All-terrain vehicles

Abstract

The present application discloses an all-terrain vehicle, comprising a frame, a travel system, a transmission system, and a power system. The travel system includes an intermediate wheel; the transmission system includes a center bridge connected to the intermediate wheel; the center bridge includes an input gear, a first bevel gear, a second bevel gear, and an output gear. The input gear is directly or indirectly connected to the power system, and the other end of the input gear meshes with the first bevel gear, which drives the intermediate wheel to rotate. The first bevel gear and the second bevel gear are arranged opposite each other along the width direction of the frame, with the tooth tops of the first bevel gear and the tooth tops of the second bevel gear facing opposite sides of the width direction of the frame, respectively. The input gear is located on the side of the first bevel gear closest to the intermediate wheel, and the output gear is located on the side of the second bevel gear closest to the intermediate wheel. This arrangement simplifies the overall structure of the center bridge, reduces wear on the center bridge, and extends the service life of the center bridge.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are capable of maneuvering over terrain difficult for ordinary passenger vehicles, including beaches, riverbeds, forest trails, streams, and even harsh desert terrain. To ensure proper operation in challenging environments like hillsides, mudflats, and muddy terrain, ATVs are typically configured with six-wheel drive or eight-wheel drive. ATVs with six or more drive axles have three or more drive axles, with the center axle located between the front and rear axles transmitting power not only to the corresponding drive system but also to the rear axle.

[0003] The existing center bridge includes multiple gears. As the number of gears increases, the number of bearings will increase, making the entire center bridge structure complex and increasing in size and weight. It occupies a large space and will affect the layout of surrounding components. At the same time, since the output shaft of the power system often deviates from the longitudinal center plane of the vehicle, and the center bridge needs to be arranged as centrally as possible, the drive shaft between the power system and the center bridge forms a certain angle with the longitudinal center plane, which makes it easy for wear between the drive shaft and the center bridge, reducing the service life of the center bridge. Summary of the Invention

[0004] In order to address the deficiencies of the prior art, the present application aims to provide an all-terrain vehicle, wherein the bridge structure is simple and has a longer service life.

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

[0006] An all-terrain vehicle comprises: a frame, a travel system, a transmission system, and a power system, wherein the travel system is at least partially connected to the frame, and the travel system comprises front wheels, intermediate wheels, and rear wheels; the power system is at least partially supported by the frame; the transmission system comprises 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 transmission shaft assembly for transmitting power between a 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; wherein the input gear, the first bevel gear, the second bevel gear, and the output gear are arranged along the length of the frame. In the degree direction, 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 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 back to back, 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.

[0007] Furthermore, along the width direction of the vehicle frame, the direction of the component force of the input gear on the first bevel gear is opposite to the direction of the component force of the output gear on the second bevel gear.

[0008] Furthermore, the transmission shaft assembly includes a first transmission shaft, a second transmission shaft and a third transmission shaft arranged in sequence along the length direction of the frame, and the central axis of the second transmission shaft is substantially parallel to the central axis of the third transmission shaft.

[0009] Furthermore, a longitudinal center 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 transmission shaft is parallel to the longitudinal center plane.

[0010] Furthermore, a distance between the central axis of the second transmission shaft and the longitudinal central plane ranges from 30 mm to 180 mm.

[0011] Furthermore, a distance between the central axis of the second transmission shaft and the longitudinal central plane ranges from 50 mm to 160 mm.

[0012] Furthermore, 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 through the two first half-shafts, and 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 arranged coaxially, and the first bevel gear is connected to the intermediate wheel through the two second half-shafts.

[0013] Furthermore, 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 respectively drive the left intermediate wheel and the right intermediate wheel to rotate through two second half shafts.

[0014] Furthermore, the middle bridge also 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.

[0015] Furthermore, the middle axle is connected to the rear axle via a 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.

