All-terrain vehicle

Abstract

The application relates to the field of vehicle technology, in particular to an all-terrain vehicle. The all-terrain vehicle comprises a wheel set and a torque control device, the wheel set comprises a first wheel and a second wheel, the torque control device comprises a first half shaft assembly, a second half shaft assembly, a transmission assembly and a power assembly; the first half shaft assembly is connected with the first wheel; the second half shaft assembly is connected with the second wheel; the transmission assembly drives the first half shaft assembly and the second half shaft assembly to rotate respectively; the all-terrain vehicle is in a first state, the first half shaft assembly and the second half shaft assembly rotate in the same direction; the all-terrain vehicle is in a second state, the first half shaft assembly rotates forwardly and the second half shaft assembly rotates reversely; the all-terrain vehicle is in a third state, the first half shaft assembly rotates reversely and the second half shaft assembly rotates forwardly. The all-terrain vehicle can switch three different states, and can actively make the wheels rotate forwardly or reversely at will, so that the turning radius of the all-terrain vehicle is greatly reduced, and the passing performance of the vehicle in a narrow area is enhanced.

Description

Technical Field

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

[0002] The rear axle is the device that supports the wheels of an all-terrain vehicle (ATV) and connects to the rear wheels. Rear-wheel drive ATVs use it as the drive axle. Currently, there are two main types of rear axles on the market: one is a steering rear axle with differential function, and the other is a drive rear axle without differential function. Existing ATVs have a large turning radius, making them inconvenient to turn in narrow spaces, thus resulting in a poor driving experience in terms of handling and playability. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides an all-terrain vehicle that can reduce the turning radius and turn on the spot.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: an all-terrain vehicle, comprising: a frame; a wheel set, the wheel set including a first wheel and a second wheel distributed on the left and right sides; a suspension system, the wheel set being connected to the frame via the suspension system; a torque control device, the torque control device being connected to the wheel set; the torque control device comprising: a housing; a first half-shaft assembly, one end of the first half-shaft assembly being installed in the housing, and the other end of the first half-shaft assembly being connected to the first wheel; a second half-shaft assembly, one end of the second half-shaft assembly being installed in the housing, and the other end of the second half-shaft assembly being connected to the second wheel; a transmission assembly, the transmission assembly being at least partially movably sleeved on the first half-shaft assembly and the second half-shaft assembly, and capable of driving the first half-shaft assembly and the second half-shaft assembly to rotate respectively; a power assembly, the power assembly being connected to and driving the transmission assembly to rotate; wherein, when the all-terrain vehicle is in a first state, the first half-shaft assembly and the second half-shaft assembly rotate in the same direction; when the all-terrain vehicle is in a second state, the first half-shaft assembly rotates forward and the second half-shaft assembly rotates in reverse; when the all-terrain vehicle is in a third state, the first half-shaft assembly rotates in reverse and the second half-shaft assembly rotates forward.

[0005] Furthermore, the transmission assembly includes: a spline sleeve unit, which is movably sleeved on at least a portion of the first half-shaft assembly and the second half-shaft assembly, and is capable of driving the first half-shaft assembly and the second half-shaft assembly to rotate respectively; a first sun gear, which is sleeved on the spline sleeve unit; and a second sun gear, which is sleeved on the second half-shaft assembly. When the all-terrain vehicle is in a first state, the first sun gear is disengaged from the spline sleeve unit, and the second sun gear is engaged with at least a portion of the spline sleeve unit. When the all-terrain vehicle is in a second state, the first sun gear is engaged with at least a portion of the spline sleeve unit, and the second sun gear is disengaged from the spline sleeve unit. When the all-terrain vehicle is in a third state, the spline sleeve unit is engaged with both the first sun gear and the second sun gear.

[0006] Furthermore, the spline sleeve unit includes: a first spline sleeve, which is movably sleeved on the first half-shaft assembly; and a second spline sleeve, which is movably sleeved on the second half-shaft assembly and the second sun gear; the first spline sleeve and the second spline sleeve are axially upper limit fits between the first half-shaft assembly and the second half-shaft assembly; wherein, when the all-terrain vehicle is in the first state, the first spline sleeve is connected to the power assembly and the first half-shaft assembly, and the second spline sleeve is connected to the second sun gear and the second half-shaft assembly; when the all-terrain vehicle is in the second state, the first spline sleeve is connected to the power assembly and the first half-shaft assembly, and the second spline sleeve is connected to the first sun gear and the second half-shaft assembly; when the all-terrain vehicle is in the third state, the first spline sleeve is connected to the first sun gear and the first half-shaft assembly, and the second spline sleeve is connected to the second sun gear and the second half-shaft assembly.

[0007] Furthermore, the power assembly is characterized by comprising: a power unit sleeved on the first half-shaft assembly; and a planetary gear unit located between the power unit and the transmission assembly, and connected to the power unit and at least a portion of the transmission assembly, respectively.

[0008] Furthermore, the power unit includes: a driven bevel gear, which is sleeved on the first half-shaft assembly; and an internal gear ring, which is connected to the driven bevel gear and meshes with at least a portion of the planetary gear unit.

[0009] Furthermore, the planetary gear unit includes: a mounting shaft connected to the housing; a first planetary gear fixed on the mounting shaft and meshing with an internal gear ring; a second planetary gear fixed on the mounting shaft and meshing with a first sun gear; a third planetary gear fixed on the mounting shaft; and a fourth planetary gear located between the third planetary gear and the second sun gear, meshing with both the third planetary gear and the second sun gear.

[0010] Furthermore, the first half-shaft assembly includes a first connecting shaft and a first half-shaft. The first connecting shaft is located inside the housing and is splinedly connected to at least a portion of the spline sleeve unit. One end of the first half-shaft extends into the first connecting shaft and is connected to it, while the other end of the first half-shaft is connected to the first wheel. The second half-shaft assembly includes a second connecting shaft and a second half-shaft. The second connecting shaft is located inside the housing and abuts against the first connecting shaft, and is splinedly connected to at least a portion of the spline sleeve unit. One end of the second half-shaft extends into the second connecting shaft and is connected to it, while the other end of the second half-shaft is connected to the second wheel.

[0011] Furthermore, the first spline sleeve has an L-shaped cross-section, and the second spline sleeve has a Z-shaped cross-section.

[0012] Furthermore, the first spline sleeve is provided with a first spline and a second spline, the first spline being located on the outer periphery of the first spline sleeve; the second spline being located on the inner periphery of the first spline sleeve; the second spline sleeve is provided with a third spline, a fourth spline, and a fifth spline, the third spline and the fourth spline being located on the inner periphery of the second spline sleeve, with the third spline located at the left end of the second spline sleeve and the fourth spline located at the right end of the second spline sleeve, the third spline being positioned closer to the second half-shaft than the fourth spline; the fifth spline is located on the outer periphery of the second spline sleeve, and the fifth spline is positioned closer to the right end of the second spline sleeve; wherein, the first spline can mesh with the internal gear ring or the first sun gear, the second spline meshes with the first half-shaft assembly; the third spline meshes with the second half-shaft assembly, the fourth spline can mesh with the second sun gear, and the fifth spline can mesh with the first sun gear.

