All-terrain vehicle

Abstract

An all-terrain vehicle (10), comprising a vehicle body, a brake system (110), a control arm structure and a battery pack negative electrode assembly (2100). The brake system comprises an electrically controlled booster assembly (1300) configured to provide braking assistance on the basis of a rotation angle of a pedal mechanism (1120), and each wheel brake (1230) of the brake system adopts a cross-type fluid communication layout with a master cylinder (1210). The control arm structure has a specific triangular projection structure to optimize force distribution. The battery pack negative electrode assembly incorporates a first relay (2121) and a current sensor (2170). In addition, further disclosed is a high-voltage power-on control method triggered on the basis of a depression depth of a brake pedal. The all-terrain vehicle has the advantages of high structural integration, a rapid braking reaction, safe and reliable power-on logic, etc., and effectively solves the problems of operation stability and system safety under complex operating conditions.

Description

An all-terrain vehicle Technical Field

[0001] This application relates to the field of off-road vehicle technology, specifically to an all-terrain vehicle. Background Technology

[0002] All-terrain vehicles, due to their need to cope with harsh working conditions such as mud, sand, and rugged mountain roads, have extremely high requirements for their braking performance, structural strength, and the safety and reliability of their electrical systems.

[0003] In existing technologies, the braking systems of all-terrain vehicles typically employ mechanical or simple hydraulic structures, which are prone to brake fatigue or uneven braking force distribution during high-intensity driving. Although some vehicles have introduced electronic power steering systems, the existing electronic power steering units are not compact enough and lack effective physical protection from the wheel-end power steering motors, making the power steering motors highly susceptible to impact damage when the vehicle is driving in gravel or bushy environments.

[0004] In terms of chassis structure, the control arms of traditional all-terrain vehicles often have an unoptimized force distribution when dealing with lateral impacts during steering, which can easily lead to structural deformation and thus affect handling accuracy and suspension life.

[0005] Regarding electrical systems and operational safety, the negative terminal components of existing vehicle battery packs are typically distributed, occupying significant installation space and making maintenance difficult. More critically, the power-on control logic of traditional all-terrain vehicles is relatively simple, usually relying solely on button activation. Without an effective mechanism to prevent accidental activation, users starting the vehicle unexpectedly can easily lead to safety accidents. Furthermore, current technology lacks adequate over-discharge protection mechanisms for low-voltage batteries during long-term storage, often resulting in vehicles failing to power on smoothly when needed due to low-voltage depletion.

[0006] Therefore, how to provide an all-terrain vehicle that integrates efficient braking, enhanced protection, optimized chassis geometry, and highly safe power-on logic is a technical problem that urgently needs to be solved by those skilled in the art.

[0007] Application content

[0008] This application provides an all-terrain vehicle. In view of the technical defects of existing all-terrain vehicles, such as uneven brake pressure distribution, lack of protection for brake motors, unoptimized stress on chassis control arms, low integration of battery components, and risk of accidental activation of high-voltage power-on logic, this invention aims to provide an all-terrain vehicle with high integration, stable structure, and strong safety, as well as its power-on control method.

[0009] A first aspect of the present invention provides an all-terrain vehicle, comprising a vehicle body and a braking system mounted on the vehicle body. The braking system includes: a brake actuation assembly including a pedal mechanism and an angle sensor for detecting the pedal rotation angle; a hydraulic control assembly including a master cylinder and a plurality of wheel brakes respectively fluidly connected thereto; and an electronically controlled power assist assembly including an energy storage unit, a power assist motor, and an electronic control unit, wherein the electronic control unit drives the power assist motor based on the rotation angle, causing the energy storage unit to provide braking assistance.

[0010] In one embodiment, the hydraulic control assembly adopts a cross-loop circuit, that is, the first chamber and the second chamber of the master cylinder are respectively connected to the corresponding left front / right rear and right front / left rear wheel brakes through an energy storage unit.

[0011] In one embodiment, the braking system further includes a parking motor and a guard plate disposed on the caliper body. The guard plate at least partially covers the parking motor to form protection, and the guard plate is provided with a clearance hole for the brake oil pipe to pass through.

[0012] A second aspect of the present invention provides a control arm structure, including a steering knuckle connecting portion, a first arm, and a second arm. The second arm is formed by connecting a first straight segment and a second straight segment. In a plane perpendicular to the axis of the first shaft hole of the steering knuckle connecting portion, the projections of the first arm, the first straight segment, and the second straight segment form a triangular structure.

[0013] A third aspect of the present invention provides a battery pack negative terminal assembly for the negative terminal of a battery pack. The battery pack negative terminal assembly includes an insulating mounting bracket on which a first relay, a current sensor, and a conductive element are fixed. Furthermore, the current sensor is configured to sense the current flowing through the conductive element.

[0014] A fourth aspect of the present invention provides a power-on control system and method, wherein the system is communicatively connected to an angle sensor of the braking system. When the vehicle control system detects that the angle sensor reading indicates a pedal depressing depth greater than a default threshold, a high-voltage power-on procedure is triggered.

[0015] This invention provides an all-terrain vehicle and its control method, which improves dynamic stability. By combining an electronically controlled power steering component with a cross-type hydraulic circuit, it achieves precise braking force distribution, effectively preventing the vehicle from fishtailing or skidding during braking. Furthermore, it enhances hardware protection. The skid plate structure effectively protects the parking motor from impacts from gravel or debris in complex road conditions, and the avoidance hole design ensures the dynamic stability of the hydraulic pipe layout. Additionally, it optimizes structural strength. The triangular projection structure of the control arm significantly improves the force distribution of the chassis during steering, increasing the reliability of the suspension system. Moreover, it improves electrical integration and maintenance convenience. The modular design of the battery pack negative terminal component reduces space occupation, and the integrated design of conductive components and current sensors facilitates accurate current monitoring and subsequent maintenance. Finally, it provides power-on safety assurance. Linking the high-voltage power-on command to the brake pedal depth, along with a self-test program, effectively eliminates the risk of unintended starting of the all-terrain vehicle due to accidental button presses. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] In the attached diagram:

[0018] Figure 1 is a three-dimensional structural schematic diagram of the braking system of the all-terrain vehicle of this application in one embodiment;

[0019] Figure 2 is a magnified view of part A in Figure 1;

[0020] Figure 3 is a schematic diagram of the brake activation component in one embodiment of the braking system of the all-terrain vehicle of this application;

[0021] Figure 4 is a schematic diagram of the brake activation component of the braking system of the all-terrain vehicle of this application from another angle in one embodiment.

[0022] Figure 5 is a magnified view of part B in Figure 4;

[0023] Figure 6 is a schematic diagram of the electronically controlled power assist assembly in one embodiment of the braking system of the all-terrain vehicle of this application;

[0024] Figure 7 is an exploded view of the electronically controlled power assist assembly in one embodiment of the braking system of the all-terrain vehicle of this application;

[0025] Figure 8 is a hydraulic schematic diagram of the braking system of the all-terrain vehicle of this application in one embodiment;

[0026] Figure 9 is a three-dimensional structural schematic diagram of the all-terrain vehicle of this application in one embodiment;

[0027] Figure 10 is a partial structural diagram of an exemplary vehicle wheel of this application;

[0028] Figure 11 is a schematic diagram of a partial structure of an exemplary braking system according to this application;

[0029] Figure 12 is a schematic diagram of a portion of an exemplary braking system according to this application from another angle.

[0030] Figure 13 is a schematic diagram of an exemplary brake caliper and caliper body of this application;

[0031] Figure 14 is a perspective view of an exemplary brake caliper and caliper body of this application;

[0032] Figure 15 is a schematic diagram of an exemplary brake caliper and caliper body from another angle according to this application;

[0033] Figure 16 is a schematic diagram of an exemplary protective plate of this application;

[0034] Figure 17 is a schematic diagram of the connection state with the steering knuckle in one embodiment of this application;

[0035] Figure 18 is a schematic diagram of the connection state with the steering knuckle in one embodiment of this application;

[0036] Figure 19 is a schematic diagram of a structure in one embodiment of this application;

[0037] Figure 20 is a structural schematic diagram of one embodiment of this application;

[0038] Figure 21 is a structural schematic diagram of one embodiment of this application;

[0039] Figure 22 is a schematic diagram of the third arm and its connection in one embodiment of this application;

[0040] Figure 23 is a schematic diagram of the third arm and its connection in one embodiment of this application;

[0041] Figure 24 is a schematic diagram of the installation and connection of the first bushing in one embodiment of this application;

[0042] Figure 25 is a schematic diagram of the installation and connection of the second bushing in one embodiment of this application;

[0043] Figure 26 is a cross-sectional view of the first bushing installation state in an embodiment of this application;

[0044] Figure 27 is a schematic diagram of the second bushing structure in one embodiment of this application;

[0045] Figure 28 is a schematic diagram of the installation position of the control arm structure of this application on the vehicle body;

[0046] Figure 29 is a schematic diagram of a structure in one embodiment of this application;

[0047] Figure 30 is a three-dimensional structural schematic diagram of the negative electrode assembly of the battery pack in one embodiment of this application;

[0048] Figure 31 is a three-dimensional structural schematic diagram of the negative electrode assembly of the battery pack in one embodiment of the present application from another angle;

[0049] Figure 32 is a top view of the negative electrode assembly of the battery pack in one embodiment of this application;

[0050] Figure 33 is a magnified view of a portion of region C in Figure 32;

[0051] Figure 34 is a wiring diagram of some electrical components in one embodiment of this application;

[0052] Figure 35 is a schematic diagram of the vehicle structure in one embodiment of this application;

[0053] Figure 36 is a flowchart of a vehicle power-on control method in one embodiment of this application;

[0054] Figure 37 is a logic diagram of a vehicle power-on control method in one embodiment of this application;

[0055] Figure 38 is a flowchart of step S2 in one embodiment of this application;

[0056] Figure 39 is a flowchart of step S3 in one embodiment of this application;

[0057] Figure 40 is a flowchart of step S3 in another embodiment of this application;

[0058] Figure 41 is a flowchart of step S4 in one embodiment of this application;

[0059] Figure 42 is a flowchart of step S5 in one embodiment of this application;

[0060] Figure 43 is a schematic diagram of the vehicle architecture in one embodiment of this application.

[0061] The reference numerals in the attached figures are as follows: 10. All-terrain vehicle; 110. Braking system; 1100. Brake activation assembly; 1110. Base plate; 1111. Mounting plate; 1112. First mounting hole; 1113. Limiting plate; 1120. Pedal mechanism; 1121. Pedal; 1122. Linkage rod; 1123. Push rod; 1124. First bending section; 1125. Second bending section; 1130. Angle sensor; 1140. Rotary shaft; 1150. Torsion spring; 1200. Hydraulic control assembly; 1210. Master cylinder; 1211. First chamber; 1212. Second chamber; 1213. Piston rod; 1220. Hydraulic line; 1230. Wheel brake; 1231. Left front wheel brake; 1232. Right rear wheel brake; 1 233. Right front wheel brake; 1234. Left rear wheel brake; 1300. Electric power steering assembly; 1310. Electric control unit; 1320. Power steering motor; 1321. Motor shaft; 1330. Energy storage unit; 1331. Cylinder block; 1332. First oil inlet channel; 1333. Second oil inlet channel; 1334. Left front oil outlet; 1335. Right rear oil outlet; 1336. Right front oil outlet; 1337. Left rear oil outlet; 1338. Plunger; 1339. Third chamber; 1340. Anti-lock braking unit; 1341. Check valve; 1342. Pressure sensor; 1350. Inclined sensor; 1400. Oil reservoir; 1410. Main oil pipe; 1420. Branch oil pipe; 1430. T-junction ; 11. Frame; 1101. Suspension; 12. Body; 121. Cabin; 13. Seat; 14. Cargo box; 15. Traveling mechanism; 1501. Wheel; 1502. Wheel hub; 16. Front bulkhead; 2100. Battery pack negative terminal assembly; 2101. First wire; 2102. Second wire; 2103. Third wire; 2104. Fourth wire; 2105. Fifth wire; 2106. Sixth wire; 2110. Insulating mounting bracket; 2111. Mounting cavity; 2112. Bottom wall; 2113. Side wall; 2114. Second mounting hole; 2121. First relay; 21211. First load terminal; 21212. First power supply terminal; 21213. First control signal terminal; 2122. Two relays; 21221, second load terminal; 21222, second power supply terminal; 21223, second control signal terminal; 212231, first control terminal; 212232, second control terminal; 2123, fuse; 2130, current input terminal; 2140, conductive element; 2150, current output terminal; 2160, external connector; 2161, internal connector; 2162, external connector; 2170, current sensor; 2171, detection output terminal; 2172, sensing hole; 2180, relay adhesion detection; 2181, first detection contact; 2182, first detection wire; 2190, insulation detection; 2191, second detection contact; 2192, second detection wire;310. Brake disc; 320. Caliper body; 321. Bolt; 330. Brake caliper; 331. Service brake caliper; 332. Parking brake caliper; 340. Parking motor; 350. Protective plate; 351. Through hole; 352. First reinforcing part; 353. Connecting plate; 354. Cover plate; 355. Second reinforcing part; 356. Clearance structure; 357. Clearance hole; 360. Wheel speed sensor; 370. Service brake oil pipe; 410. Steering knuckle; 420. Shock absorber; 4100. Steering knuckle connecting part; 4110. First shaft hole; 4200. First arm; 4210. First body connecting part; 4300. Second arm; 4310. First Straight section; 4320, Second straight section; 4330, Second body connection part; 4400, Shock absorber connection part; 4410, Second shaft hole; 4500, Third arm; 4510, Welding groove; 4600, First bushing; 4610, First sleeve part; 4620, First flange part; 4700, Second bushing; 4710, Second sleeve part; 4720, Second flange part; 4800, Reinforcing part; 510, Vehicle; 5100, Low-voltage battery; 5200, Central control system; 5300, Vehicle control system; 5400, Battery management system; 5500, High-voltage battery; 5600, Brake sensor; 520, Bluetooth key; 530, Remote terminal. Detailed Implementation

[0062] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0063] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0064] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0065] Please refer to Figures 1 to 9. This application provides an all-terrain vehicle 10. The braking system 110 of the all-terrain vehicle 10 includes a brake initiation assembly 1100, a hydraulic control assembly 1200, and an electronic power assist assembly 1300. The electronic power assist assembly 1300 provides assistance during the braking process, allowing the driver to complete the braking with only a small amount of force. In addition, the hydraulic oil in the first chamber 1211 of the hydraulic control assembly 1200 simultaneously acts on the left front wheel and the right rear wheel, and the hydraulic oil in the second chamber 1212 simultaneously acts on the right front wheel and the left rear wheel, improving the technical problem of fishtailing and skidding that easily occur during braking.

