Electric all-terrain vehicle

Abstract

The application provides an electric all-terrain vehicle, which comprises a vehicle frame, a power system, a walking assembly, a battery assembly and a cargo box assembly, the power system comprises a driving motor, and the battery assembly comprises a power battery; the electric all-terrain vehicle further comprises a charging and power distribution device, the charging and power distribution device is integrally provided with a charging unit for converting alternating current into direct current, a conversion unit for converting high-voltage power into low-voltage power and a power distribution unit for power supply, and the charging and power distribution device is electrically connected to the power battery and the driving motor respectively. In the application, the charging unit, the conversion unit and the power distribution unit connected to the power battery are integrated into a charging and power distribution integrated device, so that the space occupied by the control unit in the vehicle is reduced, and the number of wire harness connections and the arrangement difficulty are reduced.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs), with their strong off-road capabilities and enjoyable driving experience, are increasingly favored by consumers. Among them, SSVs (Side-by-Side Vehicles) and UTVs (Utility Vehicles) mainly refer to ATVs with semi-enclosed or fully enclosed cabs, and whose seating arrangement differs from that of standard motorcycles, featuring a side-by-side configuration.

[0003] With the development of vehicle electrification, some all-terrain vehicles (ATVs) powered by electricity have emerged. However, some problems still exist in the electrification process of ATVs. As the energy storage unit of electric ATVs, the power battery is not only connected to the drive motor to provide energy, but also includes a power distribution device for discharging and a conversion device for charging. These components are connected to the power battery separately and are located on different wiring harnesses, resulting in a large amount of space occupied by these electrical components and a large number of wiring harnesses with a messy layout. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the present invention aims to provide an electric all-terrain vehicle with a high degree of integration of power battery charging and distribution devices.

[0005] To achieve the above objectives, the present invention adopts the following solution:

[0006] This invention provides an electric all-terrain vehicle, which includes a frame, a power system, a running gear, a battery assembly, and a cargo box assembly. The power system is supported by the frame and includes a drive motor. The running gear is at least partially disposed under the frame, and the drive motor is driven to the running gear. The battery assembly is disposed on the frame and includes a power battery, which is electrically connected to the drive motor. The cargo box assembly is disposed at the rear of the frame and connected to the frame. The electric all-terrain vehicle also includes a charging and distribution device, which integrates a charging unit for converting AC power to DC power, a conversion unit for converting high-voltage power to low-voltage power, and a power distribution unit for power supply. The charging and distribution device is electrically connected to the power battery and the drive motor, respectively.

[0007] Furthermore, when viewed along the height of the electric all-terrain vehicle, the charging and distribution device, drive motor, and cargo box assembly at least partially overlap; the charging and distribution device is located above the drive motor, behind the power battery, and below the cargo box assembly.

[0008] Furthermore, the minimum distance between the charging and distribution device and the drive motor is greater than or equal to 2cm and less than or equal to 4cm.

[0009] Furthermore, the charging and power distribution device is equipped with a battery port connected to the power battery and a motor port connected to the drive motor. The battery port is located at the front end of the charging and power distribution device, and the motor port is located at the lower end of the charging and power distribution device.

[0010] Furthermore, the electric all-terrain vehicle also includes a charging interface that is electrically connected to the charging and distribution device. When the electric all-terrain vehicle is charging, the charging interface is connected to an external power source via an external charging cable.

[0011] Furthermore, the electric all-terrain vehicle also includes a seat assembly and a charging and distribution bracket, which is located behind the power battery. The vehicle frame includes a rear partition structure located behind the seat assembly. The charging and distribution bracket is connected to the rear partition structure, and the charging and distribution device is connected to the charging and distribution bracket.

[0012] Furthermore, the charging and distribution bracket includes a first bracket extending along the width direction of the electric all-terrain vehicle, the first bracket of the rear partition structure is fixedly connected to the vehicle frame, and a mounting seat for fixing the charging and distribution device is provided on the first bracket.

