All-terrain vehicle

Abstract

The application provides an all-terrain vehicle, comprising: a vehicle frame; a walking system, the walking system comprising a front wheel assembly and a rear wheel assembly; a power system; a transmission system. Wherein the transmission system comprises a first power transmission path, a second power transmission path and a third power transmission path, the power system transmits driving force to the front wheel assembly through the first power transmission path; the transmission system comprises a first transmission assembly, a second transmission assembly and a first gear ring, the transmission system further comprises a clutch mechanism and a brake mechanism, when the brake mechanism and the first gear ring abut, and the first transmission assembly and the second transmission assembly are separated, the power system transmits driving force to the rear wheel assembly through the second power transmission path; when the brake mechanism and the first gear ring are separated, and the first transmission assembly and the second transmission assembly are connected, the power system transmits driving force to the rear wheel assembly through the third power transmission path. Through the above setting, the driving mode of the all-terrain vehicle is optimized.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles capable of traveling on all terrains, featuring a high chassis, suspension with superior shock absorption, tires with good traction, and powerful engines. Compared to ordinary vehicles, ATVs can operate in extremely harsh environments, including but not limited to beaches, mountains, forests, and swamps, and are widely used in farms and recreational areas.

[0003] With the widespread application of electrification in all-terrain vehicles, the off-road and recreational attributes of all-terrain vehicles have placed higher demands on power, passability, and other aspects. The transmission system of the electric drive unit of all-terrain vehicles usually adopts a two-stage or multi-stage parallel shaft system plus a set of vertical bevel gear shaft systems to achieve the function of power distribution. This structure has few driving force transmission paths and a single speed ratio, which cannot meet the needs of multiple drive modes of all-terrain vehicles. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this application provides an all-terrain vehicle with an optimized driving mode.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] An all-terrain vehicle includes: a frame; a running gear system including a front wheel assembly and a rear wheel assembly; a power system, at least partially mounted on the frame; and a transmission system, the power system being connected to the running gear system via the transmission system. The transmission system includes a first power transmission path, a second power transmission path, and a third power transmission path. The power system transmits driving force to the front wheel assembly via the first power transmission path, and transmits driving force to the rear wheel assembly via the second and third power transmission paths. The transmission system includes a second transmission assembly, a first transmission assembly, and a first gear ring. The first transmission assembly includes a first gear train and a first drive shaft, the first gear train and the first drive shaft rotating synchronously. The second transmission assembly is connected to the power system, the first transmission assembly is connected to the running gear system, and the first gear train is arranged around the second transmission assembly. The first drive shaft and the second drive assembly are connected. The first gear ring is arranged around and connected to the first drive gear train. The transmission system also includes a clutch mechanism and a braking mechanism. The first drive shaft and the second drive assembly are connected or separated through the clutch mechanism. The braking mechanism can abut or separate from the first gear ring. When the braking mechanism abuts with the first gear ring and the first drive shaft and the second drive assembly are separated, the power system transmits driving force to the rear wheel assembly through the second power transmission path. When the braking mechanism is separated from the first gear ring and the first drive shaft and the second drive assembly are connected, the power system transmits driving force to the rear wheel assembly through the third power transmission path.

[0007] Furthermore, the transmission system includes a first transmission ratio and a second transmission ratio. When the power system transmits driving force to the rear wheel assembly through the third power transmission path, the power system transmits driving force to the rear wheel assembly through the first transmission ratio, which is set to be greater than or equal to 3 and less than or equal to 5. When the power system transmits driving force to the rear wheel assembly through the second power transmission path, the power system transmits driving force to the rear wheel assembly through the second transmission ratio, which is set to be greater than or equal to 9 and less than or equal to 16.

[0008] Furthermore, the second transmission assembly includes a second transmission shaft and a first gear. The first gear is fixedly connected to the second transmission shaft, a first transmission gear train is arranged around the first gear and meshes with the first gear, and the first transmission shaft is connected to the second transmission shaft through a clutch mechanism.

[0009] Furthermore, the power system includes a drive shaft, and the second transmission assembly also includes a second transmission gear train, which is connected to the drive shaft, and the second transmission gear train and the second transmission shaft rotate synchronously.

[0010] Furthermore, the power system also includes a housing, and the transmission system also includes a second gear ring, which is arranged around the second transmission gear train and is fixedly connected to the housing.

