Electric all-terrain vehicle

Abstract

The invention provides an electric all-terrain vehicle which comprises a vehicle frame, a driving assembly and a transmission assembly, the transmission assembly comprises a front driving axle, a rear driving axle and a transmission shaft, and the driving assembly is in transmission connection with the front driving axle through the transmission shaft; the driving assembly comprises a driving motor and a speed reducer, the speed reducer is in transmission connection with the driving motor and the rear driving axle and further transmits driving force to the front driving axle through a transmission shaft, a longitudinal plane perpendicular to the width direction and passing through the width center is defined, and the driving motor is arranged on one side of the longitudinal plane. The minimum distance between the driving motor and the longitudinal plane is larger than or equal to 70 mm and smaller than or equal to 140 mm. The driving motor in the driving assembly is arranged on the left side of the longitudinal plane, the front differential mechanism and the rear differential mechanism connected with the driving motor are both arranged on the right side of the longitudinal plane, enough space is provided for arrangement of parts such as a speed reducer, and the layout compactness and rationality of the electric all-terrain vehicle are enhanced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an electric all-terrain vehicle. Background Art

[0002] As a vehicle with strong passing performance and fun, all-terrain vehicles are becoming more and more popular among consumers. Among them, SSV (Side by Side Vehicle) and UTV (Utility Vehicle) mainly refer to all-terrain vehicles with semi-enclosed or fully enclosed cabs, and the seat arrangement is different from that of straddle vehicles, which is a side-by-side arrangement.

[0003] With the development of the trend of vehicle electrification, some all-terrain vehicles that use electricity as a power source have also appeared, but there are still some problems in the electrification process of all-terrain vehicles. The drive motor is the power source of the electric all-terrain vehicle. The layout of the drive motor has an important impact on the transmission components, etc. The unreasonable layout of the drive motor often causes interference or insufficient space for the layout of the transmission components, which in turn affects the compactness and rationality of the layout of the transmission components and other electrical components of the electric all-terrain vehicle. Summary of the invention

[0004] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an electric all-terrain vehicle with a drive motor arranged at a reasonable position.

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

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

[0007] Furthermore, the reducer includes a power input shaft and a power transmission shaft, the power input shaft is drivingly connected to the power transmission shaft, the power input shaft is drivingly connected to the drive motor, the power transmission shaft is drivingly connected to the drive shaft and the rear drive axle, the power input shaft is arranged in parallel with the power transmission shaft, and the distance between the axis of the power input shaft and the axis of the power transmission shaft is greater than or equal to 74 mm and less than or equal to 138 mm.

[0008] Furthermore, the front drive axle includes front bevel gears, the transmission shaft includes a ring gear, the power transmission shaft includes bevel gears, one end of the transmission shaft is transmission-connected to the front bevel gears, and the other end of the transmission shaft is transmission-connected to the bevel gears through the ring gear, and the bevel gears and the front bevel gears are both arranged on one side of the longitudinal plane.

[0009] Furthermore, the transmission assembly also includes a rear drive axle, the rear drive axle includes rear bevel gears, the power transmission shaft also includes power output gears, the power output gears are transmission-connected to the rear bevel gears, and the power output gears and the rear bevel gears are both arranged on one side of the longitudinal plane.

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

[0011] Furthermore, the electric all-terrain vehicle includes a four-wheel drive mode and a rear-wheel drive mode. When the ring gear is engaged with the bevel gear, the reducer transmits power to the drive shaft, and the electric all-terrain vehicle is in the four-wheel drive mode; when the ring gear is separated from the bevel gear, the reducer and the drive shaft are separated, and the electric all-terrain vehicle switches from the four-wheel drive mode to the rear-wheel drive mode.

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

[0013] Furthermore, the electric all-terrain vehicle also includes a mounting shell, and the drive motor, the reducer and the rear drive axle are all arranged in the mounting shell.

[0014] Furthermore, the all-terrain vehicle also includes a charging and distribution device at least partially connected to the power battery, and the charging and distribution device is arranged on the upper side of the drive motor.

[0015] Furthermore, the minimum distance between the charging and distributing device and the driving motor along the height direction is greater than or equal to 2 cm and less than or equal to 4 cm.