[0013] Furthermore, the first bracket includes a first fixing part and a second fixing part disposed at both ends, and the frame also includes longitudinal beams disposed on both sides of the rear partition structure and extending substantially along the height direction of the electric all-terrain vehicle. The first fixing part is fixedly connected to the longitudinal beam on one side, and the second fixing part is fixedly connected to the longitudinal beam on the other side.

[0014] Furthermore, the charging and distribution bracket also includes a second bracket that extends substantially along the height direction of the electric all-terrain vehicle. One end of the second bracket is fixedly connected to the first bracket, and the other end of the second bracket is fixedly connected to the rear partition structure. The connection point between the second bracket and the first bracket is substantially located in the middle of the first bracket.

[0015] Furthermore, the charging and distribution system also includes cooling pipes for supplying coolant flow, and the battery assembly also includes a temperature control device, which includes a radiator. The cooling pipes are at least partially disposed within the charging and distribution device and are connected to the radiator.

[0016] In this invention, the charging unit, conversion unit, and power distribution unit connected to the power battery are integrated into a charging and power distribution integrated device. This reduces the space occupied by the aforementioned control units in the vehicle interior, while also reducing the number of wiring harness connections and the complexity of their arrangement. Furthermore, by positioning the charging and power distribution integrated device behind the power battery and above the drive motor, the length of the wiring between the integrated device and the power battery and drive motor can be reduced, improving the working efficiency of the integrated device and reducing overall vehicle energy loss. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of the electric all-terrain vehicle of this application;

[0018] Figure 2 This is a schematic diagram showing the locations of the power battery, temperature control device, drive motor, and charging and distribution device in this application;

[0019] Figure 3 This is a schematic diagram showing the positions of the cargo box assembly, charging and distribution device, and drive motor in this application;

[0020] Figure 4 This is a structural schematic diagram of the power battery, vehicle frame, and charging and distribution bracket of this application;

[0021] Figure 5 This is a schematic diagram of the vehicle frame and charging / distribution bracket from another perspective in this application;

[0022] Figure 6 This is a schematic diagram of the charging and distribution bracket, charging and distribution device and drive motor of this application;

[0023] Figure 7 This is a rear-view view of the cargo box assembly, charging port, and shock absorber positions in this application.

[0024] Figure 8 This is a side view diagram showing the positions of the cargo box assembly, charging port, and shock absorber in this application. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0026] It should be noted that when an element is referred to as being "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0027] This application provides, as follows: Figure 1An electric all-terrain vehicle 100 is shown, comprising a frame 11, a power system 12, a transmission assembly 13, a running gear 14, a seat assembly 15, and a battery assembly 16. The frame 11 forms the main frame of the electric all-terrain vehicle 100, serving to house and support other components. The running gear 14 includes a front wheel 141 and a rear wheel 142. The power system 12 includes a drive motor 121, which is connected to at least one of the front wheel 141 or the rear wheel 142 via the transmission assembly 13, transmitting power from the drive motor to at least one of the front wheel 141 or the rear wheel 142. The seat assembly 15 is disposed within the frame 11 to provide support for the driver and passenger, and includes at least two seats arranged side-by-side along the width direction of the electric all-terrain vehicle 100. The battery assembly 16 includes a power battery 161, which provides energy to the power system 12. To clearly define the technical solution of this application, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

[0028] In the description of this application, it should be understood that the term "length direction" refers to the longitudinal direction of the vehicle when the driver is driving, the term "width direction" refers to the lateral direction of the vehicle when the driver is driving, and the term "height direction" refers to the vertical direction of the vehicle when the driver is driving.

