All-terrain vehicle

Abstract

The application provides an all-terrain vehicle, which comprises a seat assembly, the seat assembly comprising a seat body and an adjusting device for adjusting the height of the seat body, the adjusting device comprising a seat fixing mechanism, a rotating mechanism, a limiting mechanism and a reset mechanism, the limiting mechanism being rotatably arranged on the seat fixing mechanism, the limiting mechanism at least partially abutting against the rotating mechanism, the limiting mechanism being used for limiting the rotation of the rotating mechanism, when the rotating mechanism is at least partially 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, 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. The application adjusts the height of the seat body by arranging the adjusting device on the seat assembly, so that the seat body can meet the use requirements in different scenes, and the use experience of the user is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle technology, in particular to an all-terrain vehicle. BACKGROUND

[0002] The all-terrain vehicle is generally used in complex terrains such as beaches, fields, and mountains, resulting in poor comfort of the vehicle. In particular, in order to improve the passability of the vehicle or control the cost of the vehicle, the all-terrain vehicle generally does not have or has fewer comfort accessories.

[0003] Compared with the electrically adjustable seat in a passenger car, it is difficult to arrange an automatically adjustable seat on the all-terrain vehicle due to the use environment and cost. However, the existing seat adjustment mode cannot adapt the seat to the application scenario of the vehicle. If the vehicle bounces greatly, the conventional seat adjustment method may cause the seat to fall off from the fixed position during the driving of the vehicle, which greatly affects the driving safety.

[0004] In addition, although the existing all-terrain vehicle seat can realize the adjustment of the front and rear of the seat, different users have different driving habits, and the seat adjusted only by the front and rear cannot meet the use requirements of various users. SUMMARY

[0005] In order to solve the problems in the prior art, the purpose of the present application is to provide an all-terrain vehicle which can meet the different driving height requirements of users and improve the comfort of users.

[0006] To achieve the above purpose, the technical scheme adopted by the present application is as follows:

[0007] The present application provides an all-terrain vehicle, which comprises a vehicle frame, a suspension assembly, a walking assembly, a transmission system, a power system, and a seat assembly. The suspension assembly is connected with the vehicle frame, the walking assembly is connected with the vehicle frame through the suspension assembly, the transmission system is connected with the walking assembly, the power system is drivingly connected with the walking assembly through the transmission system, and the seat assembly is at least partially arranged on the vehicle frame. 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 reset mechanism. The limiting mechanism is rotatably arranged on the seat fixing mechanism and at least partially abuts against the rotating mechanism. The limiting mechanism is used for limiting the rotation of the rotating mechanism. The reset mechanism is at least partially arranged between the rotating mechanism and the seat body. The rotating mechanism comprises 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 separated 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.

[0008] Further, the rotating mechanism comprises a first rotating member and a second rotating member, two ends of the first rotating member are respectively rotatably connected with the seat fixing mechanism and the second rotating member, the second rotating member is rotatably connected with the seat body, the first rotating member and the second rotating member comprise 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 in the first height, when the first rotating member and the second rotating member are in the second relative position, the seat is in the second height.

[0009] Further, the rotating mechanism further comprises a first rotating shaft and a second rotating shaft, one end of the first rotating member is rotatably connected with the seat fixing mechanism through the first rotating shaft, the other end of the first rotating member is rotatably connected with the second rotating member through the second rotating shaft.

[0010] Further, 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.

[0011] Further, the limiting mechanism comprises a limiting rotating shaft and an adjusting handle for driving the limiting rotating shaft to rotate, the adjusting handle is fixedly connected with the limiting rotating shaft, the limiting rotating shaft is rotatably connected with the seat fixing mechanism, and the limiting rotating shaft further abuts against the second rotating member.

[0012] Further, the limiting rotating shaft is further provided with a seat limiting portion for limiting rotation of the second rotating member, and the seat limiting portion is a groove capable of accommodating the second rotating member.

[0013] Further, 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] Further, the seat fixing mechanism comprises a fixed bottom plate for connecting the vehicle frame and a seat fixing member, the seat fixing member is fixedly connected with the fixed bottom plate, and the seat fixing member is further rotatably connected with the first rotating member.

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

[0016] Further, the adjusting devices arranged on the left and right sides of the seat body are connected through a driving connecting rod, and the driving connecting rod is connected with the limiting mechanism of the adjusting device.

[0017] The adjusting device for 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 improve the use experience of the user. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1Fig. 1 is a structural schematic diagram of an all-terrain vehicle of the present application.

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

[0020] Figure 3 Fig. 3 is a schematic diagram of a seat of the all-terrain vehicle of the present application.

[0021] Figure 4 Fig. 4 is an exploded view of an adjusting device of the all-terrain vehicle of the present application.

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

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

[0024] Figure 7 Fig. 7 is an exploded view of a parking handle of the all-terrain vehicle of the present application.

[0025] Figure 8 Fig. 8 is a schematic diagram of the parking handle of the all-terrain vehicle of the present application.

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

[0027] Figure 10 Fig. 10 is a schematic diagram of another brake pump of the all-terrain vehicle of the present application.

[0028] Figure 11 Fig. 11 is an exploded schematic diagram of a brake of the all-terrain vehicle of the present application.

[0029] Figure 12 Fig. 12 is a structural schematic diagram of an oil tank of the all-terrain vehicle of the present application.

[0030] Figure 13 Fig. 13 is a structural sectional schematic diagram of the oil tank of the all-terrain vehicle of the present application.

[0031] Figure 14 Fig. 14 is a structural schematic diagram of an oil pipe of the oil tank of the all-terrain vehicle of the present application.

[0032] Figure 15 Fig. 15 is a structural schematic diagram of a connection between the oil pipe and a sensing device of the all-terrain vehicle of the present application.

[0033] Figure 16 Fig. 16 is a structural schematic diagram of a connection between the oil pipe, the sensing device and a control system of the all-terrain vehicle of the present application.

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

[0035] Figure 18 Fig. 1 is a perspective view of a full terrain vehicle according to the present application. Figure 17 Fig. 2 is an enlarged view of the area A in Fig. 1.

[0036] Figure 19 Fig. 3 is a schematic view of the fuel tank and the fuel tank support of the full terrain vehicle according to the present application.

[0037] Figure 20 Fig. 4 is a schematic view of the fuel tank support of the full terrain vehicle according to the present application. DETAILED DESCRIPTION

[0038] In order to make the personnel in the art better understand the present application scheme, the technical scheme in the specific embodiment of the present application will be described clearly and completely below in combination with the drawings in the embodiment of the present application.

