Electric all-terrain vehicle

Abstract

This application provides an electric all-terrain vehicle, comprising a frame, body panels, a running gear system, a power system, and a transmission system. The running gear system includes two front wheels and two rear wheels; the power system is supported by the frame and provides power to the running gear system. The power system includes a housing, an engine, a generator, a drive motor, and a reducer. The generator, drive motor, and reducer are housed within the housing. The engine is connected to the generator and drives the generator to generate electricity. The drive motor has a motor shaft. When viewed along the axis of the motor shaft, the reducer and drive motor at least partially overlap; when viewed along a direction perpendicular to the axis of the motor shaft, the drive motor and generator at least partially overlap. The technical solution of this application can reduce space occupation and lower manufacturing costs while increasing vehicle power.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are light vehicles designed for off-road travel, capable of navigating complex terrains such as beaches, mountains, and mud. Due to the extremely high power requirements and compact layout of ATVs, conventional fuel systems are limited by engine performance, resulting in excessively high costs for providing the necessary power; conventional electric drive systems are limited by batteries, requiring even more space and cost to provide the required power and range. Electric ATVs in related technologies enhance power by incorporating two electric axles, each including a motor, leading to a larger size. This approach makes it difficult to balance power and space requirements and also increases manufacturing costs. Utility Model Content

[0003] In view of this, this application provides an electric all-terrain vehicle that can reduce space occupation and manufacturing costs while improving the power of the electric all-terrain vehicle.

[0004] This application provides an electric all-terrain vehicle, including a frame, body panels, a running gear system, and a power system. The body panels at least partially cover the frame; the running gear system is at least partially located under the frame and includes two front wheels and two rear wheels; the power system is supported by the frame and provides power to the running gear system, and the transmission system includes a front axle and a rear axle. The power system includes a housing, an engine, a generator, a drive motor, and a reducer. The reducer includes an output shaft and a transfer shaft. The rear axle is driven by the output shaft and the two rear wheels; the output shaft is driven by the transfer shaft; the front axle is driven by the transfer shaft and the two front wheels. The generator, drive motor, and reducer are disposed within the housing. The engine is connected to the generator and drives the generator to generate electricity; the drive motor has a motor shaft that drives the output shaft to rotate. Viewed along the axial direction of the motor shaft, the reducer and the drive motor at least partially coincide; viewed along a direction perpendicular to the axial direction of the motor shaft, the drive motor and the generator at least partially coincide.

[0005] In some alternative embodiments, the reducer includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, and a transfer shaft assembly. The output shaft assembly includes an output shaft, and the transfer shaft assembly includes a transfer shaft. The motor shaft is drivenly connected to the input shaft assembly. The input shaft assembly is drivenly connected to the output shaft assembly via the intermediate shaft assembly. The output shaft assembly is connected to the transfer shaft assembly. One end of the output shaft extends out of the housing and is drivenly connected to the rear axle. One end of the transfer shaft extends out of the housing and is connected to the front axle. Viewed along the axial direction of the motor shaft, the entire input shaft assembly is located within the outline of the drive motor. At least a portion of the intermediate shaft assembly coincides with the drive motor, and at least a portion of the output shaft assembly coincides with the drive motor.

[0006] In some optional embodiments, the input shaft assembly includes an input shaft and an input cylindrical gear, a motor shaft is drivenly connected to the input shaft, the input shaft and the input cylindrical gear are coaxially fixedly connected, and the intermediate shaft assembly is driven to rotate through the input cylindrical gear.

[0007] In some optional embodiments, the intermediate shaft assembly includes an intermediate shaft, an intermediate cylindrical gear, and an intermediate bevel gear. The intermediate shaft is coaxially and fixedly connected to the intermediate cylindrical gear and the intermediate bevel gear. The intermediate cylindrical gear meshes with the input cylindrical gear, and the intermediate bevel gear is drive-connected to the output shaft assembly.

