RU213038U1 - All-wheel drive flex-drive all-terrain vehicle - Google Patents

Abstract

The utility model relates to wheeled vehicles (TC), to the drive of the wheels of their running gear. In the design of the vehicle - an all-terrain vehicle - for all-wheel drive of both wheels, a flexible shaft is used that connects the wheels so that, at the junction of each end of the flexible shaft with the wheel, the shaft passes along the wheel axis, with the points of connection of the end face with the wheel, located either on the wheel axis, or on the side of the wheel, on a circle concentric with respect to the axis. A flexible shaft connects the wheels from such sides, which provide the possibility of rotation of these wheels in one direction: forward or backward. At the same time, the flexible shaft has the possibility of longitudinal movement along the S-shaped generatrix of the sleeve-sleeve, inside which it is located, the sleeve is rigidly attached with its middle part to the fixed elements of the chassis in the middle and at the same level with the axes of these wheels. Also, of the two wheels connected by a flexible shaft, one or both wheels can be driving, and the flexible shaft is an element that coordinates their rotation. The specified all-wheel drive flexible drive provides the ability to control the rotation of both axles of the specified wheels of the ATV. At the same time, its steering control unit is made according to a negative scheme of full rotation and may contain elements: rocker-lever, mechanical transmission, hydraulic or pneumatic transmission, electrical or electronic components, or their possible combination. In an all-terrain vehicle, one or both wheels can be made in the form of a motor-wheel with a traction booster: electric, ICE, gas, pneumatic, hydraulic, or a combination of the above.

Thanks to the use of a relatively simple, convenient and inexpensive design, the costs of manufacturing an all-terrain vehicle, its operation and repair are significantly reduced, the technical capabilities of the vehicle are expanding (traffic on and off-road, variability of modifications).

Description

The utility model relates to transport technology, namely to the drive of the wheels of the running gear of the vehicle (VH) in motion.

According to the dictionary (/electronic resource/

https://dic.academic.ru/dic.nsf/polytechnic/10340/%D0%A5%D0%9E%D0%94%D0%9E%D0%92%D0%90%D0%AF): Chassis is a set of chassis elements that form the bogie of a transport vehicle. For example, X. of a car includes: a frame, axles, suspension and wheels (with a node and controls for their rotation).

According to vehicle classification

(http://otts.pyc/otts_kareqorii_transportnih_sredstv.html Classification of vehicles by category), the proposed all-terrain vehicle can be attributed to motorcycles or specialized vehicles. This is a two-wheeled single-track vehicle.

In accordance with the terminology (https://www.autocitroen.ru/company/news/tipy-privodov-avtomobiley/Basic types of car drives), the drive of a vehicle (in the article: a car) means a method of transferring rotational forces to the wheels of a vehicle (type power connection of the wheels with the engine or with the drive shaft of the vehicle). At the same time, all cars are divided into 3 types: rear-wheel drive, front-wheel drive and all-wheel drive.

In this case, it should be taken into account that, in the general case, the front and / or rear wheels of the vehicle are involved in controlling the rotation of the vehicle during its movement. Therefore, usually the schemes for driving the vehicle in motion are linked to the schemes for controlling the rotation of the vehicle.

Therefore, we consider here the so-called fully controlled vehicles.

An example of a study of a fully controlled vehicle is the article: Markina A.A., Chepkasov S.N., & Berezhnaya M.A. (2019). Study of the kinematics of a fully controlled car. Vestn. SibADI, 16(5 (69)), 580-591. https://doi.org/10.26518/2071-7296-2019-5-580-591.

The study distinguishes between two types of fully controlled - full-turn schemes: with positive or negative control of the turn of the vehicle.

With a positive turning pattern, both the front and rear wheels of the vehicle turn in one direction during control - to the right or left, in fact, a controlled skid of the vehicle to the right or left is obtained.

With a negative full-turn steering scheme, the front wheels turn in one direction, and the rear wheels in the opposite direction, while the vehicle turns in the direction of rotation of the front wheels. At the same time, the turning radius is almost halved and the maneuverability of the vehicle is increased.

