All-terrain vehicle and transmission system thereof

Abstract

The invention discloses an all-terrain vehicle and a transmission system thereof. The all-terrain vehicle comprises a vehicle frame, a vehicle body covering part, a walking system, a suspension system, a power system and the transmission system. The walking system comprises wheels; the suspension system comprises a suspension frame and a mounting seat; the transmission system comprises a drive axle and a constant-speed half shaft; the mounting seat is provided with a storage bin; the transmission system further comprises a power input part and a power output part, the power input part and the power output part are both arranged in the storage bin, the power output part is connected to the central axis position of the wheel, and the power input part is in transmission connection with the power output part; at least part of the power input part is arranged above the central axis of the wheel, and the area, located above the central axis of the wheel, of the power input part is connected with the constant-speed half shaft so that the lower connecting point of the suspension and the mounting base can move upwards by a preset distance relative to the central axis of the wheel. According to the technical scheme, the distance between the suspension system and the ground and the distance between the constant-speed half shaft and the ground are increased, and the trafficability of the all-terrain vehicle running in poor road conditions is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and specifically relates to an all-terrain vehicle and its transmission system. Background Technology

[0002] All-terrain vehicles (ATVs) are multi-functional off-road vehicles. They possess excellent off-road capability and load-bearing capacity, and are widely used in agriculture, forestry, engineering operations, and outdoor recreational sports.

[0003] All-terrain vehicles (ATVs) include a power system, transmission system, suspension system, and wheels. The power system transmits power to the wheels through the transmission system. The suspension system includes the suspension frame, which connects the wheels to the frame. The transmission system includes constant velocity half-shafts, and both the suspension frame and the constant velocity half-shafts are connected to the wheels via mounting brackets. However, when ATVs travel in harsh conditions such as gravel, ditch, and streams, the suspension system is relatively close to the ground, making it prone to colliding with obstacles like gravel and ditch, resulting in poor off-road capability. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this application provides an all-terrain vehicle with good passability and its transmission system.

[0005] This application provides an all-terrain vehicle, including a frame, body panels, a running system, a suspension system, a power system, and a transmission system. The body panels at least partially cover the frame. The running system is at least partially located under the frame and includes wheels. The suspension system includes a suspension and a mounting bracket; one end of the suspension is connected to the frame, and the other end is connected to the mounting bracket, which is connected to the wheels. The power system is supported by the frame and provides power to the running system. The transmission system connects to the power system and transmits power to the wheels. The transmission system includes a drive axle and a constant velocity half-shaft; one end of the constant velocity half-shaft is connected to the drive axle, and the other end transmits power to the wheels. The system is dynamically connected to the wheel; the mounting base has a storage compartment; the transmission system also includes a power input component and a power output component, both of which are located in the storage compartment. The power input component is connected to a constant velocity half-shaft, and the power output component is connected to the central axis of the wheel. The power input component and the power output component are connected in a transmission manner. At least a portion of the power input component is located above the central axis of the wheel, and the area above the central axis of the wheel is connected to the constant velocity half-shaft, so that the mounting base is offset upwards by a preset distance relative to the central axis of the wheel, and the lower connection point of the suspension and the mounting base is moved upwards by a preset distance relative to the central axis of the wheel.

[0006] In some embodiments, the constant velocity half-shaft is connected to the central axis of the power input and is located between the upper and lower connection points of the suspension and the mounting base.

[0007] In some embodiments, the constant velocity half-shaft is connected to the central axis of the power input component, and the central axis of the power output component coincides with the central axis of the wheel; the central axis of the power input component and the central axis of the power output component are arranged parallel to each other; a preset distance is defined as H1, and the distance between the central axis of the power input component and the central axis of the power output component is defined as H2, where H2 = H1.

[0008] In some embodiments, the height of the power input component is defined as D1, and the height of the power output component is defined as D2, where 0 < H1 ≤ 0.5 (D1 + D2).

[0009] In some embodiments, when viewed vertically, the central axis of the power input component coincides with the central axis of the power output component; or, when viewed vertically, the central axis of the power input component and the central axis of the power output component are spaced apart.

[0010] In some embodiments, the transmission ratio between the power input component and the power output component is 1:1; D1 = D2.

[0011] In some embodiments, the lower connection point of the suspension and the mount is located below the central axis of the wheel; or, the lower connection point of the suspension and the mount coincides with the central axis of the wheel.

