Electric all-terrain vehicle

Abstract

The application provides an electric all-terrain vehicle, which comprises a frame, a driving assembly and a transmission assembly, the transmission assembly comprising a front drive axle, a rear drive axle and a transmission shaft, the driving assembly being drivingly connected to the front drive axle through the transmission shaft; the driving assembly comprising a driving motor and a speed reducer, the speed reducer being drivingly connected to the driving motor and the rear drive axle, the speed reducer further transmitting driving force to the front drive axle through the transmission shaft, a longitudinal plane being defined which is perpendicular to the width direction and passes through the width center, the driving motor being arranged on one side of the longitudinal plane, the minimum distance between the driving motor and the longitudinal plane being greater than or equal to 70 mm and less than or equal to 140 mm. By arranging the driving motor in the driving assembly on the left side of the longitudinal plane, the front and rear differentials connected to the driving motor are arranged on the right side of the longitudinal plane, sufficient space is provided for the arrangement of the speed reducer and other components, and the compactness and rationality of the electric all-terrain vehicle layout are enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an electric all-terrain vehicle. BACKGROUND

[0002] All-terrain vehicles are increasingly favored by consumers as a vehicle with strong passing performance and fun. Among them, SSV (Side by Side Vehicle) and UTV (Utility Vehicle) all-terrain vehicles mainly refer to vehicles with semi-closed or fully-closed cabs, and the seat setting method is different from straddle vehicles, which is a side-by-side setting.

[0003] With the development of the electric trend of vehicles, some all-terrain vehicles powered by electricity have also appeared, but there are still some problems in the electrification of all-terrain vehicles. The drive motor is the power source of the electric all-terrain vehicle, and the arrangement of the drive motor has an important influence on the transmission assembly, etc. Unreasonable arrangement of the drive motor often causes interference or insufficient space for the arrangement of the transmission assembly, thereby affecting the compactness and rationality of the layout of the transmission parts and other electrical parts of the electric all-terrain vehicle. SUMMARY

[0004] In order to solve the problems of the prior art, the purpose of the present application is to provide an electric all-terrain vehicle with a reasonable drive motor arrangement position.

[0005] To achieve the above purpose, the technical scheme adopted by the present application is as follows:

[0006] The present application provides an electric all-terrain vehicle, which comprises a vehicle frame, a drive assembly, a transmission assembly and a running assembly. The drive assembly is arranged in the vehicle frame. The transmission assembly comprises a front drive axle, a rear drive axle and a transmission shaft. The drive assembly is connected to the front drive axle through the transmission shaft. The running assembly comprises front wheels and rear wheels arranged at least partially on the lower side of the vehicle frame. The drive assembly comprises a drive motor and a speed reducer. The speed reducer is connected to the drive motor and the rear drive axle. The speed reducer is also connected to the transmission shaft to transmit the driving force generated by the power system to the front drive axle. A plane perpendicular to the width direction of the electric all-terrain vehicle and passing through the width center of the electric all-terrain vehicle is defined as a longitudinal plane. The drive motor is arranged on one side of the longitudinal plane. The minimum distance between the drive motor and the longitudinal plane is greater than or equal to 70mm and less than or equal to 140mm.

[0007] Further, the speed reducer comprises a power input shaft and a power transmission shaft, the power input shaft is in transmission connection with the power transmission shaft, the power input shaft is in transmission connection with the driving motor, the power transmission shaft is in transmission connection with the transmission shaft and the rear drive axle, the power input shaft and the power transmission shaft are arranged in parallel, and the distance between the axis of the power input shaft and the axis of the power transmission shaft is greater than or equal to 74 mm and less than or equal to 138 mm.

[0008] Further, the front drive axle comprises a front bevel gear, the transmission shaft comprises a ring gear, the power transmission shaft comprises a bevel gear, one end of the transmission shaft is in transmission connection with the front bevel gear, the other end of the transmission shaft is in transmission connection with the bevel gear through the ring gear, and the bevel gear and the front bevel gear are arranged on one side of the longitudinal plane.

