All-terrain vehicle

Abstract

The present application provides an all-terrain vehicle, which comprises a walking assembly and a brake system, the brake system comprises a parking handle for braking the walking assembly, the parking handle comprises a connecting rod, a movable mechanism and a fixed mechanism, the movable mechanism comprises a guide structure, the guide structure is arranged at least partially around a handle fixing part, the guide structure is used for arranging a handbrake pull cable, the handbrake pull cable is wound around the outer edge of the guide structure, the guide structure comprises a first end close to the connecting rod and a second end away from the connecting rod, the distance between the first end and the axis of the handle fixing part is defined as a first distance, the distance between the second end and the axis of the handle fixing part is defined as a second distance, and the second distance is greater than the first distance. By adjusting the distance between the guide structure and the axis of the handle fixing part, the present application changes the distance between the maximum force point of the handbrake pull cable on the guide structure and the axis of the handle fixing part, changes the brake lever ratio in use of the parking handle, and makes the parking handle more labor-saving.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles that can travel on any terrain, moving freely in areas where ordinary vehicles have difficulty maneuvering. ATVs are equipped with a parking handle, which prevents the vehicle from rolling away when parked by pulling the parking handle.

[0003] The parking handle is typically connected to the braking system via a parking cable. When the parking handle is pulled up, a greater angle requires a larger force. This is especially true when parking on a slope; as the angle increases, the force applied to the parking handle to prevent the vehicle from rolling back increases exponentially, negatively impacting the user experience.

[0004] A conventional approach might be to install an electronic power assist device, but this would increase the cost of the all-terrain vehicle. Therefore, there is currently no simple method to reduce the force required to lift the parking handle. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide an all-terrain vehicle with a labor-saving parking handle.

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

[0007] This invention provides an all-terrain vehicle, which includes a frame, a suspension assembly, a running gear, a power system, and a braking system. The frame forms a driver's cabin for a user to sit in. The suspension assembly is connected to the frame, and the running gear is connected to the frame via the suspension assembly. The power system is drive-connected to the running gear. The braking system includes a parking handle for braking the running gear. The parking handle includes a linkage, a movable mechanism, and a fixed mechanism. The linkage is connected to the fixed mechanism, and the movable mechanism is sleeved on the linkage. The movable mechanism is rotatably connected to the fixed mechanism via a handle fixing member. The movable mechanism includes a guide structure, which is at least partially arranged around the handle fixing member. The guide structure is used to set a handbrake cable, which is wrapped around the outer edge of the guide structure. The guide structure includes a first end near the linkage and a second end away from the linkage. The distance between the first end and the axis of the handle fixing member is defined as a first distance, and the distance between the second end and the axis of the handle fixing member is defined as a second distance. The second distance is greater than the first distance.

[0008] Furthermore, when the parking handle is in the down position, the maximum force point of the handbrake cable on the guide structure is located at the first end. During the process of pulling up the parking handle, the maximum force point of the handbrake cable on the guide structure shifts from the first end to the second end.

[0009] Furthermore, the active mechanism includes a gripping area, the minimum distance between the gripping area and the handle fixing member is defined as a third distance, the ratio between the first distance and the third distance is defined as a first leverage ratio, the ratio between the second distance and the third distance is defined as a second leverage ratio, the first leverage ratio is greater than or equal to 0.14 and less than or equal to 0.2, and the second leverage ratio is greater than or equal to 0.1 and less than or equal to 0.14.

[0010] Furthermore, the first leverage ratio is greater than or equal to 0.15 and less than or equal to 0.18, and the second leverage ratio is greater than or equal to 0.1 and less than or equal to 0.13.

[0011] Furthermore, the two sides of the moving mechanism include plate-shaped end faces, and an inner cavity is formed between the two end faces to accommodate the fixing mechanism.

[0012] Furthermore, the guide structure includes a cable limiting part, and the end faces of the cable limiting part and the fixing mechanism cooperate to form a guide groove for limiting the handbrake cable.

[0013] Furthermore, the moving mechanism includes several rotation limiting parts distributed around the handle fixing part, and the fixing mechanism includes a rotation engaging part, which can engage with any one of the rotation limiting parts to change the elevation angle of the parking handle when it is in the lowered state.

[0014] Furthermore, the connecting rod includes a first rotation limiting structure, and the fixing mechanism includes a second rotation limiting structure. The first rotation limiting structure and the second rotation limiting structure can be configured as a ratchet and a pawl that mesh with each other.

[0015] Furthermore, the parking handle also includes a detection component, which is a pressure sensor. The actuating mechanism includes a detection mating part for triggering the detection component. During the process of lifting the parking handle, the detection mating part separates from the detection component, and the corresponding display is executed on the instrument connected to the detection component.

[0016] Furthermore, the parking handle also includes a handle housing, which is fitted onto the movable mechanism.

[0017] This invention, by adjusting the distance between the axis of the guide structure and the axis of the handle fixing component, can change the distance between the maximum force point of the handbrake cable on the guide structure and the axis of the handle fixing component, thereby changing the brake lever ratio during the use of the parking handle, so that the parking handle requires less effort when pulling it up. Attached Figure Description

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

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

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

[0021] Figure 4 This is an exploded view of the adjustment device of the all-terrain vehicle of this application.

[0022] Figure 5 This is a schematic diagram showing the first height of the all-terrain vehicle of this application.

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

[0024] Figure 7 This is an exploded view of the parking handle of the all-terrain vehicle of this application.

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

[0026] Figure 9 This is a schematic diagram of a brake pump for an all-terrain vehicle according to this application.

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

[0028] Figure 11 This is an exploded schematic diagram of the brake of the all-terrain vehicle of this application.

[0029] Figure 12 This is a schematic diagram of the structure of a fuel tank for an all-terrain vehicle according to this application.