[0011] Furthermore, the braking mechanism includes an abutting state that abuts against the first gear ring and a disengaged state that separates from the first gear ring. When the braking mechanism is in the abutting state, the first gear ring will not rotate; when the braking mechanism is in the disengaged state, the first gear ring can rotate.

[0012] Furthermore, the transmission system includes a first transmission mechanism, and the second drive shaft and the front wheel assembly are connected through the first transmission mechanism.

[0013] Furthermore, the axis of the power system extends basically in the front-to-back direction.

[0014] Furthermore, the second transmission gear train is at least partially located on the front side of the power system, and the first gear is located on the rear side of the power system.

[0015] Furthermore, the power system includes a drive shaft with a through hole extending through it, and a second transmission shaft at least partially passing through the through hole.

[0016] The all-terrain vehicle provided in this application offers different transmission modes through the arrangement of the clutch and braking mechanisms in the transmission system, thereby meeting the torque and speed requirements of the all-terrain vehicle under different working conditions and optimizing the driving mode of the all-terrain vehicle. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the all-terrain vehicle of this application.

[0018] Figure 2 This is a schematic diagram of the main structure of the all-terrain vehicle of this application.

[0019] Figure 3 This is a schematic diagram of the driving principle of the driving system of this application.

[0020] Figure 4 This is a partially enlarged structural diagram of the drive system of this application.

[0021] Figure 5 This is a schematic diagram illustrating the relationship between the drive mode and the transmission components in this application. Detailed Implementation

[0022] To enable those skilled in the art to better understand the solutions of this application, the technical solutions in specific embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

[0023] like Figure 1 and Figure 2As shown, an all-terrain vehicle 100 includes a frame 11, a running gear system 12, a power system 13, a transmission system 14, and a power supply system (not shown). The frame 11 supports the power system 13, the transmission system 14, and the power supply system. The power supply system is at least partially mounted on the frame 11 and provides electrical energy to the all-terrain vehicle 100. The power system 13 is at least partially mounted on the frame 11 and can be either an electric motor or an internal combustion engine. In this application, the power system 13 is an electric motor. The power system 13 is at least partially electrically connected to the power supply system and converts the electrical energy output from the power supply system into mechanical energy, thereby providing driving force for the all-terrain vehicle 100. The transmission system 14 is at least partially connected to the power system 13, and also at least partially connected to the walking system 12. The power system 13 is transmitted to the walking system 12 via the transmission system 14. The transmission system 14 is used to transmit the driving force output by the power system 13 to the walking system 12, so that the walking system 12 can drive the all-terrain vehicle 100. The walking system 12 includes a front wheel assembly 121 and a rear wheel assembly 122. To clearly illustrate the technical solution of this application, the following are also defined: Figure 2 The front, back, left, and right sides are shown.

[0024] like Figure 3 and Figure 4 As shown, the power system 13 includes a stator 131, a rotor 132, a drive shaft 133, and a housing 134. A receiving space 1341 is formed inside the housing 134, within which the stator 131, rotor 132, and drive shaft 133 are disposed. The housing 134 prevents dust and other impurities from entering the receiving space 1341, thereby protecting the stator 131, rotor 132, and drive shaft 133. The drive shaft 133 and rotor 132 are fixedly connected or integrally formed. The transmission system 14 is at least partially connected to the drive shaft 133, and the driving force generated by the stator 131 and rotor 132 is transmitted to the transmission system 14 through the drive shaft 133. The transmission system 14 is also at least partially connected to the walking system 12, transmitting the driving force output from the power system 13 to the walking system 12, thereby enabling the walking system 12 to drive the all-terrain vehicle 100.

[0025] like Figure 3 and Figure 4As shown, in one embodiment, the transmission system 14 includes a first transmission device 141, a second transmission device 142, and a third transmission device 143. The first transmission device 141 is at least partially connected to the drive shaft 133, and at least partially connected to the second transmission device 142. The end of the second transmission device 142 away from the first transmission device 141 is connected to the front wheel assembly 121. The power system 13 transmits driving force to the front wheel assembly 121 sequentially through the first transmission device 141 and the second transmission device 142. The first transmission device 141 is also at least partially connected to the third transmission device 143, and the end of the third transmission device 143 away from the first transmission device 141 is connected to the rear wheel assembly 122. The power system 13 transmits driving force to the rear wheel assembly 122 sequentially through the first transmission device 141 and the third transmission device 143.