[0009] Further, the transmission assembly further comprises a rear drive axle, the rear drive axle comprises a rear bevel gear, the power transmission shaft further comprises a power output gear, the power output gear is in transmission connection with the rear bevel gear, and the power output gear and the rear bevel gear are arranged on one side of the longitudinal plane.

[0010] Further, the bevel gear, the front bevel gear, the power output gear and the rear bevel gear are arranged on the right side of the longitudinal plane.

[0011] Further, the electric all-terrain vehicle comprises a four-wheel drive mode and a rear-wheel drive mode, when the ring gear is in meshing connection with the bevel gear, the speed reducer transmits power to the transmission shaft, and the electric all-terrain vehicle is in the four-wheel drive mode; when the ring gear is separated from the bevel gear, the speed reducer and the transmission shaft are separated, and the electric all-terrain vehicle is switched from the four-wheel drive mode to the rear-wheel drive mode.

[0012] Further, the distance between the leftmost end of the speed reducer and the longitudinal plane is less than the distance between the rightmost end of the speed reducer and the longitudinal plane.

[0013] Further, the electric all-terrain vehicle further comprises a mounting shell, the driving motor, the speed reducer and the rear drive axle are arranged in the mounting shell.

[0014] Further, the electric all-terrain vehicle further comprises a charging and power supply device connected to the power battery at least in part, and the charging and power supply device is arranged on the upper side of the driving motor.

[0015] Further, the minimum distance between the charging and power supply device and the driving motor in the height direction is greater than or equal to 2 cm and less than or equal to 4 cm.

[0016] The driving motor in the driving assembly is arranged on the left side of the longitudinal plane, through the above arrangement, the front and rear differentials in transmission connection with the driving motor are arranged on the right side of the electric all-terrain vehicle, sufficient space is provided for the arrangement of the speed reducer and other transmission assemblies, the gravity center can be effectively closer to the center of the electric all-terrain vehicle, and the compactness and rationality of the layout of the electric all-terrain vehicle are enhanced. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 Structure diagram of an electric all-terrain vehicle of the present application;

[0018] Figure 2 Structure diagram of a drive assembly, transmission assembly and walking assembly of the present application;

[0019] Figure 3 Sectional view of a reducer and drive motor of the present application;

[0020] Figure 4 Structure diagram of a suspension device, drive motor, reducer and vehicle frame of the present application;

[0021] Figure 5 Structure diagram of a first suspension assembly, drive motor and reducer of the present application;

[0022] Figure 6 Structure diagram of a second suspension assembly, drive motor and reducer of the present application;

[0023] Figure 7 Structure diagram of a third suspension assembly, drive motor and reducer of the present application. DETAILED DESCRIPTION

[0024] In order to make the personnel in the art better understand the present application scheme, the technical scheme in the specific embodiment of the present application will be described clearly and completely below by combining the drawings in the embodiment of the present application.

[0025] It should be noted that when an element is referred to as being "on" another element, it can be directly on the other element or there can be an intervening element. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or there can be an intervening element. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be limiting.

[0026] The present application provides an electric all-terrain vehicle as Figure 1An electric all-terrain vehicle 100 is shown, which comprises a frame 11, a power system 12, a transmission assembly 13, a running assembly 14 and a seat assembly 15. The frame 11 constitutes the main frame of the electric all-terrain vehicle 100 and serves to place and carry other components. The running assembly 14 comprises front wheels 141 and rear wheels 142, the power system 12 is connected to at least one of the front wheels 141 or the rear wheels 142 through the transmission assembly 13, and the power system 12 transmits power to at least one of the front wheels 141 or the rear wheels 142 through the transmission assembly 13. The seat assembly 15 is used to provide support for the driver and passengers, and at least two seats 151 are arranged side by side in the width direction of the electric all-terrain vehicle 100. In order to clearly define the technical solutions of the present application, the front side, rear side, left side, right side, upper side and lower side are also defined as Figure 1 shown.

[0027] In the description of the present application, it should be understood that the term "length direction" refers to the front-rear direction of the vehicle in the driving state of the driver, the term "width direction" refers to the left-right direction of the vehicle in the driving state of the driver, and the term "height direction" refers to the up-down direction of the vehicle in the driving state of the driver.

