All-terrain vehicle

Abstract

The utility model discloses an all-terrain vehicle which comprises a vehicle frame, a vehicle body covering part, a walking assembly, a power assembly and a saddle assembly, the vehicle frame comprises a main vehicle frame, the vehicle body covering part comprises pedal plates, the pedal plates are distributed on the two sides of the saddle assembly, the all-terrain vehicle further comprises a pedal assembly, the pedal assembly comprises rear pedals, and the rear pedals are located behind the pedal plates; observing along the width direction of the all-terrain vehicle, defining a contact point of a rear wheel and the ground as a grounding point, and defining a plane which is vertical to a connecting line of the grounding point and the rotation center of the rear wheel and passes through the grounding point as a horizontal plane; the distance between the uppermost end of the air filter air inlet and the horizontal plane is defined as the height of the whole vehicle, and the ratio of the minimum distance between the rear pedal and the horizontal plane to the height of the whole vehicle is 0.35-0.53. Through the arrangement, the wading performance of the all-terrain vehicle can be improved.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are capable of navigating any terrain, and therefore may encounter flooded terrain. In existing technologies, the footrests of ATVs are typically positioned low. This can easily soak the driver's feet when navigating flooded terrain, resulting in poor wading performance. Utility Model Content

[0003] In order to address the deficiencies of the prior art, the present application aims to provide an all-terrain vehicle with good wading performance.

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

[0005] An all-terrain vehicle, comprising a frame, a body covering, a travel assembly, a power assembly and a saddle assembly, wherein the frame comprises a main frame; the body covering is basically located on the main frame and connected to the main frame, and the body covering comprises two foot pedals; the travel assembly comprises a front wheel and a rear wheel at least partially located below the main frame; the power assembly is at least partially located on the main frame and connected to the main frame, the power assembly is transmission-connected to the front wheel and / or the rear wheel, the power assembly further comprises an engine and an air filter, the air filter comprises an air filter inlet for providing gas to the engine; the saddle ... Part of it is located above the power assembly; the foot pedals are distributed on both sides of the saddle assembly, and the all-terrain vehicle also includes a foot pedal assembly, which includes a rear foot pedal, and the rear foot pedal is located behind the foot pedal; observing along the width direction of the all-terrain vehicle, the contact point of the rear wheel with the ground is defined as the grounding point, and a plane perpendicular to the line connecting the grounding point and the center of rotation of the rear wheel and passing through the grounding point is defined as the horizontal plane; the distance between the uppermost end of the air filter inlet and the horizontal plane is defined as the height of the entire vehicle, and the ratio of the minimum distance between the rear foot pedal and the horizontal plane to the height of the entire vehicle is 0.35 to 0.53.

[0006] Furthermore, the vehicle body covering also includes a hood located at the front of the all-terrain vehicle and an instrument panel at least partially located above the hood, and the air filter inlet is at least partially located above the instrument panel.

[0007] Further, the minimum distance between the rear footrest and the horizontal plane is greater than the minimum distance between the footrest and the horizontal plane.

[0008] Furthermore, the pedal assembly also includes a pedal bracket, which is located behind the footboard, and the rear pedal is fixed to the pedal bracket. The pedal bracket is at least partially located on both sides of the saddle assembly and is fixedly connected to the main frame.

[0009] Furthermore, a reference plane is defined, and the rear pedal is basically extended along the reference plane. An angle is formed between the reference plane and the horizontal plane, and the angle ranges from 15° to 40°.

[0010] Furthermore, a plurality of anti-skid teeth are provided on the rear footrest, and the plurality of anti-skid teeth protrude upward substantially along the height direction of the all-terrain vehicle.

[0011] Furthermore, a weight-reducing hole for reducing the weight of the rear pedal is provided on the rear pedal, and the weight-reducing hole is located between two adjacent anti-slip teeth.

[0012] Furthermore, the foot pedal extends substantially along a preset plane; the posture when the front wheels and rear wheels of the all-terrain vehicle are both located on a horizontal plane is defined as a first posture; when the all-terrain vehicle is in the first posture, the preset plane is substantially parallel to the horizontal plane.

[0013] Furthermore, the all-terrain vehicle also includes a saddle assembly and a cargo box assembly, and the cargo box assembly is located behind the saddle assembly; a reference plane is defined, and the rear footrests are basically extended along the reference plane. The state when the all-terrain vehicle moves to the reference plane and is basically parallel to the horizontal plane is defined as a second posture. When the all-terrain vehicle is in the second posture, the cargo box assembly can be used for the driver to ride.

[0014] Furthermore, when the all-terrain vehicle is in the first posture, the minimum distance between the rear footrest and the horizontal plane is 54 cm to 72 cm.

[0015] The rear pedals of the above-mentioned all-terrain vehicle can not only meet the driver's pedaling needs, but also increase the distance between the rear pedals and the horizontal plane, that is, increase the height of the rear pedals from the ground, so that when the all-terrain vehicle passes through a wading section, the rear pedals will not be submerged, thereby improving the wading performance of the all-terrain vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

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

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

[0020] Figure 5 A schematic diagram of a second posture of the all-terrain vehicle provided in an embodiment of the present application;

[0021] Figure 6 for Figure 4A partial enlarged view of point A in the middle;

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

[0023] Figure 8 A top view of the all-terrain vehicle provided in an embodiment of the present application;

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

[0025] Figure 10 A schematic structural diagram of the heat dissipation bracket and the upper protective frame of the all-terrain vehicle provided in an embodiment of the present application 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 an embodiment of the present application;

[0027] Figure 12 A schematic structural diagram of the heat dissipation bracket and the upper protective frame when the heat dissipation assembly of the all-terrain vehicle provided in an embodiment of the present application is in a first installation state;

[0028] Figure 13 A schematic structural diagram of the heat dissipation bracket and the upper protective frame when the heat dissipation assembly of the all-terrain vehicle provided by an embodiment of the present application is in a second installation state;

[0029] Figure 14 A schematic diagram of the windward area of ​​the radiator at different angles of the all-terrain vehicle provided in an embodiment of the present application;

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

[0031] Figure 16 A schematic structural diagram of a heat dissipation bracket and an upper protective frame in a third embodiment of an all-terrain vehicle provided in an embodiment of the present 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 an embodiment of the present application when in a flipped state;

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

[0034] Figure 19 An exploded view of the air intake grille, protective cover, radiator, and filter cover of the all-terrain vehicle provided in an embodiment of the present application;

[0035] Figure 20 A side view of the entire structure of an all-terrain vehicle provided in an embodiment of the present application;

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

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

[0038] Figure 23 A side view of the power assembly of an all-terrain vehicle provided in an embodiment of the present application arranged within the vehicle;

[0039] Figure 24 A top view of the layout of the power assembly of the all-terrain vehicle provided in an embodiment of the present application within the vehicle;

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

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

[0042] Figure 27 Schematic diagram of the independent arrangement of the speed change air intake, speed change exhaust and air filter air intake of the all-terrain vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0043] In order to enable people in this field to better understand the solution of the present application, the technical solution in the specific implementation of the present application will be clearly and completely described below in conjunction with the drawings in the implementation of the present application.

[0044] like Figure 1 and Figure 2An all-terrain vehicle 100 is shown, which includes a frame 11, a body covering 12, a running assembly 13 and a power assembly 14. The frame 11 constitutes the basic framework of the all-terrain vehicle 100, and the frame 11 is used to provide support for other components of the all-terrain vehicle 100. The body covering 12 is at least partially located on the frame 11, and the body covering 12 is used to protect the internal parts of the all-terrain vehicle 100. The body covering 12 mainly refers to the plastic parts located on the outside of the all-terrain vehicle 100. The running assembly 13 is at least partially located below the frame 11, and the running assembly 13 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 assembly 14 is used to provide power to the all-terrain vehicle 100 to drive the all-terrain vehicle 100 to move. The power assembly 14 is connected to the front wheel 131 and / or the rear wheel 132. In order to clearly illustrate the technical solution of the present application, it is also defined as follows Figure 1 The front, rear, upper and lower sides shown, as well as Figure 2 It is understood that the length direction in the embodiment of the present application 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 further includes a heat dissipation assembly 15, which is located at the front of the all-terrain vehicle 100 and includes a radiator 151 (see FIG. Figure 17 ), the power assembly 14 includes an engine 141, and a radiator 151 is connected to the engine 141 via a pipeline filled with coolant. Heat generated by the engine 141 is transferred to the radiator 151 via the coolant in the pipeline, and then transferred to the outside through the radiator 151, thereby achieving heat dissipation for the engine 141. Existing radiators 151 are typically located at the front of the all-terrain vehicle 100, near the front end, along the length of the all-terrain vehicle 100. Furthermore, radiators 151 are vertically positioned, maximizing their frontal area, facilitating heat dissipation. However, this arrangement results in a low wading height for the all-terrain vehicle 100. When the all-terrain vehicle 100 is traveling on muddy or flooded roads, the radiator 151 is susceptible to silt accumulation and thus malfunctions.

[0046] As one implementation, the body panel 12 includes a hood 121 located at the front of the ATV 100, above the front wheel 131. The ATV 100 also includes a steering assembly 16, which includes a steering handle 161 located at the top of the ATV 100 along its height. The hood 121 is also located forward of the steering handle 161. To improve the wading performance of the ATV 100, the heat dissipation assembly 15 of the present 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 forward of the steering handle 161. Furthermore, the body panel 12 includes an instrument panel 122 for mounting onboard instruments that display status and driving information of the ATV 100. The instrument panel 122 is at least partially located forward of the steering assembly 16 and above the hood 121. The heat dissipation assembly 15 is also at least partially located forward of the instrument panel 122. Through the above arrangement, the heat dissipation assembly 15 is raised above the ground, thereby improving the wading height of the all-terrain vehicle 100. When the all-terrain vehicle 100 passes through a wading section, the radiator 151 is not in danger of being clogged by mud and sand, thereby improving the passability of the all-terrain vehicle 100 on wading sections and muddy sections.

