All-terrain vehicle

Abstract

The all-terrain vehicle comprises a vehicle frame, a vehicle body covering part, a walking assembly and a power assembly, and the vehicle frame comprises a main vehicle frame; the vehicle body cover comprises an instrument mask; the power assembly comprises an engine and a transmission; the transmission comprises a variable-speed air inlet pipe and a variable-speed exhaust pipe which are used for communicating the transmission with the outside, a variable-speed air inlet is formed in the variable-speed air inlet pipe, a variable-speed exhaust port is formed in the variable-speed exhaust pipe, the variable-speed air inlet is communicated with the transmission through the variable-speed air inlet pipe, and the variable-speed exhaust port is communicated with the transmission through the variable-speed exhaust pipe; the variable-speed air inlet is at least partially located above the instrument mask, and the variable-speed air outlet is at least partially located below the instrument mask; the variable-speed air inlet pipe is located in front of the transmission, the variable-speed exhaust pipe is at least partially located above the engine, and the variable-speed exhaust pipe extends from the rear of the engine to the front of the transmission and the engine. Through the arrangement, the wading performance of the all-terrain vehicle can be improved.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles capable of traveling on any terrain. The transmission of an ATV's power unit is connected to a transmission intake pipe and a transmission exhaust pipe for cooling the transmission. In existing technology, when an ATV travels through flooded areas, the low position of the transmission intake and exhaust ports allows water to easily enter the transmission, affecting its operation and resulting in poor water-crossing performance. Summary of the Invention

[0003] In order to overcome the shortcomings of the existing technology, the purpose of this application is to provide an all-terrain vehicle with good water wading performance.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] An all-terrain vehicle includes a frame, a body panel, a running gear, and a power unit. The frame includes a main frame. The body panel is substantially located on and connected to the main frame, and includes an instrument panel cover. The running gear is at least partially located below the main frame. The power unit is driven to the running gear and includes an engine and a transmission, which are driven to each other. The engine and transmission are distributed along the width of the all-terrain vehicle. The transmission includes a variable speed intake pipe and a variable speed exhaust pipe that connect the transmission to the outside. The variable speed intake pipe has a variable speed intake port, and the variable speed exhaust pipe has a variable speed exhaust port. The variable speed intake port and the transmission are connected through the variable speed intake pipe, and the variable speed exhaust port and the transmission are connected through the variable speed exhaust pipe. The variable speed intake port is at least partially located above the instrument panel cover, and the variable speed exhaust port is at least partially located below the instrument panel cover. The variable speed intake pipe is located in front of the transmission, and the variable speed exhaust pipe is at least partially located above the engine, extending from the rear of the engine to the transmission and the front of the engine.

[0006] Furthermore, the all-terrain vehicle also includes a steering assembly, which is at least partially located behind the instrument panel cover, with a gear shift air intake located between the steering assembly and the instrument panel cover, and the gear shift air intake generally facing the steering assembly.

[0007] Furthermore, the body panel also includes a main cover for covering the powertrain components, the main cover being at least partially located below the instrument panel cover; the transmission air intake is at least partially located outside the main cover, and the transmission exhaust is located inside the main cover.

[0008] Furthermore, the gearbox exhaust port is generally oriented towards the front of the all-terrain vehicle, and the gearbox exhaust pipe also includes an adapter that connects to the gearbox exhaust port. The adapter is generally oriented towards the bottom of the all-terrain vehicle.

[0009] Furthermore, the body panels also include a front cover located in front of the instrument panel cover, with the gearbox air intake located above the front cover and the gearbox exhaust located below the front cover.

[0010] Furthermore, the transmission exhaust pipe includes a first pipe and a second pipe that are fixedly connected to each other. The first pipe is connected to the interior of the transmission. The first pipe is located behind the second pipe and is connected to the second pipe. The second pipe extends substantially along the length of the all-terrain vehicle. The material hardness of the first pipe is greater than that of the second pipe.

[0011] Furthermore, the powertrain also includes an air filter, which is at least partially located above and connected to the engine. The air filter also includes an air filter inlet, which is connected to the air filter via an air filter inlet pipe. The air filter inlet is at least partially located above the instrument panel cover.

[0012] Furthermore, the body panel also includes an air intake plastic component, which is located above the instrument panel cover. The air intake plastic component has three connection ports, one end of which is connected to the transmission intake pipe, the transmission exhaust pipe, and the air filter intake pipe, respectively. The three connection ports of the air intake plastic component are respectively formed as the transmission intake port, the transmission exhaust port, and the air filter intake port.

[0013] Furthermore, the air filter intake pipe is at least partially located in front of the air filter, and the air filter intake pipe is also located above the engine and transmission and extends upwards, and the air filter intake pipe is fixedly connected to the intake plastic component.

[0014] Furthermore, the body panel also includes an air intake plastic component, which is located above the instrument panel cover. Two connection ports are formed on the air intake plastic component. One end of the air intake plastic component is connected to the transmission air intake pipe and the air filter air intake pipe, respectively. The two connection ports of the air intake plastic component are respectively formed as the transmission air intake port and the air filter air intake port.

[0015] The aforementioned all-terrain vehicle improves its water-crossing performance by placing the gearbox air intake and gearbox exhaust ports near the instrument panel cover. This prevents water from entering the transmission through the gearbox air intake and gearbox exhaust ports and affecting the performance of the power components when the all-terrain vehicle is driving on water-crossing sections. Attached Figure Description

[0016] Figure 1 A side view of the all-terrain vehicle provided in an embodiment of this application;

[0017] Figure 2 A rear view of the all-terrain vehicle provided in an embodiment of this application;

[0018] Figure 3 A rear view of a portion of the structure of an all-terrain vehicle provided in an embodiment of this application;

[0019] Figure 4 A schematic diagram of the first posture of an all-terrain vehicle provided in an embodiment of this application;

[0020] Figure 5 A schematic diagram of the second posture of the all-terrain vehicle provided in the embodiments of this application;

[0021] Figure 6 for Figure 5 A magnified view of a section at point A in the middle;

[0022] Figure 7 A front view of an all-terrain vehicle provided in an embodiment of this application;

[0023] Figure 8 A top view of the all-terrain vehicle provided in the embodiments of this application;

[0024] Figure 9 A schematic diagram of the structure of the heat dissipation bracket and the upper protective frame of the all-terrain vehicle provided in this application embodiment when the heat dissipation bracket is in a fixed state;

[0025] Figure 10 A schematic diagram of the structure of the heat dissipation bracket and the upper protective frame of the all-terrain vehicle provided in this application embodiment when the heat dissipation bracket is in a flipped state;

[0026] Figure 11 A top view of the protective bracket, support frame, and main frame of the all-terrain vehicle provided in the embodiments of this application;

[0027] Figure 12 A schematic diagram of the structure of the heat dissipation bracket and the upper protective frame of the all-terrain vehicle provided in the embodiment of this application when the heat dissipation component is in the first installation state;

[0028] Figure 13 This application embodiment provides a schematic diagram of the structure of the heat dissipation component of the all-terrain vehicle in the second installation state, showing the heat dissipation bracket and the upper protective frame.

[0029] Figure 14 A schematic diagram of the radiator's frontal area at different angles for an embodiment of this application;

[0030] Figure 15 A schematic diagram of the structure of the heat dissipation bracket and the upper protective frame in the second embodiment of the all-terrain vehicle provided in this application;

[0031] Figure 16 A schematic diagram of the heat dissipation bracket and the upper protective frame in the third embodiment of the all-terrain vehicle provided in this application;

[0032] Figure 17 A schematic diagram of the structure of the upper protective frame and heat dissipation assembly of the all-terrain vehicle provided in the embodiments of this application when they are in a flipped state;

[0033] Figure 18 A schematic diagram of the heat dissipation assembly of an all-terrain vehicle provided in this application embodiment;

[0034] Figure 19 Exploded view of the air intake grille, protective cover, radiator and filter cover of the all-terrain vehicle provided in the embodiments of this application;

[0035] Figure 20 This is a side view of the overall structure of an all-terrain vehicle provided in an embodiment of this application;

[0036] Figure 21 A front view of the winch assembly of an all-terrain vehicle provided in an embodiment of this application, in the overall vehicle layout;

[0037] Figure 22 A schematic diagram of the engine and transmission of an all-terrain vehicle provided in an embodiment of this application;

[0038] Figure 23 A side view of the powertrain assembly of an all-terrain vehicle provided in an embodiment of this application, arranged in the overall vehicle layout;

[0039] Figure 24 A top view of the powertrain assembly of an all-terrain vehicle provided in an embodiment of this application, arranged in the overall vehicle layout;

[0040] Figure 25 A schematic diagram showing the integrated arrangement of the variable speed air intake, variable speed exhaust, and air filter air intake of an all-terrain vehicle provided in an embodiment of this application;

[0041] Figure 26 A schematic diagram showing the integrated arrangement of the variable speed air intake and air filter air intake of an all-terrain vehicle provided in an embodiment of this application;

[0042] Figure 27 This is a schematic diagram showing the independent arrangement of the variable speed air intake, variable speed exhaust, and air filter air intake of the all-terrain vehicle provided in the embodiments of this application. Detailed Implementation

[0043] To enable those skilled in the art to better understand the solutions of this application, the technical solutions in specific embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0044] like Figure 1 and Figure 2An all-terrain vehicle 100 is shown, comprising a frame 11, a body panel 12, a running gear 13, and a power unit 14. The frame 11 forms the basic framework of the all-terrain vehicle 100 and provides support for other components. The body panel 12 is at least partially located on the frame 11 and protects the internal parts of the all-terrain vehicle 100; the body panel 12 mainly refers to the plastic parts located on the exterior of the all-terrain vehicle 100. The running gear 13 is at least partially located below the frame 11 and includes a front wheel 131 located at the front of the all-terrain vehicle 100 and a rear wheel 132 located at the rear of the all-terrain vehicle 100. The power unit 14 provides power to the all-terrain vehicle 100 to drive its movement, and is driveably connected to the front wheel 131 and / or the rear wheel 132. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The front, rear, upper, and lower sides are shown, as well as... Figure 2 The left and right sides are shown. It is understood that in this embodiment, the length direction refers to the front-to-back direction of the all-terrain vehicle 100, the width direction refers to the left-to-right direction of the all-terrain vehicle 100, and the height direction refers to the up-down direction of the all-terrain vehicle 100.

[0045] like Figure 1 As shown, the all-terrain vehicle 100 also includes a heat dissipation assembly 15, which is located at the front of the all-terrain vehicle 100. The heat dissipation assembly 15 includes a radiator 151 (see reference). Figure 17 The power assembly 14 includes an engine 141 and a radiator 151 connected to the engine 141 via pipes filled with coolant. The coolant transfers the heat generated by the engine 141 to the radiator 151, which then dissipates the heat to the outside, thus achieving the cooling function of the engine 141. However, existing radiators 151 are typically located at the front of the all-terrain vehicle 100, near the front end, and are vertically positioned, maximizing their frontal area for efficient heat dissipation. This configuration results in a lower wading depth for the all-terrain vehicle 100. When the all-terrain vehicle 100 travels on muddy or flooded roads, the radiator 151 is prone to malfunction due to mud and sand accumulation.

[0046] In one implementation, the body panel 12 includes a hood 121 located at the front of the all-terrain vehicle 100, above the front wheel 131. The all-terrain vehicle 100 also includes a steering assembly 16, which includes a steering handle 161 located on the upper part of the all-terrain vehicle 100 along the height direction. The hood 121 is also located in front of the steering handle 161. To improve the wading performance of the all-terrain vehicle 100, the heat dissipation assembly 15 of this application is at least partially located above the hood 121 and fixedly connected to the frame 11. The heat dissipation assembly 15 is also located in front of the steering handle 161. Furthermore, the body panel 12 also includes an instrument panel 122 for mounting onboard instruments. The onboard instruments are used to display the status information and driving information of the all-terrain vehicle 100. The instrument panel 122 is at least partially located in front of the steering assembly 16 and above the hood 121. The heat dissipation assembly 15 is also at least partially located in front of the instrument panel 122. The above-mentioned configuration increases the ground clearance of the heat dissipation component 15, thereby increasing the wading height of the all-terrain vehicle 100. This prevents the radiator 151 from becoming clogged with mud and sand when the all-terrain vehicle 100 passes through water-crossing sections, thus improving the all-terrain vehicle 100's passability in water-crossing and muddy sections.