[0028] As Figure 2 shown, the power system 12 comprises a driving assembly 121 capable of generating driving force. The transmission assembly 13 comprises a transmission shaft 131 extending in the length direction of the electric all-terrain vehicle 100, a front drive axle 132 at least partially arranged between the front wheels 141, and a rear drive axle 133 at least partially arranged between the rear wheels 142. The driving assembly 121 is arranged in transmission connection with the rear drive axle 133, and transmits the driving force generated by the driving assembly 121 to the rear drive axle 133 to drive the rear wheels 142 to move. The transmission shaft 131 is arranged between the front drive axle 132 and the driving assembly 121, one end of the transmission shaft 131 is in transmission connection with the front drive axle 132, and the other end of the transmission shaft 131 is arranged in fixed connection with the driving assembly 121, for transmitting the driving force of the driving assembly 121 to the front drive axle 132 to drive the front wheels 141 to move. A longitudinal plane 101 perpendicular to the width direction of the electric all-terrain vehicle 100 and passing through the width center of the electric all-terrain vehicle 100 is defined, and the transmission shaft 131 is arranged at least partially on the longitudinal plane 101. Specifically, the driving assembly 121 comprises a driving motor 1211 and a speed reducer 1212. In the present application, the transmission shaft 131 and the rear drive axle 133 are respectively arranged in transmission connection with the speed reducer 1212.

[0029] As Figure 3As shown, the speed reducer 1212 comprises a power transmission shaft 1212a, and an umbrella tooth 1212b is arranged on the power transmission shaft 1212a. The end of the transmission shaft 131 connected with the speed reducer 1212 is provided with an annular gear 1311 which can engage with the umbrella tooth 1212b. The transmission shaft 131 and the speed reducer 1212 can achieve transmission of driving force through the above-mentioned gear engagement. The speed reducer 1212 further comprises a power input shaft 1212c which is arranged substantially parallel to the power transmission shaft 1212a and is in transmission connection between the power input shaft 1212c and the power transmission shaft 1212a. Further, the power input shaft 1212c is in transmission connection with the driving motor 1211 to transmit the driving force of the driving motor 1211 to the speed reducer 1212. Accordingly, the front drive axle 132 also comprises a front umbrella tooth 1321 which is in engagement with the transmission shaft 131 to form a transmission connection (as shown in the figure). Figure 2 As shown, the speed reducer 1212 comprises a power transmission shaft 1212a, and an umbrella tooth 1212b is arranged on the power transmission shaft 1212a. The end of the transmission shaft 131 connected with the speed reducer 1212 is provided with an annular gear 1311 which can engage with the umbrella tooth 1212b. The transmission shaft 131 and the speed reducer 1212 can achieve transmission of driving force through the above-mentioned gear engagement. The speed reducer 1212 further comprises a power input shaft 1212c which is arranged substantially parallel to the power transmission shaft 1212a and is in transmission connection between the power input shaft 1212c and the power transmission shaft 1212a. Further, the power input shaft 1212c is in transmission connection with the driving motor 1211 to transmit the driving force of the driving motor 1211 to the speed reducer 1212. Accordingly, the front drive axle 132 also comprises a front umbrella tooth 1321 which is in engagement with the transmission shaft 131 to form a transmission connection (as shown in the figure).