[0030] Figure 13 This is a cross-sectional view of the structure of a fuel tank for an all-terrain vehicle according to this application.

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

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

[0033] Figure 16 This is a schematic diagram of the connection structure of the oil pipes, sensing devices and control system of the all-terrain vehicle in this application.

[0034] Figure 17 This is a schematic diagram of another fuel tank and frame structure for the all-terrain vehicle of this application.

[0035] Figure 18 for Figure 17 Enlarged diagram of point A in the middle.

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

[0037] Figure 20 This is a structural schematic diagram of the fuel tank bracket of the all-terrain vehicle of this application. Detailed Implementation

[0038] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

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

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

[0041] This application provides, as follows: Figure 1 The diagram illustrates an all-terrain vehicle 100, which includes a frame 11, body panels 12, suspension components 13, and a running gear 14. To clearly define the technical solution of this application, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

[0042] In the description of this application, it should be understood that the term "length direction" refers to the longitudinal direction of the all-terrain vehicle 100 parallel to the driver's position in the driving state, the term "width direction" refers to the lateral direction of the all-terrain vehicle 100 parallel to the driver's position in the driving state, and the term "height direction" refers to the vertical direction of the all-terrain vehicle 100 parallel to the driver's position 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. A frame 11 forms the main framework of the all-terrain vehicle 100, around which a driver's cab 101 for the user is formed. The frame 11 also includes a rear-mounted frame 114 located behind the driver's cab 101. Other systems are directly or indirectly connected to the frame 11. A body panel 12 is located on the outside of the frame 11, covering most of the frame 11. A suspension assembly 13 is connected to the frame 11, and the suspension assembly 13 connects the running gear 14 to the frame 11. The power system 15 is at least partially connected to the frame 11, providing driving force to the all-terrain vehicle 100. The transmission system 16 is drive-connected to the power system 15, receiving the driving force output from the power system 15 and transmitting the driving force to the running gear 14. The running gear 14 is at least partially located below the frame 11. The running gear 14 directly or indirectly receives the driving force output from the transmission system 16 and propels the all-terrain vehicle 100. The running gear 14 includes a front wheel 141 located at the front of the all-terrain vehicle 100 and a rear wheel 142 located at the rear of the all-terrain vehicle 100. The all-terrain vehicle 100 in this embodiment can be of various types, including SSVs and UTVs.

[0044] like Figure 3 As shown, in one implementation, the all-terrain vehicle 100 also includes a seat assembly 23, which is at least partially mounted on the frame 11. The seat assembly 23 is used for user seating. The seat assembly 23 includes a seat body 231 and an adjustment device 232. The seat body 231 includes a seat bracket 2311, which forms the basic structure of the seat assembly 23, and is used to mount leather items such as a seat cushion, lumbar support, and headrest. The two ends of the adjustment device 232 are connected to the seat body 231 and the frame 11, respectively, and the adjustment device 232 is used to adjust the height of the seat body 231. Through the above configuration, the seat body 231 can meet the usage needs in different scenarios, improving the user experience.

[0045] like Figure 3 and Figure 4As shown, the adjustment device 232 further includes a seat fixing mechanism 2321, a rotating mechanism 2322, a limiting mechanism 2323, and a resetting mechanism 2324. The seat fixing mechanism 2321 is connected to the frame 11 and 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. This arrangement allows the seat body 231 to drive the rotating mechanism 2322 to rotate relative to the seat fixing mechanism 2321 during movement, thereby achieving 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 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 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 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 configured as an elastic member such as a torsion spring or a spring. Understandably, 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 usage height of the seat body 231. Through the above settings, the seat body 231 can meet the usage needs in different scenarios, 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, it disengages from the limiting mechanism 2323. Moving the seat body 231 allows the rotating mechanism 2322 to rotate, thus adjusting the seat body 231 between a first height H1 and a second height H2, where the first height H1 is greater than the second height H2. When the rotating mechanism 2322 is in the locked rotating state, it is at least partially housed within the limiting mechanism 2323, and its rotation is restricted by the cooperation of the limiting mechanism 2323 and the reset mechanism 2324. This configuration allows the seat body 231 to meet the needs of different scenarios, improving the user experience.

[0047] Furthermore, the seat fixing mechanism 2321 includes a fixing base plate 2321a and a seat fixing member 2321b. One end face 2413a of the fixing base plate 2321a is fixedly connected to the frame 11, and the other end face 2413a of the fixing 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 via the first rotating shaft 2322c, and the other end of the first rotating member 2322a is rotatably connected to the second rotating member 2322b via the second rotating shaft 2322d. The end of the second rotating member 2322b away from the first rotating shaft 2322c is rotatably connected to the seat body 231. With the above configuration, 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, the first rotating member 2322a and the second rotating member 2322b further 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. 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 diagram illustrates the first rotating member 2322a and the second rotating member 2322b in a 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 a position below the second rotating shaft 2322d, then the first rotating member 2322a and the second rotating member 2322b are in the first relative position, and the seat body 231 is at a first height H1.

[0050] To clearly illustrate the adjustment method of the seat assembly 23 in this application, the following is also provided: Figure 6The adjustment device 232 shown illustrates the second relative position of the first rotating member 2322a and the second rotating member 2322b. When the second rotating member 2322b rotates relative to the seat fixing member 2321b, if the first rotating shaft 2322c rotates above 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 this setting, the height of the seat body 231 can be adjusted, allowing it to meet the usage needs of different scenarios and improving the user experience.

