All-terrain vehicle

Abstract

The utility model discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a walking system, a power assembly and a transmission mechanism. The transmission mechanism comprises a drive axle and a transmission shaft assembly, the drive axle is in transmission connection with the engine through the transmission shaft assembly, and the drive axle is further in transmission connection with the walking system. The engine comprises an output shaft in transmission connection with the transmission shaft assembly. The drive axle comprises an input shaft in transmission connection with the transmission shaft assembly. The transmission shaft assembly comprises a first connecting piece, a second connecting piece, a first shaft body and a second shaft body, the first connecting piece is movably connected to one end of the first shaft body, and the second connecting piece is movably connected to one end of the second shaft body; the first connecting piece is provided with a groove body and an adjusting piece, the adjusting piece is provided with a gap communicated with the groove body, and the adjusting piece can adjust the gap to fix the position of the output shaft relative to the groove body so as to adjust the range of the included angle formed by the preset straight line and the datum plane. Through the arrangement, the service life of the transmission shaft assembly can be prolonged.

Description

Technical Field

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

[0002] An all-terrain vehicle is a vehicle that can travel on any terrain, and is especially suitable for use in complex terrains where ordinary vehicles cannot pass.

[0003] All-terrain vehicles typically include a frame, running gear, suspension system, powertrain, and transmission mechanism. This transmission mechanism usually includes a drive axle and driveshaft assembly. Power is transmitted between the drive axle and the powertrain via a rotating shaft, enabling the all-terrain vehicle to move normally.

[0004] In existing technologies, the connection between the driveshaft assembly and the drive axle, as well as the connection between the driveshaft assembly and the powertrain, is achieved by adding flanges to both ends of the driveshaft assembly. However, this flange-addition method increases the overall length of the driveshaft assembly, necessitating an angled arrangement within a limited space for assembly. This angled assembly increases transmission losses and workload, thereby reducing the lifespan of the driveshaft assembly. Utility Model Content

[0005] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an all-terrain vehicle with a long service life of its driveshaft assembly.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] An all-terrain vehicle includes a frame, a running gear, a suspension system, a powertrain, and a transmission mechanism. The running gear is at least partially located below the frame. The suspension system connects the running gear to the frame. The powertrain is supported by the frame and includes an engine. The transmission mechanism includes a drive axle and a driveshaft assembly, the drive axle being drivenly connected to the engine via the driveshaft assembly, and the drive axle also being drivenly connected to the running gear. The engine includes an output shaft drivenly connected to the driveshaft assembly, and the drive axle includes an input shaft drivenly connected to the driveshaft assembly. The driveshaft assembly includes a first connector, a second connector, a first shaft, and a second shaft splinedly connected to the first shaft. The first connector is movably connected to a portion of the first shaft away from the second shaft. The second connector is movably connected to the end of the second shaft away from the first shaft. The structure of the second connector is basically the same as that of the first connector. The second connector can be splined to the input shaft and fixed relative to the input shaft. The first connector has a groove, and the output shaft is located in the groove and splined to the groove. Both the first shaft and the second shaft extend basically along a preset straight line direction, defining a reference plane perpendicular to the height direction of the frame. The first connector is provided with an adjusting member. The adjusting member has a gap communicating with the groove. The adjusting member can adjust the gap to fix the position of the output shaft relative to the groove. The angle range between the preset straight line and the reference plane is adjusted to be between 5° and 9°.

[0008] Furthermore, the angle range between the preset straight line and the reference plane is 6° to 8°.

[0009] Furthermore, the engine includes an engine housing, with the output shaft located at least partially outside the engine housing, and the minimum distance between the engine housing and the first shaft along the length of the frame ranges from 34 mm to 52 mm.

[0010] Furthermore, the drive axle includes a drive axle housing, the input shaft is at least partially located outside the drive axle housing, and the minimum distance between the drive axle housing and the second shaft along the length of the frame ranges from 36 mm to 55 mm.

[0011] Furthermore, the adjusting member extends at least partially in the same direction to form two locking parts with a gap between them. Each locking part has a locking hole, which can be connected by a fastener. The fastener can adjust the distance between the two locking parts through the two locking holes to adjust the gap.

[0012] Furthermore, the first shaft has an internal spline hole at the end away from the first connector, and the second shaft has an external spline shaft at the end away from the second connector, with the internal spline hole and the external spline shaft slidably connected; or the first shaft has an external spline shaft at the end away from the first connector, and the second shaft has an internal spline hole at the end away from the second connector, with the internal spline hole and the external spline shaft slidably connected.