[0026] Specifically, the transmission system 14 further includes a first transmission mechanism 144 and a second transmission mechanism 145. The first transmission mechanism 144 is disposed between the first transmission device 141 and the second transmission device 142, and is used to transmit or disconnect the power between the first transmission device 141 and the second transmission device 142. The first transmission mechanism 144 includes a first state and a second state. When the first transmission mechanism 144 is in the first state, the first transmission device 141 can transmit driving force to the second transmission device 142 through the first transmission mechanism 144; when the first transmission mechanism 144 is in the second state, the first transmission mechanism 144 cannot transmit driving force between the first transmission device 141 and the second transmission device 142. The first transmission mechanism 144 can be a dry clutch, a wet clutch, a dog clutch, an electromagnetic clutch, or a synchronizer. Any technical solution where the first transmission mechanism 144 has the function of engaging or disengaging driving force transmission is within the scope of protection of this application. The second transmission mechanism 145 is disposed between the first transmission device 141 and the third transmission device 143. The second transmission mechanism 145 is used to transmit or disconnect the power between the first transmission device 141 and the third transmission device 143. The second transmission mechanism 145 includes a third state and a fourth state. When the second transmission mechanism 145 is in the third state, the first transmission device 141 can transmit the driving force to the third transmission device 143 through the second transmission mechanism 145. When the second transmission mechanism 145 is in the fourth state, the second transmission mechanism 145 cannot transmit the driving force between the first transmission device 141 and the third transmission device 143. Understandably, when the first transmission mechanism 144 is in the first state and the second transmission mechanism 145 is in the fourth state, the all-terrain vehicle 100 is front-wheel drive; when the first transmission mechanism 144 is in the second state and the second transmission mechanism 145 is in the third state, the all-terrain vehicle 100 is rear-wheel drive; when the first transmission mechanism 144 is in the first state and the second transmission mechanism 145 is in the third state, the all-terrain vehicle 100 is four-wheel drive; and when the first transmission mechanism 144 is in the second state and the second transmission mechanism 145 is in the fourth state, the all-terrain vehicle 100 has no driving force. Through this configuration, the all-terrain vehicle 100 can switch between front-wheel drive, rear-wheel drive, and four-wheel drive during driving, allowing it to quickly change driving modes to adapt to different driving conditions, thus improving its convenience, maneuverability, adaptability, and fuel economy.

[0027] Furthermore, along the longitudinal direction of the all-terrain vehicle 100, the second transmission device 142 is at least partially disposed on the front side of the power system 13. This arrangement facilitates the transmission of the driving force output by the power system 13 to the front wheel assembly 121, enabling the front wheel assembly 121 to drive the all-terrain vehicle 100. The third transmission device 143 is at least partially disposed on the rear side of the power system 13. This arrangement facilitates the transmission of the driving force output by the power system 13 to the rear wheel assembly 122, enabling the rear wheel assembly 122 to drive the all-terrain vehicle 100. A through hole 1331 is provided on the drive shaft 133, and the axis of the through hole 1331 is substantially coincident with the axis of the drive shaft 133. The first transmission device 141 is at least partially inserted through the through hole 1331. This arrangement utilizes the internal space of the power system 13 to arrange the first transmission device 141, allowing the first transmission device 141 to transmit driving force without bypassing the power system 13. This makes the structure of the drive system 12 compact and efficient, optimizes the design structure of the drive system 12, and facilitates the transmission of driving force by the transmission system 14. The first transmission device 141, the second transmission device 142, and the third transmission device 143 are at least partially disposed on the housing 134. This arrangement integrates the first transmission device 141, the second transmission device 142, and the third transmission device 143 at least partially on the power system 13, making the structure of the drive system 12 more simplified and compact, and further optimizing the layout structure of the drive system 12. The first transmission device 141, the second transmission device 142, and the third transmission device 143 can be at least partially disposed on the outside of the housing 134, or at least partially disposed on the inside of the housing 134. Alternatively, depending on the specific model and arrangement of the all-terrain vehicle 100, the first transmission device 141, the second transmission device 142, and the third transmission device 143 can also be at least partially disposed on the frame 11, and at least partially disposed on the body panel 12. The power system 13 is arranged longitudinally, that is, along the front-rear direction of the all-terrain vehicle 100, the axis of the power system 13 extends substantially in the front-rear direction, wherein the axis of the power system 13 and the axis of the drive shaft 133 are substantially coincident. Since the first transmission device 141 is connected to the first transmission mechanism 144 and the second transmission device 142, and the first transmission device 141 is connected to the second transmission mechanism 145 and the third transmission device 143, this arrangement allows the transmission system 14 to transmit driving force in the same direction, eliminating unnecessary transmission parts. This simplifies the structure of the transmission system 14 and reduces wear on the transmission system 14, thereby saving manufacturing and maintenance costs.