[0051] like Figure 4 As shown, the limiting mechanism 2323 further includes an adjusting handle 2323a and a limiting pivot 2323b. The adjusting handle 2323a is fixedly connected to the limiting pivot 2323b, and the limiting pivot 2323b is rotatably connected to the seat fixing member 2321b. The limiting pivot 2323b abuts against the second rotating member 2322b. The user can control the rotation of the limiting mechanism 2323 by manipulating the adjusting handle 2323a. With the above configuration, when the adjusting handle 2323a rotates, the adjusting handle 2323a can drive the limiting pivot 2323b to rotate, thereby pushing the second rotating member 2322b away from 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 pivot 2323b includes a seat limiting portion 2323c, which is configured as a groove recessed in the axial direction of the limiting pivot 2323b. When the seat limiting portion 2323c abuts against the second rotating member 2322b, the seat limiting portion 2323c can restrict 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. Understandably, during the rotation of the limiting pivot 2323b, if the seat limiting part 2323c separates from the second rotating member 2322b, the limiting pivot 2323b abuts against the second rotating member 2322b and pushes the second rotating member 2322b backward, thereby releasing the restriction on the second rotating member 2322b. This causes the second rotating member 2322b to have 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 height of the seat body 231 can be changed by lifting upward or pressing downward.

[0053] like Figure 3As shown, in one implementation, the number of adjustment devices 232 is set to at least two, and the adjustment devices 232 are respectively arranged on the left and right sides of the seat body 231. The adjustment device 232 arranged on the right side of the seat body 231 is defined as the first adjustment device 2324, and the adjustment device 232 arranged on the left side of the seat body 231 is defined as the second adjustment device 2325. The seat assembly 23 also includes a drive link 233, the two ends of which are respectively connected to the limiting mechanism 2324a of the first adjustment device 2324 and the limiting mechanism 2325a of the second adjustment device 2325. The first adjustment device 2324 can drive the second adjustment device 2325 to rotate through the drive link 233. Specifically, when the limiting mechanism 2324a of the first adjustment device 2324 rotates, the driving link 233 can drive the limiting mechanism 2325a of the second adjustment device 2325 to rotate, thereby pushing the rotation mechanism 2325b of the second adjustment device 2325 to rotate, thereby realizing the height adjustment of the seat body 231. The above settings reduce the difficulty of adjusting the height of the seat body 231 and improve the user experience.

[0054] like Figure 7 and Figure 8 As shown, in one implementation, the all-terrain vehicle 100 also includes a braking system 24, which restricts the movement of the all-terrain vehicle 100. The braking system 24 includes a parking handle 241, which is fixedly mounted within the driver's cab 101 and prevents the all-terrain vehicle 100 from sliding while parked. 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 fitted onto the movable mechanism 2413 to improve the comfort of using the parking handle 241. The movable mechanism 2413 is connected to the fixing mechanism 2414 via a handle fixing member 2415. The movable mechanism 2413 is capable of rotating relative to the fixing mechanism 2414 about the axis of rotation of the handle fixing member 2415. The movable mechanism 2413 is sleeved on the connecting rod 2412, and the connecting rod 2412 is connected to the fixed mechanism 2414. This allows the movable mechanism 2413 to rotate relative to the fixed mechanism 2414, thereby moving the connecting rod 2412 and changing the connection position between the connecting rod 2412 and the fixed mechanism 2414. Furthermore, the parking handle 241 also includes a handbrake cable 2416, which is at least partially disposed on the movable mechanism 2413. When the movable mechanism 2413 rotates relative to the fixed mechanism 2414, it can move the handbrake cable 2416, thus achieving the parking function.

[0055] Specifically, the movable mechanism 2413 has plate-shaped end faces 2413a on both sides, which can cooperate to form an inner cavity 2413b. The fixing mechanism 2414 is disposed within the inner cavity 2413b and is limited by the two end faces 2413a 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-mentioned 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, the actuating mechanism 2413 further includes a guide structure 2413c. The guide structure 2413c is disposed on one end face 2413a of the actuating mechanism 2413, and at least partially surrounds the handle fixing member 2415, and is fixedly connected to the end face 2413a. The guide structure 2413c is used to accommodate the handbrake cable 2416 and guides the extension direction of the handbrake cable 2416, which surrounds the outer edge of the guide structure 2413c. Specifically, the guide structure 2413c can be configured as a generally arc-shaped component, distributed around the circumference of the handle fixing member 2415. Based on 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 near the connecting rod 2412 and a second end 2413e away from the connecting rod 2412. To alter the brake lever ratio during the use of the parking handle 241, thereby reducing the operating force required to pull the parking handle 241, 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 point of maximum force exerted by 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 raised state, the point of maximum force exerted by the handbrake cable 2416 on the guide structure 2413c is basically located at the second end 2413e of the guide structure 2413c. Understandably, during the process of pulling up the parking handle 241, the point of maximum force application of the handbrake cable 2416 to the guide structure 2413c shifts from the first end 2413d of the guide structure 2413c along the contour of the guide structure 2413c towards the second end 2413e. Through this setting, the distance between the point of maximum force application of the handbrake cable 2416 to the guide structure 2413c and the axis of the handle fixing member 2415 can be changed, thereby altering the braking lever ratio during the use of the parking handle 241, making the parking handle 241 easier to pull up.