[0013] Furthermore, the torque control device also includes: a transfer case assembly, which at least partially extends into the housing and is connected to the spline sleeve unit; the transfer case assembly is capable of pushing the spline sleeve unit to slide axially along the first half-shaft assembly and the second half-shaft assembly.

[0014] Compared to existing technologies, the all-terrain vehicle provided in this application can switch between three different states. The torque control device can actively control the torque output of the first and second half-shaft assemblies, enabling the wheels to rotate in any direction: the first wheel rotates forward and the second wheel rotates backward; or the second wheel rotates forward and the first wheel rotates backward; or the first and second wheels rotate in the same direction. This application achieves on-the-spot turning without the assistance of other devices, thus significantly reducing the turning radius of the all-terrain vehicle, enhancing its passability in confined spaces, effectively improving its steering performance, and providing a better driving experience in terms of handling and playability. Attached Figure Description

[0015] Figure 1 A structural schematic diagram of the all-terrain vehicle provided in this application.

[0016] Figure 2 A schematic diagram of the torque control device provided in this application.

[0017] Figure 3 An exploded view of the torque control device provided in this application.

[0018] Figure 4 A cross-sectional view of the torque control device of the all-terrain vehicle in its first state as provided in this application.

[0019] Figure 5 A cross-sectional view of the torque control device of the all-terrain vehicle in the second state provided in this application.

[0020] Figure 6A cross-sectional view of the torque control device of the all-terrain vehicle in the third state provided in this application.

[0021] Figure 7 Exploded views of the first sun gear, second sun gear, first spline sleeve, and second spline sleeve structures provided in this application.

[0022] Figure 8 This is a partial structural schematic diagram of the transfer case assembly provided in this application.

[0023] In the diagram, 101 is an all-terrain vehicle; 102 is a frame; 103 is a wheel assembly; 104 is the first wheel; 105 is the second wheel; 106 is the suspension system; 100 is a torque control device; 10 is a housing; 20 is the first half-shaft assembly; 21 is the first connecting shaft; 22 is the first half-shaft; 30 is the second half-shaft assembly; 31 is the second connecting shaft; 32 is the second half-shaft; 40 is the transmission assembly; 41 is the spline sleeve unit; and 411 is the first spline sleeve. 4111, Receiving groove; 412, Second spline sleeve; 4121, Annular groove; 42, First sun gear; 43, Second sun gear; 44, Wire retaining ring; 50, Power assembly; 51, Power unit; 511, Driving bevel gear; 512, Driven bevel gear; 513, Internal gear ring; 52, Planetary gear unit; 521, Mounting shaft; 522, First planetary gear; 523, Second planetary gear; 524, Third planetary gear; 525, Fourth row Star wheel; 60. Transfer case assembly; 61. Drive unit; 611. Motor assembly; 6111. Contact; 612. Eccentric wheel; 62. Transmission unit; 621. Dial; 6211. Main disc; 6212. Strip hole; 6213. Limiting disc; 6216. Connecting part; 6217. Limiting part; 6214. First slot; 6215. Second slot; 622. Elastic element; 6221. First pushing part; 6222. Second pushing part; 63. Actuating element; 631. Guide shaft; 632. Actuating block unit; 633. Actuating fork; 70. First bearing; 71. Second bearing; 80. First oil seal; 81. Second oil seal; 82. First spline; 83. Second spline; 84. Third spline; 85. Fourth spline; 86. Fifth spline; 87. Sixth spline; 88. Seventh spline; 89. Eighth spline; 90. Ninth spline; 91. Tenth spline; 92. Eleventh spline. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] It should be noted that when a component is said to be "mounted on" another component, it can be directly mounted on the other component or may be interspersed with a component. When a component is said to be "set on" another component, it can be directly set on the other component or may be interspersed with a component. When a component is said to be "fixed to" another component, it can be directly fixed to the other component or may be interspersed with a component.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.

[0027] Please see Figure 1 The all-terrain vehicle 101 provided in this application includes a frame 102, a wheel set 103, and a suspension system 106. The wheel set 103 includes a first wheel 104 and a second wheel 105 distributed on the left and right sides; the wheel set 103 is connected to the frame 102 through the suspension system 106.

[0028] Please see Figure 2 The all-terrain vehicle 101 also includes a torque control device 100, which is connected to the wheel set 103. Specifically, the two ends of the torque control device 100 are connected to the first wheel 104 and the second wheel 105 of the wheel set 103, respectively. It should be noted that the all-terrain vehicle 101 includes two wheel sets 103, namely the front wheel set and the rear wheel set, both of which include a first wheel 104 and a second wheel 105 distributed left and right. In this embodiment, both the front and rear wheel sets are connected to the torque control device 100.

[0029] Of course, depending on different needs, the torque control device 100 can be connected only to the first wheel 104 and the second wheel 105 distributed on the left and right sides of the rear wheel assembly, or the torque control device 100 can be connected only to the first wheel 104 and the second wheel 105 distributed on the left and right sides of the front wheel assembly; there are no restrictions here. This torque control device 100 is generally used in all-terrain vehicle 101, but it can also be used in other vehicles that require control of wheel torque.

[0030] Please see Figures 3 to 6The torque control device 100 includes a housing 10, a first half-shaft assembly 20, a second half-shaft assembly 30, a transmission assembly 40, and a power assembly 50. One end of the first half-shaft assembly 20 is installed inside the housing 10, and the other end is connected to a first wheel 104. One end of the second half-shaft assembly 30 is installed inside the housing 10, and the other end is connected to a second wheel 105. The transmission assembly 40 is at least partially movably fitted onto the first half-shaft assembly 20 and the second half-shaft assembly 30, and can drive the first half-shaft assembly 20 and the second half-shaft assembly 30 to rotate respectively. The power assembly 50 is connected to and drives the transmission assembly 40 to rotate.

[0031] In this embodiment, the all-terrain vehicle 101 includes a first state, a second state, and a third state. The first state is when the all-terrain vehicle 101 is not in a stationary turning position, the second state is when the all-terrain vehicle 101 is in a right-turning stationary turning position in four-wheel drive mode, and the third state is when the all-terrain vehicle 101 is in a left-turning stationary turning position in four-wheel drive mode.

[0032] Please refer to Figures 4 to 6 When the all-terrain vehicle 101 is in the first state, the first half-shaft assembly 20 and the second half-shaft assembly 30 rotate in the same direction; when the all-terrain vehicle 101 is in the second state, the first half-shaft assembly 20 rotates clockwise and the second half-shaft assembly 30 rotates counterclockwise; when the all-terrain vehicle 101 is in the third state, the first half-shaft assembly 20 rotates counterclockwise and the second half-shaft assembly 30 rotates clockwise. In the second and third states of the all-terrain vehicle 101, the all-terrain vehicle 101 can turn in place around the center of its four wheels.

