All-terrain vehicle

Abstract

The invention provides an all-terrain vehicle which comprises a seat assembly, the seat assembly comprises a seat body and an adjusting device used for adjusting the height of the seat body, the adjusting device comprises a seat fixing mechanism, a rotating mechanism, a limiting mechanism and a reset mechanism, the limiting mechanism is rotatably arranged on the seat fixing mechanism, and the reset mechanism is arranged on the seat fixing mechanism. When at least part of the rotating mechanism is arranged in the limiting mechanism, the rotating mechanism is in a locked rotating state, when the rotating mechanism is separated from the limiting mechanism, the rotating mechanism is in a rotatable state, and when the rotating mechanism is in the rotatable state, the limiting mechanism is in a locked rotating state. The seat body is adjustable between a first height and a second height, where the first height is greater than the second height. According to the seat assembly, the adjusting device capable of adjusting the use height of the seat body is arranged on the seat assembly, so that the seat body can meet the use requirements in different scenes, and the use experience of a user is improved.

Description

Technical Field

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

[0002] ATVs are generally used in complex terrains such as beaches, fields, and mountains, resulting in poor comfort. In particular, in order to improve the vehicle's passability or control the cost of the vehicle, ATVs generally do not have or have fewer comfort accessories.

[0003] Compared with the electrically adjustable seats in passenger cars, it is more difficult to arrange automatically adjustable seats in all-terrain vehicles due to the use environment and cost. However, the existing seat adjustment method makes the seats unable to adapt to the application scenarios of the vehicle. If the vehicle is bumpy, the conventional seat adjustment method may cause the seat to fall off from the fixed position during the vehicle driving, which has a great impact on driving safety.

[0004] In addition, although the existing all-terrain vehicle seats can be adjusted forward and backward, since different users have different driving habits, the seats that can only be adjusted forward and backward cannot meet the needs of various users. Summary of the invention

[0005] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle that can meet the different driving height requirements of users and improve the comfort of users.

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

[0007] The present invention provides an all-terrain vehicle, which includes a frame, a suspension component, a traveling component, a transmission system, a power system and a seat component. The suspension component is connected to the frame, the traveling component is connected to the frame through the suspension component, the transmission system is connected to the traveling component, the power system is transmission-connected to the traveling component through the transmission system, the seat component is at least partially arranged on the frame, the seat component includes a seat body and an adjusting device for adjusting the height of the seat body, the adjusting device includes a seat fixing mechanism, a rotating mechanism, a limiting mechanism and a reset mechanism, the limiting mechanism is rotatably arranged on the seat fixing mechanism, the limiting mechanism is at least partially abutted against the rotating mechanism, the limiting mechanism is used to limit the rotation of the rotating mechanism, the reset mechanism is at least partially arranged on the seat body between the rotating mechanism and the seat body, the rotating mechanism includes a rotatable state and a locked rotation state, when the rotating mechanism is at least partially arranged in the limiting mechanism, the rotating mechanism is in a locked rotation state, when the rotating mechanism is disengaged from the limiting mechanism, the rotating mechanism is in a rotatable state, when the rotating mechanism is in the rotatable state, the seat body can be adjusted between a first height and a second height, wherein the first height is greater than the second height.

[0008] Furthermore, the rotating mechanism includes a first rotating member and a second rotating member, both ends of the first rotating member are respectively rotatably connected to the seat fixing mechanism and the second rotating member, the second rotating member is rotatably connected to the seat body, the first rotating member and the second rotating member include a first relative position and a second relative position, when the first rotating member and the second rotating member are in the first relative position, the seat is at a first height, and when the first rotating member and the second rotating member are in the second relative position, the seat is at a second height.

[0009] Furthermore, the rotating mechanism also includes a first rotating shaft and a second rotating shaft, one end of the first rotating member is rotatably connected to the seat fixing mechanism through the first rotating shaft, and the other end of the first rotating member is rotatably connected to the second rotating member through the second rotating shaft.

[0010] Further, when the first rotating member and the second rotating member are in a first relative position, the first rotating shaft is below the second rotating shaft, and when the first rotating member and the second rotating member are in a second relative position, the first rotating shaft is above the second rotating shaft.

[0011] Furthermore, the limiting mechanism includes a limiting shaft and an adjustment handle for driving the limiting shaft to rotate, the adjustment handle is fixedly connected to the limiting shaft, the limiting shaft is rotationally connected to the seat fixing mechanism, and the limiting shaft is also abutted against the second rotating member.

[0012] Furthermore, a seat limiting portion for limiting the rotation of the second rotating member is also provided on the limiting rotating shaft, and the seat limiting portion is a groove that can accommodate the second rotating member.

[0013] Furthermore, when the second rotating member is separated from the seat limiting portion, the limiting rotating shaft at least partially abuts against the second rotating member and drives the second rotating member to rotate relative to the first rotating member.

[0014] Furthermore, the seat fixing mechanism comprises a fixed bottom plate and a seat fixing member for connecting to the vehicle frame, the seat fixing member is fixedly connected to the fixed bottom plate, and the seat fixing member is also rotatably connected to the first rotating member.

[0015] Furthermore, the number of the adjustment devices is set to at least two, and the adjustment devices are respectively arranged on the left and right sides of the seat body.

[0016] Furthermore, the adjustment devices distributed on the left and right sides of the seat body are connected via a driving connecting rod, and the driving connecting rod is connected to the limiting mechanism of the adjustment device.

[0017] The present invention provides an adjustment device on the seat assembly that can adjust the use height of the seat body, so that the seat body can meet the use requirements in different scenes, thereby improving the user's use experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1This is a schematic structural diagram of the all-terrain vehicle of this application.

[0019] Figure 2 A schematic diagram of the power system and transmission system of the all-terrain vehicle of the present application.

[0020] Figure 3 A schematic diagram of a seat for an all-terrain vehicle of the present application.

[0021] Figure 4 An exploded view of the adjustment device of the all-terrain vehicle of the present application.

[0022] Figure 5 A schematic diagram of a first height of the all-terrain vehicle of the present application.

[0023] Figure 6 A schematic diagram of a second height of the all-terrain vehicle of the present application.

[0024] Figure 7 An exploded view of the parking handle of the all-terrain vehicle of the present application.

[0025] Figure 8 A schematic diagram of a parking handle for an all-terrain vehicle of the present application.

[0026] Fig. 9 This is a schematic diagram of a brake pump for an all-terrain vehicle of the present application.

[0027] Fig.10 A schematic diagram of another brake pump for an all-terrain vehicle according to the present application.

[0028] Fig.11 An exploded schematic diagram of the brake of the all-terrain vehicle of the present application.

[0029] Fig.12 This is a schematic structural diagram of a fuel tank for the all-terrain vehicle of the present application.

[0030] Fig.13 This is a schematic cross-sectional view of the structure of a fuel tank of the all-terrain vehicle of the present application.

[0031] Fig.14 This is a schematic diagram of the structure of the oil pipe in the fuel tank of the all-terrain vehicle of the present application.

[0032] Fig.15 This is a schematic diagram of the connection structure between the oil pipe and the sensor device of the all-terrain vehicle of this application.

[0033] Fig.16 This is a schematic diagram of the connection structure of the oil pipe, sensor device and control system of the all-terrain vehicle of this application.

[0034] Fig.17 This is a schematic structural diagram of another fuel tank and frame of the all-terrain vehicle of the present application.

[0035] Fig.18 for Fig.17 A magnified schematic diagram of center A.

[0036] Fig.19 This is a schematic structural diagram of the fuel tank and fuel tank bracket of the all-terrain vehicle of this application.

[0037] Fig. 20 This is a schematic structural diagram of the fuel tank bracket of the all-terrain vehicle of this application. DETAILED DESCRIPTION

[0038] 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.

[0039] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation method.

[0040] In the description of the present application, it should be understood that the description “a component is located on the inner side of another component” means that one component is located on a side of the other component away from the outer surface of the all-terrain vehicle 100 .

