All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle which comprises a vehicle frame, a walking system, a transmission system and a power system, and the walking system comprises middle wheels; the transmission system comprises a middle axle connected with the middle wheel; the middle axle comprises an input gear, a first bevel gear, a second bevel gear and an output gear, a power system of the input gear is directly or indirectly connected, the other end of the input gear is meshed with the first bevel gear, and the first bevel gear drives the middle wheel to rotate; the first bevel gear and the second bevel gear are oppositely arranged in the width direction of the frame, the tooth crest of the first bevel gear and the tooth crest of the second bevel gear face the two sides of the frame in the width direction respectively, the input gear is located on the side, close to the middle wheel, of the first bevel gear, and the output gear is located on the side, close to the middle wheel, of the second bevel gear. By means of the arrangement, the overall structure of the intermediate axle is simple, meanwhile, abrasion to the intermediate axle is reduced, and the service life of the intermediate axle is prolonged.

Description

Technical Field

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

[0002] An all-terrain vehicle refers to a vehicle that can move freely on terrains where ordinary passenger vehicles are difficult to maneuver, and it can travel on beaches, riverbeds, forest roads, streams, and harsh desert terrains. In order to ensure that the all-terrain vehicle can travel normally in special environments such as wild mountain slopes, beaches, and muddy lands, the all-terrain vehicle is usually configured as a six-wheel drive, an eight-wheel drive, etc. An all-terrain vehicle with six-wheel drive or more has three or more drive axles. Among them, the middle axle located between the front axle and the rear axle can not only transmit power to the corresponding running system, but also transmit power to the rear axle.

[0003] The existing middle axle includes multiple gears. When the number of gears increases, the number of bearings will also increase, making the overall structure of the middle axle complex, and the volume and weight increase, occupying a large space, which will affect the layout of surrounding components. At the same time, since the output shaft of the power system often deviates from the longitudinal central plane of the vehicle, and the middle axle needs to be arranged as centrally as possible, the drive shaft between the power system and the middle axle forms a certain angle with the longitudinal central plane, and the drive shaft is prone to wear between the drive shaft and the middle axle, reducing the service life of the middle axle. Summary of the Invention

[0004] In order to solve the deficiencies of the prior art, the purpose of the present application is to provide an all-terrain vehicle, in which the middle axle structure is simple and has a longer service life.

[0005] To achieve the above object, the present application adopts the following technical solutions: An all-terrain vehicle includes: a frame, a running system, a transmission system, and a power system. At least part of the running system is connected to the frame, and the running system includes front wheels, intermediate wheels, and rear wheels. At least part of the power system is supported by the frame. The transmission system includes a front axle connected to the front wheels, a middle axle connected to the intermediate wheels, a rear axle connected to the rear wheels, and a drive shaft assembly for transmitting power between the power source and the front axle, the middle axle, and the rear axle. The power source is located between the front axle and the middle axle, or the power source is located between the middle axle and the rear axle. Among them, an input gear, a first bevel gear, a second bevel gear, and an output gear are arranged along the length direction of the frame. One end of the input gear is directly or indirectly connected to the power source, the other end of the input gear meshes with the first bevel gear, the second bevel gear meshes with the output gear, and the output gear is connected to the transmission component. The first bevel gear and the second bevel gear drive the intermediate wheels to rotate. Along the width direction of the frame, the first bevel gear and the second bevel gear are arranged back to back, the tooth tips of the first bevel gear and the second bevel gear face the two sides of the width direction of the frame respectively, the input gear is located on the side of the first bevel gear close to the intermediate wheels, and the output gear is located on the side of the second bevel gear close to the intermediate wheels.

[0006] Further, in the width direction of the frame, the component force of the input gear on the first bevel gear and the component force of the output gear on the second bevel gear are in opposite directions.

[0007] Further, the drive shaft assembly includes a first drive shaft, a second drive shaft, and a third drive shaft arranged in sequence along the length direction of the frame, and the central axis of the second drive shaft is substantially parallel to the central axis of the third drive shaft.