[0028] like Figure 3 and Figure 4As shown, in one embodiment, the first transmission device 141 includes a second transmission assembly 1411 and a second gear ring 1412. Preferably, the second transmission assembly 1411, the second gear ring 1412, and the drive shaft 133 constitute a planetary gear train. This arrangement is compact, has a large transmission ratio, high efficiency, and good transmission smoothness, and can be well adapted to the drive system 12 of this application. Specifically, a drive gear 1332 is provided on the drive shaft 133, and the second transmission assembly 1411 includes a second transmission gear train 1411a. The second transmission gear train 1411a can be configured as a gear set. The drive gear 1332 meshes with the second transmission gear train 1411a, thereby drivingly connecting the drive shaft 133 and the second transmission assembly 1411. The second transmission gear train 1411a is arranged around the drive gear 1332, and the second gear ring 1412 is arranged around the second transmission gear train 1411a. The second gear ring 1412 is fixedly connected to or integrally formed with the housing 134. The second transmission gear train 1411a meshes with the second gear ring 1412, thereby connecting the second transmission assembly 1411 and the second gear ring 1412. It is understood that, since the second gear ring 1412 is fixedly connected to the housing 134, when the drive shaft 133 drives the second transmission assembly 1411 to rotate, the second transmission gear train 1411a rotates around its own axis while simultaneously rotating around the axis of the drive gear 1332. The second transmission assembly also includes a first gear 1411b and a second transmission shaft 1411c. The second transmission shaft 1411c connects the first gear 1411b and the second transmission gear train 1411a, so that the second transmission gear train 1411a, the second transmission shaft 1411c, and the first gear 1411b rotate synchronously. The third transmission device 143 is at least partially connected to the first gear 1411b, thereby connecting the third transmission device 143 and the first transmission device 141. In this application, along the longitudinal direction of the all-terrain vehicle 100, the second transmission gear train 1411a is disposed at the front of the power system 13, the first gear 1411b is disposed at the rear of the power system 13, and the second transmission shaft 1411c is at least partially inserted into the through hole 1331. It is understood that the second transmission assembly 1411, the second gear ring 1412, and the drive shaft 133 forming a planetary gear train is only one embodiment of this application; the second transmission assembly 1411, the second gear ring 1412, and the drive shaft 133 can also form a "U"-shaped gear connection.

[0029] like Figure 3 and Figure 4As shown, in one embodiment, the second transmission mechanism 145 includes a clutch mechanism 1451 and a braking mechanism 1452. The second transmission mechanism 145 includes a first mode, a second mode, a third mode, and a fourth mode. When the second transmission mechanism 145 is in the first mode, the third transmission device 143 and the first transmission device 141 transmit driving force through the clutch mechanism 1451. When the second transmission mechanism 145 is in the second mode, the third transmission device 143 and the first transmission device 141 transmit driving force through the braking mechanism 1452. When the second transmission mechanism 145 is in the third mode, neither the clutch mechanism 1451 nor the braking mechanism 1452 transmits driving force between the third transmission device 143 and the first transmission device 141. When the second transmission mechanism 145 is in the fourth mode, the clutch mechanism 1451 and the braking mechanism 1452 fix the third transmission device 143 and the first transmission device 141. The clutch mechanism 1451 can be a dry clutch, a wet clutch, a dog clutch, an electromagnetic clutch, or a synchronizer. As long as the clutch mechanism 1451 has the function of engaging or disengaging the transmission of driving force, it is within the scope of protection of this application. The braking mechanism 1452 can be a dry brake, a wet brake, an electromagnetic brake, or a mechanical brake. As long as the braking mechanism 1452 has the function of braking, it is within the scope of protection of this application.