[0041] This application provides Figure 1 The all-terrain vehicle 100 shown in the figure includes a frame 11, a body cover 12, a suspension assembly 13 and a running assembly 14. In order to clearly define the technical solution of the present application, the following are also defined: Figure 1 Front, back, left, right, top and bottom shown.

[0042] In the description of the present application, it should be understood that the term "length direction" refers to the front-to-rear direction of the vehicle parallel to the driver of the all-terrain vehicle 100 when the driver is in the driving state, the term "width direction" refers to the left-to-right direction of the vehicle parallel to the driver of the all-terrain vehicle 100 when the driver is in the driving state, and the term "height direction" refers to the up-and-down direction of the vehicle parallel to the driver of the all-terrain vehicle 100 when the driver is in the driving state.

[0043] like Figure 1 and Figure 2As shown, specifically, the all-terrain vehicle 100 also includes a power system 15 and a transmission system 16. The frame 11 is used to constitute the main frame of the all-terrain vehicle 100. The frame 11 is formed around a cockpit 101 for users to sit in. The frame 11 also includes a rear frame 114 arranged behind the cockpit 101. Other systems are directly or indirectly connected to the frame 11. The body cover 12 is arranged on the outside of the frame 11 to cover most of the frame 11. The suspension assembly 13 is connected to the frame 11, and the suspension assembly 13 is used to connect the travel assembly 14 to the frame 11. The power system 15 is at least partially connected to the frame 11 to provide driving force for the all-terrain vehicle 100. The transmission system 16 is in transmission connection with the power system 15, and the transmission system 16 receives the driving force output by the power system 15 and transmits the driving force to the travel assembly 14. The travel assembly 14 is at least partially disposed below the vehicle frame 11, and the travel assembly 14 directly or indirectly receives the driving force output by the transmission system 16 and drives the all-terrain vehicle 100 to travel. The travel assembly 14 includes a front wheel 141 disposed at the front of the all-terrain vehicle 100 and a rear wheel 142 disposed at the rear of the all-terrain vehicle 100. The all-terrain vehicle 100 in the embodiment of the present application can be various types of all-terrain vehicles 100 including SSV and UTV.

[0044] like Figure 3 As shown, as an implementation method, the all-terrain vehicle 100 also includes a seat assembly 23, which is at least partially arranged on the frame 11, and the seat assembly 23 is used for users to sit. The seat assembly 23 includes a seat body 231 and an adjustment device 232. The seat body 231 includes a seat bracket 2311 that constitutes the basic structure of the seat assembly 23, and the seat bracket 2311 is used to set leather goods such as a seat cushion, a lumbar pillow and a headrest. The two ends of the adjustment device 232 are respectively connected to the seat body 231 and the frame 11, and the adjustment device 232 is used to adjust the use height of the seat body 231. Through the above settings, the seat body 231 can meet the use requirements in different scenarios, thereby improving the user experience.

[0045] like Figure 3 and Figure 4As shown, further, the adjustment device 232 includes a seat fixing mechanism 2321, a rotating mechanism 2322, a limiting mechanism 2323 and a reset mechanism 2324. The seat fixing mechanism 2321 is connected to the frame 11, and the seat fixing mechanism 2321 is used to fix the adjustment device 232. One end of the rotating mechanism 2322 is rotatably connected to the seat fixing mechanism 2321, and the other end of the rotating mechanism 2322 is rotatably connected to the seat body 231. The above arrangement enables the seat body 231 to drive the rotating mechanism 2322 to rotate relative to the seat fixing mechanism 2321 during the movement of the seat body 231, so as to achieve the adjustment of the seat body 231 in the height direction of the all-terrain vehicle 100. The limiting mechanism 2323 is at least partially disposed on the seat fixing mechanism 2321 and is rotatably connected to the seat fixing mechanism 2321, so that the limiting mechanism 2323 can rotate relative to the seat fixing mechanism 2321. In addition, the limiting mechanism 2323 is also in contact with the rotating mechanism 2322. The limiting mechanism 2323 is used to limit the rotation of the rotating mechanism 2322. The reset mechanism 2324 is at least partially disposed between the rotating mechanism 2322 and the seat body 231, and the two ends of the reset mechanism 2324 are respectively in contact with the rotating mechanism 2322 and the seat body 231. The reset mechanism 2324 can cooperate with the limiting mechanism 2323 to limit the rotation of the rotating mechanism 2322, wherein the reset mechanism 2324 can be configured as an elastic member such as a torsion spring or a spring. It can be understood that during the rotation of the limiting mechanism 2323, the limiting mechanism 2323 can push the rotating mechanism 2322 to rotate, thereby releasing the restriction on the rotating mechanism 2322. At this time, the movable seat body 231 can drive the rotating mechanism 2322 to rotate, thereby adjusting the use height of the seat body 231. Through the above settings, the seat body 231 can meet the use requirements in different scenarios, thereby improving the user experience.

[0046] Specifically, the rotating mechanism 2322 includes a rotatable state and a locked rotating state. When the rotating mechanism 2322 is in the rotatable state, the rotating mechanism 2322 is disengaged from the limiting mechanism 2323. At this time, the rotating mechanism 2322 can be driven to rotate by moving the seat body 231, so that the seat body 231 can be adjusted between a first height H1 and a second height H2, wherein the first height H1 is greater than the second height H2. When the rotating mechanism 2322 is in the locked rotating state, the rotating mechanism 2322 is at least partially disposed in the limiting mechanism 2323, and the rotation of the rotating mechanism 2322 is limited by the cooperation between the limiting mechanism 2323 and the reset mechanism 2324. Through the above-mentioned arrangement, the seat body 231 can meet the use requirements in different scenarios, thereby improving the user experience.

[0047] Further, the seat fixing mechanism 2321 includes a fixed base plate 2321a and a seat fixing member 2321b, one side end surface 2413a of the fixed base plate 2321a is fixedly connected to the vehicle frame 11, and the other side end surface 2413a of the fixed base plate 2321a is fixedly connected to or integrally formed with the seat fixing member 2321b. The rotating mechanism 2322 includes a first rotating member 2322a, a second rotating member 2322b, a first rotating shaft 2322c and a second rotating shaft 2322d, one end of the first rotating member 2322a is rotatably connected to the seat fixing member 2321b through the first rotating shaft 2322c, the other end of the first rotating member 2322a is rotatably connected to the second rotating member 2322b through the second rotating shaft 2322d, and the end of the second rotating member 2322b away from the first rotating shaft 2322c is rotatably connected to the seat body 231. Through the above arrangement, when the seat body 231 moves, the seat body 231 can drive the second rotating member 2322b to rotate, and then the second rotating member 2322b can drive the first rotating member 2322a to rotate.

[0048] like Figure 5 and Figure 6 As shown, further, the first rotating member 2322a and the second rotating member 2322b include a first relative position and a second relative position. When the first rotating member 2322a and the second rotating member 2322b are in the first relative position, the seat body 231 is at a first height H1, and when the first rotating member 2322a and the second rotating member 2322b are in the second relative position, the seat body 231 is at a second height H2, wherein the first height H1 is greater than the second height H2.

[0049] like Figure 5 The figure shows that the first rotating member 2322a and the second rotating member 2322b are in the first relative position. Specifically, when the second rotating member 2322b rotates relative to the seat fixing member 2321b, the second rotating member 2322b can drive the first rotating member 2322a to rotate. If the first rotating shaft 2322c rotates to the bottom of the second rotating shaft 2322d, the first rotating member 2322a and the second rotating member 2322b are in the first relative position, and the seat body 231 is at the first height H1.