[0029] like Figure 2As shown, the electric all-terrain vehicle 100 includes a charging and distribution integrated system 17 at least partially electrically connected to the power system 12. The charging and distribution integrated system 17 is at least partially located behind the power battery 161 and is used to control the input and output of electrical energy in the power battery 161. The charging and distribution integrated system 17 includes a charging and distribution device 171, at least a portion of which is located above the power system 12. Specifically, the charging and distribution device 171 is located above the drive motor 121 and also behind the power battery 161. The charging and distribution device 171 integrates a charging unit, a conversion unit, and a distribution unit. The charging unit converts AC power input from an external power source into DC power to charge the power battery. The conversion unit steps down the output voltage of the power battery 161 to suit low-voltage electrical appliances in the electric all-terrain vehicle 100. The distribution unit controls the power battery 161 to supply power to high-voltage electrical components such as the drive motor 121 in the electric all-terrain vehicle 100. The charging unit, conversion unit, and power distribution unit are integrated into a single unit. The charging and power distribution device 171 includes a battery port 1711 connected to the battery assembly 16 and a motor port 1712 connected to the drive motor 121. Specifically, the battery port 1711 is located at the front end of the charging and power distribution device 171, and the motor port 1712 is located at the lower end of the charging and power distribution device 171. With this arrangement, the battery port 1711 is located close to the power battery 161, and the motor port 1712 is located close to the drive motor 121, which facilitates the wiring layout of the charging and power distribution device 171, reduces the wiring length between the battery port 1711 and the power battery 161, and reduces the wiring length between the motor port 1712 and the drive motor 121, thereby reducing the cost of the charging and power distribution device 171. The charging and distribution integrated system 17 provides power to the temperature control device 162 in the battery pack 16, which is used to regulate the operating temperature of the power battery 161, through the power distribution unit, so as to prevent the temperature of the power battery 161 from being too high or too low and ensure that the electric all-terrain vehicle 100 can operate normally as a whole.

[0030] The charging and distribution system 17 also includes a charging interface 172 electrically connected to the charging unit. When the electric all-terrain vehicle 100 is in a charging state, the charging interface 172 is connected to an external power source via an external charging cable. The charging interface 172 is also connected to the power battery 161 via the charging unit, thereby charging the power battery 161. The charging and distribution system 17 also includes a cooling pipe 173, which is at least partially disposed within the charging and distribution device 171. The cooling pipe 173 is also connected to a radiator (not shown), allowing the coolant in the cooling pipe 173 to transfer the heat generated by the operation of the charging and distribution device 171 to the radiator for heat dissipation, thereby reducing the temperature of the charging and distribution device 171 and improving its operational stability and service life. It should be noted that the radiator connected to the charging and distribution device 171 can be a shared radiator with other cooling pipes. Multiple cooling pipes sharing a radiator can reduce the number of parts in the electric all-terrain vehicle 100. The heat sink connected to the charging and distribution device 171 can also be a heat sink that works independently for the charging and distribution device 171, which facilitates the arrangement of heat dissipation pipes and can also improve heat dissipation efficiency.

[0031] like Figure 3As shown, in one implementation, the electric all-terrain vehicle 100 also includes a cargo box assembly 18 for accommodating goods, which is connected to the rear of the frame 11. Viewed along the height direction of the electric all-terrain vehicle 100, the charging and distribution device 171, the drive motor 121, and the cargo box assembly 18 at least partially overlap, with the charging and distribution device 171 located between the drive motor 121 and the cargo box assembly 18. This arrangement further improves the space utilization of the electric all-terrain vehicle 100 and contributes to its structural compactness. When the electric all-terrain vehicle 100 travels on rough roads, road surface excitation causes significant vibration of the charging and distribution device 171 in the height direction of the electric all-terrain vehicle 100. The drive motor 121 and the cargo box assembly 18 can further support the charging and distribution device 171, preventing displacement of the charging and distribution device 171 during the movement of the electric all-terrain vehicle 100 and affecting its normal operation, thereby improving the connection stability and operational stability of the charging and distribution device 171. The minimum distance D1 between the charging and distribution device 171 and the drive motor 121 is greater than or equal to 2 cm and less than or equal to 4 cm. In the event of significant vibration in the charging and distribution device 171, this minimum distance D1 serves as a buffer zone between the charging and distribution device 171 and the drive motor 121. Further, the minimum distance D1 between the charging and distribution device 171 and the drive motor 121 is greater than or equal to 2.4 cm and less than or equal to 3.6 cm. Even further, the minimum distance D1 between the charging and distribution device 171 and the drive motor 121 is greater than or equal to 2.7 cm and less than or equal to 3.3 cm. These settings prevent the drive motor 121 from colliding with the charging and distribution device 171 during operation, thus preventing damage to the charging and distribution device 171 and increasing its service life. Simultaneously, they also prevent excessive distance between the charging and distribution device 171 and the drive motor 121 from causing power transmission loss, thereby improving power transmission efficiency.

