All-terrain vehicle

Abstract

The application relates to the field of vehicle technology, in particular to an all-terrain vehicle which comprises a vehicle frame, a vehicle body cover, a walking system, a power system, a transmission system and a gear shifting device. The gear shifting device is supported by the vehicle frame, and the gear shifting device comprises a mounting frame, a gear shifting mechanism, a gear shifting motor, a parking mechanism and a linkage assembly. The mounting frame is fixed to the vehicle frame. The gear shifting mechanism comprises a gear shifting drum, a clutch assembly and a shift fork assembly. The gear shifting drum is rotationally connected to the mounting frame, and the gear shifting motor can drive the gear shifting drum to rotate. The gear shifting drum is connected to the clutch assembly through the shift fork assembly, and the clutch assembly is transmissionally connected between the power system and the transmission system. The parking mechanism comprises a parking lever which is rotationally connected to the mounting frame. The rotation center line of the gear shifting drum is substantially parallel to the rotation center line of the parking lever. The linkage assembly transmissionally connects the gear shifting drum and the parking lever. The application can make the two rotation center lines of the gear shifting drum and the parking lever parallel, reduce the space occupation of the whole in the axial direction of the gear shifting drum and improve the space utilization.

Description

Technical Field

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

[0002] In all-terrain vehicles, a shifting device is installed between the power system and the transmission system. In order to ensure that the vehicle has good torque at all speeds, the torque output from the power system to the transmission system can be adjusted by the shifting device, thereby realizing gear shifting.

[0003] A gear shifting device typically includes a shift motor, a gear drum, and a parking lever. The shift motor drives the gear drum and parking lever to rotate. The rotation of the gear drum drives the shift fork assembly to perform gear shifting and thus achieve gear changing. The rotation of the parking lever causes the locking teeth on the parking lever to engage with a gear in the transmission system, thereby restricting the rotation of that gear and preventing the entire transmission system from continuing to transmit power.

[0004] In related technologies, for ease of centralized control, the shift drum is typically coaxially mounted with the parking lever, meaning they rotate synchronously under the drive of the shift motor. During actual operation, when the rotation angle is within a certain range, the shift drum can drive the shift fork assembly to shift gears, while the locking teeth on the parking lever do not engage with the corresponding transmission gear, thus not restricting power transmission. When the rotation angle is outside this range, the shift drum can no longer control shifting via the shift fork assembly, while the locking teeth on the parking lever engage with the corresponding transmission gear, restricting power transmission.

[0005] However, setting the shift drum and parking lever coaxially also has the following problems: the assembly structure of the shift drum and parking lever occupies a large space in the direction of the shift drum axis, affecting the arrangement of other components. Summary of the Invention

[0006] In view of this, this application provides an all-terrain vehicle with higher space utilization.

[0007] An embodiment of this application provides an all-terrain vehicle, including a frame, body panels, a running gear, a power system, a transmission system, and a gear shifting device. The body panels at least partially cover the frame, the running gear is at least partially located under the frame, the power system is supported by the frame and provides power to the running gear, the power system includes a power system, a transmission system drives the power system and the running gear, the shifting device is supported by the frame, the shifting device includes a mounting bracket, a transmission mechanism, a shift motor, a parking mechanism, and a linkage assembly, the mounting bracket is fixed to the frame, and the shift motor is supported by the mounting bracket; the transmission mechanism includes a shift drum, a clutch assembly, and a shift fork assembly, the shift drum is rotatably connected to the mounting bracket, the shift motor can directly or indirectly drive the shift drum to rotate; the clutch assembly is supported by the mounting bracket, the shift fork assembly is driven between the shift drum and the clutch assembly, the clutch assembly is driven between the power system and the transmission system, and can change the torque output from the power system to the transmission system under the drive of the shift drum; the parking mechanism includes a parking lever, the parking lever is rotatably connected to the mounting bracket; the rotation center line of the shift drum is substantially parallel to the rotation center line of the parking lever; the linkage assembly drives the shift drum and the parking lever.