[0016] The center axle in the aforementioned all-terrain vehicle includes a first bevel gear, a second bevel gear, an input gear, and an output gear. Along the length 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 and second bevel gears drive the intermediate wheels to rotate. Along the width of the frame, the first and second bevel gears are arranged opposite each other, with the tooth tops of the first and second bevel gears facing opposite sides of the frame width. The input gear is located on the side of the first bevel gear closest to the intermediate wheels, and the output gear is located on the side of the second bevel gear closest to the intermediate wheels. This arrangement simplifies the center axle structure, reduces the angle between the second transmission shaft and the longitudinal center plane, reduces wear on the center axle, and extends the service life of the center axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic structural diagram of an all-terrain vehicle in an embodiment of the present application;

[0018] Figure 2 This is a partial structural diagram of an all-terrain vehicle in an embodiment of the present application;

[0019] Figure 3 This is a partial enlarged view of point A in the all-terrain vehicle in an embodiment of the present application;

[0020] Figure 4 This is a schematic structural diagram of the middle bridge in the embodiment of this application;

[0021] Figure 5 This is a schematic diagram of the force analysis of the bridge in the implementation scheme of this application. DETAILED DESCRIPTION

[0022] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation of the present application will be clearly and completely described below in conjunction with the drawings in the implementation of the present application.

[0023] like Figure 1 and Figure 2 As shown, the all-terrain vehicle 100 includes a frame 11, a running system 12, a transmission system 13, a seat 14, a power system 15, and a body cover 16. The body cover 16 is connected to the frame 11. The seat 14 is provided for passengers. The all-terrain vehicle in this embodiment is a six-wheeled, straddle-style vehicle that can meet higher transport requirements, enabling the all-terrain vehicle 100 to operate normally in harsh environments such as hillsides, mudflats, and muddy fields.

[0024] In the following, the length direction of the frame 11 is taken as the front-back direction, the width direction of the frame 11 is taken as the left-right direction, and the height direction of the frame 11 is taken as the up-down direction. Figure 1 The front, back, left, right, top and bottom are defined in Figure 2 Front, back, left and right are defined in .

[0025] like Figure 1 and Figure 2 As shown, the running system 12 is at least partially connected to the frame 11 and includes a front wheel 121, an intermediate wheel 122, and a rear wheel 123. The front wheel 121, the intermediate wheel 122, and the rear wheel 123 are arranged in sequence along the length of the frame 11, with the front wheel 121 located in front of the rear wheel 123 and the intermediate wheel 122 located between the front wheel 121 and the rear wheel 123. In this embodiment, there are two front wheels 121, two intermediate wheels 122, and two rear wheels 123, respectively. The two front wheels 121, the two rear wheels 123, and the two intermediate wheels 122 are spaced apart along the width of the frame 11.

[0026] like Figure 2As shown, the transmission system 13 includes a transmission shaft assembly 131 and transmission half-shafts 132. The transmission shaft assembly 131 includes a first transmission shaft 1311, a second transmission shaft 1312, and a third transmission shaft 1313. The first transmission shaft 1311, the second transmission shaft 1312, and the third transmission shaft 1313 are distributed along the length of the vehicle frame 11. The transmission half-shafts 132 include a first half-shaft 1321, a second half-shaft 1322, and a third half-shaft 1323. Each front wheel 121 corresponds to a first half-shaft 1321, i.e., there are two first half-shafts 1321, and the two first half-shafts 1321 are spaced apart along the width of the vehicle frame 11. The connection between the second half-shaft 1322 and the intermediate wheel 122, and the connection between the third half-shaft 1323 and the rear wheel 123 are the same as described above and will not be further described. In this embodiment, the first half-shaft 1321 , the second half-shaft 1322 and the third half-shaft 1323 each extend substantially along the width direction of the vehicle frame 11 .

[0027] like Figure 2 As shown, the transmission system 13 also 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 connected to the front wheels 121 via 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 connected to the intermediate wheels 122 via the second half-shafts 1322. The middle axle 134 transmits power to the intermediate wheels 122 via the second half-shafts 1322, driving 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 connected to the rear wheels 123 via the third half-shafts 1323. The rear axle 135 transmits power to the rear wheels 123 via the third half-shaft 1323, driving the rear wheels 123 to rotate. The structures of the front axle 133 and rear axle 135 in this embodiment are conventional and will not be further described in this embodiment. The first, second, and third transmission shafts 1311, 1312, and 1313 are arranged sequentially along the length of the vehicle frame 11, with the second transmission shaft 1312 positioned between the first and third transmission shafts 1311, 1313.