[0013] Furthermore, the end of the first shaft away from the second shaft is a universal joint; the end of the second shaft away from the first shaft is a universal joint; the external spline shaft formed by the second shaft is formed by extending the universal joint away from the input shaft, or the external spline shaft formed by the first shaft is formed by extending the universal joint away from the output shaft.

[0014] Furthermore, the external spline shaft formed by the second shaft body is provided with a mating protrusion, and the internal spline hole formed by the first shaft body is provided with a missing tooth structure. When the second shaft body and the first shaft body are splinedly connected, the mating protrusion is at least partially located within the missing tooth structure to limit the mating position of the second shaft body and the first shaft body.

[0015] Furthermore, the external spline shaft formed by the first shaft body is provided with a mating protrusion, and the internal spline hole formed by the second shaft body is provided with a tooth-segmented structure. When the second shaft body and the first shaft body are splinedly connected, the mating protrusion is at least partially located within the tooth-segmented structure to limit the mating position of the second shaft body and the first shaft body.

[0016] Furthermore, the transmission mechanism also includes a sealing sleeve, which is at least partially fitted onto the sliding connection between the first shaft and the second shaft. The sealing sleeve is at least partially fitted onto the first shaft and is either interference-fitted with the first shaft or fixed by a clamp. The sealing sleeve is at least partially fitted onto the second shaft and is either interference-fitted with the second shaft or fixed by a clamp.

[0017] The aforementioned all-terrain vehicle allows the output shaft to be directly connected to the first connecting member via a spline and locked with an adjusting member, and the input shaft to be directly connected to the second connecting member via a spline and locked with an adjusting member. This avoids the need to install flanges on the output and input shafts, which simplifies the structure of the transmission mechanism, thereby reducing its size. This further reduces the tilt angle of the transmission shaft assembly between the drive axle and the engine, thus further improving the service life of the transmission shaft assembly. Attached Figure Description

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

[0019] Figure 2 A partial structural side view of an all-terrain vehicle provided in an embodiment of this application;

[0020] Figure 3 Exploded view of the transmission mechanism and powertrain of the all-terrain vehicle provided in the embodiments of this application;

[0021] Figure 4 An exploded view of the transmission mechanism of an all-terrain vehicle provided in an embodiment of this application;

[0022] Figure 5Examples of this application Figure 4 A magnified view of a section at point A in the middle;

[0023] Figure 6 A structural side view of the transmission mechanism and powertrain of an all-terrain vehicle provided in an embodiment of this application.

[0024] Figure 7 A partial cross-sectional view of the transmission mechanism of an all-terrain vehicle provided in an embodiment of this application. Detailed Implementation

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

[0026] like Figure 1 and Figure 2 As shown, this application provides an all-terrain vehicle 100, which includes a frame 11, a body panel 12, a running system 13, a suspension system 14, a powertrain 15, a transmission mechanism 16, a fuel assembly 17, a seat assembly 19, and an electrical assembly 22.

[0027] To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The directions shown are front, rear, left, right, top, and bottom. In this application, the length direction of the frame 11 refers to... Figure 1 In the fore-and-aft direction, the width direction of the frame 11 refers to... Figure 1 The left and right directions in the middle, and the height direction of frame 11 refers to Figure 1 The up and down directions in the middle.

[0028] The frame 11 serves as the basic framework of the all-terrain vehicle 100, supporting the body panel 12, running gear 13, suspension system 14, powertrain 15, transmission mechanism 16, fuel assembly 17, seat assembly 19, and electrical assembly 22. The body panel 12 is at least partially located on and connected to the frame 11, protecting the internal components of the all-terrain vehicle 100. The running gear 13 is at least partially located below the frame 11, and the suspension system 14 connects the running gear 13 to the frame 11. The powertrain 15 is drive-connected to the running gear 13; specifically, the transmission mechanism 16 drives the powertrain 15 to the running gear 13. The fuel assembly 17 includes a fuel tank 171 for powering the powertrain 15; specifically, the fuel tank 171 supplies fuel to the powertrain 15. The electrical component 22 is supported by the frame 11, and is also supported by the body panel 12 or the frame 11. The electrical component 22 is used to display the driving data of the all-terrain vehicle 100 and control the operation of the all-terrain vehicle. The seat assembly 19 is supported by the frame 11 and is used to support the driver and / or passengers.

