mechanism, and improves the driving experience by reducing the difficulty of user operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of an all-terrain vehicle in an embodiment of the present application.

[0019] Figure 2It is a schematic diagram of the connection between the transmission system and the travel component in the implementation manner of the present application.

[0020] Figure 3 It is a partial schematic diagram of the transmission system in the implementation manner of the present application.

[0021] Figure 4 It is a connection block diagram of the control system in the implementation manner of the present application.

[0022] Figure 5 This is a control flow chart of the button assembly in the implementation manner of this application.

[0023] Figure 6 It is a partial exploded view of the transmission system in the embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the specific implementation modes of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the implementation modes of the present invention.

[0025] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0026] This application provides Figure 1 The all-terrain vehicle 100 shown in FIG. 1 includes a frame 11, a suspension assembly 12, a travel assembly 13, a transmission system 14, and a power system 15 (eg, Figure 1 and Figure 2 As shown). The frame 11 constitutes the basic framework of the all-terrain vehicle 100, and is used to support the suspension assembly 12, the travel assembly 13, the transmission system 14 and the power system 15. The travel assembly 13 is connected to the frame 11 through the suspension assembly 12, and the power system 15 is connected to the travel assembly 13 through the transmission system 14, so that the travel assembly 13 obtains the power output by the power system 15 through the transmission system 14, and then drives the all-terrain vehicle 100 to travel. Specifically, the travel assembly includes a first travel wheel 131 and a second travel wheel 132, the first travel wheel 131 is arranged at the front end of the all-terrain vehicle 100 as a driven wheel, and the second travel wheel 132 is arranged at the rear end of the all-terrain vehicle 100 as a driving wheel; wherein the first travel wheel 131 includes a left front wheel 1311 and a right front wheel 1312. In order to clearly illustrate the technical solution of the present application, the following is also provided. Figure 1 The up-down, left-right, and front-back directions shown are the up-down, left-right, and front-back directions of the all-terrain vehicle 100 .

[0027] like Figure 3As shown, further, the transmission system 14 includes a differential mechanism 141, an actuator 142 and a differential lock 143. The actuator 142 is used to control the differential lock 143 to lock / unlock the differential mechanism 141, thereby controlling the two output ends of the differential mechanism 141 to rotate coaxially or differentially through the differential lock 143. The actuator 142 includes a motor 1421, and the motor 1421 drives the differential lock 143 to perform the locking / unlocking action.

[0028] Specifically, the differential mechanism 141 is at least partially disposed between the left front wheel 1311 and the right front wheel 1312 to achieve differential rotation between the left front wheel 1311 and the right front wheel 1312, thereby reducing the wear of the first running wheel 131 and extending its service life. Optionally, the differential mechanism 141 can also be disposed between the first running wheel 131 and the second running wheel 132. The differential mechanism 141 is used to achieve switching between the two-wheel drive mode and the four-wheel drive mode of the all-terrain vehicle 100.

[0029] like Figure 4 As shown, as an implementation, the all-terrain vehicle 100 further includes a control system 16 and a button assembly 17, the button assembly 17 is connected to the actuator 142 through the control system 16, and the control system 16 can control the actuator 142 to perform corresponding actions in response to the touch operation of the button assembly 17, including the actuator 142 controlling the differential lock 143 to lock / unlock the differential mechanism 141. The differential mechanism 141 includes at least two execution states, and in different execution states, the differential lock 143 has different locking degrees on the differential mechanism 141, so that the speed difference threshold α0 between the left front wheel 1311 and the right front wheel 1312 changes according to the locking state of the differential mechanism 141.

[0030] Specifically, the control system 16 includes a storage module and a vehicle controller. The storage module is used to store vehicle information, wherein the vehicle information includes the current speed V1 of the all-terrain vehicle 100. Since the calculation of the vehicle controller has a certain hysteresis, the vehicle controller can call the current speed V1 stored in the storage module, thereby avoiding data loss leading to distortion of the vehicle information calculation by the vehicle controller. The vehicle controller can be set as an ECU (Electronic Control Unit).