[0039] It should be noted that when an element is referred to as being "disposed on" another element, it can be directly on the other element or there can be an intervening element. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or there can be an intervening element. The terms "vertical", "horizontal", "left", "right", and similar expressions used herein are for illustrative purposes only and are not intended to be limiting.

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

[0041] The present application provides a full terrain vehicle 100 as shown in Figure 1 The full terrain vehicle 100 includes a frame 11, a body cover 12, a suspension assembly 13, and a walking assembly 14. In order to clearly define the technical scheme of the present application, the front side, the rear side, the left side, the right side, the upper side, and the lower side as shown in Figure 1 are also defined.

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

[0043] As shown in Figure 1 and Figure 2As shown, specifically, the all-terrain vehicle 100 further comprises 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 surrounds a driver cabin 101 for a user to sit in, the frame 11 further comprises a rear frame 114 arranged behind the driver cabin 101, and other systems are directly or indirectly connected to the frame 11. The body cover 12 is arranged outside the frame 11 and is used 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 walking assembly 14 to the frame 11. The power system 15 is at least partially connected to the frame 11 and is used to provide driving force for the all-terrain vehicle 100. The transmission system 16 is in driving connection with the power system 15, the transmission system 16 receives the driving force output by the power system 15 and transmits the driving force to the walking assembly 14. The walking assembly 14 is at least partially arranged below the frame 11, and the walking assembly 14 directly or indirectly receives the driving force output by the transmission system 16 and drives the all-terrain vehicle 100 to walk. The walking assembly 14 comprises front wheels 141 arranged at the front of the all-terrain vehicle 100 and rear wheels 142 arranged at the rear of the all-terrain vehicle 100. The all-terrain vehicle 100 in the embodiment of the application can be various types of all-terrain vehicles 100 including SSV and UTV.

[0044] As Figure 3 shown, as an implementation manner, the all-terrain vehicle 100 further comprises a seat assembly 23, the seat assembly 23 is at least partially arranged on the frame 11 and is used to allow a user to sit. The seat assembly 23 comprises a seat body 231 and an adjusting device 232, the seat body 231 comprises a seat support 2311 constituting the basic structure of the seat assembly 23, and the seat support 2311 is used to arrange leather goods such as a seat cushion, a waist pillow and a headrest. The two ends of the adjusting device 232 are respectively connected to the seat body 231 and the frame 11, and the adjusting device 232 is used to adjust the use height of the seat body 231. Through the above arrangement, the seat body 231 can meet the use requirements in different scenes, and the use experience of the user is improved.

[0045] As Figure 3 and Figure 4As shown, further, the adjusting device 232 comprises 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 vehicle frame 11, and is used to fix the adjusting 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 movement, so as to adjust the height of the seat body 231 in the all-terrain vehicle 100. The limiting mechanism 2323 is at least partially arranged 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 also abuts against the rotating mechanism 2322, and is used to limit the rotation of the rotating mechanism 2322. The reset mechanism 2324 is at least partially arranged between the rotating mechanism 2322 and the seat body 231, and both ends of the reset mechanism 2324 abut against the rotating mechanism 2322 and the seat body 231, respectively. 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 arranged 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 drive the rotating mechanism 2322 to rotate, thereby releasing the limitation on the rotating mechanism 2322. At this time, moving the seat body 231 can drive the rotating mechanism 2322 to rotate, so as to adjust the height of the seat body 231. Through the above arrangement, the seat body 231 can meet the use requirements in different scenes, and the user experience is improved.

[0046] Specifically, the rotating mechanism 2322 comprises 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, moving the seat body 231 can drive the rotating mechanism 2322 to rotate, so that the seat body 231 can be adjusted between the first height H1 and the 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 arranged in the limiting mechanism 2323, and the rotation of the rotating mechanism 2322 is limited by the cooperation of the limiting mechanism 2323 and the reset mechanism 2324. Through the above arrangement, the seat body 231 can meet the use requirements in different scenes, and the user experience is improved.

[0047] Further, the seat fixing mechanism 2321 comprises a fixing bottom plate 2321a and a seat fixing piece 2321b, one side end face 2413a of the fixing bottom plate 2321a is fixedly connected to the vehicle frame 11, and the other side end face 2413a of the fixing bottom plate 2321a is fixedly connected or integrally formed with the seat fixing piece 2321b. The rotating mechanism 2322 comprises a first rotating piece 2322a, a second rotating piece 2322b, a first rotating shaft 2322c and a second rotating shaft 2322d, one end of the first rotating piece 2322a is rotatably connected to the seat fixing piece 2321b through the first rotating shaft 2322c, the other end of the first rotating piece 2322a is rotatably connected to the second rotating piece 2322b through the second rotating shaft 2322d, and one end of the second rotating piece 2322b away from the first rotating shaft 2322c is rotatably connected to the seat body 231. Through the above arrangement, in the case of moving the seat body 231, the seat body 231 can drive the second rotating piece 2322b to rotate, and then the second rotating piece 2322b can drive the first rotating piece 2322a to rotate.

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

[0049] As shown in Figure 5 , the first rotating piece 2322a and the second rotating piece 2322b are in the first relative position. Specifically, in the case of rotating the second rotating piece 2322b relative to the seat fixing piece 2321b, the second rotating piece 2322b can drive the first rotating piece 2322a to rotate, and if the first rotating shaft 2322c is rotated to below the second rotating shaft 2322d, at this time, the first rotating piece 2322a and the second rotating piece 2322b are in the first relative position, and the seat body 231 is in the first height H1.

[0050] In order to clearly illustrate the adjusting mode of the seat assembly 23 of the present application, as shown in Figure 6The adjustment device 232 is shown, which represents the case that the first rotating part 2322a and the second rotating part 2322b are in the second relative position. In the case that the second rotating part 2322b rotates relative to the seat fixed part 2321b, if the first rotating shaft 2322c rotates to the upper side of the second rotating shaft 2322d, at this time the first rotating part 2322a and the second rotating part 2322b are in the second relative position, and the seat body 231 is in the second height H2. Through the above setting, the height adjustment of the seat body 231 can be realized, so that the seat body 231 can meet the use requirements in different scenes, and the use experience of the user is improved.