[0033] Thus, the all-terrain vehicle 101 can switch between three different states. The torque control device 100 can actively control the torque output of the first half-shaft assembly 20 and the second half-shaft assembly 30, enabling the wheels to rotate in any direction: the first wheel 104 rotates forward and the second wheel 105 rotates backward; or the second wheel 105 rotates forward and the first wheel 104 rotates backward; or the first wheel 104 and the second wheel 105 rotate in the same direction. In this application, no other device is needed to achieve turning on the spot, thereby significantly reducing the turning radius of the all-terrain vehicle 101, enhancing its passability in confined spaces, effectively improving the steering performance of the all-terrain vehicle 101, and providing a better driving experience in terms of handling and playability.

[0034] In this embodiment, both wheel sets 103 of the all-terrain vehicle 101, namely the front wheel set and the rear wheel set, are equipped with the torque control device 100. Of course, depending on the actual needs, the torque control device 100 can be installed only on the rear wheel set. In this case, the all-terrain vehicle 101 can rotate around the center of the rear wheel axle of the rear wheel set.

[0035] Please see Figures 4 to 6The transmission assembly 40 includes a spline sleeve unit 41, a first sun gear 42, and a second sun gear 43. The spline sleeve unit 41 is movably sleeved on at least a portion of the first half-shaft assembly 20 and the second half-shaft assembly 30, and can drive the first half-shaft assembly 20 and the second half-shaft assembly 30 to rotate respectively. The first sun gear 42 is sleeved on the spline sleeve unit 41. The second sun gear 43 is sleeved on the second half-shaft assembly 30.

[0036] Please refer to Figure 4 When the all-terrain vehicle 101 is in the first state, the first sun gear 42 disengages from the spline sleeve unit 41, and the second sun gear 43 engages with at least part of the spline sleeve unit 41. At this time, the first half-shaft assembly 20 and the second half-shaft assembly 30 rotate in the same direction, that is, the first wheel 104 and the second wheel 105 of the all-terrain vehicle 101 turn in the same direction.

[0037] Please see Figure 5 When the all-terrain vehicle 101 is in the second state, the first sun gear 42 engages with at least part of the spline sleeve unit 41, the second sun gear 43 disengages from the spline sleeve unit 41, the first half-shaft assembly 20 rotates forward, and the second half-shaft assembly 30 rotates in reverse. That is, the first wheel 104 of the all-terrain vehicle 101 rotates forward, and the second wheel 105 rotates in reverse. The all-terrain vehicle 101 makes a right turn around the center of the four wheels.

[0038] Please see Figure 6 When the all-terrain vehicle 101 is in the third state, the spline sleeve unit 41 engages with the first sun gear 42 and the second sun gear 43 respectively, the first half-shaft assembly 20 rotates in reverse, and the second half-shaft assembly 30 rotates in the forward direction. That is, the first wheel 104 of the all-terrain vehicle 101 rotates in reverse, and the second wheel 105 rotates in the forward direction. The all-terrain vehicle 101 makes a left turn around the center of the four wheels.

[0039] Thus, through the cooperation of the spline sleeve unit 41, the first sun gear 42 and the second sun gear 43, the all-terrain vehicle 101 can switch between three different states at will, actively control the torque output of the first half-shaft assembly 20 and the second half-shaft assembly 30, and actively make the wheels rotate in any direction, thereby greatly reducing the turning radius of the all-terrain vehicle 101.

[0040] Please see Figures 4 to 6The spline sleeve unit 41 includes a first spline sleeve 411 and a second spline sleeve 412. The first spline sleeve 411 is movably fitted onto the first half-shaft assembly 20. The second spline sleeve 412 is movably fitted onto the second half-shaft assembly 30 and the second sun gear 43. The first spline sleeve 411 and the second spline sleeve 412 are in upper axial engagement with the first half-shaft assembly 20 and the second half-shaft assembly 30, that is, the first spline sleeve 411 and the second spline sleeve 412 slide synchronously along the axial direction of the first half-shaft assembly 20 and the second half-shaft assembly 30, but the first spline sleeve 411 and the second spline sleeve 412 can rotate freely and independently along the radial direction of the first half-shaft assembly 20 and the second half-shaft assembly 30.

[0041] Specifically, the first spline sleeve 411 and the second spline sleeve 412 are axially positioned relative to each other by a wire retaining ring 44. The first spline sleeve 411 has a receiving groove 4111, a portion of the wire retaining ring 44 is installed within the receiving groove 4111, and the other portion of the wire retaining ring 44 protrudes from the receiving groove 4111. One end of the second spline sleeve 412 abuts against the first spline sleeve 411, and a portion of the second spline sleeve 412 is engaged between the first spline sleeve 411 and the wire retaining ring 44, thereby achieving a limited fit between the first spline sleeve 411 and the second spline sleeve 412. Of course, in other embodiments, other components can also be used for positioning.

[0042] Please refer to Figure 4 When the all-terrain vehicle 101 is in its first state, the first spline sleeve 411 is connected to the power assembly 50 and the first half-shaft assembly 20, and the second spline sleeve 412 is connected to the second sun gear 43 and the second half-shaft assembly 30. Specifically, the power from the power assembly 50 is transmitted to the first spline sleeve 411, which drives the first half-shaft assembly 20 to rotate; the power from the power assembly 50 is transmitted to the first sun gear 42, which idles; the power from the power assembly 50 is transmitted to the second sun gear 43, which drives the second spline sleeve 412 to rotate, and the second spline sleeve 412 drives the second half-shaft assembly 30 to rotate. At this time, the first half-shaft assembly 20 and the second half-shaft assembly 30 rotate in the same direction, that is, the first wheel 104 and the second wheel 105 of the all-terrain vehicle 101 rotate in the same direction.

[0043] Please see Figure 5When the all-terrain vehicle 101 is in the second state, the first spline sleeve 411 is connected to the power assembly 50 and the first half-shaft assembly 20, and the second spline sleeve 412 is connected to the first sun gear 42 and the second half-shaft assembly 30. Specifically, the power of the power assembly 50 is transmitted to the first spline sleeve 411, which drives the first half-shaft assembly 20 to rotate; the power of the power assembly 50 is transmitted to the first sun gear 42, which rotates in reverse and drives the second spline sleeve 412 to rotate, which in turn drives the second half-shaft assembly 30 to rotate; the power of the power assembly 50 is transmitted to the second sun gear 43, which spins freely. At this time, the first half-shaft assembly 20 rotates forward, and the second half-shaft assembly 30 rotates in reverse, that is, the first wheel 104 of the all-terrain vehicle 101 rotates forward, and the second wheel 105 rotates in reverse, allowing the all-terrain vehicle 101 to make a right turn in place.