[0057] More specifically, the active mechanism 2413 includes a gripping area 2413f for the user to hold. The distance between the gripping 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 the first leverage ratio of the parking handle 241, and the ratio between the second distance L2 and the third distance L3 is defined as the second leverage ratio of the parking handle 241. As an optional implementation, the first leverage ratio is greater than or equal to 0.14 and less than or equal to 0.2; the second leverage ratio is greater than or equal to 0.1 and less than or equal to 0.14. Further, the first leverage ratio is greater than or equal to 0.15 and less than or equal to 0.18; the second leverage ratio is greater than or equal to 0.1 and less than or equal to 0.13. More preferably, the first leverage ratio is equal to 0.17; the second leverage ratio is equal to 0.12. Understandably, with the third distance L3 remaining constant, if the first leverage 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 will be too large, affecting the compactness of the parking handle 241 structure. If the first leverage ratio is too small, the lever ratio of the parking handle 241 will not change significantly, resulting in an insignificant effort-saving effect during the lifting process. If the second leverage ratio is too large, the lever ratio of the parking handle 241 will not change significantly during rotation, resulting in an insignificant effort-saving effect during the lifting process. If the second leverage ratio is too small, the distance between the second end 2413e of the guide structure 2413c and the handle fixing member 2415 will be too close, which is not conducive to the structural arrangement on the moving mechanism 2413. Through the above settings, the compactness of the parking handle 241 structure can be ensured while making the parking handle 241 more effort-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 of the gripping area 2413f closest to the fixing mechanism 2414 is used as the measurement point of the third distance L3.

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

[0060] like Figure 7 and Figure 8As shown, the guide structure 2413c further includes a cable limiting portion 2413g for limiting the handbrake cable 2416. The cable limiting portion 2413g and the end face 2413a of the fixing mechanism 2414 cooperate to form a guide groove 2413h recessed towards the handle fixing member 2415. The handbrake cable 2416 is at least partially disposed within the guide groove 2413h. This design prevents the handbrake cable 2416 from dislodging during use, thus ensuring the normal operation of the parking handle 241.

[0061] As one implementation, the movable mechanism 2413 further includes a rotation limiting part 2413j. The number of rotation limiting parts 2413j is set to several, and these rotation limiting parts 2413j are distributed around the circumference of the handle fixing member 2415. Each rotation limiting part 2413j is a through hole. Furthermore, the fixing mechanism 2414 is provided with a rotation engaging part 2414a that cooperates with the rotation limiting parts 2413j. Specifically, when the movable mechanism 2413 is connected to the fixing mechanism 2414, the rotation engaging part 2414a can cooperate with at least one rotation limiting part 2413j to fix the movable mechanism 2413 in a suitable position, thereby changing the elevation angle of the parking handle 241 in the lowered state, facilitating user operation, and improving the ergonomics of the parking handle 241. Because users have different heights, to ensure coordination in human-machine interaction, the fasteners can be inserted into different rotation limit parts 2413j through the above-mentioned settings. This changes the relative position of the fixed mechanism 2414 and the movable mechanism 2413, allowing the parking handle 241 to meet the usage needs of different users and improving its applicability. Furthermore, when the movable mechanism 2413 rotates relative to the fixed mechanism 2414, the rotation mating part 2414a can limit the rotation angle of the movable mechanism 2413, thereby preventing the parking handle 241 from exceeding its safe rotation range and improving the safety of the all-terrain vehicle 100 during use.

[0062] like Figure 7 and Figure 8 As shown, in one implementation, a brake button 2412a is also provided at the end of the connecting rod 2412 away from the fixed mechanism 2414. The brake button 2412a passes through the movable mechanism 2413 and extends outward. By touching the brake button 2412a, the connecting rod 2412 can be separated from the fixed mechanism 2414, thereby allowing the movable mechanism 2413 to rotate relative to the fixed 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 fluid. One brake chamber 2421 has a first outlet 2421a and a second outlet 2421b. Providing two outlets on the brake chamber 2421 offers more options for the connection position and angle of the brake lines, facilitating the arrangement of the brake lines and increasing the versatility of the brake pump 242. When the space for the brake pump 242 is limited, a suitable outlet can be selected to output brake fluid, and the unused outlet can be blocked. A vertical plane is defined perpendicular to the axis of the brake chamber 2421. The projection of the axis 202 of the first oil outlet 2421a onto the vertical plane along the axial direction of the brake chamber 2421 is defined as the first axis projection. The projection of the axis 203 of the second oil outlet 2421b onto the vertical plane along the axial direction of the brake chamber 2421 is defined as the second axis projection. The angle α1 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, it is sufficient to satisfy the arrangement of most brake lines with a minimum number of oil outlets. Further, the angle α1 between the first axis projection and the second axis projection is greater than or equal to 35° and less than or equal to 165°. Even further, the angle α1 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 α2 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 α3 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°. Both the first oil outlet 2421a and the second oil outlet 2421b are substantially perpendicular to the surface of the brake chamber 2421. Furthermore, the first oil outlet 2421a and the second oil outlet 2421b can also be connected to brake lines simultaneously to facilitate connection with multiple braking components. This allows for full utilization of the space on the brake chamber 2421 to arrange the oil outlets, making the surface structure of the brake chamber 2421 more compact and improving the overall space utilization. In addition, the brake pump 242 can also be equipped with two or more brake chambers 2421 to further meet the specific requirements of the braking system 24 on the all-terrain vehicle 100. Figure 10As shown, the brake chamber 2421 is also provided with an inlet 2421c for inputting brake fluid, and the inlet 2421c is located on the upper side of the brake pump 242. Specifically, the 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, and the axis of the extension section 2421e is the extension section axis 206. The included angle α4 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 allows the inlet 2421c to be adapted to be connected to brake fluid lines in different directions, preventing the brake fluid lines from wearing due to long-term bending. During actual installation, the orientation of the oil inlet 2421c can be adjusted by rotating it to accommodate brake lines in different directions. This allows for the selection of the optimal orientation for connection with the brake lines within the assembly space, improving the convenience of brake line arrangement and the space utilization of the brake pump 242. Furthermore, the angle a4 between the connecting section axis 205 and the extension section axis 206 is greater than or equal to 20° and less than or equal to 70°. Even further, the angle a4 between the connecting section axis 205 and the extension section axis 206 is greater than or equal to 30° and less than or equal to 60°.

