All-terrain vehicle

Abstract

The present application discloses an all-terrain vehicle, comprising: a frame, a locomotion system, a power system, a transmission system, and a seat. The power system comprises an engine, an air filter, and an air intake duct, wherein the engine is connected to the air filter, and the air intake duct is connected to the air filter; the transmission system comprises a transmission, a gear transmission mechanism located in the transmission, and a continuously variable transmission mechanism transmittingly connected to the gear transmission mechanism, wherein the gear transmission mechanism is transmittingly connected to the locomotion system, and the continuously variable transmission mechanism is transmittingly connected to the engine; the seat is at least partially located at the front side of a rear accommodating space, and the seat comprises a backrest; the air filter is located at the lower side of the seat; when viewed in the front-rear direction of the all-terrain vehicle, the engine and the transmission at least partially overlap each other, the engine and the transmission are both located at the rear side of the seat, and the air intake duct and the backrest at least partially overlap each other; and when viewed in the left-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap each other, and the transmission and the continuously variable transmission mechanism at least partially overlap each other.

Description

All-terrain vehicles

[0001] Related applications

[0002] This application claims priority to Chinese patent application number 202410160439.4, filed on February 4, 2024, entitled “All Terrain Vehicle,” the entire contents of which are incorporated herein by reference.

[0003] This application claims priority to Chinese patent application number 202421132943.5, filed on May 22, 2024, with the invention name “All Terrain Vehicle”, the entire contents of which are incorporated by reference into this application.

[0004] This application claims priority to Chinese patent application number 202421137411.0, filed on May 22, 2024, with invention name “All Terrain Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0005] The present application relates to the field of vehicle engineering, and in particular to an all-terrain vehicle. Background Art

[0006] An all-terrain vehicle (ATV) is a four-wheeled, off-road vehicle designed for all-weather, all-terrain travel. It consists of a powertrain, a transmission system, and a travel system. The powertrain is connected to the travel system via the transmission system, allowing the power output of the powertrain to be transmitted to the travel system through the transmission system.

[0007] Because ATVs travel on rugged terrain, they require high water-fording performance. The powertrain requires air to assist combustion, converting thermal energy into kinetic energy for output. Therefore, ATVs also include air ducts. The height of these ducts is a key factor affecting an ATV's water-fording performance.

[0008] In addition, as the requirements for the structural compactness of all-terrain vehicles increase, since the power system is the power output device of the all-terrain vehicle, the transmission system is the transmission device of the all-terrain vehicle, and the transmission system and the power system are large in size, it is necessary to reasonably arrange the transmission system and the power system to improve the compactness of the all-terrain vehicle. Summary of the Invention

[0009] The embodiments of the present application provide a motorcycle and a central control system thereof to solve at least one problem existing in the background technology.

[0010] In the first aspect, an all-terrain vehicle is provided in this embodiment, comprising: a frame, wherein a rear storage space is formed around the rear portion of the frame; a running system, wherein the running system is at least partially located on the lower side of the frame; a power system, wherein the power system is supported by the frame and is at least partially located in the rear storage space, wherein the power system comprises an engine, an air filter and an air bleed pipe, wherein the engine is connected to the air filter, and the air bleed pipe is connected to the air filter; a transmission system, wherein the transmission system is at least partially located in the rear storage space, wherein the transmission system comprises a gearbox, a gear transmission mechanism located in the gearbox, and a transmission mechanism connected to the gear transmission. The continuously variable transmission mechanism is connected to the driving system by transmission, the gear transmission mechanism and the walking system are connected by transmission, and the continuously variable transmission mechanism is connected to the engine by transmission; the seat, the seat is at least partially located on the front side of the rear accommodating space, and the seat includes a backrest; the air filter is located on the lower side of the seat, and when viewed along the front and rear direction of the all-terrain vehicle, the engine and the gearbox at least partially overlap, and the engine and the gearbox are both located on the rear side of the seat, the air duct and the backrest at least partially overlap, and when viewed along the left and right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap, and the gearbox and the continuously variable transmission mechanism at least partially overlap.

[0011] According to a second aspect, an all-terrain vehicle is provided in the present embodiment, comprising: a frame, a rear storage space is formed around the rear of the frame; a body cover, the body cover is connected to the frame and forms a cockpit around it; a running system, the running system is at least partially located on the lower side of the frame; a power system, the power system is supported by the frame and is at least partially located in the rear storage space, the power system includes an engine, an air filter and an air duct, the engine is connected to the air filter, and the air duct is connected to the air filter; a transmission system, the transmission system is at least partially located in the rear storage space, the transmission system includes a gearbox, a gear transmission mechanism located in the gearbox and a continuously variable transmission mechanism connected to the gear transmission mechanism, the gear transmission mechanism is connected to the running system, and the continuously variable transmission mechanism is connected to the engine; a seat, the seat is at least partially located on the front side of the rear storage space, and the seat includes a backrest; an air conditioning system, the air conditioning system is at least partially arranged in On the vehicle frame; the instrument panel is supported by the vehicle frame and is located in the cockpit; the air filter is located on the lower side of the seat, and when viewed along the front-to-back direction of the all-terrain vehicle, the engine and the gearbox at least partially overlap, and the engine and the gearbox are both located on the rear side of the seat, the air duct and the backrest at least partially overlap, and when viewed along the left-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap, and the gearbox and the continuously variable transmission mechanism at least partially overlap; the air-conditioning system includes a shell, a temperature control device and a blower device, the shell is located on the lower side of the instrument panel, and an air inlet and an air outlet located above the air inlet are provided on the shell, and the air inlet and the air outlet are both connected to the shell and the cockpit; the temperature control device is used to heat or cool the air, and the temperature control device is at least partially provided in the shell, and along the height direction of the all-terrain vehicle, the temperature control device is located between the air inlet and the air outlet; the blower device is provided in the shell, and along the height direction of the all-terrain vehicle, the blower device is located between the air outlet and the temperature control device.

[0012] [Corrected on 23.05.2025 according to Rule 91] In a third aspect, in this embodiment, an all-terrain vehicle is provided, comprising: a frame, a rear accommodating space being formed around the rear of the frame; a traveling system, the traveling system being at least partially located on the lower side of the frame; a power system, the power system being supported by the frame and at least partially located in the rear accommodating space, the power system comprising an engine, an air filter and an air duct, the engine being connected to the air filter, and the air duct being connected to the air filter; a transmission system, the transmission system being at least partially located in the rear accommodating space, the transmission system comprising a gearbox, a gear transmission mechanism located in the gearbox, and a continuously variable transmission mechanism connected to the gear transmission mechanism, the gear transmission mechanism being connected to the traveling system, and the continuously variable transmission mechanism being connected to the engine; a seat, the seat being at least partially located on the front side of the rear accommodating space, the seat comprising a backrest; a braking system, the braking system comprising a brake for braking the vehicle. The calipers of the dynamic walking system and the drive motor for driving the calipers; the electrical system, the electrical system is at least partially arranged on the frame; the cargo box, the cargo box is at least partially arranged on the frame and located at the rear of the frame; the air filter is located on the lower side of the seat, and when viewed along the front and rear direction of the all-terrain vehicle, the engine and the gearbox at least partially overlap, and the engine and the gearbox are both located at the rear side of the seat, the air duct and the backrest at least partially overlap, and when viewed along the left and right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap, and the gearbox and the continuously variable transmission mechanism at least partially overlap; the electrical system includes an electronic parking controller and a parking switch, the parking switch is electrically connected to the electronic parking controller, and the electronic parking controller is electrically connected to the drive motor, and the electronic parking controller can respond to the operation of the parking switch to control the drive motor to drive the caliper to brake the walking system, the parking switch is located in the cockpit, and the electronic parking controller is located on the seat or the cargo box.

[0013] Fourthly, in this embodiment, an all-terrain vehicle is provided, comprising: a frame, a rear accommodating space being formed around the rear of the frame; a walking system, the walking system being at least partially located on the lower side of the frame; a power system, the power system being supported by the frame and at least partially located in the rear accommodating space, the power system comprising an engine, an air filter and an air duct, the engine being connected to the air filter, and the air duct being connected to the air filter; a speed change system, the speed change system being at least partially located in the rear accommodating space, the speed change system comprising a gearbox, a gear change mechanism located in the gearbox and a continuously variable speed change mechanism connected to the gear change mechanism in transmission, the gear change mechanism being connected to the walking system in transmission, and the continuously variable speed change mechanism being connected to the engine in transmission; a seat, the seat being at least partially located on the front side of the rear accommodating space, the seat comprising a backrest; an electrical system, the electrical system being connected to the speed change mechanism The system is electrically connected; the air filter is located on the lower side of the seat, and when viewed along the front-to-back direction of the all-terrain vehicle, the engine and the gearbox at least partially overlap, and the engine and the gearbox are both located on the rear side of the seat, the air duct and the backrest at least partially overlap, and when viewed along the left-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap, and the gearbox and the continuously variable transmission mechanism at least partially overlap; the electrical system includes a shift switch installed in the driving space, and the shift switch is electrically connected to the shift system; wherein, the shift switch includes a circuit control board, a connecting shell, a rear shell and a sealing gasket, the rear shell forms a circuit space, the circuit control board is located in the circuit space, the sealing gasket is attached to the circuit control board and seals the circuit control board to the circuit space, the connecting shell is connected to the rear shell, the sealing gasket is sealed between the connecting shell and the rear shell and is clamped with the rear shell. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] FIG1 is a schematic structural diagram of the all-terrain vehicle of the present application.

[0015] FIG2 is a top view of the frame and power system of the all-terrain vehicle of the present application.

[0016] FIG3 is an exploded view of a portion of the air conditioning system of the all-terrain vehicle of the present application.

[0017] FIG4 is a side view of a portion of the structure of the air conditioning system of the all-terrain vehicle of the present application.

[0018] FIG5 is a schematic structural diagram of the air conditioning system and the heat dissipation system of the all-terrain vehicle of the present application.

[0019] FIG6 is a schematic diagram of the front structure of the all-terrain vehicle of the present application.

[0020] FIG7 is a schematic structural diagram of the cooling module of the all-terrain vehicle of the present application.

[0021] FIG8 is an exploded view of a portion of the structure of the engine of the all-terrain vehicle of the present application.

[0022] FIG9 is a cross-sectional view of the engine structure of the all-terrain vehicle of the present application.

[0023] FIG10 is a side view of a portion of the structure of the all-terrain vehicle of the present application.

[0024] FIG11 is a schematic structural diagram of the left side of the all-terrain vehicle of the present application.

[0025] FIG12 is a partial structural diagram of the power system and transmission system of the all-terrain vehicle of the present application.

[0026] FIG13 is another side view of a portion of the structure of the all-terrain vehicle of the present application.

[0027] FIG14 is a schematic structural diagram of the generator, magnetic motor and compressor of the all-terrain vehicle of the present application.

[0028] FIG15 is a top view of the seat and surrounding components of the all-terrain vehicle of the present application.

[0029] [Corrected 23.05.2025 according to Rule 91] Figure 16 is a schematic diagram of the structure of the seat, cargo box, electrical system and surrounding components of the all-terrain vehicle of the present application.

[0030] [Corrected 23.05.2025 according to Rule 91] Figure 17 is a schematic diagram of the structure of the running system, braking system, cargo box and seats of the all-terrain vehicle of the present application.

[0031] FIG18 is a partial structural diagram of the body covering and electrical system of the all-terrain vehicle of the present application.

[0032] FIG19 is an exploded view of the structure of the drive switch of the all-terrain vehicle of the present application.

[0033] FIG20 is a schematic diagram of a portion of the structure of the central control panel and electrical system of the all-terrain vehicle of the present application.

[0034] FIG21 is an exploded view of the structure of the instrument switch of the all-terrain vehicle of the present application.

[0035] FIG22 is an exploded view of a portion of the frame of the all-terrain vehicle of the present application.

[0036] FIG23 is an exploded view of a portion of the upper roof, frame, and roof support of the all-terrain vehicle of the present application.

[0037] FIG24 is an exploded view of the upper roof, frame and roof support of the all-terrain vehicle of the present application from another angle.

[0038] FIG25 is an exploded view of a portion of the sealing system, frame, body covering and upper roof of the all-terrain vehicle of the present application.

[0039] FIG26 is an exploded view of a portion of the frame of the all-terrain vehicle of the present application.

[0040] FIG27 is an exploded view of the structure at point B in FIG26 of the all-terrain vehicle of the present application.

[0041] FIG28 is a schematic structural diagram of the saddle system, energy system and frame of the all-terrain vehicle of the present application.

[0042] FIG29 is an exploded view of the structure of the shift switch of the all-terrain vehicle of the present application.

[0043] FIG30 is a partial structural diagram of the frame, cargo box and electrical system of the all-terrain vehicle of the present application.

[0044] FIG31 is a partial structural diagram of the frame, cargo box and electrical system of the all-terrain vehicle of the present application from another angle.

[0045] FIG32 is an exploded view of the structure at point E in FIG31 of the all-terrain vehicle of the present application.

[0046] Figure 33 is a schematic diagram of the connection between the front rocker arm, front torsion bar and front shock absorber provided in an embodiment of the present application.

[0047] Figure 34 is a partial schematic diagram of the front rocker arm provided in an embodiment of the present application.

[0048] Figure 35 is a schematic diagram of the connection between the rear rocker arm, rear torsion bar and rear shock absorber provided in an embodiment of the present application.

[0049] Figure 36 is a schematic diagram of the connection between the front rocker arm, front torsion bar and front shock absorber provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] In order to enable those skilled in the art 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.

[0051] Figures 1 and 2 illustrate an all-terrain vehicle 100, which includes a frame 11, a running system 12, a power system 13, a suspension system 14, a braking system 15, a body panel 16, a seat 17, a transmission system 18, and an electrical system 19. The frame 11 serves as the basic framework of the all-terrain vehicle 100, supporting the running system 12, the power system 13, the suspension system 14, the braking system 15, the body panel 16, the seat 17, the transmission system 18, and the electrical system 19. The running system 12 is connected to the frame 11 via the suspension system 14. The power system 13 is transmission-connected to the running system 12 to provide the driving force for the running system 12. The braking system 15 is at least partially located on the running system 12 to brake the running system 12. The body panel 16, typically a plastic component, covers and connects to the frame 11, forming the exterior of the all-terrain vehicle 100. The body panel 16 and the frame 11 are connected to form a cockpit 20. Specifically, the middle portion of the frame 11 and the body panel 16 form the cockpit 20. A seat 17 is located in the cockpit 20, accommodating the driver and passenger. A transmission system 18 is in transmission connection with the power system 13. The transmission system 18 is also in transmission connection with the travel system 12, transmitting the driving force of the power system 13 to the travel system 12 via the transmission system 18. An electrical system 19 is at least partially located on the frame 11 and is used to control the electrical components of the ATV 100. To clarify the technical solution of this application, the front, rear, left, right, top, and bottom directions are defined as shown in Figure 1. In this application, the length direction of the ATV 100 refers to the front-to-back direction in Figure 1, the width direction of the ATV 100 refers to the left-to-right direction in Figure 1, and the height direction of the ATV 100 refers to the up-down direction in Figure 1. Specifically, the travel system 12 is at least partially located on the underside of the frame 11, facilitating its movement.

[0052] As shown in FIG3 , as one implementation, the ATV 100 further includes an air conditioning system 22. The air conditioning system 22 is at least partially mounted on the vehicle frame 11 and is used to adjust the temperature within the cockpit 20 to enhance the comfort of the ATV 100. Specifically, the air conditioning system 22 includes a housing 221, a temperature control device 222, and an air blower 223. The housing 221 defines an air conditioning storage space 2211. The housing 221 is provided with air inlets 2212 and air outlets 2213 distributed along the height of the ATV 100. The air inlets 2212 connect the air conditioning storage space 2211 to the cockpit 20, while the air outlets 2213 connect the air conditioning storage space 2211 to the cockpit 20. The temperature control device 222 is at least partially mounted within the air conditioning storage space 2211 and is used to adjust the air temperature within the air conditioning storage space 2211. The blower 223 is disposed within the air conditioning space 2211 and is used to deliver air from the cockpit 20 to the air conditioning space 2211 via the air inlet 2212. Furthermore, after the air passes through the temperature control device 222, the blower 223 is further used to deliver the air to the air outlet 2213, through which it is then delivered into the cockpit 20. This arrangement enables internal circulation of air within the cockpit 20, thereby improving the temperature regulation efficiency of the air conditioning system 22, further enhancing the operating efficiency of the air conditioning system 22, and thereby enhancing the comfort of the all-terrain vehicle 100.

[0053] As shown in Figures 3, 4, and 5, as one implementation, the ATV 100 includes a heat dissipation system 23. The heat dissipation system 23 is disposed within the vehicle body cover 16 and connected to the vehicle frame 11. The heat dissipation system 23 is configured to dissipate heat from the ATV 100. The heat dissipation system 23 includes a cooling module 231, which is supported by the vehicle frame 11 and connected to the air conditioning system 22, thereby dissipating heat from the air conditioning system 22.

[0054] Specifically, the temperature control device 222 includes an expansion valve 2221, an evaporator 2222 and a compressor 2223. The expansion valve 2221 is connected to the shell 221 and is located outside the air-conditioning accommodating space 2211. The evaporator 2222 is located in the air-conditioning accommodating space 2211. The evaporator 2222 is respectively connected to the expansion valve 2221 and the compressor 2223. The cooling module 231 is respectively connected to the compressor 2223 and the expansion valve 2221, thereby realizing the cooling cycle of the air-conditioning system 22, and then realizing the cooling function of the air-conditioning system 22.

[0055] In this application, the temperature control device 222 also includes a heating assembly 2224, which is disposed within the air conditioning space 2211. Heating assembly 2224 is used to heat the air within the air conditioning space 2211, thereby fulfilling the heating function of the air conditioning system 22. Along the height of the all-terrain vehicle 100, the evaporator 2222 is located between the air inlet 2212 and the blower 223, and the heating assembly 2224 is located between the blower 223 and the evaporator 2222. This ensures that the air within the air conditioning space 2211 is heated before being delivered to the cabin 20 via the blower 223. This arrangement facilitates heating of the air within the air conditioning space 2211, thereby improving the temperature control efficiency of the air conditioning system 22. It also prevents the blower 223 from directly delivering unheated air to the cabin 20, facilitating the proper operation of the air conditioning system 22.

[0056] As an implementation method, when the power system 13 includes an engine, that is, when the all-terrain vehicle 100 is a fuel vehicle or a hybrid vehicle, the heating component 2224 is connected to the engine, so that the heat generated by the engine is used as the heat source of the heating component 2224 to improve the energy utilization rate of the all-terrain vehicle 100.

[0057] It is understood that when the ATV 100 includes a power battery electrically connected to the power system 13, that is, when the ATV 100 is an electric vehicle or a hybrid vehicle, the heating component 2224 is electrically connected to the power battery, so that the power battery provides energy to the heating component 2224, causing the heating component 2224 to generate heat. In this case, the heating component 2224 may be a PTC heater.

[0058] As shown in FIG6 , in this application, an instrument panel 25 is supported by the vehicle frame 11 and located within the cockpit 20. The instrument panel 25 is used to mount various instruments of the all-terrain vehicle 100, thereby displaying operating parameters of the all-terrain vehicle 100. In this embodiment, a housing 221 is located below the instrument panel 25, thereby utilizing the space below the instrument panel 25 for arranging the air conditioning system 22. This improves the space utilization below the instrument panel 25 and enhances the compactness of the air conditioning system 22 and the instrument panel 25.