[0066] In one embodiment of brake assist control, the electronic control unit (ECU) pre-stores a proportional control algorithm configured to receive a simulated signal from the angle sensor 1130. When the pedal mechanism 1120 is depressed, the ECU 1310 calculates the rate of change and absolute value of the rotation angle of the pedal 1121 in real time and outputs a corresponding pulse width modulation (PWM) signal to the assist motor. Specifically, the thrust of the assist motor is non-linearly proportional to the rotation angle of the pedal mechanism 1120 to provide a light feedback feel in the initial stage of braking and to provide maximum hydraulic gain during emergency braking.

[0067] Furthermore, the hydraulic control assembly 1200 in this embodiment adopts a cross-loop (X-type loop) design. The first chamber 1211 of the master cylinder 1210 is connected to the wheel brakes 1230 located on the left front side and right rear side of the vehicle body via the first oil inlet channel 1332 of the energy storage unit 1330. In addition, the second chamber 1212 is connected to the wheel brakes 1230 on the right front side and left rear side via the second oil inlet channel 1333. This arrangement ensures that when any single loop fails, the vehicle can still retain 50% of the braking force, and the braking force is evenly distributed in the diagonal direction, effectively dispersing and balancing the yaw torque during braking, preventing the vehicle from fishtailing or skidding.

[0068] Please refer to Figures 1 and 8. This application provides an all-terrain vehicle 10, which includes a vehicle body and a braking system 110 mounted on the vehicle body. Specifically, the vehicle body includes a frame 11, and the braking system 110 is mounted on the frame 11. The braking system 110 includes a brake actuation assembly 1100, a hydraulic control assembly 1200, and an electronic power assist assembly 1300.

[0069] Referring to Figures 3 to 5, the brake actuation assembly 1100 includes a rotatable pedal mechanism 1120 and an angle sensor 1130. The angle sensor 1130 is configured to detect the rotation angle of the pedal mechanism 1120. The pedal mechanism 1120 includes a pedal 1121 for pressing and a connecting rod 1122 connected to the pedal 1121. A push rod 1123 acting on the hydraulic control assembly 1200 is connected to the connecting rod 1122. The angle sensor 1130 can be any sensor capable of measuring the rotation angle of the pedal mechanism 1120, such as a potentiometer, an ultrasonic angle sensor 1130, a fiber optic angle sensor 1130, etc. In this embodiment, a potentiometer is used. The angle of rotation of the pedal mechanism 1120 detected by the angle sensor 1130 can be fed back to various control systems to control corresponding components to achieve different functions. These control systems can be, for example, the braking system 110, the energy recovery system, or the vehicle control system. In one embodiment, the angle of rotation of the pedal mechanism 1120 detected by the angle sensor 1130 is fed back to the energy recovery system. When the pedal 1121 is depressed, the all-terrain vehicle 10 converts some kinetic energy into electrical energy for storage. By accurately measuring the opening degree of the pedal 1121, controlling the energy recovery process can make the energy recovery process smoother and the energy recovery force more refined, improving the jerky feeling caused by sudden changes in recovery force.

[0070] Referring to Figure 1, the hydraulic control assembly 1200 includes a master cylinder 1210 and multiple wheel brakes 1230 connected to the master cylinder 1210 via hydraulic lines 1220. The wheel brakes 1230 can be disc brakes or drum brakes; there is no limitation on which. In this embodiment, disc brakes are used. The wheel brakes 1230 include a left front wheel brake 1231 mounted on the left front wheel, a right rear wheel brake 1232 mounted on the right rear wheel, a right front wheel brake 1233 mounted on the right front wheel, and a left rear wheel brake 1234 mounted on the left rear wheel. The master cylinder 1210 includes a piston rod 1213, a first chamber 1211, and a second chamber 1212. The first chamber 1211 and the second chamber 1212 are independent of each other, and their positions are not limited. As long as the piston rod 1213 extends or retracts simultaneously, oil can be returned or released simultaneously. The piston rod 1213 of the brake activation assembly 1100 is connected to the brake activation assembly 1100. Specifically, the push rod 1123 in the pedal mechanism 1120 is connected to the piston rod 1213. When the driver presses the pedal 1121, the pedal 1121 drives the connecting rod 1122 to rotate. The connecting rod 1122 pushes the push rod 1123 to drive the piston rod 1213 to extend or retract, and the braking system 110 starts to work. This slows down or stops the all-terrain vehicle 10, and the braking force can be controlled by adjusting the pressure and depth of pressing the pedal 1121, achieving smooth deceleration or emergency braking.

[0071] Please refer to Figures 6 to 8. The electronic power steering assembly 1300 includes an energy storage unit 1330, a power steering motor 1320, and an electronic control unit 1310. The first chamber 1211 is connected to the left front wheel brake 1231 and the right rear wheel brake 1232 through the energy storage unit 1330. The second chamber 1212 is connected to the right front wheel brake 1233 and the left rear wheel brake 1234 through the energy storage unit 1330. The above technical solution can achieve the following: when the pedal mechanism 1120 performs a braking operation, the hydraulic oil in the first chamber 1211 is injected into the left front wheel brake 1231 acting on the left front wheel and the right rear wheel brake 1232 acting on the right rear wheel, and the hydraulic oil in the second chamber 1212 is injected into the right front wheel brake 1233 acting on the right front wheel and the left rear wheel brake 1234 acting on the left rear wheel. This configuration allows the hydraulic oil in the first chamber 1211 of the master cylinder 1210 to act simultaneously on the left front wheel and the right rear wheel, and the hydraulic oil in the second chamber 1212 to act simultaneously on the right front wheel and the left rear wheel. In this way, even if one chamber fails, the braking system 110 can still provide 50% of the braking force and achieve vehicle braking balance. This can improve the technical problem of the all-terrain vehicle 10 being prone to fishtailing and skidding during braking.

[0072] Please refer to Figures 7 and 8. The power assist motor 1320 and the energy storage unit 1330 are connected by a drive mechanism. The power assist motor 1320 includes a motor shaft 1321 capable of linear motion. The energy storage unit 1330 includes a plunger 1338 and a third chamber 1339 slidably connected to the plunger 1338. The third chamber 1339 connects to the left front wheel brake 1231, the right rear wheel brake 1232, the right front wheel brake 1233, and the left rear wheel brake 1234. The motor shaft 1321 is connected to the plunger 1338 to push the plunger 1338 to extend and retract, thereby injecting hydraulic oil from the third chamber 1339 into the left front wheel brake 1231, the right rear wheel brake 1232, the right front wheel brake 1233, and the left rear wheel brake 1234, thus braking the wheel 1501. The electronic control unit 1310 is connected to the angle sensor 1130 and the power assist motor 1320 by signal connection. The electronic control unit 1310 is configured to generate control commands based on the detection signals from the angle sensor 1130 to drive the power assist motor 1320 to act on the energy storage unit 1330. Specifically, the electronic control unit 1310 can determine the driver's operating intention, such as the force and speed of pressing the pedal 1121, based on the signals detected by the angle sensor 1130. Through precise control of the power assist motor 1320, the energy storage unit 1330 can quickly build up the required pressure, reducing the driver's operating force and providing braking assistance. This electronically controlled power assist assembly 1300 has a compact structure, reducing the installation space requirements of the all-terrain vehicle 10 and improving its utilization rate within the all-terrain vehicle 10.

[0073] Please refer to Figures 6 and 7. In one embodiment of this application, the energy storage unit 1330 includes a cylinder body 1331 and a first oil inlet channel 1332, a second oil inlet channel 1333, a left front oil outlet 1334, a right rear oil outlet 1335, a right front oil outlet 1336, and a left rear oil outlet 1337 disposed on the cylinder body 1331. The first oil inlet channel 1332 is externally connected to a first chamber 1211 and connects the left front oil outlet 1334 and the right rear oil outlet 1337. The rear oil outlet 1335 and the second oil inlet channel 1333 are connected to the second chamber 1212. The second oil inlet channel 1333 connects to the right front oil outlet 1336 and the left rear oil outlet 1337. The left front oil outlet 1334 connects to the left front wheel brake 1231, the right rear oil outlet 1335 connects to the right rear wheel brake 1232, the right front oil outlet 1336 connects to the right front wheel brake 1233, and the left rear oil outlet 1337 connects to the left rear wheel brake 1234. It should be noted that the connection between the third chamber 1339 and the left front oil outlet 1334, right rear oil outlet 1335, right front oil outlet 1336, and left rear oil outlet 1337 is controlled by multiple solenoid valves. These multiple solenoid valves are controlled by the electronic control unit 1310. The installation positions of the multiple solenoid valves and their control relationship with the electronic control unit 1310 are shown in Figures 7 and 8.

[0074] Referring to Figure 7, in one embodiment of this application, the electronic power steering assembly 1300 further includes an anti-lock braking unit 1340. Each wheel 1501 is equipped with a wheel speed signal sensor, which can be a Hall sensor, magnetoelectric sensor, or photoelectric encoder, etc., and is not limited thereto. Each wheel speed signal sensor is signal-connected to the electronic control unit 1310. The electronic control unit 1310 controls the anti-lock braking system 110 based on the signals fed back from each wheel speed signal sensor. The electronic control unit 1310, through the anti-lock braking unit 1340, includes a one-way valve 1341 and a pressure sensor 1342. The signals detected by the wheel speed signal sensors generate control commands to control the one-way valve 1341, and the pressure sensor 1342 monitors the hydraulic pressure in the energy storage unit 1330. When a risk of wheel 1501 locking is detected, the pressure is quickly released; when the risk of locking is relieved, the braking pressure is increased, and this cycle repeats, thereby adjusting the braking force on the wheel 1501 to achieve the anti-lock function of the wheel 1501 during braking, thus improving driving safety. It should be noted that the one-way valve 1341 and the pressure sensor 1342 are both integrated on the energy storage unit 1330, without occupying other installation space, thus improving the space utilization rate of the whole-ground formation.

[0075] In one embodiment of this application, the electronic control unit 1310 generates control commands to distribute braking force to the four wheels 1501 based on signals detected by wheel speed signal sensors. The wheel speed signal sensors are used to detect the rotational speed of the wheels 1501 in real time. The electronic control unit 1310 determines the dynamic state of the vehicle (such as steering braking or straight-line braking) and the risk of wheel lock-up based on the values ​​fed back from the wheel speed signal sensors of each wheel 1501. Based on different states and the risk of wheel lock-up, the electronic control unit 1310 adjusts the braking force of each wheel 1501 individually to achieve braking force distribution to the wheels 1501, reducing the occurrence of wheel lock-up, skidding, and vehicle instability.

[0076] In one embodiment of this application, the electronic power steering assembly 1300 further includes an electronic parking brake unit. The electronic parking brake unit electronically controls the parking braking of the all-terrain vehicle 10, replacing the traditional handbrake lever. The electronic parking brake unit includes a parking switch (not shown in the figure), which can be located in any position convenient for the driver to operate; there is no limitation on this. The parking switch is signal-connected to the electronic control unit 1310. When the parking switch sends a parking command to the electronic control unit 1310, the electronic control unit 1310 controls the energy storage element to apply pressure, locking the wheels 1501. When the parking switch sends a release command to the electronic control unit 1310, the electronic control unit 1310 controls the energy storage element to release the pressure, releasing the brake on the wheels 1501. The electronic parking brake unit can be activated or released simply by pressing the parking switch, making operation convenient and freeing up interior space.

[0077] Referring to Figure 7, in one embodiment of this application, the electronic power assist assembly 1300 further includes a slope sensor 1350. The slope sensor 1350 can be installed at any location on the all-terrain vehicle 10 that ensures accurate measurement of the vehicle's tilt angle; there is no limitation thereto. In this embodiment, the slope sensor 1350 is installed on the energy storage unit 1330, saving installation space and facilitating synchronous calibration with the anti-lock braking unit 1340, thus saving cost and braking time. The slope sensor 1350 is signal-connected to the electronic control unit 1310. The electronic control unit 1310 generates control commands based on the signals detected by the slope sensor 1350 to control the braking force of the electronic parking brake unit. In one embodiment, when the slope sensor 1350 detects that the all-terrain vehicle 10 is on a slope with a gradient of less than or equal to 8°, the braking force required is 8 kN. When it is on a slope with a gradient greater than 8°, the electronic control unit 1310 controls the electronic parking brake unit to increase the braking force to 11 kN.

[0078] In one embodiment of this application, the electronic power steering component 1300 is further provided with a stability control unit interface, which is adapted to the electronic stability control unit. This interface can be used to subsequently expand the electronic stability control unit, further improving vehicle driving stability and safety.

[0079] Referring to Figure 9, in one embodiment of this application, the braking system 110 further includes an oil reservoir 1400, which is connected to the master cylinder 1210 and the energy storage unit 1330 respectively, for replenishing hydraulic oil to the master cylinder 1210 and the energy storage unit 1330. The oil reservoir 1400 is used to store and supply brake fluid. In this embodiment, the brake fluid is also hydraulic. In this embodiment, the oil reservoir 1400 needs to supply hydraulic oil to both the master cylinder 1210 and the energy storage unit 1330 simultaneously. Therefore, the oil reservoir 1400 is externally connected to a main oil pipe 1410. The main oil pipe 1410 is connected to two branch oil pipes 1420 through a tee 1430. The two branch oil pipes 1420 are respectively connected to the third chamber 1339 of the master cylinder 1210 and the energy storage unit 1330. Because the self-pressurization of the energy storage unit 1330 can easily lead to the formation of cavities in the internal oil circuit, the timely replenishment of hydraulic oil in the energy storage unit 1330 by the oil reservoir 1400 can compensate for the cavities and ensure the vacuum level of the hydraulic unit. This, in turn, enables the rapid pressurization of the energy storage unit 1330, ensuring the timeliness of pressure build-up.