[0008] Further, a longitudinal central plane perpendicular to the width direction of the frame and substantially passing through the width center of the all-terrain vehicle is defined, and the central axis of the second drive shaft is parallel to the longitudinal central plane.

[0009] Further, the distance range between the central axis of the second drive shaft and the longitudinal central plane is from 30 mm to 180 mm.

[0010] Further, the distance range between the central axis of the second drive shaft and the longitudinal central plane is from 50 mm to 160 mm.

[0011] Further, the drive shaft assembly further includes two first half shafts, two second half shafts, and two third half shafts. The front wheels are connected to the front axle through the two first half shafts, the two rear wheels are connected to the rear axle through the two third half shafts, the first bevel gear and the second bevel gear are coaxially arranged, and the first bevel gear is connected to the intermediate wheel through the two second half shafts.

[0012] Further, the intermediate wheel includes a left intermediate wheel and a right intermediate wheel. The first bevel gear and the second bevel gear are fixedly connected or integrally formed, and the first bevel gear and the second bevel gear drive the left intermediate wheel and the right intermediate wheel to rotate through the two second half shafts respectively.

[0013] Further, the middle axle further includes a first connecting shaft and a second connecting shaft. The input gear is formed on the first connecting shaft, the first connecting shaft is connected to the second drive shaft, the output gear is formed on the second connecting shaft, and the second connecting shaft is connected to the third drive shaft.

[0014] Further, the middle axle is connected to the rear axle through the third drive shaft, and the power source is an engine, or a motor, or a hybrid power source composed of an engine and a motor.

[0015] The middle bridge in the above all-terrain vehicle includes a first bevel gear, a second bevel gear, an input gear, and an output gear. Along the length direction of the vehicle frame, one end of the input gear is connected to the second transmission shaft, the other end of the input gear meshes with the first bevel gear, the second bevel gear meshes with the output gear, and the output gear is connected to the third transmission shaft; the first bevel gear and the second bevel gear drive the idler wheel to rotate; along the width direction of the vehicle frame, the first bevel gear and the second bevel gear are arranged in opposite directions, the tooth tips of the first bevel gear and the second bevel gear face the two sides along the width direction of the vehicle frame respectively, the input gear is located on one side of the first bevel gear close to the idler wheel, and the output gear is located on one side of the second bevel gear close to the idler wheel. With this setting, the structure of the middle bridge is simple, and at the same time, the angle between the second transmission shaft and the longitudinal center plane is reduced, the wear of the middle bridge is reduced, and the service life of the middle bridge is extended. Description of the Drawings

[0016] Figure 1 It is a schematic structural diagram of the all-terrain vehicle in the embodiment of the present application; Figure 2 It is a schematic partial structural diagram of the all-terrain vehicle in the embodiment of the present application; Figure 3 It is a partial enlarged view of the A position in the all-terrain vehicle in the embodiment of the present application; Figure 4 It is a schematic structural diagram of the middle bridge in the embodiment of the present application; Figure 5 It is a schematic diagram of the force analysis of the middle bridge in the embodiment of the present application. Detailed Embodiment

[0017] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the specific embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application.

[0018] As Figure 1 and Figure 2 shown, the all-terrain vehicle 100 includes a vehicle frame 11, a running system 12, a transmission system 13, a seat 14, a power system 15, and a body covering 16. Among them, the body covering 16 is connected to the vehicle frame 11. The seat 14 is for passengers to sit on. The all-terrain vehicle in this embodiment is a straddle-type six-wheeler, which can meet higher carrying requirements, enabling the all-terrain vehicle 100 to drive normally in harsh environments such as wild mountain slopes, beaches, and muddy lands.