A number of modern vehicles use motor-wheels:

a. https://engineering-ru.livejournal.com/323209.html Motor wheel with internal combustion engine,

b. https://ru.wikipedia.org/wiki/ Motor wheel. Wikipedia. Motor wheel.

/Analogue - A1/ A motorcycle (2-wheeled, single-track) with all-wheel drive and steering on both wheels (full control) is known:

https://zen.yandex.ru/media/id/5e6e91af5f50cb6af854daa1/drysdale-dryvtech-2x2x2-gidravlicheskoe-chudo-s-polnym-privodom-i-rulevym-upravleniem-na-oba-kolesa-5ebeb06372423a6de38c3a9e

On a motorcycle, both wheels are driven by a high-pressure hydraulic pump (310 bar) that drives two hydraulic motors in the wheel hubs. In this case, each wheel is fixed on its carrier rack cantilever, the racks with wheels are deployed antisymmetrically to one another. Given the high pressure, all lines are steel pipes. There are no disc brakes, but the hydraulic motor acts as a regenerative braking system. By means of pressure reducing valves, the torque can be adjusted for each wheel in parallel. In addition, with the help of a hydraulic pump, two steering wheel plungers are controlled.

Disadvantages: Difficulty in setting up and operating a hydraulic system that uses oil. Due to the high accuracy of manufacturing components and parts: valve impellers, the presence of many power transmission links, dependence on the composition of the oil, its cost has been significantly increased, the requirements for high reliability of the power transmission system to the wheels (use of strong steel pipes). If the system is disturbed and oil enters under the wheels, wheel slippage, an emergency, a fire hazard are possible. Highly qualified specialists are required to repair the system. /A2/ A four-wheel drive motorcycle Ural is known (https://ok.ru/usamodelki/topic/68557132551636). The motorcycle has two road wheel schemes: a conventional (2-wheel single track) scheme and a sidecar scheme (3-wheel two-track scheme). The drive to the rear (driving) wheel of a motorcycle is known - mechanical with a gearbox. The wheel of a motorized carriage is free, without a drive. In accordance with the photo from the source, the power drive to the front wheel of the motorcycle is carried out from the rear wheel using a cardan shaft, the knees of which are connected by a cardan connection using hinges (4 Hooke's hinges), as well as the gearing of the ends of this shaft with the shafts / axles of the wheels. The steering of the motorcycle is controlled by turning the axis of one front wheel, while the specified cardan shaft bends ("breaks" in the hinges) in accordance with the direction of rotation of the steering wheel, while the rear drive wheel sits on a non-rotating shaft.

The disadvantages of the motorcycle are high power losses during the transmission of force through the cardan shaft and the gears of the connection with the wheels. Moreover, when turning the steering wheel from the cardan shaft, it is required to provide its additional length, and when it is turned in the opposite direction, a reduction in the length of the cardan shaft is required, this introduces additional restrictions on the use of the analogue. All of these design features require high additional engine power. Such losses are especially manifested at significant angles of rotation of the cardan shaft knees - for example, when the axis of one knee relative to the other is rotated by an angle of more than 15-20 °, the stress concentration in the hinges increases significantly. Accordingly, the likelihood of their breakdown increases. The standard service life of the cardan shaft is reduced, and repair costs are increasing. This reduces the reliability of the system. Special equipment is required when removing propshaft elbows for repair or replacement.

/П/ Bicycle - MOMBAT/Bikes (http://mombatbicycles.com/MOMBAT/Bikes/1991_Leqacy2×2.html Bicycles - MOMBAT/Bikes - 1991) is proposed as a prototype of the utility model.

In this bicycle with a conventional chain drive to the rear wheel and with steering control when turning the steering wheel of the front fork of the bicycle, in addition to the rear (driving) wheel, a power drive is installed on the front wheel. The specified drive is a flexible cable with axial rotation (flexible shaft), on both ends of which, on the axis of its rotation, bevel gears are rigidly fixed, meshing with the response gears of the corresponding wheels, while these gears are made in the form of large open nylon bevel gears.