[0044] Please see Figure 6 When the all-terrain vehicle 101 is in the third state, the first spline sleeve 411 is connected to the first sun gear 42 and the first half-shaft assembly 20, and the second spline sleeve 412 is connected to the second sun gear 43 and the second half-shaft assembly 30. Specifically, the power of the power assembly 50 is transmitted to the first sun gear 42, which rotates in reverse and drives the first spline sleeve 411 to rotate, which in turn drives the first half-shaft assembly 20 to rotate. The power of the power assembly 50 is transmitted to the second sun gear 43, which drives the second spline sleeve 412 to rotate, which in turn drives the second half-shaft assembly 30 to rotate. At this time, the first half-shaft assembly 20 rotates in reverse, and the second half-shaft assembly 30 rotates in the forward direction. That is, the first wheel 104 of the all-terrain vehicle 101 rotates in reverse, and the second wheel 105 rotates in the forward direction, allowing the all-terrain vehicle 101 to make a left turn in place.

[0045] Thus, the transmission assembly 40 has a simple and compact structure, occupying little space. Furthermore, the sliding of the first spline sleeve 411 and the second spline sleeve 412 on the first half-shaft assembly 20 and the second half-shaft assembly 30 achieves engagement with the first sun gear 42 and the second sun gear 43. Moreover, the first spline sleeve 411 and the second spline sleeve 412 can rotate freely independently, thereby actively controlling the torque output of the first half-shaft assembly 20 and the second half-shaft assembly 30, and actively enabling the wheels to rotate in any direction, thus significantly reducing the turning radius of the all-terrain vehicle 101.

[0046] Please see Figures 4 to 6 The first half-shaft assembly 20 includes a first connecting shaft 21 and a first half-shaft 22. The first connecting shaft 21 is located inside the housing 10 and is splinedly connected to at least a portion of the spline sleeve unit 41. One end of the first half-shaft 22 extends into and is connected to the first connecting shaft 21, and the other end of the first half-shaft 22 is connected to the first wheel 104. Rotation of the first connecting shaft 21 drives the first half-shaft 22 to rotate, thereby causing the first wheel 104 to steer.

[0047] The second half-shaft assembly 30 includes a second connecting shaft 31 and a second half-shaft 32. The second connecting shaft 31 is located inside the housing 10 and abuts against the first connecting shaft 21, and is splinedly connected to at least a portion of the spline sleeve unit 41. One end of the second half-shaft 32 extends into and is connected to the second connecting shaft 31, and the other end of the second half-shaft 32 is connected to the second wheel 105. Rotation of the second connecting shaft 31 drives the second half-shaft 32 to rotate, thereby steering the second wheel 105.

[0048] Among them, the first half-shaft 22 and the first connecting shaft 21, and the second half-shaft 32 and the second connecting shaft 31 are all splined connections.

[0049] Please continue reading. Figures 4 to 6 The power assembly 50 includes a power unit 51 and a planetary gear unit 52. The power unit 51 is mounted on the first half-shaft assembly 20. The planetary gear unit 52 is located between the power unit 51 and the transmission assembly 40, and is connected to the power unit 51 and at least part of the transmission assembly 40. The power unit 51 can drive the planetary gear unit 52 to rotate, and the planetary gear unit 52 is always meshed with the first sun gear 42 and the second sun gear 43. By cooperating with the planetary gear unit 52, the direction of power is changed, thereby changing the steering, so that the second half-shaft assembly 30 and the first half-shaft assembly 20 rotate in opposite directions, thereby achieving the purpose of turning on the spot. At the same time, the planetary gear unit 52 is small in size, light in weight, and has a large transmission ratio, which can stably transmit power. Furthermore, the planetary gear unit 52 makes the structure of the power assembly 50 more compact and occupies less space.

[0050] The power unit 51 includes a driven bevel gear 512 and an internal gear ring 513. The driven bevel gear 512 is sleeved on the first half-shaft assembly 20; the internal gear ring 513 is connected to the driven bevel gear 512 and meshes with at least a portion of the planetary gear unit 52.

[0051] In this embodiment, the internal gear ring 513 is fixedly connected to the driven bevel gear 512. The rotation of the driven bevel gear 512 drives the internal gear ring 513 to rotate synchronously, and the internal gear ring 513 transmits power to the planetary gear unit 52. Of course, in other embodiments, the driven bevel gear 512 and the internal gear ring 513 can also be integrally formed.

[0052] In this embodiment, the torque control device 100 further includes a driving bevel gear 511, which rotates and transmits power to the driven bevel gear 512.

[0053] Please see Figures 4 to 6The planetary gear unit 52 includes a mounting shaft 521, a first planetary gear 522, a second planetary gear 523, a third planetary gear 524, and a fourth planetary gear 525. The mounting shaft 521 is connected to the housing 10. The first planetary gear 522 is fixed on the mounting shaft 521 and meshes with the internal gear ring 513. The second planetary gear 523 is fixed on the mounting shaft 521 and meshes with the first sun gear 42. The third planetary gear 524 is fixed on the mounting shaft 521. The fourth planetary gear 525 is located between the third planetary gear 524 and the second sun gear 43, and meshes with both the third planetary gear 524 and the second sun gear 43.

[0054] In this way, by coordinating the planetary gears, the direction of power is changed, allowing either end of the wheel to rotate in both directions, thus changing the steering and making the second half-shaft assembly 30 rotate in the opposite direction to the first half-shaft assembly 20, thereby achieving the purpose of turning on the spot. At the same time, the planetary gears are small in size, light in weight, and have a large transmission ratio, enabling stable power transmission. Furthermore, the arrangement of the planetary gears makes the structure of the power assembly 50 more compact and occupies less space.

[0055] In this application, the mounting shaft 521, the first planetary gear 522, the second planetary gear 523, the third planetary gear 524, and the fourth planetary gear 525 are arranged in three sets, evenly distributed between the power unit 51 and the transmission assembly 40, thereby ensuring stable power output. Of course, in other embodiments, the mounting shaft 521, the first planetary gear 522, the second planetary gear 523, the third planetary gear 524, and the fourth planetary gear 525 may also be in two, four, five, or six sets.

[0056] Meanwhile, in other embodiments, the mounting shaft 521, the first planetary gear 522, the second planetary gear 523, the third planetary gear 524, and the fourth planetary gear 525 can also be integrally formed.

[0057] Specifically, please refer to Figure 4 When the all-terrain vehicle 101 is in the first state, the first sun gear 42 is disengaged from the first spline sleeve 411 and the second spline sleeve 412. One side of the first spline sleeve 411 is splinedly connected to the internal gear ring 513, and the other side of the first spline sleeve 411 is splinedly connected to the first connecting shaft 21. The second spline sleeve 412 is splinedly connected to the second sun gear 43 and the second connecting shaft 31. At this time, the driven bevel gear 512 drives the internal gear ring 513 to move in the same direction. The internal gear ring 513 transmits power to the first connecting shaft 21 through the first spline sleeve 411. The first connecting shaft 21 drives the first half-shaft 22 to rotate forward, thereby driving the first wheel 104 to rotate forward.