[0051] As shown in the figure, Figure 4 Further, the limiting mechanism 2323 includes an adjustment handle 2323a and a limiting rotating shaft 2323b, the adjustment handle 2323a is fixedly connected to the limiting rotating shaft 2323b, the limiting rotating shaft 2323b is rotatably connected to the seat fixed part 2321b, and the limiting rotating shaft 2323b abuts against the second rotating part 2322b. The user can control the rotation of the limiting mechanism 2323 by operating the adjustment handle 2323a. Through the above setting, in the case that the adjustment handle 2323a rotates, the adjustment handle 2323a can drive the limiting rotating shaft 2323b to rotate, and then the limiting rotating shaft 2323b can drive the second rotating part 2322b to move away from the first relative position or the second relative position, so that the seat body 231 can drive the second rotating part 2322b to rotate, and then the height adjustment of the seat body 231 is realized.

[0052] Further, the limiting rotating shaft 2323b includes a seat limiting part 2323c, which is a groove recessed to the axis direction of the limiting rotating shaft 2323b. In the case that the seat limiting part 2323c abuts against the second rotating part 2322b, the seat limiting part 2323c can limit the rotation of the second rotating part 2322b. The width of the groove along the width direction is greater than the width of the second rotating part 2322b along the width direction, so that the groove can accommodate the second rotating part 2322b. It can be understood that, in the rotation process of the limiting rotating shaft 2323b, if the seat limiting part 2323c separates from the second rotating part 2322b, at this time the limiting rotating shaft 2323b abuts against the second rotating part 2322b and pushes the second rotating part 2322b backward, so as to remove the limitation on the second rotating part 2322b, so that the second rotating part 2322b has a tendency to rotate relative to the first rotating part 2322a, and then drives the second rotating part 2322b to rotate relative to the first rotating part 2322a. At this time, the use height of the seat body 231 can be changed by pulling upward or pressing downward the seat body 231.

[0053] As shown in the figure, Figure 3As shown, as an implementation manner, the number of adjusting devices 232 is set to at least two, and the adjusting devices 232 are arranged on the left and right sides of the seat body 231 respectively. 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 further comprises a driving connecting rod 233, and two ends of the driving connecting rod 233 are connected to the limiting mechanism 2324a of the first adjusting device 2324 and the limiting mechanism 2325a of the second adjusting device 2325 respectively. The first adjusting device 2324 can drive the second adjusting device 2325 to rotate through the driving connecting rod 233. Specifically, in the case that 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 pushed to rotate, so as to realize the height adjustment of the seat body 231. Through the above arrangement, the adjustment difficulty of the height adjustment of the seat body 231 can be reduced, and the user's use experience is improved.

[0054] As shown in Figure 7 and Figure 8 As an implementation manner, the all-terrain vehicle 100 further comprises a brake system 24 for limiting the movement of the all-terrain vehicle 100. The brake system 24 comprises a parking handle 241 fixedly arranged in the cab 101, and the parking handle 241 is used to prevent the all-terrain vehicle 100 from slipping in the parking state. The parking handle 241 comprises a handle shell 2411, a connecting rod 2412, a movable mechanism 2413 and a fixed mechanism 2414. The handle shell 2411 is sleeved on the movable mechanism 2413, so as to improve the comfort during use of the parking handle 241. The movable mechanism 2413 is connected to the fixed mechanism 2414 through a handle fixing piece 2415. The movable mechanism 2413 can rotate relative to the fixed mechanism 2414 with the axis of the handle fixing piece 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 fixed mechanism 2414, so that when the movable mechanism 2413 rotates relative to the fixed 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 fixed mechanism 2414. In addition, the parking handle 241 further comprises a handbrake cable 2416, and the handbrake cable 2416 is at least partially arranged on the movable mechanism 2413. When the movable mechanism 2413 rotates relative to the fixed 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 moving mechanism 2413 include end faces 2413a in the form of plates, and the end faces 2413a on the two sides can cooperate to form an inner cavity 2413b. The fixing mechanism 2414 is arranged in the inner cavity 2413b and is limited by the two side end faces 2413a of the moving mechanism 2413. It can be understood that during the rotation of the moving 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] As Figure 7 and Figure 8As shown, further, the movable mechanism 2413 further comprises a guide structure 2413c. The guide structure 2413c is arranged on one side end surface 2413a of the movable mechanism 2413, the guide structure 2413c is arranged at least partially around the handle fixing member 2415, and the guide structure 2413c is fixedly connected with the end surface 2413a. The guide structure 2413c is used for arranging the handbrake cable 2416, and can guide the extension direction of the handbrake cable 2416, the handbrake cable 2416 is arranged around the outer edge of the guide structure 2413c. Specifically, the guide structure 2413c can be arranged as a component substantially in the shape of a circular arc, 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 comprises 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 use of the parking handle 241, thereby reducing the operating force required for the parking handle 241 during lifting, 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 arranged to be greater than the second distance L2. When the parking handle 241 is in the lowered state, the maximum force point of the handbrake cable 2416 on the guide structure 2413c is substantially located at the first end 2413d of the guide structure 2413c. When the parking handle 241 is in the raised state, the maximum force point of the handbrake cable 2416 on the guide structure 2413c is substantially located at the second end 2413e of the guide structure 2413c. It can be understood that during lifting of 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, so as to change the brake lever ratio during use of the parking handle 241, so that the parking handle 241 is more labor-saving during lifting.

[0057] More specifically, the active mechanism 2413 comprises a holding area 2413f for a user to hold, and the distance between the holding area 2413f and the axis of the handle fixing member 2415 is defined as a third distance L3. The ratio between the first distance L1 and the third distance L3 is defined as a first lever ratio of the parking handle 241, and the ratio between the second distance L2 and the third distance L3 is defined as a 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, and 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, and 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, and the second lever ratio is equal to 0.12. It can be understood that, when the third distance L3 is constant, if 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 structure of the parking handle 241. If the first lever ratio is too small, since the lever ratio of the parking handle 241 does not change much, the parking handle 241 does not save much effort in the pulling process. If the second lever ratio is too large, the lever ratio of the parking handle 241 does not change much in the rotating process, which results in that the parking handle 241 does not save much effort in the pulling process. If 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 arrangement of the structure on the active mechanism 2413. Through the above setting, the compactness of the structure of the parking handle 241 can be ensured, and the parking handle 241 can save more effort in the pulling process.

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

[0059] In summary, the above setting can change the lever ratio of the parking handle 241 in use, thereby reducing the operating force required when operating the parking handle 241, and ensuring that the overall structure of the parking handle 241 is more reasonable.