[0016] The present invention arranges the drive motor in the drive assembly on the left side of the longitudinal plane. Through the above arrangement, the front and rear differentials connected to the drive motor can be arranged on the right side of the electric all-terrain vehicle, providing sufficient space for the arrangement of the reducer and other transmission components, and can effectively bring the center of gravity closer to the center of the electric all-terrain vehicle, thereby enhancing the compactness and rationality of the layout of the electric all-terrain vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the structure of the electric all-terrain vehicle of the present application;

[0018] Figure 2 This is a schematic diagram of the structure of the drive assembly, transmission assembly and travel assembly of the present application;

[0019] Figure 3 A cross-sectional view of the reducer and the drive motor of the present application;

[0020] Figure 4 This is a schematic diagram of the structure of the suspension device, drive motor, reducer and frame of the present application;

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

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

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

[0024] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the specific implementation modes of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the implementation modes of the present invention.

[0025] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation method.

[0026] This application provides Figure 1An electric all-terrain vehicle 100 is shown, and the electric all-terrain vehicle 100 includes a frame 11, a power system 12, a transmission assembly 13, a travel assembly 14 and a seat assembly 15. The frame 11 constitutes the main framework of the electric all-terrain vehicle 100, and serves to place and carry other components. The travel assembly 14 includes a front wheel 141 and a rear wheel 142. The power system 12 is connected to at least one of the front wheel 141 or the rear wheel 142 through the transmission assembly 13, and the power system 12 transmits power to at least one of the front wheel 141 or the rear wheel 142 through the transmission assembly 13. The seat assembly 15 is used to provide support for the driver and the passenger, and the seat assembly 15 includes at least two seats 151 arranged side by side along the width direction of the electric all-terrain vehicle 100. In order to clearly define the technical solution of the present application, it is also defined as follows: Figure 1 Front, back, left, right, top and bottom shown.

[0027] In the description of this application, it needs to be understood that the term "length direction" refers to the front and rear direction of the vehicle when the driver is driving, the term "width direction" refers to the left and right direction of the vehicle when the driver is driving, and the term "height direction" refers to the up and down direction of the vehicle when the driver is driving.

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

[0029] like Figure 3As shown, the reducer 1212 includes a power transmission shaft 1212a, and the power transmission shaft 1212a is provided with a bevel gear 1212b. The end of the transmission shaft 131 connected to the reducer 1212 is provided with a ring gear 1311 that can mesh with the bevel gear 1212b. The transmission shaft 131 and the reducer 1212 can achieve the transmission of driving force through the above-mentioned gear meshing. The reducer 1212 also includes a power input shaft 1212c, which is basically parallel to the power transmission shaft 1212a and the power input shaft 1212c and the power transmission shaft 1212a are arranged to be transmission-connected. Further, the power input shaft 1212c is transmission-connected with the drive motor 1211 to transmit the driving force of the drive motor 1211 to the reducer 1212. Correspondingly, the front drive axle 132 also includes a front bevel gear 1321 (such as Figure 2 As shown in FIG. 1 , in the present application, the front bevel gear 1321 of the front drive axle 132 is at least partially arranged on the right side of the longitudinal plane 101. The power transmission shaft 1212a is also provided with a power output gear 1212d, and the rear drive axle 133 is provided with a rear bevel gear 1331 meshing with the power output gear 1212d. The transmission of driving force between the rear drive axle 133 and the reducer 1212 is achieved through the power output gear 1212d and the rear bevel gear 1331, that is, the reducer 1212 further outputs the driving force to the rear drive axle 133 through the power transmission shaft 1212a. In the present application, the rear bevel gear 1331 of the rear drive axle 133 is at least partially arranged on the right side of the longitudinal plane 101. In order to keep the front bevel gear 1321 of the front drive axle 132 and the rear bevel gear 1331 of the rear drive axle 133 in the same rotation direction, the bevel gear 1212b on the power transmission shaft 1212a needs to output power to the transmission shaft 132 on the right side of the longitudinal plane 101. It can be understood that the bevel gear 1212b on the power transmission shaft 1212a is at least partially arranged on the right side of the transmission shaft 131. Further, since at least part of the bevel gear 1212b on the power transmission shaft 1212a is arranged on the right side of the reducer 1212, the reducer 1212 needs to occupy a large space on the right side of the longitudinal plane 101. In order to avoid interference with the reducer 1212 and the rear wheel 142 and other components, the drive motor 1211 is arranged on the left side of the longitudinal plane 101. This method can not only avoid interference between the drive assembly 121 and the rear wheel 142 on the left side of the electric all-terrain vehicle 100 under extreme working conditions, but also fully balance the center of gravity position of the whole vehicle.