[0029] like Figure 3 , Figure 4 and Figure 5 As shown, in one embodiment, the powertrain 15 includes an engine 151. The transmission mechanism 16 includes a drive axle 161 and a drive shaft assembly 162. The drive axle 161 is driveably connected to the engine 151 via the drive shaft assembly 162. The drive axle 161 is also connected to the running gear 13 (see reference 162). Figure 1The drive axle 161 transmits power from the powertrain 15 to the drive system 13. The engine 151 includes an output shaft 1511 driveably connected to the drive shaft assembly 162, and the drive axle 161 includes an input shaft 1611 driveably connected to the drive shaft assembly 162. Specifically, the drive shaft assembly 162 includes a first connector 1621, a second connector 1622, a first shaft 1623, and a second shaft 1624. The second shaft 1624 is splinedly connected to the first shaft 1623. This arrangement allows relative sliding between the first shaft 1623 and the second shaft 1624, facilitating adjustment of the overall length of the drive shaft assembly 162 and thus facilitating the assembly of the drive shaft assembly 162 between the drive axle 161 and the engine 151. The first connecting member 1621 is movably connected to the end of the first shaft 1623 away from the second shaft 1624, and the second connecting member 1622 is movably connected to the end of the second shaft 1624 away from the first shaft 1623. This arrangement avoids increasing the length of the drive shaft assembly 162 by adding flanges to both ends, thus shortening the overall length and reducing its size. This, in turn, helps to reduce the tilt angle of the drive shaft assembly 162 between the drive axle 161 and the engine 151, thereby improving the service life of the drive shaft assembly 162.

[0030] More specifically, the first connector 1621 has a groove 1621a, and the output shaft 1511 is located inside the groove 1621a and splinedly connected to the groove 1621a. The first connector 1621 is provided with an adjusting member 1621b, which has a gap 1621c communicating with the groove 1621a. The adjusting member 1621b can adjust the gap 1621c to fix the position of the output shaft 1511 relative to the groove 1621a. Furthermore, the structure of the second connector 1622 is basically the same as that of the first connector 1621. The second connector 1622 can be splinedly connected to the input shaft 1611 and relatively fixed to the input shaft 1611. This configuration allows adjustment of the angle range formed by the preset straight line 101 and the reference plane 102. This design allows the output shaft 1511 to be directly connected to the first connecting member 1621 via a spline and locked in place with the adjusting member 1621b. Similarly, the input shaft 1611 can be directly connected to the second connecting member 1622 via a spline and locked in place with the adjusting member 1621b. This avoids the need for flanges on the output shaft 1511 and input shaft 1611, simplifying the structure of the transmission mechanism 16, reducing its size, and consequently its space occupancy, thus improving its structural compactness. Furthermore, by reducing the size of the transmission mechanism 16, the tilt angle of the drive shaft assembly 162 between the drive axle 161 and the engine 151 can be further reduced, thereby extending the service life of the drive shaft assembly 162. Secondly, with the above configuration, flanges are not required on the output shaft 1511 and input shaft 1611, reducing the number of flanges and screws used for fixing them in the transmission mechanism 16. This, in turn, reduces the weight of the transmission mechanism 16 and lowers production costs.

[0031] Furthermore, the above-mentioned configuration avoids the situation where the screws on the flange cannot be tightened when the output shaft 1511 and input shaft 1611 are connected to the drive shaft assembly 162 via the flange, as the drive shaft assembly 162 rotates with the engine 151. This simplifies the assembly process of the drive shaft assembly 162 with the engine 151 and drive axle 161, improving the ease of assembly. Moreover, the spline design offers greater versatility, allowing the output shaft 1511 and input shaft 1611 to be compatible with a wider range of universal joints.

[0032] like Figure 6As shown, in this application, both the first shaft 1623 and the second shaft 1624 extend substantially along the direction of the preset straight line 101, defining a reference plane 102 perpendicular to the height direction of the frame 11. The angle α formed by the preset straight line 101 and the reference plane 102 ranges from 5° to 9°. Specifically, the angle α formed by the preset straight line 101 and the reference plane 102 ranges from 6° to 8°. More specifically, the angle α formed by the preset straight line 101 and the reference plane 102 ranges from 7°. This configuration avoids excessive tilting of the first shaft 1623 and the second shaft 1624 relative to the reference plane 102 when the included angle α is too large, thereby preventing increased transmission losses caused by excessive tilting of the first shaft 1623 and the second shaft 1624 and improving their service life. It also avoids excessively small included angle α causing the first shaft 1623 and the second shaft 1624 to tend to be parallel to the reference plane 102, thereby preventing an increase in the size of the transmission mechanism 16 and thus improving the structural compactness of the transmission mechanism 16.