The front fork is 135mm wide, the same as the traditional rear wheel width, so that the wheel is designed to be attached (geared) to drive from the rear wheel. This design of the drive in the form of a flexible cable, which has the ability to rotate in a fixed shell, provides a solution to the problem of mutual "lag" of the bicycle wheels when turning. In the event of malfunctions or contamination, the auxiliary drive system is dismantled on site.

The disadvantages of the prototype include significant power loss in the drive when the force is transmitted through two pairs of gears, the complexity and cost of the design due to the manufacture of these nylon gears, their rapid wear. Also, losses are introduced by the point fastening of the semi-soft flexible clip-shell on the bicycle frame (due to the concentration of stresses between the flexible shaft and the fastening points of the shell). Due to the structurally open meshing of these gears, their contamination, an increase in power transmission losses or a breakdown of the transmission system is possible. The design of the flexible drive, with a fixed longitudinal fixation of the flexible shaft in the holder, cannot ensure the rotation of the rear wheel of the bicycle according to the fully controlled rotation scheme, in comparison with the claimed utility model.

A flexible shaft is widely used in technology for transmitting rotation power transmissions, as well as: GOST 13225-80 Flexible power transmission shafts).

The objective of the presented utility model is to create a new vehicle - a two-wheeled single-track all-wheel drive all-terrain vehicle with a flexible drive using a flexible shaft for power transmission of movement between the connected wheels.

Achieved the following technical result.

The flexible drive according to the utility model is characterized by the connection of the ends of the flexible shaft to two wheels of the specified chassis so that the axis of rotation of each end of the flexible shaft coincides with the axis of rotation of the corresponding wheel, while it is necessary that the specified end of the flexible shaft is rigidly connected to the specified wheel or in projection axis of rotation of the wheel, including on the shaft of this wheel (end to end), or wire threads of the developed end of the specified shaft to the side of the wheel at points of a circle concentric with respect to the axis of rotation, and these points and wire threads of the end are located symmetrically relative to the axis of rotation of the specified wheels. This makes it possible to carry out a full drive of the wheels with the least loss of the transmitted moment of force and costs, in comparison with analogues (compare with the drive through gears, cardan shafts and / or through a hydraulic drive), using the only part of the direct connection of the wheels through a flexible shaft.

At the same time, instead of one, the wheels with the road have two points of application of the engine traction force: through the front and through the rear wheels.

When this specified flexible drive can be installed between the two drive wheels, each of which has its own drive (for example, in the form of a motor-wheel).

The advantage of the flexible shaft is also manifested in the fact that it has two degrees of freedom (rotation and longitudinal movement inside the S-shaped sleeve-cage). The known schemes of the flexible shaft have its fastening in the holder (at least in two fixed points) with restrictions that prevent the specified longitudinal displacement of the shaft, which adds to the loss of torque, also in the known schemes there is no possibility of controlling the rotation of the axles of the wheels connected through the flexible shaft.

When using the specified flexible drive (including both drive wheels), the effect of front or rear wheel slippage on off-road mud is significantly reduced, since the drive flexible shaft equalizes the load on the front and rear wheels and gently synchronizes their rotation.

The use of the specified flexible drive contributes to the fully controlled mode of operation of the vehicle steering control system, since when the axis of the first wheel is rotated, the displacement of the flexible shaft along the S-shaped tubular sleeve contributes to the rotation of the second wheel 2 relative to the first according to the negative steering control scheme. / An explanation of the term “negative rotation scheme of the vehicle ...” is presented above on page 3 (article: Markina A.A. et al., 2019. Study of the kinematics of a fully controlled vehicle ...). / This allows the steering control unit to work according to a negative full rotation scheme with less load, providing rotation of the front and rear wheels in different directions at the small required angles. This increases the sensitivity of the vehicle's steering control system, reduces wheel tire wear, and almost doubles the vehicle's maneuverability. Turning both wheels in a full-turn scheme improves the grip of the vehicle's wheels with the road, especially on sloping road sections.

