CN117984692A

CN117984692A - All-terrain vehicle

Info

Publication number: CN117984692A
Application number: CN202211344558.2A
Authority: CN
Inventors: 张常华; 吕浚潮; 吴蕊彤; 曹晗
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2022-10-31
Filing date: 2022-10-31
Publication date: 2024-05-07

Abstract

The application relates to the technical field of vehicles, in particular to an all-terrain vehicle. The all-terrain vehicle comprises a wheel set and a torque control device, wherein the wheel set comprises a first wheel and a second wheel, and the torque control device comprises a first half-shaft assembly, a second half-shaft assembly, a transmission assembly and a power assembly; the first half axle assembly is connected with the first wheel; the second axle assembly is coupled to the second wheel; the transmission assembly drives the first half shaft assembly and the second half shaft assembly to rotate respectively; the all-terrain vehicle is in a first state, and the first half-shaft assembly and the second half-shaft assembly rotate in the same direction; the all-terrain vehicle is in a second state, the first half-shaft assembly rotates positively, and the second half-shaft assembly rotates reversely; the ATV is in a third state, the first axle assembly is inverted, and the second axle assembly is rotated forward. The all-terrain vehicle can switch three different states and can actively enable the wheels to positively and negatively rotate at any end, so that the turning radius of the all-terrain vehicle is greatly reduced, and the trafficability of the vehicle in a narrow area is enhanced.

Description

All-terrain vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to an all-terrain vehicle.

Background

The rear axle is a device for supporting wheels of an all-terrain vehicle and connecting rear wheels of the all-terrain vehicle, and the rear-drive all-terrain vehicle is used as a drive axle. Currently, the number of rear axles on the market is two: one is a steering rear axle with a differential function, and the other is a driving rear axle without the differential function. The turning radius of the existing all-terrain vehicle is large, and the turning is inconvenient to be carried out at a narrow place, so that the experience of a driver on the aspects of operability and playability of the all-terrain vehicle is poor.

Disclosure of Invention

In order to solve the defects in the prior art, the invention provides an all-terrain vehicle capable of reducing the turning radius of the vehicle and turning in situ.

In order to achieve the above purpose, the present invention adopts the following technical scheme: an all-terrain vehicle comprising: a frame; the wheel set comprises a first wheel and a second wheel which are distributed left and right; a suspension system through which the wheel set is connected to the frame; the torque control device is connected with the wheel set; the torque control device includes: a case; one end of the first half-axle assembly is arranged in the box body, and the other end of the first half-axle assembly is connected with the first wheel; one end of the second half-shaft component is arranged in the box body, and the other end of the second half-shaft component is connected with the second wheel; the transmission assembly is at least partially movably sleeved on the first half-shaft assembly and the second half-shaft assembly and can drive the first half-shaft assembly and the second half-shaft assembly to rotate respectively; the power assembly is connected with and drives the transmission assembly to rotate; when the all-terrain vehicle is in a first state, the first half shaft assembly and the second half shaft assembly rotate in the same direction; when the all-terrain vehicle is in the second state, the first half-shaft assembly rotates positively, and the second half-shaft assembly rotates reversely; when the all-terrain vehicle is in the third state, the first half-shaft assembly rotates reversely, and the second half-shaft assembly rotates positively.

Further, the transmission assembly includes: the spline housing unit is movably sleeved on at least part of the first half-shaft assembly and the second half-shaft assembly and can respectively drive the first half-shaft assembly and the second half-shaft assembly to rotate; the first sun gear is sleeved on the spline housing unit; the second sun gear is sleeved on the second half shaft component; when the all-terrain vehicle is in a first state, the first sun gear is separated from the spline housing unit, and the second sun gear is meshed with at least part of the spline housing unit; when the all-terrain vehicle is in a second state, the first sun gear is meshed with at least part of the spline housing unit, and the second sun gear is separated from the spline housing unit; when the all-terrain vehicle is in a third state, the spline housing unit is respectively meshed with the first sun gear and the second sun gear.

Further, the spline housing unit includes: the first spline housing is movably sleeved on the first half-shaft assembly; the second spline housing is movably sleeved on the second half shaft component and the second sun gear; the first spline housing and the second spline housing are in limit fit in the axial direction of the first half shaft assembly and the second half shaft assembly; when the all-terrain vehicle is in a first state, the first spline housing is connected with the power assembly and the first half-shaft assembly, and the second spline housing is connected with the second sun gear and the second half-shaft assembly; when the all-terrain vehicle is in a second state, the first spline housing is connected with the power assembly and the first half-shaft assembly, and the second spline housing is connected with the first sun gear and the second half-shaft assembly; when the all-terrain vehicle is in a third state, the first spline housing is connected with the first sun gear and the first half-shaft assembly, and the second spline housing is connected with the second sun gear and the second half-shaft assembly.

Further, characterized in that the power assembly comprises: the power unit is sleeved on the first half-shaft assembly; the planetary gear unit is positioned between the power unit and the transmission assembly and is respectively connected with the power unit and at least part of the transmission assembly.

Further, the power unit includes: the driven bevel gear is sleeved on the first half-shaft assembly; the inner gear ring is connected with the driven bevel gear and meshed with at least part of the planetary gear units.

Further, the planetary gear unit includes: the mounting shaft is connected with the box body; the first planet wheel is fixedly arranged on the mounting shaft and meshed with the annular gear; the second planet wheel is fixedly arranged on the mounting shaft and meshed with the first sun wheel; the third planetary gear is fixedly arranged on the mounting shaft; and the fourth planet wheel is positioned between the third planet wheel and the second sun wheel and meshed with the third planet wheel and the second sun wheel respectively.

Further, the first half shaft assembly comprises a first connecting shaft and a first half shaft, and the first connecting shaft is positioned in the box body and is in spline connection with at least part of the spline housing unit; one end of the first half shaft extends into the first connecting shaft and is connected with the first connecting shaft, and the other end of the first half shaft is connected with the first wheel; the second half shaft assembly comprises a second connecting shaft and a second half shaft, the second connecting shaft is positioned in the box body and is abutted on the first connecting shaft, and the second connecting shaft is in spline connection with at least part of the spline housing unit; one end of the second half shaft extends into the second connecting shaft and is connected with the second connecting shaft, and the other end of the second half shaft is connected with the second wheel.

Further, the cross section of the first spline housing is L-shaped, and the cross section of the second spline housing is Z-shaped.

Further, the first spline housing is provided with a first spline and a second spline, and the first spline is positioned on the outer periphery side of the first spline housing; the second spline is positioned on the inner peripheral side of the first spline housing; the second spline housing is provided with a third spline, a fourth spline and a fifth spline, the third spline and the fourth spline are positioned on the inner peripheral side of the second spline housing, the third spline is positioned at the left end of the second spline housing, the fourth spline is positioned at the right end of the second spline housing, and the third spline is arranged close to the second half shaft relative to the fourth spline; the fifth spline is positioned on the outer peripheral side of the second spline housing, and is arranged close to the right end of the second spline housing; wherein the first spline is capable of being meshed with the annular gear or the first sun gear, and the second spline is meshed with the first half-shaft assembly; the third spline is engageable with the second axle assembly, the fourth spline is engageable with the second sun gear, and the fifth spline is engageable with the first sun gear.