[0033] In one embodiment, the engine 151 includes an engine housing 1512, and an output shaft 1511 is at least partially located outside the engine housing 1512. The minimum distance D1 between the engine housing 1512 and the first shaft 1623 along the length of the frame 11 ranges from 34 mm to 52 mm. Specifically, the minimum distance D1 between the engine housing 1512 and the first shaft 1623 along the length of the frame 11 ranges from 38 mm to 48 mm. More specifically, the minimum distance D1 between the engine housing 1512 and the first shaft 1623 along the length of the frame 11 is 43 mm. This configuration avoids an excessively large minimum distance D1 between the engine housing 1512 and the first shaft 1623 along the length of the frame 11, which would compress the installation space of the first shaft 1623. It also avoids an excessively small installation space for the first shaft 1623, which would cause it to tilt excessively relative to the reference plane 102, thus improving the transmission efficiency of the first shaft 1623. Furthermore, it avoids an excessively small minimum distance D1 between the engine housing 1512 and the first shaft 1623 along the length of the frame 11, which would cause the first shaft 1623 to tend to be parallel to the reference plane 102, thus avoiding an increase in the space occupied by the first shaft 1623 and improving the structural compactness of the first shaft 1623 within the transmission mechanism 16.

[0034] In one embodiment, the drive axle 161 includes a drive axle housing 1612, with the input shaft 1611 at least partially located outside the drive axle housing 1612. The minimum distance D2 between the drive axle housing 1612 and the second shaft 1624 along the length of the frame 11 ranges from 36 mm to 55 mm. Specifically, the minimum distance D2 between the drive axle housing 1612 and the second shaft 1624 along the length of the frame 11 ranges from 40 mm to 50 mm. More specifically, the minimum distance D2 between the drive axle housing 1612 and the second shaft 1624 along the length of the frame 11 is 45.4 mm. With this configuration, the minimum distance D2 between the drive axle housing 1612 and the second axle 1624 along the length of the frame 11 is too large, which would compress the installation space of the second axle 1624. This avoids the second axle 1624 from tilting excessively relative to the reference plane 102 due to insufficient installation space, thereby improving the transmission efficiency of the second axle 1624. It also avoids the second axle 1624 from being parallel to the reference plane 102 due to insufficient minimum distance D2 between the drive axle housing 1612 and the second axle 1624 along the length of the frame 11. This avoids increasing the space occupancy of the second axle 1624, thereby improving the structural compactness and connection strength of the second axle 1624 within the transmission mechanism 16.

[0035] like Figure 5 As shown, in one embodiment, the adjusting member 1621b extends at least partially in the same direction to form two locking portions 1621d, with a gap 1621c formed between the two locking portions 1621d. Each locking portion 1621d has a locking hole 1621e, which can be connected by a fastener 1621f. The fastener 1621f can adjust the distance between the two locking portions 1621d through the two locking holes 1621e to adjust the size of the gap 1621c. In some embodiments, the fastener 1621f is a bolt. By passing the bolt through the two locking holes 1621e of the first connecting member 1621 and tightening it, the adjusting member 1621b deforms, thereby reducing the gap 1621c. This allows the adjusting member 1621b to press against the output shaft 1511 located within the groove 1621a, thus fixing the output shaft 1511 to the first connecting member 1621. In this application, the connection method between the input shaft 1611 and the second connector 1622 is basically the same as the connection method between the output shaft 1511 and the first connector 1621.

[0036] The above configuration avoids connecting the output shaft 1511 and input shaft 1611 to the drive shaft assembly 162 using flanges and screws, thereby improving the ease of assembly between the output shaft 1511 and input shaft 1611 and the drive shaft assembly 162.