[0060] As Figure 7 and Figure 8As shown, further, the guide structure 2413c includes a pull wire limiting portion 2413g for limiting the handbrake pull wire 2416, and the pull wire limiting portion 2413g cooperates with the end surface 2413a of the fixing mechanism 2414 to form a guide groove 2413h recessed towards the handle fixing member 2415, and the handbrake pull wire 2416 is at least partially arranged in the guide groove 2413h. Through the above arrangement, the handbrake pull wire 2416 is prevented from dislocation when the parking handle 241 is in use, so as to ensure the normal use of the parking handle 241.

[0061] As an implementation manner, the movable mechanism 2413 further includes a rotation limiting portion 2413j, and a plurality of rotation limiting portions 2413j are arranged around the circumference of the handle fixing member 2415, and the rotation limiting portion 2413j is arranged as a through hole. In addition, the fixing mechanism 2414 is provided with a rotation cooperating portion 2414a cooperating with the rotation limiting portion 2413j. Specifically, when the movable mechanism 2413 is connected with the fixing mechanism 2414, the rotation cooperating portion 2414a can cooperate with at least one rotation limiting portion 2413j, so as to fix the movable mechanism 2413 in place, thereby changing the inclination angle of the parking handle 241 in the laid-down state, facilitating the user operation, and improving the man-machine coordination of the parking handle 241. Since the heights of different users are different, in order to meet the coordination of man-machine interaction, through the above arrangement, the fastener can be arranged in different rotation limiting portions 2413j, thereby changing the relative position of the fixing mechanism 2414 and the movable mechanism 2413, so that the parking handle 241 can meet the use requirements of different users, and the applicability of the parking handle 241 is improved. In addition, in the case that the movable mechanism 2413 rotates relative to the fixing mechanism 2414, the rotation cooperating portion 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 during the use of the all-terrain vehicle 100.

[0062] As shown in Figure 7 and Figure 8 As an implementation manner, the connecting rod 2412 is further provided with a brake button 2412a at the end away from the fixing mechanism 2414, and the brake button 2412a is arranged in the movable mechanism 2413 and extends outward. Through the touch operation of the brake button 2412a, the connecting rod 2412 can be separated from the fixing mechanism 2414, thereby enabling the movable mechanism 2413 to rotate relative to the fixing mechanism 2414.

[0063] Furthermore, a first rotation limiting structure 2412b is provided at the end of the connecting rod 2412 away from the brake button 2412a, and a second rotation limiting structure 2414b is provided at the end of the fixing mechanism 2414 near the connecting rod 2412. Specifically, the first rotation limiting structure 2412b can be configured as a pawl, and the second rotation limiting structure 2414b can be configured as a ratchet that meshes 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 configured as a gear structure that meshes with each other. It can be understood that the rotation of the movable mechanism 2413 relative to the fixed 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, in one 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, which can be configured as a pressure sensor or a position sensor. Specifically, the detection component 2417 is mounted on and fixedly connected to the fixing mechanism 2414. Furthermore, the movable mechanism 2413 includes a detection mating part 2413k for triggering the detection component 2417, which can be configured as a sheet metal part or a protrusion fixed to one end face 2413a of the movable mechanism 2413. Understandably, the detection component 2417 can cooperate with the detection mating part 2413k. When the user operates the parking handle 241 to park, the detection component 2417 separates from the detection mating part 2413k, and then the detection component 2417 can generate a parking signal and send the parking signal to the instrument panel. The instrument panel can respond to the parking signal and execute a corresponding display to remind the driver of the current status of the parking handle 241. Through the above settings, the user can determine whether the vehicle is parked by observing the instrument panel, thus improving the user experience.

[0065] In one implementation, the braking system 24 includes a brake pump 242. For example... Figure 9As shown, the brake pump 242 is provided with a brake chamber 2421 for storing brake oil, and one brake chamber 2421 is provided with a first oil outlet 2421a and a second oil outlet 2421b. By providing two oil outlets on the brake chamber 2421, more choices can be provided for the connection position and connection angle of the brake oil pipe, which can facilitate the arrangement of the brake oil pipe, while increasing the versatility of the brake pump 242. When the arrangement space of the brake pump 242 is limited, a suitable oil outlet can be selected to output brake oil, and then the oil outlet that is not needed can be plugged. 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 on the vertical plane in the direction of the axis of the brake chamber 2421 is defined as the first axis projection, the projection of the axis 203 of the second oil outlet 2421b on the vertical plane in the direction of the axis of the brake chamber 2421 is defined as the second axis projection, and the included 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 included angle between the first oil outlet 2421a and the second oil outlet 2421b is set within the above range, most of the arrangements of the brake oil pipe can be met with the least number of oil outlets. Further, the included 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 included 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 included 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 included 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 cooperate with the connection of the brake oil pipe to the plurality of brake components. Thus, the space on the brake chamber 2421 can be fully utilized to arrange the oil outlets, making the surface structure of the brake chamber 2421 more compact, and improving the overall space utilization. In addition, two or more brake chambers 2421 can also be provided on the brake pump 242 to further meet the specific arrangement of the brake system 24 on the all-terrain vehicle 100. For example, Figure 10As shown, the brake chamber 2421 is further 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 segment 2421d connected to the brake chamber 2421 and an extension segment 2421e connected to the connecting segment 2421d, an axis of the connecting segment 2421d is a connecting segment axis 205, an axis of the extension segment 2421e is an extension segment axis 206, and an included angle a4 between the connecting segment axis 205 and the extension segment 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 be connected to brake oil pipes in different directions, preventing the brake oil pipes from being worn due to long-term bending. In actual installation, the orientation of the oil inlet 2421c can be adjusted by rotating the oil inlet 2421c to adapt to brake oil pipes in different directions, thereby selecting the best orientation of the assembly space as the connection direction of the brake oil pipes, improving the convenience of arranging the brake oil pipes and the space utilization of the brake pump 242. Further, the included angle a4 between the connecting segment axis 205 and the extension segment axis 206 is greater than or equal to 20° and less than or equal to 70°. Further, the included angle a4 between the connecting segment axis 205 and the extension segment 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 the brake pump 242 through a pipeline. As shown in FIG. 1, the brake 243 is connected to the brake pump 242 through a pipeline 244. The pipeline 244 is connected to the brake pump 242 through the oil inlet 2421c, and the pipeline 244 is connected to the brake 243 through the oil outlet 2421b. Figure 11As shown, the brake 243 includes a brake cylinder body 2431 and a brake pad 2432 arranged on one side of the brake cylinder body 2431. A heat insulation device 2433 is arranged between the brake cylinder body 2431 and the brake pad 2432, and close to the brake pad 2432. It can be understood that the all-terrain vehicle 100 is generally used in harsh conditions, and the working strength of the brake system 24 is relatively high, which causes the brake system 24 to heat up quickly during braking. If the brake pad 2432 is rubbed for a long time at high temperature, the heat is easily transferred to the inside of the brake cylinder body 2431, causing the brake oil to vaporize, thereby affecting the braking performance of the vehicle. By arranging the heat insulation device 2433 at the brake pad 2432, i.e., arranging the heat insulation device 2433 on the contact surface of the brake pad 2432 and the brake cylinder body 2431, the heat generated by the friction of the brake pad 2432 can be effectively insulated, thereby reducing the high-temperature conduction during braking, preventing the brake oil in the brake cylinder body 2431 from high-temperature vaporization, and improving the thermal stability of the brake system 24. The area of the heat insulation device 2433 is substantially equal to the area of the brake pad 2432. On the premise that the heat insulation device 2433 can insulate enough heat, it is prevented from rubbing with other structures, so that the surface structure of the brake system 24 is more compact, and the overall space utilization is improved. The sound insulation device 2434 is arranged between the heat insulation device 2433 and the brake cylinder body 2431, and close to the brake cylinder body 2431. The sound insulation device 2434 includes a connecting portion, and the sound insulation device 2434 is connected to the brake pad 2432 through the connecting portion. The heat insulation device 2433 is arranged between the sound insulation device 2434 and the brake pad 2432. The sound insulation device 2434 fixes the heat insulation device 2433 and the sound insulation device 2434 to the brake pad 2432 through the connecting portion. The sound insulation device 2434 can reduce the noise generated during braking and improve the comfort of driving. A cylinder vertical plane 207 perpendicular to the axis of the brake cylinder body 2431 is defined. The projection of the heat insulation device 2433 on the cylinder vertical plane 207 in the direction of the axis of the brake cylinder body 2431 is a heat insulation device projection. The projection of the sound insulation device 2434 on the cylinder vertical plane 207 in the direction of the axis of the brake cylinder body 2431 is a sound insulation device projection. The ratio of the area of the heat insulation device projection to the area of the sound insulation device 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 sound insulation device 2434, which can increase the fixing stability of the sound insulation device 2434 and the brake pad 2432, and also increase the fixing stability of the heat insulation device 2433 arranged between the sound insulation device 2434 and the brake pad 2432. Further, the ratio of the area of the sound insulation device 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. Further, the ratio of the area of the sound insulation device projection to the area of the heat insulation device projection is greater than or equal to 0.85 and less than or equal to 0.95. The heat insulation device 2433 can be a heat insulation pad, and the sound insulation device 2434 can be a sound insulation pad.