[0050] In order to clearly illustrate the adjustment method of the seat assembly 23 of the present application, the following is also provided: Figure 6The adjustment device 232 shown in the figure shows that the first rotating member 2322a and the second rotating member 2322b are in the second relative position. When the second rotating member 2322b rotates relative to the seat fixing member 2321b, if the first rotating shaft 2322c rotates to the upper side of the second rotating shaft 2322d, the first rotating member 2322a and the second rotating member 2322b are in the second relative position, and the seat body 231 is at the second height H2. Through the above arrangement, the height adjustment of the seat body 231 can be realized, so that the seat body 231 can meet the use requirements in different scenarios, and improve the user experience.

[0051] like Figure 4 As shown, further, the limiting mechanism 2323 includes an adjusting handle 2323a and a limiting rotating shaft 2323b, the adjusting handle 2323a is fixedly connected to the limiting rotating shaft 2323b, the limiting rotating shaft 2323b is rotatably connected to the seat fixing member 2321b, the limiting rotating shaft 2323b is in contact with the second rotating member 2322b, and the user can control the limiting mechanism 2323 to rotate by manipulating the adjusting handle 2323a. Through the above arrangement, when the adjusting handle 2323a rotates, the adjusting handle 2323a can drive the limiting rotating shaft 2323b to rotate, and then the limiting rotating shaft 2323b can push the second rotating member 2322b to leave the first relative position or the second relative position, so that the seat body 231 can drive the second rotating member 2322b to rotate, thereby realizing the height adjustment of the seat body 231.

[0052] Furthermore, the limiting rotating shaft 2323b includes a seat limiting portion 2323c, which is configured as a groove that is recessed in the axial direction of the limiting rotating shaft 2323b, and when the seat limiting portion 2323c abuts against the second rotating member 2322b, the seat limiting portion 2323c can limit the rotation of the second rotating member 2322b. The width of the groove extending in the width direction is greater than the width of the second rotating member 2322b extending in the width direction, so that the groove can accommodate the second rotating member 2322b. It can be understood that during the rotation of the limit shaft 2323b, if the seat limit part 2323c is separated from the second rotating member 2322b, the limit shaft 2323b will abut against the second rotating member 2322b and push the second rotating member 2322b backward, thereby releasing the restriction on the second rotating member 2322b, so that the second rotating member 2322b has a tendency to rotate relative to the first rotating member 2322a, thereby driving the second rotating member 2322b to rotate relative to the first rotating member 2322a. At this time, the use height of the seat body 231 can be changed by pulling up or pressing down the seat body 231.

[0053] like Figure 3As shown, as an implementation, the number of the adjusting devices 232 is set to at least two, and the adjusting devices 232 are respectively arranged on the left and right sides of the seat body 231. The adjusting device 232 arranged on the right side of the seat body 231 is defined as a first adjusting device 2324, and the adjusting device 232 arranged on the left side of the seat body 231 is defined as a second adjusting device 2325. The seat assembly 23 also includes a driving connecting rod 233, and the two ends of the driving connecting rod 233 are respectively connected to the limiting mechanism 2324a of the first adjusting device 2324 and the limiting mechanism 2325a of the second adjusting device 2325. The first adjusting device 2324 can drive the second adjusting device 2325 to rotate through the driving connecting rod 233. Specifically, when the limiting mechanism 2324a of the first adjusting device 2324 rotates, the limiting mechanism 2325a of the second adjusting device 2325 can be driven to rotate through the driving connecting rod 233, and then the rotating mechanism 2325b of the second adjusting device 2325 is driven to rotate, thereby realizing the height adjustment of the seat body 231. Through the above arrangement, the difficulty of adjusting the height of the seat body 231 can be reduced, thereby improving the user experience.

[0054] like Figure 7 and Figure 8 As shown, as an implementation, the all-terrain vehicle 100 also includes a braking system 24, which is used to limit the movement of the all-terrain vehicle 100. The braking system 24 includes a parking handle 241, which is fixedly arranged in the cockpit 101, and the parking handle 241 is used to prevent the all-terrain vehicle 100 from sliding when in a parking state. The parking handle 241 includes a handle housing 2411, a connecting rod 2412, a movable mechanism 2413 and a fixing mechanism 2414. The handle housing 2411 is sleeved on the movable mechanism 2413 to improve the comfort of the parking handle 241 during use. The movable mechanism 2413 is connected to the fixing mechanism 2414 through a handle fixing member 2415. The movable mechanism 2413 can rotate relative to the fixing mechanism 2414 with the axis of the handle fixing member 2415 as the rotation axis. The movable mechanism 2413 is sleeved on the connecting rod 2412, and the connecting rod 2412 is connected to the fixing mechanism 2414, so that when the movable mechanism 2413 rotates relative to the fixing mechanism 2414, the movable mechanism 2413 can drive the connecting rod 2412 to move, thereby changing the connection position between the connecting rod 2412 and the fixing mechanism 2414. In addition, the parking handle 241 also includes a handbrake cable 2416, which is at least partially arranged on the movable mechanism 2413. When the movable mechanism 2413 rotates relative to the fixing mechanism 2414, the movable mechanism 2413 can drive the handbrake cable 2416 to move, thereby realizing the parking function.

[0055] Specifically, the two sides of the movable mechanism 2413 include plate-shaped end surfaces 2413a, and the end surfaces 2413a on both sides can cooperate to form an inner cavity 2413b. The fixing mechanism 2414 is arranged in the inner cavity 2413b, and the fixing mechanism 2414 is limited by the end surfaces 2413a on both sides of the movable mechanism 2413. It can be understood that during the rotation of the movable mechanism 2413 relative to the fixing mechanism 2414, the above arrangement can prevent the fixing mechanism 2414 from moving in the width direction, thereby improving the stability of the parking handle 241 during use.

[0056] like Figure 7 and Figure 8As shown, further, the movable mechanism 2413 also includes a guide structure 2413c. The guide structure 2413c is arranged on a side end surface 2413a of the movable mechanism 2413, and the guide structure 2413c is at least partially arranged around the handle fixing member 2415, and the guide structure 2413c is fixedly connected to the end surface 2413a. The guide structure 2413c is used to set the handbrake cable 2416, and can guide the extension direction of the handbrake cable 2416, and the handbrake cable 2416 surrounds the outer edge of the guide structure 2413c. Specifically, the guide structure 2413c can be set as a component that is basically in an arc shape, and is distributed around the circumference of the handle fixing member 2415. According to the distance between the guide structure 2413c and the handle fixing member 2415, the two ends of the guide structure 2413c are defined as follows: the guide structure 2413c includes a first end 2413d close to the connecting rod 2412 and a second end 2413e away from the connecting rod 2412. In order to change the brake lever ratio during the use of the parking handle 241, thereby reducing the operating force required for the parking handle 241 during the lifting process, the distance between the first end 2413d and the axis of the handle fixing member 2415 is defined as a first distance L1, and the distance between the second end 2413e and the axis of the handle fixing member 2415 is defined as a second distance L2, wherein the first distance L1 is set to be greater than the second distance L2. When the parking handle 241 is in the lowered state, the maximum force application point of the handbrake cable 2416 on the guide structure 2413c is basically located at the first end 2413d of the guide structure 2413c. When the parking handle 241 is in the lifted state, the maximum force application point of the handbrake cable 2416 on the guide structure 2413c is basically located at the second end 2413e of the guide structure 2413c. It can be understood that, in the process of pulling the parking handle 241, the maximum force point of the handbrake cable 2416 on the guide structure 2413c is offset from the first end 2413d of the guide structure 2413c to the second end 2413e along the contour of the guide structure 2413c. Through the above arrangement, the distance between the maximum force point of the handbrake cable 2416 on the guide structure 2413c and the axis of the handle fixing member 2415 can be changed, thereby changing the brake lever ratio during the use of the parking handle 241, so that the parking handle 241 is more labor-saving during the pulling process.

