Electric all-terrain vehicle

Abstract

An electric all-terrain vehicle (100), the electric all-terrain vehicle (100) comprising a frame (11), a power system (12), a transmission assembly (13), a running gear (14), a seat assembly (15) and a battery assembly (16). A reference plane (101) is defined; the projection of the seat assembly (15) in the height direction of the electric all-terrain vehicle (100) on the reference plane (101) is defined as a seat projection, and the projection of a power battery (161) on the reference plane (101) is defined as a battery projection, the ratio of the area of an overlap portion of the battery projection and the seat projection to the area of the seat projection being greater than or equal to 0.52 and less than or equal to 1. A drive assembly (121) comprises a drive motor (1211) and a speed reducer (1212); and the speed reducer (1212) is in transmission connection to the drive motor (1211) and a rear drive axle (133). A longitudinal plane (102) is defined; the drive motor (1211) is located on one side of the longitudinal plane (102), and the minimum distance between the drive motor (1211) and the longitudinal plane (102) is greater than or equal to 70 mm and less than or equal to 140 mm.

Description

Electric all-terrain vehicles

[0001] Related applications

[0002] This application claims priority to the Chinese patent application filed on September 28, 2023, with application number 202311282682.5 and invention name “Electric All-Terrain Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of motor vehicle technology, and in particular to an electric all-terrain vehicle. Background Art

[0004] With the growing trend toward electrification, some all-terrain vehicles (ATVs) have emerged that use electricity as a power source. However, this electrification process still presents challenges. The power battery is a crucial component and energy source for electric ATVs. Its placement not only impacts the vehicle's operation but also the space utilization of the vehicle's electrical and transmission components.

[0005] Summary of the Invention

[0006] An electric all-terrain vehicle is provided in an embodiment of the present application to solve at least one problem existing in the background technology.

[0007] In the first aspect, an electric all-terrain vehicle is provided in this embodiment, including a frame, a power system, a transmission assembly, a traveling assembly, a seat assembly and a battery assembly, the power system including a drive assembly, the drive assembly being supported by the frame; the transmission assembly including a front drive axle, a rear drive axle and a transmission shaft, the drive assembly being connected to the front drive axle via the transmission shaft; the traveling assembly including front wheels and rear wheels at least partially located on the lower side of the frame; the seat assembly being connected to the frame; the battery assembly including a power battery for providing energy to the power system; a reference plane perpendicular to the height direction of the electric all-terrain vehicle is defined, the projection of the seat assembly along the height direction of the electric all-terrain vehicle on the reference plane is defined as the seat projection, and the power battery is defined along the height direction of the electric all-terrain vehicle. The projection of the terrain vehicle in the height direction on the reference plane is defined as the battery projection, the seat projection is at least partially located in front of the battery projection, and the ratio of the area of ​​the overlapping part of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1; the drive assembly includes a drive motor and a reducer, the reducer is transmission-connected to the drive motor and the rear drive axle, and the reducer is also transmission-connected to the drive shaft to transmit the driving force generated by the drive assembly to the front drive axle. A plane perpendicular to the width direction of the electric all-terrain vehicle and passing through the width center of the electric all-terrain vehicle is defined as the longitudinal plane, the drive motor is located on one side of the longitudinal plane, and the minimum distance between the drive motor and the longitudinal plane is greater than or equal to 70 mm and less than or equal to 140 mm. In a second aspect, an electric all-terrain vehicle is provided in this embodiment, including a frame, a drive assembly, a transmission assembly, a traveling assembly and a power battery, wherein the drive assembly is supported by the frame, the drive assembly includes a drive motor and a reducer connected to the drive motor; the transmission assembly includes a front drive axle, a rear drive axle and a transmission shaft, the transmission shaft is connected to the front drive axle, and the rear drive axle is connected to the reducer; the traveling assembly includes front wheels and rear wheels that are at least partially located on the lower side of the frame; the power battery can provide electrical energy for the drive motor; the reducer is connected to the drive motor and the rear drive axle, and the reducer is also connected to the transmission shaft. The driving force generated by the power system is transmitted to the front drive axle; a plane perpendicular to the width direction of the electric all-terrain vehicle and passing through the width center of the electric all-terrain vehicle is defined as a longitudinal plane, and the longitudinal plane at least partially passes through the reducer and the rear drive axle, and the ratio of the distance between the leftmost end of the reducer and the longitudinal plane to the distance between the rightmost end of the reducer and the longitudinal plane is greater than or equal to 0.66 and less than or equal to 0.8; the drive motor is located on one side of the longitudinal plane, and the leftmost end of the reducer is fixedly connected to the drive motor; and the minimum distance between the leftmost end of the reducer and the longitudinal plane is greater than or equal to 70mm and less than or equal to 140mm.

[0008] According to a third aspect, an electric all-terrain vehicle is provided in this embodiment, comprising a frame, a power system, a transmission assembly, a traveling assembly, a seat assembly and a battery assembly, wherein the power system is supported by the frame; the transmission assembly is connected to the power system; the traveling assembly comprises front wheels and rear wheels at least partially located on the lower side of the frame; the seat assembly is connected to the frame; the battery assembly comprises a power battery for providing energy to the power system; a reference plane perpendicular to the height direction of the electric all-terrain vehicle is defined, the projection of the seat assembly along the height direction of the electric all-terrain vehicle on the reference plane is defined as a seat projection, the projection of the power battery along the height direction of the electric all-terrain vehicle on the reference plane is defined as a battery projection, the seat projection is at least partially located in front of the battery projection, and the ratio of the area of ​​the overlapping part of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1.

[0009] Fourthly, in this embodiment, an electric all-terrain vehicle is provided, including a frame, a power system, a transmission assembly, a traveling assembly, a seat assembly, a battery assembly and a cargo box assembly, wherein the power system includes a drive assembly; the transmission assembly is connected to the power system; the traveling assembly includes front wheels and rear wheels at least partially located on the lower side of the frame; the seat assembly is connected to the frame; the battery assembly includes a power battery for providing energy to the power system; the cargo box assembly is located at the rear of the frame and connected to the frame; a reference plane perpendicular to the height direction of the electric all-terrain vehicle is defined, the projection of the seat assembly along the height direction of the electric all-terrain vehicle on the reference plane is defined as the seat projection, and the power battery is defined along the height direction of the electric all-terrain vehicle. The projection of the height direction of the electric all-terrain vehicle on the reference plane is defined as the battery projection, the seat projection is at least partially located in front of the battery projection, and the ratio of the area of ​​the overlapping part of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1; the electric all-terrain vehicle also includes a charging and distribution device, which is integrated with a charging unit for converting alternating current into direct current, a conversion unit for converting high voltage into low voltage, and a distribution unit for power supply, and the charging and distribution device is electrically connected to the power battery and the drive motor respectively; the charging and distribution device is located on the upper side of the drive motor, the charging and distribution device is located on the rear side of the power battery, and the charging and distribution device is also located on the lower side of the cargo box assembly.

[0010] Compared with related technologies, the electric all-terrain vehicle provided in this embodiment can fully utilize the space between the seat assembly and the frame, reduce the impact of the power battery setting on the driving space, and improve the layout compactness and driving comfort of the electric all-terrain vehicle.

[0011] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0013] FIG1 is a schematic diagram of the three-dimensional structure of an electric all-terrain vehicle provided in an embodiment of the present application;

[0014] FIG2 is a top view of the frame and power battery of the electric all-terrain vehicle provided in an embodiment of the present application;

[0015] FIG3 is a schematic structural diagram of a seat assembly and a power battery provided in an embodiment of the present application;

[0016] FIG4 is a schematic structural diagram of a temperature control device and a power battery provided in an embodiment of the present application from one perspective;

[0017] FIG5 is a schematic structural diagram of a temperature control device and a power battery provided in an embodiment of the present application from another perspective;

[0018] FIG6 is a cross-sectional view of a seat assembly and a power battery provided in an embodiment of the present application;

[0019] FIG7 is a schematic diagram of a partial structure of a control system provided in an embodiment of the present application;

[0020] FIG8 is a schematic structural diagram of a drive assembly, a transmission assembly, and a travel assembly provided in an embodiment of the present application;

[0021] FIG9 is a cross-sectional view of a reducer and a drive motor provided in an embodiment of the present application;

[0022] FIG10 is a schematic structural diagram of a suspension device, a drive motor, a reducer, and a vehicle frame provided in an embodiment of the present application;

[0023] FIG11 is a structural diagram of the first suspension assembly, the drive motor, and the reducer in an assembled state provided by an embodiment of the present application;

[0024] FIG12 is a schematic structural diagram of the second suspension assembly, the drive motor, and the reducer in an assembled state according to an embodiment of the present application;

[0025] FIG13 is a schematic structural diagram of a third suspension assembly, a drive motor, and a reducer in an assembled state according to an embodiment of the present application;

[0026] FIG14 is a schematic diagram of the positions of the power battery, temperature control device, drive motor, and charging and distribution device provided in an embodiment of the present application in an assembled state;

[0027] FIG15 is a schematic diagram showing the positions of the cargo box assembly, the charging and distribution device, and the drive motor in an assembled state according to an embodiment of the present application;

[0028] FIG16 is a schematic structural diagram of a power battery, a vehicle frame, and a charging and distribution bracket in an assembled state according to an embodiment of the present application;

[0029] FIG17 is a structural schematic diagram of the vehicle frame and the charging and distribution bracket provided in an embodiment of the present application in an assembled state from another perspective;

[0030] FIG18 is a schematic structural diagram of the charging and distribution bracket, the charging and distribution device, and the drive motor provided in an embodiment of the present application in an assembled state;

[0031] FIG19 is a schematic diagram of the rear view perspective of the cargo box assembly, charging port, and shock absorber in an assembled state according to an embodiment of the present application;

[0032] Figure 20 is a partial schematic diagram of the side view position of the cargo box assembly, charging port and shock absorber provided in an embodiment of the present application in the assembled state. DETAILED DESCRIPTION

[0033] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings, but these embodiments do not limit the present invention. Structural, methodological, or functional changes made by ordinary technicians in this field based on these embodiments are all included in the scope of protection of the present invention.

[0034] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or there may be an element centered thereon. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an element centered thereon. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementations.

[0035] The present application provides an electric all-terrain vehicle 100 as shown in Figures 1 and 2. The electric all-terrain vehicle 100 includes a frame 11, a power system 12, a transmission assembly 13, a running assembly 14, and a seat assembly 15. The frame 11 forms a passenger compartment 111 and a rear compartment 112. The passenger compartment 111 is for seating the driver and passengers. The rear compartment 112 is located substantially behind the passenger compartment 111 and primarily houses and supports the power system 12. The running assembly 14 includes front wheels 141 and rear wheels 142. The power system 12 is connected to at least one of the front wheels 141 or the rear wheels 142 via the transmission assembly 13. The power system 12 transmits power to at least one of the front wheels 141 or the rear wheels 142 via the transmission assembly 13. The seat assembly 15 is disposed within the passenger compartment 111 to provide support for the driver and passengers. The seat assembly 15 includes at least two seats 151 arranged side by side along the width of the electric all-terrain vehicle 100. In order to clearly define the technical solution of the present application, the front side, rear side, left side, right side, upper side and lower side as shown in FIG1 are also defined.

[0036] In the description of this application, it needs to be understood that the term "length direction" refers to the front and rear direction of the vehicle when the driver is driving, the term "width direction" refers to the left and right direction of the vehicle when the driver is driving, and the term "height direction" refers to the up and down direction of the vehicle when the driver is driving.