[0019] Hereinafter, the length direction of the vehicle frame 11 is defined as the front-back direction, the width direction of the vehicle frame 11 is defined as the left-right direction, and the height direction of the vehicle frame 11 is defined as the up-down direction. For the sake of clearly explaining the technical solution of the present application, front, back, left, right, up, and down are also defined in Figure 1 and Figure 2Front, rear, left, and right are defined in

[0020] As Figure 1 And Figure 2 As shown, the running system 12 is at least partially connected to the vehicle frame 11. The running system 12 includes front wheels 121, intermediate wheels 122, and rear wheels 123. Along the length direction of the vehicle frame 11, the front wheels 121, intermediate wheels 122, and rear wheels 123 are arranged in sequence. The front wheels 121 are located in front of the rear wheels 123, and the intermediate wheels 122 are located between the front wheels 121 and the rear wheels 123. In this embodiment, there are two front wheels 121, two intermediate wheels 122, and two rear wheels 123. Among them, the two front wheels 121, the two rear wheels 123, and the two intermediate wheels 122 are all arranged at intervals along the width direction of the vehicle frame 11.

[0021] As Figure 2 As shown, the transmission system 13 includes a drive shaft assembly 131 and drive half shafts 132. The drive shaft assembly 131 includes a first drive shaft 1311, a second drive shaft 1312, and a third drive shaft 1313. The first drive shaft 1311, the second drive shaft 1312, and the third drive shaft 1313 are distributed along the length direction of the vehicle frame 11. The drive half shafts 132 include a first half shaft 1321, a second half shaft 1322, and a third half shaft 1323. Among them, each front wheel 121 corresponds to a first half shaft 1321, that is, there are two first half shafts 1321, and the two first half shafts 1321 are arranged at intervals along the width direction of the vehicle frame 11. The connection manner of the second half shaft 1322 to the intermediate wheel 122 and the connection manner of the third half shaft 1323 to the rear wheel 123 are the same as those described above, and will not be elaborated further. In this embodiment, the above-mentioned first half shaft 1321, second half shaft 1322, and third half shaft 1323 each extend substantially along the width direction of the vehicle frame 11.

[0022] As Figure 2As shown, the transmission system 13 further includes a front axle 133 connected to the front wheels 121, a middle axle 134 connected to the intermediate wheels 122, and a rear axle 135 connected to the rear wheels 123. The middle axle 134 is located between the front axle 133 and the rear axle 135. The front axle 133 is located between two first half shafts 1321, and the left and right sides of the front axle 133 are respectively connected to the front wheels 121 through the first half shafts 1321. The middle axle 134 is located between two second half shafts 1322, and the left and right sides of the middle axle 134 are respectively connected to the intermediate wheels 122 through the second half shafts 1322. The middle axle 134 transmits power to the intermediate wheels 122 through the second half shafts 1322 to drive the intermediate wheels 122 to rotate. The rear axle 135 is located between two third half shafts 1323, and the left and right sides of the rear axle 135 are respectively connected to the rear wheels 123 through the third half shafts 1323. The rear axle 135 transmits power to the rear wheels 123 through the third half shafts 1323 to drive the rear wheels 123 to rotate. The structures of the front axle 133 and the rear axle 135 in this embodiment adopt the structures in the prior art, and will not be elaborated in this embodiment. The above first drive shaft 1311, first drive shaft 1312 and third drive shaft 1313 are arranged in sequence along the length direction of the vehicle frame 11, and the first drive shaft 1312 is located between the first drive shaft 1311 and the third drive shaft 1313.

[0023] As Figure 2 shown, the power system 15 is at least partially supported by the vehicle frame 11, and the power system 15 includes a power source 151. In some embodiments, the power source 151 is a motor, and in some embodiments, the power source 151 is a hybrid device composed of an engine and a motor. In this embodiment, the power source 151 is an engine, and the power source 151 is located between the front axle 133 and the middle axle 134, or the power source 151 is located between the front axle 133 and the middle axle 134. From Figure 1 the combination Figure 2 it can be seen that the power source 151 is at least partially located below the above-mentioned seat cushion 161.