[0067] In one implementation, the all-terrain vehicle 100 also includes a fuel system 25, which is disposed in the frame 11 and is at least partially connected to and supplies fuel to the power system 15. Figure 12 As shown, the fuel system 25 includes a fuel tank 251, which extends substantially along the width direction of the all-terrain vehicle. The fuel tank 251 includes a saddle portion 2511 through which a driveshaft 161 from the transmission system 16 passes. Specifically, at least a portion of the driveshaft 161 coincides with the fuel tank 251 in the width direction of the all-terrain vehicle, and at least a portion of the driveshaft 161 also coincides with the fuel tank 251 in the height direction of the all-terrain vehicle. This arrangement of the fuel tank 251 avoids the transmission system 16, which is also located at the bottom of the all-terrain vehicle 100, and also balances the weight distribution of the all-terrain vehicle 100 in the width direction. In this embodiment, the saddle-shaped recessed design at the bottom of the fuel tank 251 effectively avoids the driveshaft 161, thereby fully utilizing the bottom space of the all-terrain vehicle 100 to arrange the fuel tank 251, making the bottom structure of the all-terrain vehicle 100 seat more compact and improving the overall space utilization. Figure 13 As shown, the fuel tank 251 includes a first chamber 2512 located on one side of the saddle section 2511 and a second chamber 2513 located on the other side of the saddle section 2511. The fuel system 25 includes a first fuel pump 2514 that supplies fuel to the power system 15 and a second fuel pump 2515 that transfers fuel from the second chamber 2513 to the first chamber 2512. The first fuel pump 2514 can draw fuel from the first chamber 2512, and the second fuel pump 2515 can draw fuel from the second chamber 2513 to the first chamber 2512, thereby ensuring that the fuel in the first chamber 2512 and the second chamber 2513 can be kept in a basically balanced state, thereby improving the uniformity of the overall weight distribution of the all-terrain vehicle 100. Specifically, the first fuel pump 2514 is located in the first chamber 2512, and the second fuel pump 2515 is located in the second chamber 2513. Alternatively, both the first fuel pump 2514 and the second fuel pump 2515 can be located in the first chamber 2512. The above settings ensure that the oil in the first chamber 2512 and the second chamber 2513 are basically balanced, effectively preventing the oil volume difference on both sides of the fuel tank 251 from being too large, which would cause the fuel tank 251 to become unbalanced, thereby improving the overall stability and safety of the all-terrain vehicle 100.