[0059] As shown in FIG7 , as an optional implementation, cooling module 231 includes a condenser 2311, a radiator 2312, and a drying bottle 2313. Condenser 2311 is located in front of and connected to radiator 2312. Drying bottle 2313 is secured to both radiator 2312 and condenser 2311. Condenser 2311 is connected to compressor 2223 and drying bottle 2313, respectively. Drying bottle 2313 is also connected to expansion valve 2221. This configuration allows drying bottle 2313 to dry the cooling medium output by condenser 2311, preventing moisture within the cooling cycle from corroding components of air conditioning system 22, thereby improving the performance and service life of components of air conditioning system 22. Furthermore, drying bottle 2313 can be integrated with condenser 2311 and radiator 2312, making the structure of cooling module 231 even more compact.

[0060] Specifically, the drying bottle 2313 is at least partially located in front of the radiator 2312 to facilitate welding of the drying bottle 2313 to the condenser 2311. The drying bottle 2313 is also bolted to the radiator 2312. This arrangement ensures a stable connection between the drying bottle 2313 and the radiator 2312, and between the drying bottle 2313 and the condenser 2311.

[0061] In this embodiment, the heat sink 2312 at least partially extends away from the heat sink 2312 to form a columnar portion 2312a. A connector 2313a is provided on the dryer bottle 2313. The columnar portion 2312a is configured to mate with the structure of the connector 2313a, thereby facilitating bolt connection between the connector 2313a and the columnar portion 2312a. Specifically, the columnar portion 2312a extends substantially along the width of the all-terrain vehicle 100. One end of the connector 2313a is welded to the dryer bottle 2313, and the other end of the connector 2313a extends at least partially rearward to enable the end of the connector 2313a away from the dryer bottle 2313 to mate with the columnar portion 2312a. For example, the connector 2313a can be configured as a sheet metal member.

[0062] As an implementation, the ratio of the length L1 of the drying bottle 2313 along the height of the ATV 100 to the length L2 of the condenser 2311 along the height of the ATV 100 ranges from 0.3 to 0.7. Specifically, the ratio of the length L1 of the drying bottle 2313 along the height of the ATV 100 to the length L2 of the condenser 2311 along the height of the ATV 100 ranges from 0.4 to 0.6. More specifically, the ratio of the length L1 of the drying bottle 2313 along the height of the ATV 100 to the length L2 of the condenser 2311 along the height of the ATV 100 can also be 0.5. In the present application, the volume of the drying bottle 2313 ranges from 120 ml to 250 ml. Specifically, the volume of the drying bottle 2313 ranges from 150 ml to 210 ml. Optionally, the volume of the drying bottle 2313 can also be 180 ml. Through the above arrangement, the volume of the drying bottle 2313 can be reduced while meeting the drying requirements, making the structure of the drying bottle 2313 more compact, thereby facilitating improvement of the structural compactness of the cooling module 231 .

[0063] As shown in Figures 2, 8, and 9, as an implementation method, the power system 13 includes an engine 131 and an intake and exhaust mechanism 132. The engine 131 is connected to the transmission system 18 so that the driving force of the engine 131 can be transmitted to the travel system 12 through the transmission system 18. The engine 131 is connected to the intake and exhaust mechanism 132, and the intake and exhaust mechanism 132 is used for the intake and exhaust of the engine 131. Specifically, the engine 131 includes a cylinder head 1311, a crankshaft 1312, a cylinder block (not shown), a crankcase 1313, and a magneto 1314. The cylinder block is connected to the cylinder head 1311 and the crankcase 1313, respectively. Along the height direction of the all-terrain vehicle 100, the cylinder block is at least partially located between the cylinder head 1311 and the crankcase 1313. Crankshaft 1312 is at least partially located within crankcase 1313. Crankshaft 1312 is in driving connection with magneto 1314. More specifically, crankshaft 1312 and magneto 1314 are fixedly connected so as to enable synchronous rotation of crankshaft 1312 and magneto 1314. This arrangement allows crankshaft 1312 to drive magneto 1314 to rotate, thereby generating electrical energy, thereby enabling magneto 1314 to power electrical system 19 and the like.

[0064] As shown in Figures 2 and 10 , as one implementation, a rear accommodating space 113 is formed around the rear of the vehicle frame 11. The power system 13 is at least partially located in the rear accommodating space 113, and the transmission system 18 is also at least partially located in the rear accommodating space 113, thereby improving space utilization at the rear of the vehicle frame 11. The intake and exhaust mechanism 132 also includes an air filter 1326 and an air bleed pipe 1327. The engine 131 is connected to the air filter 1326, and the air bleed pipe 1327 is connected to the air filter 1326, so that ambient air can enter the air filter 1326 through the air bleed pipe 1327 and be filtered by the air filter 1326 before being delivered to the engine 131. The transmission system 18 includes a gearbox 181, a gear transmission mechanism (not shown), and a continuously variable transmission (CVT) mechanism 183. Specifically, a gear transmission mechanism is located within the transmission case 181, is in driving connection with the travel system 12, is in driving connection with the continuously variable transmission mechanism 183, and is in driving connection with the engine 131, thereby enabling the driving force of the engine 131 to be transmitted to the travel system 12 via the continuously variable transmission mechanism 183 and the gear transmission mechanism. A seat 17 is at least partially located in front of the rear accommodation space 113 and includes a backrest 177 for providing back support for the driver and / or passenger.

[0065] Specifically, along the height direction of the ATV 100 , the air filter 1326 and the seat 17 at least partially overlap, thereby improving the structural compactness and space utilization of the air filter 1326 and the seat 17 along the height direction of the ATV 100 .

[0066] When viewed in the front-to-back direction of the ATV 100, the engine 131 and the transmission 181 at least partially overlap, resulting in a highly compact structure along the length of the ATV 100. Furthermore, when viewed in the front-to-back direction of the ATV 100, the air duct 1327 and the backrest 177 at least partially overlap, thereby raising the position of the air duct 1327, thereby increasing the wading depth of the ATV 100 and preventing external liquids such as water from entering the air filter 1326 and the engine 131 through the air duct 1327, thereby increasing the service life of the air filter 1326 and the engine 131. When viewed in the width direction of the ATV 100, the engine 131 and the continuously variable transmission mechanism 183 at least partially overlap, and the transmission 181 and the continuously variable transmission mechanism 183 at least partially overlap, thereby increasing the compactness of the engine 131, the transmission 181, and the continuously variable transmission mechanism 183 along the width of the ATV 100.

[0067] In this application, the engine 131 is located between the transmission 181 and the seat 17 along the length of the all-terrain vehicle 100. This brings the transmission 181 closer to the travel system 12, thereby facilitating transmission between the gear transmission mechanism and the travel system 12. Exemplarily, the air filter 1326 is located below the seat 17 to improve space utilization below the seat 17; the seat 17 can be removed to facilitate access to the air filter 1326.

[0068] [Corrected 23.05.2025 in accordance with Rule 91] As an implementation, the ATV 100 further includes a cargo box 21, which is at least partially disposed on the frame 11 and located at the rear of the frame 11. Specifically, the cargo box 21 is located above the rear accommodating space 113. The cargo box 21 is used to carry cargo, thereby increasing the cargo carrying capacity of the ATV 100. Along the length of the ATV 100, the air duct 1327 is at least partially located between the cargo box 21 and the backrest 177, thereby improving space utilization between the cargo box 21 and the backrest 177. Furthermore, there are few or essentially no components between the cargo box 21 and the backrest 177, thereby preventing interference between the air duct 1327 and other components, facilitating installation and proper operation of the air duct 1327. In this embodiment, the air duct 1327 and the air filter 1326 are located on the same side of the engine 131 along the width direction of the ATV 100 , thereby facilitating a reduction in the length of the air duct 1327 and improving the efficiency of air entering the air filter 1326 .

[0069] As shown in Figures 11 and 12 , as one implementation, the body panel 16 includes a side air intake mechanism 162. The air intake and exhaust mechanism 132 includes an air intake duct 1328, which connects the continuously variable transmission mechanism 183 and the side air intake mechanism 162, respectively. The side air intake mechanism 162 is exposed to the outside of the ATV 100 and communicates with the outside world. This arrangement allows outside air to enter the air intake duct 1328 through the side air intake mechanism 162, and then enter the continuously variable transmission mechanism 183 through the air intake duct 1328, thereby providing air intake for the continuously variable transmission mechanism 183. Furthermore, this arrangement allows the air intake position of the continuously variable transmission mechanism 183 to be located on the outer surface of the ATV 100, thereby preventing the side air intake mechanism 162 from inhaling hotter, more contaminated air from within the ATV 100. This facilitates cooling of the continuously variable transmission mechanism 183 and prevents excessive contaminants from affecting its service life.

[0070] Exemplarily, the intake and exhaust mechanism 132 further includes an outlet pipe 1329, which is connected to the continuously variable transmission mechanism 183 and is used to exhaust air within the continuously variable transmission mechanism 183. The outlet of the outlet pipe 1329 is directed toward the engine 131 and the exhaust pipe 1322. Because the temperature of the air within the continuously variable transmission mechanism 183 is lower than that of the engine 131 and the exhaust pipe 1322 during normal operation, this arrangement allows the air within the continuously variable transmission mechanism 183 to be transported through the outlet pipe 1329 to the engine 131 and the exhaust pipe 1322, thereby facilitating cooling of the engine 131 and the exhaust pipe 1322. Furthermore, the air cooled by the continuously variable transmission mechanism 183 can be fully utilized, thereby improving resource utilization of the all-terrain vehicle 100.

[0071] As shown in FIG10 , as one implementation, the intake and exhaust mechanism 132 further includes a muffler 132a. An exhaust pipe 1322 connects the muffler 132a and the engine 131, respectively, so that exhaust gas from the engine 131 passes through the exhaust pipe 1322 and is then transported to the muffler 132a. Furthermore, along the height of the ATV 100, the exhaust pipe 1322 and the transmission 181 at least partially overlap, thereby improving the structural compactness of the exhaust pipe 1322 and the transmission 181 along the height of the ATV 100. Specifically, the exhaust pipe 1322 is located above the transmission 181, thereby improving the space utilization above the transmission 181 and further improving the structural compactness of the exhaust pipe 1322 and the transmission 181 along the height of the ATV 100. In the present application, the crankshaft 1312 and the continuously variable transmission mechanism 183 are transmission-connected. Along the width direction of the all-terrain vehicle 100, the magnetic motor 1314 and the continuously variable transmission mechanism 183 are respectively located on both sides of the crankshaft 1312, thereby facilitating the magnetic motor 1314 and the continuously variable transmission mechanism 183 to be transmission-connected to the crankshaft 1312 respectively, preventing the magnetic motor 1314 and the continuously variable transmission mechanism 183 from interfering with each other, and thereby improving the working stability of the magnetic motor 1314 and the continuously variable transmission mechanism 183.

[0072] As shown in Figures 13 and 14, engine 131 also exemplarily includes a generator 1316. Generator 1316 and magneto 1314 are located on the same side of crankshaft 1312, so that crankshaft 1312 and generator 1316 are connected by pulley 1315. Specifically, generator 1316 is located above magneto 1314 and crankshaft 1312, and is also located behind magneto 1314 and crankshaft 1312 to facilitate the arrangement of generator 1316 and improve space utilization above and behind magneto 1314 and crankcase 1313.

[0073] Exemplarily, compressor 2223 is in driving connection with crankshaft 1312, which is in driving connection with generator 1316, so that crankshaft 1312 can simultaneously drive generator 1316 and compressor 2223. This facilitates simplifying the transmission structure between crankshaft 1312 and generator 1316, and between crankshaft 1312 and compressor 2223, thereby improving the structural compactness of compressor 2223, crankshaft 1312, and generator 1316. Specifically, compressor 2223, generator 1316, and magnetic motor 1314 are located on the same side of crankshaft 1312, which facilitates transmission between crankshaft 1312 and generator 1316, and between crankshaft 1312 and magnetic motor 1314. In the present application, compressor 2223 is located behind magneto 1314, that is, behind crankshaft 1312, to improve space utilization behind magneto 1314. Compressor 2223 is also located below generator 1316 to improve space utilization below generator 1316. It should be noted that in the present application, the axis of magneto 1314 and the rotation centerline of crankshaft 1312 substantially coincide.

[0074] As an implementation, the axis of the magnetic motor 1314, the axis of the generator 1316, and the axis of the compressor 2223 all extend substantially along the width direction of the ATV 100. A longitudinal plane 101 perpendicular to the width direction of the ATV 100 is defined. The projection of the axis of the magnetic motor 1314 along the width direction onto the longitudinal plane 101 is the magnetic motor projection point. The projection of the axis of the generator 1316 along the width direction onto the longitudinal plane 101 is the generator projection point. The projection of the axis of the compressor 2223 along the width direction onto the longitudinal plane 101 is the compressor projection point. The line connecting the magnetic motor projection point and the generator projection point is a first line, and the line connecting the generator projection point and the compressor projection point is a second line. The angle α between the first line and the second line ranges from 34° to 74°. Specifically, the angle α between the first line and the second line ranges from 44° to 64°. More specifically, the angle α between the first line and the second line is 54°. This arrangement prevents the angle α between the first and second connecting lines from being too large, which could result in the magnetic motor 1314, generator 1316, and compressor 2223 being too far apart along the length of the all-terrain vehicle 100. This improves the structural compactness of the magnetic motor 1314, generator 1316, and compressor 2223. Furthermore, this arrangement prevents interference between the magnetic motor 1314, generator 1316, and compressor 2223 due to a small angle α between the first and second connecting lines, or interference between the magnetic motor 1314, generator 1316, and compressor 2223 and other components due to a small angle α between the first and second connecting lines, thereby improving the operating stability of the magnetic motor 1314, generator 1316, and compressor 2223.

[0075] Exemplarily, the line connecting the compressor projection point and the magneto projection point is a third line, and the angle β between the third line and the first line ranges from 34° to 74°. Specifically, the angle β between the third line and the first line ranges from 44° to 64°. More specifically, the angle β between the third line and the first line is 54°. Through the above arrangement, it is possible to avoid an excessively large angle β between the third line and the first line, which would result in an increase in the distance between the magneto 1314, the generator 1316, and the compressor 2223 along the height direction of the all-terrain vehicle 100, thereby improving the structural compactness of the magneto 1314, the generator 1316, and the compressor 2223. In addition, through the above-mentioned setting, it is also possible to avoid the angle β between the third connecting line and the first connecting line being too small, which may cause interference between the magnetic motor 1314, the generator 1316, and the compressor 2223, or it is possible to avoid the angle β between the third connecting line and the first connecting line being too small, which may cause interference between the magnetic motor 1314, the generator 1316, the compressor 2223 and other components, so as to improve the working stability of the magnetic motor 1314, the generator 1316, and the compressor 2223.

[0076] As an implementation, the distance between the projected points of the magnetic motor and the projected points of the generator along the height of the ATV 100 is the motor height H1, and the distance between the projected points of the magnetic motor and the projected points of the generator along the length of the ATV 100 is the motor length H2. The ratio of the motor height H1 to the motor length H2 ranges from 0.9 to 1.3. Specifically, the ratio of the motor height H1 to the motor length H2 ranges from 1 to 1.2. More specifically, the ratio of the motor height H1 to the motor length H2 is 1.1. This arrangement prevents an excessively large ratio of the motor height H1 to the motor length H2, which would otherwise result in an excessively large distance between the magnetic motor 1314 and the generator 1316 along the height of the ATV 100, thereby improving the structural compactness of the magnetic motor 1314 and the generator 1316 along the height of the ATV 100. In addition, through the above arrangement, it is possible to avoid the ratio of the motor height H1 to the motor length H2 being too small, which would result in an excessively large distance between the magnetic motor 1314 and the generator 1316 along the length direction of the all-terrain vehicle 100, thereby improving the structural compactness of the magnetic motor 1314 and the generator 1316 along the length direction of the all-terrain vehicle 100.

[0077] As an implementation, the engine 131 further includes a pulley 1315, which is fixedly connected to the crankshaft 1312. The pulley 1315, the generator 1316, and the compressor 2223 are connected via a belt drive, so that the crankshaft 1312 can simultaneously drive the generator 1316 and the compressor 2223 via the pulley 1315. This simplifies the transmission structure between the crankshaft 1312 and the generator 1316, and between the crankshaft 1312 and the compressor 2223, thereby improving the structural compactness of the generator 1316, the crankshaft 1312, and the compressor 2223. Specifically, a belt passes through the pulley 1315, the generator 1316, and the compressor 2223 in sequence, so that the pulley 1315, the generator 1316, and the compressor 2223 are driven by the same belt.

[0078] In the present application, the engine 131 further includes a guide gear train 1319 connected to the crankcase 1313. The guide gear train 1319 is used to change the direction of the belt, thereby facilitating transmission between the pulley 1315, the generator 1316, and the compressor 2223. Specifically, the pulley 1315, the guide gear train 1319, the generator 1316, and the compressor 2223 are connected via a belt drive, so that the crankshaft 1312 can simultaneously drive the guide gear train 1319, the generator 1316, and the compressor 2223 through the pulley 1315. This simplifies the transmission structure between the crankshaft 1312 and the generator 1316, the crankshaft 1312 and the compressor 2223, and the crankshaft 1312 and the guide gear train 1319, thereby improving the structural compactness of the generator 1316, the guide gear train 1319, the crankshaft 1312, and the compressor 2223. Specifically, the belt passes through the pulley 1315, the guide wheel system 1319, the generator 1316 and the compressor 2223 in sequence, so that the guide wheel system 1319, the pulley 1315, the generator 1316 and the compressor 2223 are driven by the same belt.

[0079] In this embodiment, the belt between the guide wheel train 1319 and the generator 1316 is defined as a first belt, and the belt between the generator 1316 and the compressor 2223 is defined as a second belt. The angle γ between the extension direction of the first belt and the extension direction of the second belt ranges from 34° to 74°. Specifically, the angle γ between the extension direction of the first belt and the extension direction of the second belt ranges from 44° to 64°. More specifically, the angle γ between the extension direction of the first belt and the extension direction of the second belt is 54°. This arrangement prevents an excessively large angle γ between the extension direction of the first belt and the extension direction of the second belt, which would result in a reduced contact area between the belt and the generator 1316 or the belt and the compressor 2223. This prevents the reduced contact area between the belt and the generator 1316 or the belt and the compressor 2223, which would otherwise reduce reliability, thereby improving the operational stability of the belt and the generator 1316 or the belt and the compressor 2223. In addition, through the above arrangement, it is possible to avoid the angle γ between the extension direction of the first belt and the extension direction of the second belt being too small, thereby preventing interference between the generator 1316 , the guide wheel train 1319 and the compressor 2223 .

[0080] For example, the belt between guide pulley 1319 and pulley 1315 is defined as a third belt, and the belt between compressor 2223 and pulley 1315 is defined as a fourth belt. The angle Ω between the extension direction of the third belt and the extension direction of the fourth belt ranges from 141° to 161°. Specifically, the angle Ω between the extension direction of the third belt and the extension direction of the fourth belt ranges from 146° to 155°. More specifically, the angle Ω between the extension direction of the third belt and the extension direction of the fourth belt is 151°. This arrangement prevents the angle Ω between the extension direction of the third belt and the extension direction of the fourth belt from being too large, which could result in a reduced contact area between the belt and pulley 1315 or between the belt and compressor 2223. This prevents the reduced contact area between the belt and pulley 1315 or between the belt and compressor 2223, thereby improving the operational stability of the belt and pulley 1315 or between the belt and compressor 2223. In addition, through the above arrangement, it is possible to avoid the angle Ω between the extension direction of the third belt and the extension direction of the fourth belt being too small, thereby preventing interference between the pulley 1315, the guide wheel system 1319 and the compressor 2223.