Further, the torque control apparatus further includes: the transfer case assembly at least partially stretches into the case body and is connected with the spline housing unit; the transfer case assembly is capable of pushing the spline housing unit to slide along the axial direction of the first half-shaft assembly and the second half-shaft assembly.

Compared with the prior art, the all-terrain vehicle provided by the application can switch three different states, the torque control device can actively control the torque output conditions of the first half-shaft assembly and the second half-shaft assembly, and the wheels can actively perform any-end forward and reverse rotation, namely the first wheels forward and the second wheels reverse rotation; or the second wheel rotates positively and the first wheel rotates reversely; or the first wheel and the second wheel rotate in the same direction. The application can achieve the purpose of turning in situ without the assistance of other devices, thereby greatly reducing the turning radius of the all-terrain vehicle, enhancing the trafficability of the vehicle in a narrow area, effectively improving the steering performance of the all-terrain vehicle and ensuring better experience of a driver in the aspects of operability and playability.

Drawings

Fig. 1 is a schematic structural diagram of an all-terrain vehicle provided by the application.

Fig. 2 is a schematic structural diagram of a torque control device provided by the present application.

Fig. 3 is an exploded view of the torque control device provided by the present application.

Fig. 4 is a cross-sectional view of the torque control device in a first state of the all-terrain vehicle provided by the application.

Fig. 5 is a cross-sectional view of the torque control device in a second state of the all-terrain vehicle provided by the application.

Fig. 6 is a cross-sectional view of the torque control device in a third state of the all-terrain vehicle provided by the application.

Fig. 7 is an exploded view of a first sun gear, a second sun gear, a first spline housing and a second spline housing according to the present application.

Fig. 8 is a schematic view of a part of the structure of the transfer case assembly provided by the application.

In the figure, 101, all-terrain vehicle; 102. a frame; 103. a wheel set; 104. a first wheel; 105. a second wheel; 106. a suspension system; 100. a torque control device; 10. a case; 20. a first half shaft assembly; 21. a first connecting shaft; 22. a first half shaft; 30. a second axle shaft assembly; 31. a second connecting shaft; 32. a second half shaft; 40. a transmission assembly; 41. a spline housing unit; 411. a first spline housing; 4111. a receiving groove; 412. a second spline housing; 4121. an annular groove; 42. a first sun gear; 43. a second sun gear; 44. a steel wire retainer ring; 50. a power assembly; 51. a power unit; 511. a drive bevel gear; 512. a driven bevel gear; 513. an inner gear ring; 52. a planetary gear unit; 521. a mounting shaft; 522. a first planet; 523. a second planet wheel; 524. a third planet wheel; 525. a fourth planetary gear; 60. a transfer case assembly; 61. a driving member; 611. a motor assembly; 6111. a contact; 612. an eccentric wheel; 62. a transmission member; 621. a dial; 6211. a main disk; 6212. a bar-shaped hole; 6213. a limiting disc; 6216. a connection part; 6217. a limit part; 6214. a first clamping groove; 6215. a second clamping groove; 622. an elastic member; 6221. a first pushing part; 6222. a second pushing part; 63. a toggle member; 631. a guide shaft; 632. a shifting block unit; 633. a shifting fork; 70. a first bearing; 71. a second bearing; 80. a first oil seal; 81. a second oil seal; 82. a first spline; 83. a second spline; 84. a third spline; 85. a fourth spline; 86. a fifth spline; 87. a sixth spline; 88. a seventh spline; 89. an eighth spline; 90. a ninth spline; 91. a tenth spline; 92. an eleventh spline.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, are intended to fall within the scope of the present invention.

It is noted that when an element is referred to as being "mounted on" another element, it can be directly mounted on the other element or intervening elements may also be present. When an element is referred to as being "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "secured to" another element, it can be directly secured to the other element or intervening elements may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "or/and" as used herein includes any and all combinations of one or more of the associated listed items.

Referring to fig. 1, an all-terrain vehicle 101 provided by the present application includes a frame 102, a wheel set 103 and a suspension system 106. The wheel set 103 comprises a first wheel 104 and a second wheel 105 which are distributed left and right; wheel set 103 is connected to frame 102 by suspension system 106.

Referring to fig. 2, the all-terrain vehicle 101 further includes a torque control device 100, where the torque control device 100 is connected with the wheel set 103; specifically, both ends of the torque control device 100 are connected to a first wheel 104 and a second wheel 105 of the wheel set 103, respectively. Note that, the all-terrain vehicle 101 includes two sets of wheel sets 103, that is, a front wheel set and a rear wheel set of the all-terrain vehicle 101, respectively, each of which includes a first wheel 104 and a second wheel 105 distributed left and right. In the present embodiment, the torque control device 100 is connected to both the front wheel set and the rear wheel set.

Of course, the torque control apparatus 100 may be connected to only the first and second wheels 104, 105 of the rear wheel set, or the torque control apparatus 100 may be connected to only the first and second wheels 104, 105 of the front wheel set, depending on different requirements, and the present invention is not limited thereto. The torque control device 100 is typically used in an ATV 101, but may be used on other vehicles where control of wheel torque is desired.

Referring to fig. 3-6, the torque control device 100 includes a housing 10, a first axle assembly 20, a second axle assembly 30, a transmission assembly 40, and a power assembly 50. One end of the first axle assembly 20 is mounted in the housing 10, and the other end of the first axle assembly 20 is connected to the first wheel 104. One end of the second axle assembly 30 is mounted within the housing 10 and the other end of the second axle assembly 30 is connected to the second wheel 105. The transmission assembly 40 is at least partially movably sleeved on the first axle assembly 20 and the second axle assembly 30, and can drive the first axle assembly 20 and the second axle assembly 30 to rotate respectively. The power assembly 50 is coupled to and drives the transmission assembly 40 in rotation.

In this embodiment, ATV 101 includes a first state, a second state, and a third state. The first state is a state in which the all-terrain vehicle 101 does not turn on the spot, the second state is a state in which the all-terrain vehicle 101 turns on the right in the four-wheel drive mode, and the third state is a state in which the all-terrain vehicle 101 turns on the left in the four-wheel drive mode.

Referring to fig. 4 to 6, when the all-terrain vehicle 101 is in the first state, the first axle assembly 20 and the second axle assembly 30 rotate in the same direction; when the ATV 101 is in the second state, the first axle assembly 20 is rotated in a forward direction and the second axle assembly 30 is rotated in a reverse direction; when the ATV 101 is in the third state, the first axle assembly 20 is reversed and the second axle assembly 30 is rotated in the forward direction. In the second and third states of ATV 101, ATV 101 is able to turn around the center of the four wheels in situ.