[0068] As one implementation, the fuel system 25 also includes, for example, Figure 12The shown anti-slosh plate 252 is arranged in the fuel tank 251, and the anti-slosh 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. During driving of the all-terrain vehicle 100, the fuel in the fuel tank 251 will slosh. In particular, when the all-terrain vehicle 100 bounces violently, the fuel in the fuel tank 251 will slosh greatly and generate a large impact noise. By arranging the anti-slosh plate 252 in the fuel tank 251, the sloshing 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 the space for the fuel to slosh, and the better the noise reduction effect. The support portion 2521 is provided with a through hole, and the partition portion 2522 is provided with a through hole. The through hole allows the fuel to flow in the fuel tank 251, ensuring the balance of the fuel liquid level in the fuel tank 251. At the same time, the arrangement of the through hole can also reduce the impact effect of the fuel on the support portion 2521, preventing the anti-slosh plate 252 from being damaged. The extension plane of the support portion 2521 is defined as the support portion extension plane 208, the extension plane of the partition portion 2522 is defined as the partition portion extension plane 209, and the included angle a5 between the support portion extension plane 208 and the partition portion extension plane 209 is greater than or equal to 65° and less than or equal to 90°. Through the arrangement of the above-mentioned angle, the front impact of the fuel on the partition portion 2522 can be effectively avoided, thereby reducing the sloshing range of the partition portion 2522 to a certain extent. Further, the included angle a5 between the support portion extension plane 208 and the partition portion extension plane 209 is greater than or equal to 73.1° and less than or equal to 82.5°. Further, the included angle a5 between the support portion extension plane 208 and the partition portion extension plane 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 anti-slosh plate 252 on the reference plane along the height direction of the all-terrain vehicle is the anti-slosh plate projection, and the ratio of the size L4 of the anti-slosh plate projection along the width direction of the all-terrain vehicle to the size 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 size of the anti-slosh plate 252 arranged in the above-mentioned range can be stably arranged in the fuel tank 251, avoiding the situation that the anti-slosh plate 252 falls off from the fuel tank 251, and the anti-slosh plate 252 can also enhance the overall strength of the fuel tank 251. Further, the ratio of the size L4 of the anti-slosh plate projection along the width direction of the all-terrain vehicle to the size 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. Further, the ratio of the size L4 of the anti-slosh plate projection along the width direction of the all-terrain vehicle to the size L5 of the fuel tank projection 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.Meanwhile, the wave plate 252 has better wave-proof and noise reduction effects on the fuel tank 251 with a length greater than 1.5 m. In addition, the support part 2521 and the partition part 2522 can be integrally formed. The integral formation of the support part 2521 and the partition part 2522 can strengthen the strength of the partition part 2522, avoid falling due to the impact of fuel, and reduce the assembly process and manufacturing cost. The support part 2521 and the partition part 2522 can also be separately manufactured and connected together. The separate manufacturing of the partition part 2522 and the support part 2521 can select different materials for the connection of the partition part 2522 and the support part 2521. By adjusting the materials of the support part 2521 and the partition part 2522, the overall weight of the wave plate 252 can be further limited, and the light weight of the all-terrain vehicle 100 can be ensured. For the fuel tank 251 with irregular shape, different shapes of the wave plate 252 can be correspondingly matched. Specifically, the number of the partition part 2522 on the wave plate 252 can be reduced or the partition part 2522 with different shapes can be used to adapt to the fuel tank 251 with different shapes.

[0069] As an embodiment, as shown in Figure 12 The fuel tank 251 includes a fuel filler pipe 2516 for refueling. One end of the fuel filler pipe 2516 extends into the fuel tank 251, and the other end of the fuel filler pipe 2516 is exposed outside the fuel tank 251. The fuel filler pipe 2516 can increase the convenience of operation when refueling. The fuel filler pipe 2516 has a certain guiding effect, which can control the extension direction of the refueling gun and the injection direction of the oil when 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 bumping. Specifically, as shown in Figure 14As shown, the fuel filler pipe 2516 includes a fuel filler pipe body 2516a and a screen 2516b connected to one end of the fuel filler pipe body 2516a. On one hand, the screen 2516b can prevent external equipment from reaching into the fuel tank 251 to steal fuel. On the other hand, the screen 2516b with filter holes can filter impurities in the fuel. The screen 2516b can directly block impurity particles in the fuel filler pipe 2516 to prevent impurities from entering the fuel tank 251 and avoid impurities in the fuel blocking the oil path. The ratio of the length L6 of the screen 2516b in the axial direction of the fuel filler pipe 2516 to the length L7 of the fuel filler pipe 2516 in the axial direction of the fuel filler 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 screen 2516b in the axial direction of the fuel filler pipe 2516 to the length L7 of the fuel filler pipe 2516 in the axial direction of the fuel filler pipe 2516 is greater than or equal to 0.15 and less than or equal to 0.45. Further, the ratio of the length L6 of the screen 2516b in the axial direction of the fuel filler pipe 2516 to the length L7 of the fuel filler pipe 2516 in the axial direction of the fuel filler pipe 2516 is greater than or equal to 0.2 and less than or equal to 0.4. The pore size of the filter holes is greater than or equal to 2.5 mm and less than or equal to 5 mm. The pore size of the filter holes set in the above range can ensure that most impurities can be blocked outside the fuel tank. Further, the pore size of the filter holes is greater than or equal to 3 mm and less than or equal to 4.5 mm. Further, the pore size of the filter holes is greater than or equal to 3.5 mm and less than or equal to 4 mm. In addition, the screen 2516b and the fuel filler pipe body 2516a can be integrally formed. Integrally formed can strengthen the strength of the screen 2516b, avoid falling due to the impact of fuel, and also can reduce the manufacturing and assembly process and reduce the manufacturing cost. The screen 2516b and the fuel filler pipe body 2516a can also be separately manufactured and assembled together. When the filter holes are blocked by impurities, the screen 2516b can be directly removed and cleaned or replaced, thereby reducing the maintenance cost. At the same time, the screen 2516b and the fuel filler pipe body 2516a can be separately manufactured, and different screens 2516b can be selected to adapt to different vehicle models, increase the universality of the screen 2516b, and reduce the production cost.

[0070] As an embodiment, as Figure 15As shown, the fuel tank 251 further comprises a tank cap 2517 and a sensing device 2518 for identifying whether the tank cap 2517 is connected to the fuel filler pipe 2516, the sensing device 2518 being arranged on the inner wall of the fuel filler pipe 2516. The fuel filler of the ATV 100 is generally exposed, and if the tank cap 2517 is not screwed on after refueling, fuel will flow out or foreign matter will enter the fuel tank 251 during driving of the ATV 100. The sensing device 2518 is arranged to obtain whether the tank cap 2517 is in a closed state and timely feedback to the driver to remind the driver to screw on the tank cap 2517 after refueling. When the sensing device 2518 obtains that the tank cap 2517 is in the closed state, the sensing device 2518 does not output a signal. When the sensing device 2518 obtains that the tank cap 2517 is not in the closed state, the sensing device 2518 outputs a signal. The sensing device 2518 comprises a sensor 2518a and a sounder 2518b connected to the sensor 2518a, the sounder 2518b being capable of receiving the signal transmitted by the sensor 2518a and emitting a sound, so that the outside world can be more timely aware that the tank cap 2517 is not closed, effectively avoiding the loss of the tank cap 2517 and the like.