[0008] Optionally, the parking mechanism also includes a parking shaft, and the linkage assembly is connected to the parking lever via the parking shaft; the linkage assembly includes a drive gear and a driven gear, the drive gear is connected to the parking shaft, the driven gear is connected to the transmission drum, and the drive gear meshes with the driven gear; the shifting device also includes a shift gear, the shift gear is connected to the shifting motor and meshes with the drive gear.

[0009] Optionally, the transmission ratio between the driving gear and the driven gear can range from 0.9 to 1.1.

[0010] Optionally, the power system has an output shaft with an output gear sleeved on its outer periphery, and the parking lever has a locking tooth that can engage or disengage with the output gear.

[0011] Optionally, the power system includes a main motor and an auxiliary motor, and the output shaft includes the main output shaft of the main motor and the auxiliary output shaft of the auxiliary motor; the output gear is connected to the main output shaft, and the main motor is connected to the transmission system through the output gear; the clutch assembly is connected between the auxiliary motor and the transmission system, and can change the torque output by the auxiliary motor to the transmission system under the drive of the gear shift drum.

[0012] Optionally, when viewed along the axial direction of the main output shaft, the parking mechanism is located primarily between the transmission mechanism and the main motor.

[0013] Optionally, the parking mechanism further includes a rotating fixed shaft, to which the parking lever is rotatably connected, and the rotation center line of the parking lever is collinear with the center line of the rotating fixed shaft; the parking lever has a control part and a locking part at both ends, the rotating fixed shaft is located between the locking part and the control part, the locking teeth are located at the locking part, and the parking shaft is connected to the control part; the parking mechanism further includes an elastic pushing assembly, which includes an elastic energy storage element, the energy storage element is located at the parking shaft and connected to the control part; the parking shaft rotates to drive the energy storage element to elastically deform, and the energy storage element drives the control part to rotate around the rotation center line of the parking lever, so that the locking part engages or disengages with the output gear.

[0014] Optionally, the energy storage component includes a fixed section and a control section. The fixed section is fixed to the parking axle. The parking mechanism also includes a control panel. The control panel is sleeved on the outer periphery of the parking axle and rotates with the parking axle. The control section is connected to the control panel to drive the control panel to rotate. The control panel abuts against or connects to the control unit to control the rotation of the parking lever.

[0015] Optionally, the control panel has a cam on its side, a control hole in the control part, a boss on the wall of the control hole, and the cam is located inside the control hole. The rotation range of the control panel includes a first rotation range and a second rotation range. When the control panel rotates within the first rotation range, the cam separates from the boss, the engaging part separates from the output gear, and the transmission mechanism can control the power transmission between the power system and the transmission system. When the control panel rotates within the second rotation range, the cam contacts the boss and can push the boss to rotate the parking lever. The engaging part engages with the output gear, and the power transmission between the power system and the transmission system is disconnected.

[0016] Optionally, the peripheral surface of the gear shift drum is provided with a positioning groove, and the shifting device also includes an elastic positioning element. Part of the elastic positioning element can extend into the positioning groove or retract out of the positioning groove. When part of the elastic positioning element extends into the positioning groove, the elastic positioning element restricts the rotation of the gear shift drum.

[0017] By setting the rotation center line of the parking lever to be basically parallel to the rotation center line of the gear drum, the parking lever and the gear drum are offset in the direction of the gear drum axis. This makes the assembly structure of the parking lever and the gear drum more compact, reduces the impact on the arrangement of other components, and helps to improve the space utilization of the all-terrain vehicle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of an all-terrain vehicle in one embodiment of this application.

[0019] Figure 2 This is a schematic diagram illustrating the coordination relationship between the power system and the transmission system in one embodiment of this application.

[0020] Figure 3This is a schematic diagram of the cooperation relationship between the power system and the transmission system from another perspective in one embodiment of this application.

[0021] Figure 4 This is an exploded schematic diagram of a portion of the transmission mechanism structure in one embodiment of this application.