[0047] like Figure 2As shown, the power assembly 14 also includes a transmission 142, which is in driving connection with the engine 141 to change the speed of the engine 141, increase or decrease the torque of the engine 141, and enable the all-terrain vehicle 100 to obtain a power output mode more suitable for the usage scenario. The transmission 142 includes a transmission air intake pipe 1421 and a transmission exhaust pipe 1422. The transmission air intake pipe 1421 and the transmission exhaust pipe 1422 are primarily used to dissipate heat from the transmission 142. Specifically, cooler natural air enters the transmission 142 through the transmission air intake pipe 1421 and undergoes heat exchange with the transmission 142, becoming 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 air intake pipe 1421 includes a transmission air intake port 1421a, and the transmission exhaust pipe 1422 includes a transmission exhaust port 1422a. In the embodiment of the present application, the transmission air inlet 1421a and the transmission air outlet 1422a are located behind the heat sink assembly 15. The transmission air inlet 1421a and the transmission air outlet 1422a are also at least partially located behind the instrument panel 122. When viewed along the width of the all-terrain vehicle 100, the transmission air inlet 1421a, the transmission air outlet 1422a, and the steering assembly 16 at least partially overlap. This arrangement improves the placement of the transmission air inlet 1421a and the transmission air outlet 1422a, preventing them from being too close to the ground. This prevents the risk of water ingress into the transmission air inlet 1421a and the transmission air outlet 1422a when navigating flooded roads, potentially damaging the transmission 142. This improves the wading height of the all-terrain vehicle 100 and enhances its maneuverability.

[0048] like Figure 2 and Figure 3As shown, in this embodiment, the power assembly 14 also includes an air filter 143, which is at least partially located above the engine 141 and communicated 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 normal operation of the engine 141. The air filter 143 includes an air filter intake pipe 1431, and the air filter intake pipe 1431 includes an air filter intake port 1431a. The air filter intake port 1431a is at least partially located above the instrument surface cover 122. The air filter intake port 1431a is also at least partially located in front of the steering handle 161. In this application, The steering assembly 16 is located behind the heat dissipation assembly 15, and the air filter air inlet 1431a is located between the heat dissipation assembly 15 and the steering assembly 16, and the air filter air inlet 1431a is facing the rear of the all-terrain vehicle 100, that is, the air filter air inlet 1431a is basically facing the steering assembly 16, thereby improving the layout position of the air filter air inlet 1431a, and preventing water from entering the air filter air inlet 1431a when the all-terrain vehicle 100 passes through a wading section, causing water to enter the engine 141 and be damaged. In this way, the wading height of the all-terrain vehicle 100 can be increased, the passability of the all-terrain vehicle 100 can be improved, and the safety of the all-terrain vehicle 100 can be improved.

[0049] The power assembly 14 also includes a vent pipe 144, which is primarily used to connect the front and rear axles of the ATV 100 to the outside world and balance the air pressure inside and outside the front and rear axles by drawing in or out air. Specifically, the vent pipe 144 includes a vent port 1441. In this embodiment, one end of the vent pipe 144 is fixedly connected to the instrument panel 122, and the vent port 1441 is located at the end of the vent pipe 144 near the instrument panel 122. This improves the placement of the vent port 1441 and prevents water from entering the vent pipe 144 through the vent port 1441 and flowing to the front and rear axles when the ATV 100 passes through a flooded section, thereby preventing water from affecting the normal operation of the front and rear axles. This can increase the wading height of the ATV 100 and improve its ability to pass through flooded sections.

[0050] like Figure 1As shown, in this embodiment, the all-terrain vehicle 100 further 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 the transmission 142, primarily for supporting the driver. The cargo box assembly 18 is located behind the saddle assembly 17 and is also at least partially located above and fixedly connected to the frame 11. Viewed along the width of the all-terrain vehicle 100, the point of contact between the rear wheel 132 and the ground is defined as grounding point P1. A plane perpendicular to a line connecting grounding point P1 and the rotational center of the rear wheel 132 and passing through grounding point P1 is defined as horizontal plane 101. It will be appreciated that, depending on the shape of the rear wheel 132, the point of contact between the rear wheel 132 and the ground is essentially grounding point P1. When insufficient air pressure in the rear wheel 132 results in linear contact between the rear wheel 132 and the ground, i.e., multiple grounding points P1 are formed, or when the ground is non-planar, grounding 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 0.95 to 1.4. In the present application, 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 1.1. By increasing the height of the cargo box assembly 18, water can be prevented from entering the cargo box assembly 18. Since several electrical components may be located 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. Furthermore, by sitting in the cargo box assembly 18, the driver's center of gravity can be shifted backward, making it easier for the driver to control the all-terrain vehicle 100.

[0051] like Figure 4As shown, the body cover 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 a footrest assembly 19, which is located behind the footrest 123. The footrest 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 footrest assemblies 19, and the two foot pedals 123 and the two footrest assemblies 19 are distributed along the width direction of the all-terrain vehicle 100. The minimum distance H3 between the rear footrest 191 and the horizontal plane 101 is greater than the minimum distance H4 between the footrest 123 and the horizontal plane 101. It is understood that the driver can ride the ATV 100 in two riding positions: a sitting position and a standing position. When the driver is in the sitting position, the driver sits on the saddle assembly 17 with both feet on the pedals 123. This riding position is the driver's common riding position for the ATV 100. When the ATV 100 passes through a flooded section, the driver's feet may be easily submerged in the water while in the sitting position, resulting in a poor driving experience. In this case, the driver can switch to the standing position. When in the standing position, the driver's feet can be stepped on the rear pedals 191, thereby preventing the driver's feet from being submerged in the water, thereby improving the driver's driving experience. Furthermore, when the ATV 100 is climbing a slope, if the driver is in the sitting position, the driver may be prone to unstable center of gravity due to leaning backward during the climbing process, which may lead to danger. The standing position can also move the driver's center of gravity further forward, thereby avoiding danger.

[0052] like Figure 4 、 Figure 5 and Figure 6 As shown, a footrest bracket 192 is fixedly connected to the main frame 111 and extends outwardly along the width of the ATV 100. The footrest bracket 192 is used to secure a rear footrest 191, which is located above and fixedly connected to the footrest bracket 192. Two footrest brackets 192 and two rear footrests 191 are provided, and both footrest brackets 192 and rear footrests 191 are distributed along the width of the ATV 100. The body cover 12 also includes a footrest 123. When viewed from the height of the ATV 100, the footrest 123 and the rear footrest 191 are distributed along the length of the ATV 100. The footrest 123 is located in front of the rear footrest 191 and is used to place the rider's feet when riding in a seated position. The rear footrest 191 is also located below the saddle assembly 17 and is used to provide support for the rider's feet when riding in a standing position. It can be understood that the aforementioned “outward” refers to the pedal bracket 192 extending in a direction away from the longitudinal plane 105 .

[0053] As an embodiment, when the rider is in a standing riding posture, the rider steps on the rear pedal 191, and the rider's center of gravity leans forward. In order to increase the wading height of the rider's feet, a reference plane 102 is defined, and the rear pedal 191 basically extends along the reference plane 102. It can be understood that, as Figure 4 As shown, in this embodiment, when the front wheel 131 and the rear wheel 132 are both located on the horizontal plane 101, an angle β is formed between the reference plane 102 and the horizontal plane 101, and the angle β is 15° to 40°. More specifically, the angle β is 22° to 33°. In the present application, the angle β is 27°. Through the above-mentioned arrangement, it is possible to avoid the angle β being too large or too small, which may cause the driver's feet to not fit tightly against the rear pedal 191 when the driver is in a standing riding posture, resulting in unstable stepping of the driver. This can improve the driving safety of the driver during the driving of the all-terrain vehicle 100. In addition, the angle β is more ergonomic, making the driver's stepping more comfortable, thereby improving the driver's driving comfort.

[0054] Specifically, the minimum distance between the rear footrest 191 and the horizontal plane 101 is defined as footrest height H3, and the minimum distance between the footrest 123 and the horizontal plane 101 is defined as footrest height H4. Footrest height H3 is greater than footrest height H4, allowing the rear footrest 191 to be positioned above the footrest 123. Therefore, when the all-terrain vehicle 100 is traversing muddy or flooded roads, the driver can elevate their feet by stepping on the rear footrest 191, thereby preventing them from being submerged in the water. 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 54 cm to 72 cm. In this application, the minimum distance between the rear footrest 191 and the horizontal plane 101 is 60 cm. Furthermore, in the present application, the air filter inlet 1431a is located at the uppermost end of the all-terrain vehicle 100, and therefore the distance between the uppermost end of the air filter inlet 1431a and the horizontal plane 101 is defined as the vehicle height H5, and the ratio of the pedal height H3 to the vehicle height H5 is 0.35 to 0.53, thereby preventing the pedal height H3 from being too low, causing the driver's feet to be submerged in water when the driver steps on the rear pedal 191, and also preventing the pedal height H3 from being too high, making it inconvenient for the driver to step on the rear pedal 191, thereby improving the human-computer interaction of the all-terrain vehicle 100.