[0058] Secondly, the internal gear ring 513 transmits power to the first planetary gear 522. The second planetary gear 523, coaxial with the first planetary gear 522, transmits power to the first sun gear 42. At this time, the first sun gear 42 is not meshed with the first spline sleeve 411 and the second spline sleeve 412, and thus rotates freely. The third planetary gear 524, coaxial with the first planetary gear 522, transmits power to the fourth planetary gear 525. The fourth planetary gear 525 rotates in reverse and then transmits power to the second sun gear 43. The second sun gear 43 rotates forward. Since the second sun gear 43 is splinedly connected to the second spline sleeve 412, power is transmitted through the second spline sleeve 412 to the second connecting shaft 31. The second connecting shaft 31 drives the second half-shaft 32 to rotate forward, thereby driving the second wheel 105 to rotate forward.

[0059] Please see Figure 5 When the all-terrain vehicle 101 is in the second state, one side of the first spline sleeve 411 is splinedly connected to the internal gear ring 513, and the other side of the first spline sleeve 411 is splinedly connected to the first connecting shaft 21; one side of the second spline sleeve 412 is splinedly connected to the first sun gear 42, and the other side of the second spline sleeve 412 is splinedly connected to the second connecting shaft 31; the first sun gear 42 disengages from the first spline sleeve 411, and the second sun gear 43 disengages from the second spline sleeve 412. At this time, the driven bevel gear 512 drives the internal gear ring 513 to move in the same direction, and the internal gear ring 513 transmits power to the first connecting shaft 21 through the first spline sleeve 411. The first connecting shaft 21 drives the first half-shaft 22 to rotate forward, thereby driving the first wheel 104 to rotate forward.

[0060] Secondly, the internal gear ring 513 transmits power to the first planetary gear 522, and the second planetary gear 523, coaxial with the first planetary gear 522, transmits power to the first sun gear 42, at which point the first sun gear 42 rotates in reverse. The first sun gear 42 transmits power to the second connecting shaft 31 through the second spline sleeve 412, and the second connecting shaft 31 drives the second half-shaft 32 to rotate in reverse, thereby driving the second wheel 105 to rotate in reverse. At the same time, the third planetary gear 524, coaxial with the first planetary gear 522, transmits power to the fourth planetary gear 525, and the fourth planetary gear 525 transmits power to the second sun gear 43. Since the second sun gear 43 is not engaged with the second spline sleeve 412 at this time, the second sun gear 43 rotates freely. At this time, the all-terrain vehicle 101 makes a right turn in place.

[0061] Please see Figure 6When the all-terrain vehicle 101 is in the third state, one side of the first spline sleeve 411 is splinedly connected to the first sun gear 42, and the other side of the first spline sleeve 411 is splinedly connected to the first connecting shaft 21. The first sun gear 42 is disengaged from the second spline sleeve 412. The second spline sleeve 412 is splinedly connected to the second sun gear 43 and the second connecting shaft 31, respectively. At this time, the driven bevel gear 512 drives the internal gear ring 513 to move in the same direction. Since the internal gear ring 513 is not directly connected to the first spline sleeve 411, but transmits power to the first sun gear 42 through the second planetary gear 523, which is coaxial with the first planetary gear 522. Therefore, the first sun gear 42 rotates in reverse. The first sun gear 42 transmits power to the first connecting shaft 21 through the first spline sleeve 411. The first connecting shaft 21 drives the first half-shaft 22 to rotate in reverse, thereby driving the first wheel 104 to rotate in reverse.

[0062] Secondly, the third planetary gear 524, coaxial with the first planetary gear 522, transmits power to the fourth planetary gear 525, which rotates in reverse. The fourth planetary gear 525 then transmits power to the second sun gear 43, which rotates clockwise. The second sun gear 43 transmits power to the second connecting shaft 31 via the second spline sleeve 412. The second connecting shaft 31 drives the second half-shaft 32 to rotate clockwise, thereby driving the second wheel 105 to rotate clockwise. At this time, the all-terrain vehicle 101 makes a left turn in place.

[0063] In this way, the all-terrain vehicle 101 can switch between three different states, actively controlling the torque output of the first half-shaft assembly 20 and the second half-shaft assembly 30. It can actively cause the wheels to rotate in any direction, i.e., the first wheel 104 rotates forward and the second wheel 105 rotates backward; or the second wheel 105 rotates forward and the first wheel 104 rotates backward; or the first wheel 104 and the second wheel 105 rotate in the same direction. This significantly reduces the turning radius of the all-terrain vehicle 101, enhancing its passability in confined areas.

[0064] It should be noted that the first sun gear 42 is sleeved with the internal gear ring 513, which can play a radial positioning role. The second sun gear 43 is axially limited on the second connecting shaft 31 by the retaining ring, so that it will not move axially.

[0065] In one embodiment, please refer to Figures 4 to 6 The first spline sleeve 411 has an L-shaped cross-section, the second spline sleeve 412 has a Z-shaped cross-section, the first sun gear 42 has a "⊥" shaped cross-section, and the second sun gear 43 has an L-shaped cross-section. It should be noted that the cross-sectional shapes described above refer to the cross-sectional shapes on one side of the central axis of each component. For example,... Figure 7 As shown.

[0066] By cleverly designing the shapes of the first spline sleeve 411, the second spline sleeve 412, the first sun gear 42, and the second sun gear 43, not only is the overall movement of the spline sleeve unit 41 facilitated, but the engagement and disengagement of the components can also be easily achieved. This ingenious arrangement makes the spline sleeve unit 41, the first sun gear 42, and the second sun gear 43 more compact, occupying less space. Simultaneously, through the structural design of the spline sleeve unit 41 in conjunction with the planetary gear unit 52, the vehicle can be made to turn in place without altering the original axle structure; that is, the first half-shaft 22 and the second half-shaft 32 can achieve forward and reverse rotation. This further makes the overall size of the torque control device 100 more compact, occupying less space within the vehicle.

[0067] For details, please continue reading Figure 7 The first spline sleeve 411 is provided with a first spline 82 and a second spline 83. The first spline 82 is located on the outer periphery of the first spline sleeve 411, that is, on the side of the first spline sleeve 411 close to the internal gear ring 513; the second spline 83 is located on the inner periphery of the first spline sleeve 411, that is, on the side of the first spline sleeve 411 close to the first half shaft 22.

[0068] The second spline sleeve 412 is provided with a third spline 84, a fourth spline 85, and a fifth spline 86. The third spline 84 and the fourth spline 85 are located on the inner circumference of the second spline sleeve 412, that is, on the side of the second spline sleeve 412 closer to the second half-shaft 32. Specifically, the third spline 84 is located at the left end of the second spline sleeve 412, and the fourth spline 85 is located at the right end of the second spline sleeve 412, with the third spline 84 positioned closer to the second half-shaft 32 than the fourth spline 85. The fifth spline 86 is located on the outer circumference of the second spline sleeve 412, that is, on the side of the second spline sleeve 412 closer to the first sun gear 42, and the fifth spline 86 is positioned closer to the right end of the second spline sleeve 412.