[0066] In one embodiment, the braking system 24 includes a brake 243 connected to the brake pump 242 via a conduit. For example... Figure 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 insulation device 2433 is also provided between the brake cylinder 2431 and the brake pad 2432, and the heat insulation device 2433 is disposed close to the brake pad 2432. It is understandable that all-terrain vehicles 100 generally operate under harsh conditions, and the high workload of the braking system 24 leads to a rapid temperature rise of the braking system 24 during braking. If the brake pad 2432 rubs at high temperatures for a long time, it is easy to transfer heat to the interior of the brake cylinder 2431, causing the brake fluid to vaporize, thereby affecting the braking performance of the entire vehicle. By providing a heat insulation device 2433 at the brake pad 2432, that is, by providing a heat insulation device 2433 on the contact surface between 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 fluid in the brake cylinder 2431 from vaporizing at high temperatures, and also improving the thermal stability of the braking system 24. The area of ​​the heat insulation device 2433 is approximately equal to the area of ​​the brake pad 2432. While ensuring that the heat insulation device 2433 can insulate sufficient heat, it prevents friction with other structures, making the surface structure of the braking system 24 more compact and improving overall space utilization. A muffler 2434 is also provided between the heat insulation device 2433 and the brake cylinder 2431, positioned close to the brake cylinder 2431. The muffler 2434 includes a connecting portion, which connects to the brake pad 2432. The heat insulation device 2433 is located between the muffler 2434 and the brake pad 2432. The muffler 2434 fixes the heat insulation device 2433 and the muffler 2434 to the brake pad 2432 via the connecting portion. The muffler 2434 reduces noise generated during braking, improving driving comfort. A cylinder vertical plane 207 is defined, perpendicular to the axis of the brake cylinder 2431. The projection of the heat insulation device 2433 along the axis of the brake cylinder 2431 onto the cylinder vertical plane 207 is called the heat insulation device projection. The projection of the muffler device 2434 along the axis of the brake cylinder 2431 onto the cylinder vertical plane 207 is called the muffler device projection. The ratio of the area of ​​the heat insulation device projection to the area of ​​the muffler device projection is greater than or equal to 0.7 and less than or equal to 1. The fact that the area of ​​the heat insulation device 2433 is less than or equal to the area of ​​the muffler device 2434 increases the stability of the muffler device 2434 and the brake pad 2432, and also increases the stability of the heat insulation device 2433 located between the muffler device 2434 and the brake pad 2432. Furthermore, the ratio of the area of ​​the muffler 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. Furthermore, the ratio of the projected area of ​​the silencing device to the projected area of ​​the heat insulation device is greater than or equal to 0.85 and less than or equal to 0.95. A heat insulation pad can be used for the heat insulation device 2433, and a sound-absorbing pad can be used for the silencing device 2434.

[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 wave deflector 252 shown is disposed in the fuel tank 251. The wave deflector 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. The partition portion 2522 is connected to the support portion 2521. During the operation of the all-terrain vehicle 100, the fuel in the fuel tank 251 will slosh. Especially when the all-terrain vehicle 100 experiences severe bumps, the fuel in the fuel tank 251 will slosh significantly, generating considerable impact noise. By installing the wave deflector 252 in the fuel tank 251, the sloshing of the fuel in the fuel tank 251 can be effectively reduced, and the fuel level can be kept relatively flat. Within a reasonable range, the more partition portions 2522 there are, the less space the fuel can slosh, resulting in better noise reduction. The support portion 2521 and the partition portion 2522 are provided with through holes. The through-hole allows fuel to flow within the fuel tank 251, ensuring a balanced fuel level throughout the tank. Simultaneously, the through-hole reduces the impact of fuel on the support portion 2521, preventing damage to the baffle 252. The extending plane of the support portion 2521 is defined as the support portion extending surface 208, and the extending plane of the baffle portion 2522 is defined as the baffle portion extending surface 209. The included angle α5 between the support portion extending surface 208 and the baffle portion extending surface 209 is greater than or equal to 65° and less than or equal to 90°. This angle setting effectively prevents fuel from directly impacting the baffle portion 2522, thereby reducing its sway range to some extent. Furthermore, the included angle α5 between the support portion extending surface 208 and the baffle portion extending surface 209 is greater than or equal to 73.1° and less than or equal to 82.5°. Furthermore, the included angle α5 between the support extension surface 208 and the partition 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 along the height direction of the all-terrain vehicle onto the reference plane is the fuel tank projection, and the projection of the splash guard 252 along the height direction of the all-terrain vehicle onto the reference plane is the splash guard projection. The ratio of the splash guard projection dimension L4 along the width direction of the all-terrain vehicle to the fuel tank projection dimension L5 along the width direction of the all-terrain vehicle is greater than or equal to 0.7 and less than or equal to 1. Setting the dimensions of the splash guard 252 within the above range ensures its stable placement within the fuel tank 251, preventing the splash guard 252 from detaching from the fuel tank 251. Simultaneously, the splash guard 252 also enhances the overall strength of the fuel tank 251. Furthermore, the ratio of the splash guard projection dimension L4 along the width direction of the all-terrain vehicle to the fuel tank projection dimension L5 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, the ratio of the dimension L4 of the splash guard 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 0.85 and less than or equal to 0.95.Meanwhile, the wave deflector 252 provides better wave protection and noise reduction for fuel tanks 251 with a length greater than 1.5m. Furthermore, the support portion 2521 and the partition portion 2522 can be integrally molded. This integral molding strengthens the partition portion 2522, preventing it from detaching due to fuel impact, and also reduces assembly processes and manufacturing costs. Alternatively, the support portion 2521 and the partition portion 2522 can be manufactured separately and then joined together. Separate manufacturing of the partition portion 2522 and the support portion 2521 allows for the selection of different materials for the partition portion 2522 and the support portion 2521. By adjusting the materials of the support portion 2521 and the partition portion 2522, the overall weight of the wave deflector 252 can be further limited, ensuring the lightweight design of the all-terrain vehicle 100. For fuel tanks 251 with irregular shapes, wave deflectors 252 of different shapes can be used accordingly. Specifically, the number of baffle portions 2522 on the baffle 252 can be reduced or baffle portions 2522 of different shapes can be used to accommodate fuel tanks 251 of different shapes.