[0055] As an implementation, the all-terrain vehicle 100 includes a first posture and a second posture. The first posture is defined as the state in which both the front wheel 131 and the rear wheel 132 of the all-terrain vehicle are located on the horizontal plane 101. The footrest 123 extends substantially along the first predetermined plane 107. When the all-terrain vehicle 100 is in the first posture, the first predetermined plane 107 is substantially parallel to the horizontal plane 101. A reference plane 102 is defined, and the rear footrest 191 extends substantially along the reference plane 102. The second posture is defined as the state in which the all-terrain vehicle 100 moves until 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 between 67 cm and 83 cm. In this application, the distance H6 between the reference plane 102 and the horizontal plane 101 is 75 cm. Through the above arrangement, when the ATV 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 ATV 100 is in the first posture. That is, when the ATV 100 is in the second posture, the wading height is at its maximum. This further increases the wading height of the ATV 100, preventing the driver's feet from wading when the ATV 100 traverses a flooded section, thereby improving the driver's driving experience. It will be appreciated that when the ATV 100 is in the first posture, the driver can ride in either the sitting or standing posture described above. When the ATV 100 is in the second posture, the driver is essentially in the standing posture. Furthermore, when the ATV 100 is in the second posture, the driver can also adopt a special sitting posture, namely, the cargo box assembly 18 can be positioned for the driver to sit in, as described above, further facilitating the driver's control of the ATV 100. It can be understood that the distance between a certain component on the all-terrain vehicle 100 and the horizontal plane 101 is the wading height of the component. By increasing the wading heights 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 further provided with a plurality of anti-slip teeth 1911. These anti-slip teeth 1911 protrude upward substantially along the height of the ATV 100 and can secure the soles of the driver's shoes. When the rider is in a standing riding position, they primarily use their hands and feet to maintain stability to avoid falling off the ATV 100. The anti-slip teeth 1911 prevent the rider's feet from slipping off the rear footrest 191, which could endanger the rider. Furthermore, the rear footrest 191 is provided with weight-reducing holes 1912 located between the anti-slip teeth 1911. The design of the weight-reducing holes 1912 not only reduces the weight of the rear footrest 191 but also allows any sand or mud splashed onto the rear footrest 191 during operation of the ATV 100 to be quickly discharged through the weight-reducing holes 1912, thereby preventing sediment accumulation in the rear footrest 191. It is understandable that since mud and sand accumulation can easily cause the rear foot pedal 191 to become slippery, which is not conducive to the driver stepping on the rear foot pedal 191, in this application, the anti-slip teeth 1911 are used to reduce the contact between the driver's feet and mud and sand, and the mud and sand are quickly discharged through the weight reduction holes 1912, thereby improving the stability of the driver when stepping on the rear foot pedal 191, thereby 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, when the all-terrain vehicle 100 collides, the protective bracket 112 absorbs the impact through its own deformation, thereby reducing the impact load transmitted to the driver, and preventing the all-terrain vehicle 100 from causing harm to the driver due to the collision accident. The protective bracket 112 includes an upper protective frame 1121. The upper protective frame 1121 is at least partially located above the front cover 121 and is fixedly connected to the main frame 111. The frame 11 also includes a heat dissipation bracket 113, refer to Figure 9 As shown, the radiator 151 is mounted on the heat dissipation bracket 113, and the heat dissipation bracket 113 is at least partially located on the upper protective frame 1121 and connected to the upper protective frame 1121. The upper protective frame 1121 is at least partially arranged around the heat dissipation 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 heat dissipation bracket 113. The upper protective frame 1121 is mainly used to install the heat dissipation bracket 113 and protect the radiator 151 to prevent damage to the radiator 151 when the all-terrain vehicle 100 collides. Figure 9As shown, as an optional embodiment, 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 a fixed and changeable relative position with the upper protective frame 1121. Specifically, the heat dissipation bracket 113 and the upper protective frame 1121 are rotatably connected via a rotating shaft, which is located at the front end of the heat dissipation bracket 113. The 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, so that the heat dissipation bracket 113 can rotate relative to the upper protective frame 1121 via the rotating shaft, thereby driving the radiator 151 to rotate. Figure 8 As shown, the ATV 100 also includes an electrical assembly 21, which includes components such as a vehicle controller and a fuse box. In this application, the vehicle controller and the fuse box are both located at the front of the ATV 100 and 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. The vehicle controller in this application refers to an ECU (Electronic Control Unit). To facilitate maintenance when the vehicle controller and the fuse box malfunction, an inspection port 1211 is provided on the hood 121. The vehicle controller and the fuse box are located below the inspection port 1211, and the heat dissipation assembly 15 covers the top of the inspection port 1211. That is, when viewed from the height of the ATV 100, the electrical assembly 21, the inspection port 1211, and the heat dissipation assembly 15 at least partially overlap. Furthermore, when the all-terrain vehicle 100 needs to travel on muddy or wading roads for a long time, the heat dissipation component 15 needs to be regularly inspected and maintained to avoid damage to the engine 141 due to excessive temperature caused by the heat dissipation component 15 not functioning properly. The heat dissipation bracket 113 in this application includes a fixed state and an adjustment state. When the heat dissipation bracket 113 is in the fixed state, the heat dissipation bracket 113 and the upper protective frame 1121 are relatively fixed, that is, the heat dissipation bracket 113 and the upper protective frame 1121 are in a relatively static state, and the rotation between the heat dissipation bracket 113 and the upper protective frame 1121 is restricted. When the heat dissipation bracket 113 is in the adjustment state, the heat dissipation bracket 113 can rotate relative to the upper protective frame 1121 around the rotation axis, thereby driving the radiator 151 to rotate. Adjustment state

[0058] like Figure 9Specifically, as shown, the heat sink bracket 113 includes a rotating end 1131 and a fixed end 1132, which are arranged along the height of the ATV 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, while 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 along with the heat sink bracket 113, thereby achieving the adjustment function of the radiator 151. With this arrangement, the heat sink assembly 15 is disposed on the hood 121. While increasing the wading height of the ATV 100, the electrical components 21 of the ATV 100 can also be inspected and repaired by rotating the heat sink bracket 113, thereby improving the maintainability of the ATV 100. It is understandable that after the all-terrain vehicle 100 passes through a muddy or wading section, the heat dissipation bracket 113 is switched to the adjustment state, and the front and rear parts of the radiator 151 can also be cleaned and maintained to avoid the rear half of the radiator 151 not being cleaned for a long time during the use of the all-terrain vehicle 100, resulting in blockage of the radiator 151 and malfunction of the radiator 151, thereby improving the maintenance performance and service life of the radiator 151.

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

[0060] As an optional embodiment, the fixing end 1132 includes a fixing hole 1132a. When the mounting hole 1121b is connected to the connecting portion 1121a, the fixing hole 1132a and the mounting hole 1121b coincide with each other along the width direction of the all-terrain vehicle 100, and the fixing member 1121c passes through the mounting hole 1121b and is connected to the fixing hole 1132a, so that the heat dissipation bracket 113 and the upper protective frame 1121 are relatively fixed, thereby making the radiator 151 in a fixed state. With the above arrangement, the radiator 151 can be The relative rotation of the rotating end 1131 and the connecting portion 1121a on the heat dissipation bracket 113 realizes the adjustment function of the radiator 151, and the fixing hole 1132a and the mounting hole 1121b can be relatively fixed by the fixing member 1121c, thereby avoiding the safety hazard caused by the rotation of the rotating end 1131 relative to the connecting portion 1121a during the driving of the all-terrain vehicle 100, thereby improving the connection stability of the heat dissipation bracket 113 and improving the driving safety of the all-terrain vehicle 100.

[0061] It should be noted that, specifically, two connecting portions 1121a and two rotating ends 1131 are provided, and both are distributed along the width of the ATV 100. The rotation axis passes through the two connecting portions 1121a and two rotating ends 1131. Specifically, the two connecting portions 1121a are generally located on the left and right sides of the upper protective frame 1121, and the two rotating ends 1131 are generally located on both sides of the heat dissipation bracket 113. This arrangement further stabilizes the rotational connection between the heat dissipation bracket 113 and the radiator 151. Optionally, two fixed ends 1132 and two fixing members 1121c are also provided, and both are distributed along the width of the ATV 100. The two fixed ends 1132 are generally located on both sides of the heat dissipation bracket 113, and the two fixing members 1121c are generally located on both sides of the upper protective frame 1121. Through the above setting, when the radiator 151 is in a fixed state, the heat dissipation bracket 113 is connected to the upper protective frame 1121 through four installation points, which can not only improve the connection stability between the heat dissipation bracket 113 and the upper protective frame 1121, but also improve the rotation 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 only rotatably connected to the connection portion 1121a via the rotating end 1131, and is not fixed relative to the upper protective frame 1121. At this time, by manually applying an external force, the heat dissipation bracket 113 can drive the radiator 151 to rotate, defining a second preset plane 103. The radiator 151 basically extends 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 sink bracket 113 further includes a stopper 1133, which is disposed in front of the rotating end 1131. Thus, during the rotation of the heat sink bracket 113, the stopper 1133 can rotate with the heat sink bracket 113 until it abuts against the connecting portion 1121a, thereby preventing the heat sink bracket 113 from rotating excessively. When the stopper 1133 abuts against the connecting portion 1121a, the heat sink bracket 113 is in a maximum adjustment state. At this time, when viewed from the height of the all-terrain vehicle 100, at least a portion of the electrical component 21 can be observed through the inspection port 1211. This arrangement prevents the maximum adjustment angle from being set too small, thereby hindering maintenance personnel from maintaining the electrical component 21 or the radiator 151, and prevents the maximum adjustment angle from being set too large, thereby hindering the piping arrangement between the radiator 151 and the engine 141 from being too long.

[0063] It can be understood that when the heat dissipation bracket 113 is switched from a fixed state to an adjustable state, the fixing member 1121c is first removed to disconnect the fixed end 1132 from the upper protective frame 1121, and the rotating end 1131 is rotated relative to the connecting portion 1121a by applying external force, so that the heat dissipation bracket 113 rotates forward or backward with the connecting portion 1121a as the rotation center until the limit member 1133 abuts against the connecting portion 1121a. At this time, the heat dissipation bracket 113 is in the maximum adjustment state, and the driver and maintenance personnel can inspect and repair the all-terrain vehicle 100.