[0037] like Figure 4 and Figure 7 As shown, in one embodiment, the first shaft 1623 has an internal spline hole 1623a at its end away from the first connector 1621, and the second shaft 1624 has an external spline shaft 1624a at its end away from the second connector 1622. The internal spline hole 1623a and the external spline shaft 1624a are slidably connected. This arrangement allows the first shaft 1623 and the second shaft 1624 to be connected by a spline, enabling them to slide relative to each other and absorbing changes in the relative position between the engine 151 and the drive shaft assembly 162 during vehicle operation. Furthermore, it facilitates adjustment of the length of the drive shaft assembly 162, thereby improving the assembly of the drive shaft assembly 162 and extending its service life.

[0038] Alternatively, an external spline shaft (not shown) may be formed at the end of the first shaft 1623 away from the first connector 1621, and an internal spline hole (not shown) may be formed at the end of the second shaft 1624 away from the second connector 1622. The internal spline hole and the external spline shaft may be slidably connected. This application does not impose any restrictions.

[0039] In one implementation, the end of the first shaft 1623 away from the second shaft 1624 is a universal joint, and the end of the second shaft 1624 away from the first shaft 1623 is also a universal joint. The universal joint enables transmission between the output shaft 1511, the drive shaft assembly 162, and the input shaft 1611.

[0040] In this configuration, the external spline shaft 1624a formed by the second shaft 1624 is formed by extending a universal joint away from the input shaft 1611, or the external spline shaft formed by the first shaft 1623 is formed by extending a universal joint away from the output shaft 1511. This arrangement allows the external spline shaft 1624a of the second shaft 1624 to be integrally formed with the universal joint, or the external spline shaft of the first shaft 1623 to be integrally formed with the universal joint. This helps to shorten the overall length of the drive shaft assembly 162, thereby reducing the overall size of the drive shaft assembly 162. It also helps to reduce the tilt of the drive shaft assembly 162 relative to the reference plane 102, thus improving the transmission efficiency and service life of the drive shaft assembly 162.

[0041] In one embodiment, when the end of the first shaft 1623 away from the first connector 1621 has an internal spline hole 1623a, and the end of the second shaft 1624 away from the second connector 1622 has an external spline shaft 1624a, the external spline shaft 1624a formed by the second shaft 1624 is provided with a mating protrusion 1624b, and the internal spline hole 1623a formed by the first shaft 1623 is provided with a toothed structure 1623b. When the second shaft 1624 and the first shaft 1623 are splinedly connected, the mating protrusion 1624b is at least partially located within the toothed structure 1623b, so as to limit the mating position of the second shaft 1624 and the first shaft 1623. This configuration restricts the relative positions of the second shaft 1624 and the first shaft 1623, thereby avoiding assembly deviations between the first shaft 1623 and the second shaft 1624. This facilitates the positioning and assembly of the first shaft 1623 and the second shaft 1624, thus improving the ease of assembly of the first shaft 1623 and the second shaft 1624.

[0042] In another embodiment, when the end of the first shaft 1623 away from the first connector 1621 has an external spline shaft, and the end of the second shaft 1624 away from the second connector 1622 has an internal spline hole, the external spline shaft of the first shaft 1623 is provided with a mating protrusion, and the internal spline hole of the second shaft 1624 is provided with a missing tooth structure. When the second shaft 1624 and the first shaft 1623 are splinedly connected, the mating protrusion is at least partially located within the missing tooth structure, thereby limiting the mating position of the second shaft 1624 and the first shaft 1623. This configuration can limit the relative position of the second shaft 1624 and the first shaft 1623, thereby avoiding assembly deviations between the first shaft 1623 and the second shaft 1624, which in turn facilitates the positioning and assembly of the first shaft 1623 and the second shaft 1624, thus improving the ease of assembly of the first shaft 1623 and the second shaft 1624.

[0043] like Figure 4 As shown, in one embodiment, the transmission mechanism 16 further includes a sealing sleeve 163, which is at least partially fitted onto the sliding connection between the first shaft 1623 and the second shaft 1624. Specifically, the sealing sleeve 163 is at least partially fitted onto the first shaft 1623, and is either interference-fitted with the first shaft 1623 or fixed by a clamp. The sealing sleeve 163 is also at least partially fitted onto the second shaft 1624, and is either interference-fitted with the second shaft 1624 or fixed by a clamp. This arrangement improves the protection of the sliding connection between the first shaft 1623 and the second shaft 1624 by the sealing sleeve 163, thereby preventing external corrosion of the sliding connection and improving the transmission stability between the first shaft 1623 and the second shaft 1624.

[0044] In some embodiments, the sealing sleeve 163 is a rubber bellows. The rubber bellows has deformable properties, thereby preventing interference caused by the relative sliding of the rubber bellows on the first shaft 1623 and the second shaft 1624.