[0008] In some optional embodiments, the output shaft assembly further includes an output bevel gear and an output cylindrical gear, the output shaft is coaxially and fixedly connected to the output bevel gear and the output cylindrical gear, the output bevel gear meshes with the intermediate bevel gear, and the output cylindrical gear is drivenly connected to the transfer shaft assembly.

[0009] In some optional embodiments, the transfer shaft assembly further includes a transfer cylindrical gear, which is coaxially and fixedly connected to the transfer shaft and meshes with the output cylindrical gear.

[0010] In some alternative embodiments, the engine is disposed outside the housing and mounted on the housing.

[0011] In some alternative embodiments, the power system further includes a cooling and lubrication assembly for providing cooling and lubricating oil to the generator, drive motor, and reducer. The cooling and lubrication assembly includes an electric pump, an oil filter, and an oil cooler. The oil filter is disposed inside the housing, while the electric pump and oil filter are disposed outside the housing and mounted on the housing. The electric pump is used to pressurize the cooling and lubricating oil so that it flows sequentially through the oil filter, the electric pump, and the oil cooler. The housing includes oil passages, and the oil cooler communicates with the oil passages.

[0012] In some alternative embodiments, the power system further includes a motor controller disposed outside and mounted on the housing, and the motor controller is connected to the drive motor and the generator.

[0013] In some alternative embodiments, when viewed along the axial direction of the motor shaft, the motor controller at least partially coincides with the engine; when viewed along the axial direction perpendicular to the motor shaft, the motor controller at least partially coincides with the generator and the drive motor.

[0014] The technical solution of this application embodiment designs a drive motor and a generator to form a range-extended hybrid power system, enabling the drive motor and engine to simultaneously provide power to the electric all-terrain vehicle, thereby improving the vehicle's power. Furthermore, by integrating the reducer, engine, generator, and drive motor onto a housing, and ensuring that the generator and drive motor coincide in the direction perpendicular to the motor shaft, and the reducer and drive motor coincide in the direction of the motor shaft axis, the structural compactness of the assembled generator, drive motor, and reducer is improved. This, in turn, enhances the compactness of the power system, reduces the space occupied by the power system on the vehicle frame, and improves the overall vehicle's spatial layout. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of an electric all-terrain vehicle in one embodiment of this application.

[0016] Figure 2 This is a schematic diagram of the power system in an open state in one embodiment of this application.

[0017] Figure 3 This is an exploded view of the power system in one embodiment of this application.

[0018] Figure 4 This is a schematic diagram illustrating the assembly state of the reducer and housing in one embodiment of this application.

[0019] Figure 5 This is a schematic diagram of the cooperation between the power system and the walking system 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 electric all-terrain vehicle 100, which is a general-purpose tool that can travel normally in many areas such as beaches, hillsides, and deserts.

[0024] Please see Figure 1 The electric all-terrain vehicle 100 includes a frame 10, a body panel 20, a running system 30, a power system 40, and a transmission system 50. The body panel 20 at least partially covers the frame 10; the running system 30 is at least partially located under the frame 10, and the running system 30 includes two front wheels 31 and two rear wheels 32; the power system 40 is supported by the frame 10 and provides power to the running system 30; and the transmission system 50 drives the power system 40 and the running system 30.

[0025] To clearly illustrate the technical solution of this application, the terms "front," "rear," "up," and "down" are defined as shown in the figure. In this application, the length direction of the frame 10 of the electric all-terrain vehicle 100 refers to the front-rear direction in the figure, and the height direction of the frame 10 of the electric all-terrain vehicle 100 refers to the up-down direction in the figure. The "front," "rear," "up," and "down" in the figure are based on the state of the electric all-terrain vehicle 100 traveling on a level road surface, not on the state of traveling on an inclined road surface.

[0026] Please see Figure 1 In some embodiments, the frame 10 includes a front frame 11 and a rear frame 12, with two front wheels 31 disposed on the front frame 11 and two rear wheels 32 disposed on the rear frame 12.