[0031] It should be noted that the speed difference threshold α0 between the left front wheel 1311 and the right front wheel 1312 refers to the maximum speed difference between the left front wheel 1311 and the right front wheel 1312. The execution state is defined as a locking state and a limited slip state according to the locking degree of the differential mechanism 141. When the differential mechanism 141 is in a locked state, the speed difference threshold α0 between the left front wheel 1311 and the right front wheel 1312 is equal to 0, that is, the left front wheel 1311 and the right front wheel 1312 rotate coaxially / synchronously, so that the all-terrain vehicle 100 has better passability, thereby improving the user's driving experience. When the differential mechanism 141 is in a limited slip state, the speed difference threshold α0 between the left front wheel 1311 and the right front wheel 1312 is greater than 0. When the all-terrain vehicle 100 is in the four-wheel drive mode, the control system 16 can control the differential mechanism 141 to execute any one of the locked state and the limited slip state in response to the touch operation of the key assembly 17. Thus, the vehicle safety is improved, and the multiple execution states have associated start-stop modes, which enhances the user's driving experience. In the embodiment of the present application, the locking degree of the differential lock 143 on the differential mechanism 141 is adjusted by adjusting the current magnitude of the input end of the motor 1421 .

[0032] like Figure 4 As shown, as an implementation, the button assembly 17 includes a locking switch 171. When the locking switch 171 is closed or triggered, if the current vehicle speed V1 of the all-terrain vehicle 100 is less than the preset vehicle speed V2, the differential mechanism 141 is in a locked state; if the current vehicle speed V1 of the all-terrain vehicle 100 is greater than or equal to the preset vehicle speed V2, the differential mechanism 141 switches to a limited slip state. The locking switch 171 is configured as a reset switch so that the locking state of the differential mechanism 141 can be executed when the locking switch 171 is triggered; wherein the reset switch can be a button-type reset switch or a knob-type reset switch.

[0033] like Figure 5 As shown, specifically, the differential mechanism 141 includes at least two operating conditions for entering the limited slip state. When the locking switch 171 is closed or triggered, if the current vehicle speed V1 of the all-terrain vehicle 100 is less than the preset vehicle speed V2, the differential mechanism 141 is in a locked state, and the differential mechanism 141 can automatically switch from the locked state to the limited slip state when the current vehicle speed V1 increases to reach the preset vehicle speed V2. Or when the current vehicle speed V1 of the all-terrain vehicle 100 is greater than or equal to the preset vehicle speed V2, the locking switch is closed or triggered, and the differential mechanism 141 directly enters the limited slip state. Through the above-mentioned settings, it is prevented that the locking switch 171 is accidentally touched when the vehicle is driving at high speed, causing the differential mechanism to enter the locked state, thereby reducing the driving risk.

[0034] As an implementation method, the limited slip state can be defined as a first limited slip state and a second limited slip state according to the locking degree of the differential mechanism 141. When the differential mechanism 141 is in the first limited slip state, the speed difference threshold of the two output ends of the differential mechanism 141 is defined as the first threshold α1, so that the left front wheel 1311 and the right front wheel 1312 have the possibility of differential rotation. Compared with the locked state, the vehicle has stronger cornering passability and reduces the wear of the running component 13. When the differential mechanism 141 is in the second limited slip state, the speed difference threshold of the two output ends of the differential mechanism 141 is defined as the second threshold α2, and the first threshold α1 is less than the second threshold α2, and the grip of the vehicle part is sacrificed to obtain better cornering performance. It can be seen from the above scheme that the differential mechanism 141 executes the limited slip state when the current vehicle speed V1 is greater than or equal to the preset vehicle speed V2. Specifically, the differential mechanism 141 executes the first limited slip state or the second limited slip state according to the closed state of the button assembly 17.

[0035] like Figure 4 As shown, further, the key assembly 17 further includes a first limited slip switch 172 and a second limited slip switch 173, which correspond to the first limited slip state and the second limited slip state of the differential mechanism 141, respectively. The first limited slip switch 172 and the second limited slip switch 173 are integrated as a rocker switch and are distributed at both ends of the rocker switch. According to the characteristics of the rocker switch, one of the first limited slip switch 172 and the second limited slip switch 173 is always kept in a closed state.

[0036] It can be understood that when the current vehicle speed V1 of the all-terrain vehicle 100 is greater than or equal to the preset vehicle speed V2, if the first limited slip switch 172 is closed, the differential mechanism 141 executes the first limited slip state; if the second limited slip switch 173 is closed, the differential mechanism 141 executes the second limited slip state.