[0022] Figure 5 This is a schematic diagram of the gear shifting device in one embodiment of this application.

[0023] Figure 6 This is an exploded view of the gear shifting device in one embodiment of this application.

[0024] Figure 7 This is an exploded view of the shifting device from another perspective in one embodiment of this application. Detailed Implementation

[0025] 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.

[0026] 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.

[0027] 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.

[0028] Please see Figure 1 An all-terrain vehicle 100 includes a frame 11, a body panel 12, a running system 13, a power system 14, and a transmission system 15.

[0029] For ease of description of the technical solutions in this application, the directions of front, back, left, right, up, and down are defined. Among them, the front-back direction refers to the length direction of the frame 11, the left-right direction refers to the width direction of the frame 11, and the up-down direction refers to the height direction of the frame 11.

[0030] Body panel 12 at least partially covers frame 11. Running gear 13 is connected to frame 11 along the height of frame 11 and is at least partially located below frame 11. Power system 14 is supported by frame 11, and drivetrain 15 drivesly connects power system 14 and running gear 13, thereby providing power to running gear 13.

[0031] The walking system 13 includes two front wheels 131 located in front of the all-terrain vehicle 100 and two rear wheels 132 located behind the all-terrain vehicle 100, and the front wheels 131 and the rear wheels 132 are respectively rotatably connected to the frame 11.

[0032] Please see Figure 1 and Figure 2 In some embodiments, the power system 14 can be a single engine, a single electric motor, or multiple power sources, such as two electric motors.

[0033] In some embodiments, the power system 15 includes a main motor 141 and an auxiliary motor 142. The main motor 141 is connected to the transmission system 15 to provide basic power to the walking system 13. When the all-terrain vehicle 100 has a higher torque requirement, the auxiliary motor 142 is connected to the transmission system 15 to provide additional power output to the walking system 13.

[0034] In other embodiments, the power system 14 includes an engine and an electric motor, wherein the engine is connected to a transmission system 15 to provide basic power to the mobility system 13. When the all-terrain vehicle 100 has a higher torque demand, the electric motor is connected to the transmission system 15 to provide additional power output to the mobility system 13.

[0035] The following explanation uses the power system 14 as an example, with the main motor 141 and the auxiliary motor 142.

[0036] Please see Figure 2 and Figure 3 In some embodiments, the main motor 141 has a main output shaft 1411, and an output gear 1412 is connected to the outer periphery of the main output shaft 1411. The output gear 1412 rotates coaxially with the main output shaft 1411. The transmission system 15 includes a driving transmission gear 151 and a driven transmission gear 152 coaxially arranged. The driving transmission gear 151 meshes with the output gear 1412, thereby driving the driven transmission gear 152 to rotate through the main motor 141.

[0037] The transmission system 15 also includes a first intermediate gear 153, a second intermediate gear 154, a drive shaft gear 155, and a drive main shaft 156. The first intermediate gear 153 and the second intermediate gear 154 are coaxially arranged, and the drive shaft gear 155 is located on the outer circumferential surface of the drive main shaft 156 and is coaxially arranged. The first intermediate gear 153 meshes with the driven transmission gear 152, and the second intermediate gear 154 meshes with the drive shaft gear 155, thereby driving the drive main shaft 156 to rotate through the main motor 141 to provide basic power for the walking system 13.

[0038] The auxiliary motor 142 has an auxiliary output shaft 1421, on which a first auxiliary gear 1422 and a second auxiliary gear 1423 are provided. The auxiliary output shaft 1421 drives the first auxiliary gear 1422 and the second auxiliary gear 1423 to rotate coaxially.

[0039] In some embodiments, the driven transmission gear 152 and the first intermediate gear 153 are a pair of meshing bevel gears.

[0040] In some embodiments, the all-terrain vehicle 100 further includes a shift device 16, which is supported by the frame 11 and connected to the transmission system 15 to control the power transmission of the transmission system 15.