[0064] When the heat dissipation bracket 113 is in the 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 heat dissipation bracket 113 needs to be fixed in the maximum adjustment state. Specifically, the frame 11 also includes a support bracket 114, which is arranged on the main frame 111. The support bracket 114 is basically rod-shaped, and one end of the support bracket 114 is rotatably connected to the main frame 111. The heat dissipation bracket 113 is provided with a supporting and fixing portion 1134 that cooperates with the support bracket 114. When the heat dissipation bracket 113 is in the maximum adjustment state, the support bracket 114 is rotated and the end of the support bracket 114 away from its rotation center is clamped with the supporting and fixing portion 1134, thereby fixing the heat dissipation bracket 113 in the maximum adjustment state, that is, during the inspection process, ensure that the heat dissipation bracket 113 will not flip backward, affecting maintenance or causing damage to the heat dissipation bracket 113. At this time, when viewed along the width direction of the all-terrain vehicle 100, the heat dissipation bracket 113, the support frame 114 and the main frame 111 form a triangular structure, so that the heat dissipation bracket 113 can be stably kept in the adjusted state. When the all-terrain vehicle 100 is overhauled, the heat dissipation bracket 113 needs to be switched from the adjusted state to the fixed state. At this time, the support frame 114 needs to be stored first. Figure 8 As shown, the main frame 111 is further provided with a clamping portion 1111 for engaging with the support frame 114. The support frame 114 is released from the clamping state with the support fixing portion 1134 and can be clamped with the clamping portion 1111 after rotation, thereby relatively fixing the support frame 114 and preventing the support frame 114 from shaking during the operation of the all-terrain vehicle 100. When the support frame 114 is clamped with the clamping portion 1111, the support frame 114 extends substantially along the width direction of the all-terrain vehicle 100. Through the above arrangement, the arrangement of the support frame 114 allows the heat dissipation bracket 113 to be stably maintained in the adjustment state, preventing the heat dissipation bracket 113 from tipping over backward under the action of its own weight and hitting the maintenance personnel, thereby posing a threat to the maintenance personnel's safety, thereby facilitating the maintenance personnel's maintenance of the all-terrain vehicle 100.

[0065] like Figure 11As shown, the protective frame 112 further includes a lower protective frame 1122. The lower protective frame 1122 and the upper protective frame 1121 are arranged along the height of the ATV 100. 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 via bolts. The lower protective frame 1122 is also at least partially located forward of the main frame 111. Because the lower protective frame 1122 is located at the front of the ATV 100, it is the component that primarily bears impact loads. Through the above arrangement, the upper and lower protective frames 1121 and 1122 are designed as a split unit. This allows the lower protective frame 1122 to absorb the majority of the impact while also reducing the impact load transmitted to the upper protective frame 1121, thereby preventing damage to the radiator 151. Furthermore, when repairing a damaged upper or lower protective frame 1121 or 1122, the split unit design allows for individual replacement of the upper or lower protective frame 1121, thereby avoiding the need to dismantle the entire protective frame 112 for repair or replacement, thereby reducing the maintenance cost of the ATV 100. Furthermore, during transportation of the ATV 100, the split unit design of the upper and lower protective frames 1121 and 1122 allows them to be disassembled and transported separately, thereby reducing the difficulty of packing the entire ATV 100 and improving the convenience of transporting the ATV 100.

[0066] Furthermore, the lower protection frame 1122 includes a mounting portion 1122a. When viewed along the height direction of the all-terrain vehicle, the mounting portion at least partially overlaps with the upper protection frame. The upper protection frame 1121 is bolted to the mounting portion 1122a, thereby forming a detachable connection between the upper protection frame 1121 and the lower protection frame 1122. The vehicle body cover 12 also includes a protective plate 124 (see FIG. 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 often travels on gravel roads, the protective plate 124 can protect the electrical components 21 located at the front of the all-terrain vehicle 100 and prevent damage to the electrical components 21 due to splashing 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 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 the ability to flip, the heat dissipation bracket 113 also has an angle adjustment function. That is, during the flipping process, the heat dissipation bracket 113 has multiple angles of connection with the upper protective frame 1121, allowing the heat dissipation bracket 113 to switch to a fixed state at different angles. Specifically, when the heat dissipation bracket 113 is in a fixed state, the heat dissipation bracket 113 and the upper protective frame 1121 include a first extreme position and a second extreme position. When the heat dissipation 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 dissipation bracket 113 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 extreme fixed angle and the second extreme fixed angle is 12° to 36°. The first extreme fixed angle is 30° to 42°, and the second extreme fixed angle is 54° to 66°. In this embodiment, the first limit fixed angle is 36°, the second limit fixed angle is 60°, and the difference between the first limit fixed angle and the second limit fixed angle is 24°. Through the above configuration, the heat dissipation bracket 113 can be adjusted between the first limit fixed angle and the second limit fixed angle to change the angle between the second preset plane 103 and the horizontal plane 101, thereby changing the air intake volume of the radiator 151 and adjusting the angle of the heat dissipation bracket 113 according to the actual needs of the driver, thereby improving the driver's driving experience. Specifically, the angle adjustment structure of the heat dissipation bracket 113 is described in detail below through an embodiment.

[0068] like Figure 12 and Figure 13 As shown, as a first embodiment, it includes a vehicle frame 23 and a heat dissipation assembly 15 that are substantially the same as those described above. The heat dissipation assembly 15 includes a radiator 151, and the vehicle 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. The upper protective frame 232 includes a connecting portion 2321, and the connecting portion 2321 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. The first mounting hole 2322a and the second mounting hole 2322b are distributed along the height direction of the all-terrain vehicle 100. The fixing end 2312 is provided with a fixing hole 2312a (refer to Figure 101132a), a fixing piece 2323 is also provided on the upper protective frame 232. When the fixed end 2312 of the heat dissipation bracket 231 and the upper protective frame 232 are in a fixed state and the rotating end 2311 of the heat dissipation bracket 231 is rotated relative to the connecting portion 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 piece 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 part 2323 of the heat dissipation bracket 231 is fixedly connected to the fixing hole 2312a through the first mounting hole 2322a, the heat dissipation bracket 231 is in the first extreme position, and when the fixing part 2323 of the heat dissipation bracket 231 is fixedly connected to the fixing hole 2312a through the second mounting hole 2322b, the heat dissipation bracket 231 is in the second extreme position.

[0069] like Figure 12 and Figure 13As shown, in this embodiment, the heat sink 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. Because the first mounting hole 2322a and the second mounting hole 2322b are at different heights, the angle α formed 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 point the heat sink bracket 231 is at the first extreme fixed angle. When the fixing member 2323 is fixedly connected to the fixing hole 2312a through the second mounting hole 2322b, the angle α2 between the second preset plane 103 and the horizontal plane 101 is between 54° and 66°. In this embodiment, the angle α2 between the second preset plane 103 and the horizontal plane 101 is 60°, at which point the heat sink bracket 231 is at the second extreme fixed angle. It should be noted that the ATV 100 has two different speed modes: low speed mode and high speed mode. When the ATV 100 is in high speed mode, the engine needs to output more power and dissipate more heat. Therefore, the heat sink assembly 15 requires a larger air intake to reduce the engine temperature. In this embodiment, when the ATV 100 is in high speed mode, the heat sink bracket 231 is in the second extreme position. When the ATV 100 is in low speed mode, the heat sink bracket 231 is in the first extreme position. It can be understood that when the heat dissipation bracket 231 is in the second extreme position, the air intake volume of the radiator 151 is greater than the air intake volume of the radiator 151 when the heat dissipation bracket 231 is in the first extreme position, so that when the all-terrain vehicle 100 is in high-speed mode, the radiator 151 can improve the heat dissipation effect of the radiator 151 through a larger air intake volume, 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, which is also the maximum air inlet area of ​​the radiator 151. When the heat dissipation bracket 231 is in the first extreme position, the projection surface of the radiator 151 on the transverse plane 104 along the length direction of the all-terrain vehicle 100 is defined as a first projection surface, and the area of ​​the first projection surface is the air inlet 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 on the transverse plane 104 along the length direction of the all-terrain vehicle 100 is defined as a second projection surface, and the area of ​​the second projection surface is the air inlet 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, indicating that when the heat dissipation bracket 231 is in the second extreme position, the radiator 151 can obtain a larger air inlet volume, thereby improving the heat dissipation effect of the radiator 151. Through the above-mentioned setting, the setting of the angle α can not only prevent the angle of the heat dissipation bracket 231 from being too large when it is in the first extreme position or the second extreme position, causing the radiator 151 to block the driver's line of sight, but also prevent the angle α from being too small, causing the radiator 151 to be unable to obtain the air intake volume that matches the current speed mode, resulting in poor working efficiency of the radiator 151. While meeting the working requirements of the radiator 151, it can also prevent the position of the radiator 151 from being too high and affecting the driver's observation of the 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 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 following introduces the parts that are different from the first embodiment.

[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, and the upper protective frame 332 includes a connecting portion 3321, the rotating end 3311 is rotatably connected to the connecting portion 3321, and the fixed end 3312 is detachably connected to the upper protective frame 332. Specifically, the fixed end 3312 further includes an adjustment slot 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 slot 3312a and is fixedly connected to the mounting hole 3323, thereby fixedly connecting 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 slot 3312a also rotates synchronously with the heat dissipation bracket 331. When the adjustment slot 3312a rotates to any position within a preset rotation range, the mounting hole 3323 and the adjustment slot 3312a at least partially overlap when viewed along the extension direction of the mounting hole 3323. That is, no matter how the adjustment slot 3312a rotates to any position within the preset rotation range, the fixing member 3322 can pass through the adjustment slot 3312a and be fixedly connected to the mounting hole 3323. It is understood that in this embodiment, the fixing member 3322 is configured as a fastener such as a bolt. In this embodiment, when the fixing member 3322 moves to the two ends of the adjustment slot 3312a in the adjustment slot 3312a, the heat dissipation bracket 331 is respectively in the first extreme position and the second extreme position. Specifically, when the fixing member 3322 is located at the lower end of the adjustment slot 3312a, the heat dissipation bracket 331 is in the first extreme position, and when the fixing member is located at the upper end of the adjustment slot 3312a, the heat dissipation bracket 331 is in the second extreme position. The "preset rotation range" mentioned above is the rotation range of the heat dissipation bracket 331 when it rotates between the first extreme position and the second extreme position.