[0027] Please see Figure 2 , Figure 3 and Figure 4 In some embodiments, the power system 40 includes a housing 41, an engine 42, a generator 43, a drive motor 44, and a reducer 45. The generator 43, drive motor 44, and reducer 45 are disposed within the housing 41. The engine 42 is connected to the generator 43 and drives the generator 43 to generate electricity. The drive motor 44 has a motor shaft 441. When viewed along the axial direction of the motor shaft 441, the reducer 45 at least partially overlaps with the drive motor 44; when viewed along a direction perpendicular to the axial direction of the motor shaft 441, the drive motor 44 at least partially overlaps with the generator 43. The axial direction of the motor shaft 441 is... Figure 3 and Figure 4 The X-axis direction shown is perpendicular to the axis of motor shaft 441. Figure 3 and Figure 4 The Y-axis direction is shown in the figure.

[0028] By designing the drive motor 44 and generator 43 to form a range-extended hybrid power system, the drive motor 44 and generator 43 can simultaneously provide power to the electric all-terrain vehicle 100, thereby improving the vehicle's power. Furthermore, by integrating the reducer 45, engine 42, generator 43, and drive motor 44 onto the housing 41, and ensuring that within the housing 41, the generator 43 and drive motor 44 overlap in the direction perpendicular to the motor shaft 441, and the reducer 45 and drive motor 44 overlap in the axial direction of the motor shaft 441, the structural compactness of the assembled generator 43, drive motor 44, and reducer 45 is improved. This, in turn, enhances the compactness of the power system 40, reduces the space occupied by the power system 40 on the frame 10, and improves the overall vehicle's spatial layout.

[0029] Please see Figure 3 The reducer 45 includes an output shaft 4531 and a transfer shaft 4541. The drive motor 44 drives the output shaft 4531 to rotate through the motor shaft 441. The output shaft 4531 and the transfer shaft 4541 are connected in a transmission.

[0030] Please see Figure 4 and Figure 5 The transmission system 50 includes a front axle 51 and a rear axle 52. The front axle 51 is connected to a transfer shaft 4541 and two front wheels 31, and the transfer shaft 4541 transmits power to the two front wheels 31 through the front axle 51. The rear axle 52 is connected to an output shaft 4531 and two rear wheels 32, and the output shaft 4531 transmits power to the two rear wheels 32 through the rear axle 52. The front axle 51 and the rear axle 52 are mechanical axles.

[0031] The front axle 51 and rear axle 52 are powered by the drive motor 44. Specifically, the drive motor 44 transmits power to the front axle 51 via the transfer shaft 4541 and to the rear axle 52 via the output shaft 4531. This causes the front axle 51 to drive the front wheel 31 and the rear axle 52 to drive the rear wheel 32, thereby improving the overall vehicle power and achieving four-wheel drive. This design eliminates the need for separate motors for the front axle 51 and rear axle 52, reducing their size and thus lowering the space requirements of the chassis 10, reducing space occupation, improving the overall vehicle layout, and lowering manufacturing costs. Furthermore, the coordination between the front axle 51, rear axle 52, and drive motor 44, as well as the coordination between generator 43 and engine 42, enhances the power performance of the electric all-terrain vehicle 100, improving the balance between power and economy.

[0032] In some embodiments, the power system 40 is disposed on the rear frame 12.

[0033] In some embodiments, the front axle is configured as a mechanical axle, which includes a first axle housing (not shown), a first main reducer (not shown), a first differential (not shown), and a first half-shaft (not shown). The first main reducer, the first differential, and the first half-shaft are housed within the first axle housing. The transfer shaft 4541 is drivenly connected to the first main reducer of the front axle 51, transmitting power to the first main reducer. The first main reducer is drivenly connected to the first differential. The first differential is connected to the first half-shaft, and power is output to the front wheel 31 through the first half-shaft, ultimately driving the front wheel 31 to rotate.

[0034] In some embodiments, the rear axle is also configured as a mechanical axle, which includes a second axle housing (not shown), a second main reducer (not shown), a second differential (not shown), and a second half-shaft (not shown). The second main reducer, the second differential, and the second half-shaft are housed within the second axle housing. The output shaft 4531 is driven by the second main reducer of the rear axle 52, transmitting power to the second main reducer. The second main reducer is driven by the second differential, and the second differential is connected to the second half-shaft, outputting power to the rear wheel 32 through the second half-shaft, ultimately driving the rear wheel 32 to rotate.