[0041] The shifting device 16 includes a mounting bracket (not shown), a transmission mechanism 161, and an intermediate shaft gear 162. The mounting bracket can be a single housing structure for mounting components such as the transmission mechanism 161 and the intermediate shaft gear 162, or it can be multiple connected housing structures, multiple unconnected housing structures, or it can be part of the frame 11. The intermediate shaft gear 162 is connected to the first secondary gear 1422 or the second secondary gear 1423 through the transmission mechanism 161, and the intermediate shaft gear 162 meshes with the drive transmission gear 151. When the all-terrain vehicle 100 has a high torque requirement, the transmission mechanism 161 connects to the first secondary gear 1422 or the second secondary gear 1423 to transmit power to the intermediate shaft gear 162, thereby transmitting power to the drive shaft 156 through the drive transmission gear 151, the driven transmission gear 152, the first intermediate gear 153, the second intermediate gear 154, and the drive shaft gear 155, so that the main motor 141 and the main motor 141 can jointly achieve power output. When the all-terrain vehicle 100 does not require high torque, the transmission mechanism 161 disconnects the intermediate shaft gear 162 from the connection between the first auxiliary gear 1422 and the second auxiliary gear 1423.

[0042] Please see Figure 3 and Figure 4 In some embodiments, the transmission mechanism 161 includes a transmission drum 1611, a clutch assembly 1612, and a shift fork assembly 1617. The clutch assembly 1612 is drive-connected between the auxiliary motor 142 of the power system 14 and the transmission system 15. The clutch assembly 1612 includes a clutch shaft 1613, an engagement disc 1614, a first clutch gear 1615, and a second clutch gear 1616. The central axes of the transmission drum 1611 and the clutch shaft 1613 are arranged parallel to each other. The engagement disc 1614 is movably disposed on the clutch shaft 1613 along the central axis of the clutch shaft 1613 and can drive the clutch shaft 1613 to rotate. The first clutch gear 1615, the second clutch gear 1616, and the intermediate shaft gear 162 are coaxially fixed with the clutch shaft 1613. The first clutch gear 1615 meshes with the first auxiliary gear 1422, and the second clutch gear 1616 meshes with the second auxiliary gear 1423.

[0043] The gear shift drum 1611 is used to drive the shift fork assembly 1617 to move along the central axis of the gear shift drum 1611. The shift fork assembly 1617 is used to drive the engagement plate 1614 to move so that the engagement plate 1614 engages with the first clutch gear 1615 or the second clutch gear 1616.

[0044] When the engagement plate 1614 engages with the first clutch gear 1615, the auxiliary output shaft 1421 drives the first auxiliary gear 1422 and the second auxiliary gear 1423 to rotate coaxially. The power of the auxiliary motor 142 is transmitted to the drive gear 151 through the first auxiliary gear 1422, the first clutch gear 1615, the engagement plate 1614, the clutch shaft 1613, and the intermediate shaft gear 162.

[0045] When the engagement plate 1614 engages with the second clutch gear 1616, the auxiliary output shaft 1421 drives the first auxiliary gear 1422 and the second auxiliary gear 1423 to rotate coaxially. The power of the auxiliary motor 142 is transmitted to the drive gear 151 through the second auxiliary gear 1423, the second clutch gear 1616, the engagement plate 1614, the clutch shaft 1613, and the intermediate shaft gear 162.

[0046] When the engagement plate 1614 is disengaged from the first clutch gear 1615 and the second clutch gear 1616, the transmission mechanism 161 cuts off the power transmission between the auxiliary motor 142 and the transmission main shaft 156.