[0047] like Figure 2As shown, the power assembly 14 also includes a transmission 142, which is connected to the engine 141 to change the engine speed and increase or decrease the engine torque, enabling the all-terrain vehicle 100 to obtain a power output mode more suitable for the usage scenario. The transmission 142 includes a transmission intake pipe 1421 and a transmission exhaust pipe 1422. The transmission intake pipe 1421 and the transmission exhaust pipe 1422 are mainly used for cooling the transmission 142. That is, the cool natural air enters the transmission 142 through the transmission intake pipe 1421 and exchanges heat with the transmission 142 to become hot air. After the heat exchange is completed, the hot air is discharged through the transmission exhaust pipe 1422, thereby reducing the operating temperature of the transmission 142. The transmission intake pipe 1421 includes a transmission intake port 1421a, and the transmission exhaust pipe 1422 includes a transmission exhaust port 1422a. In this embodiment, the transmission air intake 1421a and transmission exhaust 1422a are located behind the heat dissipation assembly 15. The transmission air intake 1421a and transmission exhaust 1422a are also at least partially located behind the instrument panel cover 122. When viewed along the width of the all-terrain vehicle 100, the transmission air intake 1421a, transmission exhaust 1422a, and steering assembly 16 at least partially overlap. This arrangement improves the position of the transmission air intake 1421a and transmission exhaust 1422a, preventing them from being too close to the ground. This avoids the risk of water entering the transmission air intake 1421a and transmission exhaust 1422a when traversing water-filled sections, thus preventing damage to the transmission 142. Consequently, the wading height of the all-terrain vehicle 100 is increased, improving its passability.

[0048] like Figure 2 and Figure 3As shown, in this embodiment, the power assembly 14 further includes an air filter 143. The air filter 143 is at least partially located above and in communication with the engine 141. The air filter 143 is mainly used to filter the air and deliver the filtered air to the engine 141 to assist the engine 141 in normal operation. The air filter 143 includes an air filter intake pipe 1431, which includes an air filter inlet 1431a. The air filter inlet 1431a is at least partially located above the instrument panel cover 122 and is also at least partially located in front of the steering handle 161. The steering assembly 16 is located behind the heat dissipation assembly 15, and the air filter inlet 1431a is located between the heat dissipation assembly 15 and the steering assembly 16. The air filter inlet 1431a faces the rear of the all-terrain vehicle 100, that is, the air filter inlet 1431a is basically facing the steering assembly 16. This can improve the arrangement position of the air filter inlet 1431a and prevent water from entering the air filter inlet 1431a when the all-terrain vehicle 100 passes through water crossings, which would cause water damage to the engine 141. This can improve the wading height of the all-terrain vehicle 100, improve the passability of the all-terrain vehicle 100, and also improve the safety of the all-terrain vehicle 100.

[0049] The power assembly 14 also includes a vent pipe 144, which is mainly used to connect the front and rear axles of the all-terrain vehicle 100 to the outside world and balance the air pressure inside and outside the front and rear axles by drawing in or expelling air. Specifically, the vent pipe 144 includes a vent 1441. In this embodiment, one end of the vent pipe 144 is fixedly connected to the instrument panel cover 122, and the vent 1441 is located at the end of the vent pipe 144 near the instrument panel cover 122. This improves the placement of the vent 1441 and prevents water from entering the vent pipe 144 through the vent 1441 and flowing to the front and rear axles when the all-terrain vehicle 100 passes through a water-crossing section. This avoids affecting the normal operation of the front and rear axles, thereby increasing the wading height of the all-terrain vehicle 100 and improving its passability in water-crossing sections.

[0050] like Figure 1As shown, in this embodiment, the all-terrain vehicle 100 also includes a saddle assembly 17 and a cargo box assembly 18. The saddle assembly 17 is at least partially located above the engine 141 and transmission 142, and is mainly used to carry the driver. The cargo box assembly 18 is located behind the saddle assembly 17 and is also at least partially located above the frame 11 and fixedly connected to the frame 11. Viewed along the width direction of the all-terrain vehicle 100, the contact point between the rear wheel 132 and the ground is defined as the ground contact point P1, and a plane perpendicular to the line connecting the ground contact point P1 and the rotation center of the rear wheel 132, and passing through the ground contact point P1, is defined as the horizontal plane 101. Understandably, depending on the shape of the rear wheel 132, the point of tangency between the rear wheel 132 and the ground is basically the ground contact point P1. When the air pressure of the rear wheel 132 is insufficient, the rear wheel 132 may have line contact with the ground, i.e., multiple ground contact points P1 are formed, or the ground is in a non-planar state. In this case, the ground contact point P1 is the lowest point of contact between the rear wheel 132 and the ground. The ratio of the minimum distance H1 between the cargo box assembly 18 and the horizontal plane 101 to the height H2 of the rear wheels is between 0.95 and 1.4. In this application, the ratio is 1.1, thereby increasing the height of the cargo box assembly 18 to prevent water from entering it. Since several electrical components may also be installed near the cargo box assembly 18, increasing the height of the cargo box assembly 18 can further increase the wading height of the all-terrain vehicle 100. In addition, the driver can sit on the cargo box assembly 18 during driving, shifting the driver's center of gravity backward, which makes it easier for the driver to control the all-terrain vehicle 100.

[0051] like Figure 4As shown, the vehicle body panel 12 also includes foot pedals 123, which are located on both sides of the engine 141 along the width direction of the all-terrain vehicle 100. The foot pedals 123 are used to support the driver's feet when the driver is in a normal riding posture. The all-terrain vehicle 100 also includes foot pedal assembly 19, which is located behind the foot pedals 123. The foot pedal assembly 19 is used to support the driver's feet when the driver is in a special riding posture. There are two foot pedals 123 and two foot pedal assemblies 19, and both foot pedals 123 and two foot pedal assemblies 19 are distributed along the width direction of the all-terrain vehicle 100. The minimum distance H3 between the rear foot pedal 191 and the horizontal plane 101 is greater than the minimum distance H4 between the foot pedal 123 and the horizontal plane 101. Understandably, drivers of the all-terrain vehicle 100 employ two riding postures: seated and standing. In the seated posture, the driver sits on the saddle assembly 17 and uses both feet to pedal 123. This is the commonly used riding posture for the all-terrain vehicle 100. However, when the all-terrain vehicle 100 traverses flooded areas, the seated posture may cause the driver's feet to be submerged, resulting in a poor riding experience. In this situation, the driver can switch to a standing posture, using both feet to pedal the rear pedal 191, thus preventing the feet from being submerged and improving the riding experience. Furthermore, during hill climbing, if the driver is in a seated posture, the backward lean can cause instability and potential danger. The standing posture shifts the driver's center of gravity forward, preventing such accidents.

[0052] like Figure 4 , Figure 5 and Figure 6 As shown, the pedal bracket 192 is fixedly connected to the main frame 111 and extends outward along the width direction of the all-terrain vehicle 100. The pedal bracket 192 is used to fix the rear pedal 191, which is located above and fixedly connected to the pedal bracket 192. Two pedal brackets 192 and two rear pedals 191 are provided, and both are distributed along the width direction of the all-terrain vehicle 100. The vehicle body panel 12 also includes a foot pedal 123. Viewed along the height direction of the all-terrain vehicle 100, the foot pedal 123 and the rear pedal 191 are distributed along the length direction of the all-terrain vehicle 100. The foot pedal 123 is located in front of the rear pedal 191, providing a place for the driver's feet when riding in a seated position. The rear pedal 191 is also located below the saddle assembly 17, providing support for the driver's feet when riding in a standing position. Understandably, "outward" in the above context refers to the foot pedal support 192 extending away from the longitudinal plane 105.

[0053] As one implementation, when the rider is in a standing riding posture, the rider presses the rear pedal 191. At this time, the rider's center of gravity leans forward. To increase the wading height of the rider's feet, a reference plane 102 is defined, and the rear pedal 191 extends substantially along the reference plane 102. This is understandable, as... Figure 4 As shown, in this embodiment, when both the front wheel 131 and the rear wheel 132 are located on the horizontal plane 101, an angle β is formed between the reference plane 102 and the horizontal plane 101, with the angle β ranging from 15° to 40°. More specifically, the angle β ranges from 22° to 33°. In this application, the angle β is 27°. This setting avoids the angle β being too large or too small, which would cause the driver's feet to not fit snugly against the rear pedal 191 when the driver is in a standing riding posture, resulting in unstable pedaling. This improves the driver's driving safety during the operation of the all-terrain vehicle 100. Furthermore, the angle β is more ergonomic, making pedaling more comfortable for the driver and thus improving driving comfort.

[0054] Specifically, the minimum distance between the rear footrest 191 and the horizontal plane 101 is defined as the footrest height H3, and the minimum distance between the foot pedal 123 and the horizontal plane 101 is defined as the foot pedal height H4. The footrest height H3 is greater than the foot pedal height H4, allowing the rear footrest 191 to be positioned above the foot pedal 123. Therefore, when the all-terrain vehicle 100 traverses muddy or flooded sections, the driver can elevate their feet by stepping on the rear footrest 191, thus preventing their feet from being submerged in water. Specifically, when both the front wheel 131 and the rear wheel 132 are on the horizontal plane 101, the minimum distance between the rear footrest 191 and the horizontal plane 101 is 54cm to 72cm. In this application, the minimum distance between the rear footrest 191 and the horizontal plane 101 is 60cm. Furthermore, in this application, the air filter inlet 1431a is located at the top of the all-terrain vehicle 100. Therefore, the distance between the top of the air filter inlet 1431a and the horizontal plane 101 is defined as the overall vehicle height H5. The ratio of the foot pedal height H3 to the overall vehicle height H5 is 0.35 to 0.53. This can avoid the foot pedal height H3 being too low, causing the driver's feet to be submerged in water when stepping on the rear foot pedal 191, and also avoid the foot pedal height H3 being too high, making it inconvenient for the driver to step on the rear foot pedal 191. This can improve the human-machine interaction of the all-terrain vehicle 100.

[0055] In one implementation, the all-terrain vehicle 100 includes a first posture and a second posture. The first posture is defined as the state where both the front wheel 131 and the rear wheel 132 of the all-terrain vehicle are on the horizontal plane 101. The foot pedal 123 extends substantially along a first preset plane 107. When the all-terrain vehicle 100 is in the first posture, the first preset plane 107 is substantially parallel to the horizontal plane 101. A reference plane 102 is defined, and the rear foot pedal 191 extends substantially along the reference plane 102. The second posture is defined as the state where the all-terrain vehicle 100 moves to the point where the reference plane 102 is substantially parallel to the horizontal plane 101. When the all-terrain vehicle 100 is in the second posture, the distance H6 between the reference plane 102 and the horizontal plane 101 is 67cm to 83cm. In this application, the distance H6 between the reference plane 102 and the horizontal plane 101 is 75cm. With the above settings, when the all-terrain vehicle 100 is in the second posture, the distance H6 between the rear footrest 191 and the horizontal plane 101 is greater than the footrest height H3 when the all-terrain vehicle 100 is in the first posture. This means that the wading height of the all-terrain vehicle 100 is at its maximum when in the second posture, further increasing its wading height. This prevents the driver's feet from getting wet when the all-terrain vehicle 100 passes through waterlogged sections, thus improving the driver's driving experience. Understandably, when the all-terrain vehicle 100 is in the first posture, the driver can be in either a seated or standing riding posture as described above. When the all-terrain vehicle 100 is in the second posture, the driver is primarily in a standing riding posture. Furthermore, when the all-terrain vehicle 100 is in the second posture, the driver can also adopt a special seated riding posture, i.e., the cargo box assembly 18 can be used for the driver to sit on as described above, which further facilitates the driver's control of the all-terrain vehicle 100. Understandably, the distance between a certain component on the all-terrain vehicle 100 and the horizontal plane 101 is the wading height of that component. By increasing the wading height of multiple components, the wading height of the entire vehicle can be increased.