[0081] As an implementation method, the power system 13 also includes an installation tool for installing the belt. The pulley 1315 is connected to the crankshaft 1312 through a fastener 1315a. The installation tool includes a tool connection part and a belt guide part. The tool connection part is clamped with the fastener 1315a. The belt guide part basically extends along the radial direction of the pulley 1315. One end of the belt guide part is connected to the tool connection part, and the other end of the belt guide part is provided with a groove for placing the belt; when the installation tool and the fastener 1315a are clamped and the belt is located in the groove, the rotation of the installation tool drives the rotation of the crankshaft 1312 and the pulley 1315, so that the belt can be clamped to the pulley 1315, which is beneficial to improve the installation efficiency of the belt and reduce the difficulty of installing the belt.

[0082] [Corrected 23.05.2025 according to Rule 91] As shown in Figures 15, 16 and 17, as an implementation method, the electrical system 19 includes an EPB controller 191 for controlling the braking system 15. The EPB controller 191 is located on the seat 17 or the cargo box 21, thereby facilitating the disassembly and assembly of the EPB controller 191, thereby improving the maintainability of the EPB controller 191 and facilitating the maintenance of the EPB controller 191.

[0083] Specifically, the seats 17 include a driver's seat 171 and a passenger seat 172, which are arranged along the width of the ATV 100. The EPB controller 191 is located between the driver's seat 171 and the passenger seat 172. Because the space between the driver's seat 171 and the passenger seat 172 is less volatile and more water-resistant, this arrangement prevents instability in the EPB controller 191 caused by excessive vibration, or prevents separation between the EPB controller 191 and its wiring harness due to excessive vibration, thereby improving the operational stability of the EPB controller 191. It also prevents external liquids such as water from entering the EPB controller 191, thereby preventing safety hazards such as short circuits in the EPB controller 191.

[0084] In this embodiment, the seat 17 further includes a accommodating portion 173 located between the driver's seat 171 and the passenger seat 172 along the width of the all-terrain vehicle 100. The EPB controller 191 is located within the accommodating portion 173, facilitating installation and removal of the EPB controller 191. Specifically, the accommodating portion 173 is at least partially recessed downward to form a cavity 1731. The EPB controller 191 is located within the cavity 1731 and is fixedly connected to the bottom of the cavity 1731, thereby ensuring a stable connection to the EPB controller 191. Exemplarily, the seat 17 further includes a maintenance cover 174, which covers the cavity 1731 and is connected to the accommodating portion 173. The maintenance cover 174 and the accommodating portion 173 surround a seat storage space for the EPB controller 191. This allows the EPB controller 191 to be protected and maintained by installing or removing the maintenance cover 174.

[0085] In the present application, a clamping portion 1732 and a fixing portion 1733 are provided on the accommodating portion 173, and the clamping portion 1732 and the fixing portion 1733 are arranged around the accommodating cavity 1731. One side of the maintenance cover 174 is clamped with the clamping portion 1732, and the side of the maintenance cover 174 away from the clamping portion 1732 is connected to the fixing portion 1733 by bolts, thereby facilitating the disassembly and assembly of the maintenance cover 174.

[0086] As an optional implementation method, the main driver's seat 171 includes a first seat cushion 1711, the co-driver's seat 172 includes a second seat cushion 1721, and the EPB controller 191 is connected to the bottom of the first seat cushion 1711 or the bottom of the second seat cushion 1721. The EPB controller 191 can be repaired and protected only by disassembling and assembling the first seat cushion 1711 or the second seat cushion 1721.

[0087] As shown in FIG. 17 , as another optional implementation, a layout space 176 is formed around the lower side of the seat 17 , and the EPB controller 191 is located in the layout space 176 , thereby improving the space utilization rate under the seat 17 .

[0088] [Corrected on 23.05.2025 according to Rule 91] As another optional implementation method, the cargo box 21 includes a bottom plate 211 and multiple side panels 212, and the multiple side panels 212 are located on the upper side of the bottom plate 211 and arranged around the bottom plate 211, and the EPB controller 191 is connected to the side panels 212, or the EPB controller 191 is connected to the lower side of the bottom plate 211, thereby facilitating the installation and disassembly of the EPB controller 191 and improving the maintainability of the EPB controller 191.

[0089] It should be noted that the walking system 12 includes a front wheel 125 and a rear wheel 126 located at the rear of the frame 11, and the braking system 15 includes a caliper for braking the rear wheel 126 and a drive motor 152 for driving the caliper. The EPB controller 191 is electrically connected to the drive motor 152 so that the EPB controller 191 can drive the caliper through the drive motor 152, thereby realizing the braking of the rear wheel 126 by the caliper.

[0090] Specifically, the minimum distance S between the EPB controller 191 and the drive motor 152 ranges from 40 cm to 300 cm. More specifically, the minimum distance S between the EPB controller 191 and the drive motor 152 ranges from 80 cm to 200 cm. Optionally, the minimum distance S between the EPB controller 191 and the drive motor 152 is 150 cm. This configuration prevents the wiring harness between the EPB controller 191 and the drive motor 152 from being too long due to the minimum distance S being too large, thereby preventing wiring harness routing difficulties caused by the length of the wiring harness. It also simplifies the wiring harness between the EPB controller 191 and the drive motor 152, thereby improving the structural compactness of the EPB controller 191 and the drive motor 152. Furthermore, this configuration prevents the transmission of excessive vibration from the rear wheel 126 to the EPB controller 191 due to the minimum distance S being too small, thereby improving the operational stability of the EPB controller 191.

[0091] As shown in Figures 18 and 19, as an implementation, a vehicle body panel 16 at least partially surrounds the vehicle frame 11 to form a driving space 102. The electrical system 19 includes a drive switch 192 and a vehicle body controller (not shown) located within the driving space 102. The drive switch 192 is electrically connected to the vehicle body controller. The drive switch 192 includes a knob 1921 and a connection base 1922. The connection base 1922 is generally a hollow cylindrical structure. The knob 1921 is at least partially located within the connection base 1922 and is rotatably connected to the connection base 1922. The knob 1921 has a first position, a second position, and a third position. Rotating the knob 1921 switches the knob 1921 between the first and second positions, while pressing and rotating the knob 1921 switches the knob 1921 to the third position. This configuration prevents malfunctions of the drive switch 192 caused by the knob 1921 switching directly from the first position to the third position, thereby improving the operability of the drive switch 192. It should be noted that the all-terrain vehicle 100 includes a two-wheel drive state, a four-wheel drive state and a four-wheel drive locked state. When the knob 1921 is in the first position, the all-terrain vehicle 100 is in the two-wheel drive state. When the knob 1921 is in the second position, the all-terrain vehicle 100 is in the four-wheel drive state. When the knob 1921 is in the third position, the all-terrain vehicle 100 is in the four-wheel drive locked state.

[0092] In this embodiment, the connection base 1922 includes a sliding groove 1922a extending along the axis of the connection base 1922. The knob 1921 is at least partially located within the sliding groove 1922a and rotates about the axis of the connection base 1922. The knob 1921 can move closer to or further away from the connection base 1922 along the axis of the connection base 1922. Specifically, when the knob 1921 moves toward the connection base 1922, the knob 1921 can directly rotate from the first position or the second position to the third position. When the knob 1921 moves away from the connection base 1922, the knob 1921 can transition from the third position to the second position or the first position. This arrangement allows the knob 1921 to be operated simply and rotated quickly, thereby improving the rotation efficiency of the knob 1921.

[0093] As an implementation, the ATV 100 further includes a body panel 16 connected to the vehicle frame 11 and an instrument panel 25. The instrument panel 25 includes a center console 251 located within the driver's compartment 102. The drive switch 192 is connected to the center console 251. Positioning the drive switch 192 on the center console 251 facilitates operation by the driver, thereby improving the ease of operation of the ATV 100. Specifically, the center console includes a drive hole 2511. The drive switch 192 includes a drive latch 1923 disposed on a connector 1922. The connector 1922 is at least partially located within the drive hole 2511, and the drive latch 1923 at least partially abuts the edge of the drive hole 2511. This arrangement allows the drive switch 192 to be latched onto the center console 251, facilitating removal and replacement of the drive switch 192, thereby improving assembly performance.

[0094] As an implementation, the drive switch 192 is provided with a driving rotating member 1924 and a driving fixed member 1925. The driving rotating member 1924 is connected to the knob member 1921, and the driving fixed member 1925 is connected to the connecting seat 1922. The knob member 1921 drives the driving rotating member 1924 to rotate within the sliding groove 1922a, and the end of the driving rotating member 1924 away from the knob member 1921 is slidably connected to the driving fixed member 1925. Specifically, the driving rotating member 1924 is at least partially located within the driving fixed member 1925, and a portion of the surface of the driving rotating member 1924 contacts a portion of the surface of the driving fixed member 1925, and the driving rotating member 1924 rotates within the driving fixed member 1925. More specifically, a fixed engaging portion 1925a is provided on the drive fixing member 1925, and a rotating engaging portion 1924a is provided on the drive rotating member 1924. When the knob 1921 is in the second position, the fixed engaging portion 1925a abuts against the rotating engaging portion 1924a. This arrangement allows the fixed engaging portion 1925a to restrict the rotation of the rotating engaging portion 1924a, thereby placing the ATV 100 in a four-wheel drive mode and improving the accuracy of the ATV 100's drive switching process.

[0095] As an implementation, when the knob 1921 moves toward the connection seat 1922, the drive rotatable member 1924 moves toward the drive fixed member 1925, and the rotating clamping portion 1924a separates from the fixed clamping portion 1925a, allowing the knob 1921 to continue to drive the drive rotatable member 1924 to rotate. Specifically, the rotating clamping portion 1924a and the fixed clamping portion 1925a are misaligned so that the rotating clamping portion 1924a and the fixed clamping portion 1925a do not abut against each other, thereby allowing the drive rotatable member 1924 to continue rotating. With this arrangement, the ATV 100 can only switch from the four-wheel drive mode to the four-wheel drive locked mode by pressing the knob 1921, thereby preventing accidents caused by accidentally touching the drive switch 192, thereby improving the safety performance of the ATV 100.

[0096] As an implementation, the transmission system 31 includes a transfer mechanism (not shown), which is connected to the vehicle body controller. The running system includes front wheels 125 and rear wheels 126. When the ATV 100 is in two-wheel drive mode, the power system 13 drives the front wheels 125 or rear wheels 126 via the transfer mechanism. When the ATV 100 is in four-wheel drive mode, the power system 13 drives the front wheels 125 and rear wheels 126 via the transfer mechanism. Through this arrangement, the operating signal of the drive switch 192 is transmitted to the transfer mechanism, allowing the transfer mechanism to control the running system 12, thereby improving the tightness of the cooperation between the drive switch 192 and the transfer mechanism. In addition, the electrical system 19 includes a shift switch 194 and a shift wiring harness (not shown) located within the driving space 102. The drive switch 192 is positioned near the shift switch 194, which facilitates the compactness of the shift switch 194, the shift wiring harness, and the drive switch 192, while also improving the space utilization of the ATV 100.

[0097] As shown in Figures 20 and 21 , as one implementation, the electrical system 19 includes an instrument switch 196 and a display instrument 197 located within the driver's compartment 102. The instrument switch 196 is electrically connected to the display instrument 197. Specifically, the instrument switch 196 is used to control the display instrument 197 to switch between different modules within the display instrument 197. More specifically, the instrument switch 196 includes a housing 1961, a circuit board 1962, and a sealing gasket 1963. Both the circuit board 1962 and the sealing gasket 1963 are located within the housing 1961. The sealing gasket 1963 covers the circuit board 1962. A sealed space 103 is formed between the sealing gasket 1963 and the housing 1961 for sealing the circuit board 1962. The circuit board 1962 is located within the sealed space 103. Through the above-mentioned setting, the sealing gasket 1963 is fitted with the circuit board 1962, and the outer edge of the sealing gasket 1963 is interference fit with the inner wall of the shell 1961. The sealing gasket 1963 can prevent the circuit board 1962 from contacting the outside world and causing a short circuit, thereby helping to improve the safety and service life of the circuit board 1962, and at the same time helping to improve the sealing of the instrument switch 196.

[0098] As an implementation, housing 1961 includes a first housing 1961a and a second housing 1961b. The first housing 1961a is at least partially snap-fitted into the second housing 1961b, thereby connecting the first and second housings 1961a and 1961b. Specifically, the first and second housings 1961a and 1961b may be connected using bolts or other methods. This arrangement provides a high connection strength between the first and second housings 1961a and 1961b, thereby improving the structural stability of the instrument switch 196. Furthermore, the first and second housings 1961a and 1961b are easily disassembled, further improving the assembly efficiency of the instrument switch 196.

[0099] As an implementation, one end of the first housing 1961a proximal to the second housing 1961b abuts against the sealing gasket 1963, forming an operating space 104 between the second housing 1961b and the sealing gasket 1963. The first housing 1961a is provided with a knob hole 1961c, which communicates with the operating space 104. Specifically, the first housing 1961a can restrict the movement of the sealing gasket 1963, thereby improving the sealing performance of the sealed space 103. It also isolates the sealed space 103 from the operating space 104, facilitating the utilization and arrangement of the operating space 104, thereby improving the space utilization of the instrument switch 196.

[0100] Specifically, the instrument switch 196 also includes a transmission shaft 1964 and a rotation knob 1965. The transmission shaft 1964 passes through the knob hole 1961c and is connected to the rotation knob 1965. The other end of the transmission shaft 1964 is located within the operating space 104. Specifically, the rotation knob 1965 is located substantially outside the operating space 104. The rotation knob 1965 is connected to the first housing 1961a via the transmission shaft 1964 and at least partially abuts the knob hole 1961c. This arrangement improves the mating performance of the rotation knob 1965 and the first housing 1961a, thereby facilitating improved assembly efficiency of the instrument switch 196.

[0101] As an implementation method, the instrument switch 196 also includes a first gear 1966 and a second gear 1967. The first gear 1966 and the second gear 1967 are both located in the operating space 104. The first gear 1966 is sleeved on the transmission shaft 1964 and fixedly connected to the transmission shaft 1964. The second gear 1967 is engaged with the first gear 1966. The rotating knob 1965 drives the first gear 1966 and the second gear 1967 to rotate synchronously through the transmission shaft 1964. Specifically, a photoelectric switch 1962a is provided on the circuit board 1962, a sealing groove 1963a corresponding to the photoelectric switch 1962a is provided on the sealing gasket 1963, and an adjusting portion 1967a that cooperates with the photoelectric switch 1962a is provided at the end of the second gear 1967 away from the first gear 1966. The adjusting portion 1967a is at least partially located in the sealing groove 1963a. Therefore, by rotating the knob 1965, the state of the photoelectric switch 1962a can be adjusted through the adjusting portion 1967a to facilitate the switching speed of the modules in the display instrument 197, which is beneficial to improve the operating performance of the instrument switch 196.

[0102] As an implementation, the instrument switch 196 also includes a plurality of push buttons 1968, which are arranged around the rotary knob 1965. Specifically, the push buttons 1968 can adjust various functions of the ATV 100. Placing the push buttons 1968 around the rotary knob 1965 improves the compactness of the instrument switch 196 and the push buttons 1968. Furthermore, the surface of the push buttons 1968 is vulcanized, which helps improve the sealing performance of the push buttons 1968 and prevents liquids such as rainwater from entering the housing 1961 through the gaps between the push buttons 1968, thereby improving the sealing performance of the instrument switch 196. Furthermore, the second housing 1961b is provided with a drainage hole 1961d, which surrounds the second housing 1961b and communicates with the operating space 104. When a small amount of external rainwater or other liquid enters the shell 1961, it can be quickly discharged to the outside through the drainage hole 1961d to avoid failure of the sealing gasket 1963 and causing the circuit board 1962 to contact rainwater, which is also beneficial to improving the service life of the circuit board 1962.

[0103] As an implementation, the instrument panel 25 includes a center console 251. The outer surface of the second housing 1961b is provided with a housing latch 1961e. The second housing 1961b at least partially passes through the center console 251, and the housing latch 1961e latches onto the end surface of the center console 251 facing away from the driving space 102. This arrangement improves the efficiency of assembly and disassembly of the instrument switch 196 and the center console 251, thereby facilitating improved assembly efficiency of the all-terrain vehicle 100.

[0104] As shown in Figures 23 and 24 , in one implementation, the vehicle frame 11 includes a roof bracket 117 made of plastic. The electrical system 19 includes a switch assembly 19a. The vehicle frame 11 surrounds a cockpit 20. The roof bracket 117 extends at least partially toward the cockpit 20 and defines a switch box 1171. The switch assembly 19a is disposed within the switch box 1171. Specifically, the switch box 1171 is provided with a plurality of switch engaging holes 1171a extending toward the cockpit 20. The switch assembly 19a is at least partially engaged within the switch engaging holes 1171a. This arrangement facilitates the driver's operation of the switch assembly 19a within the switch box 1171, thereby improving the operability of the all-terrain vehicle 100. It should be noted that multiple locations are reserved within the switch box 1171 to facilitate the driver's installation of additional switches. This allows for the driver to replace damaged switches within the switch box 1171, thereby facilitating a more rational layout of the switch assembly 19a.

[0105] As an implementation, the electrical system 19 also includes various electrical components 19b. The ceiling bracket 117 extends at least partially toward the cockpit 20 and defines an electrical component box 1173. The electrical components 19b are housed within this box. Specifically, the electrical components 19b include a signal transmitter 19ba and a relay 19bb, both located within the box. This box protects the electrical components 19b from exposure and damage, thereby increasing their service life. It should be noted that the electrical components 19b can be housed within the switch box 1171, thereby enhancing the compactness of the switch assembly 19a and the electrical components 19b.

[0106] As shown in FIG25 , as one implementation, the vehicle frame 11 includes a roof bracket 117, the electrical system 19 includes a switch assembly 19a, and the vehicle frame 11 surrounds a cockpit 20. The roof bracket 117 extends at least partially toward the cockpit 20 and includes a switch box 1171. The switch assembly 19a is disposed within the switch box 1171. The vehicle body panel 16 also includes an upper roof 165. Both the roof bracket 117 and the upper roof 165 are made of plastic. The upper roof 165 is fixedly attached to the upper side of the roof bracket 117. Specifically, the all-terrain vehicle 100 also includes a sealing system 33, which is at least partially attached to the vehicle body panel 16. More specifically, the sealing system 33 includes a roof sealing strip 331. The upper roof 165 is fixedly attached to the upper side of the roof bracket 117, and the roof sealing strip 331 seals between the roof bracket 117 and the upper roof 165. Through the above arrangement, the sealing performance of the roof bracket 117 and the upper roof 165 can be improved, thereby facilitating the improvement of the sealing performance of the all-terrain vehicle 100 .