[0080] Referring to Figures 3 to 5, in one embodiment of this application, the brake activation assembly 1100 further includes a base plate 1110, which is mounted on the front bulkhead 16 of the all-terrain vehicle 10. The pedal mechanism 1120 is rotatably connected to the base plate 1110 via a rotating shaft 1140. An angle sensor 1130 is fixedly mounted on the base plate 1110 and connected to the rotating shaft 1140. Specifically, the base plate 1110 includes a mounting plate 1111 protruding in a direction away from the master cylinder 1210. A first mounting hole 1112 is provided on the mounting plate 1111. The rotating shaft 1140 passes through the first mounting hole 1112 and is rotatably connected to the mounting plate 1111. One end of the rotating shaft 1140 is fixedly connected to a connecting rod 1122 to achieve the rotatable connection between the pedal mechanism 1120 and the mounting plate 1111. An angle sensor 1130 is connected to the end of the connecting rod 1122 away from the connecting rod, so that the angle sensor 1130 can detect the rotation angle of the pedal mechanism 1120 based on the rotation of the rotating shaft 1140. A torsion spring 1150 is also fitted on the rotating shaft 1140. One end of the torsion spring 1150 is connected to the connecting rod 1122, and the other end is connected to the mounting plate 1111, so that the pedal mechanism 1120 returns to its original position after the pedaling force on the pedal 1121 is removed. The base plate 1110 also includes a limiting plate 1113, which is used to limit the initial position of the pedal mechanism 1120. The base plate 1110 has an ingenious structure and occupies little space, while realizing the detection of the rotation angle of the pedal mechanism 1120 by the angle sensor 1130, overcoming the difficulty of limited space in the all-terrain vehicle 10. The angle of rotation of the pedal mechanism 1120 detected by the angle sensor 1130 can be fed back to various control systems and control the corresponding components to achieve different functions. The control systems can be, for example, the braking system 110, the energy recovery system, the vehicle control system, etc. These systems work together to achieve efficient, safe and comfortable operation of the all-terrain vehicle 10.

[0081] Referring to Figure 3, in one embodiment of this application, the connecting rod 1122 in the pedal mechanism 1120 has a bent structure. Specifically, from the end of the connecting rod 1122 connected to the base plate 1110 to the end connected to the pedal 1121, the connecting rod 1122 includes a first bent segment 1124 that bends backward and a second bent segment 1125 that bends to the left. The first bent segment 1124 allows the connection position between the pedal 1121 and the connecting rod 1122 to be moved backward relative to the connection position between the connecting rod 1122 and the base plate 1110, making the operation of the pedal 1121 more linear, providing clear feedback, and improving driving control. The second bent segment 1125 allows the connection position between the pedal 1121 and the connecting rod 1122 to be moved to the left relative to the connection position between the connecting rod 1122 and the base plate 1110, optimizing the movement trajectory of the pedal 1121, thereby allowing the driver's legs to extend naturally when pressing the pedal and reducing fatigue.

[0082] Referring to Figure 9, the all-terrain vehicle 10 of this application may further include a body 12, which is provided with a driver's cab 121, a seat 13, and a cargo box 14. The frame 11 can be a symmetrical structure, which is beneficial to improving the balance, stability, and safety of the all-terrain vehicle 10 during driving. The driver's cab 121 is mounted on the frame 11 and can protect the driver, provide wind and rain protection, reduce noise, and improve comfort. The seat 13 is mounted on the frame 11 and located inside the driver's cab 121. The cargo box 14 is mounted on the frame 11 and can be located behind the seat 13 for carrying cargo.

[0083] Referring to Figures 1 and 9, the all-terrain vehicle 10 also includes four wheels 1501, and a braking system 110 operates on these four wheels 1501. The wheels 1501 include a left front wheel and a right front wheel located in front of the frame 11, and a left rear wheel and a right rear wheel located behind the frame 11. The braking system 110 of the all-terrain vehicle 10 includes a brake activation assembly 1100, a hydraulic control assembly 1200, and an electronic power assist assembly 1300. The all-terrain vehicle 10 also includes a front bulkhead 16, on which parts of the brake activation assembly 1100 and the hydraulic control assembly 1200 are mounted.

[0084] Referring to Figures 1 to 3, the brake actuation assembly 1100 includes a rotatable pedal mechanism 1120 and an angle sensor 1130, which is configured to detect the angle of rotation of the pedal mechanism 1120. The hydraulic control assembly 1200 includes a master cylinder 1210 and left front wheel brakes 1231, right rear wheel brakes 1232, right front wheel brakes 1233, and left rear wheel brakes 1234 connected to the master cylinder 1210. The master cylinder 1210 includes a piston rod 1213, a first chamber 1211, and a second chamber 1212. The brake actuation assembly 1100 connects to the piston rod 1213 to drive the piston rod 1213 to extend or retract. The electric power steering assembly 1300 includes an energy storage unit 1330, a power steering motor 1320, and an electronic control unit 1310. A first chamber 1211 is connected to the left front wheel brake 1231 and the right rear wheel brake 1232 through the energy storage unit 1330. A second chamber 1212 is connected to the right front wheel brake 1233 and the left rear wheel brake 1234 through the energy storage unit 1330. The power steering motor 1320 and the energy storage unit 1330 are connected in a driving connection. The electronic control unit 1310 is signal-connected to the angle sensor 1130 and the power steering motor 1320. The electronic control unit 1310 is configured to generate control commands based on the detection signals of the angle sensor 1130 to drive the power steering motor 1320 to act on the energy storage unit 1330 to provide assistance.

[0085] The braking system of the all-terrain vehicle 10 achieves vehicle braking through mechanical means. The braking system includes a pedal, a winding wheel, a cable, and a force-combining mechanism. This mechanical structure is complex and inefficient, and in emergency situations, it may lead to untimely braking or brake failure, resulting in risks such as loss of vehicle control, skidding, or rollover. This application provides an all-terrain vehicle 10 whose braking system can improve braking efficiency and reduce the risks of loss of vehicle control and skidding due to braking problems in special circumstances. Referring to Figures 9, 10, and 11, the all-terrain vehicle 10 includes a frame 11, a travel mechanism 15, and a braking system 110. A suspension 1101 is installed on the frame 11, which connects the frame 11 to the wheels 1501 and transmits the forces and torques between the wheels 1501 and the frame 11. This allows the all-terrain vehicle 10 to maintain the normal trajectory of the wheels 1501 when driving on uneven surfaces, while also mitigating impact loads caused by uneven road surfaces and improving vehicle stability. The travel mechanism 15 includes a wheel 1501, which is mounted on the suspension 1101; the braking system 110 includes a brake disc 310, a caliper body 320, a brake caliper 330, a parking motor 340, and a skid plate 350; the brake disc 310 is fixed relative to the wheel 1501; the caliper body 320 is mounted on the suspension 1101; the brake caliper 330 is mounted on the caliper body 320 and moves relative to the caliper body 320 to clamp or release the brake disc 310; the parking motor 340 drives the brake caliper 330 to move relative to the caliper body 320; the skid plate 350 is disposed on the caliper body 320, and the skid plate 350 is at least partially located on the front side of the parking motor 340 along the forward direction of the all-terrain vehicle 10.

[0086] The skid plate 350 is fixed to the caliper body 320. The guard plate 354 of the skid plate 350 is made of high-strength steel (or fiber-reinforced engineering plastic), and its surface has an anti-corrosion coating. The longitudinal section of the guard plate 354 has an arc-shaped structure, and the radius of curvature of this arc is configured to precisely match the inner wall space of the wheel hub, ensuring that the skid plate 350 still maintains a safety clearance of at least 5 mm from surrounding components when the suspension system is at its maximum vertical travel. The thickness of the skid plate is between 2 mm and 5 mm, configured to withstand the direct impact of sand and gravel sprayed during the movement of the all-terrain vehicle on the parking motor 340, thereby protecting the motor housing and wiring harness interface from cracking or detachment due to external impact.

[0087] This application utilizes a parking motor 340 to drive the brake caliper 330 to move relative to the caliper body 320, thereby clamping or releasing the brake disc 310. Compared to the transmission method using a cable, the parking motor 340's action is faster and more convenient, effectively improving braking efficiency, ensuring braking performance, and addressing the problem of delayed braking in emergency situations. The parking motor 340 also facilitates control of the brake caliper 330's movement, thereby controlling the clamping force between the brake caliper 330 and the brake disc 310, and adjusting the braking effect. For example, the movement of the left and right brake calipers 330 can be adjusted separately according to the wheel speeds of the left and right wheels 1501, reducing the risk of vehicle loss of control and skidding due to different wheel speeds.

[0088] All-terrain vehicle 10 operates in diverse scenarios, frequently navigating uneven roads. The parking motor 340, exposed outside the wheel 1501, is susceptible to impacts from ground protrusions, flying stones, and debris, which can easily damage the parking motor 340 and affect its lifespan. The protective plate 350 of this application is at least partially located in front of the parking motor 340. During the movement of the all-terrain vehicle 10, the protective plate 350 contacts ground protrusions, flying stones, and debris earlier than the parking motor 340, thus protecting the parking motor 340 from impacts. This reduces the risk of damage to the parking motor 340, increases its lifespan, and lowers the probability of brake failure in the all-terrain vehicle 10.

[0089] The all-terrain vehicle 10's travel mechanism 15 also includes a drive mechanism, which can be an engine, a drive motor, or both. For example, when the all-terrain vehicle 10's drive mechanism is an engine, the all-terrain vehicle 10 is also equipped with a fuel tank to provide fuel to the engine; when the all-terrain vehicle 10's drive mechanism is a drive motor, the all-terrain vehicle 10 is also equipped with a battery to provide electrical energy to the drive motor; when the all-terrain vehicle 10's drive mechanism is a combination of an engine and a drive motor, the all-terrain vehicle 10 needs to be equipped with an energy storage battery and a fuel tank to respectively power the drive motor and provide fuel to the engine.

[0090] Of course, the drive mechanism of the all-terrain vehicle 10 can also be in other forms, such as using a hydrogen-powered engine, to achieve the drive of the all-terrain vehicle 10.

[0091] The all-terrain vehicle 10's travel mechanism 15 also includes a transmission mechanism, which transmits the mechanical energy of the drive mechanism to the wheels 1501 to drive the wheels 1501. The transmission mechanism can have various options; for example, when the drive mechanism is an engine, the transmission mechanism includes a gearbox or other transmission structure; when the drive mechanism is a drive motor, the drive motor can be front-wheel drive, rear-wheel drive, or hub-and-wheel-drive, etc. The transmission mechanism is selected according to the arrangement of the drive motor to achieve transmission between the drive motor and the wheels 1501.

[0092] Referring to Figure 13, in one embodiment, a bolt 321 is provided on the caliper body 320. The bolt 321, through a special structural design, allows the brake caliper 330 to move axially along the guide device during braking. This function ensures that the brake caliper 330 is centered on the brake disc 310, guaranteeing uniform pressure distribution between the brake caliper 330 and the brake disc 310, thus improving braking performance and reducing brake shudder and uneven braking force. During long-term use, the brake pads on the brake caliper 330 will wear, causing the brake pad thickness to gradually decrease. The bolt 321 can automatically adjust the position of the brake caliper 330 to compensate for the change in brake pad thickness and maintain an appropriate gap between the brake pads and the brake disc 310. A through hole 351 is provided on the guard plate 350, through which the bolt 321 passes to fix the guard plate 350 to the caliper body 320. A through hole 351 is provided on the guard plate 350, and the guard plate 350 and the caliper body 320 can be relatively fixed by bolts 321 provided on the caliper body 320. The guard plate 350 is installed using the existing structure, which is convenient for disassembly and assembly, has high compatibility, and facilitates the widespread application of the guard plate 350.

[0093] In one embodiment, the projection of the guard plate 350 along the forward direction of the all-terrain vehicle 10 covers the projection of the parking motor 340 along the forward direction of the all-terrain vehicle 10, effectively resisting impacts from the front of the parking motor 340, protecting the parking motor 340, and improving the protection effect.

[0094] In another embodiment, a portion of the parking motor 340 extends into the hub 1502 of the wheel 1501. The hub 1502 protects the parking motor 340 extending into the hub 1502. The projection of the guard plate 350 along the forward direction of the all-terrain vehicle 10 covers the projection of the parking motor 340 located outside the hub 1502 along the forward direction of the all-terrain vehicle 10. This utilizes the protection of the parking motor 340 by the hub 1502, reduces the area of ​​the guard plate 350, avoids redundancy, and reduces the risk of interference between the guard plate 350 and the hub 1502.

[0095] Of course, as an alternative, the projection of the skid plate 350 along the forward direction of the all-terrain vehicle 10 can also cover part of the projection of the parking motor 340 along the forward direction of the all-terrain vehicle 10, so that there is a gap between the skid plate 350 and the wheel hub 1502, which not only ensures the protective effect of the skid plate 350 against impacts such as protrusions and flying stones, but also effectively avoids interference between the skid plate 350 and the wheel hub 1502.

[0096] Referring to Figure 16, in one embodiment, the guard plate 350 is an arc-shaped guard plate 350. The arc-shaped guard plate 350 facilitates installation using the existing structure of the caliper body 320, providing protection for the parking motor 340 while reducing space occupation and avoiding interference with structures such as the wheel hub 1502. Compared to a straight plate, the arc-shaped guard plate 350 can disperse impact force, thereby improving the protective effect.

[0097] In one embodiment, the angle of the arc-shaped guard plate 350 is 90° to 110°, and the angle can be any value between 90° and 110°, such as 90°, 100°, 105°, 110°, etc. Preferably, the angle of the arc-shaped guard plate 350 is 105°, which effectively ensures the protective effect of the guard plate 350 on the parking motor 340, and avoids the problem that the guard plate 350 is too large and may easily interfere with other structures.

[0098] Please refer to Figure 16. In one embodiment, a first reinforcing part 352 extending circumferentially along the guard plate 350 is provided on the guard plate 350. The guard plate 350 has a large circumferential span, so it is more likely to deform during a collision. By providing the first reinforcing part 352, the strength of the guard plate 350 can be improved and the risk of deformation of the guard plate 350 can be reduced.