[0056] like Figure 6As shown, in this embodiment, the rear footrest 191 is also provided with multiple anti-slip teeth 1911. The anti-slip teeth 1911 protrude upwards along the height direction of the all-terrain vehicle 100, and can lock the driver's shoes in place. When the driver is in a standing riding posture, the driver mainly uses his hands and feet to maintain body stability to avoid falling off the all-terrain vehicle 100. The anti-slip teeth 1911 can prevent the driver's feet from slipping off the rear footrest 191, thus preventing the driver from being in danger. Furthermore, the rear footrest 191 is also provided with weight-reducing holes 1912, which are located between the anti-slip teeth 1911. The design of the weight-reducing holes 1912 can reduce the weight of the rear footrest 191 and also allow mud or slurry splashed onto the rear footrest 191 during the operation of the all-terrain vehicle 100 to be quickly discharged through the weight-reducing holes 1912, thereby preventing mud and sand accumulation on the rear footrest 191. Understandably, since siltation can easily cause the rear foot pedal 191 to become slippery, making it difficult for the driver to step on the rear foot pedal 191, in this application, the anti-slip teeth 1911 reduce the contact between the driver's foot and the silt, and the silt is quickly discharged through the weight reduction holes 1912, thereby improving the stability of the driver when stepping on the rear foot pedal 191, and thus improving the driver's driving safety.

[0057] like Figure 7 and Figure 8 As shown, the frame 11 includes a main frame 111 and a protective bracket 112 located in front of the main frame 111. The protective bracket 112 is fixedly connected to the main frame 111. The protective bracket 112 is mainly used to withstand impact loads. That is, in the event of a collision involving the all-terrain vehicle 100, the protective bracket 112 absorbs the impact through its own deformation, thereby reducing the impact load transmitted to the driver and preventing harm to the driver caused by the collision. The protective bracket 112 includes an upper protective frame 1121, which is at least partially located above the hood 121 and fixedly connected to the main frame 111. The frame 11 also includes a heat dissipation bracket 113, as shown in Figure 11. Figure 9 As shown, the radiator 151 is mounted on the radiator bracket 113, and the radiator bracket 113 is at least partially located on and connected to the upper protective frame 1121. The upper protective frame 1121 is at least partially arranged around the radiator bracket 113. Along the width direction of the all-terrain vehicle 100, the upper protective frame 1121 is at least partially located on both sides of the radiator bracket 113. The upper protective frame 1121 is mainly used to mount the radiator bracket 113 and to protect the radiator 151 from damage in the event of a collision with the all-terrain vehicle 100. (Refer to...) Figure 9As shown, in one optional implementation, one end of the heat dissipation bracket 113 is rotatably connected to the upper protective frame 1121, and the other end of the heat dissipation bracket 113 can maintain and change its relative position with the upper protective frame 1121. Specifically, the heat dissipation bracket 113 and the upper protective frame 1121 are rotatably connected by a rotating shaft located at the front end of the heat dissipation bracket 113. This rotating shaft extends along the width direction of the all-terrain vehicle 100 and passes through the upper protective frame 1121 and the heat dissipation bracket 113 in sequence, allowing the heat dissipation bracket 113 to rotate relative to the upper protective frame 1121 via the rotating shaft, thereby driving the radiator 151 to rotate. Figure 8 As shown, the all-terrain vehicle 100 also includes an electrical assembly 21, which includes components such as a vehicle controller and a fuse box. In this application, both the vehicle controller and the fuse box are located at the front of the all-terrain vehicle 100 and are fixedly connected to the main frame 111. The vehicle controller and the fuse box are located in front of the steering handle 161 and below the hood 121. In this application, the vehicle controller refers to an ECU controller (ECU, Electronic Control Unit). To facilitate maintenance in case of malfunction of the vehicle controller and the fuse box, an access port 1211 is provided on the hood 121. The vehicle controller and the fuse box are located below the access port 1211, and the heat dissipation assembly 15 covers the access port 1211. That is, when viewed along the height direction of the all-terrain vehicle 100, the electrical assembly 21, the access port 1211, and the heat dissipation assembly 15 at least partially overlap. Furthermore, when the all-terrain vehicle 100 needs to travel for extended periods on muddy or flooded roads, the cooling system 15 requires regular inspection and maintenance to prevent damage to the engine 141 due to overheating caused by malfunctioning cooling system 15. In this application, the cooling bracket 113 includes a fixed state and an adjustable state. When the cooling bracket 113 is in the fixed state, it is relatively fixed to the upper protective frame 1121, meaning they are relatively stationary, and rotation between them is restricted. When the cooling bracket 113 is in the adjustable state, it can rotate relative to the upper protective frame 1121 around a rotation axis, thereby causing the radiator 151 to rotate. Adjustable state

[0058] like Figure 9As shown, specifically, the heat dissipation bracket 113 includes a rotating end 1131 and a fixed end 1132 distributed along the height direction of the all-terrain vehicle 100. The fixed end 1132 is at least partially located above the rotating end 1131. The rotating end 1131 is rotatably connected to the upper protective frame 1121, and the fixed end 1132 is detachably connected to the upper protective frame 1121. Thus, the relative rotation of the rotating end 1131 and the upper protective frame 1121 allows the radiator 151 to rotate relative to the upper protective frame 1121 with the heat dissipation bracket 113, thereby achieving the adjustment function of the radiator 151. With the above arrangement, the heat dissipation component 15 is mounted on the front cover 121. While increasing the wading depth of the all-terrain vehicle 100, the rotation of the heat dissipation bracket 113 also allows for the maintenance of the electrical components 21 of the all-terrain vehicle 100, thereby improving the maintainability of the all-terrain vehicle 100. Understandably, after the all-terrain vehicle 100 has passed through muddy or waterlogged sections, switching the radiator bracket 113 to the adjustable state allows for cleaning and maintenance of the front and rear parts of the radiator 151. This prevents the rear part of the radiator 151 from becoming clogged due to lack of cleaning during the use of the all-terrain vehicle 100, thus preventing the radiator 151 from working properly and improving its maintainability and service life.

[0059] like Figure 9 and Figure 10 As shown, the upper protective frame 1121 further includes a connecting part 1121a and a mounting hole 1121b. When the heat dissipation bracket 113 is in a fixed state, the connecting part 1121a is located below the mounting hole 1121b, and the connecting part 1121a is also at least partially located in front of the mounting hole 1121b. The rotating end 1131 is rotatably connected to the connecting part 1121a. The rotating end 1131 and the connecting part 1121a overlap along the width direction of the all-terrain vehicle 100. The rotating shaft passes through the rotating end 1131 and the connecting part 1121a in sequence, so that the rotating end 1131 can rotate relative to the connecting part 1121a through the rotating shaft. The upper protective frame 112 also includes a fixing member 1121c. The fixing member 1121c passes through the mounting hole 1121b and is fixedly connected to the fixing end 1132. When the heat dissipation bracket 113 is in a fixed state, the fixing member 1121c is fixedly connected to the fixing end 1132 to restrict the rotation of the heat dissipation bracket 113.

[0060] As one possible implementation, the fixed end 1132 includes a fixing hole 1132a. When the mounting hole 1121b is connected to the connecting part 1121a, the fixing hole 1132a and the mounting hole 1121b coincide along the width direction of the all-terrain vehicle 100, and the fastener 1121c passes through the mounting hole 1121b and connects to the fixing hole 1132a, thereby making the heat dissipation bracket 113 and the upper protective frame 1121 relatively fixed, and thus making the radiator 151 fixed. Through the above arrangement, the radiator 151 can be... The relative rotation of the rotating end 1131 on the heat dissipation bracket 113 with the connecting part 1121a enables the adjustment function of the radiator 151. The fixing hole 1132a and the mounting hole 1121b can be fixed relative to each other by the fixing part 1121c, thereby avoiding the safety hazard caused by the rotation of the rotating end 1131 relative to the connecting part 1121a during the operation of the all-terrain vehicle 100, which would cause the heat dissipation bracket 113 to rotate. This improves the connection stability of the heat dissipation bracket 113 and enhances the driving safety of the all-terrain vehicle 100.

[0061] Specifically, there are two connecting parts 1121a and two rotating ends 1131, and both are distributed along the width of the all-terrain vehicle 100. The rotating shaft passes through the two connecting parts 1121a and the two rotating ends 1131. Specifically, the two connecting parts 1121a are basically located on the left and right sides of the upper protective frame 1121, and the two rotating ends 1131 are basically located on both sides of the heat dissipation bracket 113. This arrangement makes the rotational connection between the heat dissipation bracket 113 and the radiator 151 more stable. Optionally, there are also two fixing ends 1132 and two fixing parts 1121c, and both are distributed along the width of the all-terrain vehicle 100. The two fixing ends 1132 are basically located on both sides of the heat dissipation bracket 113, and the two fixing parts 1121c are basically located on both sides of the upper protective frame 1121. With the above configuration, when the radiator 151 is in a fixed state, the heat dissipation bracket 113 is connected to the upper protective frame 1121 through four mounting points. This can improve the connection stability between the heat dissipation bracket 113 and the upper protective frame 1121, as well as the rotational stability of the heat dissipation bracket 113 relative to the upper protective frame 1121, making the rotation of the heat dissipation bracket 113 more stable.

[0062] like Figure 10As shown, when the heat dissipation bracket 113 is in the adjustment state, the heat dissipation bracket 113 is rotatably connected to the connecting part 1121a only through the rotating end 1131, and is not fixed relative to the upper protective frame 1121. At this time, by manually applying external force, the heat dissipation bracket 113 can drive the radiator 151 to rotate. A second preset plane 103 is defined, and the radiator 151 extends basically along the second preset plane 103. An angle α is formed between the second preset plane 103 and the horizontal plane 101. In this application, the angle α between the second preset plane 103 and the horizontal plane 101 can directly affect the air intake of the radiator 151. Specifically, during the rotation of the heat dissipation bracket 113 in the adjustment state, the heat dissipation bracket 113 has a maximum adjustment state. The angle α when the heat dissipation bracket 113 is in the maximum adjustment state is defined as the maximum adjustment angle. The range of the angle α is 90° to 110°. As a specific embodiment, the maximum adjustment angle is 100°. Furthermore, the heat dissipation bracket 113 also includes a limiting member 1133, which is located in front of the rotating end 1131. During the rotation of the heat dissipation bracket 113, the limiting member 1133 can rotate with the heat dissipation bracket 113 until it abuts against the connecting part 1121a, thus preventing excessive rotation of the heat dissipation bracket 113. When the limiting member 1133 abuts against the connecting part 1121a, the heat dissipation bracket 113 is in its maximum adjustment state. At this time, when viewed along the height direction of the all-terrain vehicle 100, at least some of the electrical components 21 can be observed through the inspection port 1211. This design avoids both setting the maximum adjustment angle too small, which would be inconvenient for maintenance personnel to maintain the electrical components 21 or the radiator 151, and setting the maximum adjustment angle too large, which would result in excessively long piping between the radiator 151 and the engine 141, hindering piping layout.

[0063] Understandably, when the heat dissipation bracket 113 switches from the fixed state to the adjustable state, the fixing part 1121c is first removed to disconnect the connection between the fixed end 1132 and the upper protective frame 1121. Then, by applying external force, the rotating end 1131 rotates relative to the connecting part 1121a, so that the heat dissipation bracket 113 rotates forward or backward with the connecting part 1121a as the rotation center until the limiting part 1133 abuts against the connecting part 1121a. At this time, the heat dissipation bracket 113 is in the maximum adjustable state, and the driver and maintenance personnel can then inspect the all-terrain vehicle 100.