[0028] like Figure 2 As 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 an electric motor. In some embodiments, the power source 151 is a hybrid device consisting of an engine and an electric 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. Figure 1 Combine Figure 2 It can be seen that the power source 151 is at least partially located below the seat cushion 161 .

[0029] like Figure 2 、 Figure 3 As shown, the power source 151 is connected to the front axle 133 via the first transmission shaft 1311, the power source 151 is connected to the middle axle 134 via the second transmission shaft 1312, and the middle axle 134 is connected to the rear axle 135 via the third transmission shaft 1313. When the power source 151 is in operation, the power source 151 transmits power to the front axle 133 via the first transmission shaft 1311, transmits power to the middle axle 134 via the second transmission shaft 1312, and the middle axle 134 transmits power to the rear axle 135 via the third transmission shaft 1313.

[0030] As an optional embodiment, a longitudinal center plane 101 is defined, perpendicular to the width of the frame 11 and passing substantially through the width center of the ATV 100. Both L1 and L2 are parallel to the longitudinal center plane 101. The power source 151 includes an output shaft 152, which may be positioned offset from the longitudinal center plane 101. The first and third transmission shafts 1311, 1313 are arranged substantially along the longitudinal center plane 101 of the vehicle. Specifically, the longitudinal center plane 101 passes through the first and third transmission shafts 1311, 1313, and the second transmission shaft 1312. The central axis L1 of the second transmission shaft 1312 is substantially parallel to the central axis L2 of the third transmission shaft 1313. With this arrangement, the power source 151 can be positioned offset from the longitudinal center plane 101, while the center bridge 134 can still be positioned along the longitudinal center plane 101 of the ATV 100. The placement of the power source 151 is unaffected by the placement of the center bridge 134, facilitating flexible placement of the power source 151 on the ATV 100. The orthographic projection of the second transmission shaft 1312 on the horizontal plane does not overlap with the orthographic projection of the third transmission shaft 1313 on the horizontal plane. Along the height of the frame 11, the angle between the orthographic projection of the central axis L1 of the second transmission shaft 1312 on the horizontal plane and the longitudinal center plane 101 is less than 7°. The larger this angle, the more unbalanced the forces between the second transmission shaft 1312 and the center bridge 134, and the higher the strength requirements for the second transmission shaft 1312 and the output shaft 152. Furthermore, during operation of the ATV 100, the wear on the second transmission shaft 1312 and the output shaft 152 increases, making them more susceptible to breakage or transmission failure between the second transmission shaft 1312 and the center bridge 134. The above arrangement reduces the angle between the second transmission shaft 1312 and the longitudinal center plane 101, improving the operational stability of the second transmission shaft 1312 and, in turn, the driving stability of the ATV 100.

[0031] As an optional embodiment, the central axis of the output shaft 152 substantially coincides with the central axis L1 of the second transmission shaft 1312. Along the width of the vehicle frame 11, the distance between the central axis L1 of the second transmission shaft 1312 and the longitudinal center plane 101 ranges from 30 mm to 180 mm. More specifically, the distance between the central axis L1 of the second transmission shaft 1312 and the longitudinal center plane 101 ranges from 50 mm to 160 mm. As an optional embodiment, the distance between the central axis L1 of the second transmission shaft 1312 and the longitudinal center plane 101 ranges from 70 mm to 140 mm. In this arrangement, the second transmission shaft 1312 is parallel to the longitudinal center plane 101, which can achieve a more balanced transmission between the output shaft 152 and the transmission shaft 132. At the same time, the wear of the input gear 1343 and the second bevel gear 1342 is more even, and the entire transmission process is smoother, effectively reducing abnormal noise and improving driving comfort.