[0037] As shown in Figures 1, 2, and 3, the transmission assembly 13 includes a drive shaft 131 extending along the length of the electric ATV 100. The power system 12 is connected to the front wheels 141 via the drive shaft 131, enabling the power system 12 to drive the electric ATV 100. In one embodiment, the front wheels 141 include a first front wheel 1411 and a second front wheel 1412 disposed along the width of the electric ATV 100. The rear wheels 142 include a first rear wheel 1421 and a second rear wheel 1422 disposed along the width of the electric ATV 100. The transmission assembly 13 includes a front drive axle 132 positioned at least partially between the first front wheel 1411 and the second front wheel 1412, and a rear drive axle 133 positioned at least partially between the first rear wheel 1421 and the second rear wheel 1422. The electric ATV 100 also includes a battery assembly 16, which includes power batteries 161. Power batteries 161 are capable of providing energy for the power system 12. As an implementation method, the power battery 161 can be a lithium battery. The power battery 161 is at least partially located on the frame 11 and extends substantially along the width direction of the electric all-terrain vehicle 100. The power battery 161 is located between the front drive axle 132 and the rear drive axle 133. The seat assembly 15 includes a seat 151 and a seat bracket 152 that connects the seat 151 to the frame 11. A receiving space is formed between the seat bracket 152 and the frame 11, and the power battery 161 is at least partially located in the receiving space. The above arrangement solves the problem of limited space for arranging the power battery 161, and the seat bracket 152 can provide protection for the power battery 161, preventing the power battery 161 from being damaged due to collisions during the driving of the electric all-terrain vehicle 100, thereby improving the safety and service life of the power battery 161. The drive shaft 131 at least partially passes through the receiving space and is at least partially located below the power battery 161.

[0038] As an implementation method, an inwardly recessed receiving portion 1611 is provided below the power battery 161. The receiving portion 1611 basically penetrates the power battery 161 along the length direction of the electric all-terrain vehicle 100, and the transmission shaft 131 is at least partially located in the receiving portion 1611. When viewed along the height direction of the electric all-terrain vehicle 100, the transmission shaft 131 at least partially overlaps with the power battery 161. When viewed along the width direction of the electric all-terrain vehicle 100, the transmission shaft 131 at least partially overlaps with the power battery 161. A reference plane 101 perpendicular to the height direction of the electric all-terrain vehicle 100 is defined, and the projection of the seat assembly 15 along the height direction of the electric all-terrain vehicle 100 on the reference plane 101 is defined as the seat projection. The projection of the power battery 161 along the height direction of the electric all-terrain vehicle 100 on the reference plane 101 is defined as the battery projection. The seat projection is at least partially located in front of the battery projection. This arrangement prevents the power battery 161 from protruding from the front of the seat assembly 15, thereby preventing it from occupying the rider's leg space and improving the comfort of the electric ATV 100. If the power battery 161 is relatively large, it can be at least partially located at the rear of the seat assembly 15, provided that the other components are properly positioned. This ensures that the weight of the power battery 161 is distributed throughout the electric ATV 100, improving the overall weight distribution of the electric ATV 100 and enhancing the space utilization of the electric ATV 100.

[0039] As an embodiment, the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the battery projection is greater than or equal to 0.65 and less than or equal to 1. As an implementation method, the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the battery projection is greater than or equal to 0.72 and less than or equal to 0.9. As an implementation method, the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the battery projection is greater than or equal to 0.78 and less than or equal to 0.8. Through the above arrangement, it is possible to avoid the position of the power battery 161 being too far back due to the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the battery projection being less than 0.65, so as to avoid the power battery 161 occupying the layout space of other components, thereby improving the compactness of the layout of the power battery 161 and improving the space utilization of the electric all-terrain vehicle 100.

[0040] As an embodiment, the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1. As an implementation method, the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.6 and less than or equal to 0.9. As an implementation method, the ratio of the area of ​​the overlapping portion of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.67 and less than or equal to 0.83. Through the above arrangement, more of the power battery 161 is located in the space below the seat assembly 15, thereby improving the space utilization rate of the space between the seat assembly 15 and the frame 11. At the same time, the power battery 161 can also occupy less or even no space outside the space below the seat assembly 15, thereby improving the compactness of the layout of the power battery 161 and enhancing the rationality of the internal space layout of the electric all-terrain vehicle 100.

[0041] As shown in Figure 2, the area enclosed by the center points of the first front wheel 1411, the second front wheel 1412, the first rear wheel 1421, and the second rear wheel 1422, respectively, is the wheel area. The battery projection is substantially located within the wheel area, and the ratio of the battery projection area to the wheel area is greater than or equal to 0.09 and less than or equal to 0.17. As an implementation, the ratio of the battery projection area to the wheel area is greater than or equal to 0.1 and less than or equal to 0.16. As an implementation, the ratio of the battery projection area to the wheel area is greater than or equal to 0.12 and less than or equal to 0.14. The battery projection is located in the wheel area to ensure the stability of the power battery 161 on the electric all-terrain vehicle 100. Limiting the size of the battery projection prevents the power battery 161 from occupying the space for other components if the battery projection is too large, reduces the weight of the electric all-terrain vehicle 100, and facilitates a compact layout of the electric all-terrain vehicle 100. This also prevents the battery projection area from being too small, which would reduce the size of the power battery 161, thereby ensuring the endurance of the electric all-terrain vehicle 100. It should be noted that in this application, a symmetry plane perpendicular to the width of the electric all-terrain vehicle 100 and substantially bisecting the first front wheel 1411 is defined, and the center point of the first front wheel 1411 is the intersection of the symmetry plane of the first front wheel 1411 and the rotation axis of the first front wheel 1411. It is understood that the center point of the second front wheel 1412 is the intersection of the symmetry plane of the second front wheel 1412 in the width direction and the rotation axis of the second front wheel 1412. The center points of the first rear wheel 1421 and the second rear wheel 1422 are similarly defined, and will not be further elaborated here.

[0042] As shown in Figures 2 and 3, the projection of the frame 11 along the height direction of the electric ATV 100 onto the reference plane 101 is the frame projection. The ratio of the maximum length L1 of the battery projection in the width direction of the electric ATV 100 to the maximum length L2 of the frame projection in the width direction of the electric ATV 100 is greater than or equal to 0.5 and less than or equal to 1. As an implementation, the ratio of the maximum length L1 of the battery projection in the width direction of the electric ATV 100 to the maximum length L2 of the frame projection in the width direction of the electric ATV 100 is greater than or equal to 0.6 and less than or equal to 0.9. As an implementation, the ratio of the maximum length L1 of the battery projection in the width direction of the electric ATV 100 to the maximum length L2 of the frame projection in the width direction of the electric ATV 100 is greater than or equal to 0.7 and less than or equal to 0.8. This arrangement enables the power battery 161 to fully utilize the space in the left and right directions of the electric all-terrain vehicle 100, and minimizes the space occupied by the power battery 161 in the front and rear directions while maintaining the battery life and volume of the power battery 161; and as mentioned above, the power battery 161 is basically located below the seat assembly 15. This arrangement fully utilizes the layout space below the seat assembly 15, reducing the interference of the power battery 161 on the installation of other components of the electric all-terrain vehicle 100.

[0043] As shown in Figures 2 and 3, as an implementation method, the power battery 161 includes a battery housing and a battery module located inside the battery housing. As an optional embodiment, the battery housing may include a lower housing 1612 and an upper housing 1613 distributed along the height direction of the electric all-terrain vehicle 100. The lower housing 1612 and the upper housing 1613 are connected to form a accommodating chamber for protecting the battery module. The lower housing 1612 is fixedly connected to the frame 11. When the power battery 161 is hit by external force, the lower housing 1612 and the upper housing 1613 can provide protection for the battery module, prevent the battery module from being damaged, and improve the safety and service life of the battery module. As mentioned above, the transmission shaft 131 is at least partially located below the power battery 161. As an optional embodiment, the lower end of the lower housing 1612 is recessed upward to form an accommodating portion 1611, and the transmission shaft 131 is at least partially located within the accommodating portion 1611. As an implementation method, the inner contour of the accommodating portion 1611 can be set to be basically consistent with the outer contour of the transmission shaft 131, thereby increasing the space utilization rate of the accommodating portion 1611. This setting method can effectively lower the installation position of the power battery 161 without changing the transmission setting of the entire vehicle, effectively lower the center of gravity of the entire vehicle, improve stability, and at the same time fully ensure interference within the installation range of the transmission shaft 131. As an implementation method, the lower shell 1612 is provided with a mounting seat 1612a for connecting to the frame 11, and the mounting seat 1612a is provided with a connecting portion 1612b connected to the frame 11 and a lifting portion 1612c for lifting. The battery lifting seat 1612c can be used to connect with an external tool to realize the disassembly or position replacement of the power battery 161. The mounting seat 1612a is located on the side of the lower shell 1612. A battery base 113 is provided on the vehicle frame 11. When the power battery 161 is in a connected state with the vehicle frame 11, the mounting base 1612a abuts against the battery base 113. The connecting portion 1612b of the power battery 161 is connected to the battery base 113 via fasteners, thereby connecting the power battery 161 to the vehicle frame 11. During the actual installation process, the connecting portion 1612b is sleeved on the battery base 113, and then the connecting portion 1612b and the battery base 113 are fixed by fasteners, thereby completing the installation of the entire power battery 161. The provision of the connecting portion 1612b and the battery base 113 can increase the contact area and point position between the lower housing 1612 and the vehicle frame 11, avoid relative movement between the lower housing 1612 and the vehicle frame 11, improve the connection strength between the power battery 161 and the vehicle frame 11, and thereby improve the working stability of the power battery 161. The connecting portion 1612b and the lower housing 1612 can be integrally formed, that is, the connecting portion 1612b is manufactured at the same time as the lower housing 1612. The integrally formed configuration can strengthen the connecting portion 1612b to prevent it from falling off, and can also reduce the assembly process and reduce manufacturing costs.The connecting portion 1612b can also be detachably connected to the lower shell 1612, and the connecting portion 1612b can be selected according to different lower shells 1612 to improve adaptability. As another implementation method, at least two connecting portions 1612b are provided, and are basically distributed along the width direction. The hoisting portions 1612c are located on both sides of the lower shell 1612 along the width direction of the electric all-terrain vehicle 100. The provision of the hoisting portion 1612c can facilitate the transportation of the power battery 161 by hoisting when assembling the power battery 161 of the electric all-terrain vehicle 100, thereby reducing the difficulty of transporting the power battery 161 and thereby improving the work efficiency of installing the power battery 161. As another implementation method, the hoisting portion 1612c is provided with at least four hoisting portions.

[0044] As shown in Figures 4 and 5 , as one implementation, the battery assembly 16 also includes a temperature control device 162. When viewed along the length of the electric ATV 100, the temperature control device 162 at least partially overlaps with the power battery 161. The transmission assembly 13 includes a rear drive axle 133 located at least partially between the first rear wheel 1421 and the second rear wheel 1422. The power battery 161, temperature control device 162, and rear drive axle 133 are generally distributed along the length of the electric ATV 100. The temperature control device 162 is located at least partially between the power battery 161 and the rear drive axle 133 and is positioned adjacent to the power battery 161. The compact location of the temperature control device 162 and the power battery 161 facilitates a more compact structure of the temperature control device 162 and the power battery 161, saving space on the electric ATV 100. It also shortens the piping and wiring connecting the temperature control device 162 and the power battery 161, improving the safety of the electric ATV 100 and saving costs. The temperature control device 162 includes a circulation line 1621 for regulating the temperature of the power battery 161. The coolant in the circulation line 1621 can circulate between the temperature control device 162 and the power battery 161. As an implementation, the circulation line 1621 includes an internal circulation line (not shown) provided within the power battery 161 and an external circulation line 1621a provided within the temperature control device 162. The internal circulation line and the external circulation line 1621a are connected via a connection port 1614 located on the rear side of the power battery 161. It should be noted that since the internal circulation line and the external circulation line 1621a are interconnected, they will be collectively referred to as the circulation line 1621 in the following description, and no specific distinction will be made between the internal circulation line and the external circulation line 1621a.