[0032] like Figure 4 and Figure 5 As shown, the frame 11 includes a passenger compartment 111, a rear compartment 112, and a rear partition structure 113. The passenger compartment 111 is for the passenger to sit in. The rear compartment 112 is basically located behind the passenger compartment 111 and is mainly used to house and support the power system 12. The rear partition structure 113 is located between the passenger compartment 111 and the rear compartment 112 and is used to separate the passenger compartment 111 and the rear compartment 112. The charging and distribution integration system 17 also includes a charging and distribution bracket 174, which is at least partially located above the drive motor 121. Viewed along the height direction of the electric all-terrain vehicle 100, at least a portion of the charging and distribution bracket 174 overlaps at least partially with the drive motor 121. The charging and distribution bracket 174 includes a mounting base 1741 for supporting the charging and distribution device 171. The charging and distribution bracket 174 is connected to the rear partition structure 113.

[0033] The charging and distribution bracket 174 includes a first bracket 1742 extending along the width direction. The extension method of the first bracket 1742 is basically the same as that of the rear partition structure 113, and the first bracket 1742 is at least partially disposed behind the rear partition structure 113. The first bracket 1742 includes a first fixing part 1742a and a second fixing part 1742b disposed at both ends. The first bracket 1742 is fixedly connected to the frame 11 through the first fixing part 1742a and the second fixing part 1742b, respectively. Specifically, the frame 11 also includes longitudinal beams 114 disposed on both sides of the rear partition structure 113 and extending substantially along the height direction of the electric all-terrain vehicle 100. The first fixing part 1742a is fixedly connected to the longitudinal beam 114 on one side, and the second fixing part 1742b is also fixedly connected to the longitudinal beam 114 on the other side. Furthermore, the charging and distribution bracket 174 also includes a second bracket 1743 extending substantially along the height direction of the electric all-terrain vehicle 100. One end of the second bracket 1743 is fixedly connected to the first bracket 1742, and the other end of the second bracket 1743 is fixedly connected to the rear partition structure 113 via a third fixing part 1743a. Optionally, the connection point between the second bracket 1743 and the first bracket 1742 is located substantially in the middle of the first bracket 1742, which facilitates enhancing the stability of the connection between the first bracket 1742 and the second bracket 1743. Specifically, the second bracket 1743 is curved, with at least a portion of the second bracket 1743 extending substantially along the height direction of the electric all-terrain vehicle 100 and at least a portion extending substantially along the length direction of the electric all-terrain vehicle 100. This arrangement avoids the second bracket 1743 interfering with the arrangement of the charging and distribution device 171, thereby providing more installation space for the charging and distribution device 171. The mounting base 1741 is mounted on the first bracket 1742 and is fixedly connected to the first bracket 1742. The mounting base 1741 is a sheet metal part, which can provide sufficient installation space and mounting points for the charging and distribution device 171. Optionally, the mounting base 1741 is located on one side of the second bracket 1743. Further, the mounting base 1741 is located on the left side of the second bracket 1743.