[0099] Referring to Figure 16, in one embodiment, the first reinforcing part 352 is a protrusion that penetrates the circumference of the protective plate 350 to improve the strength of the protective plate 350. There can be one or more protrusions. If there are multiple protrusions, the multiple protrusions are arranged along the axial direction of the protective plate 350 to improve the strength of each region of the protective plate 350.

[0100] The preferred forming method for the guard plate 350 is cold heading to ensure its structural strength and protective effect. Of course, other existing processing methods can also be used to form the guard plate 350, as long as they meet the protective requirements for the parking motor 340.

[0101] Referring to Figure 16, in one embodiment, the guard plate 350 includes a connecting plate 353 and a shielding plate 354. The connecting plate 353 is fixed relative to the caliper body 320, and the shielding plate 354 is fixed to the end of the connecting plate 353 and extends towards the parking motor 340. The connecting plate 353 connects the shielding plate 354 and the caliper body 320, thereby keeping the shielding plate 354 away from the caliper body 320 and the parking motor 340. This ensures a certain gap between the shielding plate 354 and the parking motor 340, reducing the risk of the shielding plate 354 colliding with the parking motor 340 due to impact, and ensuring the protective effect of the shielding plate 354 on the parking motor 340. The shielding plate 354 extends away from the caliper body 320, at least partially shielding and protecting the parking motor 340.

[0102] The connecting plate 353 and the baffle plate 354 are perpendicular or substantially perpendicular to each other, so that the baffle plate 354 is parallel or substantially parallel to the axis of the hub 1502, thereby reducing the risk of interference between the baffle plate 354 and the hub 1502 or other components.

[0103] Referring to Figure 16, in one embodiment, a second reinforcing part 355 is provided at the connection between the connecting plate 353 and the shield 354. When the shield 354 collides, the connection between the connecting plate 353 and the shield 354 is prone to deformation, which can lead to relative rotation between the shield 354 and the connecting plate 353, and collisions between the shield 354 and the parking motor 340. By providing the second reinforcing part 355, the strength between the connecting plate 353 and the shield 354 is improved, thereby enhancing the protective effect of the shield 354.

[0104] In one embodiment, the second reinforcing part 355 is a concave fold provided at the connection between the connecting plate 353 and the shielding plate 354. The concave fold structure can better bear stress, thereby improving the strength of the connection between the connecting plate 353 and the shielding plate 354.

[0105] In another embodiment, the second reinforcing part 355 is a reinforcing rib provided at the connection between the connecting plate 353 and the shielding plate 354, so as to improve the strength of the connection between the connecting plate 353 and the shielding plate 354.

[0106] Of course, as some alternatives, the second reinforcing part 355 can also be other structures provided at the connection between the connecting plate 353 and the shielding plate 354, in order to improve the strength of the connection between the connecting plate 353 and the shielding plate 354.

[0107] Referring to Figures 13 and 16, in one embodiment, a clearance structure 356 is provided at the end of the shield 354 away from the connecting plate 353. The clearance structure 356 is inclined towards the center of the shield 354 from the direction of the shield 354 toward the connecting plate 353. The shield 354 extends from the caliper body 320 toward the suspension 1101. During the movement of the all-terrain vehicle 10, the upper and lower suspensions 1101 will move relative to each other, thereby mitigating the vibration of the all-terrain vehicle 10 and improving the stability of the all-terrain vehicle 10. By providing the clearance structure 356, the risk of collision between the suspension 1101 and the shield 354 can be reduced when the suspension 1101 moves, thereby reducing the risk of damage to the shield 354 or the suspension 1101. When the suspension 1101 moves, it rotates relative to the mounting point of the wheel 1501. The inclined setting of the avoidance structure 356 can effectively ensure the avoidance effect and reduce the area of ​​the avoidance structure 356 on the shield 354, thereby ensuring the protective effect of the shield 354.

[0108] In one embodiment, the tilt angle of the avoidance structure 356 is greater than or equal to 30°, thereby effectively ensuring the avoidance effect of the shield 354 and preventing the shield 354 from colliding with the suspension 1101.

[0109] Referring to Figure 16, in one embodiment, the shield 354 is an arc-shaped plate. The arc-shaped plate not only protects the parking motor 340 but also reduces space occupation and avoids interference with structures such as the wheel hub 1502. Compared to a straight plate, the arc-shaped plate can disperse impact force, thereby improving the protective effect of the shield 354. The angle of the shield 354 is 90° to 110°, and the angle can be any value between 90° and 110°, such as 90°, 100°, 105°, 110°, etc.

[0110] Referring to Figure 13, in one embodiment, the brake caliper 330 includes a service brake caliper 331 and a parking brake caliper 332. The service brake caliper 331 is connected to a service brake line 370. The service brake caliper 331 is controlled by the brake pedal; that is, when the brake pedal is depressed, the service brake caliper 331 clamps the brake disc 310 to perform braking. The parking brake caliper 332 is connected to a parking motor 340. The parking motor 340 drives the movement of the parking brake caliper 332 to perform braking or braking when parking. The guard plate 350 is provided with a clearance hole 357, through which the service brake line 370 passes to supply oil to the service brake caliper 331.

[0111] In one embodiment, the all-terrain vehicle includes a vehicle control system 5300 electrically connected to a parking motor 340; a parking brake switch electrically connected to the vehicle control system 5300; and at least two wheel speed sensors 360 configured to detect the speeds of the left and right wheels 1501. When the parking brake switch is open, the vehicle control system 5300 controls the movement of the parking brake caliper 332 based on the speeds of the left and right wheels 1501 measured by the wheel speed sensors 360. In the event of a failure of the service brake, if the driving braking system 110 uses the parking brake, it can easily lead to an imbalance in the left and right braking of the vehicle, resulting in skidding, overturning, etc. The vehicle control system 5300 of this application controls the movement of the parking brake caliper 332 based on the speeds of the left and right wheels 1501, thereby rationally outputting braking force to participate in auxiliary braking, improving the braking balance of the left and right wheels 1501. This solves the problems of existing braking systems 110 failing to provide effective braking or causing skidding and overturning due to an imbalance in left and right braking when the service brake fails, effectively ensuring the stability of the vehicle when the parking brake is engaged.

[0112] Traditional parking brakes, in order to meet the requirements for parking on slopes, need to consider factors such as the radius of the winding wheel, the lever ratio of the handbrake or foot pedal, and the mechanical efficiency of the cable. To ensure braking safety, the arrangement of components and the routing of the cable also need to be considered, resulting in a complex mechanical structure and low mechanical efficiency. The braking system 110 of this application can obtain the angle of the vehicle on the slope through the vehicle control system 5300, and thus control the parking motor 340 to output clamping force according to the actual parking slope angle, effectively avoiding the slippage problem that often occurs when parking on slopes with traditional methods, and improving the safety and reliability of the all-terrain vehicle 10.

[0113] The braking system 110 of the all-terrain vehicle 10 of this application effectively combines the service brake and the parking brake. When the service brake fails, the parking brake can reduce the risk of skidding and overturning caused by the unbalanced braking of the left and right wheels 1501. The braking system 110 can output clamping force according to the vehicle's parking slope angle, reducing the risk of slipping and improving safety and reliability. The guard plate 350 protects the parking motor 340, effectively reducing the risk of damage to the parking motor 340, extending the service life of the parking motor 340, ensuring driving safety, and saving after-sales maintenance costs.

[0114] In the all-terrain vehicle 10, the control arm structure, which is connected to the suspension structure, is a core load-bearing and guiding component that ensures vehicle handling stability, off-road capability, and ride comfort. Therefore, the design of the control arm structure is a crucial aspect. The all-terrain vehicle 10 of this application also has a special control arm structure, as shown in Figures 17 to 29. The all-terrain vehicle 10 includes a steering knuckle 410, a shock absorber 420, and a control arm structure. The control arm structure is rotatably connected to the frame 11 and the steering knuckle 410, and the shock absorber 420 is mounted on the frame 11.

[0115] As a crucial component of the vehicle suspension system, the control arm structure typically connects to structural components such as stabilizer bars, shock absorbers, and steering knuckles. It should be noted that the control arm structure described in this application can be widely used in vehicle suspension systems, and its specific application location and form can be adjusted according to actual needs. For example, this control arm structure can be used as an upper or lower control arm structure in a vehicle's front suspension system, or as an upper or lower control arm structure in a vehicle's rear suspension system. This application does not limit the specific application location of the control arm structure; its core lies in achieving lightweight design and improved structural strength through a spatial force-bearing structure and a triangular layout.

[0116] Specifically, in this embodiment, the technical solution of this application is described in detail using the lower control arm structure of the vehicle's rear suspension system as an example. The control arm structure includes a steering knuckle connection 4100, a first arm 4200, and a second arm 4300. The steering knuckle connection 4100 is rotatably connected to the vehicle's steering knuckle 410 via a first shaft hole 4110, achieving a flexible connection between the wheel and the suspension system. The structure of the steering knuckle connection 4100 is not limited and can be any suitable type of structure that satisfies the rotatable connection between the steering knuckle 410 and the suspension system. Specifically, referring to Figure 17, in this embodiment, the steering knuckle connection 4100 is a sheet metal structure adapted to be fixedly connected to the steering knuckle 410, thereby reducing the overall design weight of the control arm structure.

[0117] Referring to Figures 17 and 18, the first arm 4200 is the rear arm of the control arm structure, located on the side closest to the rear of the vehicle. One end of the first arm 4200 is fixedly connected to the steering knuckle connection 4100 via welding, bolting, or other fixed connections to ensure the strength and stability of the connection. The other end has a first body connection 4210 rotatably connected to the frame 11. This first body connection 4210 is connected to the frame 11 via a rotatable connection (such as a hinge or ball joint), allowing the first arm 4200 to adapt to the movement requirements of the suspension system during vehicle operation. Specifically, in this embodiment, the first arm 4200 is welded to the steering knuckle connection 4100, and the first body connection 4210 is hinged to the frame 11. In this embodiment, the first arm 4200 can be made of sheet metal or tubular materials. In the lower control arm structure of the vehicle's rear suspension system, since the first arm 4200 is the main load-bearing component for the installation of the control arm structure with the steering knuckle 410 and the shock absorber 420, the first arm 4200 is preferably a straight arm structure. The straight arm structure is convenient for installation and connection, and reduces the assembly difficulty.

[0118] Please refer to Figures 17, 18, and 21. The second arm 4300 includes a first straight segment 4310 and a second straight segment 4320 connected to each other. The first straight segment 4310 and the second straight segment 4320 are set at an angle. The angle and the included angle position of the first straight segment 4310 and the second straight segment 4320 are not limited and can be designed according to the suspension system layout of the specific vehicle model. As long as it can avoid and adapt to the connection of other structural components of the vehicle located at the control arm structure, can better ensure the clearance between the control arm structure and the surrounding structural components, and reduce the difficulty of vehicle assembly, it is acceptable. For example, the included angle between the first straight segment 4310 and the second straight segment 4320 can be an obtuse angle, a right angle, or an acute angle. One end of the first straight segment 4310 has a second body connecting portion 4330 rotatably connected to the frame 11. The first straight segment 4310 is connected to the second straight segment 4320. The first straight segment 4310 and the second straight segment 4320 can be integrally bent sheet metal parts or tubular structures, or they can be integrally cast or separately welded structures. The end of the second straight segment 4320 facing away from the first straight segment 4310 is rotatably connected to the steering knuckle connecting portion 4100. In a plane perpendicular to the axis of the first shaft hole 4110, the projections of the first arm 4200, the first straight segment 4310, and the second straight segment 4320 in their extending directions form a triangular structure. The control arm structure forms a stable support through the first arm 4200 and the second arm 4320. In this embodiment, a vertical projection plane perpendicular to the axis of the first shaft hole 4110 of the steering knuckle connecting portion 4100 is defined. On this projection plane, the extension centerline of the first arm 4200 and the extension centerlines of the first straight segment 4310 and the second straight segment 4320 of the second arm 4320 together form a triangular region. This geometric layout utilizes the stability of a triangular structure. When the vehicle steers or encounters an impact from an uneven road surface, the resulting lateral force and longitudinal torque can be distributed to different straight segments of the first arm 4200 and the second arm 4320. Specifically, the bending angle between the first straight segment 4310 and the second straight segment 4320 is configured to counteract the lateral force from the steering knuckle, reducing stress concentration at the suspension joints and thus improving the chassis's steering accuracy and structural lifespan under extreme conditions.

[0119] Compared to the planar force-bearing structure design of existing control arm structures, the control arm structure of this application adopts a triangular spatial force-bearing structure, which can evenly distribute forces from different directions to the first arm 4200, the second arm 4300, and other structures of the control arm structure, avoiding local stress concentration. At the same time, the triangular spatial force-bearing structure has good mechanical stability, which can better absorb and disperse energy, improve the impact resistance of the control arm structure, reduce the risk of local deformation and damage, improve the overall strength of the control arm structure, and thus extend the service life of the control arm.

[0120] Referring to Figures 17 and 18, in one embodiment of this application, the second arm 4300 adopts a tubular structure, which is formed into a first straight section 4310 and a second straight section 4320 through an integral bending forming process. Specifically, the tubular structure of the second arm 4300 can be made of high-strength materials (such as aluminum alloy or high-strength steel), and its cross-sectional shape can be circular, rectangular, or other optimized shapes to achieve lightweight design while ensuring the mechanical performance of the control arm structure. In this embodiment, the second arm 4300 is a circular tube. The tubular structure of the second arm 4300, while ensuring the strength of the control arm structure, can reduce the amount of material used, achieve lightweight design, and thus reduce the overall vehicle weight. The integrally bent first straight section 4310 and the second straight section 4320 of the tubular structure ensure the integrity and reliability of the second arm 4300 structure, while the integral bending forming process simplifies the manufacturing process. It should be noted that within the plane perpendicular to the axis of the first shaft hole 4110, the second arm 4300 can be bent upwards or downwards, depending on the actual obstacle avoidance requirements. The key is that the projections of the first arm 4200, the first straight segment 4310, and the second straight segment 4320 along their extension directions form a triangular structure within the plane perpendicular to the axis of the first shaft hole 4110. Furthermore, when the first straight segment 4310 and the second straight segment 4320 are bent, one side of the tube wall at the bend is stretched, resulting in a thinner wall, while the other side is compressed, increasing the wall thickness. The side with increased wall thickness also experiences increased strength. This effectively improves the strength at the bend, effectively dispersing external loads under localized stress, enhancing bending and torsional resistance, and mitigating the risk of control arm structure failure.