[0073] In this embodiment, the adjustment groove 3312a can be set to an arc shape, defining a longitudinal plane 105 perpendicular to the width direction of the all-terrain vehicle 100, and the projection of the rotation center of the heat dissipation bracket 331 along the width direction of the all-terrain vehicle 100 on 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 on the longitudinal plane 105 coincides with the rotation center projection, that is, when observed along the width direction of the all-terrain vehicle 100, the arc shape of the adjustment groove 3312a has the axis of the rotation center of the heat dissipation bracket 331 as the center. Furthermore, a plurality of limiting portions 3312b are formed in the adjustment groove 3312a, and the limiting portions 3312b are evenly distributed in the adjustment groove 3312a, and the limiting portions 3312b divide the adjustment groove 3312a into a plurality of areas, each area allows the fixing member 3322 to pass through the adjustment groove 3312a, and when the fixing member 3322 is located in the area, the limiting portion 3312b abuts against the fixing member 3322 so that the position of the fixing member 3322 in the adjustment groove 3312a is relatively fixed, and when the fixing member 3322 passes through the adjustment 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 adjustment groove 3312a. Specifically, the limiting portion 3312b is configured as a single-sided toothed structure, thereby securing the heat dissipating bracket 331 relative to the upper protective frame 332 without affecting the rotation of the heat dissipating bracket 331. This configuration not only positions the fixing member 3322 for installation, but also enhances the stability of the connection between the fixing member 3322 and the mounting hole 3323, thereby preventing the heat dissipating bracket 113 from shaking due to loosening of the connection between the heat dissipating bracket 331 and the upper protective frame 332 during operation of the all-terrain vehicle 100. Furthermore, the limiting portion 3312b can be configured into different adjustment positions, making it easier for the driver to adjust the position of the heat dissipating bracket 113.

[0074] It can be understood that 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 a suitable 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 passed through the adjustment slot 3312a and formed a fixed connection with the mounting hole 3323, and the position adjustment of the radiator 151 is completed.

[0075] Furthermore, the heat sink bracket 113 can adjust the angle between the radiator 151 and the horizontal plane by moving the fixing member 3322 within the adjustment slot 3312a. The fixing member refers to the following: when the heat sink bracket 331 is in the first limit position, the second preset plane 103 and the horizontal plane 101 are at a first limit fixed angle, and the included angle α1 between the second preset plane 103 and the horizontal plane 101 is 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 sink bracket 331 is in the second limit position, the second preset plane 103 and the horizontal plane 101 are at a second limit fixed angle, and 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°. It can be understood that the angular difference between the first limit fixed angle and the second limit fixed angle is the "preset rotation range" described above. Through the above-mentioned setting, the setting of the angle α can not only prevent the adjustment angle of the heat dissipation bracket 113 from being too large, causing the radiator 151 to block the driver's line of sight, but also prevent the angle α from being too small, causing the radiator 151 to be unable to obtain the air intake volume that matches the current speed mode, resulting in poor working efficiency of the radiator 151. While meeting the working requirements of the radiator 151, it can also prevent the position of the radiator 151 from being too high, affecting the driver's observation of the road conditions, thereby improving the driving safety of the all-terrain vehicle 100.

[0076] Specifically, refer to Figure 14 Define a transverse plane 104 perpendicular to the length of the ATV 100, and define the projection of the radiator 151 along the length of the ATV 100 onto the transverse plane 104 as the heat dissipation projection surface. Assuming that the angle α3 between the second predetermined plane 103 and the horizontal is 90°, when the radiator 151 is in an upright position, 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 surface when the heat dissipation bracket 331 is in the second extreme position. In other words, the area of ​​the heat dissipation projection surface increases as the angle between the second predetermined plane 103 and the horizontal plane 101 increases. Therefore, as the heat dissipation bracket 331 is adjusted, the radiator 151 can obtain a larger air intake volume, 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 the present application, the all-terrain vehicle 100 includes two different speed modes: a low-speed mode and a high-speed mode. The airflow required to dissipate heat from the radiator 151 in these two modes differs. Therefore, at least one stopper 3312b is provided, so that the adjustment slot 3312a can be divided into at least two regions. This allows the radiator 151 to be adjusted to at least two different positions, thereby achieving at least two angles of adjustment. Multiple stoppers 3312b may also be provided, so that while the airflow requirements of the radiator 151 are met, the driver can also adjust the angle of the radiator 151 multiple times according to actual driving needs.

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

[0079] like Figure 16 As shown, the vehicle 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 portion 4321 that is rotatably connected to the rotating end 4311. The fixed end 4312 is provided with an adjustment slot 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 slot 4312a and is fixedly connected to the mounting hole 4323. Specifically, a connection mode of gear and rack is set between the fixing member 4322 and the adjustment groove 4312a, that is, the outer periphery of the fixing member 4322 is set as a gear structure, and the inner wall of the adjustment groove 4312a is set as an arc-shaped rack structure. When the fixing member 4322 passes through the adjustment groove 4312a and is fixedly connected to the mounting hole 4323, the gear on the fixing member 4322 can engage with the tooth groove in the adjustment groove 4312a. Through this installation mode, when the fixing member 4322 is rotated, the adjustment groove 4312a can rotate with the rotation center of the heat dissipation bracket 431 as the center of the circle.

[0080] Furthermore, the fixing member 4322 is provided with an adjusting knob 4322a and a fixing button 4322b. The adjusting knob 4322a is used to control the rotation of the gear structure outside the fixing member 4322. When the adjusting knob 4322a is rotated, the gear structure rotates accordingly, thereby driving the adjusting slot 4312a to rotate to achieve angle adjustment of the heat dissipation bracket 113; the fixing button 4322b is used to achieve a fixed connection between the heat dissipation bracket 431 and the upper protective frame 432. The fixing button 4322b is in a protruding state by default. The fixing button 4322b can be pressed in an odd number of times or in a pressed state by an even number of times. When pressed, it is in the protruding state again. When the fixed button 4322b is in the protruding state, the adjusting knob 4322a cannot be rotated, and the gear structure cannot be rotated, that is, the gear structure cannot be rotated by adjusting the knob 4322a to control the rotation of the adjusting slot 4312a. When the fixed button 4322b is in the pressed state, the gear structure can rotate relative to the rack structure to drive the adjusting slot 4312a to rotate. At this time, the gear structure can be rotated by adjusting the knob 4322a to drive the adjusting slot 4312a to rotate, thereby realizing the adjustment of the position of the heat dissipation bracket 431 and thus realizing the angle adjustment. It can be understood that in this way, it is only necessary to press the fixing button 4322b to put the fixing button 4322b in a pressed state to make the heat dissipation bracket 431 enter the adjustment state, and through the adjustment knob 4322a, the adjustment slot 4312a rotates with the heat dissipation bracket 431. When the heat dissipation bracket 431 completes the relative position adjustment, it is only necessary to press the fixing button 4322b again, and the heat dissipation bracket 431 is in a fixed state, which can complete the angle adjustment of the heat dissipation component 15. This setting method makes the adjustment method of the heat dissipation component 15 simpler and the adjustment accuracy is higher.

[0081] Reference Figure 14In this embodiment, when the fixing member 4322 moves to both ends of the adjustment slot 4312a within the adjustment slot 4312a, the heat sink bracket 431 is in its first and second limit positions, respectively. Specifically, when the fixing member 4322 is at the lower end of the adjustment slot 4312a, the heat sink bracket 431 is in its first limit position, and when the fixing member is at the upper end of the adjustment slot 4312a, the heat sink bracket 431 is in its second limit position. Furthermore, when the heat sink bracket 431 is in its first limit position, the angle between the second preset plane 103 and the horizontal plane 101 is a first limit fixed angle, which is between 30° and 42°. When the heat sink bracket 431 is in its second limit position, the angle between the second preset plane 103 and the horizontal plane 101 is a second limit fixed angle, which is between 54° and 66°. The difference between the first and second limit fixed angles represents the angle adjustment range of the heat sink bracket. In this embodiment, the first limit fixed angle is 36°, and the second limit fixed angle is 60°. Through the above arrangement, fixing member 4322 and adjustment slot 4312a are steplessly adjustable via a rack and pinion arrangement, and the driver can select any adjustment angle within the angle adjustment range of heat sink bracket 431, thereby satisfying the driver's personalized adjustment needs. This allows the driver to adjust the adjustment angle of heat sink bracket 431 in real time based on actual driving needs, thereby improving the convenience of adjusting the angle of heat sink bracket 431. Specifically, a transverse plane 104 perpendicular to the length of the ATV 100 is defined, and the projection of radiator 151 along the length of the ATV 100 onto transverse plane 104 is defined as the heat dissipation projection surface. Assuming that the angle α between second preset plane 103 and the horizontal is 90°, when radiator 151 is in an upright position, the area of ​​the heat dissipation projection surface is the area of ​​radiator 151, which is also the maximum air inlet area of ​​radiator 151. When the heat dissipation bracket 431 is in the first extreme position, that is, the second preset plane 103 and the horizontal plane 101 are at the first extreme fixed angle, the projection surface of the radiator 151 on the transverse plane 104 along the length direction of the all-terrain vehicle 100 is defined as the first projection surface; when the heat dissipation bracket 431 is in the second extreme position in the adjustment state, that is, the second preset plane 103 and the horizontal plane 101 are at the second extreme fixed angle, the projection surface of the radiator 151 on the transverse plane 104 along the length direction of the all-terrain vehicle 100 is defined as the second projection surface, and the ratio of the area of ​​the second projection surface to the area of ​​the first projection surface is 1.2 to 1.7. As the heat dissipation bracket 431 is adjusted, the angle between the second preset plane 103 and the horizontal plane 101 gradually increases, so that the radiator 151 can obtain a larger air intake, thereby improving the heat dissipation effect of the radiator 151.