[0064] When the radiator bracket 113 is in its maximum adjustment state, the driver or maintenance personnel need to clean and maintain both sides of the radiator 151, and inspect the vehicle controller and fuse box through the inspection port 1211. At this time, the radiator bracket 113 needs to be fixed in its maximum adjustment state. Specifically, the frame 11 also includes a support frame 114, which is set on the main frame 111. The support frame 114 is basically rod-shaped, and one end of the support frame 114 is rotatably connected to the main frame 111. The radiator bracket 113 is provided with a support fixing part 1134 that cooperates with the support frame 114. When the radiator bracket 113 is in its maximum adjustment state, the support frame 114 is rotated and the end of the support frame 114 away from its rotation center is engaged with the support fixing part 1134, thereby fixing the radiator bracket 113 in its maximum adjustment state. That is, during the maintenance process, it is ensured that the radiator bracket 113 will not flip backward, affecting the maintenance or causing damage to the radiator bracket 113. At this point, viewed along the width of the all-terrain vehicle 100, the heat dissipation bracket 113, the support frame 114, and the main frame 111 form a triangular structure, thus ensuring that the heat dissipation bracket 113 is stably in the adjustable state. When the all-terrain vehicle 100 is repaired, the heat dissipation bracket 113 needs to be switched from the adjustable state to the fixed state. This requires first retracting the support frame 114, and further... Figure 8 As shown, the main frame 111 is also provided with a locking part 1111 for cooperating with the support frame 114. The support frame 114 is disengaged from the support fixing part 1134 and can engage with the locking part 1111 after rotation, thereby fixing the support frame 114 relatively and preventing the support frame 114 from shaking during the operation of the all-terrain vehicle 100. When the support frame 114 is engaged with the locking part 1111, the support frame 114 extends basically along the width direction of the all-terrain vehicle 100. Through the above configuration, the support frame 114 allows the heat dissipation bracket 113 to be stably in the adjustable state, preventing the heat dissipation bracket 113 from tipping backward under its own weight and hitting maintenance personnel, thus threatening their lives and facilitating maintenance personnel to maintain the all-terrain vehicle 100.

[0065] like Figure 11As shown, the protective bracket 112 also includes a lower protective frame 1122. The lower protective frame 1122 and the upper protective frame 1121 are distributed along the height direction of the all-terrain vehicle 100, and both the upper protective frame 1121 and the lower protective frame 1122 are fixedly connected to the main frame 111. The upper protective frame 1121 is also located above the lower protective frame 1122 and is detachably connected to the lower protective frame 1122 by bolts. The lower protective frame 1122 is also at least partially located in front of the main frame 11. Since the lower protective frame 1122 is located at the front of the all-terrain vehicle 100, it is the main component that bears the impact load. Through the above-described design, the upper protective frame 1121 and the lower protective frame 1122 adopt a split design. This allows the lower protective frame 1122 to absorb most of the impact while reducing the impact load transmitted to the upper protective frame 1121, thereby preventing damage to the radiator 151. Furthermore, when repairing damaged upper or lower protective frames 1121 or 1122, the split design allows for individual replacement, avoiding the need to remove the entire protective bracket 112 for repair or replacement, thus reducing the maintenance cost of the all-terrain vehicle 100. In addition, during the transportation of the all-terrain vehicle 100, the split design of the upper and lower protective frames 1121 and 1122 also allows for individual disassembly and transportation, reducing the packaging difficulty of the entire all-terrain vehicle 100 during transportation and improving the convenience of transporting the all-terrain vehicle 100.

[0066] Furthermore, the lower protective frame 1122 includes a mounting portion 1122a. Viewed along the height direction of the all-terrain vehicle, the mounting portion at least partially overlaps with the upper protective frame. The upper protective frame 1121 is bolted to the mounting portion 1122a, thereby forming a detachable connection between the upper protective frame 1121 and the lower protective frame 1122. The body panel 12 also includes a protective plate 124 (see reference). Figure 7 The protective plate 124 is fixedly connected to the lower protective frame 1122. The protective plate 124 is at least partially located below and in front of the lower protective frame 1122. Since the all-terrain vehicle 100 frequently travels on gravel roads, the protective plate 124 can protect the electrical components 21 located at the front of the all-terrain vehicle 100, preventing damage to the electrical components 21 due to flying gravel. Furthermore, the protective plate 124 can be made of metal, thereby improving the structural strength of the protective plate 124 and preventing damage to the protective plate 124 itself. The upper protective frame 1121 includes a connecting hole 1121d, which is located at the rear end of the upper protective frame 1121. The upper protective frame 1121d is fixedly connected to the main frame 111 through the connecting hole 1121d, thereby achieving a fixed connection between the upper protective frame 1121 and the main frame 111.

[0067] Reference Figure 12and Figure 13 In addition to being able to flip, the heat sink bracket 113 also has an angle adjustment function. That is, during the flipping process, the heat sink bracket 113 has multiple positions connecting to the upper protective frame 1121, allowing it to switch to a fixed state at different angles. Specifically, when the heat sink bracket 113 is in the fixed state, there are first and second extreme positions between the heat sink bracket 113 and the upper protective frame 1121. When the heat sink bracket 113 is in the first extreme position, the angle α1 between the second preset plane 103 and the horizontal plane 101 is the first extreme fixed angle. When the heat sink bracket is in the second extreme position, the angle α2 between the second preset plane 103 and the horizontal plane 101 is the second extreme fixed angle. The difference between the first and second extreme fixed angles is 12° to 36°. Specifically, the first extreme fixed angle is 30° to 42°, and the second extreme fixed angle is 54° to 66°. In this embodiment, the first limiting fixed angle is 36°, the second limiting fixed angle is 60°, and the difference between the first and second limiting fixed angles is 24°. With the above settings, the heat dissipation bracket 113 can be angled between the first and second limiting fixed angles to change the angle between the second preset plane 103 and the horizontal plane 101, thereby changing the air intake of the radiator 151. Furthermore, the angle of the heat dissipation bracket 113 can be adjusted according to the driver's actual needs, thus improving the driver's driving experience. Specifically, the angle adjustment structure of the heat dissipation bracket 113 is described in detail below through embodiments.

[0068] like Figure 12 and Figure 13 As shown, in the first embodiment, it includes a frame 23 and a heat dissipation assembly 15 that are essentially the same as those described above. The heat dissipation assembly 15 includes a radiator 151, and the frame 23 includes a heat dissipation bracket 231 and an upper protective frame 232. The heat dissipation bracket 231 includes a fixed end 2312 and a rotating end 2311, and the upper protective frame 232 includes a connecting portion 2321, which is rotatably connected to the rotating end 2311. Specifically, the upper protective frame 232 is provided with mounting holes 2322 that pass through the upper protective frame 232 along the width direction of the all-terrain vehicle 100. The mounting holes 2322 include a first mounting hole 2322a and a second mounting hole 2322b, which are distributed along the height direction of the all-terrain vehicle 100. The fixed end 2312 is provided with a fixing hole 2312a (see reference). Figure 10(1132a) The upper protective frame 232 is also provided with a fixing member 2323. When the fixing end 2312 of the heat dissipation bracket 231 is fixed with the upper protective frame 232, and the rotating end 2311 of the heat dissipation bracket 231 rotates relative to the connecting part 2321 of the upper protective frame 232, the fixing hole 2312a can be rotated to coincide with the first mounting hole 2322a or the second mounting hole 2322b along the width direction of the all-terrain vehicle 100. When the fixing hole 2312a coincides with the first mounting hole 2322a or the fixing hole 2312a coincides with the second mounting hole 2322b, the fixing member 2323 passes through the first mounting hole 2322a or the second mounting hole 2322b and is fixedly connected to the fixing hole 2312a. At this time, the heat dissipation bracket 231 is fixedly connected to the upper protective frame 1121. It should be noted that when the fixing member 2323 is fixedly connected to the fixing hole 2312a through the first mounting hole 2322a, the heat sink bracket 231 is in the first extreme position; when the fixing member 2323 is fixedly connected to the fixing hole 2312a through the second mounting hole 2322b, the heat sink bracket 231 is in the second extreme position.

[0069] like Figure 12 and Figure 13As shown, in this embodiment, the heat dissipation bracket 231 can adjust the angle of the heat sink 151 by being fixedly connected to the first mounting hole 2322a and the second mounting hole 2322b respectively. Since the first mounting hole 2322a and the second mounting hole 2322b are at different heights, the angle α between the second preset plane 103 and the horizontal plane 101 is also different. When the fixing member 2323 is fixedly connected to the fixing hole 2312a through the first mounting hole 2322a, the angle α1 between the second preset plane 103 and the horizontal plane 101 is 30° to 42°. In this embodiment, the angle α1 between the second preset plane 103 and the horizontal plane 101 is 36°, at which time the heat dissipation bracket 231 is at the first limit fixing angle. When the fixing member 2323 is fixedly connected to the fixing hole 2312a through the second mounting hole 2322b, the included angle α2 between the second preset plane 103 and the horizontal plane 101 is 54° to 66°. In this embodiment, the included angle α2 between the second preset plane 103 and the horizontal plane 101 is 60°, at which time the heat dissipation bracket 231 is at the second extreme fixing angle. It should be noted that the all-terrain vehicle 100 includes two different speed modes: low speed mode and high speed mode. When the all-terrain vehicle 100 is in high speed mode, the engine needs to output more power, and the engine dissipates more heat. Therefore, the heat dissipation component 15 needs a larger air intake to reduce the engine temperature. In this embodiment, when the all-terrain vehicle 100 is in high speed mode, the heat dissipation bracket 231 is in the second extreme position, and when the all-terrain vehicle 100 is in low speed mode, the heat dissipation bracket 231 is in the first extreme position. Understandably, when the heat sink bracket 231 is in the second extreme position, the air intake of the radiator 151 is greater than when the heat sink bracket 231 is in the first extreme position. This allows the all-terrain vehicle 100 to improve the heat dissipation effect of the radiator 151 by increasing the air intake when it is in high-speed mode, so that the engine temperature is within a suitable temperature range.

[0070] like Figure 14As shown, specifically, a transverse plane 104 perpendicular to the length direction of the all-terrain vehicle 100 is defined. When the angle α3 between the second preset plane 103 and the horizontal plane 101 is 90°, the radiator 151 is in an upright state. At this time, the projection surface of the radiator 151 along the length direction of the all-terrain vehicle 100 on the transverse plane 104 is defined as the heat dissipation projection surface. The area of ​​the heat dissipation projection surface is the area of ​​the radiator 151, and it is also the maximum air intake area of ​​the radiator 151. When the heat dissipation bracket 231 is in the first extreme position, the projection surface of the radiator 151 along the length of the all-terrain vehicle 100 on the transverse plane 104 is defined as the first projection surface. The area of ​​the first projection surface is the air intake area of ​​the radiator 151 when the heat dissipation bracket 231 is in the first extreme position. When the heat dissipation bracket 231 is in the second extreme position, the projection surface of the radiator 151 along the length of the all-terrain vehicle 100 on the transverse plane 104 is defined as the second projection surface. The area of ​​the second projection surface is the air intake area of ​​the radiator 151 when the heat dissipation bracket 231 is in the second extreme position. The area of ​​the second projection surface is greater than the area of ​​the first projection surface, which indicates that when the heat dissipation bracket 231 is in the second extreme position, the radiator 151 can obtain a larger air intake, thereby improving the heat dissipation effect of the radiator 151. With the above settings, the included angle α can avoid the radiator 151 obstructing the driver's view when the heat sink bracket 231 is in the first or second extreme position due to an excessively large angle. It can also avoid the radiator 151 not being able to obtain the air intake volume matching the current speed mode due to an excessively small included angle α, resulting in poor working efficiency of the radiator 151. Thus, while meeting the working requirements of the radiator 151, it can also avoid the radiator 151 being too high and affecting the driver's observation of road conditions, thereby improving the driving safety of the all-terrain vehicle 100.