[0121] Furthermore, in this embodiment, the control arm structure is a lower control arm. The first straight segment 4310 and the second straight segment 4320 are bent downwards, that is, bent away from the direction of the upper control arm of the vehicle, to increase the installation space between the upper and lower control arms, so that more other vehicle structural components can be installed between the upper and lower control arms. The second arm 4300 is formed by an integral bending forming process to create the first straight segment 4310 and the second straight segment 4320. The first arm 4200 still adopts the form of a straight tube, which simplifies the manufacturing process of the control arm structure. At the same time, the lower control arm provides a fixed connection point for the existing vehicle brake line layout. The bent structure of the second arm 4300 allows the brake line to be arranged according to the shape of the second arm 4300 when the vehicle is in a ready position. Compared with the straight tube structure of the second arm 4300, the reserved length of the brake line is increased. When the wheel 1501 bounces downwards, the longer reserved brake line at the bend is stretched to be straight, avoiding the problem of brake line length mismatch.

[0122] Referring to Figures 17, 22, and 23, in one embodiment of this application, the control arm structure further includes a shock absorber connection portion 4400 and a third arm 4500. The structure of the shock absorber connection portion 4400 is not limited; it can be any suitable type of structure that satisfies the rotational connection between the steering knuckle 410 and the suspension system, while maintaining a lightweight design. Specifically, referring to Figure 17, in this embodiment, the steering knuckle connection portion 4100 is a sheet metal structure adapted for fixed connection with the shock absorber 420, thereby reducing the overall design weight of the control arm structure. The shock absorber connection portion 4400 is welded and fixed to the first arm 4200, and the third arm 4500 is fixedly connected to both the shock absorber connection portion 4400 and the steering knuckle connection portion 4100. Specifically, since the main force source of the control arm structure is the force transmitted from the wheel 1501 to the suspension 1101 of the body 12 and the supporting reaction force of the shock absorber 420 against the movement of the suspension 1101, the third arm 4500 is fixedly connected to the shock absorber connection part 4400 and the steering knuckle connection part 4100 to disperse the local stress at the shaft hole mounting points on the shock absorber connection part 4400 and the steering knuckle connection part 4100. The fixed connection method of the third arm 4500 connecting the shock absorber connection part 4400 and the steering knuckle connection part 4100 is not limited, and can be any suitable type of connection that can disperse local stress, such as bolt connection, welding, etc.

[0123] Referring to Figures 22 and 23, in one embodiment of this application, the shock absorber connecting portion 4400 has a second shaft hole 4410 rotatably connected to the shock absorber 420, and a second bushing 4700 is inserted into the second shaft hole 4410. The second bushing 4700 is fixed within the second shaft hole 4410 by an interference fit. The inner hole of the second bushing 4700 is used to install the connecting shaft of the shock absorber 420, thereby achieving a rotatable connection between the shock absorber 420 and the shock absorber connecting portion 4400. The second bushing 4700 is preferably made of hard metal to increase the sheet metal structural strength of the shock absorber connecting portion 4400 at the second shaft hole 4410. This improves the structural strength of the shock absorber connecting portion 4400 at the installation stress point, i.e., the second shaft hole 4410, while maintaining a certain sheet metal structural strength. By effectively increasing the structural strength locally, the overall weight of the shock absorber connecting portion 4400 is effectively controlled. Furthermore, the bushing structure is suitable for multiple shaft hole points, making it highly versatile.

[0124] Referring to Figures 23 and 27, in one embodiment of this application, the second bushing 4700 adopts a T-shaped structure. The second bushing 4700 includes a second sleeve portion 4710 and a second flange portion 4720 coaxially arranged. The second sleeve portion 4710 is inserted into the second shaft hole 4410 by an interference fit, avoiding the problem of increasing local thickness and making it difficult to ensure coaxiality by welding a gasket at the second shaft hole 4410, thus reducing assembly difficulty. The second flange portion 4720 is disposed at one end of the second sleeve portion 4710, and the radial dimension of the second flange portion 4720 is larger than the diameter dimension of the second shaft hole 4410. The second flange portion 4720 abuts against the shock absorber connecting portion 4400. After the control arm structure is assembled and connected, the second flange portion 4720 locally increases the thickness of the shock absorber connecting portion 4400 in the axial direction of the second shaft hole 4410.

[0125] Furthermore, in one embodiment of this application, the third arm 4500 is welded together with the second bushing 4700 and the shock absorber connection portion 4400. Specifically, in one embodiment, referring to Figures 19 and 22, the third arm 4500 is pressed between the second flange portion 4720 and the shock absorber connection portion 4400 by the second bushing 4700, thereby achieving a common welded connection between the third arm 4500, the second bushing 4700, and the shock absorber connection portion 4400. In another embodiment, referring to Figure 25, the second sleeve portion 4710 is inserted into the second shaft hole 4410 of the shock absorber connection portion 4400, and the second flange portion 4720 fits against the shock absorber connection portion 4400. The third arm 4500 completely or partially covers the outside of the second flange portion 4720, and the second flange portion 4720 and the third arm 4500 are not in direct contact. The third arm 4500 is fitted to the shock absorber connection 4400 on the outer side of the second flange 4720. The third arm 4500, the shock absorber connection 4400, and the second bushing 4700 are welded together via the same weld seam. The above only exemplifies two relative positional relationships between the third arm 4500, the shock absorber connection 4400, and the second bushing 4700, but is not limited to these. Compared to the potential gaps in traditional bolted or plug-in connections, welded connections can evenly distribute loads, optimize force transmission paths, and better cope with impact loads generated during vehicle operation, significantly improving the overall integrity, impact resistance, and structural strength at stress points of the control arm.

[0126] Referring to Figures 19 and 22, in one embodiment of this application, based on the designed installation position of the shock absorber connection 4400, the shock absorber connection 4400 can be directly welded to the second arm 4300, or it can be welded and fixed to the second arm 4300 through other indirect structural components. Since the third arm 4500 is a sheet metal structure, its installation path can be comprehensively determined based on the installation path between the shock absorber connection 4400 and the steering knuckle connection 4100. A welding groove 4510 is formed on the third arm 4500, and the shock absorber connection 4400 and the first arm 4200 are welded together to the third arm 4500 through the welding groove 4510, enhancing the stability and reliability of the structure. The design of the welding groove 4510 concentrates the welding area at a specific location on the third arm 4500, optimizing the force transmission path between the third arm 4500 and the first arm 4200. This allows the load from the shock absorber connection 4400 and the third arm 4500 to be more efficiently distributed to the first arm 4200, and then to the entire control arm structure, reducing local stress concentration.

[0127] Referring to Figure 26, in one embodiment of this application, a first bushing 4600 is inserted into the first shaft hole 4110. The first bushing 4600 is fixed in the first shaft hole 4110 by an interference fit. The inner hole of the first bushing 4600 is used to install the connecting shaft of the steering knuckle 410, so as to realize the rotational connection between the steering knuckle 410 and the steering knuckle connecting part 4100. The first bushing 4600 is preferably made of hard metal to increase the sheet metal structural strength of the steering knuckle connecting part 4100 at the first shaft hole 4110. Specifically, in this embodiment, the structure of the first bushing 4600 is the same as that of the second bushing 4700. The first bushing 4600 includes a first sleeve portion 4610 and a first flange portion 4620 coaxially arranged. The first sleeve portion 4610 is inserted into the first shaft hole 4110, and the first flange portion 4620 is disposed at one end of the first sleeve portion 4610 and abuts against the steering knuckle connecting part 4100, which will not be described in detail here.

[0128] Furthermore, in one embodiment of this application, the third arm 4500 is welded together with the first bushing 4600 and the steering knuckle connection portion 4100. Specifically, in one embodiment, referring to Figures 20 and 23, the third arm 4500 is pressed between the first flange portion 4620 and the steering knuckle connection portion 4100 by the first bushing 4600, thereby achieving a common welded connection between the third arm 4500, the first bushing 4600, and the steering knuckle connection portion 4100. In another embodiment, referring to Figure 24, the first sleeve portion 4610 is inserted into the first shaft hole 4110 of the steering knuckle connection portion 4100, and the first flange portion 4620 fits against the steering knuckle connection portion 4100. The third arm 4500 completely or partially covers the outside of the first flange portion 4620, and the first flange portion 4620 and the third arm 4500 do not directly contact each other. The third arm 4500 fits onto the steering knuckle connecting portion 4100 on the outer side of the first flange portion 4620, and the third arm 4500, the steering knuckle connecting portion 4100, and the first bushing 4600 are welded together through the same weld seam. The above only exemplifies two relative positional relationships of the third arm 4500, the steering knuckle connecting portion 4100, and the first bushing 4600, but is not limited thereto.

[0129] Referring to Figures 17 to 19, in one embodiment of this application, a plurality of reinforcing parts 4800 are fixedly connected between the first arm 4200 and the second arm 4300 to enhance the overall rigidity and strength of the control arm structure. The plurality of reinforcing parts 4800 can be connected to the first arm 4200 and the second arm 4300 by welding, bolting, or other fixing methods. Specifically, the reinforcing parts 4800 can be plate-shaped, rib-shaped, or other optimized shapes, and their materials can be the same as or different from those of the first arm 4200 and the second arm 4300, for example, high-strength steel, aluminum alloy, or other lightweight high-strength materials. Further, referring to Figure 19, in this embodiment, some of the reinforcing parts 4800 are located at the welded connection between the shock absorber connection part 4400 and the first arm 4200 to increase the welded connection area between the shock absorber connection part 4400 and the first arm 4200, ensuring the installation stability of the shock absorber connection part 4400.

[0130] In the all-terrain vehicle 10 provided in this application, the spatial arrangement of the first arm 4200, the first straight section 4310, and the second straight section 4320 forms a triangular spatial force-bearing structure. This structure can evenly distribute forces from different directions to various parts of the control arm, avoiding local stress concentration. Simultaneously, the triangular spatial force-bearing structure exhibits good mechanical stability, better absorbing and dispersing energy, enhancing impact resistance, reducing the risk of local deformation and damage, and thus extending the service life of the control arm. Furthermore, the rational triangular structural design of the first arm 4200, the first straight section 4310, and the second straight section 4320 avoids obstructing the installation and connection of other vehicle structural components located at the control arm structure, better ensuring the installation clearance between the control arm structure and surrounding structural parts, and reducing vehicle assembly difficulty. This addresses the technical problem of current control arm structures being relatively simple and unable to simultaneously achieve both lightweight and structural strength.

[0131] In the design and manufacturing process of the battery pack for the all-terrain vehicle 10, optimizing the internal space of the battery pack and improving assembly efficiency have always been important technical challenges. This application provides a special battery pack structure for the all-terrain vehicle 10. Referring to Figures 30 to 35, this application provides an all-terrain vehicle 10, which includes a battery pack. The battery pack includes a battery pack housing, cell modules, and a battery pack negative terminal assembly 2100 for the negative terminal of the battery pack. The cell modules are installed inside the battery pack housing. The battery pack negative terminal assembly 2100 can be installed inside or outside the battery pack housing, depending on the electrical connection requirements of the negative terminal of the battery pack; this embodiment does not limit this.

[0132] Referring to Figures 30 and 31, the negative terminal assembly 2100 of the battery pack is integrated on the insulating mounting bracket 2110. The conductive element 2140 serves as the current transmission medium, and its cross-sectional area is designed based on the maximum continuous current (e.g., 100A-500A). The current sensor 2170 employs the Hall effect sensing principle and has a through-hole. During assembly, the conductive element 2140 passes through this through-hole, allowing the current sensor 2170 to non-contactly monitor the magnetic field strength flowing through the conductive element 2140 to calculate the current value.

[0133] In addition, the negative terminal assembly 2100 of the battery pack is equipped with a relay sticking detection circuit 2180. This circuit 2180 is connected to the load terminal of the first relay 2120 through a voltage divider resistor. When the electronic control unit 1310 issues a disconnect command, the relay sticking detection circuit 2180 monitors the residual voltage at the load terminal; if the voltage is detected to have not disappeared, it is determined that a physical sticking fault has occurred in the relay contacts, and an alarm signal is sent to the instrument or central control system 5200 through an external connector to ensure the safe disconnection of the high-voltage circuit.

[0134] Please refer to Figures 30 and 31. The battery pack negative terminal assembly 2100 for the negative terminal of the battery pack in this application includes: an insulating mounting bracket 2110, an external docking plug 2160, a first relay 2121, a current input terminal 2130, a conductive element 2140, a current output terminal 2150, and a current sensor 2170.

[0135] The insulating mounting bracket 2110 can be made of various materials that meet insulation requirements, such as engineering plastics, insulating rubber, and insulating ceramics. Optionally, in this embodiment, the insulating mounting bracket 2110 is injection molded from engineering plastics, which allows it to not only have good mechanical strength and insulation performance but also lower manufacturing costs. The insulating mounting bracket 2110 can be a shell structure, a flat plate structure, etc., depending on the specific installation performance requirements. Using the insulating mounting bracket 2110 provides electrical isolation for the installation of electrical components, avoiding the risk of short circuits or leakage, and improving safety.

[0136] The external connector 2160 can be a standardized interface (such as an AMP connector or a JST connector) and is fixed to the insulating mounting bracket 2110 by screws or clips. Optionally, in this embodiment, the external connector 2160 is snap-fitted to the insulating mounting bracket 2110. In other embodiments, the external connector 2160 can also be a specially customized non-standardized interface, specifically designed to meet the electrical connection requirements of the external connector 2160. The housing of the external connector 2160 can be made of insulating material to ensure electrical safety. The external connector 2160 has an internal interface 2161 and an external interface 2162. The internal interface 2161 is used to connect to electrical components mounted on the insulating mounting bracket 2110, and the external interface 2162 is used to connect to other electrical components or interfaces inside or outside the battery pack.