[0037] As an optional implementation, the first threshold α1 is set to be greater than or equal to 3 rpm and less than 10 rpm, and the second threshold α2 is set to be greater than 10 rpm and less than or equal to 20 rpm. Further, the first threshold α1 is set to be greater than or equal to 4 rpm and less than or equal to 7 rpm, and the second threshold α2 is set to be greater than or equal to 12 rpm and less than or equal to 17 rpm. More preferably, the first threshold α1 is set to be equal to 5 rpm, and the second threshold α2 is set to be equal to 15 rpm. Through the above settings, the vehicle can select the appropriate transmission mode according to the road conditions, better realize power distribution, and thus obtain better passability and controllability.

[0038] It can be seen that the vehicle can automatically select the corresponding execution state according to the current vehicle speed V1 and the closing state of the switch component 17. Under the premise of ensuring vehicle safety, it reduces the operation steps required for the user to switch the execution state and improves the user's driving experience.

[0039] The above switch types mainly use the mechanical structure characteristics of the switch itself to achieve the selection of different execution states of the differential mechanism 141. Optionally, the key assembly 17 can also be set as an electric control switch, and the control system 16 can control the differential mechanism 141 to execute the corresponding execution state in response to the electrical signal output by the electric control switch.

[0040] As an implementation, the button assembly 17 also includes a drive switching switch (not shown), and the drive switching switch and the locking switch 171 are integrated on the reset switch. The control system 16 can control the all-terrain vehicle 100 to switch between the two-wheel drive mode and the four-wheel drive mode in response to the switching signal output by the drive switching switch. According to the characteristics of the reset switch, the reset switch includes a first end and a second end, the drive switching switch includes a two-wheel drive switch and a four-wheel drive switch, the two-wheel drive switch is set at the first end of the reset switch, the four-wheel drive switch is set at the second end of the reset switch, and the locking switch 171 is integrated with the four-wheel drive switch and is set at the second end of the reset switch.

[0041] Specifically, when the first end of the reset switch is triggered, the control system 16 controls the first running wheel 131 and the second running wheel 132 to disconnect the transmission connection in response to the switching signal output by the two-wheel drive switch, and the all-terrain vehicle 100 is in the two-wheel drive mode. When the second end of the reset switch is triggered, the control system 16 controls the first running wheel 131 and the second running wheel 132 to connect in response to the switching signal output by the four-wheel drive switch, and the all-terrain vehicle 100 is in the four-wheel drive mode. Further, since the locking switch 171 is integrated with the four-wheel drive switch and is arranged at the second end of the reset switch, by triggering the second end of the reset switch again, the control system 16 controls the differential lock 143 through the actuator 142 to lock the differential mechanism 141, so that the left front wheel 1311 and the right front wheel 1312 rotate coaxially.

[0042] The above control logic can reduce the number of button assemblies 17 and the complexity of vehicle button manipulation while satisfying the vehicle state switching, thereby improving the user's driving experience.

[0043] In order to clearly illustrate the technical solution of this application, the following is also provided: Figure 5 The flowchart shown is used to illustrate the control logic of the differential mechanism 141. The control logic of the differential mechanism 141 includes the following steps:

[0044] S101: Start;

[0045] S102: The second end of the reset switch is triggered, and the four-wheel drive switch at the second end outputs a switching signal;

[0046] S103: the control system 16 controls the all-terrain vehicle 100 to perform a switching action in response to the switching signal, so that the vehicle switches to the four-wheel drive mode;

[0047] S104: the control system 16 determines whether the vehicle is in the four-wheel drive mode. If the vehicle is in the four-wheel drive mode, step S105 is executed; if the vehicle is still in the two-wheel drive mode, step S111 is executed;

[0048] S105: the control system 16 determines whether the locking switch 171 is triggered. If the locking switch 171 is triggered, step S106 is executed; if the control system 16 does not detect the triggering signal of the locking switch 171, step S108 is executed;

[0049] S106: The control system 16 determines whether the current vehicle speed V1 is less than the preset vehicle speed V2. If the current vehicle speed V1 is less than the preset vehicle speed V2, step S107 is executed; if the current vehicle speed V1 is greater than or equal to the preset vehicle speed V2, step S108 is executed;

[0050] S107: The differential mechanism 141 is locked;

[0051] S108: the control system 16 determines whether the first limited-slip switch 172 is closed. If the first limited-slip switch 172 is closed, step S109 is executed; if the second limited-slip switch 173 is closed, step S110 is executed;

[0052] S109: the differential mechanism 141 executes the first limited slip state;

[0053] S110: the differential mechanism 141 executes the second limited slip state;

[0054] S111: The vehicle is in two-wheel drive mode.

[0055] It should be noted that although the steps in the above process or the flowchart in the accompanying drawings show a logical order, in some cases, the steps shown or described may be executed in an order different from that shown or described here.