[0030] like Figure 3As shown, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 74 mm and less than or equal to 138 mm. Further, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 84 mm and less than or equal to 128 mm. Furthermore, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 95 mm and less than or equal to 116 mm. The setting of the above distance can prevent the excessive distance between the power input shaft 1212c and the power transmission shaft 1212a from having an adverse effect on the transmission of power in the power input shaft 1212c and the power transmission shaft 1212a, reduce the possibility of power loss during the transmission process, and improve the transmission efficiency of the transmission component 13. It can also prevent the distance between the power input shaft 1212c and the power transmission shaft 1212a from being too small, causing wear between the power input shaft 1212c and the power transmission shaft 1212a, thereby increasing the overall service life of the reducer 1212.

[0031] Further, in the present application, the rear bevel gear 1331 on the rear drive axle 133 is always meshed with the power output gear 1212d on the power transmission shaft 1212a, and the speed reducer 1212 and the rear drive axle 133 are always powered, and the ring gear 1311 of the transmission shaft and the bevel gear 1212b are in a first state of mutual meshing and a second state of mutual separation. When the ring gear 1311 of the transmission shaft and the bevel gear 1212b are in the first state, the transmission shaft 131 and the speed reducer 1212 are driven by the transmission force, and both the front drive axle 132 and the rear drive axle 133 can drive the electric all-terrain vehicle 100 to operate, and the electric all-terrain vehicle 100 is in a four-wheel drive mode. When the ring gear 1311 of the transmission shaft and the bevel gear 1212b are in the second state, the transmission shaft 131 and the reducer 1212 do not transmit driving force, and only the rear drive axle 133 drives the electric all-terrain vehicle 100 to operate, and the electric all-terrain vehicle 100 is in the rear-wheel drive mode. The above configuration can provide users with more operating modes to cope with various road conditions. When the road conditions are poor, the four-wheel drive mode is used to enhance the passing ability of the electric all-terrain vehicle 100. When the road conditions are good, the rear-wheel drive mode is used to reduce the power consumption of the electric all-terrain vehicle 100 and increase the cruising range of the electric all-terrain vehicle 100.

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

[0033] like Figure 2 and Figure 3 As shown, the driving motor 1211 and the reducer 1212 in the driving assembly 121 are integrated with the rear drive axle 133, that is, the driving motor 1211, the reducer 1212 and the rear drive axle 133 are arranged in the mounting housing 1213. The integrated molding arrangement strengthens the overall strength of the driving assembly 121 and the rear drive axle 133, and strengthens the connection stability between the frame 11 and the driving assembly 121, and between the frame 11 and the rear drive axle 133. In addition, the driving assembly 121 and the rear drive axle 133 can be assembled as a whole, which reduces the complexity of the assembly process, and can reduce the difficulty and cost of assembly. At the same time, it can also reduce the occupied space of the driving assembly 121 and the rear drive axle 133, improve the overall structural compactness and space utilization of the electric all-terrain vehicle 100, and thus facilitate the lightweighting of the electric all-terrain vehicle 100. The drive assembly 121 and the rear drive axle 133 can also be manufactured separately and then assembled together. Different drive assemblies 121 and rear drive axles 133 can be selected to match different vehicle models, thereby increasing the versatility of the drive assembly 121 and the rear drive axle 133 and reducing production costs.

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

[0035] In this embodiment, according to the difference in the setting position, the suspension component 161 in this application is set as a first suspension component 1611, a second suspension component 1612 and a third suspension component 1613. Specifically, the first suspension component 1611 and the third suspension component 1613 are basically arranged to be distributed along the width direction, and the second suspension component 1612 is arranged behind the first suspension component 1611 and the third suspension component 1613. The first suspension component 1611 is located on the left side of the longitudinal plane 101, at least part of the second suspension component 1612 is located on the longitudinal plane 101, and the third suspension component 1613 is located on the right side of the longitudinal plane 101. A reference plane 102 perpendicular to the height direction of the electric all-terrain vehicle 100 is defined, the second suspension component 1812 is at least partially arranged on the reference plane 102, and the first suspension component 1811 and the third suspension component 1813 are both arranged on the lower side of the reference plane 102. The first suspension assembly 1611, the second suspension assembly 1612 and the third suspension assembly 1613 are basically distributed in a triangle. Through the above arrangement, the triangular distribution can improve the connection stability and connection strength between the driving assembly 121 and the suspension assembly 161, avoid the suspension assembly 161 from being damaged due to insufficient strength under extreme working conditions, and thus improve the service life of the suspension assembly 161.