[0024] As Figure 2 , Figure 3 shown, the power source 151 is connected to the front axle 133 through the above-mentioned first drive shaft 1311, the power source 151 is connected to the middle axle 134 through the above-mentioned first drive shaft 1312, and the middle axle 134 is connected to the rear axle 135 through the third drive shaft 1313. When the power source 151 works, the power source 151 transmits power to the front axle 133 through the first drive shaft 1311, transmits power to the middle axle 134 through the first drive shaft 1312, and the middle axle 134 transmits the power to the rear axle 135 through the third drive shaft 1313.

[0025] As an alternative implementation, a longitudinal central plane 101 is defined which is perpendicular to the width direction of the vehicle frame 11 and substantially passes through the width center of the all-terrain vehicle 100. Both L1 and L2 are parallel to the longitudinal central plane 101. The power source 151 includes an output shaft 152, and the output shaft 152 can be arranged on one side deviating from the longitudinal central plane 101. The first transmission shaft 1311 and the third transmission shaft 1313 are substantially arranged along the longitudinal central plane 101 of the whole vehicle, that is, the longitudinal central plane 101 passes through the first transmission shaft 1311 and the third transmission shaft 1313, and the first transmission shaft 1312. The central axis L1 of the first transmission shaft 1312 and the central axis L2 of the third transmission shaft 1313 are substantially parallel. In this setting, the power source 151 can be arranged on one side deviating from the longitudinal central plane 101, and the middle bridge 134 can still be arranged along the longitudinal central plane 101 of the all-terrain vehicle 100. The arrangement of the power source 151 is not affected by the arrangement of the middle bridge 134, which is more conducive to the flexible arrangement of the power source 151 on the all-terrain vehicle 100. The orthographic projection of the first transmission shaft 1312 on the horizontal plane does not coincide with the orthographic projection of the third transmission shaft 1313 on the horizontal plane. Along the height direction of the vehicle frame 11, the angle between the orthographic projection of the central axis L1 of the first transmission shaft 1312 on the horizontal plane and the longitudinal central plane 101 is less than 7°. The larger this angle is, the more unbalanced the force between the first transmission shaft 1312 and the middle bridge 134 is, and the higher the strength requirements for the first transmission shaft 1312 and the output shaft 152 are. At the same time, during the operation of the all-terrain vehicle 100, the wear of the first transmission shaft 1312 and the output shaft 152 is greater, and it is easier for the first transmission shaft 1312 and the output shaft 152 to break, or for the transmission between the first transmission shaft 1312 and the middle bridge 134 to fail. The above setting reduces the angle between the first transmission shaft 1312 and the longitudinal central plane 101. The working stability of the first transmission shaft 1312 is improved, and thus the driving stability of the all-terrain vehicle 100 is improved.

[0026] As an alternative implementation, the central axis of the output shaft 152 substantially coincides with the central axis L1 of the first transmission shaft 1312. In the width direction of the vehicle frame 11, the distance range from the central axis L1 of the first transmission shaft 1312 to the longitudinal central plane 101 is 30 mm to 180 mm. More specifically, the distance range from the central axis L1 of the first transmission shaft 1312 to the longitudinal central plane 101 is 50 mm to 160 mm. As an alternative implementation, the distance range from the central axis L1 of the first transmission shaft 1312 to the longitudinal central plane 101 is 70 mm to 140 mm. In this setting, the first transmission shaft 1312 is parallel to the longitudinal central plane 101, which can make the transmission between the output shaft 152 and the transmission shaft 132 more balanced. At the same time, the wear of the input gear 1343 and the second bevel gear 1342 is more uniform, and the entire transmission process is also smoother, which can effectively reduce abnormal noise and improve driving comfort.

[0027] As Figures 2 to 4 shown, the two idler gears 122 are respectively the left idler gear 1221 and the right idler gear 1222. The middle axle 134 includes a first bevel gear 1341, a second bevel gear 1342, an input gear 1343, and an output gear 1344. Among them, one end of the input gear 1343 is connected to the first transmission shaft 1312, and the other end of the input gear 1343 meshes with the first bevel gear 1341. The output gear 1344 is connected to the third transmission shaft 1313, and the output gear 1344 meshes with the second bevel gear 1342. Along the width direction of the vehicle frame 11, the first bevel gear 1341 and the second bevel gear 1342 are coaxially arranged, and the first bevel gear 1341 and the second bevel gear 1342 are in contact.