In this way, the all-terrain vehicle 101 can switch three different states, the torque control device 100 can actively control the torque output conditions of the first half-axle assembly 20 and the second half-axle assembly 30, and can actively make the wheels forward and backward rotate at any end, namely, the first wheel 104 forward rotates and the second wheel 105 backward rotates; or the second wheel 105 is rotating forward and the first wheel 104 is rotating backward; or the first wheel 104 rotates in the same direction as the second wheel 105. The application can achieve the purpose of turning in situ without the assistance of other devices, thereby greatly reducing the turning radius of the all-terrain vehicle 101, enhancing the trafficability of the vehicle in a narrow area, effectively improving the steering performance of the all-terrain vehicle 101 and ensuring better experience of a driver in the aspects of operability and playability.

In the present embodiment, the torque control device 100 is mounted to both sets 103 of wheels, i.e., the front wheel set and the rear wheel set, of the all-terrain vehicle 101. Of course, depending on the actual requirements, only the rear wheel set may be provided with the torque control device 100, and the ATV 101 may be rotated about the rear wheel axle center of the rear wheel set.

Referring to fig. 4 to 6, the transmission assembly 40 includes a spline housing unit 41, a first sun gear 42 and a second sun gear 43. The spline housing unit 41 is movably sleeved on at least part of the first axle assembly 20 and the second axle assembly 30, and can drive the first axle assembly 20 and the second axle assembly 30 to rotate respectively. The first sun gear 42 is sleeved on the spline housing unit 41. The second sun gear 43 is sleeved on the second half shaft assembly 30.

Referring to fig. 4, when the all-terrain vehicle 101 is in the first state, the first sun gear 42 is disengaged from the spline housing unit 41, and the second sun gear 43 is engaged with at least a portion of the spline housing unit 41, the first axle assembly 20 and the second axle assembly 30 rotate in the same direction, i.e., the first wheel 104 and the second wheel 105 of the all-terrain vehicle 101 turn in the same direction.

Referring to fig. 5, when the all-terrain vehicle 101 is in the second state, the first sun gear 42 is engaged with at least a portion of the spline housing unit 41, the second sun gear 43 is disengaged from the spline housing unit 41, the first axle assembly 20 is rotated forward, the second axle assembly 30 is rotated backward, i.e., the first wheel 104 of the all-terrain vehicle 101 is rotated forward, the second wheel 105 is rotated backward, and the all-terrain vehicle 101 makes a right turn around the center of the four wheels.

Referring to fig. 6, when the all-terrain vehicle 101 is in the third state, the spline housing unit 41 is engaged with the first sun gear 42 and the second sun gear 43, respectively, the first axle assembly 20 is rotated reversely, the second axle assembly 30 is rotated forwardly, that is, the first wheel 104 of the all-terrain vehicle 101 is rotated reversely, the second wheel 105 is rotated forwardly, and the all-terrain vehicle 101 makes a left-hand turn around the centers of the four wheels.

In this way, by the engagement of the spline housing unit 41, the first sun gear 42, and the second sun gear 43, the all-terrain vehicle 101 can be switched between three different states at will, the torque output conditions of the first half shaft assembly 20 and the second half shaft assembly 30 can be actively controlled, and the wheels can be actively rotated forward and backward at any ends, so that the turning radius of the all-terrain vehicle 101 can be greatly reduced.

Referring to fig. 4 to 6, the spline housing unit 41 includes a first spline housing 411 and a second spline housing 412. The first spline housing 411 is movably sleeved on the first half shaft assembly 20. The second spline housing 412 is movably sleeved on the second half shaft assembly 30 and the second sun gear 43. The first spline housing 411 and the second spline housing 412 are in limit fit in the axial direction of the first axle assembly 20 and the second axle assembly 30, that is, the first spline housing 411 and the second spline housing 412 slide synchronously along the axial direction of the first axle assembly 20 and the second axle assembly 30, but the first spline housing 411 and the second spline housing 412 can rotate independently and freely along the radial direction of the first axle assembly 20 and the second axle assembly 30.

Specifically, the first spline housing 411 and the second spline housing 412 are axially limited by the steel wire retainer ring 44, the first spline housing 411 is provided with a receiving slot 4111, a part of the steel wire retainer ring 44 is installed in the receiving slot 4111, another part of the steel wire retainer ring 44 protrudes out of the receiving slot 4111, one end of the second spline housing 412 abuts against the first spline housing 411, and a part of the second spline housing 412 is clamped between the first spline housing 411 and the steel wire retainer ring 44, so that the first spline housing 411 and the second spline housing 412 are in limiting fit. Of course, in other embodiments, other components may be used for limiting.

Referring to fig. 4, when the all-terrain vehicle 101 is in the first state, the first spline housing 411 is connected to the power assembly 50 and the first axle assembly 20, and the second spline housing 412 is connected to the second sun gear 43 and the second axle assembly 30. Specifically, the power of the power assembly 50 is transmitted to the first spline housing 411, and the first spline housing 411 drives the first half-shaft assembly 20 to rotate; the power of the power assembly 50 is transmitted to the first sun gear 42, and the first sun gear 42 idles; the power of the power assembly 50 is transmitted to the second sun gear 43, the second sun gear 43 drives the second spline housing 412 to rotate, and the second spline housing 412 drives the second half-shaft assembly 30 to rotate. At this point the first axle assembly 20 and the second axle assembly 30 are rotating in the same direction, i.e., the first wheel 104 and the second wheel 105 of the ATV 101 are turning the same.

Referring to fig. 5, when the all-terrain vehicle 101 is in the second state, the first spline housing 411 is connected with the power assembly 50 and the first axle assembly 20, and the second spline housing 412 is connected with the first sun gear 42 and the second axle assembly 30. Specifically, the power of the power assembly 50 is transmitted to the first spline housing 411, and the first spline housing 411 drives the first half-shaft assembly 20 to rotate; the power of the power assembly 50 is transmitted to the first sun gear 42, the first sun gear 42 rotates reversely and drives the second spline housing 412 to rotate, and the second spline housing 412 drives the second half-shaft assembly 30 to rotate; the power of the power assembly 50 is transmitted to the second sun gear 43, and the second sun gear 43 idles. At this time, the first axle assembly 20 is rotated forward and the second axle assembly 30 is rotated backward, i.e., the first wheel 104 of the ATV 101 is rotated forward and the second wheel 105 is rotated backward, and the ATV 101 makes a right-side in-situ turn.