[0045] The temperature control device 162 includes a cooling element 1622, a heating element 1623, a heat exchanger 1624, a water pump 1625, and a water tank 1626. The circulation line 1621 at least partially flows through the heating element 1623, and the heating element 1623 heats the coolant in the circulation line 1621. As an implementation method, the circulation line 1621 is also connected to a water pump 1625 for providing circulating water pressure and a water tank 1626 for balancing the coolant volume. The cooling element 1622 includes a refrigerant line 1627 for refrigerant circulation. The circulation line 1621 and the refrigerant line 1627 both flow through the heat exchanger 1624 and can achieve heat exchange in the heat exchanger 1624. The cooling and heating of the power battery 161 are achieved through a closed-loop piping loop and are not affected by other circuits. While ensuring the working efficiency of the power battery 161, the length of the pipeline can be reduced to a certain extent and the complexity of the connection can be reduced to reduce the overall cost of the electric all-terrain vehicle 100. The heat exchanger 1624 is located above the heating element 1623 and the cooling element 1622 to avoid the distance between the heat exchanger 1624 and the heating element 1623 or the cooling element 1622 being too close, which causes the heat exchanger 1624 and the heating element 1623 or the cooling element 1622 to interfere with each other, which is beneficial to improving the working stability of the heat exchanger 1624, the heating element 1623 and the cooling element 1622. As an implementation method, the heating element 1623 is arranged in front of the cooling element 1622. The forward arrangement of the heating element 1623 can shorten the length of the circulation pipeline 1621 and also improve the working efficiency of the temperature control device 162. Compared with the heating element 1623, the cooling element 1622 has a larger volume. At the same time, the cooling element 1622 needs to cool the coolant in the circulation pipeline 1621 through the heat exchanger 1624. The rear position of the cooling element 1622 has a relatively small effect on the cooling efficiency. Setting the heating element 1623 in front of the cooling element 1622 can not only reduce the length of the circulation pipeline 1621, but also improve the heating efficiency of the heating element 1623 while ensuring the cooling efficiency of the cooling element 1622. As an implementation method, the cooling element 1622 can be set as a compressor in this application, and the heating element 1623 can be set as a PTC heater in this application. The water pump 1625 is used to provide circulating water pressure. The water pump 1625 is set close to the power battery 161, which can better play the role of pumping coolant and ensure the circulation of the coolant in the pipeline. The water storage pot 1626 is connected to the heat exchanger 1624 and the water pump 1625 through a pipeline, and the water storage pot 1626 can replenish the cooling liquid for the circulation pipeline 1621. The above arrangement can reduce the length of the pipeline in the temperature control device 162 and reduce the pipeline cost.As an implementation method, the water tank 1626 at least partially overlaps with the water pump 1625, and the water tank 1626 is arranged above the water pump 1625, so that the coolant can flow from the water tank 1626 to the circulation pipeline 1621 under the action of gravity, ensuring the liquid level balance in the circulation pipeline, further strengthening the circulation of the coolant in the temperature control device 162, improving the working efficiency of the temperature control device 162, and helping to improve the overall energy utilization rate of the electric all-terrain vehicle 100.

[0046] Each component of the temperature control device 162 is separated from the power battery 161 by a gap. This prevents elastic deformation of the mounting frame due to vibrations on bumpy roads and interference between the temperature control device 162 and the power battery 161, thereby improving the durability of the temperature control device 162 and the power battery 161. As an implementation, the heater 1623 and water pump 1625 are positioned near the power battery in the temperature control device 162. A gap is formed between the heater 1623 and the water pump 1625 and the power battery 161, preventing them from interfering with each other. Furthermore, since both the heater 1623 and the water pump 1625 generate heat during operation, the gap reduces the amount of heat transferred from the heater 1623 and the water pump 1625 to the power battery.

[0047] As shown in Figures 6 and 7 , as one implementation, the electric all-terrain vehicle 100 includes a control system 17, which includes a vehicle controller 171. The vehicle controller 171 is used to control the operation of the electric all-terrain vehicle 100. As shown in Figure 6 , the vehicle controller 171 is disposed between the power battery 161 and the seat assembly 15. When viewed along the height of the electric all-terrain vehicle 100, the vehicle controller 171 is disposed so as to substantially overlap with the power battery 161 and the seat assembly 15, respectively. As one implementation, the projection of the vehicle controller 171 along the height of the electric all-terrain vehicle 100 onto the reference plane 101 is substantially within the projection of the power battery 161 along the height of the electric all-terrain vehicle 100 onto the reference plane 101. Similarly, the projection of the vehicle controller 171 along the height of the electric all-terrain vehicle 100 onto the reference plane is substantially within the projection of the seat along the height of the electric all-terrain vehicle 100 onto the reference plane. The vehicle controller 171 is relatively small, allowing it to be located in the gap between the power battery 161 and the seat assembly 15. This placement protects the vehicle controller 171, preventing damage from bumps and collisions during the operation of the electric all-terrain vehicle 100. This gap also keeps the vehicle controller 171 away from dust and sand raised by the electric all-terrain vehicle 100, ensuring its cleanliness. Once located in this gap, the vehicle controller 171 can be easily exposed by opening the seat assembly 15, simplifying installation, maintenance, or replacement. In one implementation, the vehicle controller 171 can be directly secured to the bottom of the seat assembly 15, directly secured to the top of the power battery 161, or indirectly secured to the bottom of the seat assembly 15 or the top of the power battery 161 via a mounting bracket or other fastener.

[0048] As shown in Figure 7, the vehicle controller 171 includes a vehicle control module (not shown) and a battery thermal management module 1711. The vehicle control module 171 is used to control the operation of the electric all-terrain vehicle 100. The battery thermal management module 1711 is used to regulate the operating temperature of the power battery 161, improving the stability of the operating temperature of the power battery 161 and ensuring that the power battery 161 always operates at an appropriate temperature. The battery assembly 16 includes a power management device 163 and a battery temperature sensor 164. The power management device 163 controls the overall operation of the power battery 161, particularly the charging and discharging of the power battery 161, ensuring stable operation and avoiding malfunctions and hazards. The temperature of the power battery 161 is an important monitoring target during operation, and the temperature of the power battery 161 can better reflect the operating status of the power battery 161. A battery temperature sensor 164 is provided in the power battery 161 to obtain the overall temperature of the power battery 161 and the temperature of the battery modules therein, effectively monitoring the operating status of the power battery 161. At the same time, a battery temperature sensor 164 can also be installed directly in the circulation line 1621 of the power battery 161. This can directly detect and obtain the temperature of the coolant through the battery temperature sensor 164, ensuring the stable operation of the coolant in the circulation line 1621 and promptly detecting any operational problems with the power battery 161. The power management device 163 is connected to the battery temperature sensor 164 and can obtain the temperature of the battery modules in the power battery 161 and the temperature of the coolant in the circulation line 1621. At least a portion of the power management device 163 is connected to the battery thermal management module 1711, and the power management device 163 transmits temperature data of the battery modules in the power battery 161 and the temperature of the coolant in the circulation line 1621 to the battery thermal management module 1711.

[0049] Temperature control device 162 also includes a pressure sensor 1627a located in refrigerant line 1627. Pressure sensor 1627a is connected to battery thermal management module 1711 and transmits the refrigerant pressure in refrigerant line 1627 to battery thermal management module 1711. The pressure in refrigerant line 1627 is closely related to the temperature and operating status of the refrigerant in refrigerant line 1627. Measuring the pressure in refrigerant line 1627 can more accurately determine the overall temperature and operating status of the refrigerant in refrigerant line 1627, providing battery thermal management module 1711 with more information on cooling element control, thereby improving the accuracy of battery thermal management module 1711's control of cooling element 1622. Temperature control device 162 also includes an ambient temperature sensor 1628 for detecting ambient temperature. Ambient temperature sensor 1628 obtains real-time air temperature of the electric all-terrain vehicle 100's environment. Ambient temperature sensor 1628 is connected to battery thermal management module 1711 and transmits the ambient air temperature to battery thermal management module 1711. The battery thermal management module 1711 can perform thermal management on the power battery 161 based on the acquired battery module temperature, coolant temperature, and ambient temperature. These temperatures can be used to detect the operating status of the power battery 161 from various perspectives. Furthermore, the battery thermal management module 1711 can control the temperature control device 162 based on these detected temperature parameters, thereby improving the operating stability of the power battery 161. Furthermore, the ambient temperature can be verified with the battery module temperature and coolant temperature, improving the accuracy of the operating status of the power battery 161 acquired by the battery thermal management module 1711. When the battery temperature sensor 164 detects that the temperature of the power battery 161 is too high, the battery thermal management module 1711 controls the cooling element 1622 and water pump 1625 in the temperature control device 162 to activate, lowering the temperature of the coolant in the circulation line 1621, thereby lowering the temperature of the power battery 161 and ensuring that the power battery 161 operates within an appropriate temperature range. When the battery temperature sensor 164 detects that the temperature of the power battery 161 is too low, the battery thermal management module 1711 controls the heater 1623 and water pump 1625 in the temperature control device 162 to start operating and heat the coolant in the circulation line 1621, thereby raising the temperature of the power battery 161 and ensuring that the power battery 161 operates within a suitable temperature range. The battery thermal management module 1711 can also perform thermal management and control of the temperature control device 162 based on the obtained refrigerant pressure and ambient temperature, thereby meeting the thermal management requirements of the power battery 161 while improving the operating stability of the temperature control device 162 and the power battery 161.

[0050] Temperature control device 162 also includes a radiator 1629 connected to refrigerant line 1627. Radiator 1629 is used to dissipate heat from the refrigerant. Radiator 1629 ensures the proper operation of cooling element 1622 and improves its cooling efficiency. Battery thermal management module 1711 is also electrically connected to heating element 1623, cooling element 1622, water pump 1625, and radiator 1629, enabling independent control of the operation of these elements. Signal transmission between battery thermal management module 1711 and heating element 1623, cooling element 1622, and water pump 1625 in temperature control device 162 can be achieved via a CAN (Controller Area Network) communication connection, a LIN (Local Interconnect Network) communication connection, or a hardwired communication connection. CAN communication offers advantages such as accurate and fast signal and data transmission. Furthermore, using CAN communication allows for faster and more accurate signal transmission. LIN communication also offers relatively high signal and data transmission speeds and information bandwidth, sufficient for controlling the battery thermal management module 1711 and the aforementioned components. Hardwired communication offers the advantages of simplicity and convenience, reducing costs while meeting signal transmission requirements. Similarly, signal transmission between the battery thermal management module 1711 and various devices can be implemented using a combination of the aforementioned signal transmission methods as needed. For example, the battery thermal management module 1711 can use hardwired signals to wake up the heating element 1623 and the cooling element 1622. Furthermore, the battery thermal management module 1711 can use CAN signals to transmit control signals and provide feedback to the heating element 1623 and the cooling element 1622. The battery thermal management module 1711 can also use LIN signals to transmit control signals and provide feedback to the water pump 1625. The battery thermal management module 1711 can also directly control the radiator 1629 in the refrigerant line 1627 using hardwired signals. The battery thermal management module 1711 can select an appropriate and efficient signal transmission method to transmit signals to different devices based on the differences in device types and the differences in the signals transmitted.

[0051] As shown in Figure 8, the power system 12 includes a drive assembly 121 capable of generating driving force. The drive assembly 121 is in transmission connection with a rear drive axle 133, transmitting the driving force generated by the drive assembly 121 to the rear drive axle 133, thereby driving the rear wheels 142. The transmission assembly 13 also includes a drive shaft 131 located between the front drive axle 132 and the drive assembly 121. One end of the drive shaft 131 is in transmission connection with the front drive axle 132, and the other end of the drive shaft 131 is fixedly connected to the drive assembly 121, for transmitting the driving force of the drive assembly 121 to the front drive axle 132, thereby driving the front wheels 141. A longitudinal plane 102 is defined, perpendicular to the width of the electric all-terrain vehicle 100 and passing through the width center of the electric all-terrain vehicle 100. The drive shaft 131 is arranged to be at least partially located on the longitudinal plane 102. In one embodiment, the drive assembly 121 includes a drive motor 1211 and a reducer 1212. In the present application, the transmission shaft 131 and the rear drive axle 133 are respectively configured to be in transmission connection with the reducer 1212 .