[0012] In some embodiments, both the power input and power output components are configured as meshing gear sets.

[0013] In some embodiments, the wheel includes a hub, a rim, and a tire; the rim is fitted onto a portion of the hub, the tire is fitted onto the rim, the power output component is connected to the hub via an axle and drives the hub to rotate; the axle coincides with the central axis of the wheel; a portion of the hub extends out of the rim, the extended portion is fitted with a bearing, the bearing is fitted with a mounting bracket, the mounting bracket is configured as a connecting mounting seat, and the hub can rotate relative to the mounting bracket.

[0014] This application also provides a transmission system, including: a drive axle and a constant velocity half-shaft, one end of the constant velocity half-shaft being connected to the drive axle, and the other end of the constant velocity half-shaft being driven to a wheel; wherein: the transmission system further includes a power input component and a power output component, the power input component being connected to the constant velocity half-shaft, the power output component being connected to the central axis of the wheel, and the power input component and the power output component being driven to each other; the suspension is connected to the wheel via a mounting seat, and the constant velocity half-shaft is located between the upper connection point and the lower connection point of the suspension and the mounting seat; at least a portion of the power input component is located above the central axis of the wheel, and the area above the central axis of the wheel is connected to the constant velocity half-shaft, so that the mounting seat is offset upwards by a predetermined distance relative to the central axis of the wheel, and the lower connection point of the suspension and the mounting seat is moved upwards by a predetermined distance relative to the central axis of the wheel.

[0015] The aforementioned all-terrain vehicle and its transmission system utilize a storage compartment formed by the mounting base to house the power input and power output components. Using the wheel's central axis as a reference, and without changing the mounting positions of the constant velocity half-shaft and suspension relative to the mounting base, the system adds a connection between the power input component and the constant velocity half-shaft, and between the power output component and the wheel's central axis. Furthermore, the connection point of the power input component to the constant velocity half-shaft is positioned above the wheel's central axis, raising the position of the constant velocity half-shaft relative to the wheel's central axis. This raises the positions of the suspension and mounting base relative to the wheel's central axis by a predetermined distance, increasing the distance between the suspension system, the constant velocity half-shaft, and the ground, thereby improving the all-terrain vehicle's passability in poor road conditions. Attached Figure Description

[0016] Figure 1 This is a perspective view of an all-terrain vehicle in one embodiment of this application.

[0017] Figure 2 This is a schematic diagram of the transmission system and suspension system connecting the wheels in one embodiment of this application.

[0018] Figure 3 This is a schematic diagram of the transmission system and suspension system connecting the two front wheels in one embodiment of this application.

[0019] Figure 4 This is a perspective view of the power input component and the power output component being connected in a transmission manner in one embodiment of this application. Detailed Implementation

[0020] To further illustrate the technical means and effects adopted by this application to achieve the intended purpose, the following description, in conjunction with the accompanying drawings and embodiments, is provided. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0022] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the embodiments and features described below can be combined with each other.

[0023] Please see Figure 1 The embodiments of this application provide an all-terrain vehicle 100 that can travel on various terrains such as beaches, hillsides, deserts, gravel, pits, and streams.

[0024] Please see Figure 1The all-terrain vehicle 100 includes a frame 11, a body panel 12, a running gear 13, a suspension system 14, a power system (not shown), and a transmission system 15. The body panel 12 at least partially covers the frame 11. The running gear 13 is connected to the frame 11 by the suspension system 14 and is at least partially located below the frame 11. Both the power system and the transmission system 15 are supported by the frame 11, and the transmission system 15 connects the power system and the running gear 13, so that the power system provides power to the running gear 13 through the transmission system 15.

[0025] Please see Figure 2 The running gear 13 includes wheels 131. The suspension system 14 includes a suspension 141 and a mounting base 142. One end of the suspension 141 is rotatably connected to the frame 11, and the other end is connected to the mounting base 142. The mounting base 142 connects to the wheels 131, keeping the wheels 131 connected to the frame 11 and preventing the wheels 131 from detaching from the frame 11. The power system includes an engine that provides power. The transmission system 15 includes a drive axle 151 and a constant velocity half-shaft 152. The drive axle 151 is supported by the frame 11 and connects the engine and the constant velocity half-shaft 152 to transmit power to the constant velocity half-shaft 152. One end of the constant velocity half-shaft 152 is connected to the drive axle 151, and the other end of the constant velocity half-shaft 152 is drive-connected to the wheels 131 to transmit power to the wheels 131.