[0071] like Figure 15 As shown, as a second embodiment, it includes a frame 33 and a heat dissipation assembly 15 that are basically the same as those in the first embodiment. The heat dissipation assembly 15 includes a radiator 151, and the frame 33 includes a heat dissipation bracket 331 and an upper protective frame 332. The parts that are different from those in the first embodiment are described below.

[0072] like Figure 15As shown, the heat dissipation bracket 331 includes a rotating end 3311 and a fixed end 3312 distributed along the height direction of the all-terrain vehicle 100. The upper protective frame 332 includes a connecting part 3321. The rotating end 3311 is rotatably connected to the connecting part 3321, and the fixed end 3312 is detachably connected to the upper protective frame 332. Specifically, the fixed end 3312 further includes an adjustment groove 3312a, and the upper protective frame 332 further includes a fixing member 3322 and a mounting hole 3323. The fixing member 3322 at least partially passes through the adjustment groove 3312a and is fixedly connected to the mounting hole 3323, thereby fixing the fixed end 3312 to the upper protective frame 332. It is understood that when the heat dissipation bracket 331 rotates relative to the upper protective frame 332, the adjustment groove 3312a also rotates synchronously with the heat dissipation bracket 331. When the adjustment groove 3312a rotates to any point within a preset rotation range, viewed along the extension direction of the mounting hole 3323, the mounting hole 3323 and the adjustment groove 3312a at least partially coincide. That is, when the adjustment groove 3312a rotates to any point within the preset rotation range, the fixing member 3322 can pass through the adjustment groove 3312a and be fixedly connected to the mounting hole 3323. It is understood that in this embodiment, the fixing member 3322 is set as a fastener such as a bolt. In this embodiment, when the fixing member 3322 moves to both ends of the adjustment groove 3312a, the heat dissipation bracket 331 is in the first limit position and the second limit position respectively. Specifically, when the fixing member 3322 is located at the lower end of the adjustment groove 3312a, the heat dissipation bracket 331 is in the first limit position, and when the fixing member is located at the upper end of the adjustment groove 3312a, the heat dissipation bracket 331 is in the second limit position. The aforementioned "preset rotation range" is the rotation range of the heat dissipation bracket 331 when rotating between the first limit position and the second limit position.

[0073] In this embodiment, the adjustment groove 3312a can be set as an arc shape. A longitudinal plane 105 perpendicular to the width direction of the all-terrain vehicle 100 is defined. The projection of the rotation center of the heat dissipation bracket 331 along the width direction of the all-terrain vehicle 100 onto the longitudinal plane 105 is defined as the rotation center projection. The center of the projection of the adjustment groove 3312a along the width direction of the all-terrain vehicle 100 onto the longitudinal plane 105 coincides with the rotation center projection. That is, when viewed along the width direction of the all-terrain vehicle 100, the arc shape of the adjustment groove 3312a is centered on the axis of the rotation center of the heat dissipation bracket 331. Furthermore, a plurality of limiting portions 3312b are formed within the adjusting groove 3312a. The limiting portions 3312b are evenly distributed within the adjusting groove 3312a, and the limiting portions 3312b divide the adjusting groove 3312a into several regions. Each region allows the fixing member 3322 to pass through the adjusting groove 3312a. When the fixing member 3322 is located in that region, the limiting portion 3312b abuts against the fixing member 3322, so that the position of the fixing member 3322 within the adjusting groove 3312a is relatively fixed. When the fixing member 3322 passes through the adjusting groove 3312a, the fixing member 3322 is located between two adjacent limiting portions 3312b, or the fixing member 3322 is located between the limiting portion 3312b and the inner wall of the adjusting groove 3312a. Specifically, the limiting part 3312b is configured with a single-sided toothed structure, which allows the heat dissipation bracket 331 to be relatively fixed to the upper protective frame 332 without affecting the rotation of the heat dissipation bracket 331. Through this configuration, the limiting part 3312b not only provides positioning for the installation of the fixing member 3322, but also improves the connection stability between the fixing member 3322 and the mounting hole 3323, thereby preventing the heat dissipation bracket 113 from shaking due to loosening of the connection between the heat dissipation bracket 331 and the upper protective frame 332 during the operation of the all-terrain vehicle 100. Furthermore, the limiting part 3312b can also form different adjustment positions, facilitating the driver to adjust the position of the heat dissipation bracket 113.

[0074] Understandably, when the heat dissipation bracket 113 needs to be adjusted, the fixing piece 3322 is first removed from the adjustment slot 3312a. At this time, the heat dissipation bracket 331 can rotate relative to the upper protective frame 332 around the rotation center. That is, the radiator 151 can rotate relative to the upper protective frame 332, and the adjustment slot 3312a can also change its position relative to the upper protective frame 332. While rotating the heat dissipation bracket 331 to the appropriate position, ensure that the mounting hole 3323 and the adjustment slot 3312a are in an overlapping state along the width direction of the all-terrain vehicle 100. At this time, the fixing piece 3322 is inserted through the adjustment slot 3312a and forms a fixed connection with the mounting hole 3323, thus completing one adjustment of the position of the radiator 151.

[0075] Furthermore, the heat dissipation bracket 113 can adjust the angle between the heat sink 151 and the horizontal plane by moving the fixing member 3322 within the adjustment groove 3312a. When the heat dissipation bracket 331 is in the first extreme position, the second preset plane 103 and the horizontal plane 101 are at the first extreme fixed angle, with the included angle α1 between the second preset plane 103 and the horizontal plane 101 being 30° to 42°. In this embodiment, the included angle α1 between the second preset plane 103 and the horizontal plane 101 is 36°. When the heat dissipation bracket 331 is in the second extreme position, the second preset plane 103 and the horizontal plane 101 are at the second extreme fixed angle, with the included angle α2 between the second preset plane 103 and the horizontal plane 101 being 54° to 66°. In this embodiment, the included angle α2 between the second preset plane 103 and the horizontal plane 101 is 60°. Understandably, the angle difference between the first extreme fixed angle and the second extreme fixed angle is the "preset rotation range" described above. With the above settings, the angle α can avoid the radiator 151 obstructing the driver's view due to the excessive adjustment angle of the heat sink bracket 113, and also avoid the radiator 151 not being able to obtain the air intake volume matching the current speed mode due to the excessively small angle α, resulting in poor working efficiency of the radiator 151. Thus, while meeting the working requirements of the radiator 151, it can also avoid the radiator 151 being too high and affecting the driver's observation of road conditions, thereby improving the driving safety of the all-terrain vehicle 100.

[0076] Specifically, refer to Figure 14 A transverse plane 104 perpendicular to the length of the all-terrain vehicle 100 is defined. The projection surface of the radiator 151 along the length of the all-terrain vehicle 100 onto the transverse plane 104 is defined as the heat dissipation projection surface. Assuming the angle α3 between the second preset plane 103 and the horizontal plane is 90°, the radiator 151 is in an upright state, and the area of ​​the heat dissipation projection surface is the area of ​​the radiator 151, which is also the maximum air intake area of ​​the radiator 151. When the heat dissipation bracket 331 is in the first extreme position, the area of ​​the heat dissipation projection surface is greater than the area of ​​the heat dissipation projection surface of the second projection plane when the heat dissipation bracket 331 is in the second extreme position. That is, the area of ​​the heat dissipation projection surface increases as the angle between the second preset plane 103 and the horizontal plane 101 increases. Therefore, with the adjustment of the heat dissipation bracket 331, the radiator 151 can obtain a larger air intake, thereby improving the heat dissipation effect of the radiator 151.

[0077] It should be noted that, for the radiator 151 in the second embodiment, the angle α between the second preset plane 103 and the horizontal plane 101 is at least partially the same as the angle between the second preset plane 103 and the horizontal plane 101 in the first embodiment. In this application, the all-terrain vehicle 100 includes two different speed modes: a low-speed mode and a high-speed mode. The required air intake to satisfy the heat dissipation of the radiator 151 differs between the two modes. Therefore, at least one limiting part 3312b is provided so that the adjusting groove 3312a can be divided into at least two areas, thereby allowing the radiator 151 to be adjusted to at least two different positions, achieving at least two angle adjustments for the radiator 151. The number of limiting parts 3312b can also be multiple, so that while satisfying the air intake requirements of the radiator 151, the driver can also adjust the angle of the radiator 151 multiple times according to actual needs during driving.

[0078] like Figure 16 As shown, as a third embodiment, it includes a frame 43 and a heat dissipation assembly 15 that are basically the same as those in the second embodiment. The heat dissipation assembly 15 includes a radiator 151. The parts that are different from those in the second embodiment are described below.

[0079] like Figure 16 As shown, the frame 43 includes a heat dissipation bracket 431 and an upper protective frame 432. The heat dissipation bracket 431 includes a rotating end 4311 and a fixed end 4312. The upper protective frame 432 includes a connecting part 4321, which is rotatably connected to the rotating end 4311. The fixed end 4312 is provided with an adjustment groove 4312a. The upper protective frame 432 also includes a fixing member 4322 and a mounting hole 4323. The fixing member 4322 at least partially passes through the adjustment groove 4312a and is fixedly connected to the mounting hole 4323. Specifically, the connection between the fixing member 4322 and the adjusting groove 4312a is configured as a gear and rack connection, that is, the outer periphery of the fixing member 4322 is configured as a gear structure, and the inner wall of the adjusting groove 4312a is configured as an arc-shaped rack structure. When the fixing member 4322 passes through the adjusting groove 4312a and is fixedly connected to the mounting hole 4323, the gear on the fixing member 4322 can mesh with the tooth groove in the adjusting groove 4312a. With this configuration, when the fixing member 4322 is rotated, the adjusting groove 4312a can rotate around the rotation center of the heat dissipation bracket 431.

[0080] Furthermore, the fixing member 4322 is provided with an adjustment knob 4322a and a fixing button 4322b. The adjustment knob 4322a is used to control the rotation of the gear structure outside the fixing member 4322. When the adjustment knob 4322a rotates, the gear structure rotates accordingly, thereby driving the adjustment groove 4312a to rotate to realize the angle adjustment of the heat dissipation bracket 113. The fixing button 4322b is used to realize the fixed connection between the heat dissipation bracket 431 and the upper protective frame 432. The fixing button 4322b is in the protruding state by default. The fixing button 4322b can be pressed into the pressed state by an odd number of presses or into the pressed state by an even number of presses. When the button 4322b is pressed back into the protruding state, the adjustment knob 4322a cannot rotate, thus preventing the gear structure from rotating. In other words, the adjustment groove 4312a cannot be controlled by rotating the gear structure through the adjustment knob 4322a. When the button 4322b is pressed, the gear structure can rotate relative to the rack structure to drive the adjustment groove 4312a to rotate. At this time, the adjustment groove 4312a can be driven to rotate by rotating the gear structure through the adjustment knob 4322a, thereby adjusting the position of the heat dissipation bracket 431 and thus the actual angle adjustment. Understandably, in this way, simply pressing the fixing button 4322b to put the fixing button 4322b in the pressed state will put the heat sink bracket 431 into the adjustment state, and the adjustment knob 4322a will make the adjustment groove 4312a rotate with the heat sink bracket 431. When the heat sink bracket 431 has completed the relative position adjustment, simply pressing the fixing button 4322b again will put the heat sink bracket 431 in the fixed state, which will complete the angle adjustment of the heat sink component 15. This setting makes the adjustment of the heat sink component 15 simpler and the adjustment accuracy higher.