[0082] like Figure 17As shown, as an optional embodiment, since the upper protective frame 1121 is connected to the heat dissipation bracket 113, the upper protective frame 1121 is also detachably connected to the lower protective frame 1122, so that the rotation function of the radiator 151 can be realized by fixing the heat dissipation bracket 113 to the upper protective frame 1121 and rotatably connecting the upper protective frame 1121 to the lower protective frame 1122. Specifically, the lower protective frame 1122 includes a rotating portion 1122b, which is located at the upper end of the lower protective frame 1122. The upper protective frame 1121 also includes a rotating connection portion 1121e. When viewed along the width direction of the all-terrain vehicle 100, the rotating connection portion 1121e and the rotating portion 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 connection portion 1121e and the rotating portion 1122b, so that the rotating connection portion 1121e can rotate relative to the rotating portion 1122b, thereby enabling the upper protective frame 1121 to be rotatably connected to the lower protective frame 1122, that is, the upper protective frame 1121 can be flipped forward along the length direction of the all-terrain vehicle 100, and since the heat dissipation bracket 113 is fixedly connected to the upper protective frame 1121, the flipping function of the radiator 151 can be realized. 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, the upper protective frame 1121 is fixedly connected to the main frame 111. When the upper protective frame 1121 is in the adjustable state, the upper protective frame 1121 and the main frame 111 are released from the fixed connection, and the upper protective frame 1121 and the lower protective frame 1122 rotate relative to each other. Through the above-mentioned arrangement, when the radiator 151 realizes the rotation function through 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, the upper protective frame 1121 is in an adjustment state. When the driver or maintenance personnel maintain the electrical component 21 and the radiator 151, the upper protective frame 1121 will interfere with the operation of the maintenance personnel, thereby causing inconvenience to the maintenance personnel during the maintenance process. In this embodiment, the rotation function of the radiator 151 is realized by 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 the upper protective frame 1121 from interfering with the maintenance of the driver or maintenance personnel, thereby 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 angle α ranges from 90° to 110°. In this embodiment, the angle α is 100°. Through the above arrangement, the provision of abutment 1121f can prevent the upper protective frame 1121 from tilting at an excessively large angle, thereby preventing the center of gravity of the radiator 151 and the upper protective frame 1121 from shifting forward, which would cause excessive pressure on the rotating portion 1122b and the rotating connection portion 1121e, thereby preventing the rotating shaft 1122c from breaking and improving the connection stability between the upper protective frame 1121 and the lower protective frame 1122. Furthermore, abutment 1121f can also prevent the upper protective frame 1121 from tilting at an excessively large angle, which would result in the piping between the heat dissipation assembly 15 and the engine 141 being excessively long and inconvenient for piping layout.

[0084] It can be understood that in this way, when the upper protective frame 1121 is switched 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, and then the upper protective frame 1121 is rotated forward along the length direction 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 adjustment state. After the inspection is completed, the upper protective frame 1121 is rotated backward along the length direction of the all-terrain vehicle 100 until the upper protective frame 1121 returns to its initial position, and then the fasteners are fixed in the connecting hole 1121d to complete a flip of the heat dissipation assembly 15.

[0085] like Figure 18As shown, the heat dissipation assembly 15 also includes a heat dissipation shield 152 and an air intake grille 153 located on the heat dissipation shield 152. The heat dissipation shield 152 is fixedly connected to the heat dissipation bracket 113. When the heat dissipation bracket 113 rotates, the heat dissipation shield 152 and the air intake grille 153 also rotate therewith. The heat dissipation shield 152 is used to protect the radiator 151, preventing damage to the radiator 151 caused by splashing gravel when the all-terrain vehicle 100 is traveling on gravel roads, which could affect the normal operation of the radiator 151. When the all-terrain vehicle 100 is traveling on wading or muddy roads, the heat dissipation shield 152 can also prevent mud from splashing onto the surface of the radiator 151 and causing clogging of the radiator 151, thereby improving the working environment of the radiator 151 and further increasing the service life of the radiator 151.

[0086] like Figure 19 As shown, the heat shield 152 further includes a front shield 1521 and a rear shield 1522. The front shield 1521 and the rear shield 1522 are fixedly connected. When the heat sink bracket 113 is in a fixed state, the front shield 1521 and the rear shield 1522 are substantially arranged along the length of the ATV 100. The front shield 1521 is substantially located in front of the radiator 151, and the rear shield 1522 is substantially located behind the radiator 151. Furthermore, the rear shield 1522 includes a first guard plate 1522a and a second guard plate 1522b. The first guard plate 1522a and the second guard plate 1522b are arranged along the width of the ATV 100. A hollow portion 1522c is formed between the first guard plate 1522a and the second guard plate 1522b. When the heat sink bracket 113 is in a fixed state, the hollow portion 1522c at least partially overlaps with the radiator 151 when viewed along the length of the ATV 100. Through the above arrangement, the design of the hollow 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 the heat dissipation effect of the radiator 151. It will be understood that the front protective cover 1521 and the rear protective cover 1522 together surround and form a heat dissipation accommodation space 1523. The radiator 151 is at least partially located in the heat dissipation accommodation space 1523 and is fixedly connected to the heat dissipation bracket 113.

[0087] In this embodiment, an air outlet 1522f is provided on the first guard plate 1522a. When viewed along the length of the ATV 100, the air outlet 1522f at least partially overlaps the radiator 151. The air outlet 1522f cooperates with the hollow portion 1522c to improve the airflow efficiency of the radiator 151 and the heat dissipation effect of the radiator 151. The heat dissipation assembly 15 also includes a filler pipe 154 located on the side of the radiator 151 near the second guard plate 1522b. The filler pipe 154 is used to fill the radiator 151 with coolant to prevent insufficient coolant from causing low heat dissipation efficiency. In this application, the filler pipe 154 is fixedly connected to the radiator 151 along the length of the ATV 100, thereby shortening the length of the pipe between the filler pipe 154 and the radiator 151 and facilitating pipe layout. Optionally, an opening 1522h is formed on the second guard plate 1522b. When viewed along the length of the ATV 100, the opening 1522h substantially overlaps with the filler pipe 154, facilitating direct refilling of the filler pipe 154 without removing the second guard plate 1522b. Furthermore, a mounting cover 1522g is formed on the second guard plate 1522b. The mounting cover 1522g covers the opening 1522h and forms a removable connection thereto. More specifically, the mounting cover 1522g is recessed rearward to form a groove. When the mounting cover 1522g is connected to the opening 1522h, the filler pipe 154 at least partially extends through the opening 1522h and resides within the mounting cover 1522g. This arrangement allows the driver to simply remove the mounting cover 1522g to refill the radiator 151 with coolant through the filler pipe 154. Rear protective cover 1522 also includes a first side panel 1522d and a second side panel 1522e. The first side panel 1522d and the second side panel 1522e are arranged along the width of the ATV 100. The first side panel 1522d is fixedly connected to the first guard plate 1522a, while the second side panel 1522e is fixedly connected to the second guard plate 1522b. The first side panel 1522d and the second side panel 1522e are substantially parallel to the longitudinal plane 105. When the rear protective cover is installed, the first and second side panels are located on the left and right sides of the radiator, respectively. Specifically, each of the first and second side panels 1522d and 1522e is provided with an air outlet 1522j. When viewed across the width of the ATV 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 remaining on the radiator 151 for an extended period of time, thereby affecting the heat dissipation efficiency of the radiator 151.

[0088] In this embodiment, the heat dissipation assembly 15 further includes a filter cover 155. Along the length direction 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 inlet grille 153, the front protective cover 1521 and the filter cover 155 are basically distributed along the length direction of the all-terrain vehicle 100. The front protective cover 1521 includes an air inlet 1521a, which is connected to the heat dissipation accommodation space 1523. Along the length direction of the all-terrain vehicle 100, the air inlet 1521a faces the all-terrain vehicle. Air inlet grille 153 covers air inlet 1521a at the front of vehicle 100, where air inlet 1521a at least partially overlaps with filter cover 155. Air inlet grille 153 prevents debris from entering radiator 151 through air inlet 1521a during air intake. Filter cover 155 provides secondary filtering of natural air, preventing small debris from entering radiator 151. Furthermore, air inlet grille 153 prevents mud from splashing onto the surface of radiator 151 through air inlet 1521a when all-terrain vehicle 100 is traveling on flooded or muddy roads. Furthermore, air inlet grille 153 is provided with a grille engaging portion 1531, and front protective cover 1521 is provided with an engaging groove 1521b, with which grille engaging portion 1531 engages. The above arrangement, through the quick-release connection between the grille engaging portion 1531 and the engaging slot 1521b, allows the air intake grille 153 to be connected and disconnected from the front protective cover 1521 without the need for disassembly or installation tools. This significantly simplifies the assembly process of the air intake grille 153 and speeds up the assembly and disassembly of the air intake grille 153. Furthermore, when the driver is operating the all-terrain vehicle 100 outdoors and in an unmaintainable environment, the driver can also manually disassemble and assemble the air intake grille 153. Furthermore, when the driver or maintenance personnel clean and maintain the heat dissipation assembly 15, 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, thereby improving the maintainability of the all-terrain vehicle 100.

[0089] like Figure 18As shown, the air intake grille 153 further includes a plurality of air guide ports 1532 and a plurality of air guide covers 1533. The air guide covers 1533 are all located above the air guide ports 1532. The air guide covers 1533 can redirect the flow of natural wind, allowing the natural wind to enter the radiator 151 through the air guide ports 1532 and exchange heat with the radiator 151. Specifically, when the heat dissipation bracket 113 is in a fixed state, the air guide covers 1533 extend substantially along the length of the ATV 100, and the air guide ports 1532 are oriented substantially toward the front of the ATV 100, thereby allowing the air guide covers 1533 to guide the natural wind and facilitate air intake into the radiator 151. As the air intake grille 153 rotates with the rotation of the heat sink bracket 113, the air duct 1532 gradually moves downward toward the bottom of the ATV 100. Because the orientation of the air duct 1532 and the direction of the natural wind form a certain angle, the air duct 1533 can redirect the natural wind, allowing the radiator 151 to receive a larger amount of air, thereby improving the heat dissipation effect of the radiator 151. Furthermore, when the ATV 100 is traveling on muddy roads, the air duct 1533 can prevent mud from splashing and entering the radiator 151 through the air duct 1532, thereby preventing the radiator 151 from being clogged by the mud.