[0071] As another embodiment, as Figure 16As shown, the all-terrain vehicle 100 further comprises a control system 26, and the sensing device 2518 can be electrically connected to the control system 26. The sensing device 2518 comprises a sensor 2518a, which can be a photosensitive sensor. The sensing device 2518 can output a signal to the control system 26, and the control system 26 can output the signal to an instrument and display a corresponding state on the instrument, so that the driver can determine the closing state of the fuel tank cover 2517 according to the display of the instrument. The control system 26 can also use the horn or other sound device of the all-terrain vehicle 100 to issue an alarm while outputting the signal to the instrument, so as to remind the driver to close the fuel tank cover 2517. In addition, the control system 26 can also output the signal to a mobile terminal, so that the driver can observe the closing state of the fuel tank cover 2517 at any time, thereby preventing the fuel tank cover 2517 from being lost. The sensing device 2518 can be arranged to issue an alarm only when the all-terrain vehicle 100 is started, so as to avoid fuel spilling during the travel of the vehicle. The sensing device 2518 can also be arranged to issue an alarm when the all-terrain vehicle 100 is started and not started, so as to remind the driver to close the fuel tank cover 2517 in time, and ensure that the fuel tank cover 2517 is closed to the fuel filler pipe 2516 in any case, thereby avoiding the loss of the fuel tank cover 2517 or the pollution of the fuel in the fuel tank 251. In addition, the sensing device 2518 is arranged close to the fuel tank cover 2517, so that the sensing device 2518 can sense more subtle changes, thereby improving the sensitivity of the sensing device 2518. The fuel filler pipe 2516 further comprises an elastic sealing device arranged at one end of the fuel filler pipe body 2516a and capable of sealing the fuel filler pipe body 2516a, which is used to replace the traditional fuel tank cover to seal the fuel filler pipe 2516. Specifically, the extension plane of the elastic sealing device is defined as a sealing plane, and the sealing plane is arranged perpendicular to the axis of the fuel filler pipe body 2516a. The elastic sealing device can be opened and closed along the radial direction of the fuel filler pipe 2516 under the action of 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 the like, so that the refueling gun or the like can pass through the elastic sealing device to deliver fuel into the fuel tank 251, thereby solving the problem of easy loss of the traditional fuel tank cover 2517 and causing waste of resources. In addition, the elastic sealing device and the fuel filler pipe body 2516a are manufactured separately and assembled together. When one of the two components is damaged, only this component can be replaced or repaired, thereby increasing the service life of the elastic sealing device and the fuel filler pipe body 2516a and reducing the production cost.

[0072] As Figure 17As shown, the frame 11 includes a cabin 101 formed around for a user to sit, and the fuel tank 251 is arranged at the front of the cabin 101, specifically, the fuel tank 251 can be arranged at the front of the ATV co-driver seat. A longitudinal plane perpendicular to the width direction of the ATV is defined, the projection of the cabin 101 on the longitudinal plane along the width direction of the ATV is the cabin projection, the projection of the fuel tank 251 on the longitudinal plane along the width direction of the ATV is the fuel tank projection, and the fuel tank projection is located at the front of the cabin projection. The above arrangement of the fuel tank 251 changes the position structure of the conventional fuel tank 251. Arranging the fuel tank 251 at the front of the cabin can expand the accommodation space of the ATV 100. The cabin 101 includes a first upper beam 1011, a second upper beam 1012, a first lower beam 1013, a second lower beam 1014, and a diagonal beam 1015, and 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 ATV. The first upper beam 1011 is connected to the first lower beam 1013 through the diagonal beams 1015 arranged on the left and right sides, and the second upper beam 1012 is connected to the second lower beam 1014 through the diagonal beams 1015 arranged 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 diagonal beam 1015 form an accommodation space, and the fuel tank 251 is arranged in the accommodation 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 diagonal beam 1015. When the ATV 100 is hit by external force, the first upper beam 1011, the second upper beam 1012, the first lower beam 1013, the second lower beam 1014, and the diagonal beam 1015 can protect the fuel tank 251 from damage, thereby improving the safety and service life of the fuel tank 251. The power system 15 of the ATV 100 of the embodiment is arranged at the rear of the frame 11, and the power system 15 is prone to heat due to long-term work. Arranging the fuel tank 251 away from the engine 151 can avoid heating of the fuel tank 251 and the fuel in the fuel tank 251, thereby improving the safety of the fuel tank 251. Specifically, the diagonal beam 1015 is arranged at least four. The size of the fuel tank 251 in the width direction of the ATV is defined as the fuel tank width L8, and the size of the cabin 101 in the width direction of the ATV is defined as the cabin width L9. The ratio between the fuel tank width L8 and the cabin 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 cabin width, the overall weight of the fuel tank 251 can be further limited to ensure the lightweight setting of the ATV 100. Further, the ratio between the fuel tank width L8 and the cabin width L9 is greater than or equal to 0.6 and less than or equal to 0.75. Further, the ratio between the fuel tank width L8 and the cabin width L9 is greater than or equal to 0.5 and less than or equal to 0.7. The ATV includesFigure 1 As shown in the turning assembly 18, the turning assembly 18 includes a steering transmission assembly (not shown) disposed at the side of the main driver seat in the driver cabin 101, and the projection of the steering transmission assembly in the longitudinal plane along the width direction of the all-terrain vehicle is defined as a steering transmission projection, at least part of the steering transmission projection overlaps with the fuel tank projection. A symmetry plane perpendicular to the width direction of the all-terrain vehicle and substantially bisecting the driver cabin 101 is defined, the part of the fuel tank 251 located on one side of the symmetry plane is defined as the first part of the fuel tank, and the part of the fuel tank 251 located on the other side of the symmetry plane is defined as the second part of the fuel tank. The projection of the first part of the fuel tank on the reference plane in the height direction of the all-terrain vehicle is defined as the first projection of the fuel tank, and the projection of the second part of the fuel tank on the reference plane in the height direction of the all-terrain vehicle is defined as the second projection of the fuel tank. 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 0.1 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 above-mentioned arrangement of the fuel tank 251 can ensure that the fuel tank 251 is offset in the driver cabin 101, and the offset of the fuel tank 251 to the co-driver position can provide installation space for components such as the steering transmission assembly. Specifically, the fuel tank 251 is arranged at the end away from the driver 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 less than or equal to 0.35. Still 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 less than or equal to 0.3. In addition, the fuel system 25 further includes a fuel filler pipe 2516 connected to the fuel tank 251, and the fuel filler pipe 2516 is arranged in front of the fuel tank 251 in the length direction of the all-terrain vehicle, which is more convenient for observing the state of the fuel tank cap 2517, and also facilitates refueling of the fuel tank 251.