[0137] The first relay 2121 can be either a normally open or normally closed relay, depending on its electrical control requirements. The first relay 2121 is fixed to the insulating mounting bracket 2110 with screws. The first relay 2121 includes a first load terminal 21211, a first power supply terminal 21212, and a first control signal terminal 21213. The current input terminal 2130 is connected to the first power supply terminal 21212 and is used to receive current input from the negative terminal of the battery pack. One end of the conductive element 2140 is connected to the first load terminal 21211, and the other end of the conductive element 2140 is connected to the current output terminal 2150. The current input at the current input terminal 2130 passes sequentially through the first relay 2121 and the first conductive element 2140 before being output from the current output terminal 2150 to the external load. The external load can be a motor controller, DC-DC converter, on-board charger, high-voltage distribution box, or other high-voltage loads on the all-terrain vehicle 10.

[0138] The current input terminal 2130 can be a copper busbar structure or a copper terminal structure, etc. The conductive element 2140 can be a copper busbar, a copper rod structure, or a combination of multiple copper wires, etc. Optionally, in this embodiment, both the current input terminal 2130 and the conductive element 2140 are copper busbar structures. This arrangement not only facilitates the connection between the current input terminal 2130 and the first power supply terminal 21212, and the connection between the conductive element 2140 and the first load terminal 21211, improving connection efficiency, but also, because the copper busbar has good mechanical strength, it can provide a certain supporting function, facilitating the fixation of the current output terminal 2150 relative to the insulating mounting bracket 2110.

[0139] Specifically, one end of the conductive element 2140 is connected to the first load terminal 21211 by a bolt, and the other end of the conductive element 2140 is also connected to the current output terminal 2150 by a bolt. The length and shape of the conductive element 2140 need to be determined according to the requirements of the installation space, and are not limited thereto.

[0140] In this embodiment, the current output terminal 2150 is a standardized connector (such as an AMP connector, Anderson connector, or JST connector), and the corresponding interface of the external load can be quickly connected to the current output terminal 2150 through the connector. Because the current output terminal 2150 adopts a standardized interface design, this facilitates the connection between electrical components and external loads, and also facilitates the disassembly and maintenance of the battery pack negative terminal assembly 2100. In another embodiment, the current output terminal 2150 can also be connected to the wires of the external load through crimp terminals. Specifically, a crimping tool presses the terminal and the wire together to form a reliable electrical connection. In other embodiments, the current output terminal 2150 can also be designed as a quick-connect terminal (such as a spring-loaded terminal or a push-pull terminal), and the wires of the external load can be directly inserted into the quick-connect terminal to complete the connection.

[0141] The current sensor 2170 is bolted to the insulating mounting bracket 2110 and has a detection output terminal 2171. The current sensor 2170 is used to detect the magnitude of the current flowing through the conductive element 2140. The current sensor 2170 can be of various structures such as a resistive shunt, a current transformer, or a Hall current sensor. Optionally, in this embodiment, the current sensor 2170 is a Hall current sensor 2170. The current sensor 2170 is arranged around the conductive element 2140 to detect the magnitude of the current flowing through it. Specifically, the current sensor 2170 has a sensing hole 2172, through which a guide is installed. By using the Hall current sensor 2170, the current sensor 2170 does not need to be mechanically electrically connected to the conductive element 2140, thus reducing electrical connection steps and further improving the installation efficiency of electrical components on the insulating mounting bracket 2110.

[0142] Both the first control signal terminal 21213 and the detection output terminal 2171 are connected to the external connector 2160. Specifically, the first control signal terminal 21213 is connected to the corresponding pin of the external connector 2160 located at the internal interface 2161 via the first wire 2101 to receive external control signals (such as relay switching signals from the BMS). The detection output terminal 2171 is connected to other pins of the external connector 2160 located at the internal interface 2161 via the second wire 2102 to transmit current detection signals to external devices, such as the battery management system (BMS) or other control units.

[0143] In this embodiment, the negative terminal assembly 2100 of the battery pack, used for the negative terminal of the battery pack, is equipped with an insulating mounting bracket 2110. The external docking plug 2160, the first relay 2121, the conductive element 2140, and the current sensor 2170 can all be mounted on the insulating mounting bracket 2110. This arrangement allows for the integrated installation of multiple electrical components. The electrical components can be pre-installed on the insulating mounting bracket 2110 on the outside of the battery pack before connecting the mounting bracket 2110 to the battery pack. This provides greater installation space during component connection, facilitating connections between components and improving installation efficiency. Furthermore, since individual installation of multiple electrical components inside the battery pack is not required, it optimizes the internal space layout. Moreover, the integrated design allows for a more compact structure among the multiple electrical components, reducing the use of connecting wires and connection points. This not only facilitates connections between components but also reduces energy loss and failure rates, thus improving battery pack safety.

[0144] Considering the safety and reliability of the battery pack negative electrode assembly 2100, please refer to Figures 32 and 33. Optionally, in one embodiment of this application, the battery pack negative electrode assembly 2100 further includes a relay adhesion detection 2180. The relay adhesion detection 2180 includes a first detection contact 2181, a first detection wire 2182, and a first voltage detection device (not shown in the figures). The first detection contact 2181 is connected to the first load terminal 21211. The first detection wire 2182 connects the first detection contact 2181 to the external docking plug 2160. The first voltage detection device is connected to the external docking plug 2160 to realize the connection between the first detection contact 2181 and the first voltage detection device. By setting the relay adhesion detection 2180, the relay adhesion detection 2180 can monitor the voltage change between the first load terminal 21211 and the external docking plug 2160 in real time, thereby determining the working status of the first relay 2121, so as to detect the adhesion fault of the first relay 2121 in a timely manner and ensure the normal switching and control of the current.

[0145] To further improve the safety and reliability of the battery pack negative terminal assembly 2100, optionally, as shown in Figures 32 and 33, in one embodiment of this application, the battery pack negative terminal assembly 2100 further includes an insulation detection 2190. The insulation detection 2190 includes a second detection contact 2191, a second detection wire 2192, and a second voltage detection device (not shown in the figures). The second detection contact 2191 is connected to the first power supply terminal 21212, the second detection wire 2192 connects the second detection contact 2191 to the external docking plug 2160, and the second voltage detection device is connected to the external docking plug 2160 to realize the connection between the second detection contact 2191 and the second voltage detection device. When the insulation in the battery pack negative terminal assembly 2100 is in good condition, the leakage current is very small, typically in the microampere level; however, when the insulation is damaged, the leakage current will increase significantly. It should be noted that the specific circuit connection structure and detection principle of the insulation detection 2190 at the negative terminal of the battery pack can be referred to the relevant descriptions in the prior art, and will not be repeated here. In this embodiment, by setting the insulation detection 2190, the insulation status of the battery pack negative electrode assembly 2100 can be detected, preventing safety hazards caused by insulation damage, thereby improving the safety and reliability of the battery pack negative electrode assembly 2100.

[0146] To ensure the battery pack operates within a suitable temperature range, thereby improving its performance and lifespan, optionally, as shown in Figures 30 to 33, in one embodiment of this application, the negative electrode assembly 2100 of the battery pack further includes a second relay 2122. The second relay 2122 includes a second load terminal 21221, a second power supply terminal 21222, and a second control signal terminal 21223. The second power supply terminal 21222 is connected to the conductive element 2140, and both the second load terminal 21221 and the second control signal terminal 21223 are connected to an external connector 2160. The second relay 2122 is configured to control the on / off state of the heating circuit of the battery pack. The second load terminal 21221 can be connected to the heating element of the battery pack, such as a heating film or heating plate disposed inside the battery pack, via the connector. When the second relay 2122 is closed, the second load terminal 21221 can provide a current path, enabling the heating circuit of the battery pack to conduct, activating the heating element, and heating the interior of the battery pack.

[0147] The second power supply terminal 21222 can be directly connected to the side of the conductive component 2140 near the current output terminal 2150 via a wire. Alternatively, the second power supply terminal 21222 can be directly soldered to the conductive component 2140, or connected to the conductive component 2140 via a conductive sheet (such as a copper sheet) or a conductive busbar (such as a copper busbar). This embodiment is not limited to this. The second control signal terminal 21223 includes a first control terminal 212231 and a second control terminal 212232. The first control terminal 212231 and the second control terminal 212232 are respectively connected to the corresponding pins of the external connector 2160 located at the internal interface 2161 via a third wire 2103 and a fourth wire 2104. The second control signal terminal 21223 can be connected to the battery management system (BMS) via the external connector 2160 to receive control signals from the BMS to control the switching state of the second relay 2122.

[0148] In this embodiment, by setting the second relay 2122, the on / off control of the heating circuit of the battery pack can be realized, thereby ensuring that the battery pack operates within a suitable temperature range, which is beneficial to improving the performance and lifespan of the battery pack. Simultaneously, the introduction of the second relay 2122 also makes the heating control of the battery pack more precise and reliable, effectively preventing battery pack safety issues caused by abnormal temperatures. Furthermore, the connection method between the second control signal terminal 21223 and the external docking plug 2160 can simplify wiring, further improving the integration and maintenance convenience of the battery pack negative terminal assembly 2100.

[0149] To further improve the safety of the battery pack's heating circuit and prevent overheating of the battery pack by the heating element, optionally, referring to Figure 32, in one embodiment of this application, the battery pack negative electrode assembly 2100 further includes a fuse 2123, and the second power supply terminal 21222 is connected to the conductive element 2140 through the fuse 2123. The fuse 2123 can be directly connected to the second power supply terminal 21222 and the conductive element 2140, or it can be connected via a wire. Optionally, in this embodiment, one end of the fuse 2123 is connected to the end of the conductive element 2140 near the current output terminal 2150 via a fifth wire 2105, and the other end of the fuse 2123 is connected to the second power supply terminal 21222 via a sixth wire 2106. Under normal operating conditions, current flows from the conductive element 2140 through the fifth wire 2105, the fuse 2123, the sixth wire 2106, and the second power terminal 21222, thus enabling current conduction at the second power terminal 21222 and facilitating the normal operation of the heating element inside the battery pack. If a short circuit or overload occurs in the circuit, the fuse 2123 will blow, cutting off the current path between the conductive element 2140 and the second power terminal 21222, thereby protecting the circuit and the heating element inside the battery pack. Therefore, by incorporating the fuse 2123, damage to the circuit or electrical components due to overcurrent can be effectively prevented, improving the safety of electrical components and the battery pack.

[0150] It should be noted that, in order to facilitate the wiring of multiple wires on the insulating mounting bracket 2110, the multiple wires can be bundled and fixed with tape or hose clamps before being connected to the external connector 2160, so as to optimize the wiring layout and fix the wires.

[0151] To further improve the insulation performance of electrical components, optionally, referring to Figures 30 and 31, in one embodiment of this application, the insulating mounting bracket 2110 includes a bottom wall 2112 and a side wall 2113. The bottom wall 2112 is provided with a plurality of second mounting holes 2114 for fasteners (such as bolts) to pass through and connect to the battery pack housing. A mounting cavity 2111 is formed between the side wall 2113 and the bottom wall 2112, and the first relay 2121, the current sensor 2170, the fuse 2123, and the second relay 2122 are all mounted in the mounting cavity 2111. The mounting cavity 2111 can be a rectangular cavity, a square cavity, or a polygonal cavity, as long as it meets the installation size requirements of the electrical components. It should be noted that, along the height direction of the mounting cavity 2111, as shown by the Z-axis in Figure 1, the first relay 2121, the current sensor 2170, the fuse 2123, and the second relay 2122 may partially protrude to the outside of the mounting cavity 2111 or may be completely located inside the mounting cavity 2111. This embodiment does not limit this.

[0152] By providing the mounting cavity 2111, the insulation effect of the electrical components connected to the insulating mounting bracket 2110 can be enhanced, thereby further increasing the insulation effect of the negative terminal component 2100 of the battery pack. Furthermore, the mounting cavity 2111 also increases the support strength of the insulating mounting bracket 2110, providing more stable fixed support for the electrical components and further ensuring the stability of the electrical connections.

[0153] To facilitate the inspection and maintenance of the various electrical components on the insulating mounting bracket 2110, optionally, as shown in Figures 30 and 31, in one embodiment of this application, the mounting cavity 2111 is open. This design allows operators to directly access the electrical components through the open portion without disassembling the entire insulating mounting bracket 2110, thus saving time and labor costs. Simultaneously, the open mounting cavity 2111 makes the operating status of the electrical components easier to observe and inspect (e.g., whether the fuse 2123 is blown, whether the relay is damaged, etc.), facilitating rapid identification and resolution of problems. Furthermore, compared to a closed mounting cavity 2111, the open mounting cavity 2111 has a simpler structure, is easier to manufacture, and requires less material, thereby reducing the production cost of the insulating mounting bracket 2110.

[0154] The application also provides a battery pack. In one embodiment, the battery pack includes a battery pack housing, a cell module, and a battery pack negative electrode assembly 2100 for the negative terminal of the battery pack as described in the above embodiments. The cell module is installed inside the battery pack housing. The battery pack negative electrode assembly 2100 can be installed inside or outside the battery pack housing, depending on the electrical connection requirements of the negative terminal of the battery pack. This embodiment does not limit this. The specific structure of the battery pack negative electrode assembly 2100 in this embodiment can be referred to the structural description in the above embodiments, and will not be detailed here.

[0155] It should be noted that, in another embodiment, the battery pack may further include a high-voltage box, and the current output terminal 2150 of the battery pack negative terminal assembly 2100 in the above embodiment is connected to the negative input terminal of the high-voltage box. In other embodiments, the current output terminal 2150 of the battery pack negative terminal assembly 2100 may be directly connected to an external load, such as a vehicle engine. The circuit controlled by the high-voltage box and the circuit controlled by the battery pack negative terminal assembly 2100 are independent of each other.

[0156] Due to the limitations of battery pack operating temperature, batteries left overnight below zero degrees Celsius cannot be used immediately the next morning. They need to be heated on-site to reach their normal operating temperature before normal use. In the embodiment of the vehicle described above, because the battery pack negative terminal assembly 2100 is equipped with a first relay 2121 and a second relay 2122, when the vehicle is left at low temperatures for an extended period overnight, the vehicle's control system can manage the battery pack's temperature by controlling the switching of the first relay 2121 and the second relay 2122.