[0052] As shown in Figure 9, the reducer 1212 includes a power transmission shaft 1212a, which is provided with bevel gears 1212b. The end of the transmission shaft 131 connected to the reducer 1212 is provided with a ring gear 1311 that can mesh with the bevel gears 1212b. The transmission shaft 131 and the reducer 1212 can achieve the transmission of driving force through the above-mentioned gear meshing. The reducer 1212 also includes a power input shaft 1212c, which is arranged substantially parallel to the power transmission shaft 1212a and is configured to be transmission-connected with the power input shaft 1212c and the power transmission shaft 1212a. As an implementation method, the power input shaft 1212c is transmission-connected to the drive motor 1211, transmitting the driving force of the drive motor 1211 to the reducer 1212. Correspondingly, the front drive axle 132 also includes a front bevel gear 1321 (as shown in FIG8 ) that meshes with the drive shaft 131 to form a transmission connection. In the present application, the front bevel gear 1321 of the front drive axle 132 is at least partially located on the right side of the longitudinal plane 102. The power transmission shaft 1212a is also provided with a power output gear 1212d, and the rear drive axle 133 is provided with a rear bevel gear 1331 that meshes with the power output gear 1212d. The power output gear 1212d and the rear bevel gear 1331 transmit driving force between the rear drive axle 133 and the speed reducer 1212. Specifically, the speed reducer 1212 further outputs the driving force to the rear drive axle 133 via the power transmission shaft 1212a. In the present application, the rear bevel gear 1331 of the rear drive axle 133 is at least partially located on the right side of the longitudinal plane 102. To ensure that the front bevel gears 1321 of the front drive axle 132 and the rear bevel gears 1331 of the rear drive axle 133 rotate in the same direction, the bevel gears 1212b on the power transmission shaft 1212a need to output power to the drive shaft 132 on the right side of the longitudinal plane 102. It is understood that the bevel gears 1212b on the power transmission shaft 1212a are at least partially located on the right side of the drive shaft 131. As an implementation method, since at least a portion of the bevel gears 1212b on the power transmission shaft 1212a is located on the right side of the reducer 1212, the reducer 1212 requires a larger space on the right side of the longitudinal plane 102. To avoid interference with the reducer 1212 and the rear wheel 142, the drive motor 1211 is located on the left side of the longitudinal plane 102. This approach not only prevents interference between the drive assembly 121 and the rear wheel 142 on the left side of the electric all-terrain vehicle 100 under extreme operating conditions, but also fully balances the center of gravity of the vehicle.

[0053] As shown in Figure 9, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 74mm and less than or equal to 138mm. As an implementation method, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 84mm and less than or equal to 128mm. As an implementation method, the distance D1 between the axis of the power input shaft 1212c and the axis of the power transmission shaft 1212a is greater than or equal to 95mm and less than or equal to 116mm. The setting of the above distance can prevent the excessive distance between the power input shaft 1212c and the power transmission shaft 1212a from having an adverse effect on the transmission of power in the power input shaft 1212c and the power transmission shaft 1212a, reduce the possibility of power loss during transmission, and improve the transmission efficiency of the transmission component 13. It can also prevent the distance between the power input shaft 1212c and the power transmission shaft 1212a from being too small, which may cause wear between the power input shaft 1212c and the power transmission shaft 1212a, thereby increasing the overall service life of the reducer 1212.

[0054] As an implementation method, in the present application, the rear bevel gears 1331 on the rear drive axle 133 are always engaged with the power output gears 1212d on the power transmission shaft 1212a, and power transmission is always maintained between the reducer 1212 and the rear drive axle 133. The ring gear 1311 of the transmission shaft and the bevel gears 1212b have a first state of mutual engagement and a second state of mutual disengagement. When the ring gear 1311 and the bevel gears 1212b of the transmission shaft are in the first state, driving force is transmitted between the transmission shaft 131 and the reducer 1212, and both the front drive axle 132 and the rear drive axle 133 can drive the electric all-terrain vehicle 100 to operate, and the electric all-terrain vehicle 100 is in four-wheel drive mode. When the ring gear 1311 and the bevel gear 1212b of the transmission shaft are in the second state, no driving force is transmitted between the transmission shaft 131 and the reducer 1212. Only the rear drive axle 133 drives the electric ATV 100, and the electric ATV 100 is in rear-wheel drive mode. This configuration provides the user with more operating modes to cope with various road conditions. In poor road conditions, the four-wheel drive mode can be used to enhance the passability of the electric ATV 100. In good road conditions, the rear-wheel drive mode can be used to reduce the power consumption of the electric ATV 100 and increase the cruising range of the electric ATV 100.

[0055] As shown in Figures 8 and 9 , as an implementation, the reducer 1212 and rear drive axle 133 are arranged to at least partially penetrate the longitudinal plane 102, with the drive motor 1211 located on one side of the longitudinal plane 102 and not interfering with it. In the width direction of the electric all-terrain vehicle 100, the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 is less than the distance L4 between the rightmost end of the reducer 1212 and the longitudinal plane 102. This arrangement ensures that the center of gravity of the reducer 1212 is offset from the longitudinal plane 102. As an implementation, the center of gravity of the reducer 1212 is located to the right of the longitudinal plane 102. The ratio of the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 to the distance L4 between the rightmost end of the reducer 1212 and the longitudinal plane 102 is greater than or equal to 0.51 and less than or equal to 0.95. As an implementation, the ratio of the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 to the distance L4 between the rightmost end of the reducer 1212 and the longitudinal plane 102 is greater than or equal to 0.58 and less than or equal to 0.88. As an implementation, the ratio of the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 to the distance L4 between the rightmost end of the reducer 1212 and the longitudinal plane 102 is greater than or equal to 0.66 and less than or equal to 0.8. The above-mentioned dimensional setting can prevent the distance between the reducer 1212 on the left side of the longitudinal plane 102 and the distance between the reducer 1212 on the right side of the longitudinal plane 102 from being too different, thereby improving the stability of the reducer 1212 in the electric all-terrain vehicle 100. When the ratio of the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 to the distance L4 between the rightmost end of the reducer 1212 and the longitudinal plane 102 is too large, the distance between the drive motor 1211 and the transmission shaft 131 increases, and a power loss problem may occur. Similarly, when the ratio of the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 to the distance L4 between the rightmost end of the reducer 1212 and the longitudinal plane 102 is too small, it is not conducive to the arrangement of the reducer 1212 on the right side of the longitudinal plane 102. At the same time, in the drive assembly 121 of the present application, the drive motor 1211 and the reducer 1212 are arranged as a whole, and the left end face of the reducer 1212 is connected to the right end face of the drive motor 1211. That is to say, in the present application, the distance L3 between the leftmost end of the reducer 1212 and the longitudinal plane 102 is also the minimum distance between the drive motor 1211 and the longitudinal plane 102. As an implementation, the minimum distance L3 between the drive motor 1211 and the longitudinal plane 102 is greater than or equal to 70 mm and less than or equal to 140 mm. As an implementation, the minimum distance L3 between the drive motor 1211 and the longitudinal plane 102 is greater than or equal to 85 mm and less than or equal to 125 mm.As an implementation, the minimum distance L3 between the drive motor 1211 and the longitudinal plane 102 is greater than or equal to 95 mm and less than or equal to 115 mm. When the minimum distance L3 between the drive motor 1211 and the longitudinal plane 102 is within this range, sufficient space is reserved for the arrangement of the reducer 1212, ensuring that the center of gravity of the drive assembly 121, consisting of the drive motor 1211 and the reducer 1212, is closer to the longitudinal plane 102, thereby ensuring the stability of the drive assembly 121 in the electric all-terrain vehicle 100. This also improves the compactness of the drive assembly 121 and reduces the space occupied by the drive assembly 121.

[0056] As shown in Figures 8 and 9, the drive motor 1211 and reducer 1212 in the drive assembly 121 are integrated with the rear drive axle 133. Specifically, the drive motor 1211, reducer 1212, and rear drive axle 133 are disposed within a mounting housing 1213. This integrated design enhances the overall strength of the drive assembly 121 and rear drive axle 133, and strengthens the connection stability between the frame 11 and the drive assembly 121, and between the frame 11 and the rear drive axle 133. Furthermore, the drive assembly 121 and rear drive axle 133 can be assembled as a single unit, reducing the complexity of the assembly process, thereby lowering assembly difficulty and cost. Furthermore, this reduces the space occupied by the drive assembly 121 and rear drive axle 133, improving the overall structural compactness and space utilization of the electric all-terrain vehicle 100, thereby contributing to the lightweighting of the electric all-terrain vehicle 100. The drive assembly 121 and the rear drive axle 133 can also be manufactured separately and then assembled together. Different drive assemblies 121 and rear drive axles 133 can be selected to match different vehicle models, thereby increasing the versatility of the drive assembly 121 and the rear drive axle 133 and reducing production costs.

[0057] As shown in FIG10 , the electric all-terrain vehicle 100 includes a suspension device 18 . The suspension device 18 is configured to support the drive assembly 121 and mitigate the transmission of vibration between the drive assembly 121 and the frame 11. The suspension device 18 also limits the movement of the drive assembly 121, thereby improving the stability between the drive assembly 121 and the frame 11. The suspension device 18 includes three suspension assemblies 181 , through which the drive assembly 121 is fixedly connected to the frame 11. In one implementation, the suspension device 18 includes a bushing 182 for providing cushioning and a bracket 183 for connecting the drive assembly 121. The bracket 183 is connected to the frame via the bushing 182 , which is at least partially located between the frame 11 and the bracket 183 . The bushing 182 reduces the transmission of vibration between the drive assembly 121 and the frame 11 and supports the drive assembly 121. The frame 11 also includes connecting brackets 114. The suspension device 18 is located between the two connecting brackets 114. The suspension device 18 is fixedly connected to the connecting brackets 114 via fasteners. The connecting brackets 114 and the suspension device 18 cooperate to strengthen the connection strength between the suspension device 18 and the frame 11. Through this arrangement, when the power system 12 is started or in operation, the suspension device 18 can reduce the transmission of vibration between the drive assembly 121 and the frame 11, which helps improve the comfort of the electric all-terrain vehicle 100. In addition, the number of suspension assemblies 181 can be increased and adjusted according to different usage scenarios and actual conditions to reduce the transmission of vibration between the drive assembly 121 and the frame 11 and improve the comfort of the electric all-terrain vehicle 100.

[0058] In this embodiment, the suspension assembly 181 is configured as a first suspension assembly 1811, a second suspension assembly 1812, and a third suspension assembly 1813, depending on their respective locations. As an implementation, the first suspension assembly 1811 and the third suspension assembly 1813 are generally arranged along the width of the vehicle, with the second suspension assembly 1812 positioned behind the first and third suspension assemblies 1811 and 1813. The first suspension assembly 1811 is positioned to the left of the longitudinal plane 102, the second suspension assembly 1812 is at least partially positioned on the longitudinal plane 102, and the third suspension assembly 1813 is positioned to the right of the longitudinal plane 102. A reference plane 101 perpendicular to the height of the electric all-terrain vehicle 100 is defined, with the second suspension assembly 1812 at least partially positioned on the reference plane 101, and the first and third suspension assemblies 1811 and 1813 both positioned below the reference plane 101. The first suspension assembly 1811, the second suspension assembly 1812, and the third suspension assembly 1813 are arranged in a substantially triangular configuration. This triangular configuration improves the stability and strength of the connection between the drive assembly 121 and the suspension assembly 181, preventing damage to the suspension assembly 181 due to insufficient strength under extreme operating conditions, thereby extending the service life of the suspension assembly 181.