A simple flexible drive scheme according to the utility model can also be used in vehicles of various types: in SIM (see Means of individual mobility:

https://zakon.ru/blog/2020/4/21/sredstva_individualnoj_mobilnosti_i_drugie_izmeneniya_v_pdd), bicycles, velomobiles with muscle traction (including electrified ones), in motor vehicles of various categories (including motorcycles) with internal combustion engines, gas , electric, including cross-country. The technical effect is especially pronounced if motor-wheels are used as a traction source.

As a result, thanks to the use of a utility model with a flexible drive of the wheels of the chassis of the vehicle, the costs for the manufacture of an all-terrain vehicle, its operation and repair are significantly reduced, the technical capabilities of the vehicle are expanded (traffic on and off-road, variability of vehicle modifications).

The specified technical result is achieved in an all-wheel drive vehicle - a vehicle containing

- a chassis with two wheels arranged in series in a single-track scheme, a vehicle steering control unit and a flexible drive with a flexible shaft that transmits the rotational force from one wheel to another, and the flexible shaft is in a fixed cage with the possibility of rotation, the flexible shaft is usually a cable product, in accordance with GOST 13225-80 (Flexible power transmission shafts),

the specified vehicle differs from the known ones in that

is an all-terrain vehicle and contains an engine,

and in the flexible drive of the all-terrain vehicle, the ends of the flexible shaft are rigidly connected to the wheels of the specified undercarriage so that the axis of rotation of each end of the flexible shaft coincides with the axis of rotation of the corresponding wheel,

at the same time, the specified end of the flexible shaft is connected along the axis of rotation of the wheel with the wheel itself, with the shaft of this wheel - end to end, or by wire threads of the developed or untwisted end of the flexible shaft to the side of the wheel, for example, to the hub, disk or rim, in the central symmetrical points of a circle concentric with respect to the axis of rotation of the wheel.

/Here and below: the scheme of connecting the end of the flexible shaft to the wheel is determined by the design of the wheel, the technical requirements of the customer and, in fact, does not affect the operation of the flexible drive when transmitting torque from one wheel to another./

At the same time, the specified ends or threads of the end of the flexible shaft are fastened to the specified wheels from those sides that provide the ability to rotate the wheels in one direction: forward or backward,

moreover, the cage, inside which the flexible shaft is located, has the form of an S-shaped tubular sleeve, which is rigidly attached, with its middle part, to the fixed elements of the chassis in the middle between the axles and at the same level with the axes of these wheels,

while the flexible shaft has the ability to move longitudinally along the S-shaped generatrix of the specified sleeve,

at the same time, of the two wheels connected by a flexible shaft, one or both wheels can be driving,

thus, the flexible drive is all-wheel drive, which makes it possible to control the rotation of both axles of the indicated wheels of the ATV,

at the same time, the motorized all-terrain vehicle turning control unit itself is made according to a negative full-turn scheme, containing elements: rocker-lever, mechanical transmission, hydraulic or pneumatic transmission, electrical or electronic components, or their possible combination, in accordance with the calculations and requirements of the Terms of Reference for the all-terrain vehicle.

In particular, in the specified drive, the end or threads of the end of the flexible shaft are fastened to the wheel directly or through an adapter, coupling or compression sleeve.

In particular, in the specified drive, one or both wheels connected by a flexible shaft are motor-wheels with a traction booster: electric, ICE, gas, pneumatic, hydraulic, or a combination of the above.

The proposed utility model is illustrated by the following examples.

Further, in the examples, equally (for ease of reading), the equivalent concepts of “all-terrain vehicle” and “vehicle”, abbreviated as TS, are used.

In FIG. 1 (a-c) schematically shows the location of the flexible drive and the position of the wheels of the undercarriage of a 1-track 2-wheel (all-wheel drive, full-turn) vehicle, installed for the direction of its movement to the left, straight and right.