[0030] As shown, the speed reducer 1212 comprises a power transmission shaft 1212a, and an umbrella tooth 1212b is arranged on the power transmission shaft 1212a. The end of the transmission shaft 131 connected with the speed reducer 1212 is provided with an annular gear 1311 which can engage with the umbrella tooth 1212b. The transmission shaft 131 and the speed reducer 1212 can achieve transmission of driving force through the above-mentioned gear engagement. The speed reducer 1212 further comprises a power input shaft 1212c which is arranged substantially parallel to the power transmission shaft 1212a and is in transmission connection between the power input shaft 1212c and the power transmission shaft 1212a. Further, the power input shaft 1212c is in transmission connection with the driving motor 1211 to transmit the driving force of the driving motor 1211 to the speed reducer 1212. Accordingly, the front drive axle 132 also comprises a front umbrella tooth 1321 which is in engagement with the transmission shaft 131 to form a transmission connection (as shown in the figure). Figure 3As shown, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 74mm and less than or equal to 138mm. Further, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 84mm and less than or equal to 128mm. Still further, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 95mm and less than or equal to 116mm. The above arrangement of the distance can prevent the distance between the power input shaft 1212c and the power transmission shaft 1212a from being too large to adversely affect the transmission of power in the power input shaft 1212c and the power transmission shaft 1212a, reduce the possibility of power loss during transmission, and improve the transmission efficiency of the transmission assembly 13. It can also prevent the distance between the power input shaft 1212c and the power transmission shaft 1212a from being too small to cause wear between the power input shaft 1212c and the power transmission shaft 1212a, and improve the overall service life of the reducer 1212.

[0031] Further, in the present application, the rear bevel gear 1331 on the rear drive axle 133 is always engaged with the power output gear 1212d on the power transmission shaft 1212a, and the power transmission between the reducer 1212 and the rear drive axle 133 is always maintained, while the ring gear 1311 of the transmission shaft and the bevel gear 1212b include a first state of mutual engagement and a second state of mutual separation. When the ring gear 1311 of the transmission shaft and the bevel gear 1212b are in the first state, the transmission of driving force between the transmission shaft 131 and the reducer 1212 is achieved, and both the front drive axle 132 and the rear drive axle 133 can drive the electric all-terrain vehicle 100 to run, and the electric all-terrain vehicle 100 is in four-wheel drive mode. When the ring gear 1311 of the transmission shaft and the bevel gear 1212b are in the second state, the transmission of driving force between the transmission shaft 131 and the reducer 1212 is not performed, and only the rear drive axle 133 drives the electric all-terrain vehicle 100 to run, and the electric all-terrain vehicle 100 is in rear-wheel drive mode. The above arrangement can provide users with more running modes to cope with various road conditions, use four-wheel drive mode when the road condition is poor to enhance the passing ability of the electric all-terrain vehicle 100, and use rear-wheel drive mode when the road condition is good to reduce the power consumption of the electric all-terrain vehicle 100 and improve the endurance mileage of the electric all-terrain vehicle 100.

[0032] As Figure 2 and Figure 3As shown, as an implementation manner, the reducer 1212 and the rear drive axle 133 are arranged to be at least partially through the longitudinal plane 101, and the drive motor 1211 is arranged on one side of the longitudinal plane 101 and does not interfere with the longitudinal plane 101. In the width direction of the electric all-terrain vehicle 100, the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 is less than the distance L2 between the rightmost end of the reducer 1212 and the longitudinal plane 101. The above arrangement can ensure that the center of gravity of the reducer 1212 is arranged to deviate from the longitudinal plane 101. Specifically, the center of gravity of the reducer 1212 is located on the right side of the longitudinal plane 101. The ratio of the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 to the distance L2 between the rightmost end of the reducer 1212 and the longitudinal plane 101 is greater than or equal to 0.51 and less than or equal to 0.95. Further, the ratio of the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 to the distance L2 between the rightmost end of the reducer 1212 and the longitudinal plane 101 is greater than or equal to 0.58 and less than or equal to 0.88. Further, the ratio of the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 to the distance L2 between the rightmost end of the reducer 1212 and the longitudinal plane 101 is greater than or equal to 0.66 and less than or equal to 0.8. The above arrangement of the dimensions can prevent the distance of the reducer 1212 on the left side of the longitudinal plane 101 from being too different from the distance of the reducer 1212 on the right side of the longitudinal plane 101, thereby improving the stability of the reducer 1212 in the electric all-terrain vehicle 100. When the ratio of the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 to the distance L2 between the rightmost end of the reducer 1212 and the longitudinal plane 101 is too large, the distance between the drive motor 1211 and the transmission shaft 131 increases, which may cause power loss. Similarly, when the ratio of the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 to the distance L2 between the rightmost end of the reducer 1212 and the longitudinal plane 101 is too small, it is not conducive to the arrangement of the reducer 1212 on the right side of the longitudinal plane 101. Meanwhile, in the drive assembly 121 of the present application, the drive motor 1211 and the reducer 1212 are integrally arranged, and the left end surface of the reducer 1212 is connected to the right end surface of the drive motor 1211, that is, the distance L1 between the leftmost end of the reducer 1212 and the longitudinal plane 101 in the present application is also the minimum distance between the drive motor 1211 and the longitudinal plane 101. Specifically, the minimum distance L1 between the drive motor 1211 and the longitudinal plane 101 is greater than or equal to 70 mm and less than or equal to 140 mm. Further, the minimum distance L1 between the drive motor 1211 and the longitudinal plane 101 is greater than or equal to 85 mm and less than or equal to 125 mm. Further, the minimum distance L1 between the drive motor 1211 and the longitudinal plane 101 is greater than or equal to 95 mm and less than or equal to 115 mm.The minimum distance L1 between the driving motor 1211 and the longitudinal plane 101 is within the above range, which can reserve sufficient space for the arrangement of the reducer 1212, ensure that the gravity center of the driving assembly 121 composed of the driving motor 1211 and the reducer 1212 is closer to the longitudinal plane 101, and ensure the stability of the driving assembly 121 in the electric all-terrain vehicle 100. At the same time, it can also improve the compactness of the driving assembly 121 and reduce the space occupied by the driving assembly 121.