[0026] To clearly illustrate the technical solution of this application, the front, rear, left, right, up, and down directions are also defined as shown in the figure. In this application, the front-rear direction refers to the length direction of the all-terrain vehicle 100, the up-down direction refers to the height direction of the all-terrain vehicle 100, and the left-right direction refers to the width direction of the all-terrain vehicle 100. Furthermore, the front, rear, left, right, up, and down directions are all based on the state of the all-terrain vehicle 100 traveling on a level road surface.

[0027] The transmission system 15 also includes a power input component 153 and a power output component 154. The mounting base 142 is provided with a storage compartment 1421, in which both the power input component 153 and the power output component 154 are located. By utilizing the storage compartment 1421 formed by the mounting base 142 to accommodate the power input component 153 and the power output component 154, the position of both can be defined, improving structural compactness and space utilization.

[0028] The other end of the constant velocity half-shaft 152 passes through the mounting base 142 and is connected to the wheel 131 via a power input component 153 and a power output component 154. The power input component 153 connects to the constant velocity half-shaft 152, and the power output component 154 connects to the central axis of the wheel 131, with the power input component 153 and power output component 154 being drive-connected. It is understood that the constant velocity half-shaft 152 transmits power to the power input component 153, which then transmits it to the power output component 154, causing the power output component 154 to drive the wheel 131 to rotate around its central axis.

[0029] At least a portion of the power input component 153 is located above the central axis of the wheel 131, and the area of ​​the power input component 153 located above the central axis of the wheel 131 is connected to the constant velocity half shaft 152, so that the mounting seat 142 is offset upward by a predetermined distance relative to the central axis of the wheel 131, and the lower connection point of the suspension 141 and the mounting seat 142 is moved upward by a predetermined distance relative to the central axis of the wheel 131. Using the central axis position of wheel 131 as a reference, while keeping the relative positions of constant velocity half-shaft 152 and suspension 141 relative to mounting base 142 unchanged, a power input component 153 is added to connect to constant velocity half-shaft 152, and a power output component 154 is added to connect to the central axis position of wheel 131. The connection position of power input component 153 to constant velocity half-shaft 152 is set above the central axis position of wheel 131. Compared with the prior art where constant velocity half-shaft 152 is connected to the central axis position of wheel 131, the position of constant velocity half-shaft 152 relative to the central axis position of wheel 131 is raised, thereby raising the positions of suspension 141 and mounting base 142 relative to the central axis position of wheel 131. This increases the distance between suspension system 14, constant velocity half-shaft 152 and the ground, improving the passability of all-terrain vehicle 100 in poor road conditions.

[0030] The preset distance is defined as H1. The relative position between the suspension system 14 and the constant velocity half shaft 152 remains unchanged, that is, the relative position between the suspension 141, the constant velocity half shaft 152 and the mounting seat 142 remains unchanged, and all of them are raised by the preset distance H1.

[0031] The suspension system 14, drive axle 151, constant velocity half-shaft 152, and mounting bracket 142 are all components of the all-terrain vehicle 100 chassis assembly. The mounting bracket 142 is the mounting component connecting the chassis assembly to the wheel 131. Raising its position increases the ground clearance of the entire chassis, improving the all-terrain vehicle 100's passability in poor road conditions. In the illustrated embodiment, the lower connection point between the suspension 141 and the mounting bracket 142 is located at a low point. During the operation of the all-terrain vehicle 100, this connection point is prone to impacting obstacles. The height of this connection point is raised by a preset distance H1 due to the raising of the mounting bracket 142, which improves the all-terrain vehicle 100's passability in poor road conditions.

[0032] In some embodiments, the constant velocity half-shaft 152 is located between the upper and lower connection points of the suspension 141 and the mounting base 142. The suspension 141 is distributed around the outer periphery of the constant velocity half-shaft 152 and the drive axle 151. Its surrounding structure forms a stable multi-directional support frame for the drive axle 151 and the constant velocity half-shaft 152, providing inclusive structural protection for the constant velocity half-shaft 152 and reducing the risk of the constant velocity half-shaft 152 being broken by impact with obstacles.

[0033] In some embodiments, the lower connection point of the suspension 141 and the mount 142 is located below the central axis of the wheel 131. In other embodiments, the lower connection point of the suspension 141 and the mount 142 coincides with the central axis of the wheel 131 to raise the position of the suspension 141 and improve the passability of the all-terrain vehicle 100.