[0081] Reference Figure 14In this embodiment, when the fixing member 4322 moves to both ends of the adjusting groove 4312a, the heat dissipation bracket 431 is in the first extreme position and the second extreme position, respectively. Specifically, when the fixing member 4322 is located at the lower end of the adjusting groove 4312a, the heat dissipation bracket 431 is in the first extreme position; when the fixing member is located at the upper end of the adjusting groove 4312a, the heat dissipation bracket 431 is in the second extreme position. Further, when the heat dissipation bracket 431 is in the first extreme position, the angle between the second preset plane 103 and the horizontal plane 101 is the first extreme fixed angle, which is 30° to 42°; when the heat dissipation bracket 431 is in the second extreme position, the angle between the second preset plane 103 and the horizontal plane 101 is the second extreme fixed angle, which is 54° to 66°. The difference between the first extreme fixed angle and the second extreme fixed angle is the angle adjustment range of the heat dissipation bracket. In this embodiment, the first extreme fixed angle is 36°, and the second extreme fixed angle is 60°. Through the above configuration, the fixing component 4322 and the adjustment groove 4312a achieve stepless adjustment via a gear and rack mechanism. The driver can select any adjustment angle within the angle adjustment range of the heat dissipation bracket 431, thus meeting the driver's personalized adjustment needs. This allows the driver to adjust the angle of the heat dissipation bracket 431 in real time according to actual driving needs, thereby improving the convenience of angle adjustment. Specifically, a transverse plane 104 perpendicular to the length direction of the all-terrain vehicle 100 is defined. The projection surface of the radiator 151 along the length direction of the all-terrain vehicle 100 on the transverse plane 104 is defined as the heat dissipation projection surface. Assuming the angle α between the second preset plane 103 and the horizontal is 90°, the radiator 151 is in an upright state, and the area of ​​the heat dissipation projection surface is the area of ​​the radiator 151, which is also the maximum air intake area of ​​the radiator 151. When the heat dissipation bracket 431 is in the first extreme position, that is, when the second preset plane 103 and the horizontal plane 101 are at the first extreme fixed angle, the projection surface of the radiator 151 along the length of the all-terrain vehicle 100 on the transverse plane 104 is defined as the first projection surface; when the heat dissipation bracket 431 is in the second extreme position in the adjusted state, that is, when the second preset plane 103 and the horizontal plane 101 are at the second extreme fixed angle, the projection surface of the radiator 151 along the length of the all-terrain vehicle 100 on the transverse plane 104 is defined as the second projection surface. The ratio of the area of ​​the second projection surface to the area of ​​the first projection surface is 1.2 to 1.7. Thus, as the heat dissipation bracket 431 is adjusted, the angle between the second preset plane 103 and the horizontal plane 101 gradually increases, which enables the radiator 151 to obtain a larger air intake, thereby improving the heat dissipation effect of the radiator 151.

[0082] like Figure 17As shown, as an optional implementation, since the upper protective frame 1121 and the heat dissipation bracket 113 are connected, and the upper protective frame 1121 is also detachably connected to the lower protective frame 1122, the radiator 151 can also be rotated by fixing the heat dissipation bracket 113 to the upper protective frame 1121 and rotating the upper protective frame 1121 to the lower protective frame 1122. Specifically, the lower protective frame 1122 includes a rotating part 1122b, which is located at the upper end of the lower protective frame 1122. The upper protective frame 1121 also includes a rotating connecting part 1121e. When viewed along the width direction of the all-terrain vehicle 100, the rotating connecting part 1121e and the rotating part 1122b overlap. The lower protective frame 1122 also includes a rotating shaft 1122c, which extends along the width direction of the all-terrain vehicle 100. The rotating shaft 1122c passes through the rotating connecting part 1121e and the rotating part 1122b, so that the rotating connecting part 1121e can rotate relative to the rotating part 1122b. This allows the upper protective frame 1121 and the lower protective frame 1122 to be rotatably connected, that is, the upper protective frame 1121 can be flipped forward along the length direction of the all-terrain vehicle 100. Since the heat dissipation bracket 113 is fixedly connected to the upper protective frame 1121, the radiator 151 can be flipped. In this embodiment, the upper protective frame 1121 includes a fixed state and an adjustable state. When the upper protective frame 1121 is in the fixed state, it is fixedly connected to the main frame 111. When the upper protective frame 1121 is in the adjustable state, it is de-fixed from the main frame 111, and the upper protective frame 1121 and the lower protective frame 1122 rotate relative to each other. With the above configuration, when the radiator 151 rotates via the upper protective frame 1121, since the upper protective frame 1121 is at least partially located on both sides of the heat dissipation bracket 113 along the width direction of the all-terrain vehicle 100, when the upper protective frame 1121 is in the adjustment state, the driver or maintenance personnel will interfere with the operation of the maintenance personnel when maintaining the electrical components 21 and the radiator 151, thus causing inconvenience to the maintenance personnel during the maintenance process. In this embodiment, the radiator 151 is rotated via the upper protective frame 1121, so that when the radiator 151 needs to be rotated, the upper protective frame 1121 can drive the heat dissipation bracket 113 to rotate together, thereby avoiding interference from the upper protective frame 1121 to the driver or maintenance personnel during maintenance, and thus improving the maintenance performance of the all-terrain vehicle 100.

[0083] In this embodiment, an abutment member 1121f may be provided on the upper protective frame 1121. The abutment member 1121f is located at the lower end of the upper protective frame 1121 and is at least partially located in front of the rotating connection portion 1121e, so that the abutment member 1121f rotates with the rotation of the upper protective frame 1121 until the abutment member 1121f abuts against the lower protective frame 1122. At this time, the upper protective frame 1121 rotates to the maximum adjustment state. A second preset plane 103 is defined, and the radiator 151 extends substantially along the second preset plane 103. An angle α is formed between the second preset plane 103 and the horizontal plane 101. When the upper protective frame 1121 is in the maximum adjustment state, the angle α is at the maximum adjustment angle. At this time, the range of the angle α is 90° to 110°. In this embodiment, the angle α is 100°. Through the above-described configuration, the abutment member 1121f prevents the upper protective frame 1121 from tilting at an excessive angle, thereby avoiding the forward shift of the center of gravity of the radiator 151 and the upper protective frame 1121, which would cause excessive pressure on the rotating part 1122b and the rotating connection part 1121e. This, in turn, prevents the rotating shaft 1122c from breaking, improving the connection stability between the upper protective frame 1121 and the lower protective frame 1122. Furthermore, the abutment member 1121f also prevents the upper protective frame 1121 from tilting at an excessive angle, which would result in an excessively long pipe between the heat dissipation assembly 15 and the engine 141, hindering pipe routing.

[0084] Understandably, in this manner, when the upper protective frame 1121 switches from a fixed state to an adjustable state, the fasteners at the connecting hole 1121d are first removed to release the fixed connection between the upper protective frame 1121 and the main frame 111. Then, the upper protective frame 1121 is rotated forward along the length of the all-terrain vehicle 100 until the abutment 1121f abuts against the lower protective frame 1122. At this time, the heat dissipation assembly 15 is in the maximum adjustable state. After the maintenance is completed, the upper protective frame 1121 is rotated backward along the length of the all-terrain vehicle 100 until the upper protective frame 1121 returns to its initial position. Then, the fasteners are fixed in the connecting hole 1121d to complete one rotation of the heat dissipation assembly 15.

[0085] like Figure 18As shown, the heat dissipation assembly 15 also includes a heat dissipation protective cover 152 and an air intake grille 153 located on the heat dissipation protective cover 152. The heat dissipation protective cover 152 is fixedly connected to the heat dissipation bracket 113. During the rotation of the heat dissipation bracket 113, the heat dissipation protective cover 152 and the air intake grille 153 also rotate together. The heat dissipation protective cover 152 is used to protect the radiator 151, preventing damage to the radiator 151 caused by flying gravel when the all-terrain vehicle 100 is traveling on gravel roads, thus affecting the normal operation of the radiator 151. When the all-terrain vehicle 100 is traveling on water crossings and muddy roads, the heat dissipation protective cover 152 can also prevent mud from splashing onto the surface of the radiator 151 and causing blockage of the radiator 151, thereby improving the working environment of the radiator 151 and thus increasing the service life of the radiator 151.

[0086] like Figure 19 As shown, the heat dissipation protective cover 152 also includes a front protective cover 1521 and a rear protective cover 1522. The front protective cover 1521 and the rear protective cover 1522 are fixedly connected, and when the heat dissipation bracket 113 is in a fixed state, the front protective cover 1521 and the rear protective cover 1522 are distributed substantially along the length direction of the all-terrain vehicle 100. The front protective cover 1521 is substantially located in front of the radiator 151, and the rear protective cover 1522 is substantially located behind the radiator 151. Further, the rear protective cover 1522 includes a first protective plate 1522a and a second protective plate 1522b. The first protective plate 1522a and the second protective plate 1522b are distributed along the width direction of the all-terrain vehicle 100, and a hollow portion 1522c is formed between the first protective plate 1522a and the second protective plate 1522b. When the heat dissipation bracket 113 is in a fixed state, when viewed along the length direction of the all-terrain vehicle 100, the hollow portion 1522c at least partially overlaps with the radiator 151. Through the above-described design, the perforated portion 1522c ensures that the airflow from the radiator 151 is not affected by the rear protective cover 1522, thereby maximizing the airflow from the radiator 151 and improving its heat dissipation effect. It is understood that the front protective cover 1521 and the rear protective cover 1522 together form a heat dissipation accommodating space 1523, and the radiator 151 is at least partially located within the heat dissipation accommodating space 1523 and fixedly connected to the heat dissipation bracket 113.

[0087] In this embodiment, the first protective plate 1522a is provided with an air outlet 1522f. Viewed along the length of the all-terrain vehicle 100, the air outlet 1522f at least partially overlaps with the radiator 151. The air outlet 1522f works in conjunction with the perforated portion 1522c, thereby improving the airflow efficiency and heat dissipation effect of the radiator 151. The heat dissipation assembly 15 also includes a filling pipe 154, located on the side of the radiator 151 near the second protective plate 1522b. The filling pipe 154 is used to add coolant to the radiator 151 to prevent insufficient coolant from causing low heat dissipation efficiency. In this application, the filling pipe 154 is fixedly connected to the radiator 151 along the length of the all-terrain vehicle 100, thereby reducing the pipe length between the filling pipe 154 and the radiator 151 and facilitating pipe arrangement. Optionally, an opening 1522h is formed on the second guard plate 1522b. Viewed along the length of the all-terrain vehicle 100, the opening 1522h substantially overlaps with the filling pipe 154, facilitating direct liquid filling of the filling pipe 154 without removing the second guard plate 1522b. Further, a mounting cap 1522g is also formed on the second guard plate 1522b. The mounting cap 1522g can cover the opening 1522h and form a detachable connection with it. More specifically, the mounting cap 1522g is recessed rearward to form a groove. When the mounting cap 1522g is connected to the opening 1522h, the filling pipe 154 at least partially passes through the opening 1522h and is located within the mounting cap 1522g. This arrangement allows the driver to directly remove the mounting cap 1522g to add coolant to the radiator 151 via the filling pipe 154. The rear protective cover 1522 also includes a first side plate 1522d and a second side plate 1522e. The first side plate 1522d and the second side plate 1522e are distributed along the width direction of the all-terrain vehicle 100. The first side plate 1522d is fixedly connected to the first guard plate 1522a, and the second side plate 1522e is fixedly connected to the second guard plate 1522b. The first side plate 1522d and the second side plate 1522e are basically parallel to the longitudinal plane 105. When the rear protective cover is in the installed state, the first side plate and the second side plate are located on the left and right sides of the radiator, respectively. Specifically, the first side plate 1522d and the second side plate 1522e are each provided with an air outlet 1522j. When viewed along the width direction of the all-terrain vehicle 100, the air outlet 1522j at least partially overlaps with the radiator 151, thereby improving the air outlet efficiency of the radiator 151 and preventing hot air from staying on the radiator 151 for too long, which would affect the heat dissipation efficiency of the radiator 151.