[0033] As shown in Figure 2 and Figure 3 , the driving motor 1211 and the reducer 1212 in the driving assembly 121 are integrally arranged with the rear drive axle 133, that is, the driving motor 1211, the reducer 1212 and the rear drive axle 133 are arranged in the mounting shell 1213. The integrated arrangement strengthens the overall strength of the driving assembly 121 and the rear drive axle 133, and strengthens the connection stability between the frame 11 and the driving assembly 121, the frame 11 and the rear drive axle 133. Moreover, the driving assembly 121 and the rear drive axle 133 can be assembled integrally, which reduces the complexity of the assembly process and can reduce the assembly difficulty and cost. At the same time, it can also reduce the occupied space of the driving assembly 121 and the rear drive axle 133, improve the overall structural compactness and space utilization of the all-terrain vehicle 100, thereby being beneficial to the lightweight of the electric all-terrain vehicle 100. The driving assembly 121 and the rear drive axle 133 can also be separately manufactured and assembled together, and different driving assemblies 121 and rear drive axles 133 can be selected to adapt to different vehicle models, increase the universality of the driving assembly 121 and the rear drive axle 133, and reduce the production cost.

[0034] As shown in Figure 4As shown, the electric all-terrain vehicle 100 comprises a suspension device 16, which can be used to support the driving assembly 121 and reduce the transmission of vibration between the driving assembly 121 and the vehicle frame 11, while the suspension device 16 can also limit the movement of the driving assembly 121, which is conducive to improving the stability between the driving assembly 121 and the vehicle frame 11. The suspension device 16 comprises three suspension assemblies 161, and the driving assembly 121 is fixedly connected to the vehicle frame 11 through the three suspension assemblies 161. Specifically, the suspension device 16 comprises a bushing 162 for providing cushioning and a bracket 163 for connecting the driving assembly 121, the bracket 163 is connected to the vehicle frame through the bushing 162, the bushing 162 is at least partially arranged between the vehicle frame 11 and the bracket 163, and the bushing 162 can reduce the transmission of vibration between the driving assembly 121 and the vehicle frame 11 and can also support the driving assembly 121. The vehicle frame 11 further comprises a connecting bracket 112, and the suspension device 16 is arranged between two connecting brackets 114, the suspension device 16 is fixedly connected to the connecting brackets 114 through fasteners, and the connecting brackets 114 and the suspension device 16 cooperate with each other to enhance the connection strength between the suspension device 16 and the vehicle frame 11. Through the above arrangement, when the power system 12 is started or working, the suspension assemblies 161 can reduce the transmission of vibration between the driving assembly 121 and the vehicle frame 11, which is conducive to improving the comfort of the electric all-terrain vehicle 100. In addition, the number of suspension assemblies 161 can be increased and arranged according to different use scenarios and actual conditions, so as to reduce the transmission of vibration between the driving assembly 121 and the vehicle frame 11 and improve the comfort of the electric all-terrain vehicle 100.