[0034] In some embodiments, the wheel 131 includes a hub 1311, a rim 1312, and a tire 1313. The rim 1312 is fitted onto a portion of the hub 1311, and the tire 1313 is fitted onto the rim 1312. The power output component 154 is connected to the hub 1311 via an axle 1541 and drives the hub 1311 to rotate, thereby driving the tire 1313 to travel on the ground via the rim 1312. The axis of the axle 1541 is substantially coincident with the central axis of the wheel 131.

[0035] A portion of the wheel hub 1311 extends beyond the rim 1312. A bearing (not shown) is fitted onto the portion of the wheel hub 1311 extending beyond the rim 1312. A mounting bracket 1314 is fitted over the bearing, allowing the wheel hub 1311 to rotate relative to the mounting bracket 1314. The mounting bracket 1314 connects to the mounting seat 142, providing a mounting position for the mounting seat 142, ensuring a stable connection between the mounting seat 142 and the wheel 131, thereby enabling a stable connection between the wheel 131 and the chassis assembly.

[0036] The rotational motion of the wheel hub 1311 is decoupled from the mounting bracket 1314 by bearings. When the wheel hub 1311 drives the tire 1313 to rotate, the mounting bracket 1314 remains stationary, preventing the mounting seat 142 and suspension system 14 from rotating with the wheel hub 1311. This avoids relative interference between the rotating components (wheel hub 1311, wheel rim 1312, and tire 1313) and the mounting bracket 1314 and mounting seat 142, thus improving the driving stability of the tire 1313 and the connection reliability of the suspension system 14. The wheel 131 can be either a front wheel or a rear wheel.

[0037] In some embodiments, the constant velocity half-shaft 152 includes a first end 1521 and a second end 1522. The first end 1521 is connected to the drive axle 151, and the second end 1522 passes through a predetermined position in the mounting base 142 and is connected to the power input. The first end 1521 is located above the second end 1522, and at least a portion of the drive axle 151 is located above the mounting base 142, thereby raising the position of the drive axle 151 and achieving a high-level arrangement of the core components of the transmission system 15 in the vertical direction of the vehicle.

[0038] In the left-right direction, the closer the position is to the center of the two wheels 131, the greater the distance between the chassis assembly and the ground. During the operation of the all-terrain vehicle 100, it can pass through higher obstacles. The approach angle of the all-terrain vehicle 100 chassis assembly is optimized to reduce the risk of the drive axle 151 colliding with the ground in poor road conditions and increase the protection of core components.

[0039] In some embodiments, the first end 1521 and the second end 1522 are both connected to the drive axle 151 or the power input component 153 via a ball-cage universal joint 1523 to transmit torque at a constant speed and smoothly when the constant velocity half-shaft 152 is tilted.

[0040] Please see Figure 3 The all-terrain vehicle 100 has two front wheels and two rear wheels. Taking the front wheels as an example, the two front wheels are designated as left wheel 131a and right wheel 131b. The suspension system 14, constant velocity half shafts 152, power input unit 153, and power output unit 154 are all configured in two sets. The two sets of constant velocity half shafts 152 are defined as left half shaft 152a and right half shaft 152b, respectively. In the suspension system 14, the two sets of mounting seats 142 are defined as left mounting seat 142a and right mounting seat 142b, respectively, and the two sets of suspensions 141 are defined as left suspension 141a and right suspension 141b, respectively.

[0041] The left half-shaft 152a and the right half-shaft 152b are respectively connected to opposite sides of the drive axle 151 and can rotate simultaneously at the same speed under the drive axle 151. The left suspension 141a is distributed on the outer periphery of the left half-shaft 152a, and the right suspension 141b is distributed on the outer periphery of the right half-shaft 152b. The left suspension 141a is hinged to the frame 11 and the left mounting seat 142a, and the right suspension 141b is hinged to the frame 11 and the right mounting seat 142b. The left mounting seat 142a is fixedly connected to the mounting bracket 1314 on the left wheel 131a, and the right mounting seat 142b is fixedly connected to the mounting bracket 1314 on the right wheel 131b. Both sets of mounting seats 142 are provided with storage compartments 1421, and each of the two storage compartments 1421 contains a set of mutually connected power input component 153 and power output component 154.