[0030] Specifically, the third transmission device 143 includes a first transmission assembly 1431 and a first gear ring 1432. The first transmission assembly 1431 includes a first transmission gear train 1431a and a first transmission shaft 1431b. The first transmission gear train 1431a can be configured as a gear set, and the first transmission gear train 1431a meshes with the first gear 1411b. The first transmission shaft 1431b is connected to the first transmission gear train 1431a so that the first transmission shaft 1431b and the first transmission gear train 1431a rotate synchronously. A clutch mechanism 1451 is disposed between the second drive shaft 1411c and the first drive shaft 1431b. The clutch mechanism 1451 includes an engaged state and a disengaged state. When the clutch mechanism 1451 is in the engaged state, the second drive shaft 1411c can transmit driving force to the first drive shaft 1431b through the clutch mechanism 1451. When the clutch mechanism 1451 is in the disengaged state, the clutch mechanism 1451 cannot transmit driving force between the second drive shaft 1411c and the first drive shaft 1431b. A first gear train 1431a is disposed around the first gear 1411b, and a first gear ring 1432 is disposed around the first gear train 1431a. The first gear ring 1432 meshes with the first gear train 1431a. The braking mechanism 1452 is disposed between the first gear ring 1432 and the housing 134. The braking mechanism 1452 is at least partially fixedly connected to the housing 134. The braking mechanism 1452 includes an abutting state and a disengaged state. When the braking mechanism 1452 is in the abutting state, the braking mechanism 1452 abuts against the first gear ring 1432. At this time, the braking mechanism 1452 can prevent the movement of the first gear ring 1432, that is, the braking mechanism 1452 can fix the first gear ring 1432 so that the first gear ring 1432 no longer rotates. When the braking mechanism 1452 is in the disengaged state, the braking mechanism 1452 and the first gear ring 1432 are separated. At this time, the movement of the first gear ring 1432 is not restricted by the braking mechanism 1452.Understandably, when the braking mechanism 1452 is disengaged and the clutch mechanism 1451 is engaged, since the movement of the first transmission gear train 1431a and the first gear ring 1432 is unrestricted, the second transmission shaft 1411c transmits the driving force to the first transmission shaft 1431b through the clutch mechanism 1451. At this time, the second transmission mechanism 145 is in the first mode, and the power system 13 drives the all-terrain vehicle 100 through the first transmission ratio. The gear ratio of the drive gear 1332 and the second transmission gear train 1411a is set to N1, which is the first transmission ratio. The first transmission ratio is set to be greater than or equal to 3 and less than or equal to 5. When the braking mechanism 1452 is in the abutting state and the clutch mechanism 1451 is in the disengaged state, the braking mechanism 1452 fixes the first gear ring 1432. When the first gear 1411b drives the first transmission gear train 1431a to rotate, the first transmission gear train 1431a rotates around its own axis while also rotating around the axis of the first gear 1411b. At this time, the second transmission mechanism 145 is in the second mode, and the power system 13 drives the all-terrain vehicle 100 through the second transmission ratio. The gear ratio of the first gear 1411b and the first transmission gear train 1431a is set to N2, and the second transmission ratio is the product of N1 and N2. The second transmission ratio is set to be greater than or equal to 9 and less than or equal to 16. When the braking mechanism 1452 is in the disengaged state and the clutch mechanism 1451 is in the disengaged state, since the movement of the first transmission assembly 1431 and the first gear ring 1432 is unrestricted, and the second transmission mechanism 145 cannot transmit the driving force between the first transmission device 141 and the third transmission device 143, the second transmission mechanism 145 is in the third mode and the rear wheel assembly 122 has no driving force. When the braking mechanism 1452 is in the abutting state and the clutch mechanism 1451 is in the engaged state, since the clutch mechanism 1451 causes the first transmission shaft 1431b to be relative to the second transmission shaft 1411... c is fixed. The rotational speed of the first transmission gear train 1431a around its own axis is the same as the rotational speed of the first transmission gear train 1431a around the axis of the first gear 1411b. The braking mechanism 1452 fixes the first gear ring 1432. Therefore, the first gear ring 1432 restricts the movement of the first transmission gear train 1431a, thereby restricting the movement of the third transmission device 143. At this time, the second transmission mechanism 145 is in the fourth mode, which puts the all-terrain vehicle 100 in a parking state. This setting allows the all-terrain vehicle 100 to achieve the parking function without the need for a special parking device, simplifying the structure of the all-terrain vehicle 100 and saving manufacturing costs.Through the above configuration, the all-terrain vehicle 100 can switch between front-wheel drive, rear-wheel drive, and four-wheel drive during operation, while also providing different transmission modes. This allows the power system 13 to drive the all-terrain vehicle 100 through different gear ratios, thereby meeting the torque and speed requirements of the all-terrain vehicle 100 under different working conditions and improving its handling, adaptability, and economic and environmental performance. As an optional implementation, the first gear ratio is set to be greater than or equal to 3 and less than or equal to 5, and the second gear ratio is set to be greater than or equal to 9 and less than or equal to 16. Understandably, the transmission system 14 includes a first power transmission path, a second power transmission path, and a third power transmission path. When the first transmission mechanism 144 is in the first state, the power system 13 transmits driving force to the front wheel assembly 121 through the first power transmission path. When the braking mechanism 1452 and the first gear ring 1432 abut, and the first drive shaft 1431b and the second transmission assembly 1411 are separated, the power system 13 transmits driving force to the rear wheel assembly 122 through the second power transmission path at a first gear ratio. When the braking mechanism 1452 and the first gear ring 1432 are separated, and the first drive shaft 1431b and the second transmission assembly 1411 are connected, the power system 13 transmits driving force to the rear wheel assembly 122 through the third power transmission path at a second gear ratio.