[0028] As an alternative implementation, the first bevel gear 1341 and the second bevel gear 1342 are arranged back to back in the width direction of the vehicle frame 11, the first bevel gear 1341 and the second bevel gear 1342 are directly in contact, and the tooth tips of the first bevel gear 1341 and the second bevel gear 1342 face the two sides along the width direction of the vehicle frame 11 respectively. The input gear 1343 is located on the side of the first bevel gear 1341 close to the idler gear 1222, and the output gear 1344 is located on the side of the second bevel gear 1342 close to the idler gear 1222 As another alternative implementation, the first bevel gear 1341 and the second bevel gear 1342 are fixedly connected or integrally formed.

[0029] As another alternative implementation, the intermediate bridge 134 further includes a connecting housing 1345, and both the first bevel gear 1341 and the second bevel gear 1342 are fixedly connected to the connecting housing 1345. The second bevel gear 1342 and the first bevel gear 1341 are fixed together through the connecting housing 1345.

[0030] As an alternative implementation, the tooth tip 1421a of the first bevel gear 1341 and the tooth tip 1422a of the second bevel gear 1342 face the left and right sides of the all-terrain vehicle 100 respectively. The first bevel gear 1341 is located on the right side of the second bevel gear 1342, the input gear 1343 is located on the right side of the first bevel gear 1341, the first transmission shaft 1312 is located on the right side of the first bevel gear 1341, and the first transmission shaft 1312 is located on the right side of the longitudinal center plane 101. The output gear 1344 is located on the left side of the second bevel gear 1342, and the third transmission shaft 1313 is located on the left side of the second bevel gear 1342.

[0031] As another alternative implementation, the first bevel gear 1341 is located on the left side of the second bevel gear 1342, the input gear 1343 is located on the left side of the first bevel gear 1341, and the first transmission shaft 1312 is located on the left side of the first bevel gear 1341. The output gear 1344 is located on the right side of the second bevel gear 1342, and the third transmission shaft 1313 is located on the right side of the second bevel gear 1342.

[0032] As Figure 2 and Figure 3 shown, the two second half shafts 1322 are respectively a second left half shaft 1322a and a second right half shaft 1322b. The first bevel gear 1341 is connected to the second right half shaft 1322b, and the second bevel gear 1342 is connected to the second left half shaft 1322a; that is, the first bevel gear 1341 is connected to the right intermediate wheel 1222 through the second right half shaft 1322b, and the second bevel gear 1342 is connected to the left intermediate wheel 1221 through the second left half shaft 1322a. In the above arrangement, when the power source 151 drives the first transmission shaft 1312 to rotate, the input gear 1343 rotates together with the first transmission shaft 1312. Since the first bevel gear 1341 meshes with the input gear 1343, the first bevel gear 1341 rotates with the input gear 1343, and the first bevel gear 1341 drives the second left half shaft 1322a and the second bevel gear 1342 to rotate, and the second bevel gear 1342 drives the third transmission shaft 1313 to transmit power.

[0033] As Figure 5As shown, along the length direction of the vehicle frame 11, the input gear 1343 and the output gear 1344 are arranged at intervals along the length direction of the vehicle frame 11. Along the width direction of the vehicle frame 11, the input gear 1343 and the output gear 1344 are respectively located on both sides of the first bevel gear 1341 and the second bevel gear 1342. The force F input exerted by the input gear 1343 on the first bevel gear 1341 can be decomposed into a first component force F1 along the width direction of the vehicle frame 11 and a second component force F2 along the length direction of the vehicle frame 11. The force F output exerted by the output gear 1344 on the second bevel gear 1342 can be decomposed into a third component force F3 along the width direction of the vehicle frame 11 and a fourth component force F4 along the length direction of the vehicle frame 11. The direction of the first component force F1 is opposite to the direction of the third component force F3, and the direction of the second component force F2 is opposite to the direction of the fourth component force F4. The first bevel gear 1421 abuts against the second bevel gear 1422. Under the above arrangement, the magnitudes of the first component force F1 and the third component force F3 are basically the same, and the directions of the first component force F1 and the third component force F3 are opposite and cancel each other out. The force received by the first bevel gear 1421 and the second bevel gear 1422 as a whole is more balanced, which can cancel out the internal forces in the middle axle 134, keep the whole middle axle 134 from being easily displaced, and also reduce the wear of the first bevel gear 1421 and the second bevel gear 1422. Furthermore, the working stability of the middle axle 134 can be improved.