[0047] In some embodiments, the shift fork assembly 1617 includes a shift fork piece 1617a, a shift fork rod 1617b, and a shift fork block 1617c. The shift fork block 1617c is slidably connected to a groove on the outer periphery of the gear shift drum 1611 and slidably sleeved on the outer periphery of the shift fork rod 1617b. When the gear shift drum 1611 rotates, it can drive the shift fork block 1617c to move axially along the shift fork rod 1617b. The shift fork rod 1617b is parallel to the rotation center line of the gear shift drum 1611. The shift fork piece 1617a has two ends, one end of which is slidably sleeved on the outer periphery of the shift fork rod 1617b, and the other end is connected to the engagement plate 1614. An end block is fixed to the outer periphery of the shift fork 1617b. Along the axial direction of the shift fork 1617b, the shift fork piece 1617a is located between the end block and the shift fork block 1617c, and a spring is connected to both sides of the shift fork piece 1617a and the shift fork block 1617c and the end block. When the shift fork block 1617c moves, it can drive the shift fork piece 1617a to move through the springs, thereby driving the engagement plate 1614 to move. The two springs on both sides of the shift fork piece 1617a can not only provide force to the shift fork piece 1617a when it needs to move, but also provide a limiting force to restrict its movement when the shift fork piece 1617a needs to be positioned.

[0048] Please see Figure 2 and Figure 5 In some embodiments, the shifting device 16 further includes a parking mechanism 163, a shifting motor 164, and a linkage assembly 165. The parking mechanism 163 includes a parking lever 1631 and a parking shaft 1632. The parking lever 1631 is connected to the parking shaft 1632, and the parking shaft 1632 can drive the parking lever 1631 to rotate. The parking lever 1631 is provided with a locking tooth 1631a, which is used to engage or disengage with the output gear 1412. In some embodiments, the parking lever 1631 and the parking shaft 1632 are supported by a mounting bracket, and the shifting motor 164 is also supported by a mounting bracket.

[0049] In some embodiments, when viewed axially along the main output shaft 1411, the parking mechanism 163 is substantially located between the transmission mechanism 161 and the main motor 141. It should be noted that "the parking mechanism 163 is substantially located between the transmission mechanism 161 and the main motor 141" means that the main body of the parking mechanism 163 is located between the transmission mechanism 161 and the main motor 141, not that all components or endpoints are located between the transmission mechanism 161 and the main motor 141.

[0050] In some embodiments, the gear shift drum 1611 is rotatably mounted relative to the frame 11 via a rotating shaft, and the rotation center line of the parking lever 1631 is substantially parallel to the rotation center line of the gear shift drum 1611.

[0051] The shift motor 164 drives the gear shift drum 1611 and / or the parking shaft 1632 to rotate, and the linkage assembly 165 drives the gear shift drum 1611 and the parking shaft 1632. By setting the rotation center line of the parking lever 1631 substantially parallel to the rotation center line of the gear shift drum 1611, the parking lever 1631 and the gear shift drum 1611 are offset in the axial direction of the gear shift drum 1611. This allows for a more compact assembly structure of the parking lever 1631 and the gear shift drum 1611, reducing the impact on the arrangement of other components and improving the space utilization of the all-terrain vehicle 100.

[0052] Please see Figure 5 and Figure 6 In some embodiments, the linkage component 165 includes a drive gear 1651 and a driven gear 1652. The drive gear 1651 is coaxially disposed on the outer peripheral surface of the parking shaft 1632, and the driven gear 1652 is coaxially disposed on the outer peripheral surface of the transmission drum 1611. The drive gear 1651 meshes with the driven gear 1652. The shifting device 16 also includes a shifting gear 167, which is connected to the shifting motor 164 and meshes with the drive gear 1651, so that the shifting motor 164 can drive the drive gear 1651 to rotate through the shifting gear 167.

[0053] In some embodiments, the transmission ratio between the driving gear 1651 and the driven gear 1652 is 1.

[0054] In some embodiments, the parking mechanism 163 further includes a fixed axis 1633, the parking lever 1631 is rotatably connected to the fixed axis 1633, and the rotation center line of the parking lever 1631 is collinear with the center line of the fixed axis 1633.