[0036] like Figure 5 , Figure 6 and Figure 7 As shown, as an embodiment, the first suspension component 1611 is arranged on the side of the driving motor 1211 away from the reducer 1212, the first suspension component 1611 and the driving motor 1211 are fixedly connected by fasteners, and the contact surface between the first suspension component 1611 and the driving motor 1211 is defined as a first contact surface 103, and the first contact surface 103 is substantially parallel to the longitudinal plane 101. The second suspension component 1612 and the reducer 1212 are fixedly connected by fasteners, and the second suspension component 1612 is arranged on the rear side of the reducer 1212, and the contact surface between the first suspension component 1612 and the reducer 1212 is defined as a second contact surface 104, and the plane perpendicular to the length direction of the electric all-terrain vehicle 100 is defined as a transverse plane 105, and the second contact surface 104 is substantially parallel to the transverse plane 105. The third suspension component 1613 and the reducer 1212 are fixedly connected by fasteners, and the third suspension component 1613 is connected to the side of the reducer 1212 away from the driving motor 1211, and the contact surface between the third suspension component 1613 and the reducer 1212 basically fits the outer contour of the reducer 1212. Through the above configuration, the first contact surface 103 and the second contact surface 104 are perpendicular to each other, so that the displacement of the driving motor 1211 and the reducer 1212 in the length direction and the width direction can be effectively limited, thereby improving the connection stability between the first suspension component 1611 and the driving motor 1211 and the connection stability between the second suspension component 1612 and the reducer 1212. In addition, the contact surface between the third suspension component 1613 and the reducer 1212 fits the outer contour of the reducer 1212, which can reduce the volume of the third suspension component 1613 while meeting the connection strength requirements between the third suspension component 1613 and the reducer 1212, thereby improving the connection stability between the third suspension component 1613 and the reducer 1212. It should be noted that the above-mentioned drive motor 1211 and reducer 1212 are only used to indicate the setting positions of the first suspension component 1611, the second suspension component 1612 and the third suspension component 1613. The first suspension component 1611, the second suspension component 1612 and the third suspension component 1613 are not directly connected to the drive motor 1211 and the reducer 1212. The first suspension component 1611, the second suspension component 1612 and the third suspension component 1613 are all connected to the mounting shell 1213.

[0037] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the appended claims of the present invention.

Claims

1. An electric all-terrain vehicle, comprising: Frame; A drive assembly, wherein the drive assembly is disposed in the frame; A transmission assembly, the transmission assembly comprising a front drive axle, a rear drive axle and a transmission shaft, the drive assembly being connected to the front drive axle via the transmission shaft; A traveling assembly, wherein the traveling assembly is rotatably connected to the frame and supports the frame; Features: The drive assembly includes a drive motor and a reducer, the reducer is transmission-connected to the drive motor and the rear drive axle, and the reducer is also transmission-connected to the transmission shaft to transmit the driving force generated by the power system to the front drive axle. A plane perpendicular to the width direction of the electric all-terrain vehicle and passing through the width center of the electric all-terrain vehicle is defined as a longitudinal plane. The drive motor is arranged on one side of the longitudinal plane, and the minimum distance between the drive motor and the longitudinal plane is greater than or equal to 70 mm and less than or equal to 140 mm.

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

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

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

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

6. The electric all-terrain vehicle according to claim 5, characterized in that: The electric all-terrain vehicle includes a four-wheel drive mode and a rear-wheel drive mode. When the ring gear is engaged with the bevel gear, the reducer transmits power to the transmission shaft, and the electric all-terrain vehicle is in the four-wheel drive mode; when the ring gear is separated from the bevel gear, the reducer and the transmission shaft are separated, and the electric all-terrain vehicle switches from the four-wheel drive mode to the rear-wheel drive mode.

7. The electric all-terrain vehicle according to claim 1, characterized in that: A distance between a leftmost end of the reducer and the longitudinal plane is smaller than a distance between a rightmost end of the reducer and the longitudinal plane.

8. The electric all-terrain vehicle according to claim 1, characterized in that: The electric all-terrain vehicle further comprises a mounting shell, in which the drive motor, the reducer and the rear drive axle are all arranged.

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

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

Images