[0034] As Figures 3 to 4 shown, as an alternative embodiment, the first bevel gear 1341 and the second bevel gear 1342 are connected by a connecting shell 1345. Then, the force exerted by the input gear 1343 on the connecting shell 1345 through the first bevel gear 1341 cancels out the force exerted by the output gear 1344 on the connecting shell 1345 through the second bevel gear 1342, reducing the strength requirement of the connecting shell 1345 and the cost. In addition, it ensures that the connecting shell 1345, the first bevel gear 1341 and the second bevel gear 1342 are not easily displaced, ensuring the stability of power transmission. Moreover, along the width direction of the vehicle frame 11, the first bevel gear 1421 and the second bevel gear 1422 are balanced in force during rotation, with a higher transmission ratio. The structure of the middle axle 134 is simple, reducing the overall volume of the middle axle 134. The layout of the transmission assembly 13 and the middle axle 134 is reasonable and the structure is simpler.

[0035] As an alternative implementation, both the input gear 1343 and the output gear 1344 are spiral bevel gears. During the transmission process, the input gear 1343 maintains more teeth in contact with the first bevel gear 1341 simultaneously or a larger contact area, and the output gear 1344 maintains more teeth in contact with the second bevel gear 1342 simultaneously or a larger contact area during the transmission process. Then, the wear on the first bevel gear 1341 and the second bevel gear 1342 is more uniform, and the entire transmission process is also smoother, which can effectively reduce abnormal noises and improve driving comfort.

[0036] As Figure 4 shown, the middle axle 134 further includes a first connecting shaft 1347 and a second connecting shaft 1348. The input gear 1343 is formed on the first connecting shaft 1347, and the first connecting shaft 1347 is connected to the first transmission shaft 1312. The input gear 1343 is connected to the first transmission shaft 1312 through the first connecting shaft 1347. The output gear 1344 is formed on the second connecting shaft 1348, and the second connecting shaft 1348 is connected to the third transmission shaft 1313. The output gear 1344 is connected to the third transmission shaft 1313 through the second connecting shaft 1348. In addition, in some embodiments, the input gear 1343 is directly mounted on the second rotating shaft, and the output gear 1344 is directly connected to the third transmission shaft 1313.

[0037] As an alternative implementation, an accommodation space (not shown in the figure) is defined inside the connection housing 1345, and components such as a differential or a non-differential can be arranged in the accommodation space 102 according to actual needs.

[0038] To avoid potential safety hazards caused by the exposure of the first bevel gear 1341, the second bevel gear 1342, the input gear 1343, the output gear 1344, etc., the middle axle 134 further includes a housing 1346. An accommodation cavity (not shown) is defined inside the housing 1346, and the first bevel gear 1341, the second bevel gear 1342, the input gear 1343, and the output gear 1344 are all located in the accommodation cavity (not shown). A first through hole 1346a for the first connecting shaft 1347 to pass through and a second through hole 1346b for the second connecting shaft 1348 to pass through are formed on the housing 1346. Part of the first connecting shaft 1347 and the second connecting shaft 1348 are located outside the housing 1346.

[0039] Regarding "component A is connected to component B", it means that component A is directly connected to component B, or component A is indirectly connected to component B through an intermediate component C. Regarding "fixed connection", it is defined as a non-pivotable connection method, that is, two components set to be fixedly connected cannot have relative displacement or relative rotation in the connected state.