In FIG. 2 (a, b) shows options for attaching the end of the specified flexible shaft to the wheel of the running gear of the vehicle: - a) using wire threads of the developed (untwisted) specified end of the flexible shaft, - b) direct attachment of the end of the flexible shaft to the end of the wheel shaft.

Here are the designations of the elements of the TS-all-terrain vehicle that are essential for the presentation of this utility model:

1 - conditional boundary of the running gear of the vehicle (shown by a dotted line),

2 - running gear wheel in a flexible drive,

2.1 - wheel in the drive in the form of a motor-wheel,

3 - flexible cable shaft that transmits rotation from one wheel 2 or 2.1 to another,

3.1 - wire threads of the developed (untwisted) end of the flexible shaft 3,

3.2 - compression sleeve at the transition point from flexible shaft 3 to wheel 2,

4 - tubular S-shaped sleeve (cage), inside which is placed a flexible shaft 3, with the possibility of rotation and longitudinal shift along the sleeve,

5 - vehicle steering control unit and its elements for coordinated rotation of the wheel axles (in the diagrams, the elements of the steering unit are conditionally shown as rocker-lever, although they may be of a different design: in accordance with the calculations and requirements of the Terms of Reference).

In the example, FIG. 1 shows the undercarriage 1 of a single-track vehicle with two wheels 2 in series, such is the all-terrain vehicle shown in FIG. 3.

In FIG. 1 shows three images of the chassis 1 of the ATV with different positions of the wheels 2 (a - turn left, b - go straight, c - turn right). In the scheme, the front upper wheel 2 is conventionally assumed to be the front one. At the same time, the steering control unit 5 of the motor-all-terrain vehicle is assembled according to the negative scheme of the complete rotation of the wheels 2 and may contain mechanical transmission elements, in this example, rocker-lever, or in other cases, elements of hydraulic, pneumatic transmission, with electrical or electronic components or their combination - according to the technical requirements of the customer and calculations.

Also, the chassis 1 contains a flexible drive in the form of a flexible cable shaft 3, in accordance with GOST 13225-80 (Flexible shafts of power transmission), transmitting rotation from one wheel 2 to another.

In the specified flexible drive, the ends of the flexible shaft 3 are rigidly connected to two wheels 2 of the specified chassis so that the axis of rotation of each end of the flexible shaft 3 coincides with the axis of rotation of the corresponding wheel 2, while the specified end of the flexible shaft 3 is connected along the axis of rotation of the wheel 2, with the shaft of this wheel - end to end (see Fig. 2b), although it can be attached to the wheel itself in the projection of the axis of rotation or in the variant shown in Fig. 2a, with wire threads 3.1 of the developed or untwisted end of the flexible shaft 3 to the side of the wheel 2, at six centrally symmetrical points of a circle concentric with respect to the axis of its rotation. For example, the connection can be to the hub, disk or rim of wheel 2. The scheme of connecting the end of the flexible shaft 3 to wheel 2 (or 2.1) is determined by the design of this part of the wheel, the technical requirements of the customer and, in fact, does not affect the operation of the flexible drive when transmitting torque moment from one wheel 2 to another.

In this case, of the wheels connected by the flexible shaft 3, the front wheel 2 is the driving one, although both the rear and both wheels can be driving. The traction driver in this example is an external engine mounted on a one-sided (antisymmetric) stand, although it can be combined with wheel 2, for example, in the form of a motor-wheel 2.1. In this case, the traction driver of the wheel/wheels 2 or 2.1 can be: an electric motor, internal combustion engine, gas, pneumatic, hydraulic or a combination of the above.

In this case, the flexible shaft 3 is placed inside the S-shaped tubular (cage) sleeve 4 with two degrees of freedom of movement: with the possibility of rotation in the sleeve and longitudinal shift along the sleeve 4. This ensures minimal losses in the transfer of rotation of the flexible shaft 3 in the sleeve from the wheel to wheel. The sleeve 4 itself is rigidly attached to the fixed elements of the chassis (chassis 1) in the middle between the axles and at the same level with the axles of the specified wheels 2.