Referring to fig. 6, when the all-terrain vehicle 101 is in the third state, the first spline housing 411 is connected to the first sun gear 42 and the first axle assembly 20, and the second spline housing 412 is connected to the second sun gear 43 and the second axle assembly 30. Specifically, the power of the power assembly 50 is transmitted to the first sun gear 42, the first sun gear 42 reverses and drives the first spline housing 411 to rotate, and the first spline housing 411 drives the first half-shaft assembly 20 to rotate; the power of the power assembly 50 is transmitted to the second sun gear 43, the second sun gear 43 drives the second spline housing 412 to rotate, and the second spline housing 412 drives the second half-shaft assembly 30 to rotate. At this point, the first axle assembly 20 is inverted and the second axle assembly 30 is rotated in a forward direction, i.e., the first wheel 104 of the ATV 101 is inverted and the second wheel 105 is rotated in a forward direction, so that the ATV 101 makes a left-hand in-situ turn.

Thus, the transmission assembly 40 is simple and compact in structure and occupies a small space. The first spline housing 411 and the second spline housing 412 are slid on the first half shaft assembly 20 and the second half shaft assembly 30 to engage the first sun gear 42 and the second sun gear 43. The first spline housing 411 and the second spline housing 412 can be independently and freely rotated, so that the torque output conditions of the first half shaft assembly 20 and the second half shaft assembly 30 can be actively controlled, and the wheels can be actively rotated forward and backward at any ends, so that the turning radius of the ATV 101 can be greatly reduced.

Referring to fig. 4 to 6, the first half shaft assembly 20 includes a first connecting shaft 21 and a first half shaft 22, wherein the first connecting shaft 21 is located in the case 10 and is in spline connection with at least a part of the spline housing unit 41. One end of the first half shaft 22 extends into the first connecting shaft 21 and is connected to the first connecting shaft 21, and the other end of the first half shaft 22 is connected to the first wheel 104. The rotation of the first connecting shaft 21 drives the first half shaft 22 to rotate, thereby driving the first wheel 104 to turn.

The second axle shaft assembly 30 includes a second connecting shaft 31 and a second axle shaft 32, wherein the second connecting shaft 31 is disposed in the box 10 and abuts against the first connecting shaft 21, and the second connecting shaft 31 is in spline connection with at least a portion of the spline housing unit 41. One end of the second half shaft 32 extends into the second connecting shaft 31 and is connected to the second connecting shaft 31, and the other end of the second half shaft 32 is connected to the second wheel 105. The rotation of the second connecting shaft 31 drives the second half shaft 32 to rotate, thereby driving the second wheel 105 to turn.

The first half shaft 22 is in spline connection with the first connecting shaft 21, and the second half shaft 32 is in spline connection with the second connecting shaft 31.

With continued reference to fig. 4-6, the power assembly 50 includes a power unit 51 and a planetary gear unit 52. The power unit 51 is sleeved on the first half-shaft assembly 20. The planetary gear unit 52 is located between the power unit 51 and the transmission assembly 40 and is connected to the power unit 51, at least part of the transmission assembly 40, respectively. The power unit 51 can drive the planetary gear unit 52 to rotate, and the planetary gear unit 52 is always meshed with the first sun gear 42 and the second sun gear 43. The power direction is changed by the engagement of the planetary gear units 52 to change the steering direction, so that the second axle shaft assembly 30 is turned opposite to the first axle shaft assembly 20, thereby achieving the purpose of turning in situ. Meanwhile, the planetary gear unit 52 has small volume, light weight and large transmission ratio, and can stably transmit power, and the planetary gear unit 52 enables the structure of the power assembly 50 to be more compact and occupies smaller space.

The power unit 51 includes a driven bevel gear 512 and an inner gear ring 513. The driven bevel gear 512 is sleeved on the first half-shaft assembly 20; the ring gear 513 is connected with the driven bevel gear 512, and the ring gear 513 is meshed with at least part of the planetary gear unit 52.

In this embodiment, the ring gear 513 is fixedly connected to the driven bevel gear 512, and the rotation of the driven bevel gear 512 drives the ring gear 513 to rotate synchronously, and the ring gear 513 transmits power to the planetary gear unit 52. Of course, in other embodiments, the driven bevel gear 512 and the ring gear 513 may be integrally formed.

In the present embodiment, the torque control apparatus 100 further includes a drive bevel gear 511, and the drive bevel gear 511 rotates and transmits power to a driven bevel gear 512.

Referring to fig. 4 to 6, the planetary gear unit 52 includes a mounting shaft 521, a first planetary gear 522, a second planetary gear 523, a third planetary gear 524, and a fourth planetary gear 525. The mounting shaft 521 is connected to the case 10. The first planetary gears 522 are fixed to the mounting shaft 521 and meshed with the ring gear 513. The second planetary gear 523 is fixed to the mounting shaft 521 and meshes with the first sun gear 42. The third planetary gear 524 is fixed to the mounting shaft 521. The fourth planetary gear 525 is located between the third planetary gear 524 and the second sun gear 43, and meshes with the third planetary gear 524 and the second sun gear 43, respectively.

In this way, the power direction is changed through the cooperation of the planetary gears, any ends of the wheels are rotated in the forward and reverse directions, the steering direction is changed, and the second half-shaft assembly 30 and the first half-shaft assembly 20 are rotated in the opposite directions, so that the purpose of turning in situ is achieved. Meanwhile, the planetary gears are small in size, light in weight and large in transmission ratio, power transmission can be stably carried out, and the arrangement among the planetary gears enables the power assembly 50 to be compact in structure and small in occupied space.

In the present application, the mounting shaft 521, the first planetary gear 522, the second planetary gear 523, the third planetary gear 524 and the fourth planetary gear 525 have three groups, and are uniformly arranged between the power unit 51 and the transmission assembly 40, thereby ensuring stable power output. Of course, in other embodiments, the mounting shaft 521, the first planetary gear 522, the second planetary gear 523, the third planetary gear 524, and the fourth planetary gear 525 may be two groups, four groups, five groups, or six groups.

Meanwhile, in other embodiments, the mounting shaft 521, the first planetary gear 522, the second planetary gear 523, the third planetary gear 524, and the fourth planetary gear 525 may be integrally formed.

Specifically, referring to fig. 4, when the all-terrain vehicle 101 is in the first state, the first sun gear 42 is separated from the first spline housing 411 and the second spline housing 412, one side of the first spline housing 411 is in spline connection with the annular gear 513, and the other side of the first spline housing 411 is in spline connection with the first connecting shaft 21; the second spline housing 412 is spline-connected to the second sun gear 43 and the second connecting shaft 31, respectively. At this time, the driven bevel gear 512 drives the ring gear 513 to move in the same direction, and the ring gear 513 transmits power to the first connecting shaft 21 through the first spline housing 411, and the first connecting shaft 21 drives the first half shaft 22 to rotate in the forward direction, so as to drive the first wheel 104 to rotate in the forward direction.