[0035] In the present embodiment, according to the difference of the setting position, the suspension assembly 161 in the present application is set as a first suspension assembly 1611, a second suspension assembly 1612 and a third suspension assembly 1613. Specifically, the first suspension assembly 1611 and the third suspension assembly 1613 are basically arranged along the width direction, and the second suspension assembly 1612 is arranged behind the first suspension assembly 1611 and the third suspension assembly 1613. The first suspension assembly 1611 is located on the left side of the longitudinal plane 101, at least part of the second suspension assembly 1612 is located on the longitudinal plane 101, and the third suspension assembly 1613 is located on the right side of the longitudinal plane 101. A reference plane 102 perpendicular to the height direction of the electric all-terrain vehicle 100 is defined, at least part of the second suspension assembly 1612 is arranged on the reference plane 102, and the first suspension assembly 1611 and the third suspension assembly 1613 are arranged on the lower side of the reference plane 102. The first suspension assembly 1611, the second suspension assembly 1612 and the third suspension assembly 1613 are basically arranged in a triangular shape. Through the above arrangement, the triangular distribution can improve the connection stability and connection strength of the driving assembly 121 and the suspension assembly 161, avoid damage of the suspension assembly 161 due to insufficient strength in extreme working conditions, and thus can improve the working life of the suspension assembly 161.

[0036] As Figure 5 , Figure 6 and Figure 7 shown, as an embodiment, the first suspension assembly 1611 is arranged on the side of the driving motor 1211 away from the speed reducer 1212, the first suspension assembly 1611 and the driving motor 1211 are fixedly connected through fasteners, the contact surface between the first suspension assembly 1611 and the driving motor 1211 is defined as the first contact surface 103, and the first contact surface 103 is substantially parallel to the longitudinal plane 101. The second suspension assembly 1612 and the speed reducer 1212 are fixedly connected through fasteners, the second suspension assembly 1612 is arranged on the rear side of the speed reducer 1212, the contact surface between the first suspension assembly 1612 and the speed reducer 1212 is defined as the second contact surface 104, a plane perpendicular to the length direction of the electric all-terrain vehicle 100 is defined as the transverse plane 105, and the second contact surface 104 is substantially parallel to the transverse plane 105. The third suspension assembly 1613 and the speed reducer 1212 are fixedly connected through fasteners, the third suspension assembly 1613 is connected to the side of the speed reducer 1212 away from the driving motor 1211, and the contact surface between the third suspension assembly 1613 and the speed reducer 1212 substantially conforms to the outer contour of the speed reducer 1212. Through the above arrangement, the first contact surface 103 and the second contact surface 104 are perpendicular to each other, so that the displacement of the driving motor 1211 and the speed reducer 1212 in the length direction and the width direction can be effectively limited, and the connection stability of the first suspension assembly 1611 and the driving motor 1211 and the connection stability of the second suspension assembly 1612 and the speed reducer 1212 can be improved. In addition, the contact surface between the third suspension assembly 1613 and the speed reducer 1212 conforms to the outer contour of the speed reducer 1212, which not only reduces the volume of the third suspension assembly 1613 but also meets the connection strength requirement of the third suspension assembly 1613 and the speed reducer 1212, thereby improving the connection stability of the third suspension assembly 1613 and the speed reducer 1212. It should be noted that the driving motor 1211 and the speed reducer 1212 described above are only used to represent the arrangement positions of the first suspension assembly 1611, the second suspension assembly 1612 and the third suspension assembly 1613, and the first suspension assembly 1611, the second suspension assembly 1612 and the third suspension assembly 1613 are not directly connected to the driving motor 1211 and the speed reducer 1212, but are connected to the mounting shell 1213.