[0059] As shown in Figures 11, 12, and 13, as one embodiment, a first suspension assembly 1811 is located on a side of the drive motor 1211 away from the reducer 1212. The first suspension assembly 1811 and the drive motor 1211 are fixedly connected by fasteners. The contact surface between the first suspension assembly 1811 and the drive motor 1211 is defined as a first contact surface 104, and the first contact surface 104 is substantially parallel to the longitudinal plane 102. The second suspension assembly 1812 and the reducer 1212 are fixedly connected by fasteners. The second suspension assembly 1812 is located on the rear side of the reducer 1212. The contact surface between the second suspension assembly 1812 and the reducer 1212 is defined as a second contact surface 105. A plane perpendicular to the length of the electric all-terrain vehicle 100 is defined as a transverse plane 103, and the second contact surface 105 is substantially parallel to the transverse plane 103. The third suspension assembly 1813 is fixedly connected to the reducer 1212 via fasteners. The third suspension assembly 1813 is connected to the side of the reducer 1212 away from the drive motor 1211. The contact surface between the third suspension assembly 1813 and the reducer 1212 substantially conforms to the outer contour of the reducer 1212. This arrangement allows the first contact surface 104 and the second contact surface 105 to be perpendicular to each other, effectively limiting displacement of the drive motor 1211 and the reducer 1212 in both the longitudinal and width directions. This, in turn, improves the connection stability between the first suspension assembly 1811 and the drive motor 1211, as well as the connection stability between the second suspension assembly 1812 and the reducer 1212. Furthermore, the contact surface between the third suspension assembly 1813 and the reducer 1212 conforms to the outer contour of the reducer 1212, reducing the volume of the third suspension assembly 1813 while also ensuring sufficient connection strength between the third suspension assembly 1813 and the reducer 1212, thereby improving the stability of the connection between the third suspension assembly 1813 and the reducer 1212. It should be noted that the above-mentioned drive motor 1211 and reducer 1212 are only used to indicate the setting positions of the first suspension component 1811, the second suspension component 1812 and the third suspension component 1813. The first suspension component 1811, the second suspension component 1812 and the third suspension component 1813 are not directly connected to the drive motor 1211 and the reducer 1212. The first suspension component 1811, the second suspension component 1812 and the third suspension component 1813 are all connected to the mounting shell 1213.

[0060] As shown in Figure 14, the electric all-terrain vehicle 100 includes a charging and distribution integrated system 19 that is at least partially electrically connected to the power system 12. The charging and distribution integrated system 19 is at least partially located on the rear side of the power battery 161. The charging and distribution integrated system 19 is used to control the input and output of electrical energy in the power battery 161. The charging and distribution integrated system 19 includes a charging and distribution device 191. At least part of the charging and distribution device 191 is located above the power system 12. Specifically, the charging and distribution device 191 is located on the upper side of the drive motor 1211. The charging and distribution device 191 is also located on the rear side of the power battery 161. As an implementation method, the charging and distribution device 191 is basically arranged on the left side of the longitudinal plane. The charging unit, the conversion unit and the distribution unit are integrated into the charging and distribution device 191. The charging unit can convert the AC power input from the external power supply into DC power to charge the power battery. The conversion unit can reduce the voltage of the electric energy output by the power battery 161 so that it is suitable for low-voltage electrical appliances in the electric all-terrain vehicle 100. The distribution unit can control the power battery 161 to supply power to high-voltage electrical components such as the drive motor 1211 in the electric all-terrain vehicle 100. The charging unit, the conversion unit and the distribution unit are integrated into a whole. The charging and distribution device 191 includes a battery port 1911 connected to the battery assembly 16 and a motor port 1912 connected to the drive motor 1211. As an implementation method, the battery port 1911 is located at the front end of the charging and distribution device 191, and the motor port 1912 is located at the bottom end of the charging and distribution device 191. Through the above arrangement, battery port 1911 is located near power battery 161, and motor port 1912 is located near drive motor 1211. This facilitates the wiring layout of charging and distribution device 191, reduces the wiring length between battery port 1911 and power battery 161, and reduces the wiring length between motor port 1912 and drive motor 1211, thereby reducing the cost of charging and distribution device 191. The charging and distribution integrated system 19 provides power to temperature control device 162 via the power distribution unit, allowing coolant to circulate through the pipes of battery assembly 16, preventing the power battery 161 from overheating or underheating, and ensuring the normal operation of the electric all-terrain vehicle 100 as a whole. As an optional embodiment, to avoid interference with charging and distribution device 191 and drive motor 1211, temperature control device 162 is at least partially located to the right of longitudinal plane 102.

[0061] The integrated charging and distribution system 19 also includes a charging port 192 electrically connected to the charging unit. When the electric all-terrain vehicle 100 is charging, the charging port 192 is connected to an external power source via an external charging cable. The charging port 192 is also connected to the power battery 161 via the charging unit, thereby charging the power battery 161. The charging and distribution system 19 also includes a cooling line 194, which is at least partially located within the charging and distribution device 191. The cooling line 194 is also connected to the radiator 1629, so that the coolant in the cooling line can transfer the heat generated by the charging and distribution device 191 to the radiator 1629, thereby reducing the temperature of the charging and distribution device 191 and improving the operating stability and service life of the charging and distribution device 191. It should be noted that the radiator 1629 connected to the charging and distribution device 191 and the radiator 1629 connected to the refrigerant pipeline 1627 can be set to be the same to reduce the number of parts of the electric all-terrain vehicle 100. The radiator 1629 connected to the charging and distribution device 191 and the radiator 1629 connected to the refrigerant pipeline 1627 can also be set to two, so that the temperature control device 162 and the charging and distribution device 191 do not interfere with each other, which facilitates the layout of the circuits of the temperature control device 162 and the charging and distribution device 191.

[0062] As shown in Figure 15 , as one implementation, the electric ATV 100 further includes a cargo box assembly 21 for storing items. The cargo box assembly 21 is connected to the rear portion of the vehicle frame 11. When viewed along the height of the electric ATV 100, the charging and distribution device 191, the drive motor 1211, and the cargo box assembly 21 at least partially overlap, with the charging and distribution device 191 located between the drive motor 1211 and the cargo box assembly 21. This arrangement further improves the space utilization of the electric ATV 100 and facilitates increased structural compactness. When the electric ATV 100 travels on harsh roads, road excitation can cause significant vibration of the charging and distribution device 191 along the height of the electric ATV 100. The drive motor 1211 and cargo box assembly 21 further support the charging and distribution device 191, preventing displacement during the movement of the electric ATV 100 and potentially affecting its normal operation. This improves the connection and operational stability of the charging and distribution device 191. The minimum distance D2 between the charging and distribution device 191 and the drive motor 1211 is greater than or equal to 2 cm and less than or equal to 4 cm. In the event that the charging and distribution device 191 generates a large vibration, the setting of the above-mentioned minimum distance D2 can set a buffer area between the charging and distribution device 191 and the drive motor 1211. As an implementation method, the minimum distance D2 between the charging and distribution device 191 and the drive motor 1211 is greater than or equal to 2.4 cm and less than or equal to 3.6 cm. As an implementation method, the minimum distance D2 between the charging and distribution device 191 and the drive motor 1211 is greater than or equal to 2.7 cm and less than or equal to 3.3 cm. The above-mentioned setting can prevent the drive motor 1211 from colliding with the charging and distribution device 191 during operation, avoid damage to the charging and distribution device 191, and thereby increase the service life of the charging and distribution device 191. At the same time, it can also avoid the loss of power transmission caused by the excessive distance between the charging and distribution device 191 and the drive motor 1211, thereby improving the efficiency of power transmission.

[0063] As shown in Figures 16 and 17, the vehicle frame 11 also includes a rear partition structure 115, which is located between the passenger compartment 111 and the rear compartment 112 and is used to separate the passenger compartment 111 and the rear compartment 112. The charging and distribution integrated system 19 also includes a charging and distribution bracket 193, which is at least partially located on the upper side of the drive assembly 121. When viewed along the height direction of the electric all-terrain vehicle 100, at least a portion of the charging and distribution bracket 193 at least partially overlaps with the drive assembly 121. The charging and distribution bracket 193 includes a fixing seat 1931 for supporting the charging and distribution device 191. The charging and distribution bracket 193 is connected to the rear partition structure 115.

[0064] The charging and distribution bracket 193 includes a first bracket 1932 extending along the width direction. The first bracket 1932 extends in a manner substantially consistent with the rear baffle structure 115, and the first bracket 1932 is at least partially located behind the rear baffle structure 115. The first bracket 1932 includes a first fixing portion 1932a and a second fixing portion 1932b at each end. The first bracket 1932 is fixedly connected to the vehicle frame 11 via the first fixing portion 1932a and the second fixing portion 1932b, respectively. As an implementation, the vehicle frame 11 also includes longitudinal beams 116 located on both sides of the rear baffle structure 115 and extending substantially along the height direction of the electric all-terrain vehicle 100. The first fixing portion 1932a is fixedly connected to the longitudinal beam 116 on one side, and the second fixing portion 1932b is also fixedly connected to the longitudinal beam 116 on the other side. As one implementation, the charging and distribution bracket 193 further includes a second bracket 1933 extending generally along the height of the electric ATV 100. One end of the second bracket 1933 is fixedly connected to the first bracket 1932, and the other end of the second bracket 1933 is fixedly connected to the rear baffle structure 115 via a third fixing portion 1933a. Optionally, the connection point between the second bracket 1933 and the first bracket 1932 is located generally in the middle of the first bracket 1932, thereby enhancing the stability of the connection between the first bracket 1932 and the second bracket 1933. As one implementation, the second bracket 1933 is curved, with at least a portion of the second bracket 1933 extending generally along the height of the electric ATV 100 and at least a portion of the second bracket 1933 extending generally along the length of the electric ATV 100. This arrangement prevents the second bracket 1933 from interfering with the layout of the charging and distribution device 191, thereby providing more installation space for the charging and distribution device 191. The fixing base 1931 is located on the first bracket 1932 and is fixedly connected to the first bracket 1932. The fixing base 1931 is configured as a sheet metal component, which can provide sufficient installation space and installation points for the charging and distribution device 191. Optionally, the fixing base 1931 is located on one side of the second bracket 1933. As an implementation method, the fixing base 1931 is located on the left side of the second bracket 1933.

[0065] As another implementation, longitudinal beam 116 includes a first longitudinal beam portion 1161 and a second longitudinal beam portion 1162 connected in a V-shape. One end of a first fixing portion 1932a is connected to first longitudinal beam portion 1161 on one side of longitudinal beam 116, while the other end of first fixing portion 1932a is connected to second longitudinal beam portion 1162. One end of a second fixing portion 1932b is connected to first longitudinal beam portion 1161 on the other side of longitudinal beam 116, while the other end of second fixing portion 1932b is connected to second longitudinal beam portion 1162. A stable triangular structure is formed between first fixing portion 1932a and first and second longitudinal beam portions 1161, 1162. A similarly stable triangular structure is formed between second fixing portion 1932b and first and second longitudinal beam portions 1161, 1162. The above-mentioned setting can increase the contact area and points between the charging and distribution bracket 193 and the rear partition structure 115, prevent the charging and distribution bracket 193 from falling off the rear partition structure 115, and further improve the connection strength between the charging and distribution bracket 193 and the rear partition structure 115 and the stability of the charging and distribution device 191 on the charging and distribution bracket 193.

[0066] As shown in Figure 16, the power battery 161 is positioned in front of the charging and distribution device 191, with a gap between the charging and distribution device 191 and the power battery 161 along the length of the electric ATV 100. This arrangement avoids interference between the charging and distribution device 191 and the power battery 161, which can occur when the two devices are positioned close together. This helps improve the operational stability of the charging and distribution device 191 and the power battery 161. Furthermore, this makes the placement of the charging and distribution device 191 and the power battery 161 relatively compact, saving space on the electric ATV 100 and shortening the wiring between the charging and distribution device 191 and the power battery 161, thereby increasing the safety of the electric ATV 100 and saving costs.

[0067] As shown in Figure 18 , as an implementation, the charging and distribution bracket 193 is at least partially located above the drive motor 1211. When viewed along the height of the electric all-terrain vehicle 100, at least a portion of the charging and distribution bracket 193 overlaps the drive motor 1211. The drive motor 1211 further supports the charging and distribution device 191 and the charging and distribution bracket 193, improving the connection and operational stability of the charging and distribution device 191. This also improves the space utilization of the electric all-terrain vehicle 100 and contributes to the compactness of the electric all-terrain vehicle 100. The distance D3 between the charging and distribution bracket 193 and the drive motor 1211 is greater than or equal to 2 cm and less than or equal to 3.5 cm. As an implementation, the distance D3 between the charging and distribution bracket 193 and the drive motor 1211 is greater than or equal to 2.3 cm and less than or equal to 3.4 cm. As an implementation, the distance D3 between the charging and distribution bracket 193 and the drive motor 1211 is greater than or equal to 2.6 cm and less than or equal to 3.1 cm. In the height direction of the electric all-terrain vehicle 100, there is a gap between the charging and distribution device 191 and the drive motor 1211, and there is a gap between the charging and distribution bracket 193 and the drive motor 1211. When the electric all-terrain vehicle 100 is traveling on harsh road conditions, the electric all-terrain vehicle 100 vibrates greatly in the height direction. The setting of the above-mentioned gap can prevent the charging and distribution device 191 and the drive motor 1211 from interfering with each other, thereby improving the stability of the charging and distribution device 191 and the drive motor 1211, and further improving the connection stability of the charging and distribution bracket 193.