[0034] More specifically, the longitudinal beam 114 includes a first longitudinal beam portion 1141 and a second longitudinal beam portion 1142 connected in a V-shape. One end of the first fixing portion 1742a is connected to the first longitudinal beam portion 1141 of one side of the longitudinal beam 114, and the other end of the first fixing portion 1742a is connected to the second longitudinal beam portion 1142. One end of the second fixing portion 1742b is connected to the first longitudinal beam portion 1141 of the other side of the longitudinal beam 114, and the other end of the second fixing portion 1742b is connected to the second longitudinal beam portion 1142. The first fixing portion 1742a forms a stable triangular structure with the first longitudinal beam portion 1141 and the second longitudinal beam portion 1142, and the second fixing portion 1742b also forms a stable triangular structure with the first longitudinal beam portion 1141 and the second longitudinal beam portion 1142. The above-mentioned arrangement can increase the contact area and points between the charging and distribution bracket 174 and the rear partition structure 113, prevent the charging and distribution bracket 174 from falling off the rear partition structure 113, and further improve the connection strength between the charging and distribution bracket 174 and the rear partition structure 113, as well as the stability of the charging and distribution device 171 on the charging and distribution bracket 174.

[0035] like Figure 4 As shown, the power battery 161 is located in front of the charging and distribution device 171, and there is a gap between the charging and distribution device 171 and the power battery 161 along the length of the electric all-terrain vehicle 100. This arrangement avoids interference between the charging and distribution device 171 and the power battery 161 when they are directly attached to each other, thus improving their operational stability. Furthermore, it makes the arrangement of the charging and distribution device 171 and the power battery 161 relatively compact, saving space on the electric all-terrain vehicle 100, shortening the wiring between them, increasing the safety of the electric all-terrain vehicle 100, and also saving costs.

[0036] like Figure 6As shown, in one implementation, the charging and distribution bracket 174 is at least partially located above the drive motor 121. Viewed along the height direction of the electric all-terrain vehicle 100, at least a portion of the charging and distribution bracket 174 overlaps with the drive motor 121. The drive motor 121 can further support the charging and distribution device 171 and the charging and distribution bracket 174, improving the connection stability and operational stability of the charging and distribution device 171. It also improves the space utilization of the electric all-terrain vehicle 100 and contributes to its structural compactness. The distance D2 between the charging and distribution bracket 174 and the drive motor 121 is greater than or equal to 2 cm and less than or equal to 3.5 cm. Further, the distance D2 between the charging and distribution bracket 174 and the drive motor 121 is greater than or equal to 2.3 cm and less than or equal to 3.4 cm. Even further, the distance D2 between the charging and distribution bracket 174 and the drive motor 121 is greater than or equal to 2.6 cm and less than or equal to 3.1 cm. In the height direction of the electric all-terrain vehicle 100, there is a gap between the charging and distribution device 171 and the drive motor 121, and there is a gap between the charging and distribution bracket 174 and the drive motor 121. When the electric all-terrain vehicle 100 is driving on rough roads, the electric all-terrain vehicle 100 vibrates greatly in the height direction. The above-mentioned gaps can prevent the charging and distribution device 171 and the drive motor 121 from interfering with each other, thereby improving the stability of the charging and distribution device 171 and the drive motor 121, and further improving the connection stability of the charging and distribution bracket 174.

[0037] like Figure 7As shown, in one implementation, the electric all-terrain vehicle 100 includes a suspension assembly 19 for connecting the running gear 14 to the frame 11. The suspension assembly 19 includes two rear shock absorbers 191 distributed along the width direction of the electric all-terrain vehicle 100. The rear shock absorbers 191 can reduce vibration transmission between the running gear 14 and the frame 11 to improve the driving comfort of the electric all-terrain vehicle 100. The charging port 172 is at least partially located between the two rear shock absorbers 191, and the charging port 172 is located below the cargo box assembly 18 so that the cargo box assembly 18 can protect the charging port 172. Through the above arrangement, the charging port 172 is kept as far away from the ground as possible. During the operation of the electric all-terrain vehicle 100, mud and sand can be prevented from entering the charging port 172, which could damage the charging port 172, thus improving the safety and stability of the charging port 172. The minimum distance D3 between the cargo box assembly 18 and the charging port 172 is greater than or equal to 7.6 cm and less than or equal to 14 m. Furthermore, the minimum distance D3 between the cargo box assembly 18 and the charging interface 172 is greater than or equal to 8.6 cm and less than or equal to 13 cm. Even further, the minimum distance D3 between the cargo box assembly 18 and the charging interface 172 is greater than or equal to 9.7 cm and less than or equal to 11.9 cm. These distances provide sufficient operating space for both the charging interface 172 and the cargo box assembly 18, preventing interference due to insufficient distance. This improves the operational stability of both the charging interface 172 and the cargo box assembly 18, particularly preventing interference with the charging interface 172 when the cargo box assembly 18 is tilted. The charging interface 172 is at least partially positioned above the rear wheel 142. It is understood that during the operation of the electric all-terrain vehicle 100, the rear wheel 142 kicks up dust and mud, which move into the air due to inertia. Positioning the charging interface 172 above the rear wheel 142 prevents it from being impacted by dust and mud, thereby improving its safety and lifespan.