[0031] Furthermore, in this embodiment, the second transmission device 142 is provided with an adjustment mechanism 1421. The adjustment mechanism 1421 is located between the first transmission mechanism 144 and the front wheel assembly 121. The adjustment mechanism 1421 is configured as a gear transmission connection, and the transmission ratio of the adjustment mechanism 1421 is set to N2, that is, the transmission ratio between the power system 13 and the front wheel assembly 121 is the same as the second transmission ratio. With the above configuration, when the braking mechanism 1452 is in the abutting state, the clutch mechanism 1451 is in the disengaged state, and the first transmission mechanism 144 is in the first state, the all-terrain vehicle 100 drives in four-wheel drive, and the transmission ratio between the power system 13 and the rear wheel assembly 122 is the second transmission ratio, and the transmission ratio between the power system 13 and the front wheel assembly 121 is also the second transmission ratio, ensuring the stability of the all-terrain vehicle 100. Figure 5As shown in this application, the drive system 12 includes a front-wheel drive first gear mode, a rear-wheel drive first gear mode, a rear-wheel drive second gear mode, a four-wheel drive first gear mode, and a parking mode. When the first transmission mechanism 144 is in the first state, the clutch mechanism 1451 is in the disengaged state, and the braking mechanism 1452 is in the disengaged state, the drive system 12 is in front-wheel drive first gear mode; when the first transmission mechanism 144 is in the second state, the clutch mechanism 1451 is in the disengaged state, and the braking mechanism 1452 is in the engaged state, the drive system 12 is in rear-wheel drive first gear mode; when the first transmission mechanism 144 is in the second state, the clutch mechanism 1451 is in the engaged state, and the braking mechanism 1452 is in the disengaged state, the drive system 12 is in rear-wheel drive second gear mode; when the first transmission mechanism 144 is in the first state, the clutch mechanism 1451 is in the disengaged state, and the braking mechanism 1452 is in the engaged state, the drive system 12 is in four-wheel drive first gear mode; when the clutch mechanism 1451 is in the engaged state and the braking mechanism 1452 is in the engaged state, regardless of the state of the first transmission mechanism 144, the drive system 12 is in parking mode.

[0032] It should be noted that the second transmission device 142 can also be configured with the same structure as the third transmission device 143, so that the drive system 12 can drive the all-terrain vehicle 100 in front-wheel drive, rear-wheel drive or four-wheel drive at the first gear ratio, or drive the all-terrain vehicle 100 in front-wheel drive, rear-wheel drive or four-wheel drive at the second gear ratio.