[0057] More specifically, the movable mechanism 2413 includes a gripping area 2413f for the user to grip, the distance between the gripping area 2413f and the axis of the handle fixing member 2415 is defined as the third distance L3, the ratio between the first distance L1 and the third distance L3 is defined as the first lever ratio of the parking handle 241, and the ratio between the second distance L2 and the third distance L3 is defined as the second lever ratio of the parking handle 241. As an optional implementation, the first lever ratio is greater than or equal to 0.14 and less than or equal to 0.2; the second lever ratio is greater than or equal to 0.1 and less than or equal to 0.14. Further, the first lever ratio is greater than or equal to 0.15 and less than or equal to 0.18; the second lever ratio is greater than or equal to 0.1 and less than or equal to 0.13. More preferably, the first lever ratio is equal to 0.17; the second lever ratio is equal to 0.12. It can be understood that, when the third distance L3 remains unchanged, if the ratio of the first lever ratio is too large, the distance between the first end 2413d of the guide structure 2413c and the axis of the handle fixing member 2415 is too large, which affects the compactness of the parking handle 241 structure. If the ratio of the first lever ratio is too small, the lever ratio of the parking handle 241 does not change much, which leads to the parking handle 241 having an unobvious labor-saving effect during the lifting process. If the ratio of the second lever ratio is too large, the lever ratio of the parking handle 241 does not change much during the rotation process, which leads to the parking handle 241 having an unobvious labor-saving effect during the lifting process. If the ratio of the second lever ratio is too small, the distance between the second end 2413e of the guide structure 2413c and the handle fixing member 2415 is too close, which is not conducive to the structural arrangement on the movable mechanism 2413. Through the above arrangement, the compactness of the parking handle 241 structure can be ensured, so that the parking handle 241 can be more labor-saving during the lifting process.

[0058] It should be noted that, in the process of calculating the lever ratio of the parking handle 241, the position where the gripping area 2413f is closest to the fixing mechanism 2414 is used as the measuring point of the third distance L3.

[0059] In summary, the above arrangement can change the lever ratio during use of the parking handle 241, thereby reducing the operating force required when operating the parking handle 241, while ensuring that the overall structural arrangement of the parking handle 241 is more reasonable.

[0060] like Figure 7 and Figure 8As shown, further, the guide structure 2413c includes a wire limiting portion 2413g for limiting the handbrake wire 2416. The wire limiting portion 2413g cooperates with the end surface 2413a of the fixing mechanism 2414 to form a guide groove 2413h recessed toward the handle fixing member 2415 in the guide structure 2413c, and the handbrake wire 2416 is at least partially disposed in the guide groove 2413h. Through the above arrangement, the handbrake wire 2416 is prevented from being dislocated when the parking handle 241 is in use, thereby ensuring the normal use of the parking handle 241.

[0061] As an implementation method, the movable mechanism 2413 also includes a rotation limit portion 2413j, the number of which is set to be a plurality, and the plurality of rotation limit portions 2413j are distributed around the circumference of the handle fixing member 2415, wherein the rotation limit portion 2413j is set to be a through hole. In addition, a rotation matching portion 2414a that matches the rotation limit portion 2413j is provided on the fixing mechanism 2414. Specifically, when the movable mechanism 2413 is connected to the fixing mechanism 2414, the rotation matching portion 2414a can match with at least one rotation limit portion 2413j, so that the movable mechanism 2413 is fixed in an appropriate position, thereby changing the elevation angle of the parking handle 241 when it is in the lowered state, which is convenient for the user to operate, thereby improving the human-machine coordination of the parking handle 241. Since different users have different heights, in order to meet the coordination of human-machine interaction, through the above-mentioned settings, the fasteners can be inserted into different rotation limit parts 2413j, thereby changing the relative positions of the fixed mechanism 2414 and the movable mechanism 2413, so that the parking handle 241 can meet the use requirements of different users, and improve the applicability of the parking handle 241. In addition, when the movable mechanism 2413 rotates relative to the fixed mechanism 2414, the rotation matching part 2414a can limit the rotation angle of the movable mechanism 2413, thereby preventing the parking handle 241 from exceeding the safe rotation range, and improving the safety of the all-terrain vehicle 100 during use.

[0062] like Figure 7 and Figure 8 As shown, as an implementation method, a brake button 2412a is further provided at one end of the connecting rod 2412 away from the fixing mechanism 2414, and the brake button 2412a is penetrated through the movable mechanism 2413 and extends outward. By touching the brake button 2412a, the connecting rod 2412 can be separated from the fixing mechanism 2414, so that the movable mechanism 2413 can rotate relative to the fixing mechanism 2414.

[0063] Further, a first rotation limiting structure 2412b is provided at one end of the connecting rod 2412 away from the brake button 2412a, and a second rotation limiting structure 2414b is provided at one end of the fixing mechanism 2414 close to the connecting rod 2412. Specifically, the first rotation limiting structure 2412b can be set as a ratchet, and the second rotation limiting structure 2414b can be set as a ratchet engaged with the first rotation limiting structure 2412b. In addition, the first rotation limiting structure 2412b and the second rotation limiting structure 2414b can also be set as gear structures engaged with each other. It can be understood that the rotation of the movable mechanism 2413 relative to the fixing mechanism 2414 can be limited by the cooperation between the first rotation limiting structure 2412b and the second rotation limiting structure 2414b.

[0064] like Figure 7 As shown, as an implementation, the parking handle 241 also includes a detection component 2417. The all-terrain vehicle 100 also includes an instrument for displaying vehicle information, wherein the instrument is connected to the detection component 2417, and the detection component 2417 can be set as a pressure sensor or a position sensor. Specifically, the detection component 2417 is arranged on the fixing mechanism 2414 and is fixedly connected to the fixing mechanism 2414. In addition, the movable mechanism 2413 includes a detection matching portion 2413k for triggering the detection component 2417, and the detection matching portion 2413k can be set as a sheet metal part or a protrusion fixed on the end surface 2413a of one side of the movable mechanism 2413. It can be understood that the detection component 2417 can cooperate with the detection matching part 2413k. When the user operates the parking handle 241 to park the car, the detection component 2417 is separated from the detection matching part 2413k, and then the detection component 2417 can generate a parking signal and send the parking signal to the instrument. The instrument can perform corresponding display in response to the parking signal to remind the driver of the current state of the parking handle 241. Through the above settings, the user can judge whether the car is currently parked by observing the instrument, which improves the user's experience.