[0090] like Figure 20 and Figure 21 As shown, the ATV 100 further includes a winch assembly 22, which is at least partially located at the front of the ATV 100. The primary function of the winch assembly 22 is to provide additional traction. When the ATV 100 is unable to escape a difficult situation relying solely on its own power, the traction provided by the winch assembly 22 enables the ATV 100 to extricate itself from a difficult situation, such as a mud pit, sand dune, or snowy terrain, either on its own or with the assistance of another ATV 100. The frame 11 further 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 caused by the tension generated by the winch assembly 22 during operation.

[0091] As will be appreciated, the winch assembly 22 is typically located at the bottom of the ATV 100. Specifically, when viewed along the width of the ATV 100, the winch assembly 22 at least partially overlaps the front wheel 131, placing the front end of the ATV 100 at a lower stress point. Consequently, when the winch assembly 22 is in operation, the pulling force of the winch assembly 22 can cause the front end of the ATV 100 to move upward, allowing the ATV 100 to escape from danger more quickly, reducing the difficulty of escaping the ATV 100 and increasing its speed. Furthermore, when viewed along the height of the ATV 100, the winch assembly 22 at least partially overlaps the radiator 151. In conventional ATV 100 layouts, the heat sink assembly 15 is typically located behind the lower protective frame 1122, with the winch assembly 22 located below the heat sink assembly 15. In the event of a vehicle 100 becoming stuck, the winch assembly 22 can easily become mired in mud, making it difficult for the driver to locate the winch assembly 22 when attempting to rescue the vehicle. In the present application, since the heat dissipation assembly 15 is arranged above the front cover 121, there is space behind the lower protective frame 1122 for arranging the winch assembly 22. That is, the winch assembly 22 of the present application is located behind the lower protective frame 1122, so that when the all-terrain vehicle 100 is stuck in an accident, 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 efficiency of rescuing the all-terrain vehicle 100.

[0092] Specifically, the line connecting the projections of the rotation centers of the front wheels 131 and the rear wheels 132 on the longitudinal plane 105 is defined as the axle line 106. The projection of the winch assembly 22 along the width of the all-terrain vehicle 100 on the longitudinal plane 105 is defined as the winch projection. The minimum distance H7 between the winch projection and the axle line 106 is between 9 cm and 14 cm. More specifically, the minimum distance H7 between the winch projection and the axle line 106 is between 10 cm and 13 cm. In this embodiment, the minimum distance H7 between the winch projection and the axle line 106 is 11.6 cm. Since at least part of the electrical component 21 is also arranged above the winch assembly 22, if the minimum distance H7 between the winch projection and the wheel axle connection line 106 is too large, it is easy for the winch assembly 22 to be positioned too high, causing interference between the winch assembly 22 and the electrical component 21. It can also cause the winch assembly 22 to be positioned too high, causing the front of the all-terrain vehicle 100 to sink due to the excessively high force point on the front of the vehicle during the rescue process, making it difficult to rescue the all-terrain vehicle 100. If the minimum distance H7 between the winch projection and the wheel axle connection line 106 is too small, it is easy for the winch assembly 22 to be too low, which is not conducive to the driver finding the position of the winch assembly 22 after the all-terrain vehicle 100 gets stuck. Through the above arrangement, it is possible to avoid interference between the winch assembly 22 and the electrical component 21, improve the rescue efficiency of the all-terrain vehicle 100, and make it easier for the driver to find the position of 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 rotating shaft of the winch motor 221, and the other end of the winch rope 222 is connected to the winch hook 223. When the all-terrain vehicle 100 needs to be rescued, the winch hook 223 is hung on a fixed object, and the winch rope 222 is tightened by the winch motor 221, so that the all-terrain vehicle 100 receives a pulling force to help the all-terrain vehicle 100 escape. In addition, when a fellow vehicle needs to be rescued, the winch assembly 22 of the all-terrain vehicle 100 can be connected to the towing point of the vehicle via the winch hook 223, and the winch rope 222 is tightened by the winch motor 221 to help the fellow vehicle escape. 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 wire outlet 2241. The winch rope 222 extends forward and passes through the wire outlet 2241. The width of the wire outlet 2241 is greater than the outer diameter of the winch rope 222 and less than the thickness of the winch hook. Therefore, the wire 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 rotating shaft of the winch motor 221, the winch hook 223 is suspended in front of the wire outlet 2241 through the winch rope 222. The winch motor 221 is also provided with a starting switch (not shown). When the driver needs, the starting switch can be directly turned on, and the winch rope 222 can be pulled out from the winch motor 221 by pulling the winch hook 223, thereby improving the rescue efficiency of the all-terrain vehicle 100. The winch mounting frame 224 is also provided with two towing holes 2242, which are located on both sides of the 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 with it.

[0094] Furthermore, along the width direction of the ATV 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 wheel axle line 106 is equal to the minimum distance between the middle winch projection and the wheel axle line 106, that is, the minimum distance between the motor projection and the wheel axle line 106 is the minimum distance H7 between the middle winch projection and the wheel axle line 106. The projection of the outlet 2241 on the longitudinal plane 105 along the width direction of the ATV 100 is defined as the motor projection. The shadow is defined as the projection of the outlet, and the minimum distance H8 between the outlet projection and the wheel axle line 106 is greater than the minimum distance H7 between the motor projection and the wheel axle line 106, so that when the winch rope 222 is pulled in, the tension received by the all-terrain vehicle 100 has an upward component along the height direction of the all-terrain vehicle 100, and then, in the process of the winch rope 222 pulling the all-terrain vehicle 100, the front of the all-terrain vehicle 100 can gradually move upward and away from the mud, thereby improving the escape efficiency of the all-terrain vehicle 100.

[0095] like Figure 22 、 Figure 23 and Figure 24 As shown, the power assembly 14 also includes a transmission 142, which is connected to the engine 141 in a transmission manner. The transmission 142 is used to change the speed output by the engine 141 so that the speed is more compatible with the current driving environment. In the present application, the transmission 142 refers to the continuously variable transmission 142. The continuously variable transmission 142 generates heat during operation, so it is necessary to dissipate heat from the transmission 142 to avoid excessive operating temperature of the transmission 142 and damage to the transmission 142. Specifically, the transmission 142 includes a transmission intake pipe 1421 and a transmission exhaust pipe 1422. Natural wind enters the interior of the transmission 142 through the transmission intake pipe 1421 and completes heat exchange inside the transmission 142. The hot air is discharged from the transmission exhaust pipe 1422, thereby reducing the temperature of the transmission 142 and keeping the transmission 142 at a suitable operating temperature, thereby improving the working efficiency of the transmission 142.

[0096] like Figure 23 and Figure 24As shown, it is understandable that when the ATV 100 is traveling on muddy roads, if water enters the transmission 142, it can easily cause the transmission 142 to slip, thereby affecting power output. In order to enable the ATV 100 of the present application to travel on muddy and water-forging roads, the positions of the transmission air intake pipe 1421 and the transmission air exhaust pipe 1422 need to be adjusted to prevent muddy water from entering the transmission 142 through the transmission air intake pipe 1421 and the transmission air exhaust pipe 1422 when the ATV 100 is traveling on muddy roads, thereby damaging the transmission 142. Specifically, when viewed from the height of the ATV 100, the transmission air intake pipe 1421 and the transmission air exhaust pipe 1422 both extend substantially along the length of the ATV 100 and are distributed across the width of the ATV 100. When viewed along the width of the ATV 100, the speed-shifting air intake duct 1421 and the speed-shifting exhaust duct 1422 are at least partially located above the engine 141. The speed-shifting air intake duct 1421 is also at least partially located above the engine 141, while the speed-shifting exhaust duct 1422 extends from the rear of the engine 141 to the front of the engine 141. This arrangement, in which the speed-shifting air intake duct 1421 and the speed-shifting exhaust duct 1422 are located above the engine 141 and arranged along the length of the ATV 100, effectively reduces the length of the ducts, thereby facilitating their placement on the ATV 100, making the vehicle more compact and thereby improving the space utilization of the ATV 100.

[0097] Furthermore, the transmission air intake duct 1421 includes a transmission air intake port 1421a, and the transmission exhaust duct 1422 includes a transmission exhaust port 1422a. Natural air enters the transmission air intake duct 1421a, and hot air passes through the transmission exhaust duct 1422 and is discharged from the transmission exhaust port 1422a. Both the transmission air intake port 1421a and the transmission exhaust port 1422a are located behind the heat dissipation assembly 15 and are located near the steering assembly 16. The vehicle body cover 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 122. The transmission air intake 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 vehicle body cover 12 also includes a front cover plate 126 located in front of the instrument panel 122, the transmission air intake port is located above the front cover plate 126, and the transmission exhaust port 1422a is located below the front cover plate 126, thereby separating the transmission exhaust port 1422a and the transmission air intake port 1421a to prevent the high-temperature gas discharged from the transmission exhaust port 1422a from affecting the air intake of the transmission air intake port 1421a. The power assembly 14 further includes an air filter 143 to filter the air entering the engine 141. The air filter 143 is at least partially located above the engine 141 and is in communication with the engine 141. The air filter 143 includes an air filter intake pipe 1431. The air filter intake pipe 1431 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 upward. 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. The air filter intake pipe 1431 includes an air filter intake port 1431a, which is at least partially located above the instrument panel 122. The air filter intake port 1431a is also at least partially located in front of the steering handle 161. The speed shift intake port 1421a and the speed 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 speed shift intake port 1421a and the speed shift exhaust port 1422a also at least partially overlap with the instrument panel 122. Through the above-mentioned setting, since the air filter air inlet 1431a is basically located at the uppermost end of the all-terrain vehicle 100, the speed shift air inlet 1421a and the speed shift exhaust port 1422a are located on both sides of the air filter air inlet 1431a, which can increase the distance between the speed shift air inlet 1421a and the speed shift exhaust port 1422a and the ground, thereby preventing mud and water from entering the speed shift air inlet 1421a and the speed shift exhaust port 1422a and then entering the interior of the transmission 142 through the speed shift air inlet pipe 1421 and the speed shift exhaust pipe 1422, thereby increasing the wading height of the all-terrain vehicle 100 and improving the passability of the all-terrain vehicle 100 in muddy sections.