[0032] like Figures 2 to 4 As shown, the two intermediate wheels 122 are a left intermediate wheel 1221 and a right intermediate wheel 1222. The intermediate bridge 134 includes a first bevel gear 1341, a second bevel gear 1342, an input gear 1343, and an output gear 1344. One end of the input gear 1343 is connected to the second 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 meshes with the second bevel gear 1342. The first bevel gear 1341 and the second bevel gear 1342 are coaxially arranged along the width of the frame 11, with the first bevel gear 1341 and the second bevel gear 1342 abutting against each other.

[0033] As an optional embodiment, the first bevel gear 1341 and the second bevel gear 1342 are arranged opposite to each other along the width direction of the frame 11. The first bevel gear 1341 and the second bevel gear 1342 are directly abutted, and the tooth tips of the first bevel gear 1341 and the tooth tips of the second bevel gear 1342 are respectively facing the two sides along the width direction of the frame 11. The input gear 1343 is located on the side of the first bevel gear 1341 close to the intermediate wheel 1222, and the output gear 1344 is located on the side of the second bevel gear 1342 close to the intermediate wheel 1222.

[0034] As another optional embodiment, the first bevel gear 1341 and the second bevel gear 1342 are fixedly connected or integrally formed.

[0035] As another optional embodiment, the middle bridge 134 further includes a connecting shell 1345 , and the first bevel gear 1341 and the second bevel gear 1342 are both fixedly connected to the connecting shell 1345 . The second bevel gear 1342 and the first bevel gear 1341 are fixed together via the connecting shell 1345 .

[0036] As an alternative embodiment, the tooth tops 1341a of first bevel gear 1341 and the tooth tops 1342a of second bevel gear 1342 face the left and right sides of ATV 100, respectively. First bevel gear 1341 is located to the right of second bevel gear 1342, input gear 1343 is located to the right of first bevel gear 1341, and second transmission shaft 1312 is located to the right of first bevel gear 1341. Second transmission shaft 1312 is located to the right of longitudinal center plane 101. Output gear 1344 is located to the left of second bevel gear 1342, and third transmission shaft 1313 is located to the left of second bevel gear 1342.

[0037] As another optional embodiment, 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 second 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.

[0038] like Figure 2 and Figure 3 As 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 via the second right half-shaft 1322b, and the second bevel gear 1342 is connected to the left intermediate wheel 1221 via the second left half-shaft 1322a. With the above arrangement, when the power source 151 drives the second transmission shaft 1312 to rotate, the input gear 1343 rotates together with the second transmission shaft 1312. Since the first bevel gear 1341 is engaged 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.

[0039] like Figure 5As shown, the input gear 1343 and the output gear 1344 are spaced apart along the length of the frame 11. Along the width of the frame 11, the input gear 1343 and the output gear 1344 are located on either side of the first bevel gear 1341 and the second bevel gear 1342, respectively. The force Fin applied by the input gear 1343 to the first bevel gear 1341 can be decomposed into a first force component F1 along the width of the frame 11 and a second force component F2 along the length of the frame 11. The force Fout applied by the output gear 1344 to the second bevel gear 1342 can be decomposed into a third force component F3 along the width of the frame 11 and a fourth force component F4 along the length of the frame 11. The direction of the first force component F1 is opposite to that of the third force component F3, and the direction of the second force component F2 is opposite to that of the fourth force component F4. The first bevel gear 1341 abuts the second bevel gear 1342. Under the above arrangement, the first force component F1 and the third force component F3 are substantially equal in magnitude and act in opposite directions, canceling each other out. This balances the forces acting on the first bevel gear 1341 and the second bevel gear 1342 as a whole, thereby canceling out the forces acting on the middle axle 134. This prevents the middle axle 134 from shifting as a whole and reduces wear on the first bevel gear 1341 and the second bevel gear 1342. This, in turn, improves the operating stability of the middle axle 134.

[0040] like Figures 3 and 4 As shown, as an optional embodiment, the first bevel gear 1341 and the second bevel gear 1342 are connected via a connecting housing 1345. In this way, the force exerted on the connecting housing 1345 by the input gear 1343 via the first bevel gear 1341 is offset by the force exerted on the connecting housing 1345 by the output gear 1344 via the second bevel gear 1342, reducing the strength requirement of the connecting housing 1345 and lowering costs. Furthermore, the connecting housing 1345, the first bevel gear 1341, and the second bevel gear 1342 are less likely to deviate, ensuring stable power transmission. Furthermore, along the width of the vehicle frame 11, the first bevel gear 1341 and the second bevel gear 1342 experience balanced forces during rotation, resulting in a higher transmission ratio. The structure of the middle bridge 134 is simple, reducing its overall volume. The layout of the transmission assembly 13 and the middle bridge 134 are rational, and the structure is more simple.