[0035] Please see Figure 4 In some embodiments, the housing 41 includes a housing body 411, a housing end cover 412, a rear housing 413 and a rear housing end cover 414. The housing body 411, the housing end cover 412, the rear housing 413 and the rear housing end cover 414 are assembled to form an accommodating space. The reducer 45, the generator 43 and the drive motor 44 are assembled in the accommodating space.

[0036] Please see Figures 3 to 5 In some embodiments, the reducer 45 includes an input shaft assembly 451, an intermediate shaft assembly 452, an output shaft assembly 453, and a transfer shaft assembly 454. The output shaft assembly 453 includes an output shaft 4531, and the transfer shaft assembly 454 includes a transfer shaft 4541. The drive motor 44 is connected to the input shaft assembly 451 via a motor shaft 441. The input shaft assembly 451 is connected to the output shaft assembly 453 via the intermediate shaft assembly 452. The output shaft assembly 453 is connected to the transfer shaft assembly 454. One end of the output shaft 4531 extends out of the housing 41 and is connected to the rear axle 52. One end of the transfer shaft 4541 extends out of the housing 41 and is connected to the front axle 51.

[0037] Through the cooperation of the input shaft assembly 451, intermediate shaft assembly 452, output shaft assembly 453 and transfer shaft assembly 454, the input speed of the drive motor 44 can be reduced and the output torque can be increased. The power of the drive motor 44 is transmitted to the output shaft 4531 and the transfer shaft 4541, and finally the power is transmitted to the front wheel 31 through the front axle 51 and to the rear wheel 32 through the rear axle 52, realizing the four-wheel drive function of the electric all-terrain vehicle 100.

[0038] Please see Figure 3 and Figure 4 In some embodiments, when viewed along the axial direction of the motor shaft 441, the entire input shaft assembly 451 is located within the outline of the drive motor 44, at least a portion of the intermediate shaft assembly 453 coincides with the drive motor 44, and at least a portion of the output shaft assembly 453 coincides with the drive motor 44. This makes it difficult for the dimensions of the assembled input shaft assembly 451, intermediate shaft assembly 452, and output shaft assembly 453 to increase in the direction perpendicular to the axial direction of the motor shaft 441, thereby improving the structural compactness of the reducer 45, reducing the space occupied by the reducer 45 in the housing 41, and thus helping to reduce the volume of the entire power system 40.

[0039] Please see Figures 3 to 5 In some embodiments, the input shaft assembly 451 includes an input shaft 4511 and an input cylindrical gear 4512. The drive motor 44 is connected to the input shaft 4511 via a motor shaft 441. The input shaft 4511 and the input cylindrical gear 4512 are coaxially and fixedly connected, and the input cylindrical gear 4512 drives the intermediate shaft assembly 452 to rotate. In some embodiments, the motor shaft 441 and the input shaft 4511 are coaxially and fixedly connected.

[0040] The coaxial fixing method ensures that the drive motor 44 and the input shaft assembly 4511 coincide along the axial direction of the motor shaft 441, thereby improving the structural compactness of the reducer 45 and reducing space occupation. Furthermore, this structure coaxially transmits power from the drive motor 44 to the input cylindrical gear 4512, which helps reduce transmission errors and impact noise, improves transmission smoothness and accuracy, simplifies the assembly relationship between the input shaft 4511 and the input cylindrical gear 4512, enhances the structural rigidity and overall reliability of the components, and thus improves the transmission efficiency and durability of the reducer 45.