[0065] As an embodiment, the brake system 24 includes a brake pump 242. Fig. 9As shown, the brake pump 242 is provided with a brake chamber 2421 for storing brake oil, and a first oil outlet 2421a and a second oil outlet 2421b are provided on one brake chamber 2421. The two oil outlets provided on the brake chamber 2421 can provide more options for the connection position and connection angle of the brake oil pipe, can facilitate the layout of the brake oil pipe, and can increase the versatility of the brake pump 242. When the layout space of the brake pump 242 is limited, a suitable oil outlet can be selected to output the brake oil, and then the oil outlet that is not needed can be blocked. A vertical plane perpendicular to the axis of the brake chamber 2421 is defined, the projection of the axis 202 of the first oil outlet 2421a along the axis direction of the brake chamber 2421 on the vertical plane is defined as the first axis projection, the projection of the axis 203 of the second oil outlet 2421b along the axis direction of the brake chamber 2421 on the vertical plane is defined as the second axis projection, and the angle a1 between the first axis projection and the second axis projection is greater than or equal to 30° and less than or equal to 180°. When the angle between the first oil outlet 2421a and the second oil outlet 2421b is set within the above range, the arrangement of most brake oil pipes can be satisfied with the minimum number of oil outlets. Further, the angle a1 between the first axis projection and the second axis projection is greater than or equal to 35° and less than or equal to 165°. Further, the angle a1 between the first axis projection and the second axis projection is greater than or equal to 40° and less than or equal to 165°. The axis of the brake chamber 2421 is the brake chamber axis 204, the angle a2 between the first oil outlet axis 202 and the brake chamber axis 204 is greater than or equal to 85° and less than or equal to 95°, and the angle a3 between the second oil outlet axis 203 and the brake chamber axis 204 is greater than or equal to 85° and less than or equal to 95°. The first oil outlet 2421a and the second oil outlet 2421b are both arranged substantially perpendicular to the surface of the brake chamber 2421. In addition, the first oil outlet 2421a and the second oil outlet 2421b can also be connected to the brake oil pipe at the same time to match the brake oil pipe with multiple brake components. In this way, the space on the brake chamber 2421 can be fully utilized to arrange the oil outlets, so that the surface structure of the brake chamber 2421 is more compact, thereby improving the overall space utilization. In addition, two or more brake chambers 2421 can also be arranged on the brake pump 242 to further meet the specific settings of the braking system 24 on the all-terrain vehicle 100. Fig.10As shown, the brake chamber 2421 is also provided with an oil inlet 2421c for inputting brake oil, and the oil inlet 2421c is arranged on the upper side of the brake pump 242. Specifically, the oil inlet 2421c includes a connecting section 2421d connected to the brake chamber 2421 and an extension section 2421e connected to the connecting section 2421d, the axis of the connecting section 2421d is the connecting section axis 205, the axis of the extension section 2421e is the extension section axis 206, and the angle a4 between the connecting section axis 205 and the extension section axis 206 is greater than or equal to 0° and less than or equal to 90°. The above arrangement enables the oil inlet 2421c to adapt to the connection with the brake oil pipes in different directions, and prevents the brake oil pipes from being worn due to long-term bending. During actual installation, the direction of the oil inlet 2421c can be adjusted by rotating the oil inlet 2421c to adapt to the brake oil pipes in different directions, and then the best orientation of the assembly space is selected as the connection direction with the brake oil pipe, which improves the convenience of brake oil pipe layout and the space utilization of the brake pump 242. Further, the angle a4 between the connecting section axis 205 and the extending section axis 206 is greater than or equal to 20° and less than or equal to 70°. Further, the angle a4 between the connecting section axis 205 and the extending section axis 206 is greater than or equal to 30° and less than or equal to 60°.

[0066] As an embodiment, the brake system 24 includes a brake 243 connected to a brake pump 242 via a pipeline. Fig.11As shown, the brake 243 includes a brake cylinder 2431 and a brake pad 2432 disposed on one side of the brake cylinder 2431. A heat insulating device 2433 is also disposed between the brake cylinder 2431 and the brake pad 2432, and the heat insulating device 2433 is disposed close to the brake pad 2432. It is understandable that the general use conditions of the all-terrain vehicle 100 are relatively poor, and the working intensity of the brake system 24 is relatively high, resulting in a rapid temperature rise of the brake system 24 during braking. If the brake pad 2432 is rubbed at high temperature for a long time, it is easy to transfer heat to the inside of the brake cylinder 2431, causing the brake oil to be gasified, thereby affecting the braking performance of the entire vehicle. By arranging the heat insulating device 2433 at the brake pad 2432, that is, arranging the heat insulating device 2433 on the contact surface of the brake pad 2432 and the brake cylinder 2431, the heat generated by the friction of the brake pad 2432 can be effectively isolated, thereby reducing the high temperature conduction during braking, preventing the brake oil in the brake cylinder 2431 from being gasified at high temperature, and also improving the thermal stability of the brake system 24. The area of ​​the heat insulating device 2433 is substantially equal to the area of ​​the brake pad 2432. On the premise that the heat insulating device 2433 can isolate sufficient heat, it is prevented from rubbing against other structures, so that the surface structure of the brake system 24 is more compact, and the overall space utilization is improved. A silencer 2434 is also provided between the heat insulating device 2433 and the brake cylinder body 2431, and the silencer 2434 is provided close to the brake cylinder body 2431. The silencer 2434 includes a connecting portion, and the silencer 2434 is connected to the brake pad 2432 through the connecting portion, and the heat insulating device 2433 is provided between the silencer 2434 and the brake pad 2432. The silencer 2434 fixes the heat insulating device 2433 and the silencer 2434 to the brake pad 2432 through the connecting portion. The silencer 2434 can reduce the noise generated during braking and improve driving comfort. A cylinder vertical plane 207 perpendicular to the axis of the brake cylinder 2431 is defined, the projection of the heat insulation device 2433 along the axis of the brake cylinder 2431 on the cylinder vertical plane 207 is the heat insulation device projection, the projection of the silencer 2434 along the axis of the brake cylinder 2431 on the cylinder vertical plane 207 is the silencer projection, and the ratio of the area of ​​the heat insulation device projection to the area of ​​the silencer projection is greater than or equal to 0.7 and less than or equal to 1. The area of ​​the heat insulation device 2433 is less than or equal to the area of ​​the silencer 2434, which can increase the fixing stability of the silencer 2434 and the brake pad 2432, and also increase the fixing stability of the heat insulation device 2433 disposed between the silencer 2434 and the brake pad 2432. Further, the ratio of the area of ​​the silencer projection to the area of ​​the heat insulation device projection is greater than or equal to 0.8 and less than or equal to 0.9. Furthermore, the ratio of the projected area of ​​the silencer to the projected area of ​​the heat insulating device is greater than or equal to 0.85 and less than or equal to 0.95. The heat insulating device 2433 can be a heat insulating pad, and the silencer 2434 can be a sound-absorbing pad.

[0067] As an embodiment, the all-terrain vehicle 100 further includes a fuel system 25, which is disposed in the frame 11. The fuel system 25 is at least partially connected to the power system 15 and provides fuel to the power system 15. Fig.12 As shown, the fuel system 25 includes a fuel tank 251, and the fuel tank 251 extends substantially in the width direction of the all-terrain vehicle. The fuel tank 251 includes a saddle portion 2511, and the drive shaft 161 in the transmission system 16 passes through the saddle portion 2511. Specifically, at least a portion of the drive shaft 161 overlaps with the fuel tank 251 in the width direction of the all-terrain vehicle, and at least a portion of the drive shaft 161 also overlaps with the fuel tank 251 in the height direction of the all-terrain vehicle. The above arrangement of the fuel tank 251 can, on the one hand, avoid the transmission system 16 that is also located at the bottom of the all-terrain vehicle 100, and on the other hand, can also balance the weight of the all-terrain vehicle 100 in the width direction of the all-terrain vehicle. In this embodiment, the saddle-shaped recessed design at the bottom of the fuel tank 251 can effectively avoid the drive shaft 161, thereby making full use of the bottom space of the all-terrain vehicle 100 to arrange the fuel tank 251, making the bottom structure of the seat of the all-terrain vehicle 100 more compact, and improving the overall space utilization. Fig.13 As shown, the fuel tank 251 includes a first chamber 2512 disposed on one side of the saddle 2511 and a second chamber 2513 disposed on the other side of the saddle 2511, and the fuel system 25 includes a first oil pump 2514 that provides fuel to the power system 15 and a second oil pump 2515 that transfers the fuel in the second chamber 2513 to the first chamber 2512. The first oil pump 2514 can pump oil from the first chamber 2512, and the second oil pump 2515 can pump oil from the second chamber 2513 to the first chamber 2512, thereby ensuring that the oil in the first chamber 2512 and the second chamber 2513 can be basically balanced, thereby improving the uniformity of the overall weight distribution of the all-terrain vehicle 100. Specifically, the first oil pump 2514 is disposed in the first chamber 2512, and the second oil pump 2515 is disposed in the second chamber 2513. The first oil pump 2514 and the second oil pump 2515 can also be disposed in the first chamber 2512. Through the above arrangement, the oil in the first chamber 2512 and the second chamber 2513 can be basically balanced, effectively preventing the oil volume on both sides of the fuel tank 251 from being too different, resulting in left and right imbalance of the fuel tank 251, thereby improving the overall stability and safety of the all-terrain vehicle 100.