[0037] It should be understood that, for those skilled in the art, improvements or changes can be made according to the above description, and all these improvements and changes shall fall within the protection scope of the appended claims of the present application.

Claims

1. An electric all-terrain vehicle, comprising, a vehicle frame; a drive assembly arranged in the vehicle frame; a transmission assembly comprising a front drive axle, a rear drive axle and a transmission shaft, the drive assembly being drivingly connected to the front drive axle through the transmission shaft; a walking assembly arranged in rotational connection with the vehicle frame and supporting the vehicle frame; characterized in that: the drive assembly comprises a drive motor and a speed reducer, the speed reducer being drivingly connected to the drive motor and the rear drive axle, the speed reducer also being drivingly connected to the transmission shaft to transmit driving force generated by a power system to the front drive axle, a plane perpendicular to the width direction of the electric all-terrain vehicle and passing through the center of the width of the electric all-terrain vehicle being defined as a longitudinal plane, the drive motor being arranged on one side of the longitudinal plane, the minimum distance between the drive motor and the longitudinal plane being greater than or equal to 70 mm and less than or equal to 140 mm, and the center of gravity of the speed reducer being located on the side of the longitudinal plane opposite to the drive motor.

2. The electric all-terrain vehicle of claim 1, wherein: the speed reducer comprises a power input shaft and a power transmission shaft, the power input shaft and the power transmission shaft being drivingly connected, the power input shaft being drivingly connected to the drive motor, the power transmission shaft being drivingly connected to the transmission shaft and the rear drive axle, the power input shaft and the power transmission shaft being arranged in parallel, the distance between the axis of the power input shaft and the axis of the power transmission shaft being greater than or equal to 74 mm and less than or equal to 138 mm.

3. The electric all-terrain vehicle of claim 2, characterized in that: the front drive axle comprises a front bevel gear, the transmission shaft comprises a ring gear, the power transmission shaft comprises a bevel gear, one end of the transmission shaft is drivingly connected to the front bevel gear, the other end of the transmission shaft is drivingly connected to the bevel gear through the ring gear, and the bevel gear and the front bevel gear are both arranged on one side of the longitudinal plane.

4. The electric all-terrain vehicle of claim 3, characterized in that: the transmission assembly further comprises a rear drive axle, the rear drive axle comprises a rear bevel gear, the power transmission shaft further comprises a power output gear, the power output gear is drivingly connected to the rear bevel gear, and the power output gear and the rear bevel gear are both arranged on one side of the longitudinal plane.

5. The electric all-terrain vehicle of claim 4, wherein: the bevel gear, the front bevel gear, the power output gear and the rear bevel gear are all arranged on the right side of the longitudinal plane.

6. The electric all-terrain vehicle of claim 5, wherein: the electric all-terrain vehicle comprises a four-wheel drive mode and a rear-wheel drive mode, when the ring gear is engaged with the bevel gear, the speed reducer transmits power to the transmission shaft, and the electric all-terrain vehicle is in the four-wheel drive mode; when the ring gear is disengaged from the bevel gear, the speed reducer and the transmission shaft are disconnected, and the electric all-terrain vehicle switches from the four-wheel drive mode to the rear-wheel drive mode.

7. The electric all-terrain vehicle of claim 1, wherein: the distance between the leftmost end of the speed reducer and the longitudinal plane is less than the distance between the rightmost end of the speed reducer and the longitudinal plane.

8. The electric all-terrain vehicle of claim 1, wherein: the electric all-terrain vehicle further comprises a mounting housing, the drive motor, the speed reducer and the rear drive axle are all arranged in the mounting housing.

9. The electric all-terrain vehicle of claim 1, wherein: the all-terrain vehicle further comprises a charging and power distribution device connected at least partially to the power battery, and the charging and power distribution device is arranged on the upper side of the drive motor.

10. The electric all-terrain vehicle of claim 9, characterized in that: The minimum distance between the power supply device and the driving motor along the height direction is greater than or equal to 2 cm and less than or equal to 4 cm. The minimum distance between the power supply device and the driving motor along the height direction is greater than or equal to 2 cm and less than or equal to 4 cm.

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