[0041] As an optional implementation, the above-mentioned input gear 1343 and output gear 1344 are both spiral bevel gears. During the transmission process, the input gear 1343 maintains more teeth in simultaneous contact with the first bevel gear 1341 or maintains a larger contact area, and the output gear 1344 maintains more teeth in simultaneous contact with the second bevel gear 1342 or maintains a larger contact area during the transmission process. In this way, the wear on the first bevel gear 1341 and the second bevel gear 1342 is more uniform, and the entire transmission process is smoother, which can effectively reduce abnormal noise and improve driving comfort.

[0042] like Figure 4 As shown, the middle bridge 134 also includes a first connecting shaft 1347 and a second connecting shaft 1348. The input gear 1343 is formed on the first connecting shaft 1347, which is connected to the second transmission shaft 1312. The input gear 1343 is connected to the second transmission shaft 1312 via the first connecting shaft 1347. The output gear 1344 is formed on the second connecting shaft 1348, which is connected to the third transmission shaft 1313. The output gear 1344 is connected to the third transmission shaft 1313 via the second connecting shaft 1348. 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.

[0043] As an optional embodiment, an accommodating space (not shown) is defined inside the connecting shell 1345 , and components such as a differential or a non-differential can be arranged in the accommodating space 102 according to actual needs.

[0044] To prevent potential safety hazards caused by the exposure of the first bevel gear 1341, the second bevel gear 1342, the input gear 1343, and the output gear 1344, the middle bridge 134 also includes a housing 1346. The interior of the housing 1346 defines a cavity (not shown) within which the first bevel gear 1341, the second bevel gear 1342, the input gear 1343, and the output gear 1344 are located. The housing 1346 defines a first through-hole 1346a for the passage of the first connecting shaft 1347, and a second through-hole 1346b for the passage of the second connecting shaft 1348. Portions of the first and second connecting shafts 1347 and 1348 are both located outside the housing 1346.

[0045] The phrase "component A and component B are connected" means that component A is directly connected to component B, or that component A and component B are indirectly connected via an intermediate component C. The phrase "fixed connection" is defined as a non-pivotable connection, meaning that the two components in a fixed connection cannot move or rotate relative to each other in the connected state.

[0046] The terms "first", "second" and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features.

[0047] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. An all-terrain vehicle comprising: Frame; a running system, the running system being at least partially connected to the frame, the running 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 including a power source; a 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 propeller 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 back to back, 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, and the transmission shaft assembly includes a first transmission shaft, a second transmission shaft and a third transmission shaft arranged in sequence along the length direction of the frame, defining a longitudinal center plane perpendicular to the width direction of the frame and basically passing through the width center of the all-terrain vehicle, and the central axis of the second transmission shaft is basically parallel to the longitudinal center plane.

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

3. The all-terrain vehicle according to claim 1, wherein: The central axis of the second transmission shaft is substantially parallel to the central axis of the third transmission shaft.

4. The all-terrain vehicle according to claim 3, characterized in that A distance between a central axis of the second transmission shaft and the longitudinal central plane ranges from 30 mm to 180 mm.

5. The all-terrain vehicle according to claim 4, characterized in that A distance between a central axis of the second transmission shaft and the longitudinal central plane ranges from 50 mm to 160 mm.

6. The all-terrain vehicle according to claim 1, wherein: 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, and the two rear wheels are connected to the rear axle via 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 via the two second half-shafts.

7. The all-terrain vehicle according to claim 6, 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.

8. The all-terrain vehicle according to claim 3, wherein: The middle bridge also includes a first connecting shaft and a second connecting shaft. The input gear is formed on the first connecting shaft, and 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.

9. The all-terrain vehicle according to claim 3, wherein: 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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