[0069] As one implementation method, such as Figure 12 As shown, the fuel tank 251 includes a refueling hose 2516 for adding fuel. One end of the refueling hose 2516 extends into the fuel tank 251, and the other end protrudes outside the fuel tank 251. The refueling hose 2516 increases the convenience of refueling operations. The refueling hose 2516 has a guiding function, controlling the insertion direction of the refueling nozzle and the injection direction of the fuel during refueling, thereby protecting components such as the first fuel pump 2514 in the fuel tank 251 and preventing damage to the first fuel pump 2514 due to impacts. Specifically, as... Figure 14As shown, the refueling pipe 2516 includes a refueling pipe body 2516a and a mesh 2516b connected to one end of the refueling pipe body 2516a. On one hand, the mesh 2516b prevents external devices from entering the fuel tank 251 and stealing fuel. On the other hand, the mesh 2516b, with its filter holes, filters impurities in the fuel. The mesh 2516b directly blocks impurity particles within the refueling pipe 2516, preventing impurities from entering the fuel tank 251 and avoiding clogging of the fuel lines. The ratio of the length L6 of the mesh 2516b along the axial direction of the refueling pipe 2516 to the length L7 of the refueling pipe 2516 along 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 mesh 2516b along the axial direction of the refueling pipe 2516 to the length L7 of the refueling pipe 2516 along 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 filter mesh 2516b along the axial direction of the fuel filler pipe 2516 to the length L7 of the fuel filler pipe 2516 along 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 aperture of the filter holes is greater than or equal to 2.5 mm and less than or equal to 5 mm. Setting the aperture of the filter holes within the above range ensures that most impurities can be blocked outside the fuel tank. Furthermore, the aperture of the filter holes is greater than or equal to 3 mm and less than or equal to 4.5 mm. Even further, the aperture of the filter holes is greater than or equal to 3.5 mm and less than or equal to 4 mm. In addition, the filter mesh 2516b and the fuel filler pipe body 2516a can be integrally formed. The integral forming setting can enhance the strength of the filter mesh 2516b, prevent it from falling off due to the impact of fuel, and also reduce manufacturing and assembly processes, thereby reducing manufacturing costs. The filter screen 2516b and the fuel filler hose body 2516a can also be manufactured separately and then assembled together. When the filter holes are clogged with impurities, the filter screen 2516b can be directly removed for cleaning or replacement, thereby reducing maintenance costs. Furthermore, manufacturing the filter screen 2516b and the fuel filler hose body 2516a separately allows for the selection of different filter screens 2516b to suit different vehicle models, increasing the versatility of the filter screen 2516b and reducing manufacturing costs.

[0070] As one implementation method, such as Figure 15As shown, the fuel tank 251 also includes a fuel tank cap 2517 and a sensor 2518 for identifying whether the fuel tank cap 2517 is connected to the refueling pipe 2516. The sensor 2518 is located on the inner wall of the refueling pipe 2516. The fuel filler neck of the all-terrain vehicle 100 is generally exposed. If the fuel tank cap 2517 is not tightened after refueling, fuel may leak out or external impurities may enter the fuel tank 251 while the all-terrain vehicle 100 is in motion. The sensor 2518 is configured to detect whether the fuel tank cap 2517 is closed and promptly provide feedback to the driver to remind them to tighten the fuel tank cap 2517 after refueling. When the sensor 2518 detects that the fuel tank cap 2517 is closed, the sensor 2518 does not output a signal. When the sensor 2518 detects that the fuel tank cap 2517 is open, the sensor 2518 outputs a signal. The sensing device 2518 includes a sensor 2518a and a speaker 2518b connected to the sensor 2518a. The speaker 2518b can receive the signal transmitted by the sensor 2518a and emit a sound, so that the outside world can be more timely to notice that the fuel tank cap 2517 is not closed, effectively avoiding situations such as the fuel tank cap 2517 being lost.

[0071] As another implementation method, such as Figure 16As shown, the all-terrain vehicle 100 also includes a control system 26. A sensing device 2518 can be electrically connected to the control system 26. The sensing device 2518 includes a sensor 2518a, which can specifically be a photosensitive sensor. The sensing device 2518 can output signals to the control system 26, which outputs the signals to an instrument panel and displays the corresponding status. The driver can determine the closing status of the fuel tank cap 2517 based on the instrument panel display. Simultaneously with outputting signals to the instrument panel, the control system 26 can also issue an alarm using the all-terrain vehicle 100's horn or other sound-emitting device to remind the driver to close the fuel tank cap 2517. Furthermore, the control system 26 can also output signals to a mobile terminal, allowing the driver to observe the closing status of the fuel tank cap 2517 at any time, thus preventing the fuel tank cap 2517 from being lost. The sensing device 2518 can be configured to only issue an alarm when the all-terrain vehicle 100 is started to prevent fuel spillage during vehicle operation. The sensor 2518 can also be configured to issue an alarm both when the all-terrain vehicle 100 is started and not started, to remind the driver to close the fuel tank cap 2517 in time, ensuring that the fuel tank cap 2517 is closed to the refueling pipe 2516 under all circumstances, preventing the fuel tank cap 2517 from being lost or contaminating the fuel in the fuel tank 251. Furthermore, the sensor 2518 is positioned close to the fuel tank cap 2517, allowing it to detect more subtle changes and thus improving its sensitivity. The refueling pipe 2516 also includes an elastic sealing device located at one end of the refueling pipe body 2516a and capable of sealing the refueling pipe body 2516a. This elastic sealing device replaces the traditional fuel tank cap to seal the refueling pipe 2516. Specifically, the extending plane of the elastic sealing device is defined as the sealing plane, which is perpendicular to the axis of the refueling pipe body 2516a. The elastic sealing device can open and close radially along the refueling pipe 2516 under a certain external force. Under normal circumstances, the resilient sealing device is closed, isolating the inside of the fuel tank from the outside of the fuel tank 251. During refueling, the resilient sealing device can be opened by devices such as the fuel nozzle, allowing fuel to be delivered into the fuel tank 251 through the resilient sealing device. This solves the problem of resource waste caused by the easy loss of the traditional fuel tank cap 2517. Furthermore, the resilient sealing device and the fuel filler pipe body 2516a are manufactured separately and then assembled. If either component is damaged, only that component can be replaced or repaired, thereby increasing the lifespan of both the resilient sealing device and the fuel filler pipe body 2516a and reducing manufacturing costs.