[0041] Please see Figures 3 to 5 In some embodiments, the intermediate shaft assembly 452 includes an intermediate shaft 4521, an intermediate cylindrical gear 4522, and an intermediate bevel gear 4523. The intermediate shaft 4521 is coaxially and fixedly connected to the intermediate cylindrical gear 4522 and the intermediate bevel gear 4523. The intermediate cylindrical gear 4522 meshes with the input cylindrical gear 4512, and the intermediate bevel gear 4523 is drive-connected to the output shaft assembly 453. It can be understood that the axes of the motor shaft 441, input shaft 4511, input cylindrical gear 4512, intermediate shaft 4521, intermediate cylindrical gear 4522, and intermediate bevel gear 4523 are in the same direction.

[0042] By designing the intermediate cylindrical gear 4522 to mesh with the input cylindrical gear 4512, the axes of the intermediate shaft 4521 and the input shaft 4511 are not on the same straight line. This helps to reduce the size of the reducer 45 along the axis of the motor shaft 441 and allows the intermediate shaft assembly 452 and the input shaft assembly 451 to overlap in the axis perpendicular to the motor shaft 441. This improves the space utilization of the reducer 45 in the axis perpendicular to the motor shaft 441 and enhances the structural compactness of the reducer 45. Furthermore, integrating the intermediate cylindrical gear 4522 and the intermediate bevel gear 4523 onto the same intermediate shaft 4521 and rigidly fixing them significantly enhances the structural rigidity and integrity of the assembly, improving the accuracy and smoothness of the power transmission path from the input cylindrical gear 4512 to the intermediate bevel gear 4523. This design effectively reduces the cumulative errors that may exist in the assembly of multiple parts, which helps to improve meshing accuracy and transmission efficiency, and reduce noise and vibration.

[0043] Please see Figures 3 to 5 In some embodiments, the output shaft assembly 453 further includes an output bevel gear 4532 and an output cylindrical gear 4533. The output shaft 4531 is coaxially and fixedly connected to the output bevel gear 4532 and the output cylindrical gear 4533. The output bevel gear 4532 meshes with an intermediate bevel gear 4523, and the output cylindrical gear 4533 is drive-connected to the transfer shaft assembly 454. Understandably, the axial directions of the output bevel gear 4532, the output cylindrical gear 4533, and the output shaft 4531 are all perpendicular to the axial direction of the intermediate bevel gear 4523.

[0044] By meshing the output bevel gear 4532 with the intermediate bevel gear 4523, the transmission direction is changed, making the extension direction of the output shaft 4531 perpendicular to the extension direction of the intermediate shaft 4521. This prevents the size of the reducer 45 from increasing excessively in the axial direction of the motor shaft 441, and also improves the space utilization in the axial direction perpendicular to the motor shaft 441, thereby improving the space utilization of the reducer 45 within the housing 41 and enhancing the compactness of the internal structure of the housing 41. By rigidly integrating the output cylindrical gear 4533 and the output bevel gear 4532 onto the same output shaft 4531, not only is the transmission accuracy improved during changes in power direction and power transmission, but the fit clearance of multiple component connections is also reduced. This achieves efficient, smooth, and reliable power transmission to the transfer shaft assembly 454 and the rear axle 52, improving the durability of the entire transmission shaft system in the reducer 45.

[0045] Please see Figures 3 to 5In some embodiments, the transfer shaft assembly 454 further includes a transfer cylindrical gear 4542, which is coaxially and fixedly connected to the transfer shaft 4541, and meshes with the output cylindrical gear 4533. Understandably, the axial directions of the transfer cylindrical gear 4542 and the transfer shaft 4541 are the same as the axial direction of the output cylindrical gear 4533.

[0046] By employing the meshing design of the transfer gear 4542 and the output gear 4533, the axial direction of the transfer shaft 4541 is not collinear with that of the output shaft 4531. This means that the transfer shaft assembly 454 and the output shaft assembly 453 can overlap along the axial direction of the motor shaft 441. This helps reduce the size of the reducer 45 perpendicular to the motor shaft 441 and improves space utilization along the motor shaft 441, thus enhancing the compactness of the internal structure of the housing 41. Furthermore, the rigid connection between the transfer gear 4542 and the transfer shaft 4541 improves the synchronization of power transmission from the output gear 4533 to the transfer shaft 4541, reducing the connection clearance between the gear and the shaft. This enables precise and smooth power distribution to the front axle 51 and effectively improves the rigidity and strength of the transmission path, thereby enhancing the efficiency and reliability of the power transmission of the entire power system 40 in the electric all-terrain vehicle 100.