[0107] As an implementation, the vehicle frame 11 includes a left connecting tube 1154 and a right connecting tube 1155. The left connecting tube 1154 is generally located on the left side of the ATV 100, while the right connecting tube 1155 is generally located on the right side of the ATV 100. Specifically, the vehicle body panel 16 also includes a left door 167 and a right door 168. The sealing system 33 includes a door seal 332. The door seal 332 seals between the left door 167 and the left connecting tube 1154, and between the right door 168 and the right connecting tube 1155. This arrangement improves the sealing performance between the left door 167 and the left connecting tube 1154, and also between the right door 168 and the right connecting tube 1155, thereby improving the sealing performance of the ATV 100.

[0108] As one implementation, the ATV 100 includes a windshield system 27, which is at least partially connected to the vehicle frame 11. The windshield system 27 includes a front windshield 271, which is located in front of the roof bracket 117. Specifically, the sealing system 33 includes a windshield seal 333, which is located in front of the roof bracket 117. The upper side of the front windshield 271 can abut against the windshield seal 333. This arrangement improves the sealing performance between the front windshield 271 and the roof bracket 117, thereby improving the sealing performance of the ATV 100.

[0109] As an implementation, the upper roof 165 is located at the upper ends of the left connecting tube 1154 and the right connecting tube 1155. Specifically, the sealing system 33 also includes an edge sealing strip 334, which seals between the left connecting tube 1154 and the upper roof 165. The edge sealing strip 334 also seals between the right connecting tube 1155 and the upper roof 165. This arrangement improves the sealing performance between the left connecting tube 1154 and the upper roof 165, and also improves the sealing performance between the right connecting tube 1155 and the upper roof 165.

[0110] As an implementation, the vehicle frame 11 includes a front push bar connecting tube 1153, with a left connecting tube 1154 and a right connecting tube 1155 connected to both ends of the front push bar connecting tube 1153, respectively. The vehicle body cover 16 also includes a roof bracket 117 connected to the front push bar connecting tube 1153, with both ends of the roof bracket 117 abutting against the left connecting tube 1154 and the right connecting tube 1155, respectively. Specifically, the sealing system 33 includes a connecting tube sealing strip 335, which seals between the left connecting tube 1154 and the roof bracket 117, and also seals between the right connecting tube 1155 and the roof bracket 117. This arrangement improves the sealing performance between the left connecting tube 1154 and the roof bracket 117, and also improves the sealing performance between the right connecting tube 1155 and the roof bracket 117, thereby facilitating improved sealing performance of the all-terrain vehicle 100. It should be noted that the upper roof 165 is connected above the front push bar connecting tube 1153, the rear push bar connecting tube 1151, the left connecting tube 1154 and the right connecting tube 1155. Through the above arrangement, the upper roof 165 can be stably connected to the frame 11, thereby facilitating the improvement of the connection strength between the upper roof 165 and the frame 11.

[0111] As an implementation, the vehicle frame 11 further includes a rear push bar connecting tube 1151, with a left connecting tube 1154 and a right connecting tube 1155 connected to either end of the rear push bar connecting tube 1151. The rear push bar connecting tube 1151 is located below the upper roof 165. Specifically, the sealing system 33 further includes a rear sealing strip 336, which seals between the rear push bar connecting tube 1151 and the upper roof 165. This arrangement improves the sealing performance between the rear push bar connecting tube 1151 and the upper roof 165, thereby further improving the sealing performance of the all-terrain vehicle 100.

[0112] As an implementation, windshield system 27 further includes a left windshield 274 and a right windshield 275. Left windshield 274 is connected to left door 167, while right windshield 275 is connected to right door 168. Specifically, sealing system 33 includes door glass sealing strips 337, which seal between left windshield 274 and left door 167, and between right windshield 275 and right door 168. This arrangement improves the sealing performance between left windshield 274 and left door 167, and also improves the sealing performance between right windshield 275 and right door 168.

[0113] As an implementation, the windshield system 27 also includes a rear windshield 276, which is connected to the rear bumper connection tube 1151. Specifically, the sealing system 33 includes a rear glass sealing strip 338, which seals between the rear windshield 276 and the rear bumper connection tube 1151. This arrangement improves the sealing performance between the rear windshield 276 and the rear bumper connection tube 1151.

[0114] As an implementation, the body panel 16 includes a front fender 169, which is connected to the vehicle frame 11. Specifically, the sealing system 33 includes a front fender seal 339, which seals between the front fender 169 and the vehicle frame 11. This arrangement improves the sealing performance between the front fender 169 and the vehicle frame 11.

[0115] As an implementation, the cooling system 23 includes a cooling air conditioner 232, which is at least partially located behind the front fender 169. Specifically, the cooling air conditioner 232 includes a condenser duct 2321 and a drain pipe 2322, which pass through the front fender 169. The sealing system 33 includes a pipe seal 340, which seals between the condenser duct 2321 and the front fender 169. The pipe seal 340 also seals between the drain pipe 2322 and the front fender 169. This arrangement improves the sealing performance between the condenser duct 2321 and the front fender 169, thereby improving the sealing performance between the drain pipe 2322 and the front fender 169, and further improving the sealing performance of the all-terrain vehicle 100.

[0116] As shown in FIG24 , as one implementation, roof bracket 117 is connected to front push bar connecting tube 1153, and upper roof 165 is connected to front push bar connecting tube 1153 via roof bracket 117. This arrangement improves the connection strength between roof bracket 117 and front push bar connecting tube 1153. Furthermore, the structure of roof bracket 117, front push bar connecting tube 1153, and upper roof 165 is more compact, thereby facilitating improved structural compactness of all-terrain vehicle 100.

[0117] Furthermore, the front push bar connecting tube 1153 is provided with a plurality of push bar connecting portions 1153a distributed along the width direction of the all-terrain vehicle 100. The underside of the roof bracket 117 is provided with a scaffolding connecting portion 1172 corresponding to the push bar connecting portion 1153a. The push bar connecting portion 1153a and the scaffolding connecting portion 1172 are detachably connected via fasteners. This arrangement can increase the speed of assembly of the push bar connecting portion 1153a and the scaffolding connecting portion 1172, thereby facilitating improved assembly efficiency of the front push bar connecting tube 1153 and the roof bracket 117.

[0118] As shown in Figures 22 and 23, as one implementation, a rotating connector 272 is provided on the ceiling bracket 117, and a front windshield 271 is connected to the rotating connector 272, so that the front windshield 271 is rotatably connected to the ceiling bracket 117 via the rotating connector 272. Specifically, the rotating connector 272 is connected to the ceiling bracket 117 via fasteners such as bolts. The rotating connector 272 itself has a rotational function. The end of the rotating connector 272 away from the ceiling bracket 117 can be connected to the front windshield 271, thereby facilitating the rotation of the front windshield 271. With this arrangement, the front windshield 271 is stably connected to the ceiling bracket 117 via the rotating connector 272, thereby improving the connection strength between the front windshield 271, the rotating connector 272, and the ceiling bracket 117. Furthermore, the rotating connector 272 has a large rotation angle, which can increase the rotation range of the front windshield 271, thereby facilitating the adjustment range of the front windshield 271.

[0119] As an implementation, the vehicle frame 11 includes a first reinforcing plate 1156. A relief portion 1174 is provided at each end of the roof bracket 117 along the width direction of the all-terrain vehicle 100. The relief portion 1174 at least partially abuts against the top of the first reinforcing plate 1156. Specifically, the first reinforcing plate 1156 can enhance the structural strength of the vehicle frame 11. Since both the first reinforcing plate 1156 and the roof bracket 117 are connected to the front push bar connecting tube 1153, the relief portion 1174 is provided on the roof bracket 117 to prevent interference between the first reinforcing plate 1156 and the roof bracket 117. This helps speed up the assembly of the first reinforcing plate 1156, the roof bracket 117, and the front push bar connecting tube 1153, thereby improving the assembly efficiency of the all-terrain vehicle 100.

[0120] As shown in Figures 26 and 27, as an implementation method, the frame 11 includes an upper connecting frame 115 and a lower support frame 116. The upper connecting frame 115 is detachably connected to the upper side of the lower support frame 116, and the body cover 16 is at least partially connected to the upper connecting frame 115. Specifically, the upper connecting frame 115 includes a front push bar connecting tube 1153, a left connecting tube 1154 and a right connecting tube 1155, and the left connecting tube 1154 and the right connecting tube 1155 are respectively connected to the two ends of the front push bar connecting tube 1153, wherein the left connecting tube 1154 and the right connecting tube 1155 are respectively provided with a first reinforcing plate 1156, a second reinforcing plate 1157 and a third reinforcing plate 1158, and the first reinforcing plate 1156, the second reinforcing plate 1157 and the third reinforcing plate 1158 are surrounded by a connecting space 105, and the front push bar connecting tube 1153 is at least partially located in the connecting space 105, and the front push bar connecting tube 1153 is connected to the left connecting tube 1154 and the right connecting tube 1155 through the above-mentioned first reinforcing plate 1156, the second reinforcing plate 1157 and the third reinforcing plate 1158. Through the above arrangement, the connection strength of the front top bar connecting tube 1153, the left connecting tube 1154 and the right connecting tube 1155 can be improved, which is beneficial to improving the structural strength of the frame 11.

[0121] As an implementation method, both ends of the front push bar connecting tube 1153 are provided with a first connecting hole 1153b and a second connecting hole 1153c, and the first connecting hole 1153b and the second connecting hole 1153c are distributed along the axial direction of the front push bar connecting tube 1153. Specifically, the first reinforcing plate 1156 and the second reinforcing plate 1157 are both provided with a third connecting hole 1156a corresponding to the first connecting hole 1153b, and the first reinforcing plate 1156 and the second reinforcing plate 1157 are both provided with a fourth connecting hole 1156b corresponding to the second connecting hole 1153c, the first connecting hole 1153b and the third connecting hole 1156a are connected by a fastener, and the second connecting hole 1153c and the fourth connecting hole 1156b are also connected by a fastener, so that the front push bar connecting tube 1153 is connected to the first reinforcing plate 1156 and the second reinforcing plate 1157. Through the above arrangement, the front push bar connecting tube 1153 can be connected to the first reinforcing plate 1156 and the second reinforcing plate 1157 through a plurality of fasteners, thereby facilitating improvement in the connection strength between the front push bar connecting tube 1153, the first reinforcing plate 1156 and the second reinforcing plate 1157. It should be noted that bushings 1153d are provided in both the first connecting hole 1153b and the second connecting hole 1153c. The fasteners pass through the bushings 1153d and are connected to the first reinforcing plate 1156 and the second reinforcing plate 1157. The bushings 1153d can improve the structural strength of the front push bar connecting tube 1153, thereby facilitating improvement in the connection stability between the front push bar connecting tube 1153, the first reinforcing plate 1156 and the second reinforcing plate 1157.

[0122] As an implementation, third reinforcing plate 1158 is connected to both first reinforcing plate 1156 and second reinforcing plate 1157. An end of third reinforcing plate 1158, distal from second reinforcing plate 1157, at least partially extends toward the underside of ATV 100 to form a reinforcing portion 1158a. When viewed in the front-to-rear direction of ATV 100, reinforcing portion 1158a at least partially overlaps first reinforcing plate 1156 and second reinforcing plate 1157. This arrangement makes the structure of first, second, and third reinforcing plates 1156, 1157, and 1158 more compact, thereby improving the compactness of first, second, and third reinforcing plates 1156, 1157, and 1158, and further improving the space utilization of ATV 100.

[0123] As an implementation, the end of the first reinforcing plate 1156, distal from the second reinforcing plate 1157, is positioned near the reinforcing portion 1158a. A connecting portion 1156c is provided on the first reinforcing plate 1156. Connecting portion 1156c is positioned between the first reinforcing plate 1156 and the reinforcing portion 1158a and is fixedly connected to the first reinforcing plate 1156. A fastener, passing through a bushing 1153d, is removably connected to connecting portion 1156c. This arrangement allows connecting portion 1156c to be positioned within the narrow space between the reinforcing portion 1158a and the first reinforcing plate 1156, thereby improving the structural compactness of connecting portion 1156c, reinforcing portion 1158a, and first reinforcing plate 1156. This also facilitates faster assembly of the fastener and connecting portion 1156c, thereby improving the assembly efficiency of the all-terrain vehicle 100.

[0124] As one implementation, both the left connecting tube 1154 and the right connecting tube 1155 include a longitudinal bracket 1154a extending generally along the front-to-back direction of the ATV 100 and a column bracket 1154b extending along the height of the ATV 100. The front end of the longitudinal bracket 1154a and the lower end of the column bracket 1154b are both connected to the lower support frame 116, while the rear end of the longitudinal bracket 1154a and the upper end of the column bracket 1154b are both connected. Furthermore, the front end of the longitudinal bracket 1154a is provided with a front mounting hole 1154c extending generally along the height of the ATV 100, and the rear end of the longitudinal bracket 1154a is provided with a rear mounting hole 1154d extending generally along the width of the ATV 100. The axis of the front mounting hole 1154c is perpendicular to the axis of the rear mounting hole 1154d. Through the above arrangement, the connection strength between the longitudinal bracket 1154a and the column bracket 1154b can be improved, thereby preventing the longitudinal bracket 1154a and the column bracket 1154b from being deformed, thereby facilitating improving the structural stability of the all-terrain vehicle 100.

[0125] As an implementation, an upper mounting hole 1155a is provided at the upper end of column bracket 1154b, and a lower mounting hole 1155b is provided at the lower end of column bracket 1154b. The axes of upper mounting hole 1155a and lower mounting hole 1155b extend substantially along the width direction of ATV 100. Specifically, upper connecting frame 115 also includes a rear push bar connecting tube 1151, which extends along the width direction of ATV 100 and is connected to the upper side of column bracket 1154b. Upper mounting hole 1155a and rear mounting hole 1154d are provided near the ends of rear push bar connecting tube 1151. This arrangement improves the efficiency of disassembly or installation of column bracket 1154b, rear push bar connecting tube 1151, and longitudinal bracket 1154a, thereby facilitating improved assembly efficiency of ATV 100.

[0126] As shown in Figures 26 and 28, in this embodiment, the all-terrain vehicle 100 also includes a seat 17, which is connected to the vehicle frame 11 and located within the driving space 102. Specifically, the vehicle frame 11 includes a body frame 11e and a saddle bracket 11f, which is detachably connected to the body frame 11e. More specifically, the saddle bracket 11f includes a transverse connecting tube 11fa, a longitudinal connecting tube 11fb, and a height support tube 11fc. The front end of the longitudinal connecting tube 11fb and the upper end of the height support tube 11fc are both connected to the transverse connecting tube 11fa, while the rear end of the longitudinal connecting tube 11fb and the lower end of the height support tube 11fc are both connected to the vehicle frame 11e. This arrangement allows the saddle bracket 11f to be removed or installed by simply removing the rear end of the longitudinal connecting tube 11fb and the lower end of the height support tube 11fc, thereby facilitating easy removal of the saddle bracket 11f. In addition, connecting the front end of the longitudinal connecting tube 11fb and the upper end of the height support tube 11fc to the transverse connecting tube 11fa can enable the longitudinal connecting tube 11fb and the height support tube 11fc to have a certain deformation ability, avoiding improper assembly due to process errors, and thus helping to improve the assembly efficiency of the saddle bracket 11f.

[0127] In this embodiment, the saddle connecting tube 11ea is provided with a saddle connecting portion 11eb, and the rear end of the longitudinal connecting tube 11fb is provided with a longitudinal connecting portion 11fd. The longitudinal connecting portion 11fd is at least partially engaged within the saddle connecting portion 11eb, and the saddle connecting portion 11eb and the longitudinal connecting portion 11fd are detachably connected via fasteners. This arrangement allows the longitudinal connecting tube 11fb to be first engaged within the saddle connecting portion 11eb to limit its displacement along the width of the ATV 100, and then reinforced with the fasteners, thereby facilitating faster assembly and more stable connection between the longitudinal connecting tube 11fb and the saddle connecting portion 11eb.

[0128] Furthermore, the transverse connecting tubes 11fa extend along the width of the ATV 100, the longitudinal connecting tubes 11fb extend in the front-to-rear direction of the ATV 100 and are distributed along the width of the ATV 100, and the height support tubes 11fc extend in the height direction of the ATV 100 and are distributed along the width of the ATV 100. This arrangement allows the saddle bracket 11f to include multiple transverse connecting tubes 11fa and multiple longitudinal connecting tubes 11fb, thereby further stabilizing the structure of the saddle bracket 11f and improving its strength. It should be noted that when the transverse connecting tube 11fa, the longitudinal connecting tube 11fb and the height support tube 11fc are set as circular tubes, the axis of the transverse connecting tube 11fa, the axis of the longitudinal connecting tube 11fb and the axis of the height support tube 11fc are perpendicular to each other, so that the structure of the transverse connecting tube 11fa, the longitudinal connecting tube 11fb and the height support tube 11fc is more compact, which is beneficial to improve the structural compactness of the transverse connecting tube 11fa, the longitudinal connecting tube 11fb and the height support tube 11fc.

[0129] As one implementation, the vehicle body frame 11e includes a saddle connection tube 11ea extending across the width of the ATV 100. This tube is located behind the transverse connection tube 11fa, and the rear end of the longitudinal connection tube 11fb is detachably connected to the saddle connection tube 11ea. Specifically, because the saddle bracket 11f is relatively wide and the seat 17 occupies a significant amount of space, the saddle connection tube 11ea is positioned behind the saddle bracket 11f. This arrangement enhances the structural strength of the vehicle body frame 11. This arrangement facilitates assembly of the saddle bracket 11f while also improving space utilization within the ATV 100.

[0130] As an implementation, the vehicle body frame 11e also includes a saddle support frame 11ec, positioned at the bottom of the vehicle frame 11. The lower end of the height support tube 11fc abuts against the saddle support frame 11ec, enabling a detachable connection between the height support tube 11fc and the saddle support frame 11ec. Specifically, the saddle support frame 11ec is provided with a plurality of first through-holes 11ed, distributed across the width of the all-terrain vehicle 100. The lower end of the height support tube 11fc is provided with corresponding second through-holes 11fe, and the first and second through-holes 11ed and 11fe are detachably connected via fasteners. This arrangement ensures a stable connection between the height support tube 11fc and the saddle support frame 11ec, thereby enhancing the stability of the connection between the height support tube 11fc and the saddle support frame 11ec. It should be noted that the first through hole 11ed and / or the second through hole 11fe are set as waist-shaped holes to facilitate the adjustment of the position of the height support tube 11fc and the saddle support frame 11ec, thereby helping to improve the assembly efficiency of the height support tube 11fc and the saddle support frame 11ec.

[0131] As an implementation method, the body frame 11e and the saddle bracket 11f are connected to form an installation space 106. The all-terrain vehicle 100 also includes an energy system 34, which is connected to the frame 11 and located within the installation space 106. Specifically, the energy system 34 can be a device such as a power battery or a fuel tank that provides energy to the power system. This arrangement improves the stability of the connection between the energy system 34 and the frame 11. Furthermore, since the saddle bracket 11f and the body frame 11e can be easily disassembled, the energy system 34 can be easily installed on the frame 11, thereby improving the assembly efficiency of the energy system 34 and the frame 11.

[0132] As one implementation, the seat 17 includes a seat cushion 19d, which is at least partially positioned above and detachably connected to the saddle bracket 11f. Specifically, the seat cushion 19d and the saddle bracket 11f are connected via fasteners, ensuring a stable connection between the seat cushion 19d and the saddle bracket 11f. This helps improve the stability of the connection between the seat cushion 19d and the saddle bracket 11f. Furthermore, the seat cushion 19d can be removed from the vehicle body frame 11e along with the saddle bracket 11f, further improving the efficiency of disassembly of the seat cushion 19d and the saddle bracket 11f.