Next, the ring gear 513 transmits power to the first planetary gear 522, and the second planetary gear 523 coaxial with the first planetary gear 522 transmits power to the first sun gear 42, so that the first sun gear 42 is not engaged with the first spline housing 411 and the second spline housing 412 at this time, and the first sun gear 42 idles. The third planet wheel 524 coaxial with the first planet wheel 522 transmits power to the fourth planet wheel 525, the fourth planet wheel 525 rotates reversely, the fourth planet wheel 525 transmits power to the second sun wheel 43, the second sun wheel 43 rotates positively, and the second sun wheel 43 is in spline connection with the second spline housing 412 at this time, the power is transmitted to the second connecting shaft 31 through the second spline housing 412, and the second connecting shaft 31 drives the second half shaft 32 to rotate positively, so that the second wheel 105 is driven to rotate positively.

Referring to fig. 5, when the all-terrain vehicle 101 is in the second state, one side of the first spline housing 411 is in spline connection with the annular gear 513, and the other side of the first spline housing 411 is in spline connection with the first connecting shaft 21; one side of the second spline housing 412 is in spline connection with the first sun gear 42, and the other side of the second spline housing 412 is in spline connection with the second connecting shaft 31; the first sun gear 42 is disengaged from the first spline housing 411 and the second sun gear 43 is disengaged from the second spline housing 412. At this time, the driven bevel gear 512 drives the ring gear 513 to move in the same direction, and the ring gear 513 transmits power to the first connecting shaft 21 through the first spline housing 411, and the first connecting shaft 21 drives the first half shaft 22 to rotate in the forward direction, so as to drive the first wheel 104 to rotate in the forward direction.

Next, the ring gear 513 transmits power to the first planetary gear 522, and the second planetary gear 523 coaxial with the first planetary gear 522 transmits power to the first sun gear 42, and at this time, the first sun gear 42 is inverted. The first sun gear 42 transmits power to the second connecting shaft 31 through the second spline housing 412, and the second connecting shaft 31 drives the second half shaft 32 to rotate reversely, so that the second wheel 105 is driven to rotate reversely. Meanwhile, the third planetary gear 524 coaxial with the first planetary gear 522 transmits power to the fourth planetary gear 525, and the fourth planetary gear 525 transmits power to the second sun gear 43, so that the second sun gear 43 is not meshed with the second spline housing 412 at this time, and the second sun gear 43 idles at this time. At this time, ATV 101 makes a right turn.

Referring to fig. 6, when the all-terrain vehicle 101 is in the third state, one side of the first spline housing 411 is in spline connection with the first sun gear 42, and the other side of the first spline housing 411 is in spline connection with the first connecting shaft 21. First sun gear 42 is disengaged from second spline housing 412. The second spline housing 412 is spline-connected to the second sun gear 43 and the second connecting shaft 31, respectively. At this time, the driven bevel gear 512 drives the ring gear 513 to move in the same direction, so that the ring gear 513 is not directly connected to the first spline housing 411, but power is transmitted to the first sun gear 42 through the second planetary gear 523 coaxial with the first planetary gear 522, and thus the first sun gear 42 is inverted. The first sun gear 42 transmits power to the first connecting shaft 21 through the first spline housing 411, and the first connecting shaft 21 drives the first half shaft 22 to rotate reversely, so that the first wheel 104 is driven to rotate reversely.

Next, the third planetary gear 524, which is coaxial with the first planetary gear 522, transmits power to the fourth planetary gear 525, and the fourth planetary gear 525 is reversed. The fourth planetary gear 525 transmits power to the second sun gear 43, the second sun gear 43 rotates forward, the second sun gear 43 transmits power to the second connecting shaft 31 through the second spline housing 412, and the second connecting shaft 31 drives the second half shaft 32 to rotate forward, so that the second wheel 105 is driven to rotate forward. At this time, ATV 101 makes a left-hand in-situ turn.

In this way, the all-terrain vehicle 101 can switch three different states, the torque output conditions of the first half-axle assembly 20 and the second half-axle assembly 30 are actively controlled, and the wheels can be actively rotated positively and negatively at any end, namely, the first wheel 104 is rotated positively and the second wheel 105 is rotated reversely; or the second wheel 105 is rotating forward and the first wheel 104 is rotating backward; or the first wheel 104 rotates in the same direction as the second wheel 105. Thereby greatly reducing the turning radius of the ATV 101 and enhancing the passing ability of the vehicle in a narrow area.

The first sun gear 42 is sleeved with the ring gear 513, and can play a role in radial positioning. The second sun gear 43 is axially limited on the second connecting shaft 31 by a retainer ring so that it does not axially move.

In an embodiment, referring to fig. 4 to 6, the cross section of the first spline housing 411 is L-shaped, the cross section of the second spline housing 412 is Z-shaped, the cross section of the first sun gear 42 is t-shaped, and the cross section of the second sun gear 43 is L-shaped. The cross-sectional shapes described above are all cross-sectional shapes of the parts, each of which is bounded by its own central axis, and each of which is on one side of the central axis, as shown in fig. 7.

Through ingenious arrangement of the shapes of the first spline housing 411, the second spline housing 412, the first sun gear 42 and the second sun gear 43, the whole spline housing unit 41 can be conveniently moved, and engagement and disengagement between all the components can be easily realized. In this way, the arrangement is ingenious, so that the spline housing unit 41, the first sun gear 42 and the second sun gear 43 are more compact, and the occupied space is small. Meanwhile, the structure of the spline housing unit 41 is matched with the planetary gear unit 52, so that the in-situ turning of the whole vehicle can be increased on the premise of not changing the original bridge structure, namely, the first half shaft 22 and the second half shaft 32 form the positive and negative rotation function, the whole size of the torque control device 100 is further compact, and the occupied space of the whole vehicle is small.

Specifically, referring to fig. 7, the first spline housing 411 is provided with a first spline 82 and a second spline 83, and the first spline 82 is located on the outer peripheral side of the first spline housing 411, that is, on the side of the first spline housing 411 close to the ring gear 513; the second spline 83 is located on the inner peripheral side of the first spline housing 411, i.e., the side of the first spline housing 411 that is adjacent to the first half shaft 22.

The second spline housing 412 is provided with a third spline 84, a fourth spline 85 and a fifth spline 86, and the third spline 84 and the fourth spline 85 are positioned on the inner peripheral side of the second spline housing 412, namely, on the side of the second spline housing 412 close to the second half shaft 32; wherein the third spline 84 is located at the left end of the second spline housing 412 and the fourth spline 85 is located at the right end of the second spline housing 412, the third spline 84 is disposed proximate to the second axle shaft 32 relative to the fourth spline 85. The fifth spline 86 is located on the outer peripheral side of the second spline housing 412, i.e., the side of the second spline housing 412 adjacent to the first sun gear 42, and the fifth spline 86 is disposed adjacent to the right end of the second spline housing 412.