[0047] Please see Figure 3 and Figure 4 In some embodiments, the engine 42 is disposed outside and mounted on the housing 41, for example, the engine 42 is mounted on the rear housing 413. This helps to further improve the integration of the power system and reduces the space occupied by the power system 40.

[0048] Please see Figure 3 and Figure 4 In some embodiments, the power system 40 further includes a cooling and lubrication assembly 46, which provides cooling and lubricating oil to the generator 43, drive motor 44, and reducer 45. The cooling and lubrication assembly 46 includes an electric pump 461, an oil filter 462, and an oil cooler 463. The oil filter 462 is disposed inside the housing 41, while the electric pump 461 and the oil filter 462 are disposed outside the housing 41 and mounted on the housing 41. The electric pump 461 is used to pressurize the cooling and lubricating oil so that it flows sequentially through the oil filter 462, the electric pump 461, and the oil cooler 463. The housing 41 includes an oil passage (not shown), and the oil cooler 463 communicates with the oil passage.

[0049] The cooling and lubrication assembly 46 can simultaneously provide cooling and lubrication for the generator 43, drive motor 44, and reducer 45, eliminating the need for separate cooling and lubrication assemblies 46 for each component. This facilitates improved integration and thermal management efficiency of the powertrain 40, further reducing its space requirements. By sharing the cooling and lubrication assembly 46, coordinated cooling of multiple heat sources and centralized lubrication of multiple components are achieved. This not only simplifies the vehicle's structure and reduces weight and cost, but also enables the powertrain 40 to maintain high performance and reliability under complex operating conditions. Furthermore, the reduced number of cooling and lubrication assemblies 46 improves the convenience of vehicle maintenance.

[0050] Please see Figure 3 and Figure 4 In some embodiments, the electronic pump 461 and the oil cooler 463 are mounted outside the housing body 411, and the oil filter 462 is mounted inside the housing body 411.

[0051] Please see Figure 3 and Figure 4 In some embodiments, the powertrain 40 further includes a motor controller 47, which is disposed on and outside the housing 41. The motor controller 47 is connected to the drive motor 44 and the generator 43. Specifically, there is one motor controller. By using only one motor controller 47 to simultaneously control the drive motor 44 and the generator 43, the powertrain 40 improves its integration and control coordination, reduces its complexity, weight, and cost, thereby helping to reduce the size of the powertrain 40 and improve the overall vehicle space layout.

[0052] Please see Figure 3 and Figure 4 In some embodiments, the motor controller 47 is mounted on the housing body 411.

[0053] Please see Figure 2 and Figure 4 In some embodiments, when viewed along the axis of the motor shaft 441, the motor controller 47 at least partially overlaps with the engine 42. When viewed along the axis perpendicular to the motor shaft 441, the motor controller 47 at least partially overlaps with the generator 43 and the drive motor 44. This design enables a high degree of integration of multiple core components of the power system 40 in three-dimensional space, reducing the overall volume and profile dimensions of the power system 40.

[0054] In some embodiments, the power system 40 further includes a battery (not shown), for example, the battery is disposed in the rear frame 12. The drive motor 44 is configured to convert the power of the front wheels 31 and rear wheels 32 into electrical energy when the electric all-terrain vehicle 100 decelerates or brakes, and input the electrical energy into the battery. The ability of the electric all-terrain vehicle 100 to convert the mechanical energy of the rotation of the front wheels 31 and rear wheels 32 into electrical energy and input it into the battery when the electric all-terrain vehicle 100 decelerates or brakes enables energy recovery for the use of the entire vehicle, which is beneficial to further improve the power performance of the electric all-terrain vehicle 100.