[0133] As shown in FIG. 29 , as one implementation, the all-terrain vehicle 100 further includes a transmission system 18 , which is transmission-connected to the power system 13 and electrically connected to the electrical system 19 . Specifically, the shift switch 194 includes a first housing 1941 , a second housing 1942 , a third housing 1943 , and a sealing gasket 1944 . The first housing 1941 and the third housing 1943 are connected to either side of the second housing 1942 . The sealing gasket 1944 seals between the second housing 1942 and the third housing 1943 , and the sealing gasket 1944 is engaged with the third housing 1943 . This arrangement improves the sealing performance between the second housing 1942 and the third housing 1943 , thereby facilitating improved sealing performance of the shift switch 194 . In addition, the shift switch 194 includes a circuit control board 1945, and a circuit clamping portion 1943a and a sealing clamping portion 1943b are provided on the third shell 1943. The circuit control board 1945 is clamped in the circuit clamping portion 1943a, and the sealing gasket 1944 is clamped in the sealing clamping portion 1943b. The side of the sealing gasket 1944 close to the third shell 1943 abuts against the circuit control board 1945 to prevent the circuit control board 1945 from being eroded by external substances such as rainwater, which is beneficial to protecting the circuit control board 1945.

[0134] As an implementation method, a predetermined straight line 107 is defined that is perpendicular to both the circuit control board 1945 and the sealing gasket 1944. When viewed along the predetermined straight line 107, the sealing engaging portion 1943b is substantially disposed around the circuit engaging portion 1943a. With this arrangement, the sealing gasket 1944 can completely seal the circuit control board 1945 within the sealed space, thereby improving the sealing performance of the sealed space and, in turn, increasing the service life of the circuit control board 1945.

[0135] For example, circuit control board 1945 is provided with a circuit fixing hole 1945a, and third housing 1943 is provided with a housing fixing hole 1943c corresponding to circuit fixing hole 1945a. The axis of circuit fixing hole 1945a and the axis of housing fixing hole 1943c are substantially perpendicular to predetermined straight line 107. Circuit fixing hole 1945a and housing fixing hole 1943c are connected by fasteners to connect circuit control board 1945 to third housing 1943. This arrangement improves the connection stability between circuit control board 1945 and third housing 1943, thereby facilitating improved structural stability of shift switch 194.

[0136] Furthermore, the outer edge of the second housing 1942 is provided with a plurality of upper connecting portions 1942a, and the outer edge of the third housing 1943 is provided with a plurality of lower connecting portions 1943d corresponding to the upper connecting portions 1942a. The upper connecting portions 1942a and the lower connecting portions 1943d are detachably connected by fasteners. This arrangement can improve the connection stability between the second housing 1942 and the third housing 1943.

[0137] Furthermore, a first engaging portion 1941a is provided on the outer edge of the first housing 1941 near the second housing 1942, and a second engaging portion 1942b is provided on the second housing 1942 corresponding to the first engaging portion 1941a. The first engaging portion 1941a and the second engaging portion 1942b engage with each other to achieve a detachable connection between the first housing 1941 and the second housing 1942. This arrangement improves the stability of the connection between the first housing 1941 and the second housing 1942.

[0138] As an implementation, the second housing 1942 includes a button hole 1942c extending along the predetermined straight line 107. A button block 1942d is disposed within the button hole 1942c. A button contact 1945b is disposed on the circuit control board 1945, with one end of the button block 1942d abutting against the button contact 1945b. Specifically, a plurality of shift buttons 1946 are disposed on the end surface of the first housing 1941 facing away from the second housing 1942. The shift buttons 1946 abut against the end of the button block 1942d facing away from the button contact 1945b. When pressure is applied to the shift buttons 1946, the pressure is transmitted through the button block 1942d to the button contact 1945b, thereby enabling the ATV 100 to shift gears, thereby improving the operability of the ATV 100. It should be noted that a display unit 1947 is provided on the shift button 1946. After pressing the shift button 1946, the display unit 1947 can display the gear position signal, which is conducive to displaying the status of the shift switch 194, so as to improve the driving experience of the driver.

[0139] As an implementation, the vehicle body panel 16 is provided with a connection stopper 16e (see FIG. 18 ), and the second housing 1942 is provided with a fixed connection portion 1942e corresponding to the connection stopper 16e. The connection stopper 16e is connected to the fixed connection portion 1942e to connect the shift switch 194 to the vehicle body panel 16. This arrangement allows for quick assembly of the shift switch 194 to the vehicle body panel 16, thereby improving assembly performance of the shift switch 194. Furthermore, the end surface of the first housing 1941 facing away from the second housing 1942 is rubber-vulcanized to prevent rainwater and other substances from entering the first housing 1941 through the gap between the shift buttons 1946, thereby improving the sealing performance of the first housing 1941.

[0140] As shown in Figures 30, 31, and 32, as one implementation, the all-terrain vehicle 100 includes a transport system 36, which is at least partially connected to the vehicle frame 11. Specifically, the vehicle frame 11 includes a rear support frame 11n located at the rear of the vehicle frame 11 and a swivel bracket 11p. The swivel bracket 11p is at least partially located above the rear support frame 11n and rotatably connected to the rear support frame 11n. More specifically, the power system 13 includes a hydraulic device 136, one end of which is rotatably connected to the swivel bracket 11p, and the other end of which is rotatably connected to the rear support frame 11n. The swivel bracket 11p has a first state and a second state, and the hydraulic device 136 is capable of driving the swivel bracket 11p between the first and second states. Specifically, when the swivel bracket 11p is in the first state, the swivel bracket 11p is parallel to the rear support frame 11n. When the swivel bracket 11p is in the second state, the swivel bracket 11p forms an angle with the rear support frame 11n. Through the above arrangement, the rotating bracket 11p can be rotatably connected to the rear support frame 11n via the hydraulic device 136, thereby facilitating an increase in the switching speed between the rotating bracket 11p and the rear support frame 11n, thereby facilitating an improvement in the operability of the rotating bracket 11p and the rear support frame 11n. It will be appreciated that the all-terrain vehicle 100 further includes a rear box 37, which is located above and fixedly connected to the rotating bracket 11p. The rear box 37 can rotate with the rotating bracket 11p and is used to carry cargo. When the rear box 37 is loading or unloading cargo, the hydraulic device 136 can drive the rotating bracket 11p so that the rear box 37 can rotate with the rotating bracket 11p, thereby facilitating an improvement in the efficiency of the rear box 37 during the loading or unloading process.

[0141] Exemplarily, the hydraulic device 136 includes a driving member 1361 and a telescopic member 1362. The driving member 1361 is in transmission connection with the telescopic member 1362, and the driving member 1361 can control the length of the telescopic member 1362. Specifically, the telescopic member 1362 has telescopic capabilities. Both ends of the telescopic member 1362 are connected to the rotating bracket 11p and the rear support frame 11n, thereby enabling the rotating bracket 11p and the rear support frame 11n to be rotatably connected via the telescopic member 1362. Furthermore, the driving member 1361 drives the rotation of the rotating bracket 11p and the rear support frame 11n by driving the telescopic member 1362. Through the above arrangement, the driving member 1361 and the telescopic member 1362 are separated, which can reduce the volume of the hydraulic device 136, thereby preventing the hydraulic device 136 from occupying a large space, thereby facilitating improved space utilization of the all-terrain vehicle 100.

[0142] As an implementation method, the driver 1361 is further provided with a drive control unit 1361a, which is electrically connected to the electrical system 19. The electrical system 19 controls the operation of the drive control unit 1361a. Specifically, the electrical system 19 is connected to the drive control unit 1361a via a wiring harness. The driver 1361 is provided with a motor, and the drive control unit 1361a can control the rotation of the motor, thereby controlling the operation of the telescopic member 1362.

[0143] As an implementation method, the rear support frame 11n is provided with a support fixing portion 11na, and the telescopic member 1362 includes a first rotating portion 1362a, which is rotatably connected to the support fixing portion 11na. Furthermore, the rotating bracket 11p is provided with a bracket fixing portion 11pa, and the end of the telescopic member 1362 away from the telescopic support fixing portion 11na is provided with a second rotating portion 1362b, which is rotatably connected to the bracket fixing portion 11pa. Through this arrangement, the first rotating portion 1362a and the second rotating portion 1362b can be rotated simultaneously to facilitate controlling the distance between the support fixing portion 11na and the bracket fixing portion 11pa, thereby facilitating improving the rotation efficiency of the support fixing portion 11na and the bracket fixing portion 11pa.

[0144] It can be understood that the rear end of the rear support frame 11n is provided with a rear end fixing portion 11nb distributed along the width direction of the all-terrain vehicle 100, and the rotating bracket 11p is provided with a rear end rotating portion 11pb that cooperates with the rear end fixing portion 11nb. The rear end rotating portion 11pb is rotatably connected to the rear end fixing portion 11nb, which is conducive to improving the rotation speed of the rear support frame 11n and the rotating bracket 11p.

[0145] As an implementation, the hydraulic device 136 further includes a pusher 1363, which is transmission-connected to the drive member 1361 and capable of controlling the length of the pusher 1363. Specifically, the all-terrain vehicle 100 further includes a vehicle locking system 38, which includes a locking device 381. The pusher 1363 is transmission-connected to the locking device 381 and capable of pushing the locking device 381 to move. Through this arrangement, the locking device 381 can restrict the rotation of the rear support frame 11n and the rotating bracket 11p. The pusher 1363 can open or close the locking device 381. When the locking device 381 is closed, the rear support frame 11n is fixedly connected to the rotating bracket 11p, thereby improving the connection stability between the rear support frame 11n and the rotating bracket 11p. When the locking device 381 is opened, the rear support frame 11n is rotationally connected to the rotating bracket 11p, thereby improving the rotational flexibility of the rear support frame 11n and the rotating bracket 11p. In addition, the driving member 1361 can drive the telescopic member 1362 and the pushing member 1363 to work at the same time, which is beneficial to improving the intelligence level of the all-terrain vehicle 100.

[0146] As an implementation, the locking device 381 includes a latch 3811 and a positioning member 3812. When the latch 3811 is engaged with the positioning member 3812, the rotating bracket 11p is in a first state. When the latch 3811 and the positioning member 3812 are separated, the rotating bracket 11p is in a second state. Specifically, the latch 3811 is disposed on the rotating bracket 11p, and the positioning member 3812 is disposed on the rear support frame 11n. This arrangement simplifies the connection between the latch 3811 and the positioning member 3812, thereby facilitating faster assembly of the latch 3811 and the positioning member 3812, and thereby improving the operating efficiency of the locking device 381.

[0147] As an implementation method, the hydraulic device 136 is in transmission connection with the locking device 381, and the rear support frame 11n and the rotating bracket 11p are rotationally connected via the hydraulic device 136, and the rear support frame 11n and the rotating bracket 11p are locked via the locking device 381. Specifically, the pushing member 1363 can push the locking member 3811 to rotate, wherein the locking device 381 further includes a locking shaft 3813 and a locking spring 3814. The locking member 3811 and the locking spring 3814 are both sleeved on the locking shaft 3813, and the locking spring 3814 is at least partially engaged with the locking member 3811. The locking member 3811 has an open state and a closed state. The pushing member 1363 pushes the locking member 3811 to the open state, and the locking spring 3814 pushes the locking member 3811 to the closed state. Through the above-mentioned setting, under the action of the snap shaft 3813 and the snap spring 3814, the snap member 3811 can be engaged with or separated from the positioning member 3812, thereby facilitating the rotation or locking of the rotating bracket 11p, and then facilitating the control of the lifting and lowering of the rear box 37, and at the same time facilitating the improvement of the intelligence level of the all-terrain vehicle 100.

[0148] Exemplarily, the locking device 381 further includes a support member 3815 and a limiting shaft 3816. The latch shaft 3813 and the limiting shaft 3816 are both fixedly connected to the support member 3815. When the latch member 3811 is in the open state, the end of the latch member 3811 close to the pusher 1363 is separated from the limiting shaft 3816. When the latch member 3811 is in the closed state, the end of the latch member 3811 close to the pusher 1363 is in contact with the limiting shaft 3816. Through the above arrangement, the support member 3815 and the limiting shaft 3816 can be used to limit the rotation angle of the latch member 3811, thereby preventing the latch member 3811 from rotating too much, which would cause the pusher 1363 to receive the thrust of the latch member 3811 and reduce its service life, thereby facilitating the improvement of the service life of the pusher 1363.

[0149] As an implementation, the positioning member 3812 includes a positioning portion 3812a. A limiting slot 11pc is provided on the rotating bracket 11p. When the rotating bracket 11p is in a first state, the positioning portion 3812a is at least partially located within the limiting slot 11pc, and the end of the latch 3811, distal from the pusher 1363, is at least partially located below the positioning portion 3812a. Specifically, when the rotating bracket 11p is in the first state, the limiting slot 11pc limits the movement of the rotating bracket 11p along the length of the all-terrain vehicle 100, while the latch 3811 limits the movement of the rotating bracket 11p along the height, thereby improving the connection stability between the rotating bracket 11p and the rear support frame 11n. Furthermore, multiple buffer structures are provided between the rotating bracket 11p and the rear support frame 11n to prevent rigid contact between the rotating bracket 11p and the rear support frame 11n, thereby extending the service life of the rotating bracket 11p and the rear support frame 11n.

[0150] As shown in Figures 33 and 34 , as one implementation, the suspension system 14 includes a front rocker arm 141 and a front torsion bar 142. The front rocker arm 141 is located in front of the vehicle frame 11 and is rotationally connected to the vehicle frame 11. The front torsion bar 142 is rotationally connected to the vehicle frame 11 and the front rocker arm 141. Specifically, the front torsion bar 142 balances the up and down bouncing of the sub-travel system 12 through a torsion beam, thereby reducing vehicle shaking and maintaining vehicle stability, thereby improving the driving stability of the all-terrain vehicle 100. The front rocker arm 141 includes a front upper rocker arm 1411 and a front lower rocker arm 1412, which are arranged along the height direction of the all-terrain vehicle 100. The front torsion bar 142 is located between the front upper rocker arm 1411 and the front lower rocker arm 1412 and is connected to the front upper rocker arm 1411. Through the above-mentioned setting, the structure of the front torsion bar 142 is optimized so that the front torsion bar 142 can be arranged between the front upper rocker arm 1411 and the front lower rocker arm 1412, thereby making the structure of the front torsion bar 142, the front upper rocker arm 1411 and the front lower rocker arm 1412 more compact, thereby improving the structural compactness of the suspension system 14 and further improving the space utilization of the all-terrain vehicle 100.

[0151] In this embodiment, the vehicle frame 11 includes an integrated frame 111 located at the front of the vehicle frame 111. A front rocker arm 141 and a front torsion bar 142 are rotatably connected to the integrated frame 111. Specifically, when viewed from the height of the all-terrain vehicle 100, the front torsion bar 142 has a substantially U-shaped structure and is disposed at least partially around the integrated frame 111. This arrangement further enhances the compactness of the front torsion bar 142 and the integrated frame 111.

[0152] Exemplarily, at least two positioning and rotating members 143 are mounted on the front torsion bar 142. The positioning and rotating members 143 are distributed along the width of the all-terrain vehicle 100 and are fixedly connected to the integrated frame 111. The front torsion bar 142 is rotatably connected to the positioning and rotating members 143. Specifically, the front torsion bar 142 is basically formed by bending a round tube. The positioning and rotating members 143 are provided with circular through holes that match the round tube. This allows the front torsion bar 142 to rotate within the positioning and rotating members 143, thereby improving the working efficiency of the front torsion bar 142.

[0153] Furthermore, an integrated connection portion 1111 is provided on the front side of the integrated frame 111, and a positioning connection portion 1431 corresponding to the integrated connection portion 1111 is provided on the positioning rotation member 143. The positioning connection portion 1431 is detachably connected to the integrated connection portion 1111 via a fastener. Specifically, the fastener can be a bolt or other part to facilitate the removal of the positioning rotation member 143 from the integrated frame 111, thereby improving the removal speed of the positioning rotation member 143 and the integrated frame 111. At the same time, the front torsion bar 142 can be connected to the integrated frame 111 via the positioning rotation member 143, so that the front torsion bar 142 can be removed from the vehicle frame 11 together with the positioning rotation member 143, thereby improving the removal efficiency of the front torsion bar 142.

[0154] As an implementation, the front upper rocker arm 1411 is pivotally connected to both sides of the integrated frame 111 along the width of the ATV 100. The lower end of the front upper rocker arm 1411 is provided with a rocker arm connection portion 1411a, and both ends of the front torsion bar 142 are pivotally connected to the rocker arm connection portion 1411a. Specifically, the front upper rocker arm 1411 itself is directly connected to the integrated frame 111. Simultaneously, the front upper rocker arm 1411 is also connected to the integrated frame 111 via the front torsion bar 142. This arrangement improves the connection strength between the front upper rocker arm 1411 and the integrated frame 111, thereby enhancing the stability of the ATV 100.

[0155] As shown in FIG35 , as an implementation method, the suspension system 14 further includes a reinforcing bracket plate 144, which is at least partially disposed around the front rocker arm 141 and fixedly connected to the front rocker arm 141. Specifically, the reinforcing bracket plate 144 has a "U"-shaped structure, is located on the lower side of the front lower rocker arm 1412, and is fixedly connected to the front lower rocker arm 1412. Through the above-mentioned arrangement, the structural strength of the front lower rocker arm 1412 can be improved, thereby facilitating the improvement of the structural stability of the suspension system 14. It should be noted that the reinforcing bracket plate 144 can also surround the front upper rocker arm 1411 and be fixedly connected to the front upper rocker arm 1411, thereby further improving the structural strength of the front upper rocker arm 1411. Since the front upper rocker arm 1411 and the front lower rocker arm 1412 are interconnected, it is beneficial to improve the structural stability of the suspension system 14.

[0156] In this embodiment, when viewed from the height of the all-terrain vehicle 100, the front upper rocker arm 1411, the front lower rocker arm 1412, the front torsion bar 142, and the reinforcement bracket plate 144 at least partially overlap. This arrangement makes the structure of the front upper rocker arm 1411, the front lower rocker arm 1412, the front torsion bar 142, and the reinforcement bracket plate 144 more compact, thereby improving the structural compactness of the suspension system 14.

[0157] As shown in Figure 34, as an implementation method, the suspension system 14 also includes a front shock absorber 145, which is located on both sides of the frame 11 along the width direction of the all-terrain vehicle 100. The upper end of the front shock absorber 145 is connected to the frame 11, the lower end of the front shock absorber 145 is connected to the front upper rocker arm 1411, and the front torsion bar 142 is at least partially located between the front shock absorbers 145. Specifically, the front shock absorber 145 and the front torsion bar 142 are both connected to the front upper rocker arm 1411 to improve the load-bearing capacity of the front upper rocker arm 1411. More specifically, since the layout space of the front upper rocker arm 1411 is limited, the front shock absorber 145 is connected to the upper end of the front upper rocker arm 1411, and the front torsion bar 142 is connected to the lower end of the front upper rocker arm 1411, thereby separating the front shock absorber 145 and the front torsion bar 142 to avoid interference between the front shock absorber 145 and the front torsion bar 142, which is beneficial to improving the rationality of the layout of the suspension system 14. In addition, the front upper rocker arm 1411 is basically located between the front shock absorber 145 and the front torsion bar 142 along the height direction of the all-terrain vehicle 100, thereby making the structure of the front torsion bar 142, the front shock absorber 145 and the front upper rocker arm 1411 more compact, which is beneficial to improving the structural compactness of the front torsion bar 142, the front shock absorber 145 and the front upper rocker arm 1411, while improving the space utilization of the all-terrain vehicle 100.