[0040] The terms "first", "second", "third", etc. are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features.

[0041] The above-described embodiments merely represent several implementation manners of the present application. The description thereof is relatively specific and detailed, but should not be construed as a limitation on the scope of patent protection. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all fall within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims

1. An all-terrain vehicle comprising: Frame; A traveling system, the traveling system being at least partially connected to the frame, the traveling system comprising a front wheel, an intermediate wheel and a rear wheel; a power system, the power system being at least partially supported by the frame, the power system comprising a power source; A transmission system, the transmission system comprising a front axle connected to the front wheels, a middle axle connected to the middle wheels, a rear axle connected to the rear wheels, and a transmission shaft assembly for transmitting power between the power source and the front axle, the middle axle and the rear axle, wherein the power source is located between the front axle and the middle axle, or between the middle axle and the rear axle; Characterized in that the middle bridge comprises: an input gear, a first bevel gear, a second bevel gear and an output gear, along the length direction of the frame, one end of the input gear is directly or indirectly connected to the power source, the other end of the input gear is meshed with the first bevel gear, the second bevel gear is meshed with the output gear, and the output gear is connected to the transmission shaft assembly; The first bevel gear and the second bevel gear drive the intermediate wheel to rotate; along the width direction of the frame, the first bevel gear and the second bevel gear are arranged opposite to each other, and the tooth tops of the first bevel gear and the tooth tops of the second bevel gear are respectively facing the two sides of the width direction of the frame, the input gear is located on the side of the first bevel gear close to the intermediate wheel, and the output gear is located on the side of the second bevel gear close to the intermediate wheel.

2. The all-terrain vehicle according to claim 1, characterized in that: Along the width direction of the frame, the force component of the input gear on the first bevel gear is opposite in direction to the force component of the output gear on the second bevel gear.

3. The all-terrain vehicle according to claim 1, characterized in that: The transmission shaft assembly includes a first transmission shaft, a second transmission shaft and a third transmission shaft which are sequentially arranged along the length direction of the frame, and a central axis of the second transmission shaft is substantially parallel to a central axis of the third transmission shaft.

4. The all-terrain vehicle according to claim 3, characterized in that: A longitudinal center plane is defined which is perpendicular to the width direction of the frame and substantially passes through the width center of the all-terrain vehicle, and the center axis of the second transmission shaft is substantially parallel to the longitudinal center plane.

5. The all-terrain vehicle according to claim 4, characterized in that: The distance between the central axis of the second transmission shaft and the longitudinal central plane ranges from 30 mm to 180 mm.

6. The all-terrain vehicle according to claim 5, characterized in that: The distance between the central axis of the second transmission shaft and the longitudinal central plane ranges from 50 mm to 160 mm.

7. The all-terrain vehicle according to claim 1, characterized in that: The transmission shaft assembly also includes two first half shafts, two second half shafts and two third half shafts, the front wheels are connected to the front axle via the two first half shafts, the two rear wheels are connected to the rear axle via the two third half shafts, the first bevel gear is coaxially arranged with the second bevel gear, and the first bevel gear is connected to the intermediate wheel via the two second half shafts.

8. The all-terrain vehicle according to claim 7, characterized in that: The intermediate wheels include a left intermediate wheel and a right intermediate wheel, the first bevel gear and the second bevel gear are fixedly connected or integrally formed, and the first bevel gear and the second bevel gear respectively drive the left intermediate wheel and the right intermediate wheel to rotate through the two second half shafts.

9. The all-terrain vehicle according to claim 3, characterized in that: The intermediate bridge further includes a first connecting shaft and a second connecting shaft, the input gear is formed on the first connecting shaft, the first connecting shaft is connected to the second transmission shaft, the output gear is formed on the second connecting shaft, and the second connecting shaft is connected to the third transmission shaft.

10. The all-terrain vehicle according to claim 3, characterized in that: The middle axle is connected to the rear axle via the third transmission shaft, and the power source is an engine, or an electric motor, or a hybrid power source consisting of an engine and an electric motor.

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