[0073] As an embodiment, as Figure 18As shown, the fuel tank 251 includes a fuel tank body and a plug-in part 2519 arranged on the fuel tank body. The plug-in part 2519 includes an oil pipe plug-in part for connecting to an oil pump and an electrical plug-in part for connecting to the oil pump. The frame 11 is provided with a protective part 1016 for protecting the plug-in part 2519, and the protective part 1016 is arranged above the plug-in part 2519. It can be understood that the plug-in part 2519 is arranged on the outer surface of the fuel tank 251, and the exposed plug-in part 2519 in the all-terrain vehicle 100 has the risk of being damaged and falling off due to force impact. In the present embodiment, the protective part 1016 is arranged close to the plug-in part 2519, and the protective part 1016 can cover at least part of the plug-in part 2519. Through the above arrangement, the plug-in part 2519 can be directly avoided from being knocked or impacted, thereby achieving the purpose of protecting the plug-in part 2519, and improving the service life of the plug-in part 2519. In the height direction of the all-terrain vehicle, the distance L10 between the protective part 1016 and the plug-in part 2519 is greater than or equal to 0 cm and less than or equal to 5 cm. Through the above arrangement, the protective part 1016 can cover the plug-in part 2519 as much as possible in all directions on the premise of ensuring its own stability, thereby reducing the exposed area of the plug-in part 2519, and reducing the possibility of damage of the plug-in part 2519 due to impact or pollution. Further, the distance L10 between the protective part 1016 and the plug-in part 2519 is greater than or equal to 0 and less than or equal to 4.5 cm. Further, the distance L10 between the protective part 1016 and the plug-in part 2519 is greater than or equal to 0 and less than or equal to 4 cm. In addition, the protective part 1016 is detachably fixed on the driver cabin 101, and the operator can adjust the position of the protective part 1016 relative to the plug-in part 2519 according to the need, or can directly take down the protective part 1016 to obtain a larger operation space, thereby improving the overall work efficiency.

[0074] As an embodiment, as Figure 17 and Figure 19As shown, the fuel system 25 comprises a fuel tank support 253 for fixing the fuel tank 251, and the fuel tank support 253 is connected to the front of the cockpit 101. The fuel tank support 253 is installed on the cockpit 101 by cooperating with the structure of the surface of the fuel tank 251 to stabilize the fuel tank 251. The fuel tank support 253 comprises a support body 2531 connected to the cockpit 101 and a limiting structure 2532 connected to the support body 2531 and abutting to the fuel tank 251. It can be understood that, since the fuel tank support 253 is not hard-linked with the fuel tank 251, when the fuel tank 251 follows the all-terrain vehicle 100 in emergency braking, the fuel tank 251 will have a certain amount of shaking relative to the fuel tank support 253, that is, friction will be generated between the two, which will cause the fuel tank 251 and the fuel tank support 253 to wear out over a long period of time, affecting the overall safety of the all-terrain vehicle 100. The limiting structure 2532 can increase the contact area and points between the fuel tank 251 and the fuel tank support 253, so that the fuel tank support 253 can further resist the fuel tank 251, avoiding relative movement between the fuel tank 251 and the fuel tank support 253, and improving the overall service life of the fuel tank 251 and the fuel tank support 253. In addition, the limiting structure 2532 is detachably connected to the fuel tank support 253, and the limiting structure 2532 can be selected according to different fuel tanks 251 to improve the adaptability. Specifically, the limiting structure 2532 can be a sheet metal support. Figure 20 As shown, the fuel tank support 253 further comprises a buffer 2533 provided on the surface of the limiting structure 2532. The buffer 2533 can press the limiting structure 2532, the buffer 2533 and the fuel tank 251 tightly by using its elasticity, and make the three not move relative to each other, so as to ensure that the fuel tank 251 will not move on the fuel tank support 253, and further strengthen the limiting effect on the fuel tank 251. Specifically, the buffer 2533 can be a rubber pad.

[0075] It should be understood that, for those skilled in the art, improvements or changes can be made according to the above description, and all such improvements and changes shall fall within the scope of protection of the appended claims of the present application.

Claims

1. An all-terrain vehicle, comprising: a frame; a suspension assembly connected with the frame; a walking assembly connected with the frame through the suspension assembly; a transmission system connected with the walking assembly; a power system in transmission connection with the walking assembly through the transmission system; a seat assembly disposed at least partially on the 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 comprising a seat fixing mechanism, a rotating mechanism, a limiting mechanism and a reset mechanism, the limiting mechanism being rotatably disposed on the seat fixing mechanism, the limiting mechanism at least partially abutting against the rotating mechanism, the limiting mechanism being used for limiting the rotation of the rotating mechanism, the reset mechanism being at least partially disposed between the rotating mechanism and the seat body; the rotating mechanism comprising a rotatable state and a locked rotating state, when the rotating mechanism is at least partially disposed in the limiting mechanism, the rotating mechanism is in the locked rotating state; when the rotating mechanism is separated 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; the rotating mechanism comprising a first rotating member and a second rotating member, both ends of the first rotating member being rotatably connected with the seat fixing mechanism and the second rotating member respectively, the second rotating member being rotatably connected with the seat body; the limiting mechanism comprising a limiting rotating shaft and an adjusting handle for driving the limiting rotating shaft to rotate, the adjusting handle being fixedly connected with the limiting rotating shaft, the limiting rotating shaft being rotatably connected with the seat fixing mechanism, the limiting rotating shaft also abutting against the second rotating member, the limiting rotating shaft further comprising a seat limiting portion for limiting the rotation of the second rotating member, the seat limiting portion being a groove capable of accommodating the second rotating member, during the rotation of the limiting rotating shaft, 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.

2. The all-terrain vehicle of claim 1, characterized in that, the first rotating member and the second rotating member comprising 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 the first height, when the first rotating member and the second rotating member are in the second relative position, the seat is at the second height.

3. The ATV of claim 1, wherein, the rotating mechanism further comprising a first rotating shaft and a second rotating shaft, one end of the first rotating member being rotatably connected with the seat fixing mechanism through the first rotating shaft, the other end of the first rotating member being rotatably connected with the second rotating member through the second rotating shaft.

4. The ATV of claim 3, wherein, 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 of claim 1, wherein, The seat fixing mechanism comprises a fixing bottom plate for connecting the frame and a seat fixing part, the seat fixing part is fixedly connected with the fixing bottom plate, and the seat fixing part is further rotationally connected with the first rotating part.

6. The all-terrain vehicle of claim 1, wherein, 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.

7. The all-terrain vehicle of claim 1, wherein, The adjusting devices arranged on the left and right sides of the seat body are connected through a driving connecting rod, and the driving connecting rod is connected with the limiting mechanisms of the adjusting devices.

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