[0068] As shown in Figure 19 , as one implementation, the electric ATV 100 includes a suspension assembly 22 for connecting the running assembly 14 to the frame 11. The suspension assembly 22 includes two rear shock absorbers 221 distributed along the width of the electric ATV 100. The rear shock absorbers 221 reduce vibration transmission between the running assembly 14 and the frame 11, thereby improving the ride comfort of the electric ATV 100. A charging port 192 is located at least partially between the two rear shock absorbers 221 and below the cargo box assembly 21, allowing the cargo box assembly 21 to protect the charging port 192. This arrangement keeps the charging port 192 as far away from the ground as possible. This prevents mud and sand from entering the charging port 192 during travel, potentially damaging it and improving its safety and stability. The minimum distance D4 between the cargo box assembly 21 and the charging port 192 is greater than or equal to 7.6 cm and less than or equal to 14 m. As an implementation, the minimum distance D4 between the cargo box assembly 21 and the charging port 192 is greater than or equal to 8.6 cm and less than or equal to 13 cm. As an implementation, the minimum distance D4 between the cargo box assembly 21 and the charging port 192 is greater than or equal to 9.7 cm and less than or equal to 11.9 m. This distance provides sufficient operating space for the charging port 192 and the cargo box assembly 21, preventing interference between the charging port 192 and the cargo box assembly 21 due to a small distance. This improves the operational stability of the charging port 192 and the cargo box assembly 21, particularly preventing interference with the charging port 192 when the cargo box assembly 21 is tilted. The charging port 192 is at least partially located above the rear wheel 142. It will be appreciated that during operation of the electric all-terrain vehicle 100, the rear wheel 142 kicks up dust and sand, which are transported into the air due to inertia. Positioning the charging port 192 above the rear wheel 142 protects the charging port 192 from the impact of dust and sand, thereby improving the safety and service life of the charging port 192.

[0069] As shown in Figures 19 and 20, as an implementation, the projection of the charging port 192 along the height direction of the electric ATV 100 onto the reference plane 101 is substantially located within the projection of the cargo box assembly 21 along the height direction of the electric ATV 100 onto the reference plane 101. This positions the charging port 192 entirely below the cargo box assembly 21. The cargo box assembly 21 shields the charging port 192, effectively reducing the possibility of damage to the charging port 192 from external forces, thereby ensuring the stability of the charging port 192. As an implementation, the distance D5 between the rearmost end of the charging port 192 and the rearmost end of the cargo box assembly 21 along the length of the electric ATV 100 is greater than or equal to 58.8 mm and less than or equal to 109.2 mm. As an implementation, the distance D5 between the rearmost end of the charging port 192 and the rearmost end of the cargo box assembly 21 along the length of the electric ATV 100 is greater than or equal to 67.2 mm and less than or equal to 100.8 mm. As an implementation, the distance D5 between the rearmost end of the charging port 192 and the rearmost end of the cargo box assembly 21 along the length of the electric ATV 100 is greater than or equal to 75.6 mm and less than or equal to 92.4 mm. This arrangement further defines the positional relationship between the charging port 192 and the cargo box assembly 21, improving the safety of the charging port 192 while also facilitating charging operations and enhancing the comfort of the electric ATV 100. This arrangement smoothes the overall connection between the charging and distribution device 191 and the charging port 192, preventing damage to the connection due to friction, thereby improving the operational stability of the charging and distribution device 191 and the charging port 192.

[0070] As shown in Figures 19 and 20 , as one implementation, the charging and distribution device 191 is located in front of the charging port 192 along the length of the electric all-terrain vehicle 100. The minimum distance D6 between the charging and distribution device 191 and the charging port 192 is greater than or equal to 31.9 mm and less than or equal to 59.3 mm. As another implementation, the minimum distance D6 between the charging and distribution device 191 and the charging port 192 is greater than or equal to 36.5 mm and less than or equal to 54.7 mm. As another implementation, the minimum distance D6 between the charging and distribution device 191 and the charging port 192 is greater than or equal to 41 mm and less than or equal to 50.2 mm. The positioning of the charging and distribution device 191 and the charging port 192 not only expands the operating space of the charging port 192 and improves charging efficiency, but also reduces the length of the wiring between the charging and distribution device 191 and the charging port 192, reducing wiring costs and improving the overall compactness and space utilization of the electric all-terrain vehicle 100.

[0071] In this embodiment, a mounting bracket 117 is further provided on the vehicle frame 11. The charging port at least partially passes through the mounting bracket 117 and is fixedly connected to the mounting bracket 117. The mounting bracket 117 is located at the rear portion of the vehicle frame 11. This arrangement improves the connection strength of the charging port 192, preventing damage to the charging port 192 from colliding with other components during movement of the electric all-terrain vehicle 100, thereby extending the service life of the charging port.

[0072] As an optional embodiment, the charging port 192 is disposed substantially toward the rear lower side of the electric all-terrain vehicle 100. This arrangement prevents dust and rain from entering the charging port 192, thereby providing protection for the charging port 192 and avoiding potential safety hazards such as leakage caused by rain entering the charging port 192.

[0073] As an optional embodiment, the charging interface 192 further includes a charging cover 1921, which is connected to the charging interface 192. The charging cover 1921 can further protect the charging interface 192, preventing dust, rain, etc. from entering the charging interface 192, and protecting the charging interface 192 and various components connected to the charging interface 192.

[0074] It should be understood that the specific embodiments described herein are only used to explain this application and are not used to limit it. Based on the embodiments provided in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0075] Obviously, the accompanying drawings are merely examples or embodiments of the present application. A person skilled in the art can also apply the present application to other similar situations based on these drawings without inventive effort. Furthermore, it is understandable that, although the work involved in this development process may be complex and lengthy, certain design, manufacturing, or production changes based on the technical content disclosed in this application are merely routine technical means for a person skilled in the art and should not be considered to constitute a deficiency in the disclosure of the present application.

[0076] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. An electric all-terrain vehicle, comprising: Frame; A drive assembly, the drive assembly is supported by the frame, and the drive assembly includes a drive motor and a reducer drivingly connected to the drive motor; A transmission assembly, the transmission assembly comprising a front drive axle, a rear drive axle and a transmission shaft, the transmission shaft is drivingly connected to the front drive axle, and the rear drive axle is drivingly connected to the reducer; a traveling assembly, the traveling assembly comprising front wheels and rear wheels at least partially located on the underside of the frame; a seat assembly connected to the frame; A power battery, wherein the power battery can provide electrical energy for the drive motor; in, A reference plane perpendicular to the height direction of the electric all-terrain vehicle is defined, the projection of the seat assembly along the height direction of the electric all-terrain vehicle on the reference plane is defined as a seat projection, the projection of the power battery along the height direction of the electric all-terrain vehicle on the reference plane is defined as a battery projection, the seat projection is at least partially located in front of the battery projection, and the ratio of the area of ​​the overlapping part of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1; a plane perpendicular to the width direction of the electric all-terrain vehicle and passing through the width center of the electric all-terrain vehicle is defined as a longitudinal plane, the drive motor is located on one side of the longitudinal plane, and the minimum distance between the drive motor and the longitudinal plane is greater than or equal to 70 mm and less than or equal to 140 mm.

2. The electric all-terrain vehicle according to claim 1, wherein: The transmission shaft is at least partially located at the lower side of the power battery.

3. The electric all-terrain vehicle according to claim 2, wherein: The front drive axle, the rear drive axle and the power battery are distributed along the length direction of the electric all-terrain vehicle, and the power battery is located between the front drive axle and the rear drive axle.

4. The electric all-terrain vehicle according to claim 3, wherein: The power battery comprises an inwardly recessed accommodation portion, and the transmission shaft is at least partially located in the accommodation portion.

5. The electric all-terrain vehicle according to claim 4, wherein: When viewed along the width direction of the electric all-terrain vehicle, the transmission shaft and the power battery at least partially overlap; when viewed along the height direction of the electric all-terrain vehicle, the transmission shaft and the power battery at least partially overlap.

6. The electric all-terrain vehicle according to claim 5, wherein: The power battery includes a battery shell, which includes an upper shell and a lower shell distributed along the height direction of the electric all-terrain vehicle, and the accommodating portion is arranged at the bottom of the lower shell; a battery base is arranged on the frame, and a mounting seat is arranged on the lower shell, and when the power battery and the frame are in a connected state, the mounting seat is fixedly connected to the battery base.

7. The electric all-terrain vehicle according to claim 6, wherein: The mounting seat is provided with a connecting portion and a hoisting portion for hoisting the power battery. When the power battery and the vehicle frame are in a connected state, the connecting portion is fixedly connected to the battery base.

8. The electric all-terrain vehicle according to claim 1, wherein: The front wheels include a first front wheel and a second front wheel distributed along the width direction of the electric all-terrain vehicle, and the rear wheels include a first rear wheel and a second rear wheel distributed along the width direction of the all-terrain vehicle. An area enclosed by connecting the center point of the first front wheel, the center point of the second front wheel, the center point of the first rear wheel and the center point of the second rear wheel in sequence is defined as a wheel area. A projection of the wheel area on the reference plane along the height direction of the electric all-terrain vehicle is defined as a wheel projection area. The battery projection is basically located within the wheel projection area, and a ratio of an area of ​​the battery projection to an area of ​​the wheel projection area is greater than or equal to 0.09 and less than or equal to 0.

17.

9. The electric all-terrain vehicle according to claim 1, wherein: The ratio of the maximum length of the power battery in the width direction of the electric all-terrain vehicle to the maximum length of the frame in the width direction of the electric all-terrain vehicle is greater than or equal to 0.5 and less than or equal to 1.

10. The electric all-terrain vehicle according to claim 1, wherein: The all-terrain vehicle also includes a suspension device, which includes a suspension component located between the drive motor and the frame, one end of the suspension component is fixedly connected to the frame, and the other end of the suspension component is fixedly connected to the drive motor; the suspension component includes a first suspension component, a second suspension component and a third suspension component, the second suspension component is located at the rear side of the first suspension component and the third suspension component, and the first suspension component, the second suspension group and the third suspension component are distributed in a triangular shape.

11. The electric all-terrain vehicle according to claim 10, wherein: The second suspension component is at least partially located on the reference plane, and the first suspension component and the third suspension component are both located on a lower side of the reference plane.

12. The electric all-terrain vehicle according to claim 11, wherein: The electric all-terrain vehicle further comprises a mounting housing, wherein the drive motor, the reducer and the rear drive axle are all located in the mounting housing, and the suspension assembly is connected to the mounting housing.

13. The electric all-terrain vehicle according to claim 11, wherein: The first suspension component is located on the left side of the longitudinal plane, the third suspension component is located on the right side of the longitudinal plane, and the longitudinal plane passes through the second suspension component.

14. The electric all-terrain vehicle according to claim 13, wherein: The first suspension component and the drive motor are fixedly connected by fasteners, and a contact surface between the first suspension component and the drive motor is defined as a first contact surface, and the first contact surface is substantially parallel to the longitudinal plane.

15. The electric all-terrain vehicle according to claim 14, wherein: The second suspension component and the reducer are fixedly connected by fasteners, and the contact surface between the second suspension component and the reducer is defined as a second contact surface. The plane perpendicular to the length direction of the electric all-terrain vehicle is defined as a transverse plane, and the second contact surface is basically parallel to the transverse plane.

16. The electric all-terrain vehicle according to claim 15, wherein: The third suspension component and the reducer are fixedly connected via fasteners, and the contact surface between the third suspension component and the reducer substantially fits the outer contour of the reducer.