The first sun gear 42 is provided with a sixth spline 87, a seventh spline 88, an eighth spline 89 and a ninth spline 90, and the sixth spline 87 and the seventh spline 88 are positioned on the inner peripheral side of the first sun gear 42, that is, on the side of the first sun gear 42 close to the second spline housing 412; wherein the sixth spline 87 is located substantially in the middle of the first sun gear 42 and the seventh spline 88 is located at the right end of the first sun gear 42, i.e. the seventh spline 88 is located close to the second sun gear 43. The eighth spline 89 and the ninth spline 90 are located on the outer peripheral side of the first sun gear 42, i.e., the side of the first sun gear 42 away from the second spline housing 412; wherein the eighth spline 89 is located at the left end of the first sun gear 42, i.e., located near the ring gear 513; the ninth spline 90 is located in the middle of the first sun gear 42.

The second sun gear 43 is provided with a tenth spline 91 and an eleventh spline 92, and the tenth spline 91 and the eleventh spline 92 are both positioned on the outer peripheral side of the second sun gear 43, that is, on the side of the second sun gear 43 away from the second half shaft 32; wherein the tenth spline 91 is located at the left end of the second sun gear 43 and the eleventh spline 92 is located at the right end of the second sun gear 43, i.e. the tenth spline 91 is located closer to the first sun gear 42 than the eleventh spline 92.

Wherein, when the first spline housing 411 is meshed with the annular gear 513, the first spline 82 is matched with the annular gear 513 to realize the meshing. Engagement is achieved by the first spline 82 mating with the sixth spline 87 when the first spline housing 411 is engaged with the first sun gear 42.

Engagement is achieved by fourth spline 85 mating with tenth spline 91 when second spline housing 412 is engaged with second sun gear 43. Engagement is achieved by the fifth spline 86 mating with the seventh spline 88 when the second spline housing 412 is engaged with the first sun gear 42.

The second spline 83 is always engaged with the first connecting shaft 21, and the third spline 84 is always engaged with the second connecting shaft 31. The eighth spline 89 is in engagement with the first planetary gear 522, the ninth spline 90 is in engagement with the second planetary gear 523, and the eleventh spline 92 is in engagement with the fourth planetary gear 525.

Thus, through the position setting of each spline, the meshing and the separation between each component can be smoothly realized, and the planetary gear unit 52 is matched again, so that the in-situ turning of the whole vehicle can be increased on the premise of not changing the original bridge structure, namely, the first half shaft 22 and the second half shaft 32 form the positive and negative rotation function, the whole size of the torque control device 100 is further compact, and the occupied space of the whole vehicle is small.

It should be noted that the parameters of each spline may be changed according to the actual situation, and the parameters of all the splines are not necessarily identical.

Referring to fig. 4-8, the torque control device 100 further includes a transfer case assembly 60, wherein the transfer case assembly 60 extends at least partially into the case 10 and is coupled to the spline housing unit 41. The transfer case assembly 60 is capable of pushing the spline housing unit 41 to axially slide along the first and second axle assemblies 20, 30.

The first spline housing 411 is always spline-connected to the first connecting shaft 21, and the second spline housing 412 is always spline-connected to the second connecting shaft 31.

Referring to fig. 4 to 8, in the first state of the all-terrain vehicle 101, the transfer case assembly 60 drives the spline housing unit 41 to be at the intermediate position, the first spline housing 411 is separated from the first sun gear 42, and the first spline housing 411 is connected with the annular gear 513; the second spline housing 412 is disengaged from the first sun gear 42, and the second spline housing 412 is connected to the second sun gear 43. In the second state of the all-terrain vehicle 101, the transfer case assembly 60 pushes the spline housing unit 41 to slide along the axes of the first half-shaft assembly 20 and the second half-shaft assembly 30 towards the direction approaching the first half-shaft assembly 20, so that the first spline housing 411 is separated from the first sun gear 42, and the first spline housing 411 is connected with the annular gear 513; the second spline housing 412 is disengaged from the second sun gear 43, and the second spline housing 412 is connected to the first sun gear 42. In the third state of the all-terrain vehicle 101, the transfer case assembly 60 pushes the spline housing unit 41 to slide along the axis of the first half-shaft assembly 20 and the second half-shaft assembly 30 towards the direction approaching the second half-shaft assembly 30, so that the first spline housing 411 is separated from the annular gear 513, and the first spline housing 411 is connected with the first sun gear 42; the second spline housing 412 is disengaged from the first sun gear 42, and the second spline housing 412 is connected to the second sun gear 43.

In this way, the connection or disconnection between the first spline housing 411 and the second spline housing 412 and the annular gear 513, the first sun gear 42 and the second sun gear 43 is conveniently controlled, so that the torque output conditions of the first half-shaft assembly 20 and the second half-shaft assembly 30 are actively controlled, and the wheels can be actively made to perform forward and reverse rotation at any end, namely, the first wheel 104 is positively rotated and the second wheel 105 is reversely rotated; or the second wheel 105 is rotating forward and the first wheel 104 is rotating backward; or the first wheel 104 rotates in the same direction as the second wheel 105. Meanwhile, the torque control device 100 has a simple structure and a small number of parts, so that the volume of the torque control device 100 is reduced, and the reliability is higher.

Referring to fig. 8, the transfer case assembly 60 includes a driving member 61, a transmitting member 62 and a toggle member 63. The driving member 61 at least partially extends into the transmission member 62, one end of the stirring member 63 is connected with the transmission member 62, and the other end of the stirring member 63 is connected with the spline housing unit 41. The driving member 61 can drive the driving member 62 to swing, and the driving member 62 drives at least part of the stirring member 63 to slide along the axial direction of the first axle assembly 20, and the stirring member 63 pushes the spline housing unit 41 to slide along the axial direction of the first axle assembly 20 and the second axle assembly 30. Thus, the transfer case assembly 60 has a simple transmission mode, a smooth power transmission process and a low failure rate. Thereby facilitating the connection or disconnection of the spline housing unit 41 and the ring gear 513, the first sun gear 42 and the second sun gear 43, and greatly improving the stability of the power transmission of the torque control device 100.

The driving member 61 includes a motor assembly 611 and an eccentric wheel 612, the eccentric wheel 612 is connected with the motor assembly 611, and one end of the eccentric wheel 612 extends into the driving member 62. Wherein, the motor assembly 611 drives the eccentric wheel 612 to eccentrically rotate, and the eccentric wheel 612 drives the transmission piece 62 to swing. Through the setting of eccentric wheel 612, be convenient for drive transmission piece 62 and swing, the drive mode of driving piece 61 is simple, and the installation of being convenient for and fault rate are low.

With continued reference to fig. 8, the transmission member 62 includes a driving plate 621 and an elastic member 622, one end of the driving plate 621 is sleeved on the motor assembly 611, and the eccentric wheel 612 extends into the driving plate 621. The elastic member 622 is sleeved on the motor assembly 611, and the elastic member 622 is at least partially clamped on the dial 621 and the toggle member 63. Wherein, the eccentric wheel 612 rotates to drive the driving plate 621 to swing, the driving plate 621 drives the elastic piece 622 to swing, and the elastic piece 622 pushes at least part of the stirring piece 63 to move along the axial direction of the first half-shaft assembly 20, so that the stirring piece 63 pushes the spline housing unit 41 to slide, and connection or disconnection with the annular gear 513, the first sun gear 42 and the second sun gear 43 is realized.