[0042] The left half-shaft 152a passes through the left mounting base 142a and connects to the power input component 153 inside its storage compartment 1421. Under the action of the power output component 154, the rotational torque of the left half-shaft 152a is transmitted to the left wheel 131a. The right half-shaft 152b passes through the right mounting base 142b and connects to the power input component 153 inside its storage compartment 1421. Under the action of the power output component 154, the rotational torque of the right half-shaft 152b is transmitted to the right wheel 131b. In this way, both rear wheels can rotate at the same speed simultaneously. Specifically, with the drive axle 151 as the center, the left side structure of the drive axle 151 and the right side structure of the drive axle 151 are symmetrically arranged.

[0043] Please see Figure 4 In some embodiments, both the power input component 153 and the power output component 154 are constructed as meshing gear sets. Meshing gear sets enable a compact layout and achieve power transmission through meshing gear sets, featuring high transmission efficiency and a constant transmission ratio, and can accurately and reliably transmit power to the wheel 131 to make it rotate.

[0044] In some embodiments, the central axis of the power input component 153 is parallel to the central axis of the power output component 154, forming a parallel shaft gear transmission, which has the advantages of smooth transmission, high transmission efficiency, strong load-bearing capacity, and simple installation and maintenance. In other embodiments, the central axis of the power input component 153 is perpendicular to the central axis of the power output component 154, forming an intersecting shaft bevel gear transmission, which has the advantages of changing the direction of power transmission and adapting to compact spatial layouts.

[0045] Please see Figure 2 In some embodiments, the constant velocity half-shaft 152 is connected to the central axis of the power input component 153 to form a coaxial transmission path, preventing the power input component 153 from experiencing bending moments or vibrations due to axis misalignment. The central axis of the power output component 154 coincides with the central axis of the wheel 131 to form another coaxial transmission path, preventing the power output component 154 from experiencing bending moments or vibrations due to axis misalignment. Thus, viewed in the front-rear direction, the central axis of the power input component 153 is located above the central axis of the power output component 154, and the distance between the two central axes in the vertical direction is H2, where H2 = H1.

[0046] The above design constructs coaxial transmission paths at the power input and output ends, which can reduce the bending moment borne by the power input component 153 and the power output component 154 during the transmission process, suppress the relative vibration and wear between the two, enable the power input component 153 and the power output component 154 to transmit smoothly, improve transmission efficiency and reduce energy loss, and enhance the operational stability and reliability of the transmission system 15.

[0047] Please combine Figure 2 and Figure 3 In some embodiments, the height of the power input component 153 is defined as D1, and the height of the power output component 154 is defined as D2, where 0 < H1 ≤ 0.5 (D1 + D2).

[0048] Please combine Figure 4 In some embodiments, when viewed vertically, the central axis of the power input component 153 coincides with the central axis of the power output component 154. Without affecting the transmission connection between the power input component 153 and the power output component 154, the distance between the two central axes in the vertical direction reaches its maximum. With the dimensions of the power input component 153 and the power output component 154 remaining unchanged, the lifting height of the mounting base 142 reaches its highest point, at which H1 = 0.5(D1 + D2), thus improving the passability of the all-terrain vehicle 100.

[0049] In other embodiments, viewed vertically, the central axis of the power input component 153 and the central axis of the power output component 154 are spaced apart, where H1 < 0.5(D1 + D2). Without affecting the transmission connection between the power input component 153 and the power output component 154, the power output component 154 can occupy space in the front-back direction of the storage compartment 1421. While maintaining the same dimensions as the power input component 153 and the power output component 154, this saves vertical space occupied by the power input component 153 and the power output component 154, rationally utilizing space in all directions within the storage compartment 1421 and optimizing the spatial arrangement.

[0050] In some embodiments, the transmission ratio between the power input component 153 and the power output component 154 is 1:1, so that the constant velocity half-shaft 152 and the wheel 131 rotate at the same speed, achieving the effect of constant velocity transmission. Alternatively, the transmission ratio between the power input component 153 and the power output component 154 can be other ratios, so that the constant velocity half-shaft 152 and the wheel 131 rotate at different speeds, achieving the effect of decelerating or accelerating the wheel 131. Those skilled in the art can choose according to the actual situation.

[0051] In some embodiments, the power input component 153 and the power output component 154 have the same height in the vertical direction, i.e., D1 = D2, and both have the same number of teeth and module, which facilitates production, assembly, and maintenance. In other embodiments, one or more sets of transmission gears can be added between the power input component 153 and the power output component 154. This increases the distance between the central axis of the power input component 153 and the central axis of the power output component 154, and also allows for speed change by adding one or more sets of transmission gears when the power input component 153 and the power output component 154 have different heights, so that the constant velocity half-shaft 152 and the wheel 131 rotate at the same speed.