[0055] The parking lever 1631 includes a control part 1631b and a locking part 1631c. The locking teeth 1631a are provided on the locking part 1631c. The connection point between the parking shaft 1632 and the parking lever 1631 is located on the control part 1631b. The locking part 1631c and the control part 1631b are located on both sides of the rotating fixed shaft 1633, so that the movement direction of the control part 1631b is opposite to that of the locking part 1631c, providing the locking part 1631c with convenient control.

[0056] The parking mechanism 163 also includes a flexible actuation component, which includes a flexible energy storage element 1634. The energy storage element 1634 is located on the parking axle 1632 and connected to the control unit 1631b.

[0057] The parking shaft 1632 rotates to cause the energy storage component 1634 to elastically deform, and the energy storage component 1634 drives the control unit 1631b to rotate around the rotation center line of the parking lever 1631, so that the locking part 1631c engages with the output gear 1412.

[0058] Specifically, the energy storage component 1634 includes a fixed section 1634a and a control section 1634b. The fixed section 1634a is fixed to the parking shaft 1632 along the circumference of the parking shaft 1632. The parking mechanism 163 also includes a control disk 1635. The control disk 1635 is sleeved on the outer circumference of the parking shaft 1632 and rotates in cooperation with the parking shaft 1632. The control section 1634b is connected to the control disk 1635 to drive the control disk 1635 to rotate. The control disk 1635 abuts against or connects to the control part 1631b to control the rotation of the parking lever 1631.

[0059] It should be noted that the connection between the control panel 1635 and the control unit 1631b means that the control unit 1631b can be directly and fixedly connected to the control panel 1635 or detachably connected, or the control unit 1631b can abut against a certain position of the control panel 1635 to drive the control panel 1635 to rotate.

[0060] In some embodiments, the energy storage element 1634 is a torsion spring, and the fixed section 1634a and the control section 1634b are the two pins of the torsion spring.

[0061] In some embodiments, a cam 1636 is provided on the side of the control panel 1635, and a control hole b1 is provided in the control part 1631b. A boss b2 is provided on the wall of the control hole b1, and the cam 1636 is located inside the control hole b1.

[0062] Please attach references. Figure 7 The rotation range of the control disk 1635 includes a first rotation range and a second rotation range. When the control disk 1635 rotates within the first rotation range, the cam 1636 separates from the boss b2, the locking part 1631c separates from the output gear 1412, and the transmission mechanism 161 controls the power transmission of the transmission system 15.

[0063] When the control panel 1635 rotates within the second rotation range, the cam 1636 contacts the boss b2 and can push the parking lever 1631 to rotate. The locking part 1631c engages with the output gear 1412, and the transmission mechanism 161 controls the disconnection of the power transmission of the transmission system 15.

[0064] Please see Figure 4 In some embodiments, the peripheral surface of the gear shift drum 1611 is provided with a positioning groove 1611a, and the gear shifting device 16 also includes an elastic positioning member 166. A portion of the elastic positioning member 166 can extend into or out of the positioning groove 1611a. When a portion of the elastic positioning member 166 extends into the positioning groove 1611a, the elastic positioning member 166 restricts the rotation of the gear shift drum 1611.

[0065] In some embodiments, the resilient positioning element 166 is a ball-head resilient plunger.

[0066] 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 walking system, at least partially located under the vehicle frame; A power system, which is supported by the vehicle frame and provides power to the running gear; A transmission system that drivesly connects the power system and the walking system; A gear shifting device, supported by the vehicle frame, includes a mounting bracket, a shift motor, and a transmission mechanism. The mounting bracket is fixed to the vehicle frame, and the shift motor is supported by the mounting bracket. The transmission mechanism includes a shift drum, a clutch assembly, and a shift fork assembly. The shift drum is rotatably connected to the mounting bracket, and the shift motor can directly or indirectly drive the shift drum to rotate. The clutch assembly is supported by the mounting bracket, and the shift fork assembly is driveably connected between the shift drum and the clutch assembly. The clutch assembly is driveably connected between the power system and the transmission system, and can change the torque output from the power system to the transmission system under the drive of the shift drum. The shifting device is characterized in that it further includes: A parking mechanism, comprising a parking lever rotatably connected to the mounting bracket; the rotation center line of the transmission drum is substantially parallel to the rotation center line of the parking lever; A linkage assembly, which drivesly connects the gear shift drum and the parking lever.