[0072] like Figure 17As shown, the frame 11 includes a driver's cab 101 formed around it for a user to sit in. A fuel tank 251 is located at the front of the driver's cab 101, specifically in front of the passenger seat of the all-terrain vehicle. A longitudinal plane perpendicular to the width direction of the all-terrain vehicle is defined. The projection of the driver's cab 101 along the width direction of the all-terrain vehicle onto this longitudinal plane is the driver's cab projection, and the projection of the fuel tank 251 along the width direction of the all-terrain vehicle onto this longitudinal plane is the fuel tank projection. The fuel tank projection is located in front of the driver's cab projection. This arrangement of the fuel tank 251 changes the traditional positional structure of the fuel tank 251. Placing the fuel tank 251 at the front of the driver's cab expands the carrying space of the all-terrain vehicle 100. The driver's cab 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. 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 via diagonal beams 1015 located on the left and right sides, and the second upper beam 1012 is connected to the second lower beam 1014 via diagonal beams 1015 located 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 constitute an accommodating space, within which the fuel tank 251 is located. The fuel tank 251 is surrounded by 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. When the all-terrain vehicle 100 is impacted 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 diagonal beam 1015 can protect the fuel tank 251, preventing damage and improving its safety and service life. In this embodiment, the power system 15 of the all-terrain vehicle 100 is located at the rear of the frame 11. Since the power system 15 is prone to overheating during long-term operation, the fuel tank 251 is positioned away from the engine 151 to prevent the fuel tank 251 and the fuel inside from overheating, thus improving its safety. Specifically, at least four diagonal beams 1015 are provided. The fuel tank 251 is defined as having a width L8 in the width direction of the all-terrain vehicle, and the driver's cab 101 is defined as having a width L9 in the width direction of the all-terrain vehicle. The ratio between the fuel tank width L8 and the driver's cab 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 driver's cab width, the overall weight of the fuel tank 251 can be further limited, ensuring a lightweight design for the all-terrain vehicle 100. Further, the ratio between the fuel tank width L8 and the driver's cab width L9 is greater than or equal to 0.6 and less than or equal to 0.75. Even further, the ratio between the fuel tank width L8 and the driver's cab 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 includes a steering transmission assembly (not shown) located on the driver's seat side of the cockpit 101. The projection of the steering transmission assembly along the width direction of the all-terrain vehicle onto the longitudinal plane is defined as the steering transmission projection, and at least a portion of the steering transmission projection coincides with the fuel tank projection. A plane of symmetry is defined perpendicular to the width direction of the all-terrain vehicle and substantially bisects the cockpit 101. The portion of the fuel tank 251 located on one side of the plane of symmetry is defined as the first fuel tank portion, and the portion of the fuel tank 251 located on the other side of the plane of symmetry is defined as the second fuel tank portion. The projection of the first fuel tank portion along the height direction of the all-terrain vehicle onto a reference plane is the first fuel tank projection, and the projection of the second fuel tank portion along the height direction of the all-terrain vehicle onto the reference plane is the second fuel tank projection. The ratio of the dimension of the first fuel tank projection in the width direction of the all-terrain vehicle to the dimension 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 fuel tank 251 are arranged substantially along the width direction of the all-terrain vehicle. This arrangement of the fuel tank 251 ensures that it is offset within the driver's cab 101. This offset towards the passenger side provides installation space for components such as the steering transmission assembly. Specifically, the fuel tank 251 is located at the end furthest from the driver's seat. Further, the ratio of the first projection of the fuel tank in the width direction of the all-terrain vehicle to 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. Even further, the ratio of the first projection of the fuel tank in the width direction of the all-terrain vehicle to 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 includes a refueling pipe 2516 connected to the fuel tank 251. The refueling pipe 2516 is positioned in front of the fuel tank 251 along the length direction of the all-terrain vehicle, making it easier to observe the status of the fuel tank cap 2517 and to conveniently add fuel to the fuel tank 251.

[0073] As one implementation method, such as Figure 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 a fuel line connector for connecting to a fuel pump and an electrical connector for connecting to the fuel pump. A protective member 1016 is provided on the frame 11 to protect the connector 2519, and the protective member 1016 is disposed above the connector 2519. It is 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 detached due to impact. In this embodiment, the protective member 1016 is disposed close to the connector 2519, and the protective member 1016 can cover at least a portion 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 its service life. In the height direction of the all-terrain vehicle, the distance L10 between the protective component 1016 and the connector 2519 is greater than or equal to 0 cm and less than or equal to 5 cm. This arrangement ensures that the protective component 1016 can cover the connector 2519 as comprehensively as possible while maintaining its own stability, reducing the exposed area of ​​the connector 2519 and thus reducing the possibility of damage from impact or contamination. Furthermore, the distance L10 between the protective component 1016 and the connector 2519 is greater than or equal to 0 and less than or equal to 4.5 cm. Even further, the distance L10 between the protective component 1016 and the connector 2519 is greater than or equal to 0 and less than or equal to 4 cm. In addition, the protective component 1016 is detachably fixed to the driver's cab 101. The operator can adjust the position of the protective component 1016 relative to the connector 2519 as needed, or can directly remove the protective component 1016 to obtain more operating space, thereby improving overall work efficiency.