[0045] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A walking system, at least partially located below the vehicle frame; A suspension system that connects the running gear to the vehicle frame; A powertrain, the powertrain being supported by the vehicle frame and including an engine; The transmission mechanism includes a drive axle and a drive shaft assembly. The drive axle is connected to the engine via the drive shaft assembly, and the drive axle is also connected to the walking system. The engine includes an output shaft that is drivenly connected to the drive shaft assembly, and the drive axle includes an input shaft that is drivenly connected to the drive shaft assembly; Its features are, The drive shaft assembly includes a first connector, a second connector, a first shaft, and a second shaft splinedly connected to the first shaft. The first connector is movably connected to the end of the first shaft away from the second shaft, and the second connector is movably connected to the end of the second shaft away from the first shaft. The structure of the second connector is basically the same as that of the first connector. The second connector can be splinedly connected to the input shaft and fixed relative to the input shaft. The first connector has a groove, and the output shaft is located in the groove and splinedly connected to the groove. The first connector is provided with an adjusting member. Both the first shaft and the second shaft extend substantially along a preset straight line direction, defining a reference plane perpendicular to the height direction of the frame. The adjusting member has a gap communicating with the groove. The adjusting member can adjust the gap to fix the position of the output shaft relative to the groove, thereby adjusting the angle range between the preset straight line and the reference plane. The angle range between the preset straight line and the reference plane is 5° to 9°.

2. The all-terrain vehicle according to claim 1, characterized in that, The angle between the preset straight line and the reference plane is in the range of 6° to 8°.

3. The all-terrain vehicle according to claim 1, characterized in that, The engine includes an engine housing, the output shaft is at least partially located outside the engine housing, and the minimum distance between the engine housing and the first shaft along the length of the frame ranges from 34 mm to 52 mm.

4. The all-terrain vehicle according to claim 1, characterized in that, The drive axle includes a drive axle housing, the input shaft is at least partially located outside the drive axle housing, and the minimum distance between the drive axle housing and the second shaft along the length of the frame ranges from 36 mm to 55 mm.

5. The all-terrain vehicle according to claim 1, characterized in that, The adjusting member extends at least partially in the same direction to form two locking portions, with a gap between the two locking portions. Each locking portion has a locking hole, which can be connected by a fastener. The fastener can adjust the distance between the two locking portions through the two locking holes to adjust the gap.

6. The all-terrain vehicle according to claim 1, characterized in that, The first shaft has an internal spline hole at the end away from the first connector, and the second shaft has an external spline shaft at the end away from the second connector. The internal spline hole and the external spline shaft are slidably connected. Alternatively, an external spline shaft may be formed at the end of the first shaft away from the first connector, and an internal spline hole may be formed at the end of the second shaft away from the second connector, with the internal spline hole and the external spline shaft being slidably connected.

7. The all-terrain vehicle according to claim 6, characterized in that, The end of the first shaft away from the second shaft is a cross-shaped universal joint; The end of the second shaft furthest from the first shaft is a cross-shaped universal joint; The external spline shaft formed by the second shaft body is formed by extending a cross-shaped universal joint to the end away from the input shaft, or the external spline shaft formed by the first shaft body is formed by extending a cross-shaped universal joint to the end away from the output shaft.

8. The all-terrain vehicle according to claim 6, characterized in that, The second shaft has an external spline shaft with a mating protrusion, and the first shaft has an internal spline hole with a missing tooth structure. When the second shaft is splined with the first shaft, the mating protrusion is at least partially located within the missing tooth structure to limit the mating position of the second shaft and the first shaft.

9. The all-terrain vehicle according to claim 6, characterized in that, The first shaft has an external spline shaft with a mating protrusion, and the second shaft has an internal spline hole with a missing tooth structure. When the second shaft is splined with the first shaft, the mating protrusion is at least partially located within the missing tooth structure to limit the mating position of the second shaft and the first shaft.

10. The all-terrain vehicle according to claim 6, characterized in that, The transmission mechanism further includes a sealing sleeve, which is at least partially fitted onto the sliding connection between the first shaft and the second shaft. The sealing sleeve is at least partially fitted onto the first shaft and is either interference-fitted with the first shaft or fixed by a clamp. The sealing sleeve is at least partially fitted onto the second shaft and is either interference-fitted with the second shaft or fixed by a clamp.

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