[0068] As an embodiment, the fuel system 25 further includes: Fig.12The wave-breaking plate 252 shown is arranged in the fuel tank 251. The wave-breaking plate 252 includes a support portion 2521 extending along the width direction of the all-terrain vehicle and a partition portion 2522 extending along the height direction of the all-terrain vehicle, and the partition portion 2522 is connected to the support portion 2521. When the all-terrain vehicle 100 is running, the fuel in the fuel tank 251 will shake accordingly. In particular, when the all-terrain vehicle 100 is violently bumped, the fuel in the fuel tank 251 will shake greatly and generate a large impact noise. By arranging the wave-breaking plate 252 in the fuel tank 251, the shaking of the fuel in the fuel tank 251 can be effectively slowed down, and the fuel liquid level can be basically kept flat. The more the number of partition portions 2522 within a reasonable range, the less space the fuel can shake, and the better noise reduction effect is achieved. A through hole is provided on the support portion 2521, and a through hole is provided on the partition portion 2522. The through hole enables the fuel to flow in the fuel tank 251, ensuring the balance of the fuel liquid level at various locations in the fuel tank 251. At the same time, the provision of the through hole can also reduce the impact effect of the fuel on the support portion 2521, preventing the wave-breaking plate 252 from being damaged. The extension plane of the support portion 2521 is defined as the support portion extension surface 208, and the extension plane of the partition portion 2522 is defined as the partition portion extension surface 209. The angle a5 between the support portion extension surface 208 and the partition portion extension surface 209 is greater than or equal to 65° and less than or equal to 90°. By setting the above angles, the frontal impact of the fuel on the partition portion 2522 can be effectively avoided, thereby reducing the shaking range of the partition portion 2522 to a certain extent. Furthermore, the angle a5 between the support portion extension surface 208 and the partition portion extension surface 209 is greater than or equal to 73.1° and less than or equal to 82.5°. Furthermore, the angle a5 between the support portion extension surface 208 and the partition portion extension surface 209 is greater than or equal to 77.2° and less than or equal to 78.8°. A reference plane perpendicular to the height direction of the all-terrain vehicle is defined, the projection of the fuel tank 251 on the reference plane along the height direction of the all-terrain vehicle is the fuel tank projection, the projection of the wave-breaking board 252 on the reference plane along the height direction of the all-terrain vehicle is the wave-breaking board projection, and the ratio of the dimension L4 of the wave-breaking board projection along the width direction of the all-terrain vehicle to the dimension L5 of the fuel tank projection along the width direction of the all-terrain vehicle is greater than or equal to 0.7 and less than or equal to 1. The dimension of the wave-breaking board 252 is set within the above range so that it can be stably set in the fuel tank 251, avoiding the situation that the wave-breaking board 252 falls off from the fuel tank 251, and the wave-breaking board 252 can also enhance the overall strength of the fuel tank 251. Furthermore, the ratio of the dimension L4 of the wave-breaking board projection along the width direction of the all-terrain vehicle to the dimension L5 of the fuel tank projection along the width direction of the all-terrain vehicle is greater than or equal to 0.8 and less than or equal to 1. Furthermore, a ratio of a dimension L4 of the wave-breaking board projected along the width direction of the all-terrain vehicle to a dimension L5 of the fuel tank projected along the width direction of the all-terrain vehicle is greater than or equal to 0.85 and less than or equal to 0.95.At the same time, the wave-breaking plate 252 has a better wave-proof and noise-reducing effect on the fuel tank 251 with a length greater than 1.5 m. In addition, the support portion 2521 and the partition portion 2522 can be integrally formed. The setting of the support portion 2521 and the partition portion 2522 being integrally formed can strengthen the strength of the partition portion 2522, prevent it from falling off due to the impact of the fuel, and can also reduce the assembly process and manufacturing costs. The support portion 2521 and the partition portion 2522 can also be manufactured separately and then connected together. The partition portion 2522 and the support portion 2521 are manufactured separately, and the partition portion 2522 of different materials can be selected to be connected to the support portion 2521. By adjusting the materials of the support portion 2521 and the partition portion 2522, the overall weight of the wave-breaking plate 252 can be further limited to ensure the lightweight setting of the all-terrain vehicle 100. For an irregularly shaped fuel tank 251, a wave-breaking plate 252 of different shapes can be matched accordingly. Specifically, the fuel tanks 251 of different shapes can be adapted by reducing the number of the baffle parts 2522 on the wave-breaking plate 252 or using baffle parts 2522 of different shapes.

[0069] As an implementation method, Fig.12 As shown, the fuel tank 251 includes a refueling pipe 2516 for refueling. One end of the refueling pipe 2516 extends into the fuel tank 251, and the other end of the refueling pipe 2516 is exposed outside the fuel tank 251. The refueling pipe 2516 can increase the convenience of operation when refueling. The refueling pipe 2516 has a certain guiding function, which can control the insertion direction of the refueling gun and the injection direction of the oil during refueling, thereby protecting the first oil pump 2514 and other components in the fuel tank 251, and preventing the first oil pump 2514 from being damaged due to collision. Specifically, as shown in FIG. Fig.14As shown, the refueling pipe 2516 includes a refueling pipe body 2516a and a partition 2516b connected to one end of the refueling pipe body 2516a. On the one hand, the partition 2516b can prevent external equipment from extending into the fuel tank 251 to steal fuel. On the other hand, the partition 2516b with filter holes can filter impurities in the fuel. The partition 2516b can directly block impurity particles in the refueling pipe 2516, prevent impurities from entering the fuel tank 251, and avoid impurities in the fuel from clogging the oil path. The ratio of the length L6 of the partition 2516b in the axial direction of the refueling pipe 2516 to the length L7 of the refueling pipe 2516 in the axial direction of the refueling pipe 2516 is greater than or equal to 0.1 and less than or equal to 0.5. Further, the ratio of the length L6 of the partition 2516b in the axial direction of the refueling pipe 2516 to the length L7 of the refueling pipe 2516 in the axial direction of the refueling pipe 2516 is greater than or equal to 0.15 and less than or equal to 0.45. Furthermore, the ratio of the length L6 of the partition 2516b in the axial direction of the refueling pipe 2516 to the length L7 of the refueling pipe 2516 in the axial direction of the refueling pipe 2516 is greater than or equal to 0.2 and less than or equal to 0.4. The aperture of the filter hole is greater than or equal to 2.5 mm and less than or equal to 5 mm. The aperture of the filter hole is set within the above range to ensure that most impurities can be blocked outside the fuel tank. Further, the aperture of the filter hole is greater than or equal to 3 mm and less than or equal to 4.5 mm. Further, the aperture of the filter hole is greater than or equal to 3.5 mm and less than or equal to 4 mm. In addition, the partition 2516b and the refueling pipe body 2516a can be integrally formed. The integrally formed setting can strengthen the strength of the partition 2516b to prevent it from falling due to the impact of fuel, and can also reduce the manufacturing and assembly process and reduce the manufacturing cost. The partition 2516b and the fuel pipe body 2516a can also be manufactured separately and then assembled together. When the filter hole is blocked by impurities, the partition 2516b can be directly removed for cleaning or replacement, thereby reducing maintenance costs. At the same time, the partition 2516b and the fuel pipe body 2516a can be manufactured separately, and different partitions 2516b can be selected to adapt to different vehicle models, thereby increasing the versatility of the partition 2516b and reducing production costs.

[0070] As an implementation method, Fig.15As shown, the fuel tank 251 further includes a fuel tank cap 2517 and a sensor device 2518 for identifying whether the fuel tank cap 2517 is connected to the refueling pipe 2516. The sensor device 2518 is arranged on the inner wall of the refueling pipe 2516. The refueling port of the all-terrain vehicle 100 is generally exposed. If the fuel tank cap 2517 is forgotten to be screwed on after refueling, fuel may flow out or foreign impurities may enter the fuel tank 251 during the driving of the all-terrain vehicle 100. The sensor device 2518 is configured to obtain whether the fuel tank cap 2517 is in a closed state, and timely feedback to the driver to remind the driver to screw on the fuel tank cap 2517 in time after refueling. When the sensor device 2518 obtains that the fuel tank cap 2517 is in a closed state, the sensor device 2518 does not output a signal. When the sensor device 2518 obtains that the fuel tank cap 2517 is in an unclosed state, the sensor device 2518 outputs a signal. The sensing device 2518 includes a sensor 2518a and a sound generator 2518b connected to the sensor 2518a. The sound generator 2518b can receive the signal transmitted by the sensor 2518a and make a sound, so that the outside world can be aware in a more timely manner that the fuel tank cover 2517 is not closed, effectively avoiding the loss of the fuel tank cover 2517 and the like.