[0069] The first sun gear 42 has a sixth spline 87, a seventh spline 88, an eighth spline 89, and a ninth spline 90. The sixth spline 87 and the seventh spline 88 are located on the inner circumference of the first sun gear 42, that is, on the side of the first sun gear 42 closer to the second spline sleeve 412. Among them, the sixth spline 87 is basically located in the middle of the first sun gear 42, and the seventh spline 88 is located at the right end of the first sun gear 42, that is, near the second sun gear 43. The eighth spline 89 and the ninth spline 90 are located on the outer circumference of the first sun gear 42, that is, on the side of the first sun gear 42 away from the second spline sleeve 412. Among them, the eighth spline 89 is located at the left end of the first sun gear 42, that is, near the internal gear ring 513; the ninth spline 90 is located in the middle of the first sun gear 42.

[0070] The second sun gear 43 is provided with a tenth spline 91 and an eleventh spline 92. Both the tenth spline 91 and the eleventh spline 92 are located on the outer periphery of the second sun gear 43, that is, on the side of the second sun gear 43 away from the second half-shaft 32. Among them, the tenth spline 91 is located at the left end of the second sun gear 43, and the eleventh spline 92 is located at the right end of the second sun gear 43, that is, the tenth spline 91 is set closer to the first sun gear 42 than the eleventh spline 92.

[0071] Specifically, when the first spline sleeve 411 meshes with the internal gear ring 513, the meshing is achieved through the cooperation of the first spline 82 with the internal gear ring 513. When the first spline sleeve 411 meshes with the first sun gear 42, the meshing is achieved through the cooperation of the first spline 82 with the sixth spline 87.

[0072] When the second spline sleeve 412 engages with the second sun gear 43, engagement is achieved through the cooperation of the fourth spline 85 and the tenth spline 91. When the second spline sleeve 412 engages with the first sun gear 42, engagement is achieved through the cooperation of the fifth spline 86 and the seventh spline 88.

[0073] The second spline 83 is always engaged with the first connecting shaft 21, and the third spline 84 is always engaged with the second connecting shaft 31. The eighth spline 89 engages with the first planetary gear 522, the ninth spline 90 engages with the second planetary gear 523, and the eleventh spline 92 engages with the fourth planetary gear 525.

[0074] In this way, by setting the position of each spline, the engagement and disengagement between the components can be smoothly realized. In addition, with the planetary gear unit 52, the vehicle can be turned on the spot without changing the original axle structure. That is, the first half-shaft 22 and the second half-shaft 32 form a forward and reverse function, which further makes the overall size of the torque control device 100 more compact and occupies less space in the vehicle.

[0075] It should be noted that the parameters of each spline can be changed according to the actual situation, and it is not necessary for all splines to have the same parameters.

[0076] Please see Figures 4 to 8 The torque control device 100 also includes a transfer case assembly 60, which extends at least partially into the housing 10 and is connected to the spline sleeve unit 41. The transfer case assembly 60 is capable of pushing the spline sleeve unit 41 to slide axially along the first half-shaft assembly 20 and the second half-shaft assembly 30.

[0077] It should be noted that the first spline sleeve 411 is always spline-connected to the first connecting shaft 21, and the second spline sleeve 412 is always spline-connected to the second connecting shaft 31.

[0078] Please see Figures 4 to 8In the first state, the all-terrain vehicle 101 has the transfer case assembly 60 driving the spline sleeve unit 41 to the middle position. The first spline sleeve 411 is disengaged from the first sun gear 42 and connected to the internal gear ring 513; the second spline sleeve 412 is disengaged from the first sun gear 42 and connected to the second sun gear 43. In the second state, the all-terrain vehicle 101 has the transfer case assembly 60 pushing the spline sleeve unit 41 to slide along the axis of the first half-shaft assembly 20 and the second half-shaft assembly 30 towards the first half-shaft assembly 20, thereby disengaging the first spline sleeve 411 from the first sun gear 42 and connecting it to the internal gear ring 513; the second spline sleeve 412 is disengaged from the second sun gear 43 and connected to the first sun gear 42. In the third state, the all-terrain vehicle 101 has the transfer case assembly 60 pushing the spline sleeve unit 41 to slide along the axis of the first half-shaft assembly 20 and the second half-shaft assembly 30 toward the second half-shaft assembly 30, thereby disengaging the first spline sleeve 411 from the internal gear ring 513 and connecting the first spline sleeve 411 to the first sun gear 42; the second spline sleeve 412 disengages from the first sun gear 42 and connects to the second sun gear 43.

[0079] This facilitates the control of the connection or disengagement between the first spline sleeve 411 and the second spline sleeve 412 and the internal gear ring 513, the first sun gear 42, and the second sun gear 43, thereby actively controlling the torque output of the first half-shaft assembly 20 and the second half-shaft assembly 30. It allows the wheels to rotate in any direction, i.e., the first wheel 104 rotates forward and the second wheel 105 rotates backward; or the second wheel 105 rotates forward and the first wheel 104 rotates backward; or the first wheel 104 and the second wheel 105 rotate in the same direction. Simultaneously, the torque control device 100 has a simple structure and fewer parts, thus reducing its size and increasing its reliability.

[0080] Please see Figure 8 The transfer case assembly 60 includes a drive member 61, a transmission member 62, and an actuating member 63. The drive member 61 extends at least partially into the transmission member 62. One end of the actuating member 63 is connected to the transmission member 62, and the other end is connected to the spline sleeve unit 41. The drive member 61 can drive the transmission member 62 to swing, and the transmission member 62 drives at least a portion of the actuating member 63 to slide axially along the first half-shaft assembly 20. The actuating member 63 pushes the spline sleeve unit 41 to slide axially along the first half-shaft assembly 20 and the second half-shaft assembly 30. Thus, the transfer case assembly 60 has a simple transmission method, a very smooth power transmission process, and a low failure rate. This facilitates the connection or disengagement of the spline sleeve unit 41 with the internal gear ring 513, the first sun gear 42, and the second sun gear 43, greatly improving the stability of the power transmission of the torque control device 100.

[0081] The drive component 61 includes a motor assembly 611 and an eccentric wheel 612. The eccentric wheel 612 is connected to the motor assembly 611, and one end of the eccentric wheel 612 extends into the transmission component 62. The motor assembly 611 drives the eccentric wheel 612 to rotate eccentrically, and the eccentric wheel 612 causes the transmission component 62 to oscillate. The eccentric wheel 612 facilitates the oscillation of the transmission component 62. The drive mechanism of the drive component 61 is simple, easy to install, and has a low failure rate.