[0038] like Figure 7 and Figure 8As shown, in one implementation, the projection of the charging interface 172 along the height direction of the electric all-terrain vehicle 100 onto the reference plane 101 is basically set within the projection range of the cargo box assembly 18 along the height direction of the electric all-terrain vehicle 100 onto the reference plane 101. This ensures that the charging interface 172 is entirely located below the cargo box assembly 18, which provides shelter for the charging interface 172, effectively reducing the possibility of damage to the charging interface 172 due to external forces, thereby ensuring the stability of the charging interface 172. Specifically, the distance D4 between the rear end of the charging interface 172 and the rear end of the cargo box assembly 18 along the length direction of the electric all-terrain vehicle 100 is greater than or equal to 58.8 mm and less than or equal to 109.2 mm. Further, the distance D4 between the rear end of the charging interface 172 and the rear end of the cargo box assembly 18 along the length direction of the electric all-terrain vehicle 100 is greater than or equal to 67.2 mm and less than or equal to 100.8 mm. Furthermore, the distance D4 between the rear end of the charging interface 172 and the rear end of the cargo box assembly 18 along the length of the electric all-terrain vehicle 100 is greater than or equal to 75.6 mm and less than or equal to 92.4 mm. This setting further defines the positional relationship between the charging interface 172 and the cargo box assembly 18, improving the safety of the charging interface 172 while also making its location easier for charging operations, thus enhancing the comfort of the electric all-terrain vehicle 100. This setting also makes the overall wiring between the charging distribution device 171 and the charging interface 172 smoother, preventing damage to the wiring due to friction, thereby improving the operational stability of the charging distribution device 171 and the charging interface 172.

[0039] like Figure 7 and Figure 8 As shown, in one implementation, along the length of the electric all-terrain vehicle 100, the charging and distribution device 171 is located in front of the charging interface 172. The minimum distance D5 between the charging and distribution device 171 and the charging interface 172 is greater than or equal to 31.9 mm and less than or equal to 59.3 mm. Further, the minimum distance D5 between the charging and distribution device 171 and the charging interface 172 is greater than or equal to 36.5 mm and less than or equal to 54.7 mm. Even further, the minimum distance D5 between the charging and distribution device 171 and the charging interface 172 is greater than or equal to 41 mm and less than or equal to 50.2 mm. This positioning of the charging and distribution device 171 and the charging interface 172 expands the operating space of the charging interface 172, improving charging efficiency. It also reduces the length of the connecting line between the charging and distribution device 171 and the charging interface 172, lowering the cost of the connecting line and improving the overall structural compactness and space utilization of the electric all-terrain vehicle 100.

[0040] In this embodiment, a mounting bracket 115 is also provided on the frame 11. The charging interface passes through the mounting bracket 115 at least partially and is fixedly connected to it. The mounting bracket 115 is located at the rear of the frame 11. This arrangement improves the connection strength of the charging interface 172, preventing damage caused by collisions between the charging interface 172 and other components during the movement of the electric all-terrain vehicle 100, thereby extending the service life of the charging interface.