[0071] As another embodiment, Fig.16As shown, the ATV 100 further includes a control system 26, and a sensor device 2518 can also be electrically connected to the control system 26. The sensor device 2518 includes a sensor 2518a, and the sensor 2518a can be a photosensitive sensor. The sensor device 2518 can output a signal to the control system 26, and the control system 26 outputs the signal to the instrument and displays the corresponding status on the instrument. The driver can judge the closing status of the fuel tank cap 2517 according to the display of the instrument. While outputting the signal to the instrument, the control system 26 can also use the horn or other sound-generating device of the ATV 100 to issue an alarm to remind the driver to close the fuel tank cap 2517. In addition, the control system 26 can also output a signal to a mobile terminal, and the driver can observe the closing status of the fuel tank cap 2517 at any time, thereby preventing the fuel tank cap 2517 from being lost. The sensor device 2518 can be set to issue an alarm only when the ATV 100 is started, so as to prevent the fuel from spilling while the vehicle is moving. The sensor device 2518 can also be configured to sound an alarm when the all-terrain vehicle 100 is started or not started, so as to remind the driver to close the fuel tank cap 2517 in time, so as to ensure that the fuel tank cap 2517 can be closed to the fuel filling pipe 2516 under any circumstances, so as to avoid the fuel tank cap 2517 from being lost or contaminating the fuel in the fuel tank 251. In addition, the sensor device 2518 is arranged close to the fuel tank cap 2517, so that the sensor device 2518 can sense more subtle changes, thereby improving the sensitivity of the sensor device 2518. The fuel filling pipe 2516 also includes an elastic sealing device arranged at one end of the fuel filling pipe body 2516a and capable of sealing the fuel filling pipe body 2516a. The elastic sealing device is used to replace the traditional fuel tank cap to seal the fuel filling pipe 2516. Specifically, the extension plane of the elastic sealing device is defined as the sealing plane, and the sealing plane is arranged perpendicular to the axis of the fuel filling pipe body 2516a. The elastic sealing device can be opened and closed along the radial direction of the fuel filling pipe 2516 under a certain external force. Under normal circumstances, the elastic sealing device is closed to block the inside of the fuel tank from the outside of the fuel tank 251. When refueling, the elastic sealing device can be pushed open by a refueling gun or other device, so that the refueling gun or other device can pass through the elastic sealing device to deliver fuel to the fuel tank 251, thereby solving the problem that the traditional fuel tank cap 2517 is easily lost and causes waste of resources. In addition, the elastic sealing device and the refueling pipe body 2516a are manufactured separately and then assembled together. When one of the two parts is damaged, only this part can be replaced or repaired, thereby increasing the life of the elastic sealing device and the refueling pipe body 2516a and reducing the cost of production.

[0072] like Fig.17As shown, the frame 11 includes a cockpit 101 formed around which a user sits, and a fuel tank 251 is arranged in front of the cockpit 101. Specifically, the fuel tank 251 can be arranged in front of the co-pilot seat of the all-terrain vehicle. A longitudinal plane perpendicular to the width direction of the all-terrain vehicle is defined, and the projection of the cockpit 101 on the longitudinal plane along the width direction of the all-terrain vehicle is the cockpit projection. The projection of the fuel tank 251 on the longitudinal plane along the width direction of the all-terrain vehicle is the fuel tank projection, and the fuel tank projection is located in front of the cockpit projection. The above-mentioned arrangement of the fuel tank 251 changes the position structure of the traditional fuel tank 251. The fuel tank 251 is arranged in front of the cockpit to expand the storage space of the all-terrain vehicle 100. The cockpit 101 includes a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014 and an oblique beam 1015. The first upper beam 1011, the second upper beam 1012, the first lower beam 1013 and the second lower beam 1014 extend substantially along the width direction of the all-terrain vehicle. The first upper beam 1011 is connected to the first lower beam 1013 through the oblique beams 1015 provided on the left and right sides, and the second upper beam 1012 is connected to the second lower beam 1014 through the oblique beams 1015 provided on the left and right sides. The first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014 and the oblique beam 1015 form a storage space, and the fuel tank 251 is provided in the storage space. The fuel tank 251 is surrounded by the first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014 and the oblique beam 1015. When the all-terrain vehicle 100 is hit by an external force, the first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014 and the oblique beam 1015 can provide protection for the fuel tank 251, avoid damage to the fuel tank 251, and improve the safety and service life of the fuel tank 251. The power system 15 of the all-terrain vehicle 100 of this embodiment is arranged at the rear of the frame 11. The power system 15 is easy to heat up due to long-term operation. The fuel tank 251 is arranged away from the engine 151, which can avoid the fuel tank 251 and the fuel in the fuel tank 251 from being heated, thereby improving the safety of the fuel tank 251. Specifically, at least four oblique beams 1015 are provided. The dimension of the fuel tank 251 in the width direction of the all-terrain vehicle is defined as the fuel tank width L8, and the dimension of the cockpit 101 in the width direction of the all-terrain vehicle is defined as the cockpit width L9, and the ratio between the fuel tank width L8 and the cockpit width L9 is greater than or equal to 0.5 and less than or equal to 0.8. By adjusting the ratio between the fuel tank width and the cockpit width, the overall weight of the fuel tank 251 can be further limited to ensure the lightweight setting of the all-terrain vehicle 100. Furthermore, the ratio between the fuel tank width L8 and the cockpit width L9 is greater than or equal to 0.6 and less than or equal to 0.75. Furthermore, the ratio between the fuel tank width L8 and the cockpit width L9 is greater than or equal to 0.5 and less than or equal to 0.7. The all-terrain vehicle includes Figure 1 The steering assembly 18 shown in the figure includes a steering transmission assembly (not shown) arranged on the side of the main driver's seat in the cockpit 101, and the projection of the steering transmission assembly on the longitudinal plane along the width direction of the all-terrain vehicle is defined as the steering transmission projection, and at least part of the steering transmission projection coincides with the fuel tank projection. A symmetry plane perpendicular to the width direction of the all-terrain vehicle and substantially bisecting the cockpit 101 is defined, and the part of the fuel tank 251 located on one side of the symmetry plane is defined as the first fuel tank part, and the part of the fuel tank 251 located on the other side of the symmetry plane is defined as the second fuel tank part, the projection of the first fuel tank part on the reference plane along the height direction of the all-terrain vehicle is the first fuel tank projection, and the projection of the second fuel tank part on the reference plane along the height direction of the all-terrain vehicle is the second fuel tank projection, and the ratio of the size of the first fuel tank projection in the width direction of the all-terrain vehicle to the size of the second fuel tank projection in the width direction of the all-terrain vehicle is greater than or equal to 0.1 and less than or equal to 0.4. The steering transmission assembly and the fuel tank 251 are arranged substantially along the width direction of the all-terrain vehicle. The arrangement of the fuel tank 251 can ensure that the fuel tank 251 is offset in the cockpit 101. The offset of the fuel tank 251 toward the co-pilot position can leave installation space for components such as the steering transmission assembly. Specifically, the fuel tank 251 is arranged at one end away from the driver's seat. Further, the ratio of the size of the first projection of the fuel tank in the width direction of the all-terrain vehicle to the size of the second projection of the fuel tank in the width direction of the all-terrain vehicle is greater than or equal to 0.15 and equal to 0.35. Further, the ratio of the size of the first projection of the fuel tank in the width direction of the all-terrain vehicle to the size of the second projection of the fuel tank in the width direction of the all-terrain vehicle is greater than or equal to 0.2 and equal to 0.3. In addition, the fuel system 25 also includes a refueling pipe 2516 connected to the fuel tank 251. The refueling pipe 2516 is arranged in front of the fuel tank 251 in the length direction of the all-terrain vehicle, which makes it easier to observe the state of the fuel tank cap 2517 and also makes it easier to add fuel to the fuel tank 251.