17. The electric all-terrain vehicle according to claim 10, wherein: The drive motor and the reducer are distributed along the width direction of the electric all-terrain vehicle, the first suspension component is fixedly connected to the drive motor, and the second suspension component and the third suspension component are fixedly connected to the reducer.

18. The electric all-terrain vehicle according to claim 10, wherein: The suspension device includes a bushing for providing buffering and a bracket for connecting the drive motor, the bracket is connected to the frame through the bushing, and the bushing is at least partially located between the frame and the bracket.

19. The electric all-terrain vehicle according to claim 10, wherein: The vehicle frame further comprises a connecting bracket, the suspension device is located between two connecting brackets, and the suspension device is fixedly connected to the connecting brackets via fasteners.

20. An electric all-terrain vehicle, comprising: Frame; A drive assembly, the drive assembly is supported by the frame, and the drive assembly includes a drive motor and a reducer drivingly connected to the drive motor; A transmission assembly, the transmission assembly comprising a front drive axle, a rear drive axle and a transmission shaft, the transmission shaft is drivingly connected to the front drive axle, and the rear drive axle is drivingly connected to the reducer; a traveling assembly, the traveling assembly comprising front wheels and rear wheels at least partially located on the underside of the frame; A power battery, wherein the power battery can provide electrical energy for the drive motor; in, The reducer is connected to the drive motor and the rear drive axle, and the reducer is also connected to the transmission shaft to transmit the driving force generated by the power system to the front drive axle; a vertical axis is defined which is perpendicular to the width direction of the electric all-terrain vehicle and passes through the The plane at the width center of the electric all-terrain vehicle is a longitudinal plane, and the longitudinal plane at least partially passes through the reducer and the rear drive axle. The ratio of the distance between the leftmost end of the reducer and the longitudinal plane to the distance between the rightmost end of the reducer and the longitudinal plane is greater than or equal to 0.66 and less than or equal to 0.8; the drive motor is located on one side of the longitudinal plane, and the leftmost end of the reducer is fixedly connected to the drive motor; and the minimum distance between the leftmost end of the reducer and the longitudinal plane is greater than or equal to 70 mm and less than or equal to 140 mm.

21. The electric all-terrain vehicle according to claim 20, wherein: The reducer includes a power input shaft and a power transmission shaft, the power input shaft is drivingly connected to the power transmission shaft, the power input shaft is drivingly connected to the drive motor, the power transmission shaft is drivingly connected to the transmission shaft and the rear drive axle, the power input shaft is arranged parallel to the power transmission shaft, and the distance between the axis of the power input shaft and the axis of the power transmission shaft is greater than or equal to 74 mm and less than or equal to 138 mm.

22. The electric all-terrain vehicle according to claim 21, wherein: The front drive axle includes front bevel gears, the transmission shaft includes a ring gear, and the power transmission shaft includes bevel gears. One end of the transmission shaft is transmission-connected to the front bevel gears, and the other end of the transmission shaft is transmission-connected to the bevel gears through the ring gear. The bevel gears and the front bevel gears are both located on one side of the longitudinal plane.

23. The electric all-terrain vehicle according to claim 22, wherein: The rear drive axle includes a rear bevel gear, and the power transmission shaft also includes a power output gear, which is drivingly connected to the rear bevel gear. The power output gear and the rear bevel gear are both located on one side of the longitudinal plane.

24. The electric all-terrain vehicle according to claim 23, wherein: The front bevel gear is basically located in front of the transmission shaft, the bevel gear, the power output gear and the rear bevel gear are basically located behind the transmission shaft, and the bevel gear, the front bevel gear, the power output gear and the rear bevel gear are all located on the right side of the longitudinal plane.

25. The electric all-terrain vehicle according to claim 24, wherein: The electric all-terrain vehicle includes a four-wheel drive mode and a rear-wheel drive mode. When the ring gear is engaged with the bevel gear, the reducer transmits power to the transmission shaft, and the electric all-terrain vehicle is in the four-wheel drive mode; when the ring gear is separated from the bevel gear, the reducer and the transmission shaft are separated, and the electric all-terrain vehicle switches from the four-wheel drive mode to the rear-wheel drive mode.

26. The electric all-terrain vehicle according to claim 21, wherein: The electric all-terrain vehicle further comprises a mounting shell, wherein the drive motor, the reducer and the rear drive axle are all located in the mounting shell.

27. The electric all-terrain vehicle according to claim 21, wherein: The electric all-terrain vehicle also includes a charging and distribution device at least partially connected to the power battery, and the charging and distribution device is located on the upper side of the drive motor.

28. The electric all-terrain vehicle according to claim 27, wherein: The minimum distance between the charging and distributing device and the driving motor along the height direction of the electric all-terrain vehicle is greater than or equal to 2 cm and less than or equal to 4 cm.

29. An electric all-terrain vehicle, comprising: Frame; a power system, the power system being supported by the vehicle frame; A transmission assembly, the transmission assembly being transmission-connected to the power system; a traveling assembly, the traveling assembly comprising front wheels and rear wheels at least partially located on the underside of the frame; a seat assembly connected to the frame; A battery assembly, the battery assembly comprising a power battery for providing energy to the power system; in, A reference plane perpendicular to the height direction of the electric all-terrain vehicle is defined, the projection of the seat assembly along the height direction of the electric all-terrain vehicle on the reference plane is defined as a seat projection, the projection of the power battery along the height direction of the electric all-terrain vehicle on the reference plane is defined as a battery projection, the seat projection is at least partially located in front of the battery projection, and the battery projection The ratio of the area of ​​the overlapping part of the shadow and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1.

30. The electric all-terrain vehicle according to claim 29, wherein: The transmission assembly includes a front drive axle connected to the front wheel transmission and a rear drive axle connected to the rear wheel transmission. The transmission assembly also includes a transmission shaft connecting the front drive axle and the power system, and the transmission shaft is at least partially located on the lower side of the power battery.

31. The electric all-terrain vehicle according to claim 30, wherein: The front drive axle, the rear drive axle and the power battery are distributed along the length direction of the electric all-terrain vehicle, and the power battery is located between the front drive axle and the rear drive axle.

32. The electric all-terrain vehicle according to claim 31, wherein: The power battery comprises an inwardly recessed accommodation portion, and the transmission shaft is at least partially disposed in the accommodation portion.

33. The electric all-terrain vehicle according to claim 32, wherein: When viewed along the width direction of the electric all-terrain vehicle, the transmission shaft and the power battery at least partially overlap; when viewed along the height direction of the electric all-terrain vehicle, the transmission shaft and the power battery at least partially overlap.

34. The electric all-terrain vehicle according to claim 33, wherein: The power battery includes a battery shell, which includes an upper shell and a lower shell distributed along the height direction of the electric all-terrain vehicle, and the accommodating portion is arranged at the bottom of the lower shell; a battery base is arranged on the frame, and a mounting seat is arranged on the lower shell, and when the power battery and the frame are in a connected state, the mounting seat is fixedly connected to the battery base.

35. The electric all-terrain vehicle of claim 34, wherein: The mounting seat is provided with a connecting portion and a hoisting portion for hoisting the power battery. When the power battery and the vehicle frame are in a connected state, the connecting portion is fixedly connected to the battery base.

36. The electric all-terrain vehicle of claim 29, wherein: The front wheels include a first front wheel and a second front wheel distributed along the width direction of the electric all-terrain vehicle, and the rear wheels include a first rear wheel and a second rear wheel distributed along the width direction of the all-terrain vehicle. An area enclosed by connecting the center point of the first front wheel, the center point of the second front wheel, the center point of the first rear wheel and the center point of the second rear wheel in sequence is defined as a wheel area. A projection of the wheel area on the reference plane along the height direction of the electric all-terrain vehicle is defined as a wheel projection area. The battery projection is basically located within the wheel projection area, and a ratio of an area of ​​the battery projection to an area of ​​the wheel projection area is greater than or equal to 0.09 and less than or equal to 0.

17.

37. The electric all-terrain vehicle of claim 29, wherein: The ratio of the maximum length of the power battery in the width direction of the electric all-terrain vehicle to the maximum length of the frame in the width direction of the electric all-terrain vehicle is greater than or equal to 0.5 and less than or equal to 1.

38. The electric all-terrain vehicle of claim 29, wherein: The transmission assembly includes a rear drive axle connected to the rear wheels; the battery assembly also includes a temperature control device, the power battery, the temperature control device and the rear drive axle are basically distributed along the length direction of the electric all-terrain vehicle, and the temperature control device is at least partially located between the power battery and the rear drive axle.

39. The electric all-terrain vehicle of claim 38, wherein: The temperature control device includes a circulation pipeline for adjusting the temperature of the power battery, the temperature control device includes a cooling element for cooling the coolant in the circulation pipeline and a heating element for heating the coolant in the circulation pipeline, the circulation pipeline includes an inner circulation pipeline and an outer circulation pipeline, the temperature control device also includes a heat exchanger, the inner circulation pipeline is arranged in the power battery, and the outer circulation pipeline is connected to the heating element and the heat exchanger; the temperature control device also includes a refrigerant pipeline connected to the cooling element, the refrigerant pipeline is connected to the heat exchanger, and the circulation pipeline and the refrigerant pipeline realize heat exchange through the heat exchanger.

40. The electric all-terrain vehicle of claim 39, wherein: The power battery is provided with a connection port, the connection port is located at the rear side of the power battery, and the external circulation pipeline is connected with the internal circulation pipeline through the connection port.

41. The electric all-terrain vehicle of claim 39, wherein: The heat exchanger is located above the heating element and the cooling element, and the heating element is located at a front side of the cooling element.

42. The electric all-terrain vehicle of claim 39, wherein: The temperature control device also includes a water pump, which is at least partially located in front of the cooling element, the water pump is located on the left side of the heating element, and the water pump is connected to the external circulation pipeline.

43. The electric all-terrain vehicle of claim 39, wherein: The temperature control device also includes a water storage pot, which is connected to the external circulation pipeline and is used to balance the coolant in the circulation pipeline.

44. The electric all-terrain vehicle of claim 43, wherein: The temperature control device also includes a water pump, and the water storage pot is at least partially located on the upper side of the water pump. When viewed along the height direction of the electric all-terrain vehicle, the water storage pot and the water pump at least partially overlap.

45. The electric all-terrain vehicle of claim 44, wherein: The temperature control device also includes a radiator, and the refrigerant pipeline is communicated with the radiator.

46. ​​The electric all-terrain vehicle of claim 38, wherein: The power battery includes a battery shell, which includes an upper shell and a lower shell distributed along the height direction of the electric all-terrain vehicle, and the upper shell and the lower shell are configured to be fixedly connected; a battery base is provided on the frame, and a mounting seat is provided on the lower shell, and when the power battery and the frame are in a connected state, the mounting seat is fixedly connected to the battery base.

47. The electric all-terrain vehicle of claim 46, wherein: The mounting seat is provided with a connecting portion and a hoisting portion for hoisting the power battery. When the power battery and the vehicle frame are in a connected state, the connecting portion is fixedly connected to the battery base.

48. The electric all-terrain vehicle of claim 29, wherein: The all-terrain vehicle includes a control system, which includes a vehicle controller. The battery assembly also includes a temperature control device. The power battery includes a circulation pipeline for adjusting the temperature of the power battery. The temperature control device includes a heating element for heating the coolant in the circulation pipeline and a cooling element for cooling the coolant in the circulation pipeline. A battery temperature sensor for detecting temperature is provided on the power battery. The temperature control device includes an ambient temperature sensor for detecting ambient temperature. The cooling element, the heating element, the battery temperature sensor and the ambient temperature sensor are all configured to be communicatively connected with the vehicle controller.

49. The electric all-terrain vehicle of claim 48, wherein: The vehicle controller includes a battery thermal management module, and the battery assembly and the temperature control assembly are both communicatively connected to the battery thermal management module.

50. The electric all-terrain vehicle of claim 49, wherein: The communication connection modes are all set to be a CAN communication connection mode or a LIN communication connection mode.