[0158] As shown in FIG33 , as an implementation, the vehicle frame 11 further includes a winch bracket 112, which is located at the front side of the integrated frame 111 and fixedly connected to the integrated frame 111. The front torsion bar 142 is at least partially located between the winch bracket 112 and the integrated frame 111 in the front-to-back direction of the all-terrain vehicle 100. Specifically, the winch bracket 112 has a relatively high structural strength. Since the front torsion bar 142 has a relatively low structural strength, locating the winch bracket 112 at the front side of the front torsion bar 142 can prevent deformation of the front torsion bar 142 due to the front end of the all-terrain vehicle 100 colliding with foreign objects, thereby preventing damage to the front torsion bar 142 and thereby facilitating a longer service life of the front torsion bar 142.

[0159] As shown in FIG36 , as one implementation, the suspension system 14 includes a rear swingarm 146, a rear torsion bar 147, and a rear shock absorber 148 located at the rear of the vehicle frame 11. The rear swingarm 146, rear torsion bar 147, and rear shock absorber 148 are all rotatably connected to the vehicle frame 11. A swingarm mounting plate 149 is provided on the rear swingarm 146, and the rear torsion bar 147 and rear shock absorber 148 are both rotatably connected to the swingarm mounting plate 149. Specifically, the frame 11 is used to support the rear swing arm 146, the rear torsion bar 147, and the rear shock absorber 148. The rear swing arm 146, the rear torsion bar 147, and the rear shock absorber 148 are also connected to the swing arm mounting plate 149, so that the rear swing arm 146, the rear torsion bar 147, and the rear shock absorber 148 support each other, thereby facilitating the improvement of the connection strength between the rear swing arm 146, the rear torsion bar 147, and the rear shock absorber 148, thereby improving the structural stability of the suspension system 14. In addition, the rear swing arm 146, the rear torsion bar 147, the rear shock absorber 148, and the frame 11 are compact in structure, thereby facilitating the improvement of the structural compactness of the suspension system 14.

[0160] In this embodiment, the rear swingarm 146 includes a rear upper swingarm 1461 and a rear lower swingarm 1462, which are arranged along the height of the all-terrain vehicle 100. The swingarm mounting plate 149 is located between the rear upper swingarm 1461 and the rear lower swingarm 1462 and is fixedly connected to the rear lower swingarm 1462. Specifically, integrating the swingarm mounting plate 149 with the rear lower swingarm 1462 improves the strength of the rear lower swingarm 1462, thereby facilitating improved connection stability between the swingarm mounting plate 149 and the rear lower swingarm 1462. Furthermore, the structure of the swingarm mounting plate 149, the rear upper swingarm 1461, and the rear lower swingarm 1462 is compact, thereby facilitating improved structural compactness of the suspension system 14.

[0161] For example, the rocker mounting plate 149 extends substantially along the width of the ATV 100. A rocker mounting portion 1491 is provided at one end of the rocker mounting plate 149 away from the frame 11. A shock absorber mounting portion 1481 is provided at the lower end of the rear shock absorber 148. The rocker mounting portion 1491 is rotatably connected to the shock absorber mounting portion 1481. This arrangement allows the rear shock absorber 148 to be tilted to avoid increasing the width of the frame 11, thereby facilitating a more rational layout of the frame 11 and the rear shock absorber 148, and thereby improving space utilization of the ATV 100.

[0162] It should be noted that, when viewed from the height of the all-terrain vehicle 100, the rear torsion bar 147 is generally U-shaped. The rear torsion bar 147 is at least partially located between the rear upper rocker arm 1461 and the rear lower rocker arm 1462. The rear torsion bar 147 is at least partially disposed around the frame 11. This arrangement makes the structure of the rear torsion bar 147, the rear upper rocker arm 1461, the rear lower rocker arm 1462, and the frame 11 more compact, thereby facilitating improved structural compactness of the suspension system 14 and the frame 11.

[0163] As an implementation method, a swivel mounting portion 1492 is provided at one end of the rocker arm mounting plate 149 proximal to the vehicle frame 11, and a torsion connecting rod 14a is provided at both ends of the rear torsion bar 147. One end of the torsion connecting rod 14a is rotatably connected to the rear torsion bar 147, and the other end of the torsion connecting rod 14a is rotatably connected to the swivel mounting portion 1492. Specifically, the rocker arm mounting plate 149 and the rear torsion bar 147 are both rotatably connected to the torsion connecting rod 14a, and the rotational direction between the rocker arm mounting plate 149 and the torsion connecting rod 14a is different from the rotational direction between the rear torsion bar 147 and the torsion connecting rod 14a. This prevents the rear torsion bar 147 from being damaged by forces from multiple directions, thereby facilitating protection of the rear torsion bar 147 and improving the service life of the suspension system 14.

[0164] In this embodiment, the rear shock absorbers 148 are located on both sides of the frame 11 along the width direction of the all-terrain vehicle 100. The upper ends of the rear shock absorbers 148 are connected to the frame 11, and the lower ends of the rear shock absorbers 148 are connected to the rear lower rocker arm 1462. The rear torsion bar 147 and the torsion connecting rod 14a are located between the rear shock absorbers 148. This arrangement makes the structure of the rear shock absorbers 148, the rear torsion bar 147, and the torsion connecting rod 14a more compact, thereby improving the structural compactness of the rear shock absorbers 148, the rear torsion bar 147, and the torsion connecting rod 14a, and further improving the structural compactness of the suspension system 14.

[0165] As an implementation, at least two mounting rotatable members 14b are mounted on the rear torsion bar 147. The mounting rotatable members 14b are distributed along the width of the all-terrain vehicle 100 and are fixedly connected to the vehicle frame 11. The rear torsion bar 147 is rotatably connected to the mounting rotatable members 14b. Specifically, the rear torsion bar 147 is basically formed by bending a circular tube. The mounting rotatable members 14b are provided with circular through-holes that match the circular tube. This allows the rear torsion bar 147 to rotate within the mounting rotatable members 14b, thereby improving the operating efficiency of the rear torsion bar 147.

[0166] As shown in Figures 33 and 36, in this embodiment, a torsion bar connection portion 114 is provided on the rear side of the vehicle frame 11. A mounting connection portion 14ba corresponding to the torsion bar connection portion 114 is provided on the mounting rotation member 14b. The mounting connection portion 14ba is detachably connected to the torsion bar connection portion 114 via a fastener. Specifically, the fastener can be a bolt or other part that facilitates the removal of the mounting rotation member 14b from the vehicle frame 11, thereby improving the removal speed of the mounting rotation member 14b and the vehicle frame 11. Simultaneously, the rear torsion bar 147 is connected to the vehicle frame 11 via the mounting rotation member 14b, allowing the rear torsion bar 147 to be removed from the vehicle frame 11 along with the mounting rotation member 14b, thereby improving the removal efficiency of the rear torsion bar 147. Similarly, the rear torsion bar 147 can also be installed on the vehicle frame 11 along with the mounting rotation member 14b, thereby improving the installation efficiency of the rear torsion bar 147.

[0167] As an implementation, the reinforcement bracket plate 144 is at least partially disposed around the rear rocker arm 146 and is fixedly connected to the rear rocker arm 146. Specifically, the reinforcement bracket plate 144 is located on the underside of the rear lower rocker arm 1462 and is fixedly connected to the rear lower rocker arm 1462. Since the rear lower rocker arm 1462 integrates the rocker arm mounting plate 149, the rear shock absorber 148, the rear torsion bar 147, and the torsion connecting rod 14a, the structural strength of the rear lower rocker arm 1462 is required to be relatively high. Therefore, in this application, the reinforcement bracket plate 144 is connected to the rear lower rocker arm 1462. This arrangement improves the structural strength of the rear lower rocker arm 1462, thereby facilitating improved structural stability of the suspension system 14. It should be noted that the reinforcing bracket plate 144 can also surround the rear upper rocker arm 1461 and be fixedly connected to the rear upper rocker arm 1461, thereby further improving the structural strength of the rear upper rocker arm 1461. Since the rear upper rocker arm 1461 and the rear lower rocker arm 1462 are interconnected, it is beneficial to improve the structural stability of the suspension system 14.

[0168] 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. [Corrected 23.05.2025 in accordance with Regulation 91] An all-terrain vehicle comprising: a vehicle frame, wherein the vehicle frame is formed with a rear accommodation space; a traveling system, the traveling system being at least partially located on a lower side of the vehicle frame; a power system supported by the vehicle frame and at least partially located in the rear accommodation space, the power system comprising an engine, an air filter, and an air bleed pipe, the engine being connected to the air filter, and the air bleed pipe being connected to the air filter; a transmission system, the transmission system being at least partially located in the rear accommodation space, the transmission system comprising a gearbox, a gear transmission mechanism located in the gearbox, and a continuously variable transmission mechanism in transmission connection with the gear transmission mechanism, the gear transmission mechanism being in transmission connection with the travel system, and the continuously variable transmission mechanism being in transmission connection with the engine; a seat, the seat being at least partially located at a front side of the rear accommodation space, the seat including a backrest; It is characterized by: The air filter is located on the lower side of the seat. When viewed along the front-to-back direction of the all-terrain vehicle, the engine and the gearbox at least partially overlap. The engine and the gearbox are both located on the rear side of the seat. The air duct and the backrest at least partially overlap. When viewed along the left-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap, and the gearbox and the continuously variable transmission mechanism at least partially overlap.

2. The all-terrain vehicle according to claim 1, characterized in that Along the length of the all-terrain vehicle, the engine is located between the transmission and the seat.

3. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 1, characterized in that The all-terrain vehicle also includes a cargo box, which is located on the upper side of the rear accommodating space. Along the length direction of the all-terrain vehicle, the air duct is at least partially located between the cargo box and the backrest; along the width direction of the all-terrain vehicle, the air duct and the air filter are located on the same side of the engine.

4. The all-terrain vehicle according to claim 1, wherein: The all-terrain vehicle also includes a side air intake mechanism and an air intake pipe, the air intake pipe is respectively connected to the continuously variable transmission mechanism and the side air intake mechanism, the side air intake mechanism is exposed to the all-terrain vehicle and is connected to the outside world; the power system includes an air outlet pipe and an exhaust pipe, the air outlet pipe is connected to the continuously variable transmission mechanism, the exhaust pipe is connected to the engine, and the air outlet of the air outlet pipe is arranged toward the engine and the exhaust pipe.

5. The all-terrain vehicle according to claim 1, wherein: The power system also includes an exhaust pipe and a muffler, the exhaust pipe is connected to the muffler and the engine respectively, and along the height direction of the all-terrain vehicle, the exhaust pipe and the gearbox at least partially overlap; the exhaust pipe is located on the upper side of the gearbox.

6. The all-terrain vehicle according to claim 1, wherein: The engine also includes a magnetic motor and a crankshaft, the magnetic motor and the crankshaft are drivingly connected, and the crankshaft and the continuously variable transmission mechanism are drivingly connected. Along the width direction of the all-terrain vehicle, the magnetic motor and the continuously variable transmission mechanism are respectively located on both sides of the crankshaft.

7. The all-terrain vehicle according to claim 6, characterized in that The engine further includes a generator, which is drivingly connected to the crankshaft. The generator and the magnetic motor are located on the same side of the crankshaft; the generator is located on the upper side of the magnetic motor and the crankshaft.

8. The all-terrain vehicle according to claim 7, characterized in that The all-terrain vehicle also includes a compressor, which is drivingly connected to the crankshaft and the generator. The compressor, the generator and the magnetic motor are located on the same side of the crankshaft; the compressor is located on the rear side of the magnetic motor.

9. The all-terrain vehicle according to claim 8, characterized in that The axis of the magnetic motor, the axis of the generator, and the axis of the compressor all extend basically along the width direction of the all-terrain vehicle, defining a longitudinal plane perpendicular to the width direction of the all-terrain vehicle. The projection of the axis of the magnetic motor along the width direction on the longitudinal plane is the magnetic motor projection point, the projection of the axis of the generator along the width direction on the longitudinal plane is the generator projection point, and the projection of the axis of the compressor along the width direction on the longitudinal plane is the compressor projection point. The line connecting the magnetic motor projection point and the generator projection point is the first line, and the line connecting the generator projection point and the compressor projection point is the second line. The angle between the first line and the second line ranges from 43° to 65°.

10. The all-terrain vehicle according to claim 9, characterized in that The line connecting the compressor projection point and the magnetic motor projection point is a third line, and the angle between the third line and the first line is in the range of 34° to 52°.

11. The all-terrain vehicle according to claim 1, wherein: The engine comprises a crankshaft, a generator and a pulley, wherein the crankshaft is fixedly connected to the pulley, and the pulley is connected to the generator via a belt drive; The power system further includes an installation tool for installing the belt, the pulley is connected to the crankshaft via a fastener, the length of the installation tool along the radial direction of the pulley is greater than the outer diameter of the pulley, one end of the installation tool is connected to the fastener, and the end of the installation tool away from the fastener is provided with a groove for placing the belt; When the installation tool is connected to the fastener, the belt is located in the slot and the belt is installed on the generator, the installation tool rotates along the axis of the pulley and drives the pulley to rotate, so that the belt is installed on the pulley.

12. The all-terrain vehicle according to claim 11, wherein: The installation tool includes a tool connection part and a belt guide part, the tool connection part is connected to the fastener, the belt guide part basically extends along the radial direction of the pulley, one end of the belt guide part is connected to or integrally formed with the tool connection part, and the groove is provided at one end of the belt guide part away from the tool connection part.

13. The all-terrain vehicle according to claim 12, wherein: The tool connection portion is provided with a clamping hole that is substantially consistent with the outer contour of the fastener, and the fastener is at least partially located in the clamping hole and clamped with the clamping hole.

14. The all-terrain vehicle according to claim 11, wherein: The power system also includes a magnetic motor, which is connected to the crankshaft for transmission, and the generator is connected to the crankshaft for transmission. The generator is located on the upper side of the crankshaft and on the rear side of the crankshaft. The axes of the magnetic motor and the generator basically extend along the width direction of the all-terrain vehicle. The axis of the magnetic motor and the rotation centerline of the crankshaft basically coincide with each other, defining a longitudinal plane perpendicular to the width direction of the all-terrain vehicle. The projection of the axis of the magnetic motor along the width direction of the all-terrain vehicle on the longitudinal plane is the magnetic motor projection point, and the projection of the axis of the generator along the width direction of the all-terrain vehicle on the longitudinal plane is the generator projection point. The distance between the magnetic motor projection point and the generator projection point in the height direction of the all-terrain vehicle is the motor height, and the distance between the magnetic motor projection point and the generator projection point in the length direction of the all-terrain vehicle is the motor length. The ratio of the motor height to the motor length ranges from 0.88 to 1.

4.

15. The all-terrain vehicle according to claim 14, wherein: The all-terrain vehicle further includes a compressor, which is drivingly connected to the crankshaft and is located at the rear side of the crankshaft. The compressor is also located at the lower side of the generator.

16. The all-terrain vehicle according to claim 15, wherein: The axis of the compressor basically extends along the width direction of the all-terrain vehicle, and the projection of the axis of the compressor along the width direction on the longitudinal plane is the compressor projection point. The line connecting the magnetic motor projection point and the generator projection point is the first line, and the line connecting the generator projection point and the compressor projection point is the second line. The angle between the first line and the second line is in the range of 43° to 65°; the line connecting the compressor projection point and the magnetic motor projection point is the third line, and the angle between the third line and the first line is in the range of 34° to 52°.

17. The all-terrain vehicle according to claim 15, wherein: The compressor, the generator, and the magneto are all located on the same side of the crankshaft along the width of the all-terrain vehicle.

18. The all-terrain vehicle according to claim 15, wherein: The power system further includes a pulley, the pulley is fixedly connected to the crankshaft, and the pulley, the generator and the compressor are connected via a belt drive; the belt passes through the pulley, the generator and the compressor in sequence; Or the power system also includes a crankcase, a guide pulley system and a pulley, the crankshaft is located in the crankcase, the pulley and the crankshaft are fixedly connected, the guide pulley system is connected to the crankcase, the pulley, the guide pulley system, the generator and the compressor are connected by a belt drive; the belt passes through the pulley, the guide pulley system, the generator and the compressor in sequence.

19. The all-terrain vehicle according to claim 18, wherein: The belt between the guide wheel system and the generator is defined as a first belt, and the belt between the generator and the compressor is defined as a second belt. The angle between the extension direction of the first belt and the extension direction of the second belt ranges from 34° to 52°.

20. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 19, characterized in that The belt between the guide wheel system and the pulley is defined as a third belt, the belt between the compressor and the pulley is defined as a fourth belt, and the angle between the extension direction of the third belt and the extension direction of the fourth belt ranges from 120° to 182°.

21. The all-terrain vehicle of claim 1, wherein: The frame includes an upper connecting frame and a lower support frame, and the upper connecting frame is detachably connected to the upper side of the lower support frame; the upper connecting frame includes a front top bar connecting tube, a left connecting tube and a right connecting tube, the left connecting tube and the right connecting tube are distributed along the width direction of the all-terrain vehicle, and the front top bar connecting tube extends along the width direction of the all-terrain vehicle and is located between the left connecting tube and the right connecting tube; wherein, the left connecting tube and the right connecting tube are fixedly connected with a reinforcing plate, and the reinforcing plate is arranged around the end of the front top bar connecting tube and forms a connecting space, the front top bar connecting tube is at least partially located in the connecting space and connected to the reinforcing plate, and the front top bar connecting tube is connected to the left connecting tube and the right connecting tube through the reinforcing plate.

22. The all-terrain vehicle according to claim 21, wherein: The reinforcing plate includes a front reinforcing plate, a rear reinforcing plate and an upper reinforcing plate. The front reinforcing plate and the rear reinforcing plate are located on both sides of the front top bar connecting tube along the length direction of the all-terrain vehicle, and the front top bar connecting tube is connected to the front reinforcing plate and the rear reinforcing plate; the upper reinforcing plate is basically located above the front reinforcing plate, the rear reinforcing plate and the upper reinforcing plate, and the upper reinforcing plate is connected to the front reinforcing plate and the rear reinforcing plate.

23. The all-terrain vehicle according to claim 22, wherein: A first connecting hole and a second connecting hole are provided at both ends of the front push bar connecting tube, and the first connecting hole and the second connecting hole are distributed along the axial direction of the front push bar connecting tube. A third connecting hole corresponding to the first connecting hole is provided on the front reinforcing plate and the rear reinforcing plate, and a fourth connecting hole corresponding to the second connecting hole is provided on the front reinforcing plate and the rear reinforcing plate. The first connecting hole and the third connecting hole are connected by fasteners, and the second connecting hole and the fourth connecting hole are also connected by fasteners.

24. The all-terrain vehicle according to claim 23, wherein: Bushings are provided in both the first connecting hole and the second connecting hole. The bushings are fixedly connected to the front push bar connecting pipe. The fasteners pass through the bushings and are connected to the front reinforcement plate and the rear reinforcement plate.