[0052] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A running system, at least partially located under the vehicle frame, the running system including wheels; A suspension system, comprising a suspension and a mounting bracket, wherein one end of the suspension is connected to the vehicle frame and the other end is connected to the mounting bracket, and the mounting bracket is connected to the wheel; A power system, which is supported by the vehicle frame and provides power to the running system; A transmission system that connects to the power system and transmits power to the wheels, the transmission system including a drive axle and a constant velocity half-shaft, one end of the constant velocity half-shaft being connected to the drive axle, and the other end of the constant velocity half-shaft being connected to the wheels. Its features are: The mounting base is equipped with a storage compartment; The transmission system also includes a power input component and a power output component, both of which are located in the storage compartment. The power input component is connected to the constant velocity half-shaft, and the power output component is connected to the central axis of the wheel. The power input component and the power output component are connected in a transmission manner. At least a portion of the power input component is located above the wheel's central axis, and the region above the wheel's central axis is connected to the constant velocity half-shaft, causing the mounting base to deviate upwards by a predetermined distance relative to the wheel's central axis, and the lower connection point of the suspension and the mounting base to move upwards by a predetermined distance relative to the wheel's central axis.

2. The all-terrain vehicle as described in claim 1, characterized in that: The constant velocity half-shaft is connected to the central axis of the power input component and is located between the upper and lower connection points of the suspension and the mounting base.

3. The all-terrain vehicle as described in claim 1, characterized in that: The constant velocity half-shaft is connected to the central axis of the power input component, and the central axis of the power output component coincides with the central axis of the wheel; The central axis of the power input component is arranged parallel to the central axis of the power output component; The preset distance is defined as H1, and the distance between the central axis of the power input component and the central axis of the power output component is defined as H2, where H2 = H1.

4. The all-terrain vehicle as described in claim 3, characterized in that: The height of the power input component is defined as D1, and the height of the power output component is defined as D2, where 0 < H1 ≤ 0.5 (D1 + D2).

5. The all-terrain vehicle as described in claim 4, characterized in that: When viewed vertically, the central axis of the power input component coincides with the central axis of the power output component. Alternatively, when viewed along the vertical direction, the central axis of the power input component and the central axis of the power output component are spaced apart.

6. The all-terrain vehicle as described in claim 4, characterized in that: The transmission ratio between the power input component and the power output component is 1:1; D1 = D2.

7. The all-terrain vehicle as described in claim 2, characterized in that: The lower connection point between the suspension and the mounting base is located below the central axis of the wheel; Alternatively, the lower connection point of the suspension and the mounting base coincides with the central axis of the wheel.

8. The all-terrain vehicle as described in any one of claims 1 to 7, characterized in that: Both the power input component and the power output component are constructed as meshing gear sets.

9. The all-terrain vehicle as described in any one of claims 1 to 7, characterized in that: The wheel includes a hub, a rim, and a tire; the rim is fitted onto a portion of the hub, the tire is fitted onto the rim, and the power output component is connected to the hub via an axle and drives the hub to rotate; the axle coincides with the central axis of the wheel. A portion of the wheel hub extends out of the rim, and a bearing is fitted onto the extended portion. A mounting bracket is fitted onto the bearing, and the mounting bracket is configured to connect to the mounting seat, and the wheel hub is rotatable relative to the mounting bracket.

10. A transmission system, comprising: Drive axle; A constant velocity half-shaft, one end of which is connected to the drive axle, and the other end of which is connected to the wheel. Its features are: The transmission system further includes a power input component and a power output component. The power input component is connected to the constant velocity half-shaft, and the power output component is connected to the central axis of the wheel. The power input component and the power output component are connected in a transmission connection. The suspension is connected to the wheel via a mounting bracket, and the constant velocity half-shaft is located between the upper and lower connection points of the suspension and the mounting bracket; At least a portion of the power input component is located above the wheel's central axis, and the region above the wheel's central axis is connected to the constant velocity half-shaft, causing the mounting base to deviate upwards by a predetermined distance relative to the wheel's central axis, and the lower connection point of the suspension and the mounting base to move upwards by a predetermined distance relative to the wheel's central axis.

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