[0033] In this application, by providing a first transmission mechanism 144 between the first transmission device 141 and the second transmission device 142, and a second transmission mechanism 145 between the first transmission device 141 and the third transmission device 143, the all-terrain vehicle 100 can switch between front-wheel drive, rear-wheel drive, and four-wheel drive during operation, improving the convenience, maneuverability, and adaptability of the all-terrain vehicle 100. By providing a through hole 1331 in the rotor, with the first transmission device 141 at least partially passing through the through hole 1331, the drive system 12 has a compact and rigorous structure, optimizing its design and facilitating the transmission system 14's transmission of driving force. By setting the first and second modes of the third transmission device 143, the all-terrain vehicle 100 can switch between front-wheel drive, rear-wheel drive and four-wheel drive during driving, while providing different gears for the all-terrain vehicle 100, thus optimizing the driving mode of the all-terrain vehicle 100. In addition, the way the braking mechanism 1452 and the clutch mechanism 1451 fix the first gear ring 1432 allows the all-terrain vehicle 100 to achieve the parking function without the need for a special parking mechanism, which improves the maneuverability, adaptability and economic and environmental performance of the all-terrain vehicle 100, and simplifies the mechanism of the all-terrain vehicle 100, saving manufacturing costs.

[0034] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A walking system, the walking system including a front wheel assembly and a rear wheel assembly; A power system, at least partially mounted on the vehicle frame; The power system is connected to the walking system via the transmission system. Its features are, The transmission system includes a first power transmission path, a second power transmission path, and a third power transmission path. The power system transmits driving force to the front wheel assembly through the first power transmission path, and transmits driving force to the rear wheel assembly through the second power transmission path and the third power transmission path. The transmission system includes a first transmission component, a second transmission component, and a first gear ring. The first transmission component includes a first transmission gear train and a first transmission shaft. The first transmission gear train and the first transmission shaft rotate synchronously. The second transmission component is connected to the power system. The first transmission component is connected to the walking system. The first transmission gear train is arranged around the second transmission component and connected to the second transmission component. The first gear ring is arranged around the first transmission gear train and connected to the first transmission gear train. The transmission system further includes a clutch mechanism and a braking mechanism. The first transmission shaft and the second transmission assembly are connected or separated through the clutch mechanism, and the braking mechanism is capable of engaging or disengaging from the first gear ring. When the braking mechanism abuts against the first gear ring and the first drive shaft and the second transmission assembly separate, the power system transmits driving force to the rear wheel assembly through the second power transmission path; When the braking mechanism is separated from the first gear ring and the first drive shaft is connected to the second transmission assembly, the power system transmits driving force to the rear wheel assembly through the third power transmission path.

2. The all-terrain vehicle according to claim 1, characterized in that, The transmission system includes a first transmission ratio and a second transmission ratio. When the power system transmits driving force to the rear wheel assembly through the third power transmission path, the power system transmits driving force to the rear wheel assembly through the first transmission ratio, and the first transmission ratio is set to be greater than or equal to 3 and less than or equal to 5. When the power system transmits driving force to the rear wheel assembly through the second power transmission path, the power system transmits driving force to the rear wheel assembly through the second transmission ratio, and the second transmission ratio is set to be greater than or equal to 9 and less than or equal to 16.

3. The all-terrain vehicle according to claim 1, characterized in that, The second transmission assembly includes a second transmission shaft and a first gear. The first gear is fixedly connected to the second transmission shaft. The first transmission gear train is arranged around the first gear and meshes with the first gear. The first transmission shaft is connected to the second transmission shaft through the clutch mechanism.

4. The all-terrain vehicle according to claim 3, characterized in that, The power system includes a drive shaft, and the second transmission assembly further includes a second transmission gear train, which is connected to the drive shaft and rotates synchronously with the second transmission shaft.

5. The all-terrain vehicle according to claim 4, characterized in that, The power system further includes a housing, and the transmission system further includes a second gear ring, which is arranged around the second transmission gear train and is fixedly connected to the housing.

6. The all-terrain vehicle according to claim 1, characterized in that, The braking mechanism includes an abutting state to the first gear ring and a disengaged state to the first gear ring. When the braking mechanism is in the abutting state, the first gear ring will not rotate; when the braking mechanism is in the disengaged state, the first gear ring can rotate.

7. The all-terrain vehicle according to claim 1, characterized in that, The transmission system includes a first transmission mechanism, and the second drive shaft and the front wheel assembly are connected through the first transmission mechanism.

8. The all-terrain vehicle according to claim 1, characterized in that, The axis of the power system extends substantially in the front-to-back direction.

9. The all-terrain vehicle according to claim 1, characterized in that, The second transmission gear train is at least partially disposed on the front side of the power system, and the first gear is disposed on the rear side of the power system.

10. The all-terrain vehicle according to claim 9, characterized in that, The power system includes a drive shaft with a through hole, and the second transmission shaft passes through at least part of the through hole.

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