[0088] In this embodiment, the heat dissipation assembly 15 also includes a filter cover 155. Along the length of the all-terrain vehicle 100, the filter cover 155 is located between the front protective cover 1521 and the radiator 151 and is fixedly connected to the front protective cover 1521. That is, the air intake grille 153, the front protective cover 1521, and the filter cover 155 are distributed basically along the length of the all-terrain vehicle 100. The front protective cover 1521 includes an air inlet 1521a, which communicates with the heat dissipation accommodating space 1523. Along the length of the all-terrain vehicle 100, the air inlet 1521a faces the all-terrain vehicle. At the front of the vehicle 100, the air intake 1521a at least partially overlaps with the filter cover 155. The air intake grille 153 covers the air intake 1521a. The air intake grille 153 can prevent debris from entering the radiator 151 through the air intake 1521a during the air intake process. The filter cover 155 can perform secondary filtration of natural air to prevent small debris from entering the radiator 151. In addition, the air intake grille 153 can also prevent mud from splashing onto the surface of the radiator 151 through the air intake 1521a when the all-terrain vehicle 100 is driving on water crossings and muddy sections. Furthermore, the air intake grille 153 is provided with a grille engaging part 1531, and the front protective cover 1521 is provided with an engaging groove 1521b. The grille engaging part 1531 engages with the engaging groove 1521b. With the above-described design, the quick-release mechanism of the grille latch 1531 engaging with the latching groove 1521b eliminates the need for disassembly or installation tools when connecting and separating the air intake grille 153 from the front protective cover 1521. This significantly simplifies the assembly process of the air intake grille 153, increases its disassembly and assembly speed, and allows the driver to manually disassemble and assemble the air intake grille 153 even when operating the all-terrain vehicle 100 in an unmaintained environment. Furthermore, the quick-release design between the air intake grille 153 and the front protective cover 1521 effectively reduces the time required for cleaning and maintenance when the driver or maintenance personnel clean and maintain the cooling components 15, thereby improving the maintainability of the all-terrain vehicle 100.

[0089] like Figure 18As shown, the air intake grille 153 also includes several air vents 1532 and several air guide shrouds 1533. The air guide shrouds 1533 are all located above the air vents 1532. The air guide shrouds 1533 can change the direction of natural wind, allowing natural wind to enter the radiator 151 through the air vents 1532 and exchange heat with the radiator 151. Specifically, when the radiator bracket 113 is in a fixed state, the air guide shrouds 1533 extend substantially along the length of the all-terrain vehicle 100, and the air vents 1532 are oriented substantially towards the front of the all-terrain vehicle 100, thereby allowing the air guide shrouds 1533 to guide natural wind, facilitating air intake into the radiator 151. As the air intake grille 153 rotates with the radiator bracket 113, the orientation of the air vent 1532 gradually shifts towards the underside of the all-terrain vehicle 100. Because the orientation of the air vent 1532 forms an angle with the direction of the natural wind, the air vent 1533 can change the direction of the natural wind, allowing the radiator 151 to receive a larger airflow, thereby improving the radiator 151's heat dissipation effect. Furthermore, when the all-terrain vehicle 100 is traveling on muddy roads, the air vent 1533 can also prevent mud from splashing and entering the radiator 151 through the air vent 1532, thus preventing the radiator 151 from being clogged by mud.

[0090] like Figure 20 and Figure 21 As shown, the all-terrain vehicle 100 also includes a winch assembly 22, which is at least partially located at the front of the all-terrain vehicle 100. The main function of the winch assembly 22 is to provide additional traction. When the all-terrain vehicle 100 cannot extricate itself from a difficult situation using only its own power, the traction provided by the winch assembly 22 enables the all-terrain vehicle 100 to escape the situation on its own or with the assistance of other all-terrain vehicles 100, such as mud, sand dunes, or snow. The frame 11 also includes an adapter bracket 115, to which the winch assembly 22 is fixedly connected. The adapter bracket 115 is located in front of the main frame 111 and is fixedly connected to the main frame 111 by welding or bolting, thereby preventing damage to the frame 11 from the pulling force generated by the winch assembly 22 during operation.

[0091] Understandably, the winch assembly 22 is typically located at the bottom of the all-terrain vehicle 100. That is, when viewed along the width of the all-terrain vehicle 100, the winch assembly 22 at least partially overlaps with the front wheel 131, resulting in a lower stress point at the front of the all-terrain vehicle 100. Therefore, when the winch assembly 22 is in operation, the pulling force of the winch assembly 22 can move the front of the vehicle upwards, allowing the all-terrain vehicle 100 to escape danger more quickly, reducing the difficulty of escaping, and increasing the speed of escaping from trouble. Furthermore, when viewed along the height of the all-terrain vehicle 100, the winch assembly 22 at least partially overlaps with the radiator 151. In a conventional all-terrain vehicle 100 layout, the radiator assembly 15 is usually located behind the lower protective frame 1122, and the winch assembly 22 is located below the radiator assembly 15. When the all-terrain vehicle 100 gets stuck, the winch assembly 22 is likely to also get stuck in the mud, making it difficult for the driver to locate the winch assembly 22 when attempting to rescue the vehicle. In this application, since the heat dissipation component 15 is located above the front cover plate 121, the rear of the lower protective frame 1122 is left empty for the arrangement of the winch assembly 22. That is, the winch assembly 22 of this application is located behind the lower protective frame 1122, so that when the all-terrain vehicle 100 gets stuck, the position of the winch assembly 22 can be found more easily, thereby reducing the difficulty of rescuing the all-terrain vehicle 100 and improving the rescue efficiency of the all-terrain vehicle 100.

[0092] Specifically, the line connecting the rotation centers of the front wheel 131 and the rear wheel 132 on the longitudinal plane 105 is defined as the axle connection line 106. The projection of the winch assembly 22 along the width direction of the all-terrain vehicle 100 on the longitudinal plane 105 is the winch projection. The minimum distance H7 between the winch projection and the axle connection line 106 is 9cm to 14cm. More specifically, the minimum distance H7 between the winch projection and the axle connection line 106 is 10cm to 13cm. In this embodiment, the minimum distance H7 between the winch projection and the axle connection line 106 is 11.6cm. Since at least some electrical components 21 are also installed above the winch assembly 22, an excessively large minimum distance H7 between the winch projection and the axle connection line 106 can easily lead to the winch assembly 22 being positioned too high, causing interference between the winch assembly 22 and the electrical components 21. It can also cause the winch assembly 22 to be positioned too high, resulting in the all-terrain vehicle 100's front end sinking during rescue operations due to the excessively high stress point, making rescue difficult. Conversely, an excessively small minimum distance H7 between the winch projection and the axle connection line 106 can easily lead to the winch assembly 22 being too low, making it difficult for the driver to locate the winch assembly 22 after the all-terrain vehicle 100 becomes stuck. The above design avoids interference between the winch assembly 22 and the electrical components 21, improves the rescue efficiency of the all-terrain vehicle 100, and makes it easier for the driver to locate the winch assembly 22.

[0093] In this embodiment, the winch assembly 22 includes a winch motor 221, a winch rope 222, and a winch hook 223. The winch motor 221 is fixedly connected to the main frame via an adapter bracket 115. One end of the winch rope 222 is connected to the shaft of the winch motor 221, and the other end is connected to the winch hook 223. Thus, when the all-terrain vehicle 100 needs to be rescued, the winch hook 223 is attached to a fixed object, and the winch motor 221 tightens the winch rope 222, providing a pulling force to the all-terrain vehicle 100 to help it get out of trouble. Furthermore, the winch assembly 22 of the all-terrain vehicle 100 can also connect to the towing point of other vehicles when they need to be rescued, via the winch hook 223, and the winch motor 221 tightens the winch rope 222 to help those vehicles get out of trouble. The winch assembly 22 also includes a winch mounting bracket 224, which is fixedly connected to the lower protective frame 1122. The winch mounting bracket 224 is provided with a cable outlet 2241. The winch rope 222 extends forward and passes through the cable outlet 2241. The width of the cable outlet 2241 is greater than the outer diameter of the winch rope 222 and less than the thickness of the winch hook. Thus, the cable outlet 2241 allows the winch rope 222 to pass through while preventing the winch hook 223 from passing through. When the winch rope 222 is stored in the shaft of the winch motor 221, the winch hook 223 is suspended in front of the cable outlet 2241 through the winch rope 222. The winch motor 221 is also provided with a start switch (not shown). When the driver needs it, he can directly turn on the start switch and pull the winch hook 223 to pull the winch rope 222 out of the winch motor 221, thereby improving the rescue efficiency of the all-terrain vehicle 100. The winch mounting bracket 224 is also provided with two towing holes 2242. The two towing holes 2242 are located on both sides of the cable outlet 2241 along the width direction of the all-terrain vehicle 100. The towing holes 2242 are used to install the winch hook 223, thereby providing a towing point for the all-terrain vehicle 100. When the all-terrain vehicle 100 needs to be rescued, it can be rescued by other vehicles traveling together.

[0094] Furthermore, along the width direction of the all-terrain vehicle 100, the projection of the winch motor 221 on the longitudinal plane 105 is defined as the motor projection. The minimum distance between the motor projection and the axle connection line 106 is equal to the minimum distance between the aforementioned winch projection and the axle connection line 106, that is, the minimum distance between the motor projection and the axle connection line 106 is the aforementioned minimum distance H7 between the aforementioned winch projection and the axle connection line 106. The projection of the cable outlet 2241 along the width direction of the all-terrain vehicle 100 on the longitudinal plane 105... The projection is defined as the projection of the cable outlet. The minimum distance H8 between the projection of the cable outlet and the wheel axle connection line 106 is greater than the minimum distance H7 between the projection of the motor and the wheel axle connection line 106. This ensures that when the winch rope 222 pulls in, the pulling force received by the all-terrain vehicle 100 has an upward component along the height direction of the all-terrain vehicle 100. As the winch rope 222 pulls the all-terrain vehicle 100, the front of the all-terrain vehicle 100 gradually moves upward and away from the mud, thereby improving the all-terrain vehicle 100's extrication efficiency.

[0095] like Figure 22 , Figure 23 and Figure 24 As shown, the powertrain 14 also includes a transmission 142, which is connected to the engine 141. The transmission 142 is used to change the output speed of the engine 141, making the speed more suitable for the current driving environment. In this application, the transmission 142 refers to a continuously variable transmission (CVT). The CVT 142 generates heat during operation, so it needs to be cooled to prevent the transmission 142 from overheating and being damaged. Specifically, the transmission 142 includes a transmission intake pipe 1421 and a transmission exhaust pipe 1422. Natural air enters the transmission 142 through the transmission intake pipe 1421 and, after heat exchange within the transmission 142, the hot air is discharged from the transmission exhaust pipe 1422, thereby reducing the temperature of the transmission 142 and keeping it at a suitable operating temperature, thus improving the efficiency of the transmission 142.

[0096] like Figure 23 and Figure 24As shown, it is understandable that when the all-terrain vehicle 100 is driving on muddy roads, if water enters the transmission 142, it can easily cause the transmission 142 to slip, thus affecting power output. To enable the all-terrain vehicle 100 of this application to travel on muddy and wading roads, the positions of the transmission intake pipe 1421 and transmission exhaust pipe 1422 need to be adjusted to prevent mud and water from entering the transmission 142 through the transmission intake pipe 1421 and transmission exhaust pipe 1422 when the all-terrain vehicle 100 is driving on muddy roads, thus preventing damage to the transmission 142. Specifically, viewed along the height direction of the all-terrain vehicle 100, both the transmission intake pipe 1421 and transmission exhaust pipe 1422 extend approximately along the length direction of the all-terrain vehicle 100, and are distributed along the width direction of the all-terrain vehicle 100. Viewed along the width of the all-terrain vehicle 100, the variable speed intake pipe 1421 and variable speed exhaust pipe 1422 are at least partially located above the engine 141, while the variable speed exhaust pipe 1422 extends from the rear of the engine 141 to the front of the engine 141. This arrangement, with the variable speed intake pipe 1421 and variable speed exhaust pipe 1422 located above the engine 141 and arranged along the length of the all-terrain vehicle 100, effectively reduces the length of the pipes, facilitating their placement on the entire all-terrain vehicle 100 and making the vehicle more compact, thereby improving the space utilization of the all-terrain vehicle 100.