[0157] The specific heat preservation management process is as follows: When the vehicle is idle for an extended period, the first relay 2121 is in the activated state by default. When the battery pack temperature drops below zero degrees Celsius, the control system automatically activates the second relay 2122, turning on the battery pack's heating circuit. The heating element then heats the battery pack, raising its temperature. After a period of heating, when the battery pack temperature reaches its normal operating temperature, for example, 5 degrees Celsius above zero, the control system deactivates the first relay 2121, while the second relay 2122 remains activated to prevent the battery pack from being in a heated state for an extended period, which could affect its safety and performance. After a period of time, when the battery pack temperature drops below zero again, the control system activates the first relay 2121 again, and the second relay 2122 remains activated, turning on the battery pack's heating circuit once more. The heating element then heats the battery pack again, raising its temperature to its normal operating temperature. This process is repeated multiple times to ensure that the battery pack temperature is always maintained within the normal operating temperature range. This allows the vehicle to be used directly the next morning without waiting for the battery pack to preheat, even in low winter temperatures.

[0158] Since the heating current of the battery pack is generally small, the corresponding control relays are selected based on their low load current; that is, the second relay 2122 is a low-current relay. This type of relay has a limited number of on / off cycles, and frequent operation can easily lead to failure. The first relay 2121, on the other hand, is mainly used for high current, is more durable, and is more suitable for frequent operation. In this embodiment, when the battery pack is under thermal management, the high durability of the high-current relay can be used to control the multiple on / off cycles of the battery pack heating circuit, avoiding the problem of shortened lifespan of the low-current relay due to frequent operation. This design not only simplifies the control logic but also improves the overall reliability of the system.

[0159] Please refer to Figures 36 to 43. This application also provides a vehicle power-on control method, which is applied to a vehicle 510 driven by electric power, and is particularly suitable for various models of pure electric vehicles and hybrid vehicles, such as all-terrain vehicles.

[0160] The subsystems in vehicle 510 used to perform the vehicle power-on control method include at least a low-voltage battery 5100, a central control system 5200, a vehicle control system 5300, and a battery management system 5400. During the power-off hibernation process of vehicle 510, low-voltage battery 5100 stops supplying power to low-voltage electrical components of vehicle 510 when its own power level is lower than a preset power threshold, effectively blocking the continuous consumption of low-voltage battery 5100 power by hibernation current and preventing low-voltage battery 5100 from being completely depleted; when the user wants to restart hibernating vehicle 510, central control system 5200 can respond to the user's activation request to restore power supply to low-voltage battery 5100 from the power-off state, so that vehicle 510 can continue the power-on process; after low-voltage battery 5100 is awakened, central control system 5200 can further awaken vehicle control system 5300. Vehicle control system 5300 detects the status of brake pedal within a preset time, and when the brake pedal is pressed deeper than a preset depth, confirms the user's real power-on intention, and sends a high-voltage power-on command to battery management system 5400. Battery management system 5400 responds to the high-voltage power-on command and drives high-voltage battery 5500 to provide high-voltage power to vehicle 510.

[0161] Please refer to Figures 36 and 37. The power-on control method of the present invention is as follows: First, the central control system 5200 responds to the activation request of the remote key or NFC, triggering the low-voltage battery 5100 to restore the low-voltage power supply to the entire vehicle. The low-voltage battery has a preset power threshold (e.g., 11.5V or 20% SOC). If the low-voltage battery power is lower than this value, the system will only activate the protection mode to await maintenance and will not perform subsequent power-on.

[0162] If the battery level is normal, the central control system 5200 wakes up the vehicle control unit (VCU). The VCU then initiates a 3-second pre-scan self-test (including motor communication, BMS status, etc.). During this period, the VCU monitors the signal from the angle sensor 1130 in real time. The preset power-on depth is set to 30% of the total pedal travel (e.g., 15 degrees rotation). If the user depresses the brake pedal beyond this depth, the VCU determines it as a valid human intention to start the brake and immediately issues a command to the battery management system (BMS) to close the high-voltage relay, completing the high-voltage power-on process. If the self-test program detects a critical subsystem fault (such as relay sticking or abnormal brake pressure), the VCU forcibly interrupts the power-on sequence and enters protection mode.

[0163] Please refer to Figures 36 and 37. The vehicle power-on control method includes the following steps:

[0164] S1. When the vehicle 510 is in a power-off state, the low-voltage battery 5100 stops supplying power to the low-voltage electrical components of the vehicle 510 when the power level is lower than a preset power threshold.

[0165] In step S1, when the vehicle 510 is in a power-off state, the high-voltage battery 5500 completely stops supplying power to the high-voltage electrical components in the vehicle 510, while the low-voltage battery 5100 continues to supply power to the low-voltage electrical components in the vehicle 510 to maintain the basic functions of the vehicle 510. For example, after the vehicle 510 is powered off, the low-voltage battery 5100 continues to supply power to the vehicle control system 5300, the central control system 5200, and the anti-theft system of the vehicle 510. When the charge of the low-voltage battery 5100 is lower than a preset charge threshold, the low-voltage battery 5100 actively stops supplying power to the low-voltage electrical components of the vehicle 510, effectively blocking the continuous consumption of the low-voltage battery 5100's charge during the parking process of the vehicle 510, and preventing the low-voltage battery 5100 from being completely depleted, which would prevent the vehicle 510 from being able to start the power-on process.

[0166] Next, in step S2, the central control system 5200 responds to the activation request and drives the low-voltage battery 5100 to resume supplying power to the low-voltage electrical components of the vehicle 510.

[0167] In step S2, the touch terminal on the central control system 5200 can respond to the activation request generated by the user operation, so as to wake up the low-voltage battery 5100 through wired communication in the power-off state and restore power supply to the low-voltage electrical components of the vehicle 510, thereby enabling the vehicle 510 to carry out the subsequent power-on process.

[0168] As shown in Figure 38, in some embodiments, in step S2, the central control system 5200 responds to the activation request and drives the low-voltage battery 5100 to resume supplying power to the low-voltage electrical components of the vehicle 510, including the following steps:

[0169] S21. The central control system 5200 responds to the activation request, generates an activation signal, and sends the activation signal to the low-voltage battery 5100 via wired communication. The central control system 5200 includes a touch terminal with a switch button. After the low-voltage battery 5100 is powered off, the touch terminal can respond to the activation request of the switch button being pressed and generate an activation signal. For example, the touch terminal can generate an activation signal after the switch button is pressed for more than a preset trigger time.

[0170] S22, the low-voltage battery 5100 responds to the activation signal and resumes power supply to the low-voltage electrical components of the vehicle 510.

[0171] Next, in step S3, the central control system 5200 responds to the start signal and wakes up the vehicle control system 5300. In step S3, the central control system 5200 can respond to various start signals to drive the vehicle control system 5300 to wake up from the dormant state, so that the vehicle control system 5300 can coordinate the various subsystems of the vehicle 510 to carry out the subsequent power-on process.

[0172] As shown in Figure 39, in some embodiments, step S3 includes:

[0173] S31, the central control system 5200 responds to the start signal and starts from the hibernation state, and sends a power-on command to the vehicle control system 5300; the start signal is the Bluetooth key signal verified by the central control system 5200, and the Bluetooth key signal is the unlock signal issued when the unlock / lock button of the Bluetooth key 520 is pressed, and the Bluetooth key 520 is matched with the central control system 5200.

[0174] In one specific example, the central control system 5200 receives a Bluetooth key signal sent by the paired Bluetooth key 520. The central control system 5200 verifies the Bluetooth key signal and confirms that the Bluetooth key signal is a start signal after the Bluetooth key signal is verified. The central control system 5200 responds to the start signal and starts from the sleep state, and sends a power-on command to the vehicle control system 5300.

[0175] S32, the vehicle control system 5300 responds to the power-on command and starts from hibernation.

[0176] As shown in Figure 40, in some other embodiments, step S3 includes:

[0177] S31', the central control system 5200 responds to the start signal and starts from the hibernation state, and sends a power-on command to the vehicle control system 5300; the start signal is the signal generated by the central control system 5200 when it detects that the Bluetooth key signal strength is greater than the preset strength threshold. The Bluetooth key signal is issued by the Bluetooth key 520, and the Bluetooth key 520 is matched with the central control system 5200.

[0178] In one specific example, the central control system 5200 receives the Bluetooth key signal sent by the paired Bluetooth key 520 and verifies the Bluetooth key signal; after the Bluetooth key signal is verified, the central control system 5200 detects the strength of the Bluetooth key signal and generates a start signal when the Bluetooth key signal strength is greater than a preset strength threshold; the central control system 5200 responds to the start signal and starts from the sleep state, and sends a power-on command to the vehicle control system 5300.

[0179] S32', the vehicle control system 5300 starts from hibernation in response to the power-on command.

[0180] In other embodiments, step S3 further includes the central control system 5200 receiving and responding to a start signal sent by the remote terminal 530 to start from hibernation and send a power-on command to the vehicle control system 5300. Specifically, the remote terminal 530 sends a start signal to the vehicle 510, the communication system in the vehicle 510 receives the start signal, and sends the start signal to the central control system 5200 via wired communication (such as the CAN bus of the vehicle 510). The central control system 5200 responds to the start signal to start from hibernation and sends a power-on command to the vehicle control system 5300.

[0181] Next, in step S4, the vehicle control system 5300 detects the brake pedal status within a preset time. If the brake pedal is pressed deeper than the preset depth, a high-voltage power-on command is sent to the battery management system 5400.

[0182] Specifically, in step S4, after being awakened, the vehicle control system 5300 communicates with the brake sensor 5600 to monitor the brake pedal status within a preset time. If the vehicle control system 5300 detects that the brake pedal is depressed deeper than a preset depth within the preset time, it confirms that the brake pedal is effectively depressed and sends a high-voltage power-on command to the battery management system 5400. If the vehicle control system 5300 does not detect that the brake pedal is depressed deeper than the preset depth within the preset time, it controls the vehicle 510 to enter the power-off process and drives the low-voltage battery 5100 to stop supplying power after the vehicle 510 has completed the power-off process.

[0183] In step S4, the vehicle control system 5300 identifies the user's actual power-on demand based on the brake pedal status. When the vehicle control system 5300 detects that the brake pedal depressing depth is greater than a preset depth within a preset time, it determines that the user has a genuine power-on demand, thereby driving the battery management system 5400 to proceed with the subsequent high-voltage power-on process. This step introduces a verification step of the user's true operating intention by detecting the brake pedal status, effectively distinguishing between accidental activation signals (such as accidentally pressing the Bluetooth key 520) and genuine power-on demands. This avoids invalid power loss of the low-voltage battery 5100 after wake-up due to misoperation, significantly improving the utilization efficiency of the low-voltage battery 5100 in low-power scenarios.

[0184] Furthermore, as shown in Figure 6, in some embodiments, step S4 includes a self-test step that drives each subsystem of the vehicle 510 before the vehicle control system 5300 sends a high-voltage power-on command to the battery management system 5400. This self-test step includes...

[0185] S41, The vehicle control system 5300 drives each subsystem in the vehicle 510 to perform self-checks and determine whether each subsystem in the vehicle 510 meets the high-voltage power-on conditions.

[0186] In step S41, the vehicle control system 5300 sends self-test commands to each subsystem in the vehicle 510 through the communication connection between the vehicle control system 5300 and the controllers of each subsystem in the vehicle 510 (such as the CAN bus connection of the vehicle 510); each subsystem controller in the vehicle 510 responds to the self-test commands and checks whether its corresponding subsystem meets the high-voltage power-on conditions.

[0187] Specifically, for example, the self-testing subsystem includes at least a motor control unit (MCU) and a battery management system 5400 (BMS). In some examples, the self-testing subsystem may also include a DC-DC converter, a heat exchange management system, and a high-voltage power distribution system, such as an on-board charger (OBS) and a high-voltage distribution box.

[0188] During the self-test of the battery management system 5400, the system checks whether the high-voltage loop interlock of the battery is normal, whether the insulation status of the high-voltage battery 5500 / vehicle circuit is normal, and whether the voltage difference and temperature status of the high-voltage battery 5500 are normal. During the self-test of the motor control system, the system checks whether the motor control system circuit is normal (e.g., whether the power devices are normal), whether the three-phase winding resistance balance is normal, and whether the bus pre-charge capacitor status is normal.

[0189] It should be noted that when the vehicle's 510 subsystem checks whether its various power-on indicators are normal, it can refer to industry standards or make its own judgments. For example, if the battery management system 5400 detects that the voltage deviation of each cell in the high-voltage battery 5500 is less than 50mV, it determines that the voltage difference of the high-voltage battery 5500 is normal; if the battery management system 5400 detects that the insulation resistance of the high-voltage battery 5500 to ground is greater than 500Ω / V, it determines that the insulation status of the high-voltage battery 5500 / vehicle circuit is normal; if the motor control system detects that the static resistance deviation of the three-phase winding resistance is less than 5%, it determines that the three-phase winding resistance is in a balanced state.

[0190] S42. If each subsystem in the vehicle 510 meets the high-voltage power-on conditions during self-testing, the vehicle control system 5300 sends a high-voltage power-on command to the battery management system 5400.

[0191] S43. If the subsystems in the vehicle 510 that are performing self-tests do not meet the high-voltage power-on conditions, the vehicle control system 5300 sends a fault report. After sending the fault report, the vehicle control system 5300 controls the vehicle 510 to power down and drives the low-voltage battery 5100 to stop supplying power after the vehicle 510 is powered down.

[0192] Next, in step S5, the battery management system 5400 responds to the high-voltage power-on command and controls the high-voltage battery 5500 to provide high-voltage power to the vehicle 510.

[0193] As shown in Figure 42, in some embodiments, step S5 includes the following steps:

[0194] S51, the battery management system 5400 drives the high-voltage battery 5500 to precharge the high-voltage electrical components of the vehicle 510; the high-voltage electrical components include at least the motor control system.

[0195] Specifically, in step S51, the battery management system 5400 first controls the closing of the main negative relay to connect with the high-voltage battery 5500 to form a low-voltage circuit, and then controls the closing of the pre-charge relay to slowly charge the pre-charge capacitor of the motor control system through the pre-charge resistor until the bus voltage is greater than the preset voltage to complete the pre-charge. The preset voltage can be, for example, 80% of the total voltage of the high-voltage battery 5500.