In one embodiment, the elastic member 622 is a torsion spring, which has a high fatigue limit and load-bearing deformability, and a long service life, thereby improving the service life of the transmission member 62. Of course, in other embodiments, the elastic member 622 may be other members having the same or similar functions.

Referring to fig. 8, the elastic member 622 includes a first pushing portion 6221 and a second pushing portion 6222, and the dial 621 includes a main disc 6211 and a limiting disc 6213. The main disk 6211 is sleeved on the motor assembly 611, and one end of the eccentric wheel 612 extends into the main disk 6211. The limiting disc 6213 is located on one side of the main disc 6211 away from the driving member 61 and is connected to the main disc 6211, and the main disc 6211 and the limiting disc 6213 enclose a first clamping groove 6214 and a second clamping groove 6215, and the first clamping groove 6214 and the second clamping groove 6215 are located at two ends of the limiting disc 6213 respectively. The first pushing portion 6221 is disposed through the first slot 6214 to one end of the striking member 63, and the second pushing portion 6222 is disposed through the second slot 6215 to the other end of the striking member 63.

The first and second clamping grooves 6214 and 6215 can limit the positions of the first and second pushing portions 6221 and 6222, and ensure that a certain force can be applied to the first and second pushing portions 6221 and 6222 when the dial 621 swings, so that the first and second pushing portions 6221 and 6222 drive the toggle member 63 to move.

When the first pushing portion 6221 of the elastic member 622 is pushed by the driving plate 621 to twist, if the spline of the spline housing unit 41 is free from the jamming and is capable of sliding, the second pushing portion 6222 of the torsion spring follows the twist, and the first pushing portion 6221 and the second pushing portion 6222 clamp the stirring member 63, so that the stirring member 63 moves axially. If the spline of the spline housing unit 41 is stuck and is not capable of moving smoothly, the motor assembly 611 will continue to rotate to make the first pushing portion 6221 continuously twist until the second pushing portion 6222 of the elastic member 622 can push the toggle member 63 and the spline housing unit 41 overcomes the stuck and is not capable of moving smoothly, and the second pushing portion 6222 will push the toggle member 63 to move the toggle member 63 axially.

With continued reference to fig. 8, the limiting disc 6213 includes a connecting portion 6216 and a limiting portion 6217, one end of the connecting portion 6216 is connected to the main disc 6211, and the other end of the connecting portion 6216 is connected to the limiting portion 6217. The main disc 6211, the limiting portion 6217 and the connecting portion 6216 define a first clamping groove 6214 and a second clamping groove 6215. The connecting portion 6216 is disposed perpendicular to the main disc 6211, the first clamping groove 6214 and the second clamping groove 6215 are respectively located at two sides of the connecting portion 6216, the first pushing portion 6221 penetrates the first clamping groove 6214, the second pushing portion 6222 penetrates the second clamping groove 6215, and the first pushing portion 6221 and the second pushing portion 6222 are respectively clamped at two sides of the connecting portion 6216. When the eccentric wheel 612 drives the dial 621 to swing, the connecting portion 6216 can apply an acting force to the first pushing portion 6221 and the second pushing portion 6222, so that the elastic member 622 swings, and the toggle member 63 is pushed to move.

In one embodiment, the limiting portion 6217 is arc-shaped, and two ends of the limiting portion 6217 extend toward the swing direction of the dial 621, respectively. The limiting portion 6217 can limit the positions of the first pushing portion 6221 and the second pushing portion 6222, so as to ensure that the first pushing portion 6221 and the second pushing portion 6222 are always located in the first clamping groove 6214 and the second clamping groove 6215 and are abutted against the connecting portion 6216. Of course, in other embodiments, the shape of the limiting portion 6217 may be changed according to the actual requirement, so long as the same effect is achieved, for example, the shape of the limiting portion 6217 is linear, corrugated, and the like.

In one embodiment, the main disk 6211 has a slot 6212 formed therein, and the eccentric 612 extends into the slot 6212. The eccentric wheel 612 can change position in the bar-shaped hole 6212 when rotating, so as to apply a force to the side wall of the bar-shaped hole 6212, thereby driving the whole main disc 6211 to swing.

The toggle member 63 includes a guide shaft 631, a toggle block unit 632, and a toggle fork 633. The guide shaft 631 is connected to the case 10; the shifting block unit 632 is sleeved on the guide shaft 631, and the shifting block unit 632 can slide along the axial direction of the guide shaft 631; one end of the shift fork 633 is connected to the dial block unit 632, and the other end of the shift fork 633 is connected to the spline housing unit 41. The first pushing portion 6221 and the second pushing portion 6222 are clamped on the shifting block unit 632, and can push the shifting block unit 632 to slide along the axial direction of the guide shaft 631, the shifting block unit 632 drives the shifting fork 633 to move along the axial direction of the first half-shaft assembly 20, and the shifting fork 633 pushes the spline housing unit 41 to slide.

Through setting up guiding axle 631 and shifting block unit 632, guiding axle 631 can play the guide effect to the removal of shifting block unit 632, and the shifting block unit 632 steady and quick removal of being convenient for to drive shift fork 633 and promote spline housing unit 41 and remove, guarantee that spline housing unit 41 is connected smoothly or is separated with ring gear 513, first sun gear 42, second sun gear 43. The toggle member 63 has a simple structure, a smooth transmission process and a low failure rate.

The circumferential side wall of the second spline housing 412 is provided with an annular groove 4121, and the end of the shift fork 633 is disposed in the annular groove 4121. The shift fork 633 can move the spline housing unit 41 to both sides by pushing both side walls of the annular groove 4121. Wherein, a slight gap can be kept between the shifting fork 633 and the two side walls and the bottom of the annular groove 4121, so as to ensure that the second spline housing 412 can rotate freely, and reduce the resistance.

The shifting block unit 632 is provided with a sensor (not shown), and the motor assembly 611 is provided with a contact 6111; along with the sliding of the shifting block unit 632, the sensor can sense with the contact 6111 and is used for sensing whether the first spline housing 411, the second spline housing 412, the shifting fork 633 and the shifting block unit 632 are in place or not.

In this embodiment, the side of the shifting block unit 632 near the transmission member 62 includes a protrusion (not shown), and the first pushing portion 6221 and the second pushing portion 6222 are clamped on two sides of the protrusion, so as to push the shifting block unit 632 to slide.

Referring to fig. 4 to 6, the torque control device 100 further includes a first bearing 70 and a second bearing 71.

The first bearing 70 is sleeved on the driven bevel gear 512 and is located between the case 10 and the driven bevel gear 512.