[0098] In this embodiment, the transmission air inlet 1421a is oriented generally downward along the height of the ATV 100. Consequently, after muddy or water enters the transmission air inlet 1421a, gravity allows the muddy or water to flow out of the transmission air inlet 1421a due to its downward orientation, thereby preventing the muddy or water from entering the transmission 142. It will be understood that the "exterior of the ATV 100" hereinabove refers to the side of the ATV 100 that is away from the longitudinal plane 105 along the width direction of the ATV 100. In this embodiment, the transmission exhaust vent 1422a is oriented toward the exterior of the ATV 100 along the width direction of the ATV 100, thereby preventing the hot air within the transmission exhaust duct 1422 from remaining within the ATV 100 for an extended period of time. The speed-shift exhaust pipe 1422 also includes a transfer port 1422b, which is arranged on the speed-shift exhaust port 1422a. The transfer port 1422b is basically facing downward along the height direction of the all-terrain vehicle 100, so that, like the speed-shift air inlet 1421a, after mud and water enter the transfer port 1422b, they can flow out from the transfer port 1422b due to their own gravity, thereby preventing mud and water from entering the speed-shift 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, which are fixedly connected to each other. The first pipe 1422c communicates with the interior of the transmission 142. The first pipe 1422c is located behind and communicates with the second pipe 1422d. The second pipe 1422d extends substantially along the length of the ATV 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 configured as a rubber tube to prevent interference with surrounding components due to installation errors, thereby improving the space utilization of the ATV 100. Furthermore, the inner diameter of the first pipe 1422c can be increased to increase the ventilation volume of the first pipe 1422c, improve the heat dissipation efficiency of the transmission 142, and thus improve the operating efficiency of the transmission 142.

[0100] like Figure 25As shown, as an embodiment, the body cover 12 also includes an air intake plastic part 127, which is located above the instrument surface cover, and the air filter intake pipe 1431 is fixedly connected to the air intake plastic part 127. Three connecting ports are formed on the air intake plastic part 127. In this application, one end of the air intake plastic part 127 is respectively connected to the speed transmission intake pipe 1421, the speed transmission exhaust pipe 1422 and the air filter intake pipe 1431, that is, the three connecting ports of the air intake plastic part are respectively formed as the speed transmission intake port 1421a, the transmission exhaust port 1422a and the air filter intake port 1431a, so that the speed transmission intake port 1421a, the speed transmission exhaust port 1422a and the air filter intake port 1431a are arranged 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 difficulty of mold opening of plastic parts of the all-terrain vehicle 100, and improve the space utilization rate of the all-terrain vehicle 100. The transmission air inlet 1421a and the air filter air inlet 1431a are oriented toward the rear of the ATV 100 . This arrangement can effectively prevent mud and water in front of the ATV 100 from entering the air inlet and affecting the operation of the engine 141 .

[0101] like Figure 26 As shown, optionally, in order to prevent the hot air in the speed-changing exhaust port 1422a from affecting the temperature of the natural wind in the air filter inlet port 1431a and the speed-changing air inlet port 1421a, only two air inlets can be formed on the air inlet plastic part 127. In the present application, one end of the air inlet plastic part 127 is respectively connected to the speed-changing air inlet pipe 1421 and the air filter inlet pipe 1431, that is, the two air inlets of the air inlet plastic part 127 are respectively formed as the speed-changing air inlet port 1421a and the air filter inlet port 1431a, so that the speed-changing air inlet port 1421a and the air filter inlet port 1431 can be connected. 31a is arranged in the same area by the air intake plastic part 127, and the speed change exhaust port 1422a is arranged separately. While reducing the difficulty of opening the mold of the plastic parts of the all-terrain vehicle 100 and improving the space utilization of the all-terrain vehicle 100, the speed change exhaust port 1422a is also kept away from the speed change air intake port 1421a and the air filter air intake port 1431a, thereby avoiding the natural wind temperature in the speed change air intake port 1421a and the air filter air intake port 1431a increasing due to the high temperature of the hot air in the speed change exhaust port 1422a, which reduces the heat dissipation efficiency of the transmission 142.

[0102] like Figure 27As shown, as another optional embodiment, the speed-shift air intake 1421a and the speed-shift exhaust 1422a can also be distributed on both sides of the air filter intake 1431a along the width direction of the all-terrain vehicle 100. The speed-shift air intake 1421a, the speed-shift exhaust 1422a and the air filter intake 1431a are independently arranged. Compared with the fixed speed-shift air intake 1421a and the speed-shift exhaust 1422a, the arrangement of the speed-shift air intake pipe 1421 and the speed-shift exhaust pipe 1422 is relatively limited, and the direction of the pipe is relatively fixed, so that the arrangement of the speed-shift air intake pipe 1421 and the speed-shift exhaust pipe 1422 is relatively fixed, and the arrangement of other components needs to be changed to avoid mutual interference, which easily leads to waste of space in the all-terrain vehicle 100. The transmission air intake duct 1421 and transmission exhaust duct 1422 of this embodiment are relatively flexible in their routing, allowing them to be adjusted based on the actual layout of the all-terrain vehicle 100, thereby improving space utilization within the all-terrain vehicle 100. Furthermore, the transmission air intake duct 1421a and transmission exhaust duct 1422a are shielded by the vehicle body cover 12, allowing for both air intake and exhaust while preventing splashing of muddy water from entering the transmission air intake duct 1421a and transmission exhaust duct 1422a, potentially affecting the normal operation of the transmission 142.

[0103] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the claims appended to this application.

Claims

1. An all-terrain vehicle comprising: A vehicle frame, the vehicle frame comprising a main frame; a body covering, the body covering being substantially located on the main frame and connected to the main frame, the body covering including two footrests; A traveling assembly, the traveling assembly comprising a front wheel and a rear wheel at least partially located below the main frame; a power assembly, the power assembly at least partially located on the main frame and connected to the main frame, the power assembly being drivingly connected to the front wheel and / or the rear wheel, the power assembly further comprising an engine and an air filter, the air filter comprising an air filter inlet for providing gas to the engine; a saddle assembly, the saddle assembly being at least partially located above the power assembly; It is characterized in that The foot pedals are distributed on both sides of the saddle assembly. The all-terrain vehicle also includes a foot pedal assembly, which includes a rear foot pedal, and the rear foot pedal is located behind the foot pedal; observing along the width direction of the all-terrain vehicle, the contact point between the rear wheel and the ground is defined as the grounding point, and a plane perpendicular to the grounding point and the line connecting the rear wheel rotation center and passing through the grounding point is defined as a horizontal plane; the distance between the uppermost end of the air filter inlet and the horizontal plane is defined as the height of the whole vehicle, and the ratio of the minimum distance between the rear foot pedal and the horizontal plane to the height of the whole vehicle is 0.35 to 0.

53.

2. The all-terrain vehicle according to claim 1, characterized in that: The vehicle body covering also includes a hood plate located at the front of the all-terrain vehicle and an instrument panel at least partially located above the hood plate, and the air filter inlet is at least partially located above the instrument panel.

3. The all-terrain vehicle according to claim 1, characterized in that: The minimum distance between the rear footrest and the horizontal plane is greater than the minimum distance between the footrest and the horizontal plane.

4. The all-terrain vehicle according to claim 1, characterized in that: The pedal assembly also includes a pedal bracket, which is located behind the footboard, and the rear pedal is fixed to the pedal bracket. The pedal bracket is at least partially located on both sides of the saddle assembly and is fixedly connected to the main frame.

5. The all-terrain vehicle according to claim 1, characterized in that: A reference plane is defined, and the rear pedal is basically extended along the reference plane. An angle is formed between the reference plane and the horizontal plane, and the angle ranges from 15° to 40°.

6. The all-terrain vehicle according to claim 1, characterized in that: The rear footrest is also provided with a plurality of anti-skid teeth, and the plurality of anti-skid teeth basically protrude upward along the height direction of the all-terrain vehicle.

7. The all-terrain vehicle according to claim 6, characterized in that: The rear pedal is also provided with a weight-reducing hole for reducing the weight of the rear pedal, and the weight-reducing hole is located between two adjacent anti-slip teeth.

8. The all-terrain vehicle according to claim 1, characterized in that: The foot pedal basically extends along a preset plane; the posture when the front wheel and the rear wheel of the all-terrain vehicle are both located on the horizontal plane is defined as a first posture, and when the all-terrain vehicle is in the first posture, the preset plane is basically parallel to the horizontal plane.

9. The all-terrain vehicle according to claim 8, characterized in that: The all-terrain vehicle also includes a saddle assembly and a cargo box assembly, wherein the cargo box assembly is located behind the saddle assembly; a reference plane is defined, and the rear footrest is basically extended along the reference plane. The state in which the all-terrain vehicle moves to a state in which the reference plane is basically parallel to the horizontal plane is defined as a second posture. When the all-terrain vehicle is in the second posture, the cargo box assembly can be used for the driver to ride.

10. The all-terrain vehicle according to claim 8, characterized in that: When the all-terrain vehicle is in the first posture, the minimum distance between the rear footrest and the horizontal plane is 54 cm to 72 cm.

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