[0196] S52. After pre-charging is completed, the battery management system 5400 drives the high-voltage battery 5500 to supply power to the high-voltage electrical components.

[0197] Specifically, in step S52, after pre-charging is completed, the battery management system 5400 controls the pre-charge relay to disconnect and controls the main positive relay to close, so as to realize the connection of the high-voltage battery 5500 to the external power output circuit.

[0198] Referring to Figures 43 and 35, this application also provides a vehicle power-on control device in a second aspect. This device is applied to an electrically powered vehicle 510, and is particularly suitable for various models of pure electric vehicles and hybrid vehicles. For example, the vehicle 510 used in this application can be an all-terrain vehicle. The vehicle power-on control device is connected to the electronic control circuit of the vehicle 510 and is used to execute the vehicle power-on control method in any of the above embodiments.

[0199] Please refer to Figure 43. The vehicle power control device includes a low-voltage battery 5100, a central control system 5200, a vehicle control system 5300, and a battery management system 5400. The low-voltage battery 5100 supplies power to the low-voltage electrical components of the vehicle 510, including the central control system 5200 (such as a touch terminal), the vehicle control system 5300 (such as a Vehicle Control Unit, VCU), the battery management system 5400, safety protection systems (such as airbag-related devices, anti-theft devices, etc.), and the motor control system. The low-voltage battery 5100, central control system 5200, vehicle control system 5300, and battery management system 5400 are electrically connected to each other. For example, the low-voltage battery 5100, central control system 5200, vehicle control system 5300, and battery management system 5400 are all electrically connected to the vehicle bus to achieve mutual communication.

[0200] The low-voltage battery 5100 is electrically connected to the central control system 5200, the vehicle control system 5300, and the battery management system 5400 via the vehicle bus to provide power to these systems. Even when the vehicle 510 is in a power-down sleep state, the low-voltage battery 5100 continues to supply power to the central control system 5200, the vehicle control system 5300, the battery management system 5400, and the safety protection system. Furthermore, when its own charge level falls below a preset threshold, the low-voltage battery 5100 actively cuts off power to the low-voltage electrical components of the vehicle 5100, effectively preventing the continuous consumption of the low-voltage battery 5100 by the sleep current and avoiding complete depletion of the low-voltage battery 5100, which would prevent the vehicle 510 from being unable to power up again.

[0201] When the user wants to restart the dormant vehicle 510, the central control system 5200 can respond to the user's activation request to restore the low-voltage battery 5100 from the power-off state, thereby ensuring that the vehicle 510 can continue the power-on process. After the low-voltage battery 5100 is awakened and restored to power supply to the low-voltage electrical components, the central control system 5200 can respond to the start signal and further wake up the vehicle control system 5300, so that the vehicle control system 5300 can continue the subsequent power-on control process.

[0202] After being activated, the vehicle control system 5300 communicates with the brake sensor 5600 to monitor the brake pedal status within a preset time. Based on the brake pedal status, the vehicle control system 5300 identifies the user's actual power-on demand. If the vehicle control system 5300 detects that the brake pedal is depressed deeper than a preset depth within the preset time, it determines that the user's operation has a real power-on demand and sends a high-voltage power-on command to the battery management system 5400. If the vehicle control system 5300 does not detect that the brake pedal is depressed deeper than the preset depth within the preset time, it determines that the user's operation does not have a real power-on demand and controls the vehicle 510 to enter the power-off process. At the same time, after the vehicle 510 completes the power-off process, it drives the low-voltage battery 5100 to stop supplying power.

[0203] The battery management system 5400 responds to a high-voltage power-on command, driving the high-voltage battery 5500 to provide high-voltage power to the vehicle 510. Specifically, the battery management system 5400 drives the high-voltage battery 5500 to pre-charge the high-voltage electrical components of the vehicle 510; after pre-charging is complete, the battery management system 5400 drives the high-voltage battery 5500 to supply power to the high-voltage electrical components. These high-voltage electrical components include a motor control system, a drive motor, a high-voltage power distribution system, a DC-DC converter, and a heat exchange management system. The high-voltage power distribution system includes an on-board charger and a high-voltage distribution box, and the heat exchange management system includes an air conditioning compressor and a heater.

[0204] Referring to Figures 43 and 35, this application also provides a vehicle 510 in a third aspect. The vehicle 510 includes a low-voltage battery 5100, a high-voltage battery 5500, a central control system 5200, a battery management system 5400, a brake sensor 5600, and a vehicle control system 5300. The low-voltage battery 5100 is electrically connected to the low-voltage electrical components of the vehicle 510 via wires to supply power to these components. For example, the low-voltage battery 5100 continues to supply power to the central control system 5200, the vehicle control system 5300, and the battery management system 5400 even when the vehicle 510 is in sleep mode (power off). The high-voltage battery 5500 is electrically connected to the high-voltage electrical components of the vehicle 510 via wires to supply power to these components. The central control system 5200 is electrically connected to the low-voltage battery 5100 via wires. The battery management system 5400 monitors the status of the high-voltage battery 5500 and controls its power supply to high-voltage electrical components. The brake sensor 5600 is located at the brake pedal position in the vehicle 510. The brake sensor 5600 monitors the brake pedal's status. For example, if the brake sensor 5600 is mounted on the brake pedal, it generates a corresponding current signal based on the pedal's depressor depth and sends this signal to the vehicle control system 5300 to monitor the brake pedal's depressor status. The vehicle control system 5300 communicates with various subsystems of the vehicle 510. For example, the vehicle control system 5300 communicates with the low-voltage battery 5100, the central control system 5200, the battery management system 5400, and the brake sensor 5600 via the vehicle bus.

[0205] As shown in Figures 37 and 43, the low-voltage battery 5100, high-voltage battery 5500, central control system 5200, battery management system 5400, brake sensor 5600, and vehicle control system 5300 in vehicle 510 can work together to realize the power-on process of vehicle 510 after the low-voltage battery 5100 is de-energized. Specifically, when vehicle 510 is in a power-off sleep state, the low-voltage battery 5100 actively cuts off power supply to the low-voltage electrical components of vehicle 510 when its own power level is lower than a preset power threshold, effectively blocking the continuous consumption of low-voltage battery 5100 power by sleep current, and preventing the low-voltage battery 5100 from being completely depleted and unable to power on vehicle 510 again. When the user wants to restart the dormant vehicle 510, the central control system 5200 can respond to the user's activation request and drive the low-voltage battery 5100 to restore power from its power-off state, allowing the vehicle 510 to continue the power-on process. After the low-voltage battery 5100 is awakened and resumes power supply to low-voltage electrical devices, the central control system 5200 can respond to the start signal and further wake up the vehicle control system 5300, enabling the vehicle control system 5300 to continue the subsequent power-on control process. After being awakened, the vehicle control system 5300 communicates with the brake sensor 5600 to monitor the brake pedal status within a preset time. If the vehicle control system 5300 detects that the brake pedal depressing depth is greater than a preset depth within the preset time, it sends a high-voltage power-on command to the battery management system 5400. The battery management system 5400 responds to the high-voltage power-on command and drives the high-voltage battery 5500 to provide high-voltage power to the vehicle 510.

[0206] As shown in Figures 37 and 43, in some implementations, before sending a high-voltage power-on command to the battery management system 5400, the vehicle control system 5300 also controls each subsystem in the vehicle 510 to perform a self-check to determine whether each subsystem in the vehicle 510 meets the high-voltage power-on conditions. If it does, the vehicle control system 5300 sends a high-voltage power-on command to the battery management system 5400; if it does not, the vehicle control system 5300 controls the vehicle 510 to power down. The subsystems performing the self-check include at least the motor control system and the battery management system 5400. In some examples, the subsystems performing the self-check may also include a DC-DC converter, a heat exchange management system, and a high-voltage power distribution system.

[0207] In summary, the vehicle power-on control method of this application utilizes the coordinated operation between multiple systems to protect the low-voltage battery's charge and effectively wake it up after power failure during long-term vehicle parking, enabling the low-voltage battery to maintain a basic charge level during long-term idling. Furthermore, through the hierarchical wake-up of the low-voltage battery and the vehicle control system, as well as the high-voltage power-on command triggering mechanism based on the brake pedal status, unnecessary power loss of the low-voltage battery caused by user misoperation is avoided, ensuring that the vehicle can still complete the power-on process even after extremely long-term parking.

[0208] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

[0209] It should be understood that although arrows indicate various operation steps in the flowcharts of this application's embodiments, the order in which these steps are implemented is not limited to the order indicated by the arrows. Unless explicitly stated herein, in some implementation scenarios of this application's embodiments, the implementation steps in each flowchart can be executed in other orders as required. Furthermore, some or all steps in each flowchart, based on the actual implementation scenario, may include multiple sub-steps or multiple stages. Some or all of these sub-steps or stages can be executed at the same time, and each sub-step or stage can also be executed at different times. In scenarios where execution times differ, the execution order of these sub-steps or stages can be flexibly configured according to requirements, and this application's embodiments do not limit this.

Claims

1. An all-terrain vehicle, comprising: One vehicle body; as well as A braking system, installed on the vehicle body, the braking system comprising: A brake activation assembly includes a pedal mechanism and an angle sensor, the angle sensor being connected to the pedal mechanism and configured to detect a rotation angle data of the pedal mechanism; and An electronically controlled power steering assembly includes an energy storage unit, a power steering motor, and an electronic control unit, wherein the electronic control unit is electrically connected to the angle sensor and the power steering motor. The electronic control unit is configured to drive the assist motor based on the rotation angle data, so that the energy storage unit provides braking assistance.

2. The all-terrain vehicle according to claim 1, wherein the braking system further comprises a hydraulic control component, the hydraulic control component comprising a master cylinder and a plurality of wheel brakes, the wheel brakes being fluidly connected to the master cylinder, wherein, The wheel brakes include a left front wheel brake, a right rear wheel brake, and a left rear wheel brake, and the master cylinder includes a first chamber and a second chamber, and The first chamber and the second chamber are respectively connected to the corresponding wheel brakes via the energy storage unit.

3. The all-terrain vehicle according to claim 2, wherein the energy storage unit comprises a cylinder, a first oil inlet channel, a second oil inlet channel, and four oil outlets respectively corresponding to the wheel brakes, wherein, The first oil inlet channel connects the left front oil outlet and the right rear oil outlet, and the second oil inlet channel connects the right front oil outlet and the left rear oil outlet.

4. The all-terrain vehicle according to claim 1, wherein the braking system includes a brake caliper assembly mounted on the wheel, wherein, The brake caliper assembly includes a caliper body, a parking brake caliper, and a parking motor, with the parking motor driving the brake caliper.

5. The all-terrain vehicle according to claim 4, wherein the brake caliper assembly includes a protective plate, the protective plate being mounted on the caliper body, wherein, The guard plate at least partially shields the parking motor to prevent it from being impacted from the front or side of the vehicle.

6. The all-terrain vehicle according to claim 5, wherein, The guard plate has an arc-shaped structure and a clearance hole is provided on the guard plate, through which a brake oil pipe passes.

7. The all-terrain vehicle according to claim 5, wherein the protective plate includes a connecting plate and a shielding plate, the connecting plate is fixed to the caliper body, and the shielding plate extends and covers the outside of the parking motor.

8. The all-terrain vehicle according to claim 1, further comprising a control arm structure, the control arm structure comprising: A steering knuckle connection portion, the steering knuckle connection portion having a first shaft hole, the first shaft hole defining a first axis; A first arm, one end of which is fixed to the steering knuckle connection; and A second arm, the second arm comprising a first straight segment and a second straight segment, the first straight segment and the second straight segment being connected. In a projection plane perpendicular to the first axis, the projections of the first arm, the first straight segment, and the second straight segment together form a triangular geometric structure.

9. The all-terrain vehicle according to claim 1, further comprising a battery pack negative terminal assembly, the battery pack negative terminal assembly comprising: An insulating mounting bracket; A first relay and a current sensor; as well as A conductive component, wherein the conductive component is electrically connected to the first relay, The current sensor is configured to sense a current value flowing through the conductive element.

10. The all-terrain vehicle according to claim 9, wherein the current sensor has a sensing hole through which the conductive element passes.

11. The all-terrain vehicle according to claim 9, wherein the negative terminal assembly of the battery pack includes an adhesion detection circuit, the adhesion detection circuit being electrically connected to the first relay and detecting the contact state of the first relay.

12. The all-terrain vehicle according to claim 1, further comprising a power-on control system, the power-on control system comprising: A vehicle control system, wherein the vehicle control system is communicatively connected to the angle sensor of the brake start-up assembly; A central control system, which is communicatively connected to the vehicle control system; and A battery management system configured to control the output state of a high-voltage battery.

13. The all-terrain vehicle according to claim 12, wherein, The central control system is configured to respond to an external activation request to wake up the vehicle control system.

14. The all-terrain vehicle according to claim 12, wherein, If the vehicle control system determines that the rotation angle data is greater than a preset threshold, the vehicle control system sends a high-voltage power-on command to the battery management system.

15. The all-terrain vehicle according to claim 14, wherein, The vehicle control system is configured to perform a self-test procedure before sending the high-voltage power-on command.

16. The all-terrain vehicle according to claim 15, wherein, The vehicle control system controls the all-terrain vehicle in a physical power-off state when the self-test program fails.

17. A power-on control method for an all-terrain vehicle, comprising: Receive an activation request to wake up a central control system and restore power to a low-voltage battery; The entire vehicle control system is activated through the central control system; as well as The vehicle control system acquires rotation angle data. When the rotation angle data meets a preset power-on condition, the vehicle control system triggers the high-voltage power-on of the all-terrain vehicle.

18. The power-on control method for an all-terrain vehicle according to claim 17, wherein, The preset power-on condition is that an angle sensor detects that the depth of a brake pedal being pressed exceeds a preset value.

19. The power-on control method for an all-terrain vehicle according to claim 17 further includes performing a system self-test through the vehicle control system before triggering high-voltage power-on.

20. The power-on control method for an all-terrain vehicle according to claim 17 further includes detecting the power-off state of a low-voltage battery, wherein, When the charge of the low-voltage battery falls below a safety threshold, discharge protection is activated through the vehicle control system.

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