[0074] As one implementation method, such as Figure 17 and Figure 19As shown, the fuel system 25 includes a fuel tank bracket 253 for securing the fuel tank 251, which is connected to the front of the cab 101. The fuel tank bracket 253 securely mounts the fuel tank 251 to the cab 101 by engaging with a structure on the surface of the fuel tank 251. The fuel line bracket 253 includes a bracket body 2531 connected to the cab 101 and a limiting structure 2532 connected to the bracket body 2531 and abutting against the fuel tank 251. It is understood that because the fuel tank bracket 253 and the fuel tank 251 are not rigidly connected, when the fuel tank 251 brakes suddenly following the all-terrain vehicle 100, the fuel tank 251 will experience some movement relative to the fuel tank bracket 253, resulting in friction between them. Over time, this will cause wear and tear on both the fuel tank 251 and the fuel tank bracket 253, affecting the overall safety of the all-terrain vehicle 100. The limiting structure 2532 increases the contact area and contact points between the fuel tank 251 and the fuel tank bracket 253, allowing the fuel tank bracket 253 to further abut against the fuel tank 251, preventing relative movement between them and improving the overall service life of both. Furthermore, the limiting structure 2532 is detachably connected to the fuel tank bracket 253, and can be selected according to different fuel tanks 251, improving adaptability. Specifically, the limiting structure 2532 can be a sheet metal bracket. Figure 20 As shown, the fuel tank bracket 253 also includes a buffer member 2533, which is disposed on the surface of the limiting structure 2532. The buffer member 2533 utilizes its elasticity to press the limiting structure 2532, the buffer member 2533, and the fuel tank 251 together, preventing relative movement among them. This ensures 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 member 2533 can be a rubber pad.

[0075] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: The vehicle frame surrounds a driver's cabin for users to sit in; A suspension assembly connected to the vehicle frame; A running gear assembly, which is connected to the vehicle frame via the suspension assembly; The power system is connected to the walking assembly via a transmission system; A braking system, including a parking handle for braking the travel assembly; The parking handle is characterized in that it includes a connecting rod, a movable mechanism, and a fixing mechanism. The connecting rod is connected to the fixing mechanism, and the movable mechanism is sleeved on the connecting rod. The movable mechanism is rotatably connected to the fixing mechanism via a handle fixing member. The movable mechanism includes a guide structure, which is at least partially arranged around the handle fixing member. The guide structure is used to arrange the handbrake cable, which is wrapped around the outer edge of the guide structure. The guide structure includes a first end close to the connecting rod and a second end away from the connecting rod. The distance between the first end and the axis of the handle fixing member is defined as a first distance, and the distance between the second end and the axis of the handle fixing member is defined as a second distance. The second distance is less than the first distance. The movable mechanism further includes several rotation limiting parts distributed around the handle fixing member. The fixing mechanism is provided with a rotation engaging part that cooperates with the rotation limiting parts. The rotation engaging part is an arc-shaped hole. The parking handle also includes a fastener that can pass through any one of the rotation limiting parts and the arc-shaped hole to change the elevation angle of the parking handle when it is in the lowered state. When the movable mechanism rotates relative to the fixing mechanism, the rotation engaging part can limit the rotation angle of the movable mechanism.

2. The all-terrain vehicle according to claim 1, characterized in that, When the parking handle is in the down position, the maximum force point of the handbrake cable on the guide structure is located at the first end. During the process of pulling up the parking handle, the maximum force point of the handbrake cable on the guide structure shifts from the first end to the second end.

3. The all-terrain vehicle according to claim 1, characterized in that, The active mechanism includes a gripping area, the minimum distance between the gripping area and the handle fixing member is defined as a third distance, the ratio between the first distance and the third distance is defined as a first leverage ratio, the ratio between the second distance and the third distance is defined as a second leverage ratio, the first leverage ratio is greater than or equal to 0.14 and less than or equal to 0.2, and the second leverage ratio is greater than or equal to 0.1 and less than or equal to 0.

14.

4. The all-terrain vehicle according to claim 3, characterized in that, The first leverage ratio is greater than or equal to 0.15 and less than or equal to 0.18, and the second leverage ratio is greater than or equal to 0.1 and less than or equal to 0.

13.

5. The all-terrain vehicle according to claim 1, characterized in that, The movable mechanism has plate-shaped end faces on both sides, and an inner cavity is formed between the two end faces to accommodate the fixed mechanism.

6. The all-terrain vehicle according to claim 5, characterized in that, The guide structure includes a cable limiting part, and the end faces of the cable limiting part and the fixing mechanism cooperate to form a guide groove for limiting the handbrake cable.

7. The all-terrain vehicle according to claim 1, characterized in that, The connecting rod includes a first rotation limiting structure, and the fixing mechanism includes a second rotation limiting structure. The first rotation limiting structure and the second rotation limiting structure can be configured as a ratchet and a pawl that mesh with each other.

8. The all-terrain vehicle according to claim 1, characterized in that, The parking handle also includes a detection component, which is a pressure sensor. The actuating mechanism includes a detection mating part for triggering the detection component. During the process of lifting the parking handle, the detection mating part separates from the detection component, and the instrument connected to the detection component performs a corresponding display.

9. The all-terrain vehicle according to claim 1, characterized in that, The parking handle also includes a handle housing, which is fitted onto the movable mechanism.

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