[0055] 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 electric 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 comprising two front wheels and two rear wheels; The drivetrain system includes a front axle and a rear axle; The powertrain system, supported by the vehicle frame, includes a housing, an engine, a generator, a drive motor, and a reducer. The reducer includes an output shaft assembly and a transfer shaft assembly. The output shaft assembly includes an output shaft, and the transfer shaft assembly includes a transfer shaft. The rear axle is driven by the output shaft and the two rear wheels; the output shaft is driven by the transfer shaft, and the front axle is driven by the transfer shaft and the two front wheels. The generator, the drive motor, and the reducer are disposed within the housing; the engine is connected to the generator and drives the generator to generate electricity; the drive motor has a motor shaft, which drives the output shaft to rotate; viewed along the axial direction of the motor shaft, the reducer and the drive motor at least partially overlap. Viewed along an axis perpendicular to the motor shaft, the drive motor and the generator at least partially overlap.

2. The electric all-terrain vehicle as described in claim 1, characterized in that, The reducer also includes an input shaft assembly and an intermediate shaft assembly. The motor shaft is drivenly connected to the input shaft assembly. The input shaft assembly is drivenly connected to the output shaft assembly through the intermediate shaft assembly. The output shaft assembly is connected to the transfer shaft assembly. One end of the output shaft extends out of the housing and is drivenly connected to the rear axle. One end of the transfer shaft extends out of the housing and is connected to the front axle. Viewed along the axial direction of the motor shaft, the entire input shaft assembly is located within the outline of the drive motor, at least a portion of the intermediate shaft assembly coincides with the drive motor, and at least a portion of the output shaft assembly coincides with the drive motor.

3. The electric all-terrain vehicle as described in claim 2, characterized in that, The input shaft assembly includes an input shaft and an input cylindrical gear. The motor shaft is connected to the input shaft for transmission. The input shaft and the input cylindrical gear are coaxially and fixedly connected, and the intermediate shaft assembly is driven to rotate through the input cylindrical gear.

4. The electric all-terrain vehicle as described in claim 3, characterized in that, The intermediate shaft assembly includes an intermediate shaft, an intermediate cylindrical gear, and an intermediate bevel gear. The intermediate shaft is coaxially and fixedly connected to the intermediate cylindrical gear and the intermediate bevel gear. The intermediate cylindrical gear meshes with the input cylindrical gear, and the intermediate bevel gear is drive-connected to the output shaft assembly.

5. The electric all-terrain vehicle as described in claim 4, characterized in that, The output shaft assembly further includes an output bevel gear and an output cylindrical gear. The output shaft is coaxially and fixedly connected to the output bevel gear and the output cylindrical gear. The output bevel gear meshes with the intermediate bevel gear, and the output cylindrical gear is driven by the transfer shaft assembly.

6. The electric all-terrain vehicle as described in claim 5, characterized in that, The transfer shaft assembly also includes a transfer cylindrical gear, which is coaxially and fixedly connected to the transfer shaft, and meshes with the output cylindrical gear.

7. The electric all-terrain vehicle as described in claim 1, characterized in that, The engine is disposed outside the housing and mounted on the housing.

8. The electric all-terrain vehicle as described in claim 1, characterized in that, The power system also includes a cooling and lubrication assembly, which provides cooling and lubricating oil to the generator, drive motor, and reducer. The cooling and lubrication assembly includes an electric pump, an oil filter, and an oil cooler. The oil filter is disposed inside the housing, while the electric pump and oil filter are disposed outside the housing and installed on the housing. The electric pump is used to pressurize the cooling and lubricating oil so that it flows sequentially through the oil filter, the electric pump, and the oil cooler. The housing includes an oil passage, and the oil cooler is connected to the oil passage.

9. The electric all-terrain vehicle as described in claim 1, characterized in that, The power system also includes a motor controller, which is disposed outside the housing and installed on the housing, and is connected to the drive motor and the generator.

10. The electric all-terrain vehicle as described in claim 9, characterized in that, Viewed along the axial direction of the motor shaft, the motor controller at least partially overlaps with the engine; viewed along the axial direction perpendicular to the motor shaft, the motor controller at least partially overlaps with the generator and the drive motor.

Images