[0097] Furthermore, the transmission intake pipe 1421 includes a transmission intake port 1421a, and the transmission exhaust pipe 1422 includes a transmission exhaust port 1422a. Natural air enters the transmission intake pipe 1421 through the transmission intake port 1421a, and hot air is discharged from the transmission exhaust port 1422a after passing through the transmission exhaust pipe 1422. Both the transmission intake port 1421a and the transmission exhaust port 1422a are located behind the heat dissipation assembly 15, and both are positioned close to the steering assembly 16. The body panel 12 also includes a main cover 125 for covering the power assembly 14. The main cover 125 is at least partially located below the instrument panel cover 122; the transmission intake port 1421a is at least partially located outside the main cover 125, and the transmission exhaust port 1422a is located inside the main cover 125. The body panel 12 also includes a front cover 126 located in front of the instrument panel cover 122. The transmission air intake is located above the front cover 126, and the transmission exhaust port 1422a is located below the front cover 126, thereby separating the transmission exhaust port 1422a and the transmission air intake port 1421a and preventing the high-temperature gas discharged from the transmission exhaust port 1422a from affecting the air intake of the transmission air intake port 1421a. The powertrain 14 also includes an air filter 143 for filtering air entering the engine 141. The air filter 143 is at least partially located above and in communication with the engine 141. The air filter 143 includes an air filter intake pipe 1431, which is at least partially located in front of the air filter 143. The air filter intake pipe 1431 is also located above the engine 141 and the transmission 142 and extends upwards along the width direction of the all-terrain vehicle 100. The air filter intake pipe 1431 is located between the transmission intake pipe 1421 and the transmission 1421. Between the speed exhaust pipe 1422, the air filter intake pipe 1431 includes an air filter intake port 1431a, which is at least partially located above the instrument panel cover 122 and is also at least partially located in front of the steering handle 161. The gear shift intake port 1421a and the gear shift exhaust port 1422a are at least partially located behind the air filter intake port 1431a. When viewed along the width direction of the all-terrain vehicle 100, the gear shift intake port 1421a and the gear shift exhaust port 1422a also at least partially overlap with the instrument panel cover 122. With the above configuration, since the air filter inlet 1431a is basically located at the top of the all-terrain vehicle 100, and the gearbox inlet 1421a and gearbox exhaust outlet 1422a are located on both sides of the air filter inlet 1431a, the distance between the gearbox inlet 1421a and gearbox exhaust outlet 1422a and the ground can be increased. This can prevent mud and water from entering the gearbox inlet 1421a and gearbox exhaust outlet 1422a and then entering the transmission 142 through the gearbox inlet pipe 1421 and gearbox exhaust pipe 1422. This can improve the wading height of the all-terrain vehicle 100 and improve its passability on muddy roads.

[0098] In this embodiment, the transmission air intake 1421a faces substantially downwards along the height direction of the all-terrain vehicle 100. Therefore, when mud or water enters the transmission air intake 1421a, its downward orientation allows it to flow out under gravity, preventing it from entering the transmission 142. It is understood that "outside the all-terrain vehicle 100" in the aforementioned context refers to the side of the all-terrain vehicle 100 away from the longitudinal plane 105 along its width direction. In this embodiment, the transmission exhaust port 1422a faces outside the all-terrain vehicle 100 along its width direction, thus preventing hot air from the transmission exhaust pipe 1422 from remaining inside the all-terrain vehicle 100 for too long. The transmission exhaust pipe 1422 also includes an adapter 1422b, which is located on the transmission exhaust port 1422a. The adapter 1422b is generally oriented downwards along the height direction of the all-terrain vehicle 100, so that, like the transmission air intake 1421a, mud and water can flow out of the adapter 1422b due to their own weight after entering the adapter 1422b, thus preventing mud and water from entering the transmission exhaust pipe 1422 and affecting the normal operation of the transmission 142.

[0099] Furthermore, the transmission exhaust pipe 1422 includes a first pipe 1422c and a second pipe 1422d fixedly connected to each other. The first pipe 1422c connects to the interior of the transmission 142, and is located behind and connected to the second pipe 1422d. The second pipe 1422d extends substantially along the length of the all-terrain vehicle 100 and is also connected to the adapter 1422b. The material hardness of the first pipe 1422c is greater than that of the second pipe 1422d. Specifically, the first pipe 1422c can be made of rubber to avoid interference with surrounding components due to installation errors, thereby improving the space utilization of the all-terrain vehicle 100. In addition, the inner diameter of the first pipe 1422c can be increased to improve its ventilation volume, thereby improving the heat dissipation efficiency of the transmission 142 and ultimately improving the operating efficiency of the transmission 142.

[0100] like Figure 25As shown, in one embodiment, the vehicle body cover 12 also includes an air intake plastic part 127, which is located above the instrument panel cover. The air filter intake pipe 1431 is fixedly connected to the air intake plastic part 127, and three connection ports are formed on the air intake plastic part 127. In this application, one end of the air intake plastic part 127 is connected to the transmission intake pipe 1421, the transmission exhaust pipe 1422, and the air filter intake pipe 1431, respectively. That is, the three connection ports of the air intake plastic part are respectively formed as the transmission intake port 1421a, the transmission exhaust port 1422a, and the air filter intake port 1431a. This allows the transmission intake port 1421a, the transmission exhaust port 1422a, and the air filter intake port 1431a to be set in the same area through the air intake plastic part 127, so as to facilitate the arrangement of each air intake and exhaust port, reduce the molding difficulty of the plastic parts of the all-terrain vehicle 100, and improve the space utilization of the all-terrain vehicle 100. The gearbox air intake 1421a and the air filter air intake 1431a face the rear of the all-terrain vehicle 100. This arrangement can effectively prevent mud and water from entering the air intake in front of the all-terrain vehicle 100 and affecting the operation of the engine 141.

[0101] like Figure 26 As shown, optionally, to avoid the hot air in the transmission exhaust port 1422a affecting the temperature of the natural air in the air filter inlet 1431a and the transmission intake port 1421a, only two air inlets can be formed on the intake plastic part 127. In this application, one end of the intake plastic part 127 is connected to the transmission intake pipe 1421 and the air filter intake pipe 1431 respectively, that is, the two air inlets of the intake plastic part 127 are respectively formed as the transmission intake port 1421a and the air filter intake port 1431a, so that the transmission intake port 1421a and the air filter intake port 1431a can be connected to the air filter intake port 1422a and the air filter intake port 1431a. By placing the air intake plastic part 127 in the same area, the transmission exhaust port 1422a is set up separately. This reduces the difficulty of molding the plastic parts of the all-terrain vehicle 100 and improves the space utilization of the all-terrain vehicle 100. At the same time, it also keeps the transmission exhaust port 1422a away from the transmission air intake port 1421a and the air filter air intake port 1431a. This avoids the natural wind temperature in the transmission air intake port 1421a and the air filter air intake port 1431a from rising due to the hot air temperature in the transmission exhaust port 1422a, which would reduce the heat dissipation efficiency of the transmission 142.

[0102] like Figure 27As shown, as another alternative implementation, the variable speed air intake 1421a and variable speed exhaust 1422a can also be distributed along the width direction of the all-terrain vehicle 100 on both sides of the air filter air intake 1431a. The variable speed air intake 1421a, variable speed exhaust 1422a and air filter air intake 1431a are set independently. Compared with the fixed variable speed air intake 1421a and variable speed exhaust 1422a, the arrangement of the variable speed air intake pipe 1421 and variable speed exhaust pipe 1422 is more limited, and the direction of the pipes is more fixed. As a result, the arrangement of the variable speed air intake pipe 1421 and variable speed exhaust pipe 1422 is relatively fixed, and it is necessary to change the arrangement of other components to avoid mutual interference, which can easily lead to a waste of space in the all-terrain vehicle 100. The transmission intake pipe 1421 and transmission exhaust pipe 1422 of this embodiment have relatively flexible pipe layouts, allowing adjustments to be made according to the actual layout of the all-terrain vehicle 100, thereby improving the space utilization of the all-terrain vehicle 100. Furthermore, both the transmission intake port 1421a and the transmission exhaust port 1422a are shielded by the body panel 12, thus preventing water from splashing into the transmission intake port 1421a and transmission exhaust port 1422a during air intake and exhaust, which could affect the normal operation of the transmission 142.

[0103] 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 includes a main frame; A body panel, which is substantially located on and connected to the main frame, the body panel including an instrument panel cover; A running gear assembly, at least partially located below the main frame; A power assembly, which is connected to the walking assembly in a transmission, includes an engine and a transmission, and the transmission and the engine are connected in a transmission. Its features are, The engine and the transmission are distributed along the width of the all-terrain vehicle. The transmission includes a variable speed intake pipe and a variable speed exhaust pipe that connect the transmission to the outside. The variable speed intake pipe has a variable speed intake port, and the variable speed exhaust pipe has a variable speed exhaust port. The variable speed intake port and the transmission are connected through the variable speed intake pipe, and the variable speed exhaust port and the transmission are connected through the variable speed exhaust pipe. The variable speed intake port is at least partially located above the instrument panel cover, and the variable speed exhaust port is at least partially located below the instrument panel cover. The variable speed intake pipe is located in front of the transmission, and the variable speed exhaust pipe is at least partially located above the engine. The variable speed exhaust pipe extends from the rear of the engine to the front of the transmission and the engine.

2. The all-terrain vehicle according to claim 1, characterized in that, The all-terrain vehicle also includes a steering assembly, which is at least partially located behind the instrument panel cover. The variable speed air intake is located between the steering assembly and the instrument panel cover, and the variable speed air intake is substantially oriented toward the steering assembly.

3. The all-terrain vehicle according to claim 1, characterized in that, The body panel also includes a main cover for covering the powertrain assembly, the main cover being at least partially located below the instrument panel cover; the transmission air intake is at least partially located outside the main cover, and the transmission exhaust is located inside the main cover.

4. The all-terrain vehicle according to claim 1, characterized in that, The variable speed exhaust port is generally oriented towards the front of the all-terrain vehicle. The variable speed exhaust pipe also includes an adapter, which is connected to the variable speed exhaust port and is generally oriented towards the bottom of the all-terrain vehicle.

5. The all-terrain vehicle according to claim 1, characterized in that, The body panel also includes a front cover plate located in front of the instrument panel cover, with the gearbox air intake located above the front cover plate and the gearbox exhaust port located below the front cover plate.

6. The all-terrain vehicle according to claim 1, characterized in that, The transmission exhaust pipe includes a first pipe and a second pipe fixedly connected to each other. The first pipe communicates with the interior of the transmission. The first pipe is located behind the second pipe and communicates with the second pipe. The second pipe extends substantially along the length of the all-terrain vehicle. The material hardness of the first pipe is greater than that of the second pipe.

7. The all-terrain vehicle according to claim 1, characterized in that, The powertrain also includes an air filter, which is at least partially located above and in communication with the engine. The air filter also includes an air filter inlet, which is connected to the air filter via an air filter inlet pipe. The air filter inlet is at least partially located above the instrument panel cover.

8. The all-terrain vehicle according to claim 7, characterized in that, The body panel also includes an air intake plastic component located above the instrument panel cover. The air intake plastic component has three connection ports. One end of the air intake plastic component is connected to the transmission intake pipe, the transmission exhaust pipe, and the air filter intake pipe, respectively. The three connection ports of the air intake plastic component are respectively formed as the transmission intake port, the transmission exhaust port, and the air filter intake port.

9. The all-terrain vehicle according to claim 8, characterized in that, The air filter intake pipe is at least partially located in front of the air filter, and the air filter intake pipe is also located above the engine and the transmission and extends upwards, and the air filter intake pipe is fixedly connected to the intake plastic component.

10. The all-terrain vehicle according to claim 7, characterized in that, The vehicle body panel also includes an air intake plastic component, which is located above the instrument panel cover. The air intake plastic component has two connection ports, one end of which is connected to the transmission air intake pipe and the air filter air intake pipe, respectively. The two connection ports of the air intake plastic component are respectively formed as the transmission air intake port and the air filter air intake port.

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