25. The all-terrain vehicle of claim 24, wherein: One end of the upper reinforcement plate away from the rear reinforcement plate at least partially extends toward the lower side of the all-terrain vehicle to form a reinforcement portion, and when viewed along the front-to-rear direction of the all-terrain vehicle, the reinforcement portion at least partially overlaps with the front reinforcement plate and the rear reinforcement plate.

26. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 1, characterized in that The frame includes a body support frame and a saddle bracket, the saddle bracket is detachably connected to the body support frame, and the seat is located above the saddle bracket and is detachably connected to the saddle bracket and the body support frame; wherein, the saddle bracket includes a transverse connecting tube, a longitudinal connecting tube and a height support tube, the front end of the longitudinal connecting tube and the upper end of the height support tube are both connected to the transverse connecting tube, and the rear end of the longitudinal connecting tube and the lower end of the height support tube are both connected to the body support frame.

27. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 26, characterized in that The transverse connecting pipe extends along the width direction of the all-terrain vehicle, the longitudinal connecting pipe extends along the front-rear direction of the all-terrain vehicle and is distributed along the width direction of the all-terrain vehicle, and the height support pipe extends along the height direction of the all-terrain vehicle and is distributed along the width direction of the all-terrain vehicle.

28. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 27, characterized in that The vehicle body support frame includes a saddle connecting tube extending along the width direction of the all-terrain vehicle, the saddle connecting tube is located behind the transverse connecting tube, the rear end of the longitudinal connecting tube is detachably connected to the saddle connecting tube, and the seat is at least partially located above the saddle connecting tube and connected to the saddle connecting tube.

29. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 28, characterized in that The saddle connecting tube is provided with a saddle connecting portion, and the rear end of the longitudinal connecting tube is provided with a longitudinal connecting portion. The longitudinal connecting portion is at least partially clamped in the saddle connecting portion, and the saddle connecting portion and the longitudinal connecting portion are detachably connected by fasteners.

30. The all-terrain vehicle of claim 29, wherein: The vehicle body support frame further includes a bottom support frame located below the saddle bracket, and the lower end of the height support tube abuts against the bottom support frame and is detachably connected to the bottom support frame.

31. The all-terrain vehicle of claim 1, wherein: The frame includes a rear support frame and a rotating bracket located behind the frame, the rotating bracket is at least partially located above the rear support frame and is rotatably connected to the rear support frame; the power system includes a hydraulic device, one end of the hydraulic device is rotatably connected to the rotating bracket, and the other end of the hydraulic device is rotatably connected to the rear support frame, the rotating bracket includes a first state and a second state, and the hydraulic device can push the rotating bracket to switch between the first state and the second state.

32. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 31, characterized in that The all-terrain vehicle includes a rear box, which is located above the rotating bracket and is fixedly connected to the rear box. The rear box can rotate along with the rotating bracket.

33. The all-terrain vehicle of claim 32, wherein: The hydraulic device includes a driving member and a telescopic member. The driving member is in transmission connection with the telescopic member, and the driving member can control the length of the telescopic member.

34. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 33, characterized in that The driving member is further provided with a driving control unit, which is electrically connected to an electrical system, and the electrical system controls the operation of the driving control unit.

35. The all-terrain vehicle of claim 34, wherein: The rear support frame is provided with a supporting and fixing portion, and the telescopic member includes a first rotating portion, which is rotatably connected to the supporting and fixing portion.

36. The all-terrain vehicle of claim 35, wherein: A bracket fixing portion is provided on the rotating bracket, and a second rotating portion is provided on one end of the telescopic member away from the telescopic support fixing portion, and the second rotating portion is rotatably connected to the bracket fixing portion.

37. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 1, characterized in that The all-terrain vehicle further includes: an electrical system supported by the frame and connected to the power system; a hydraulic device supported by the frame and electrically connected to the electrical system; a locking device, the locking device being supported by the vehicle frame and being transmission-connected to the hydraulic device; a cargo box, the cargo box being at least partially disposed on the vehicle frame; The frame includes a rear support frame and a rotating bracket located at the rear of the all-terrain vehicle, the rotating bracket is at least partially located above the rear support frame and is rotatably connected to the rear support frame, the cargo box is connected to the rotating bracket and supported by the rear support frame, and the rear support frame and the rotating bracket are locked by the locking device; the locking device includes a pushing member connected to the hydraulic device, the pushing member has a telescopic function, and the hydraulic device can open or close the locking device by adjusting the length of the pushing member.

38. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 37, characterized in that The hydraulic device is located below the cargo box, one end of the hydraulic device is rotatably connected to the rotating bracket, and the other end of the hydraulic device is rotatably connected to the rear support frame. The rotating bracket includes a first state and a second state, and the hydraulic device can push the rotating bracket to switch between the first state and the second state; the locking device includes a latch and a positioning member, and the pushing member can drive the latch to engage or disengage with the positioning member; when the latch is engaged with the positioning member, the rotating bracket is in the first state, and when the latch is separated from the positioning member, the rotating bracket is in the second state.

39. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 38, characterized in that The locking device also includes a hydraulic pipe, and the hydraulic device includes a driving member. The driving member is connected to the pushing member through the hydraulic pipe, and the driving member can control the length of the pushing member. The pushing member is transmission-connected to the latch, and the pushing member can drive the rotation of the latch.

40. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 39, characterized in that The locking device also includes a latch shaft and a latch spring. The latch and the latch spring are both mounted on the latch shaft. The latch spring is at least partially engaged with the latch. The latch includes an open state and a closed state. The pusher pushes the latch to be in the open state, and the latch spring pushes the latch to be in the closed state.

41. An all-terrain vehicle comprising: A vehicle frame, wherein a rear accommodating space is formed around the rear portion of the vehicle frame; A vehicle body covering is connected to the vehicle frame and surrounds the vehicle body covering to form a cockpit; a traveling system, the traveling system being at least partially located on a lower side of the vehicle frame; a power system supported by the vehicle frame and at least partially located in the rear accommodation space, the power system comprising an engine, an air filter, and an air bleed pipe, the engine being connected to the air filter, and the air bleed pipe being connected to the air filter; a transmission system, the transmission system being at least partially located in the rear accommodation space, the transmission system comprising a gearbox, a gear transmission mechanism located in the gearbox, and a continuously variable transmission mechanism in transmission connection with the gear transmission mechanism, the gear transmission mechanism being in transmission connection with the travel system, and the continuously variable transmission mechanism being in transmission connection with the engine; a seat, the seat being at least partially located at a front side of the rear accommodation space, the seat including a backrest; an air conditioning system, the air conditioning system being at least partially disposed on the vehicle frame; an instrument panel supported by the vehicle frame and located in the cockpit; It is characterized by: The air filter is located on the lower side of the seat. When viewed in the front-to-rear direction of the all-terrain vehicle, the engine and the transmission at least partially overlap. The engine and the transmission are both located on the rear side of the seat. The air duct and the backrest at least partially overlap. When viewed in the left-to-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap. The transmission and the continuously variable transmission mechanism at least partially overlap. The air-conditioning system includes a shell, a temperature control device and a blowing device. The shell is located on the lower side of the instrument panel. The shell is provided with an air inlet and an air outlet located above the air inlet. The air inlet and the air outlet are both connected to the shell and the cockpit; the temperature control device is used to heat or cool the air. The temperature control device is at least partially arranged in the shell. Along the height direction of the all-terrain vehicle, the temperature control device is located between the air inlet and the air outlet; the blowing device is arranged in the shell. Along the height direction of the all-terrain vehicle, the blowing device is located between the air outlet and the temperature control device.

42. The all-terrain vehicle of claim 41, wherein: Along the length of the all-terrain vehicle, the engine is located between the transmission and the seat.

43. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 41, characterized in that The all-terrain vehicle also includes a cargo box, which is located on the upper side of the rear accommodating space. Along the length direction of the all-terrain vehicle, the air duct is at least partially located between the cargo box and the backrest; along the width direction of the all-terrain vehicle, the air duct and the air filter are located on the same side of the engine.

44. The all-terrain vehicle of claim 41, wherein: The all-terrain vehicle also includes a side air intake mechanism and an air intake pipe, the air intake pipe is respectively connected to the continuously variable transmission mechanism and the side air intake mechanism, the side air intake mechanism is exposed to the all-terrain vehicle and is connected to the outside world; the power system includes an air outlet pipe and an exhaust pipe, the air outlet pipe is connected to the continuously variable transmission mechanism, the exhaust pipe is connected to the engine, and the air outlet of the air outlet pipe is arranged toward the engine and the exhaust pipe.

45. The all-terrain vehicle of claim 41, wherein: The power system also includes an exhaust pipe and a muffler, the exhaust pipe is connected to the muffler and the engine respectively, and along the height direction of the all-terrain vehicle, the exhaust pipe and the gearbox at least partially overlap; the exhaust pipe is located on the upper side of the gearbox.

46. The all-terrain vehicle of claim 41, wherein: The engine also includes a magnetic motor and a crankshaft, the magnetic motor and the crankshaft are drivingly connected, and the crankshaft and the continuously variable transmission mechanism are drivingly connected. Along the width direction of the all-terrain vehicle, the magnetic motor and the continuously variable transmission mechanism are respectively located on both sides of the crankshaft.

47. The all-terrain vehicle of claim 46, wherein: The engine further includes a generator, which is drivingly connected to the crankshaft. The generator and the magnetic motor are located on the same side of the crankshaft; the generator is located on the upper side of the magnetic motor and the crankshaft.

48. The all-terrain vehicle of claim 47, wherein: The all-terrain vehicle also includes a compressor, which is drivingly connected to the crankshaft and the generator. The compressor, the generator and the magnetic motor are located on the same side of the crankshaft; the compressor is located on the rear side of the magnetic motor.

49. The all-terrain vehicle of claim 48, wherein: The axis of the magnetic motor, the axis of the generator, and the axis of the compressor all extend basically along the width direction of the all-terrain vehicle, defining a longitudinal plane perpendicular to the width direction of the all-terrain vehicle. The projection of the axis of the magnetic motor along the width direction on the longitudinal plane is the magnetic motor projection point, the projection of the axis of the generator along the width direction on the longitudinal plane is the generator projection point, and the projection of the axis of the compressor along the width direction on the longitudinal plane is the compressor projection point. The line connecting the magnetic motor projection point and the generator projection point is the first line, and the line connecting the generator projection point and the compressor projection point is the second line. The angle between the first line and the second line ranges from 43° to 65°.

50. The all-terrain vehicle of claim 49, wherein: The line connecting the compressor projection point and the magnetic motor projection point is a third line, and the angle between the third line and the first line is in the range of 34° to 52°.

51. The all-terrain vehicle of claim 41, wherein: The all-terrain vehicle includes a cooling mechanism supported by the frame, the temperature control device includes an expansion valve, an evaporator and a compressor, the expansion valve is connected to the shell and is located outside the shell, the evaporator is located in the shell, the evaporator is respectively connected to the expansion valve and the compressor, and the cooling mechanism is respectively connected to the compressor and the expansion valve.

52. The all-terrain vehicle of claim 51, wherein: Along the height direction of the all-terrain vehicle, the evaporator is located between the air inlet and the air blowing device.

53. The all-terrain vehicle of claim 52, wherein: The temperature regulating device includes a heating component, which is arranged in the shell and located between the air blowing device and the evaporator along the height direction of the all-terrain vehicle.

54. The all-terrain vehicle of claim 51, wherein: The cooling mechanism includes a condenser, a radiator and a drying bottle. The condenser is located in front of the radiator and connected to the radiator. The drying bottle is fixed to the radiator and the condenser. The condenser is connected to the compressor and the drying bottle respectively. The drying bottle is also connected to the expansion valve.

55. The all-terrain vehicle of claim 54, wherein: The drying bottle is at least partially located on the front side of the heat sink.

56. The all-terrain vehicle of claim 54, wherein: The drying bottle is welded to the condenser, and the drying bottle is connected to the radiator via bolts.

57. The all-terrain vehicle of claim 56, wherein: At least a portion of the radiator extends away from the radiator to form a columnar portion. A connecting piece is provided on the drying bottle. The connecting piece and the columnar portion are connected by bolts.

58. The all-terrain vehicle of claim 54, wherein: A ratio of a length of the drying bottle along a height direction of the all-terrain vehicle to a length of the condenser along a height direction of the all-terrain vehicle ranges from 0.4 to 0.

62.

59. The all-terrain vehicle of claim 58, wherein: The volume of the drying bottle ranges from 68 ml to 102 ml.

60. The all-terrain vehicle of claim 41, wherein: The all-terrain vehicle also includes a suspension system, which includes a front rocker arm and a front torsion bar. The front rocker arm is located in front of the frame and is rotatably connected to the frame. The front torsion bar is rotatably connected to the frame and the front rocker arm. The front rocker arm includes a front upper rocker arm and a front lower rocker arm distributed along the height direction of the all-terrain vehicle. The front torsion bar is located between the front upper rocker arm and the front lower rocker arm, and the front torsion bar is connected to the front upper rocker arm.

61. The all-terrain vehicle of claim 60, wherein: The frame includes an integrated frame located at the front of the frame, and the front rocker arm and the front torsion bar are rotatably connected to the integrated frame; when viewed along the height direction of the all-terrain vehicle, the front torsion bar basically has a "U"-shaped structure, and the front torsion bar is at least partially arranged around the integrated frame.

62. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 61, characterized in that At least two positioning rotating parts are sleeved on the front torsion bar. The positioning rotating parts are distributed along the width direction of the all-terrain vehicle and are fixedly connected to the integrated frame. The front torsion bar is rotatably connected to the positioning rotating parts.

63. The all-terrain vehicle of claim 62, wherein: An integrated connection portion is provided on the front side of the integrated frame, and a positioning connection portion corresponding to the integrated connection portion is provided on the positioning rotating member. The positioning connection portion and the integrated connection portion are detachably connected via fasteners.

64. The all-terrain vehicle of claim 63, wherein: Along the width direction of the all-terrain vehicle, the front upper rocker arm is rotatably connected to both sides of the integrated frame, the lower end of the front upper rocker arm is provided with a rocker arm connecting portion, and the two ends of the front torsion bar are rotatably connected to the rocker arm connecting portion.

65. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 41, characterized in that The all-terrain vehicle also includes a suspension system, which includes a rear swing arm, a rear torsion bar and a rear shock absorber located behind the frame, and the rear swing arm, the rear torsion bar and the rear shock absorber are all rotatably connected to the frame; wherein, a swing arm mounting plate is provided on the rear swing arm, and the rear torsion bar and the rear shock absorber are both rotatably connected to the swing arm mounting plate.

66. The all-terrain vehicle of claim 65, wherein: The rear rocker arm includes a rear upper rocker arm and a rear lower rocker arm distributed along the height direction of the all-terrain vehicle. The rocker arm mounting plate is located between the rear upper rocker arm and the rear lower rocker arm and is fixedly connected to the rear lower rocker arm.

67. The all-terrain vehicle of claim 66, wherein: The rocker mounting plate basically extends along the width direction of the all-terrain vehicle. A rocker mounting portion is provided at one end of the rocker mounting plate away from the frame. A shock absorber mounting portion is provided at the lower end of the rear shock absorber. The rocker mounting portion is rotatably connected to the shock absorber mounting portion.

68. The all-terrain vehicle of claim 67, wherein: When viewed along the height direction of the all-terrain vehicle, the rear torsion bar is basically in a "U"-shaped structure. The rear torsion bar is at least partially located between the rear upper rocker arm and the rear lower rocker arm, and the rear torsion bar is at least partially arranged around the frame.

69. The all-terrain vehicle of claim 68, wherein: A rotating mounting portion is provided at one end of the rocker arm mounting plate close to the vehicle frame, and a torsion connecting rod is provided at both ends of the rear torsion bar. One end of the torsion connecting rod is rotatably connected to the rear torsion bar, and the other end of the torsion connecting rod is rotatably connected to the rotating mounting portion.

70. The all-terrain vehicle of claim 69, wherein: The rear shock absorber is located on both sides of the frame along the width direction of the all-terrain vehicle, the upper end of the rear shock absorber is connected to the frame, the lower end of the rear shock absorber is connected to the rear lower rocker arm, and the rear torsion bar and the torsion connecting rod are located between the rear shock absorber.

71. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 70, characterized in that At least two mounting rotation members are sleeved on the rear torsion bar. The mounting rotation members are distributed along the width direction of the all-terrain vehicle and are fixedly connected to the vehicle frame. The rear torsion bar is rotatably connected to the mounting rotation members.

72. The all-terrain vehicle of claim 71, wherein: A torsion bar connection portion is provided on the rear side of the vehicle frame, and a mounting connection portion corresponding to the torsion bar connection portion is provided on the mounting rotating member. The mounting connection portion and the torsion bar connection portion are detachably connected via fasteners.

73. The all-terrain vehicle of claim 72, wherein: The suspension system further includes a reinforcement bracket plate, which is at least partially disposed around the rear swing arm and fixedly connected to the rear swing arm.

74. The all-terrain vehicle of claim 73, wherein: The reinforcing bracket plate is in a "U"-shaped structure. The reinforcing bracket plate is located on the lower side of the rear lower rocker arm and is fixedly connected to the rear lower rocker arm.

75. [Corrected 23.05.2025 in accordance with Article 91] An all-terrain vehicle comprising: A vehicle frame, wherein a rear accommodating space is formed around the rear portion of the vehicle frame; a traveling system, the traveling system being at least partially located on a lower side of the vehicle frame; a power system supported by the vehicle frame and at least partially located in the rear accommodation space, the power system comprising an engine, an air filter, and an air bleed pipe, the engine being connected to the air filter, and the air bleed pipe being connected to the air filter; a transmission system, the transmission system being at least partially located in the rear accommodation space, the transmission system comprising a gearbox, a gear transmission mechanism located in the gearbox, and a continuously variable transmission mechanism in transmission connection with the gear transmission mechanism, the gear transmission mechanism being in transmission connection with the travel system, and the continuously variable transmission mechanism being in transmission connection with the engine; a seat, the seat being at least partially located at a front side of the rear accommodation space, the seat including a backrest; a braking system comprising a caliper for braking the travel system and a drive motor for driving the caliper; an electrical system, the electrical system being at least partially disposed on the vehicle frame; a cargo box, the cargo box being at least partially disposed on the frame and located at the rear of the frame; It is characterized by: The air filter is located on the lower side of the seat. When viewed in the front-to-rear direction of the all-terrain vehicle, the engine and the transmission at least partially overlap. The engine and the transmission are both located on the rear side of the seat. The air duct and the backrest at least partially overlap. When viewed in the left-to-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap. The transmission and the continuously variable transmission mechanism at least partially overlap. The electrical system includes an electronic parking controller and a parking switch, the parking switch is electrically connected to the electronic parking controller, and the electronic parking controller is electrically connected to the drive motor. The electronic parking controller can respond to the operation of the parking switch to control the drive motor to drive the caliper to brake the travel system. The parking switch is located in the cockpit, and the electronic parking controller is located on the seat or the cargo box.

76. The all-terrain vehicle of claim 75, wherein: Along the length of the all-terrain vehicle, the engine is located between the transmission and the seat.

77. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 75, characterized in that The all-terrain vehicle also includes a cargo box, which is located on the upper side of the rear accommodating space. Along the length direction of the all-terrain vehicle, the air duct is at least partially located between the cargo box and the backrest; along the width direction of the all-terrain vehicle, the air duct and the air filter are located on the same side of the engine.

78. The all-terrain vehicle of claim 75, wherein: The all-terrain vehicle also includes a side air intake mechanism and an air intake pipe, the air intake pipe is respectively connected to the continuously variable transmission mechanism and the side air intake mechanism, the side air intake mechanism is exposed to the all-terrain vehicle and is connected to the outside world; the power system includes an air outlet pipe and an exhaust pipe, the air outlet pipe is connected to the continuously variable transmission mechanism, the exhaust pipe is connected to the engine, and the air outlet of the air outlet pipe is arranged toward the engine and the exhaust pipe.

79. The all-terrain vehicle of claim 75, wherein: The power system also includes an exhaust pipe and a muffler, the exhaust pipe is connected to the muffler and the engine respectively, and along the height direction of the all-terrain vehicle, the exhaust pipe and the gearbox at least partially overlap; the exhaust pipe is located on the upper side of the gearbox.

80. The all-terrain vehicle of claim 75, wherein: The engine also includes a magnetic motor and a crankshaft, the magnetic motor and the crankshaft are drivingly connected, and the crankshaft and the continuously variable transmission mechanism are drivingly connected. Along the width direction of the all-terrain vehicle, the magnetic motor and the continuously variable transmission mechanism are respectively located on both sides of the crankshaft.

81. The all-terrain vehicle of claim 80, wherein: The engine further includes a generator, which is drivingly connected to the crankshaft. The generator and the magnetic motor are located on the same side of the crankshaft; the generator is located on the upper side of the magnetic motor and the crankshaft.

82. The all-terrain vehicle of claim 81, wherein: The all-terrain vehicle also includes a compressor, which is drivingly connected to the crankshaft and the generator. The compressor, the generator and the magnetic motor are located on the same side of the crankshaft; the compressor is located on the rear side of the magnetic motor.

83. The all-terrain vehicle of claim 82, wherein: The axis of the magnetic motor, the axis of the generator, and the axis of the compressor all extend basically along the width direction of the all-terrain vehicle, defining a longitudinal plane perpendicular to the width direction of the all-terrain vehicle. The projection of the axis of the magnetic motor along the width direction on the longitudinal plane is the magnetic motor projection point, the projection of the axis of the generator along the width direction on the longitudinal plane is the generator projection point, and the projection of the axis of the compressor along the width direction on the longitudinal plane is the compressor projection point. The line connecting the magnetic motor projection point and the generator projection point is the first line, and the line connecting the generator projection point and the compressor projection point is the second line. The angle between the first line and the second line ranges from 43° to 65°.

84. The all-terrain vehicle of claim 83, wherein: The line connecting the compressor projection point and the magnetic motor projection point is a third line, and the angle between the third line and the first line is in the range of 34° to 52°.

85. The all-terrain vehicle of claim 75, wherein: The seats include a main driver's seat and a co-driver's seat distributed along the width direction of the all-terrain vehicle, and the electronic parking controller is located between the main driver's seat and the co-driver's seat.

86. The all-terrain vehicle of claim 85, wherein: The seat further includes a receiving portion, which is located between the main driver's seat and the co-driver's seat along the width direction of the all-terrain vehicle, and the electronic parking controller is located in the receiving portion.

87. The all-terrain vehicle of claim 86, wherein: The accommodating portion is at least partially recessed downward to form an accommodating cavity, and the electronic parking controller is located in the accommodating cavity; the electronic parking controller is fixedly connected to the bottom of the accommodating cavity.

88. The all-terrain vehicle of claim 87, wherein: The seat further includes a maintenance cover, which covers the accommodating cavity and is connected to the accommodating portion. The maintenance cover and the accommodating portion surround and form a seat accommodating space for accommodating the electronic parking controller.

89. The all-terrain vehicle of claim 88, wherein: The accommodating portion is provided with a clamping portion and a fixing portion, which are arranged around the accommodating cavity. One side of the maintenance cover is clamped with the clamping portion, and the side of the maintenance cover away from the clamping portion is connected to the fixing portion by bolts.

90. The all-terrain vehicle of claim 85, wherein: The main driver's seat includes a first seat cushion, the co-driver's seat includes a second seat cushion, and the electronic parking controller is connected to the bottom of the first seat cushion or the bottom of the second seat cushion.

91. The all-terrain vehicle of claim 75, wherein: A layout space is formed around the lower side of the seat, and the electronic parking controller is located in the layout space.

92. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 75, characterized in that The cargo box includes a bottom plate and multiple side plates, the multiple side plates are located on the upper side of the bottom plate and are arranged around the bottom plate, the electronic parking controller is connected to the side plates, or the electronic parking controller is connected to the lower side of the bottom plate.

93. The all-terrain vehicle of claim 75, wherein: The running system includes a rear wheel located at the rear of the frame, the braking system includes a caliper for braking the rear wheel and a drive motor for driving the caliper, and the electronic parking controller is electrically connected to the drive motor; the minimum distance between the electronic parking controller and the drive motor ranges from 440 mm to 660 mm.

94. [Corrected 23.05.2025 in accordance with Article 91] An all-terrain vehicle comprising: A vehicle frame, wherein a rear accommodating space is formed around the rear portion of the vehicle frame; a traveling system, the traveling system being at least partially located on a lower side of the vehicle frame; a power system supported by the vehicle frame and at least partially located in the rear accommodation space, the power system comprising an engine, an air filter, and an air bleed pipe, the engine being connected to the air filter, and the air bleed pipe being connected to the air filter; a transmission system, the transmission system being at least partially located in the rear accommodation space, the transmission system comprising a gearbox, a gear transmission mechanism located in the gearbox, and a continuously variable transmission mechanism in transmission connection with the gear transmission mechanism, the gear transmission mechanism being in transmission connection with the travel system, and the continuously variable transmission mechanism being in transmission connection with the engine; a seat, the seat being at least partially located at a front side of the rear accommodation space, the seat including a backrest; an electrical system electrically connected to the speed change system; It is characterized by: The air filter is located on the lower side of the seat. When viewed in the front-to-rear direction of the all-terrain vehicle, the engine and the transmission at least partially overlap. The engine and the transmission are both located on the rear side of the seat. The air duct and the backrest at least partially overlap. When viewed in the left-to-right direction of the all-terrain vehicle, the engine and the continuously variable transmission mechanism at least partially overlap. The transmission and the continuously variable transmission mechanism at least partially overlap. The electrical system includes a shift switch installed in the driving space, and the shift switch is electrically connected to the speed shift system; wherein, the shift switch includes a circuit control board, a connecting shell, a rear shell and a sealing gasket, the rear shell forms a circuit space, the circuit control board is located in the circuit space, the sealing gasket is attached to the circuit control board and seals the circuit control board in the circuit space, the connecting shell is connected to the rear shell, the sealing gasket is sealed between the connecting shell and the rear shell and is clamped to the rear shell.

95. The all-terrain vehicle of claim 94, wherein: Along the length of the all-terrain vehicle, the engine is located between the transmission and the seat.

96. [Corrected 23.05.2025 according to Article 91] The all-terrain vehicle according to claim 94, characterized in that The all-terrain vehicle also includes a cargo box, which is located on the upper side of the rear accommodating space. Along the length direction of the all-terrain vehicle, the air duct is at least partially located between the cargo box and the backrest; along the width direction of the all-terrain vehicle, the air duct and the air filter are located on the same side of the engine.

97. The all-terrain vehicle of claim 94, wherein: The all-terrain vehicle also includes a side air intake mechanism and an air intake pipe, the air intake pipe is respectively connected to the continuously variable transmission mechanism and the side air intake mechanism, the side air intake mechanism is exposed to the all-terrain vehicle and is connected to the outside world; the power system includes an air outlet pipe and an exhaust pipe, the air outlet pipe is connected to the continuously variable transmission mechanism, the exhaust pipe is connected to the engine, and the air outlet of the air outlet pipe is arranged toward the engine and the exhaust pipe.

98. The all-terrain vehicle of claim 94, wherein: The power system also includes an exhaust pipe and a muffler, the exhaust pipe is connected to the muffler and the engine respectively, and along the height direction of the all-terrain vehicle, the exhaust pipe and the gearbox at least partially overlap; the exhaust pipe is located on the upper side of the gearbox.

99. The all-terrain vehicle of claim 94, wherein: The engine also includes a magnetic motor and a crankshaft, the magnetic motor and the crankshaft are drivingly connected, and the crankshaft and the continuously variable transmission mechanism are drivingly connected. Along the width direction of the all-terrain vehicle, the magnetic motor and the continuously variable transmission mechanism are respectively located on both sides of the crankshaft.

100. The all-terrain vehicle of claim 99, wherein: The engine further includes a generator, which is drivingly connected to the crankshaft. The generator and the magnetic motor are located on the same side of the crankshaft; the generator is located on the upper side of the magnetic motor and the crankshaft.

101. The all-terrain vehicle of claim 100, wherein: The all-terrain vehicle also includes a compressor, which is drivingly connected to the crankshaft and the generator. The compressor, the generator and the magnetic motor are located on the same side of the crankshaft; the compressor is located on the rear side of the magnetic motor.

102. The all-terrain vehicle of claim 101, wherein: The axis of the magnetic motor, the axis of the generator, and the axis of the compressor all extend basically along the width direction of the all-terrain vehicle, defining a longitudinal plane perpendicular to the width direction of the all-terrain vehicle. The projection of the axis of the magnetic motor along the width direction on the longitudinal plane is the magnetic motor projection point, the projection of the axis of the generator along the width direction on the longitudinal plane is the generator projection point, and the projection of the axis of the compressor along the width direction on the longitudinal plane is the compressor projection point. The line connecting the magnetic motor projection point and the generator projection point is the first line, and the line connecting the generator projection point and the compressor projection point is the second line. The angle between the first line and the second line ranges from 43° to 65°.

103. The all-terrain vehicle of claim 102, wherein: The line connecting the compressor projection point and the magnetic motor projection point is a third line, and the angle between the third line and the first line is in the range of 34° to 52°.

104. The all-terrain vehicle of claim 94, wherein: The rear shell is provided with a circuit clamping portion and a sealing clamping portion. The circuit control board is clamped with the circuit clamping portion, and the sealing gasket is clamped with the sealing clamping portion.

105. The all-terrain vehicle of claim 104, wherein: A preset straight line is defined which is perpendicular to both the circuit control board and the sealing gasket. When viewed along the preset straight line, the sealing clamping portion is basically arranged around the circuit clamping portion.

106. The all-terrain vehicle of claim 105, wherein: A circuit fixing hole is provided on the circuit control board, and a shell fixing hole corresponding to the circuit fixing hole is provided on the rear shell. The axis of the circuit fixing hole and the axis of the shell fixing hole are basically perpendicular to the preset straight line. The circuit fixing hole and the shell fixing hole are connected by fasteners to connect the circuit control board to the rear shell.

107. The all-terrain vehicle of claim 94, wherein: The outer edge of the connecting shell is provided with a plurality of upper connecting parts, and the outer edge of the rear shell is provided with a plurality of lower connecting parts corresponding to the upper connecting parts. The upper connecting parts and the lower connecting parts are detachably connected by fasteners.

108. The all-terrain vehicle of claim 94, wherein: The shift switch also includes a shift cover body, which is provided with a first clamping portion near the outer edge of the connecting shell, and a second clamping portion corresponding to the first clamping portion is provided on the connecting shell. The first clamping portion is clamped with the second clamping portion to make the shift cover body and the connecting shell detachable.

109. The all-terrain vehicle of claim 106, wherein: The connecting shell includes a button hole extending along the preset straight line direction. A button block is arranged in the button hole. A button contact is arranged on the circuit control board. One end of the button block abuts against the button contact.

110. The all-terrain vehicle of claim 94, wherein: A plurality of shift buttons are provided on the end surface of the shift cover away from the connecting shell. The shift buttons are provided with a display portion. When the shift button is pressed, the display portion can display a gear position signal.

111. The all-terrain vehicle of claim 94, wherein: The body cover includes a center control panel located in the driving space, the center control panel is provided with a connection limit portion, the connection shell is provided with a fixed connection portion corresponding to the connection limit portion, the connection limit portion is connected to the fixed connection portion to connect the shift switch to the body cover.

112. The all-terrain vehicle of claim 94, wherein: The electrical system includes a drive switch and a body controller located in the driving space, and the drive switch is electrically connected to the body controller; the drive switch includes a knob part, a connecting seat, a drive rotating part and a drive fixed part, and the connecting seat is basically a hollow cylindrical structure, the knob part is at least partially located in the connecting seat and is rotatably connected to the connecting seat, the drive rotating part and the drive fixed part are both located in the connecting seat, the drive rotating part is connected to the knob part, and the drive fixed part is connected to the connecting seat; the drive switch includes a four-wheel drive gear position, and when the drive switch is in the four-wheel drive gear position, the drive rotating part abuts against the drive fixed part in the rotation direction of the knob part to limit the rotation of the knob part.

113. The all-terrain vehicle of claim 112, wherein: The driving rotating member includes a four-wheel drive rotating part, and the driving fixing member includes a four-wheel drive clamping part. When the driving switch is in the four-wheel drive gear position, the four-wheel drive rotating part abuts against the four-wheel drive clamping part.

114. The all-terrain vehicle of claim 113, wherein: The drive switch also includes a second drive gear position, the drive rotating member includes a second drive rotating part, and the drive fixing member includes a second drive clamping part. When the drive switch is in the second drive gear position, the second drive rotating part abuts against the second drive clamping part.

115. The all-terrain vehicle of claim 114, wherein: The drive switch also includes a four-wheel drive lock gear position for limiting the rotation of the traveling component. The drive rotating member includes a locking abutment portion, and the drive fixed member includes a locking clamping portion. When the drive switch is in the four-wheel drive lock gear position, the locking abutment portion abuts against the locking clamping portion.

116. The all-terrain vehicle of claim 115, wherein: The knob member can drive the driving rotating member to move along the axial direction of the connecting seat. When the driving switch is in the four-wheel drive gear position, the knob member is pressed and the four-wheel drive rotating part is separated from the four-wheel drive engaging part. When the pressing of the knob member stops, the four-wheel drive rotating part and the four-wheel drive engaging part are re-engaged.

117. The all-terrain vehicle of claim 94, wherein: The electrical system includes an instrument switch located in the driving space, the instrument switch including a housing, a circuit board, a sealing gasket and a gear set, the circuit board, the sealing gasket and the gear set all being located in the housing; A photoelectric switch is provided on the circuit board, the sealing gasket covers the circuit board and the photoelectric switch, the gear set is located on the side of the sealing gasket away from the circuit board, the gear set is rotatably connected to the housing, and the gear set can block the light beam of the photoelectric switch and control the photoelectric switch to transmit signals during rotation.

118. The all-terrain vehicle of claim 117, wherein: The photoelectric switch is configured as a "U"-shaped structure, comprising a transmitter and a receiver, wherein the transmitter and the receiver are arranged opposite to each other, the light beam of the transmitter is transmitted to the receiver, and the gear set is at least partially located between the transmitter and the receiver, and the gear set is capable of blocking the light beam of the transmitter.

119. The all-terrain vehicle of claim 94, wherein: The all-terrain vehicle further comprises: a windshield mechanism, wherein the windshield system is at least partially connected to the vehicle frame; a sealing structure, wherein the sealing system is at least partially attached to the vehicle body panel; The body covering includes doors rotatably connected to the frame and an upper roof fixedly connected to the frame. Along the width direction of the all-terrain vehicle, the doors are located on both sides of the driving space, and the upper roof is located at the upper end of the frame; wherein, the frame includes an upper connecting frame located above the driving space, and the sealing system includes a door sealing strip and a roof sealing strip, the door sealing strip seals between the upper connecting frame and the door, and the roof sealing strip seals between the upper connecting frame and the upper roof.

120. The all-terrain vehicle of claim 119, wherein: The upper connecting frame includes a front top bar connecting tube extending along the width direction of the all-terrain vehicle and a left connecting tube and a right connecting tube extending along the length direction of the all-terrain vehicle. The left connecting tube and the right connecting tube are respectively connected to the two ends of the front top bar connecting tube, and the door sealing strip and the roof sealing strip are both affixed to the left connecting tube and the right connecting tube.

121. The all-terrain vehicle of claim 120, wherein: The frame also includes a roof bracket, which is connected to the front top bar connecting tube, and the two ends of the roof bracket are respectively abutted against the left connecting tube and the right connecting tube; the sealing system includes a connecting tube sealing strip, which is sealed between the left connecting tube and the roof bracket, and the connecting tube sealing strip is also sealed between the right connecting tube and the roof bracket; the upper roof is fixedly connected to the upper side of the roof bracket, and the roof sealing strip is also sealed between the roof bracket and the upper roof.

122. The all-terrain vehicle of claim 121, wherein: The sealing system includes a windshield sealing strip, which is located on the front side of the roof bracket along the length direction of the all-terrain vehicle and is fitted with the roof bracket; the windshield system includes a front windshield, which is located on the front side of the roof bracket; the upper side of the front windshield can abut against the windshield sealing strip.

123. The all-terrain vehicle of claim 94, wherein: The all-terrain vehicle further comprises: a sealing system, the sealing system being at least partially attached to the vehicle body panel; The vehicle frame includes an upper connecting frame and a roof bracket located above the driving space, and the roof bracket is at least partially located above the upper connecting frame and connected to the upper connecting frame; the vehicle body covering includes an upper roof, and the roof bracket and the upper roof are both set to plastic material. The upper roof is connected to the upper side of the roof bracket, and the sealing system includes a roof sealing strip, which is sealed between the roof bracket and the upper roof.

124. The all-terrain vehicle of claim 123, wherein: The sealing system includes a windshield sealing strip, which is located on the front side of the roof bracket along the length direction of the all-terrain vehicle, and the windshield sealing strip is arranged in a close fit with the roof bracket; the windshield system includes a front windshield located on the front side of the roof bracket, the upper side of the windshield is rotatably connected to the roof bracket, and the upper side of the front windshield can abut against the windshield sealing strip.

125. The all-terrain vehicle of claim 124, wherein: The ceiling bracket is provided with a rotating connecting piece, which includes a ceiling connecting part and a glass connecting part. The ceiling connecting part is rotatably connected to the glass connecting part, the ceiling connecting part is connected to the ceiling bracket, and the front windshield is connected to the glass connecting part, so that the front windshield is rotatably connected to the ceiling bracket through the rotating connecting piece.

126. The all-terrain vehicle of claim 124, wherein: The all-terrain vehicle further includes an electrical system, which includes a switch assembly. The roof bracket at least partially extends toward the driving space and forms a switch box, and the switch assembly is installed in the switch box.

127. The all-terrain vehicle of claim 126, wherein: The switch assembly includes a windshield switch, which is arranged in the switch box. A switch connector is provided between the front windshield and the vehicle frame. The windshield switch is electrically connected to the switch connector so that the windshield switch can control the rotation of the front windshield through the switch connector.

128. The all-terrain vehicle of claim 127, wherein: The electrical system further includes a variety of electrical components. The ceiling bracket at least partially extends toward the driving space and forms an electrical component box. The electrical components are arranged in the electrical component box.

129. The all-terrain vehicle of claim 127, wherein: The electrical component includes a signal transmitter, and the signal transmitter is located in the electrical component box.

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