[0082] Please continue reading. Figure 8 The transmission component 62 includes a dial 621 and an elastic element 622. One end of the dial 621 is sleeved on the motor assembly 611, and an eccentric wheel 612 extends into the dial 621. The elastic element 622 is sleeved on the motor assembly 611, and at least partially engaged with the dial 621 and the actuating element 63. The rotation of the eccentric wheel 612 causes the dial 621 to swing, which in turn causes the elastic element 622 to swing. The elastic element 622 pushes at least part of the actuating element 63 to move axially along the first half-shaft assembly 20, thereby causing the actuating element 63 to push the spline sleeve unit 41 to slide, achieving connection or disengagement with the internal gear ring 513, the first sun gear 42, and the second sun gear 43.

[0083] In one embodiment, the elastic element 622 is a torsion spring. Torsion springs have a high fatigue limit and load-bearing capacity, resulting in a long service life and thus improving the service life of the transmission element 62. Of course, in other embodiments, the elastic element 622 can also be other components with the same or similar functions.

[0084] Please see Figure 8 The elastic element 622 includes a first pushing part 6221 and a second pushing part 6222. The dial 621 includes a main disc 6211 and a limiting disc 6213. The main disc 6211 is sleeved on the motor assembly 611, and one end of the eccentric wheel 612 extends into the main disc 6211. The limiting disc 6213 is located on the side of the main disc 6211 away from the driving member 61 and is connected to the main disc 6211. The main disc 6211 and the limiting disc 6213 form a first slot 6214 and a second slot 6215, which are located at opposite ends of the limiting disc 6213. The first pushing part 6221 passes through the first slot 6214 to one end of the actuating member 63, and the second pushing part 6222 passes through the second slot 6215 to the other end of the actuating member 63.

[0085] The first slot 6214 and the second slot 6215 are provided to limit the position of the first push part 6221 and the second push part 6222, and ensure that a certain force can be applied to the first push part 6221 and the second push part 6222 when the dial 621 swings, so that the first push part 6221 and the second push part 6222 drive the toggle member 63 to move.

[0086] When the dial 621 pushes the first pushing part 6221 of the elastic element 622 to rotate, if the spline of the spline sleeve unit 41 is not stuck and can move smoothly, the second pushing part 6222 of the torsion spring will follow suit and rotate. The first pushing part 6221 and the second pushing part 6222 will clamp the actuating member 63, causing the actuating member 63 to move axially. If the spline of the spline sleeve unit 41 is stuck and cannot move smoothly, the motor assembly 611 will continue to rotate, causing the first pushing part 6221 to rotate continuously until the second pushing part 6222 of the elastic element 622 can push the actuating member 63 and the spline sleeve unit 41 to overcome the sticking. Only then will the second pushing part 6222 push the actuating member 63 to move axially into place.

[0087] Please continue reading. Figure 8 The limiting plate 6213 includes a connecting part 6216 and a limiting part 6217. One end of the connecting part 6216 is connected to the main plate 6211, and the other end of the connecting part 6216 is connected to the limiting part 6217. The main plate 6211, the limiting part 6217, and the connecting part 6216 form a first slot 6214 and a second slot 6215. The connecting part 6216 is perpendicular to the main plate 6211. The first slot 6214 and the second slot 6215 are located on both sides of the connecting part 6216. A first pushing part 6221 passes through the first slot 6214, and a second pushing part 6222 passes through the second slot 6215. The first pushing part 6221 and the second pushing part 6222 are respectively engaged on both sides of the connecting part 6216. When the eccentric wheel 612 drives the dial 621 to swing, the connecting part 6216 can apply force to the first pushing part 6221 and the second pushing part 6222, causing the elastic member 622 to swing, thereby pushing the actuating member 63 to move.

[0088] In one embodiment, the limiting portion 6217 is arc-shaped, and both ends of the limiting portion 6217 extend toward the swing direction of the dial 621. The limiting portion 6217 can restrict the positions of the first pushing portion 6221 and the second pushing portion 6222, ensuring that the first pushing portion 6221 and the second pushing portion 6222 are always located within the first slot 6214 and the second slot 6215, and abut against the connecting portion 6216. Of course, in other embodiments, the shape of the limiting portion 6217 can be changed according to actual needs, as long as the same function is achieved, such as the limiting portion 6217 being straight, corrugated, etc.

[0089] In one embodiment, a strip-shaped hole 6212 is provided on the main disk 6211, and an eccentric wheel 612 extends into the strip-shaped hole 6212. When the eccentric wheel 612 rotates, it can change its position in the strip-shaped hole 6212, which facilitates the application of force to the side wall of the strip-shaped hole 6212, thereby driving the entire main disk 6211 to swing.

[0090] The actuating component 63 includes a guide shaft 631, a toggle unit 632, and a toggle fork 633. The guide shaft 631 is connected to the housing 10; the toggle unit 632 is sleeved on the guide shaft 631 and can slide along the axial direction of the guide shaft 631; one end of the toggle fork 633 is connected to the toggle unit 632, and the other end of the toggle fork 633 is connected to the spline sleeve unit 41. The first pushing part 6221 and the second pushing part 6222 are engaged on the toggle unit 632 and can push the toggle unit 632 to slide along the axial direction of the guide shaft 631. The toggle unit 632 drives the toggle fork 633 to move axially along the first half-shaft assembly 20, and the toggle fork 633 pushes the spline sleeve unit 41 to slide.

[0091] By setting the guide shaft 631 and the toggle unit 632, the guide shaft 631 can guide the movement of the toggle unit 632, facilitating the smooth and rapid movement of the toggle unit 632, thereby driving the shift fork 633 to push the spline sleeve unit 41 to move, ensuring the smooth connection or separation of the spline sleeve unit 41 with the internal gear ring 513, the first sun gear 42, and the second sun gear 43. The toggle element 63 has a simple structure, a relatively smooth transmission process, and a low failure rate.

[0092] The second spline sleeve 412 has an annular groove 4121 on its circumferential sidewall, and the end of the shift fork 633 is disposed within the annular groove 4121. The shift fork 633 can move the spline sleeve unit 41 to both sides by pushing the two side walls of the annular groove 4121. A slight gap can be maintained between the shift fork 633 and the two side walls and bottom of the annular groove 4121 to ensure that the second spline sleeve 412 can rotate freely and reduce resistance.

[0093] The toggle unit 632 is equipped with a sensor (not shown), and the motor assembly 611 is equipped with a contact 6111. As the toggle unit 632 slides, the sensor can sense the contact 6111 to sense whether the first spline sleeve 411, the second spline sleeve 412, the shift fork 633 and the toggle unit 632 are in position.

[0094] In this embodiment, the toggle unit 632 includes a protrusion (not shown) on the side near the transmission member 62. The first pushing part 6221 and the second pushing part 6222 are engaged on both sides of the protrusion, thereby pushing the toggle unit 632 to slide.

[0095] Please see Figures 4 to 6 The torque control device 100 also includes a first bearing 70 and a second bearing 71.

[0096] The first bearing 70 is mounted on the driven bevel gear 512 and is located between the housing 10 and the driven bevel gear 512.