[0056] In order to clearly illustrate the technical solution of the present application, the following is provided: Figure 6 A partial exploded view of the transmission system 14 is shown.

[0057] As an implementation method, the differential lock 143 includes a flange 1431, a friction assembly 1432, and a connecting member 1433, and the above three are coaxially arranged. The transmission system 14 also includes a constant velocity half shaft 144, which is meshed with the differential mechanism 141, and the flange 1431 and the friction assembly 1432 are abutted along the axial direction of the constant velocity half shaft 144. A ratchet structure 1431a is provided on the outer circumference of the flange 1431, and the ratchet structure 1431a is meshed with the gear in the actuator 142, so that the actuator 142 can drive the flange 1431 to rotate. The flange 1431 has a plurality of adjustment grooves 1431b distributed around its circumference. A steel ball 1431c is disposed in any adjustment groove 1431b. The steel ball 1431c can move along the extension direction of the adjustment groove 1431b. The depth of the adjustment groove 1431b gradually increases along the circumference of the flange 1431.

[0058] Specifically, the friction assembly 1432 is at least partially connected to the connecting member 1433, and the friction assembly 1432 and the connecting member 1433 are both spline-connected to the constant velocity half shaft 144, and the friction assembly 1432 can abut the connecting member 1433 along the axial direction of the constant velocity half shaft 144 to slide the connecting member 1433. When the connecting member 1433 slides in the direction of the differential mechanism 141, the differential lock 143 locks the differential mechanism 141 to make the speed difference between the two output ends of the differential mechanism 141 zero.

[0059] It can be understood that when the differential mechanism 141 is in the locked state, the actuator 142 drives the flange 1431 to rotate, and the steel ball 1431c is at the shallowest position of the adjustment groove 1431b. At this time, the flange 1431 squeezes the friction plate to the maximum extent, and the friction assembly 1432 presses the connecting member 1433, so that the differential lock 143 locks the differential mechanism 141, and the speed difference between the two output ends of the differential mechanism 141 is 0. When the differential mechanism 141 is in the first limited slip state, the actuator 142 drives the flange 1431 to rotate, and the steel ball 1431c moves to the middle area of ​​the adjustment groove 1431b. At this time, the flange 1431 squeezes the friction plate to a reduced extent, so that the speed difference threshold of the two output ends of the differential mechanism 141 is the first threshold α1, so that the left front wheel 1311 and the right front wheel 1312 can achieve differential rotation. It can be understood that the actuator 142 can also drive the flange plate 1431 to rotate until the differential mechanism 141 is in the second limited slip state, so that the speed difference threshold of the two output ends of the differential mechanism 141 is the second threshold α2.

[0060] Optionally, the differential mechanism 141 is not limited to the above three execution states. By extending the extension length of the adjustment slot 1431b, the differential lock 143 has more selectable execution states, so that the differential mechanism 141 can be selected from multiple execution states.

[0061] like Figure 6 As shown, as an implementation method, the all-terrain vehicle 100 also includes a sampling module 18, and the sampling module 18 is used to obtain the current vehicle speed V1 of the all-terrain vehicle 100. Among them, the current vehicle speed V1 is the displayed speed of the all-terrain vehicle 100. The control system 16 stores a preset vehicle speed V2. When the control system 16 obtains the trigger signal of the locking switch 171, if the control system 16 determines that the current vehicle speed V1 is greater than or equal to the preset vehicle speed V2, the control of the locking switch 171 on the actuator 142 is invalid. The above setting limits the working state of the differential mechanism 141 through a certain control logic, thereby preventing the driver from accidentally touching the button assembly 17 and causing the vehicle to lose balance during high-speed driving, thereby improving the safety of the all-terrain vehicle 100.

[0062] Specifically, the sampling module 18 can be configured as an infrared sensor, a Hall sensor and / or a photoelectric sensor. The sampling module 18 is at least partially disposed on the transmission system 14 , or the sampling module 18 is at least partially disposed on the travel component 13 .

[0063] Further, if the control system 16 determines that the current vehicle speed V1 is greater than or equal to the preset vehicle speed V2, the control system 16 controls the differential mechanism 141 to be in the first limited slip state or the second limited slip state. It can be understood that in the four-wheel drive mode, if the vehicle is suddenly switched to the locked state when driving at high speed, the differential function between the left front wheel 1311 and the right front wheel 1312 is lost, which will cause the outer wheels of the vehicle to slip during the turning process and thus have the risk of rollover. The above setting can prevent the tires from slipping when the vehicle is driving at high speed and improve the safety of the vehicle.