51. The electric all-terrain vehicle of claim 48, wherein: The circulation pipeline also includes a water pump for providing pressure to the circulation pipeline. The water pump is arranged to be communicatively connected with the vehicle controller. When the cooling element or the heating element is working, the vehicle controller issues a working instruction to the water pump to provide water pressure for the circulation management.

52. The electric all-terrain vehicle of claim 48, wherein: The temperature control device also includes a refrigerant pipeline connected to the cooling element and a pressure sensor located on the refrigerant pipeline. The ambient temperature sensor and the pressure sensor are both configured to be in communication connection with the vehicle controller.

53. An electric all-terrain vehicle, comprising: Frame; A power system, the power system comprising a drive assembly; A transmission assembly, the transmission assembly being transmission-connected to the power system; a traveling assembly, the traveling assembly comprising front wheels and rear wheels at least partially located on the underside of the frame; a seat assembly connected to the frame; A battery assembly, the battery assembly comprising a power battery for providing energy to the power system; A cargo box assembly, the cargo box assembly is located at the rear of the vehicle frame and connected to the vehicle frame; in, Define a reference plane perpendicular to the height direction of the electric all-terrain vehicle, and place the seat assembly along the height direction of the electric all-terrain vehicle. The projection of the height direction on the reference plane is defined as the seat projection, and the projection of the power battery along the height direction of the electric all-terrain vehicle on the reference plane is defined as the battery projection, the seat projection is at least partially located in front of the battery projection, and the ratio of the area of ​​the overlapping part of the battery projection and the seat projection to the area of ​​the seat projection is greater than or equal to 0.52 and less than or equal to 1; the electric all-terrain vehicle also includes a charging and distribution device, which is integrated with a charging unit for converting alternating current into direct current, a conversion unit for converting high voltage into low voltage, and a distribution unit for power supply, and the charging and distribution device is electrically connected to the power battery and the drive motor, respectively; the charging and distribution device is located on the upper side of the drive motor, the charging and distribution device is located on the rear side of the power battery, and the charging and distribution device is also located on the lower side of the cargo box assembly.

54. The electric all-terrain vehicle of claim 53, wherein: The transmission assembly includes a front drive axle connected to the front wheel transmission and a rear drive axle connected to the rear wheel transmission. The transmission assembly also includes a transmission shaft connecting the front drive axle and the power system, and the transmission shaft is at least partially located on the lower side of the power battery.

55. The electric all-terrain vehicle of claim 54, wherein: The front drive axle, the rear drive axle and the power battery are distributed along the length direction of the electric all-terrain vehicle, and the power battery is located between the front drive axle and the rear drive axle.

56. The electric all-terrain vehicle of claim 55, wherein: The power battery comprises an inwardly recessed accommodation portion, and the transmission shaft is at least partially disposed in the accommodation portion.

57. The electric all-terrain vehicle of claim 56, wherein: When viewed along the width direction of the electric all-terrain vehicle, the transmission shaft and the power battery at least partially overlap; when viewed along the height direction of the electric all-terrain vehicle, the transmission shaft and the power battery at least partially overlap.

58. The electric all-terrain vehicle of claim 57, wherein: The power battery includes a battery shell, which includes an upper shell and a lower shell distributed along the height direction of the electric all-terrain vehicle, and the accommodating portion is arranged at the bottom of the lower shell; a battery base is arranged on the frame, and a mounting seat is arranged on the lower shell, and when the power battery and the frame are in a connected state, the mounting seat is fixedly connected to the battery base.

59. The electric all-terrain vehicle of claim 58, wherein: The mounting seat is provided with a connecting portion and a hoisting portion for hoisting the power battery. When the power battery and the vehicle frame are in a connected state, the connecting portion is fixedly connected to the battery base.

60. The electric all-terrain vehicle of claim 53, wherein: The front wheels include a first front wheel and a second front wheel distributed along the width direction of the electric all-terrain vehicle, and the rear wheels include a first rear wheel and a second rear wheel distributed along the width direction of the all-terrain vehicle. An area enclosed by connecting the center point of the first front wheel, the center point of the second front wheel, the center point of the first rear wheel and the center point of the second rear wheel in sequence is defined as a wheel area. A projection of the wheel area on the reference plane along the height direction of the electric all-terrain vehicle is defined as a wheel projection area. The battery projection is basically located within the wheel projection area, and a ratio of an area of ​​the battery projection to an area of ​​the wheel projection area is greater than or equal to 0.09 and less than or equal to 0.

17.

61. The electric all-terrain vehicle of claim 53, wherein: The ratio of the maximum length of the power battery in the width direction of the electric all-terrain vehicle to the maximum length of the frame in the width direction of the electric all-terrain vehicle is greater than or equal to 0.5 and less than or equal to 1.

62. The electric all-terrain vehicle of claim 53, wherein: When viewed along the height direction of the electric all-terrain vehicle, the charging and distribution device, the drive motor and the cargo box assembly at least partially overlap.

63. The electric all-terrain vehicle of claim 53, wherein: The minimum distance between the charging and distributing device and the driving motor is greater than or equal to 2 cm and less than or equal to 4 cm.

64. The electric all-terrain vehicle of claim 53, wherein: The charging and distribution device is provided with a battery port connected to the power battery and a motor port connected to the drive motor. The battery port is located at the front end of the charging and distribution device, and the motor port is located at the lower end of the charging and distribution device.

65. The electric all-terrain vehicle of claim 53, wherein: The electric all-terrain vehicle also includes a charging interface electrically connected to the charging and distribution device. When the electric all-terrain vehicle is in a charging state, the charging interface is connected to an external power source through an external charging cable.

66. The electric all-terrain vehicle of claim 53, wherein: The electric all-terrain vehicle also includes a charging and distribution bracket, which is located on the rear side of the power battery. The frame includes a rear partition structure arranged on the rear side of the seat assembly. The charging and distribution bracket is connected to the rear partition structure, and the charging and distribution device is connected to the charging and distribution bracket.

67. The electric all-terrain vehicle of claim 66, wherein: The charging and distributing bracket includes a first bracket extending along the width direction of the electric all-terrain vehicle, the first bracket of the rear partition structure is fixedly connected to the frame, and a fixing seat for fixing the charging and distributing device is provided on the first bracket.

68. The electric all-terrain vehicle of claim 67, wherein: The first bracket includes a first fixing portion and a second fixing portion located at both ends, and the frame also includes a longitudinal beam located on both sides of the rear baffle structure and extending basically along the height direction of the electric all-terrain vehicle, the first fixing portion is fixedly connected to the longitudinal beam on one side, and the second fixing portion is fixedly connected to the longitudinal beam on the other side.

69. The electric all-terrain vehicle of claim 68, wherein: The charging and distribution bracket also includes a second bracket extending basically along the height direction of the electric all-terrain vehicle, one end of the second bracket is fixedly connected to the first bracket, and the other end of the second bracket is fixedly connected to the rear partition structure, and the connection point between the second bracket and the first bracket is basically located in the middle of the first bracket.

70. The electric all-terrain vehicle of claim 69, wherein: The charging and distribution device also includes a cooling pipeline for supplying coolant, the battery assembly also includes a temperature control device, the temperature control device includes a radiator, the cooling pipeline is at least partially located in the charging and distribution device, and the cooling pipeline is connected to the radiator.

71. The electric all-terrain vehicle of claim 53, wherein: The charging and distribution device includes a charging and distribution bracket, a fixing seat is provided on the charging and distribution bracket, the charging and distribution device is at least partially located on the fixing seat and connected to the fixing seat, the charging and distribution bracket is at least partially located on the upper side of the drive assembly, and when observed along the height direction of the electric all-terrain vehicle, the charging and distribution bracket and the drive assembly at least partially overlap.

72. The electric all-terrain vehicle of claim 71, wherein: The charging and distribution bracket includes a first bracket connected to the frame, the first bracket extends along the width direction of the electric all-terrain vehicle, and the fixing seat is located on the first bracket and fixedly connected to the first bracket.

73. The electric all-terrain vehicle of claim 72, wherein: The vehicle frame is formed with a passenger compartment and a rear compartment connected to the passenger compartment, the vehicle frame includes a rear partition structure for separating the passenger compartment and the rear compartment, and the first bracket is fixedly connected to the rear partition structure.

74. The electric all-terrain vehicle of claim 73, wherein: When viewed along the height direction of the electric all-terrain vehicle, the rear baffle structure is at least partially located on the front side of the first bracket.

75. The electric all-terrain vehicle of claim 74, wherein: A first fixing portion and a second fixing portion are respectively disposed at two ends of the first bracket, and the first fixing portion and the second fixing portion are both fixedly connected to the vehicle frame.

76. The electric all-terrain vehicle of claim 75, wherein: The frame also includes longitudinal beams located on both sides of the rear baffle structure and extending basically along the height direction of the electric all-terrain vehicle. The first fixing portion of the rear baffle structure is fixedly connected to the longitudinal beam on one side, and the second fixing portion is fixedly connected to the longitudinal beam on the other side.

77. The electric all-terrain vehicle of claim 76, wherein: The longitudinal beam includes a first longitudinal beam portion and a second longitudinal beam portion, two ends of the first fixing portion are respectively connected to the first longitudinal beam portion and the second longitudinal beam portion of the longitudinal beam on one side, and two ends of the second fixing portion are respectively connected to the first longitudinal beam portion and the second longitudinal beam portion of the longitudinal beam on the other side.

78. The electric all-terrain vehicle of claim 76, wherein: The charging and distribution bracket also includes a second bracket, which basically extends along the height direction of the electric all-terrain vehicle, one end of the second bracket is connected to the first bracket, and the other end of the second bracket is connected to the rear baffle structure.

79. The electric all-terrain vehicle of claim 78, wherein: The second bracket is configured to be curved, and a connection point between the second bracket and the first bracket is substantially located in the middle of the first bracket.

80. The electric all-terrain vehicle of claim 71, wherein: The drive assembly includes a drive motor, which is transmission-connected to the walking assembly. When viewed along the height direction of the electric all-terrain vehicle, the charging and distribution bracket at least partially overlaps with the drive motor, and the charging and distribution bracket is at least partially located on the upper side of the drive motor. The minimum distance between the charging and distribution bracket and the drive motor is greater than or equal to 2 cm and less than or equal to 3.5 cm.

81. The electric all-terrain vehicle of claim 53, wherein: The all-terrain vehicle also includes a charging and distribution integrated system, which includes a charging and distribution device and a charging interface electrically connected to the charging and distribution device, the charging interface is located on the rear side of the frame and connected to the frame, the charging interface is at least partially located on the upper side of the rear wheel, and the charging interface is also located on the lower side of the cargo box assembly.

82. The electric all-terrain vehicle of claim 81, wherein: The frame is provided with a mounting bracket, and the charging port at least partially passes through the mounting bracket and is fixedly connected to the mounting bracket.

83. The electric all-terrain vehicle of claim 81, wherein: The minimum distance between the cargo box assembly and the charging port is greater than or equal to 7.6 cm and less than or equal to 14 cm.

84. The electric all-terrain vehicle of claim 81, wherein: The all-terrain vehicle also includes a suspension assembly, which includes two rear shock absorbers distributed along the width direction of the electric all-terrain vehicle, and the charging interface is at least partially located between the two rear shock absorbers.

85. The electric all-terrain vehicle of claim 81, wherein: A reference plane perpendicular to the height direction of the electric all-terrain vehicle is defined, and a projection of the charging interface along the height direction of the electric all-terrain vehicle on the reference plane is basically located within the projection range of the cargo box assembly along the height direction of the electric all-terrain vehicle on the reference plane.

86. The electric all-terrain vehicle of claim 81, wherein: In the length direction of the electric all-terrain vehicle, the distance between the rearmost end of the charging interface and the rearmost end of the cargo box assembly is greater than or equal to 58.8 mm and less than or equal to 109.2 mm.

87. The electric all-terrain vehicle of claim 86, wherein: The charging and distribution device is located in front of the charging interface, and the minimum distance between the charging and distribution device and the charging interface is greater than or equal to 31.9 cm and less than or equal to 59.3 cm.

88. The electric all-terrain vehicle of claim 87, wherein: The charging interface also includes a charging cover for providing protection for the charging interface, and the charging cover is connected to the charging interface.

Images