[0097] The second bearing 71 is sleeved on the second connecting shaft 31 and located between the housing 10 and the second connecting shaft 31. The main functions of the first bearing 70 and the second bearing 71 are to support the driven bevel gear 512 and the second connecting shaft 31 and enable their rotation, reduce the coefficient of friction of the driven bevel gear 512 and the second connecting shaft 31 during the movement, ensure rotational accuracy, and greatly reduce friction loss and surface wear between the driven bevel gear 512 and the housing 10, and between the second connecting shaft 31 and the housing 10.

[0098] The torque control device 100 also includes a first oil seal 80 and a second oil seal 81. The first oil seal 80 is located inside the housing 10 and is sleeved on the first half-shaft 22. The second oil seal 81 is located inside the housing 10 and is sleeved on the second half-shaft 32. The first oil seal 80 and the second oil seal 81 serve to prevent dust and water damage.

[0099] Those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Any appropriate changes and variations made to the above embodiments within the essential spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. An all-terrain vehicle, comprising: Frame; A wheel assembly, comprising a first wheel and a second wheel distributed on the left and right sides; A suspension system, through which the wheel assembly is connected to the vehicle frame; A torque control device, which is connected to the wheel assembly; The torque control device is characterized in that it comprises: Box; A first half-shaft assembly, one end of which is installed in the housing, and the other end of which is connected to the first wheel; The second half-shaft assembly has one end installed in the housing and the other end connected to the second wheel. A transmission assembly, at least partially movably sleeved on the first half-shaft assembly and the second half-shaft assembly, and capable of driving the first half-shaft assembly and the second half-shaft assembly to rotate respectively; the transmission assembly includes a spline sleeve unit, a first sun gear, and a second sun gear. The spline sleeve unit is movably sleeved on at least a portion of the first half-shaft assembly and the second half-shaft assembly, and capable of driving the first half-shaft assembly and the second half-shaft assembly to rotate respectively; the first sun gear is sleeved on the spline sleeve unit; the second sun gear is sleeved on the second half-shaft assembly; wherein, when the all-terrain vehicle is in a first state, the first sun gear is disengaged from the spline sleeve unit, and the second sun gear is engaged with at least a portion of the spline sleeve unit; when the all-terrain vehicle is in a second state, the first sun gear is engaged with at least a portion of the spline sleeve unit, and the second sun gear is disengaged from the spline sleeve unit; when the all-terrain vehicle is in a third state, the spline sleeve unit is engaged with both the first sun gear and the second sun gear; A power assembly is provided, which connects to and drives the transmission assembly to rotate. The power assembly includes a power unit and a planetary gear unit. The power unit is sleeved on the first half-shaft assembly. The planetary gear unit is located between the power unit and the transmission assembly, and is connected to the power unit, the first sun gear, and the second sun gear, respectively. When the all-terrain vehicle is in the first state, the first half-shaft assembly and the second half-shaft assembly rotate in the same direction; when the all-terrain vehicle is in the second state, the first half-shaft assembly rotates clockwise and the second half-shaft assembly rotates counterclockwise; when the all-terrain vehicle is in the third state, the first half-shaft assembly rotates counterclockwise and the second half-shaft assembly rotates clockwise.

2. The all-terrain vehicle according to claim 1, characterized in that, The spline sleeve unit includes: The first spline sleeve is movably fitted onto the first half-shaft assembly; The second spline sleeve is movably fitted onto the second half-shaft assembly and the second sun gear; the first spline sleeve and the second spline sleeve are in axial upper limit engagement with the first half-shaft assembly and the second half-shaft assembly; In the first state, the all-terrain vehicle is connected to the power unit and the first half-shaft assembly, and the second spline sleeve is connected to the second sun gear and the second half-shaft assembly; in the second state, the all-terrain vehicle is connected to the power unit and the first half-shaft assembly, and the second spline sleeve is connected to the first sun gear and the second half-shaft assembly; in the third state, the first spline sleeve is connected to the first sun gear and the first half-shaft assembly, and the second spline sleeve is connected to the second sun gear and the second half-shaft assembly.

3. The all-terrain vehicle according to claim 2, characterized in that, The power unit includes: Driven bevel gear, the driven bevel gear being sleeved on the first half-shaft assembly; An internal gear ring is connected to the driven bevel gear and meshes with at least a portion of the planetary gear unit.

4. The all-terrain vehicle according to claim 3, characterized in that, The planetary gear unit includes: Mounting shaft, which is connected to the housing; The first planetary gear is fixed on the mounting shaft and meshes with the internal gear ring; The second planetary gear is fixed on the mounting shaft and meshes with the first sun gear; The third planetary gear is fixed on the mounting shaft; The fourth planetary gear is located between the third planetary gear and the second sun gear, and meshes with the third planetary gear and the second sun gear respectively.

5. The all-terrain vehicle according to claim 1, characterized in that, The first half-shaft assembly includes a first connecting shaft and a first half-shaft. The first connecting shaft is located inside the housing and is splinedly connected to at least a portion of the spline sleeve unit. One end of the first half-shaft extends into the first connecting shaft and is connected to the first connecting shaft, while the other end of the first half-shaft is connected to the first wheel. The second half-shaft assembly includes a second connecting shaft and a second half-shaft. The second connecting shaft is located inside the housing and abuts against the first connecting shaft. The second connecting shaft is splinedly connected to at least a portion of the spline sleeve unit. One end of the second half-shaft extends into the second connecting shaft and is connected to the second connecting shaft. The other end of the second half-shaft is connected to the second wheel.

6. The all-terrain vehicle according to claim 2, characterized in that, The first spline sleeve has an L-shaped cross-section, and the second spline sleeve has a Z-shaped cross-section.

7. The all-terrain vehicle according to claim 3, characterized in that, The first spline sleeve is provided with a first spline and a second spline, the first spline being located on the outer periphery of the first spline sleeve; the second spline being located on the inner periphery of the first spline sleeve. The second spline sleeve is provided with a third spline, a fourth spline, and a fifth spline. The third spline and the fourth spline are located on the inner circumference of the second spline sleeve, with the third spline located at the left end of the second spline sleeve and the fourth spline located at the right end of the second spline sleeve. The third spline is positioned closer to the second half-shaft relative to the fourth spline. The fifth spline is located on the outer circumference of the second spline sleeve and is positioned closer to the right end of the second spline sleeve. The first spline can mesh with the internal gear ring or the first sun gear, the second spline meshes with the first half-shaft assembly; the third spline meshes with the second half-shaft assembly, the fourth spline meshes with the second sun gear, and the fifth spline meshes with the first sun gear.

8. The all-terrain vehicle according to claim 1, characterized in that, The torque control device further includes: The transfer case assembly extends at least partially into the housing and is connected to the spline sleeve unit; the transfer case assembly is capable of pushing the spline sleeve unit to slide axially along the first half-shaft assembly and the second half-shaft assembly.

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