[0064] As an implementation method, the preset vehicle speed V2 is set to be greater than or equal to 16KM / H and less than or equal to 24KM / H. Further, the preset vehicle speed V2 is set to be greater than or equal to 18KM / H and less than or equal to 22KM / H. More preferably, the preset vehicle speed V2 is set to be equal to 20KM / H. This prevents the control system 16 from switching the state of the differential mechanism 141 too early, which reduces the controllability of the vehicle. At the same time, it prevents the control system 16 from switching the state of the differential mechanism 141 too late, which is not conducive to driving safety.

[0065] Through the above arrangement, the all-terrain vehicle 100 can realize automatic adjustment of different execution states of the differential mechanism 141 according to the current vehicle speed V1, reducing the complexity of the operation of the button assembly 17, thereby improving the user's driving experience.

[0066] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the appended claims of the present invention.

Claims

1. An all-terrain vehicle comprising: Frame; a suspension assembly connected to the vehicle frame; A traveling assembly, wherein the traveling assembly is connected to the vehicle frame via the suspension assembly; A transmission system, the transmission system is connected to the travel assembly, the transmission system includes a differential mechanism, an actuator and a differential lock, the actuator is used to control the differential lock to lock / unlock the differential mechanism; It is characterized in that the all-terrain vehicle also includes a control system and a button assembly, and the control system can control the actuator to perform corresponding actions in response to the touch operation of the button assembly; the differential mechanism includes at least two execution states, and in different execution states, the differential lock has different locking degrees for the differential mechanism to adjust the speed difference threshold of the two output ends of the differential mechanism; the execution states are defined as a locking state and a limited slip state according to the locking degree of the differential mechanism, and the button assembly includes a locking switch. When the locking switch is closed, if the current speed of the all-terrain vehicle is less than the preset speed, the actuator switches the differential mechanism to the locked state, and if the current speed of the all-terrain vehicle is greater than or equal to the preset speed, the actuator switches the differential mechanism to the limited slip state.

2. The all-terrain vehicle according to claim 1, characterized in that: The limited slip state is defined as a first limited slip state and a second limited slip state according to the locking degree of the differential mechanism, the speed difference threshold when the differential mechanism is in the first limited slip state is less than the speed difference threshold when the differential mechanism is in the second limited slip state, and if the current vehicle speed of the all-terrain vehicle is greater than or equal to the preset vehicle speed, the differential mechanism executes the first limited slip state or the second limited slip state according to the closing state of the button assembly.

3. The all-terrain vehicle according to claim 2, characterized in that: The button assembly includes a first limited slip switch and a second limited slip switch. When the current vehicle speed of the all-terrain vehicle is greater than or equal to the preset vehicle speed, if the first limited slip switch is closed, the differential mechanism executes the first limited slip state, and if the second limited slip switch is closed, the differential mechanism executes the second limited slip state.

4. The all-terrain vehicle according to claim 3, characterized in that: The first limited-slip switch and the second limited-slip switch are integrated into a rocker switch and are respectively arranged at two ends of the rocker switch, so that at least one of the first limited-slip switch and the second limited-slip switch is always kept in a closed state.

5. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle also includes a sampling module, which is used to obtain the current vehicle speed of the all-terrain vehicle. When the current vehicle speed of the all-terrain vehicle is greater than or equal to the preset vehicle speed, the differential mechanism cannot respond to the touch operation of the locking switch.

6. The all-terrain vehicle according to claim 1, characterized in that: The preset vehicle speed is limited to be greater than or equal to 16KM / H and less than or equal to 24KM / H.

7. The all-terrain vehicle according to claim 1, characterized in that: The actuator includes a motor for controlling the differential lock, and the motor controls the locking degree of the differential lock according to the current size of the input end.

8. The all-terrain vehicle according to claim 1, characterized in that: The locking switch is configured as a reset switch or a knob switch.

9. The all-terrain vehicle according to claim 1, characterized in that: When the all-terrain vehicle is in the four-wheel drive mode, the differential mechanism can perform corresponding actions in response to the touch operation of the lock switch.

10. The all-terrain vehicle according to claim 9, characterized in that: The button assembly also includes a drive switching switch for controlling the all-terrain vehicle to execute the two-wheel drive mode or the four-wheel drive mode, and the drive switching switch is integrated with the locking switch.

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