The second bearing 71 is sleeved on the second connecting shaft 31 and is located between the case 10 and the second connecting shaft 31. The primary function of the first bearing 70 and the second bearing 71 is to support the driven bevel gear 512 and the second connecting shaft 31 and to realize rotation, reduce the friction coefficient of the driven bevel gear 512 and the second connecting shaft 31 during movement, ensure rotation accuracy, and greatly reduce friction loss and surface wear between the driven bevel gear 512 and the case 10, and between the second connecting shaft 31 and the case 10.

The torque control device 100 further includes a first oil seal 80 and a second oil seal 81, where the first oil seal 80 is located in the casing 10 and sleeved on the first half shaft 22. The second oil seal 81 is located in the case 10 and is sleeved on the second half shaft 32. The first oil seal 80 and the second oil seal 81 play a role in dust and water prevention.

It will be appreciated by persons skilled in the art that the above embodiments have been provided for the purpose of illustrating the invention and are not to be construed as limiting the invention, and that suitable modifications and variations of the above embodiments are within the scope of the invention as claimed.

Claims

1. An all-terrain vehicle comprising:

A frame;

the wheel set comprises a first wheel and a second wheel which are distributed left and right;

a suspension system by which the wheel set is connected to the frame;

a torque control device connected to the wheel set;

the torque control device is characterized by comprising:

A case;

one end of the first half-axle assembly is installed in the box body, and the other end of the first half-axle assembly is connected with the first wheel;

a second axle assembly having one end mounted within the housing and the other end connected to the second wheel;

the transmission assembly is at least partially movably sleeved on the first half-shaft assembly and the second half-shaft assembly and can drive the first half-shaft assembly and the second half-shaft assembly to rotate respectively;

The power assembly is connected with and drives the transmission assembly to rotate;

Wherein, when the all-terrain vehicle is in a first state, the first half-shaft component and the second half-shaft component rotate in the same direction; when the all-terrain vehicle is in a second state, the first half-shaft assembly rotates positively, and the second half-shaft assembly rotates reversely; when the all-terrain vehicle is in the third state, the first half-shaft assembly rotates reversely, and the second half-shaft assembly rotates positively.

2. The all-terrain vehicle of claim 1, characterized in that the transmission assembly comprises:

The spline housing unit is movably sleeved on at least part of the first half-shaft assembly and the second half-shaft assembly and can drive the first half-shaft assembly and the second half-shaft assembly to rotate respectively;

the first sun gear is sleeved on the spline housing unit;

The second sun gear is sleeved on the second half-shaft component;

When the all-terrain vehicle is in a first state, the first sun gear is separated from the spline housing unit, and the second sun gear is meshed with at least part of the spline housing unit; when the all-terrain vehicle is in a second state, the first sun gear is meshed with at least part of the spline housing unit, and the second sun gear is separated from the spline housing unit; when the all-terrain vehicle is in a third state, the spline housing unit is meshed with the first sun gear and the second sun gear respectively.

3. The all-terrain vehicle of claim 2, characterized in that the spline housing unit comprises:

The first spline housing is movably sleeved on the first half-shaft assembly;

The second spline housing is movably sleeved on the second half-shaft component and the second sun gear; the first spline housing and the second spline housing are in limiting fit in the axial direction of the first half shaft assembly and the second half shaft assembly;

When the all-terrain vehicle is in a first state, the first spline housing is connected with the power assembly and the first half-shaft assembly, and the second spline housing is connected with the second sun gear and the second half-shaft assembly; when the all-terrain vehicle is in a second state, the first spline housing is connected with the power assembly and the first half-shaft assembly, and the second spline housing is connected with the first sun gear and the second half-shaft assembly; when the all-terrain vehicle is in a third state, the first spline housing is connected with the first sun gear and the first half-shaft assembly, and the second spline housing is connected with the second sun gear and the second half-shaft assembly.

4. The all-terrain vehicle of claim 3, characterized in that the power assembly comprises:

The power unit is sleeved on the first half-shaft assembly;

the planetary gear unit is positioned between the power unit and the transmission assembly and is respectively connected with the power unit and at least part of the transmission assembly.

5. The all-terrain vehicle of claim 4, characterized in that the power unit comprises:

The driven bevel gear is sleeved on the first half-shaft assembly;

The inner gear ring is connected with the driven bevel gear, and is meshed with at least part of the planetary gear units.

6. The all-terrain vehicle of claim 5, characterized in that the planetary gear unit comprises:

The mounting shaft is connected with the box body;

the first planet wheel is fixedly arranged on the mounting shaft and meshed with the annular gear;

the second planet wheel is fixedly arranged on the mounting shaft and meshed with the first sun wheel;

the third planet wheel is fixedly arranged on the mounting shaft;

And the fourth planet wheel is positioned between the third planet wheel and the second sun wheel and meshed with the third planet wheel and the second sun wheel respectively.

7. The all-terrain vehicle of claim 2, characterized in that the first axle assembly comprises a first connecting axle and a first axle shaft, the first connecting axle being located within the housing and being in splined connection with at least a portion of the spline housing unit; one end of the first half shaft extends into the first connecting shaft and is connected with the first connecting shaft, and the other end of the first half shaft is connected with the first wheel;

The second half shaft assembly comprises a second connecting shaft and a second half shaft, the second connecting shaft is positioned in the box body and is abutted on the first connecting shaft, and the second connecting shaft is in spline connection with at least part of the spline housing unit; one end of the second half shaft extends into the second connecting shaft and is connected with the second connecting shaft, and the other end of the second half shaft is connected with the second wheel.

8. The all-terrain vehicle of claim 3, characterized in that the first spline housing has an L-shaped cross section and the second spline housing has a Z-shaped cross section.

9. The all-terrain vehicle of claim 5, characterized in that the first spline housing is provided with a first spline and a second spline, the first spline being located on an outer peripheral side of the first spline housing; the second spline is positioned on the inner peripheral side of the first spline housing;

The second spline housing is provided with a third spline, a fourth spline and a fifth spline, the third spline and the fourth spline are positioned on the inner peripheral side of the second spline housing, the third spline is positioned at the left end of the second spline housing, the fourth spline is positioned at the right end of the second spline housing, and the third spline is arranged close to the second half shaft relative to the fourth spline; the fifth spline is positioned on the outer peripheral side of the second spline housing, and is arranged close to the right end of the second spline housing;

Wherein the first spline is engageable with the ring gear or the first sun gear, and the second spline is engageable with the first half shaft assembly; the third spline is engageable with the second axle assembly, the fourth spline is engageable with the second sun gear, and the fifth spline is engageable with the first sun gear.

10. The all-terrain vehicle of claim 2, characterized in that the torque control means further comprises:

The transfer case assembly at least partially stretches into the case body and is connected with the spline housing unit; the transfer case assembly is capable of pushing the spline housing unit to axially slide along the first axle shaft assembly and the second axle shaft assembly.