[0073] As an implementation method, Fig.18As shown, the fuel tank 251 includes a fuel tank body and a connector 2519 disposed on the fuel tank body. The connector 2519 includes an oil pipe connector for connecting to the oil pump and an electrical connector connected to the oil pump. A protective member 1016 for protecting the connector 2519 is disposed on the frame 11, and the protective member 1016 is disposed above the connector 2519. It can be understood that the connector 2519 is disposed on the outer surface of the fuel tank 251, and the exposed connector 2519 in the all-terrain vehicle 100 is at risk of being damaged and falling off due to force impact. In this embodiment, the protective member 1016 is disposed close to the connector 2519, and the protective member 1016 can cover at least part of the connector 2519. Through the above arrangement, the connector 2519 can be prevented from being directly bumped or impacted, thereby protecting the connector 2519 and improving the service life of the connector 2519. In the height direction of the all-terrain vehicle, the distance L10 between the protective member 1016 and the plug-in connector 2519 is greater than or equal to 0 cm and less than or equal to 5 cm. Through the above arrangement, the protective member 1016 can cover the plug-in connector 2519 as comprehensively as possible while ensuring its own stability, reducing the exposed area of ​​the plug-in connector 2519, thereby reducing the possibility of the plug-in connector 2519 being damaged by impact or contamination. Further, the distance L10 between the protective member 1016 and the plug-in connector 2519 is greater than or equal to 0 and less than or equal to 4.5 cm. Furthermore, the distance L10 between the protective member 1016 and the plug-in connector 2519 is greater than or equal to 0 and less than or equal to 4 cm. In addition, the protective member 1016 is detachably fixed to the cockpit 101, and the operator can adjust the position of the protective member 1016 relative to the plug-in connector 2519 as needed, or can directly remove the protective member 1016 to obtain a larger operating space, thereby improving the overall work efficiency.

[0074] As an implementation method, Fig.17 and Fig.19As shown, the fuel system 25 includes a fuel tank bracket 253 for fixing the fuel tank 251, and the fuel tank bracket 253 is connected to the front of the cockpit 101. The fuel tank bracket 253 cooperates with the structure on the surface of the fuel tank 251 to stably install the fuel tank 251 on the cockpit 101. The fuel line bracket 253 includes a bracket body 2531 connected to the cockpit 101 and a limit structure 2532 connected to the bracket body 2531 and abutting against the fuel tank 251. It can be understood that since the fuel tank bracket 253 and the fuel tank 251 are not rigidly connected, when the fuel tank 251 follows the sudden brake of the all-terrain vehicle 100, the fuel tank 251 itself will have a certain amount of shaking relative to the fuel tank bracket 253, that is, friction is generated between the two, which will cause the fuel tank 251 and the fuel tank bracket 253 to wear for a long time, affecting the overall safety of the all-terrain vehicle 100. The limiting structure 2532 can increase the contact area and point position between the fuel tank 251 and the fuel tank bracket 253, so that the fuel tank bracket 253 can further support the fuel tank 251, avoid relative movement between the fuel tank 251 and the fuel tank bracket 253, and improve the overall service life of the fuel tank 251 and the fuel tank bracket 253. In addition, the limiting structure 2532 can be detachably connected to the fuel tank bracket 253, and the limiting structure 2532 can be selected according to different fuel tanks 251 to improve adaptability. Specifically, the limiting structure 2532 can be a sheet metal bracket. Fig. 20 As shown, the fuel tank bracket 253 further includes a buffer 2533, which is disposed on the surface of the limiting structure 2532. The buffer 2533 can use its own elasticity to press the limiting structure 2532, the buffer 2533 and the fuel tank 251 against each other and prevent the three from moving relative to each other, thereby ensuring that the fuel tank 251 will not move on the fuel tank bracket 253, further strengthening the limiting effect on the fuel tank 251. Specifically, the buffer 2533 can be a rubber pad.

[0075] 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 connected to the travel assembly; A power system, the power system is connected to the travel assembly through the transmission system; a seat assembly, the seat assembly being at least partially disposed on the vehicle frame; Characterized in that the seat assembly comprises a seat body and an adjusting device for adjusting the height of the seat body, the adjusting device comprises a seat fixing mechanism, a rotating mechanism, a limiting mechanism and a resetting mechanism, the limiting mechanism is rotatably arranged on the seat fixing mechanism, the limiting mechanism at least partially abuts against the rotating mechanism, the limiting mechanism is used to limit the rotation of the rotating mechanism, and the resetting mechanism is at least partially arranged on the seat body between the rotating mechanism and the seat body; The rotating mechanism includes a rotatable state and a locked rotating state. When the rotating mechanism is at least partially arranged in the limiting mechanism, the rotating mechanism is in the locked rotating state; when the rotating mechanism is disengaged from the limiting mechanism, the rotating mechanism is in the rotatable state; when the rotating mechanism is in the rotatable state, the seat body can be adjusted between a first height and a second height, wherein the first height is greater than the second height.

2. The all-terrain vehicle according to claim 1, characterized in that: The rotating mechanism includes a first rotating member and a second rotating member, both ends of the first rotating member are rotatably connected to the seat fixing mechanism and the second rotating member respectively, the second rotating member is rotatably connected to the seat body, the first rotating member and the second rotating member include a first relative position and a second relative position, when the first rotating member and the second rotating member are in the first relative position, the seat is at a first height, and when the first rotating member and the second rotating member are in the second relative position, the seat is at a second height.

3. The all-terrain vehicle according to claim 2, characterized in that: The rotating mechanism further includes a first rotating shaft and a second rotating shaft. One end of the first rotating member is rotatably connected to the seat fixing mechanism via the first rotating shaft, and the other end of the first rotating member is rotatably connected to the second rotating member via the second rotating shaft.

4. The all-terrain vehicle according to claim 3, characterized in that: When the first rotating member and the second rotating member are in the first relative position, the first rotating shaft is below the second rotating shaft. When the first rotating member and the second rotating member are in the second relative position, the first rotating shaft is above the second rotating shaft.

5. The all-terrain vehicle according to claim 1, characterized in that: The limiting mechanism includes a limiting rotating shaft and an adjusting handle for driving the limiting rotating shaft to rotate, the adjusting handle is fixedly connected to the limiting rotating shaft, the limiting rotating shaft is rotatably connected to the seat fixing mechanism, and the limiting rotating shaft is also in contact with the second rotating member.

6. The all-terrain vehicle according to claim 5, characterized in that: The limiting rotating shaft is also provided with a seat limiting portion for limiting the rotation of the second rotating member, and the seat limiting portion is a groove that can accommodate the second rotating member.

7. The all-terrain vehicle according to claim 6, characterized in that: When the second rotating member is separated from the seat limiting portion, the limiting rotating shaft at least partially abuts against the second rotating member and drives the second rotating member to rotate relative to the first rotating member.

8. The all-terrain vehicle according to claim 1, characterized in that: The seat fixing mechanism comprises a fixed bottom plate and a seat fixing member for connecting the vehicle frame. The seat fixing member is fixedly connected to the fixed bottom plate, and the seat fixing member is also rotatably connected to the first rotating member.

9. The all-terrain vehicle according to claim 1, characterized in that: The number of the adjusting devices is set to at least two, and the adjusting devices are respectively arranged on the left and right sides of the seat body.

10. The all-terrain vehicle according to claim 1, characterized in that: The adjusting devices distributed on the left and right sides of the seat body are connected via a driving connecting rod, and the driving connecting rod is connected to the limiting mechanism of the adjusting device.

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