[0041] As one possible implementation, the charging port 172 is generally oriented towards the lower rear side of the electric all-terrain vehicle 100. By oriented the charging port 172 towards the lower rear side, sand and rainwater can be prevented from entering the charging port 172, thus providing protection for the charging port 172 and avoiding the safety hazard of leakage caused by rainwater entering the charging port 172.

[0042] In one possible implementation, the charging interface 172 also includes a charging cover 1721, which is connected to the charging interface 172. The charging cover 1721 can further protect the charging interface 172, preventing sand, rainwater, etc. from entering the charging interface 172, and protecting the charging interface 172 and the various components connected to the charging interface 172.

[0043] 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 electric all-terrain vehicle, comprising: Frame; A power system, which is supported by the vehicle frame, includes a drive motor; A walking assembly, at least partially disposed on the underside of the vehicle frame, wherein the drive motor is drively connected to the walking assembly; A battery assembly, which is mounted on the vehicle frame, includes a power battery that is electrically connected to the drive motor. A cargo box assembly, wherein the cargo box assembly is disposed at the rear of the vehicle frame and connected to the vehicle frame; Its features are: The electric all-terrain vehicle also includes a charging and power distribution device, which integrates a charging unit for converting AC power to DC power, a conversion unit for converting high voltage power to low voltage power, and a power distribution unit for power supply. The charging and power distribution device is electrically connected to the power battery and the drive motor, respectively. The electric all-terrain vehicle also includes a seat assembly and a charging and distribution bracket. The frame includes a rear partition structure disposed behind the seat assembly. The charging and distribution bracket includes a first bracket extending along the width direction of the electric all-terrain vehicle. The first bracket includes a first fixing part and a second fixing part disposed at both ends. The frame also includes longitudinal beams disposed on both sides of the rear partition structure and extending substantially along the height direction of the electric all-terrain vehicle. The first fixing part is fixedly connected to the longitudinal beam on one side, and the second fixing part is fixedly connected to the longitudinal beam on the other side.

2. The electric all-terrain vehicle according to claim 1, characterized in that: Viewed along the height of the electric all-terrain vehicle, the charging and distribution device, the drive motor, and the cargo box assembly at least partially overlap; the charging and distribution device is located above the drive motor, behind the power battery, and below the cargo box assembly.

3. The electric all-terrain vehicle according to claim 2, characterized in that: The minimum distance between the charging and distribution device and the drive motor is greater than or equal to 2cm and less than or equal to 4cm.

4. The electric all-terrain vehicle according to claim 1, characterized in that: The charging and power distribution device is provided with a battery port connected to the power battery and a motor port connected to the drive motor. The battery port is located at the front end of the charging and power distribution device, and the motor port is located at the lower end of the charging and power distribution device.

5. The electric all-terrain vehicle according to claim 1, characterized in that: The electric all-terrain vehicle also includes a charging interface electrically connected to the charging and distribution device. When the electric all-terrain vehicle is in a charging state, the charging interface is connected to an external power source through an external charging cable.

6. The electric all-terrain vehicle according to claim 1, characterized in that: The charging and distribution bracket is located on the rear side of the power battery, the charging and distribution bracket is connected to the rear partition structure, and the charging and distribution device is connected to the charging and distribution bracket.

7. The electric all-terrain vehicle according to claim 6, characterized in that: The first bracket is fixedly connected to the vehicle frame, and the first bracket is provided with a mounting base for fixing the charging and distribution device.

8. The electric all-terrain vehicle according to claim 7, characterized in that: The charging and distribution bracket also includes a second bracket that extends substantially along the height direction of the electric all-terrain vehicle. One end of the second bracket is fixedly connected to the first bracket, and the other end of the second bracket is fixedly connected to the rear partition structure. The connection point between the second bracket and the first bracket is substantially located in the middle of the first bracket.

9. The electric all-terrain vehicle according to claim 1, characterized in that: The electric all-terrain vehicle also includes cooling pipes for supplying coolant flow, and the battery pack also includes a temperature control device, which includes a radiator. The cooling pipes are at least partially disposed within the charging and distribution device and are connected to the radiator.

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