2. The all-terrain vehicle as described in claim 1, characterized in that, The parking mechanism further includes a parking shaft, and the linkage component is connected to the parking lever through the parking shaft; the linkage component includes a drive gear and a driven gear, the drive gear is connected to the parking shaft, the driven gear is connected to the transmission drum, and the drive gear meshes with the driven gear; The shifting device also includes a shifting gear, which is connected to the shifting motor and meshes with the drive gear.

3. The all-terrain vehicle as described in claim 2, characterized in that, The transmission ratio between the driving gear and the driven gear ranges from 0.9 to 1.

1.

4. The all-terrain vehicle as described in claim 2, characterized in that, The power system has an output shaft, an output gear is sleeved on the outer periphery of the output shaft, and a locking tooth is provided on the parking lever that can engage or disengage with the output gear.

5. The all-terrain vehicle as described in claim 4, characterized in that, The power system includes a main motor and an auxiliary motor. The output shaft includes the main output shaft of the main motor and the auxiliary output shaft of the auxiliary motor. The output gear is connected to the main output shaft, and the main motor is connected to the transmission system through the output gear. The clutch assembly is connected between the auxiliary motor and the transmission system, and can change the torque output by the auxiliary motor to the transmission system under the drive of the gear shift drum.

6. The all-terrain vehicle as described in claim 5, characterized in that, Viewed along the axial direction of the main output shaft, the parking mechanism is located substantially between the transmission mechanism and the main motor.

7. The all-terrain vehicle as described in claim 4, characterized in that, The parking mechanism further includes a rotating fixed shaft, the parking lever is rotatably connected to the rotating fixed shaft, and the rotation center line of the parking lever is collinear with the center line of the rotating fixed shaft; the two ends of the parking lever are respectively provided with a control part and a locking part, the rotating fixed shaft is located between the locking part and the control part, the locking teeth are provided in the locking part, and the parking shaft is connected to the control part; The parking mechanism further includes an elastic pushing component, which includes an elastic energy storage element disposed on the parking shaft and connected to the control unit. The parking shaft rotates to cause the energy storage element to elastically deform, and the energy storage element drives the control unit to rotate around the rotation center line of the parking lever, so that the locking part engages or disengages with the output gear.

8. The all-terrain vehicle as described in claim 7, characterized in that, The energy storage component includes a fixed section and a control section. The fixed section is fixed to the parking axle. The parking mechanism also includes a control disc. The control disc is sleeved on the outer periphery of the parking axle and rotates in cooperation with the parking axle. The control section is connected to the control disc to drive the control disc to rotate. The control disc abuts against or connects to the control unit to control the rotation of the parking lever.

9. The all-terrain vehicle as described in claim 8, characterized in that, The control panel has a cam on its side, and the control part has a control hole with a boss on the wall of the control hole. The cam is located inside the control hole. The rotation range of the control panel includes a first rotation range and a second rotation range. When the control panel rotates within the first rotation range, the cam separates from the boss, the engaging part separates from the output gear, and the transmission mechanism can control the power transmission between the power system and the transmission system. When the control panel rotates within the second rotation range, the cam contacts the boss and can push the boss to rotate the parking lever. The engaging part engages with the output gear, and the power transmission between the power system and the transmission system is disconnected.

10. The all-terrain vehicle as described in claim 1, characterized in that, The peripheral surface of the gear shift drum is provided with a positioning groove. The gear shifting device also includes an elastic positioning member. A portion of the elastic positioning member can extend into the positioning groove or retract out of the positioning groove. When a portion of the elastic positioning member extends into the positioning groove, the elastic positioning member restricts the rotation of the gear shift drum.

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