It is also important that the ends of the flexible shaft 3 approach the corresponding wheels 2 from those sides that would ensure the rotation of these wheels in one direction: forward or backward.

Thus, the considered flexible drive is made of all-wheel drive, which allows you to control the rotation of both axles of these wheels 2 of the ATV.

At the same time, the vehicle steering control unit 5 is made according to a negative scheme of full rotation, and in this example, with rocker-lever elements of the mechanism for coordinated rotation of the axes of the corresponding wheels 2.

Also, in accordance with the calculations and requirements of the Terms of Reference, the vehicle steering control unit 5 may contain other elements: mechanical transmission, hydraulic or pneumatic transmission, electrical or electronic components, or their possible combination.

The work of an all-terrain vehicle. With the initial position of the wheels of the vehicle in a straight track (Fig. 1b) and one (front) drive wheel 2, the traction driver ensures the rotation of this wheel, due to this the vehicle moves, for example, forward. In this case, the end of the flexible shaft 3 in the drive rotates together with the end of the drive wheel 2, respectively, the entire flexible shaft 3 rotates along with its second end, which is rigidly attached to the end of the shaft of the other (rear) wheel 2. Due to the cruelty of the twisting of the flexible shaft on the second wheel 2 the moment of rotation of the flexible shaft 3 begins to act, which causes it to rotate, regardless of the adhesion to the road surface (in this case, there is a joint action on the wheel 2 of the forces of adhesion to the road and the moment of rotation of the flexible shaft). Instead of one in the track, there are two points of application of engine thrust from each wheel 2. This convenience allows you to more effectively distribute the traction force and reduce engine losses on the movement of the vehicle, especially to prevent wheel slippage 2 on soft soils or in other difficult conditions (traction with road on its slopes). If the drive uses a flexible shaft 3 to connect two driving wheels 2 with their own traction stimulators, then the flexible shaft of the drive of these wheels 2 acts as an additional mechanism that ensures the coordination of the speeds of rotation of these wheels 2.

When the vehicle turns, for example, to the left (Fig. 1a), using the vehicle's steering mechanism, the front wheel 2 (wheel axle) turns to the left, and the rear wheel to the right, at this moment the flexible shaft 3 moves along the sleeve to the rear wheel 2. This the displacement occurs almost freely, since the displacement of the section of the flexible shaft 3 from the front wheel 2 is compensated by the displacement of another section of the shaft in the same direction along the sleeve 4 to the rear wheel 2. Thus, when the axis of the first wheel 2 is rotated, the displacement of the shaft 3 along the sleeve 4 contributes to rotation of the second wheel 2 relative to the first, helping to implement the negative scheme of rotation of the vehicle.

In this case, the rotation control mechanism 5 ensures the corresponding rotation of the rear wheel 2 - to the right. Usually, the steering angles of the wheels are equal, while the sensitivity of the system to the steering angle of the vehicle increases by about 2 times. This results in a corresponding reduction in the force transmission load in the steering control system. At the same time, the maneuverability of the vehicle is increased.

Turning the vehicle to the right (Fig. 1c) occurs in a mirror-symmetrical geometry with a plane of symmetry passing through the centers of both wheels, in the same sequence as in Fig. 1a.

A variant of the vehicle (not shown), similar to that shown in this example, is a single-track vehicle, in which, in a flexible drive, the end of the flexible shaft 3 is connected not to the left (as shown in Fig. 1), but to the right end of the shaft (front) of the wheel 2, and the second end of the shaft 3 is respectively connected to the left end of the shaft of the (rear) wheel 2.

Also, a variant of the vehicle (also not shown) similar to that shown in the example in FIG. 2, there may be a two-track vehicle (for example, an all-wheel drive, full-turn all-terrain vehicle-motorcycle with an attached sidecar), in which a pair of wheels 2 of the all-terrain vehicle itself with the specified flexible drive - flexible shaft 3, as in the running gear 1 in Fig. 1, and in the second track there is a third wheel of free rotation of the stroller. In this case, the axis of the third wheel is located perpendicular to the line segment connecting the centers of the axles of the wheels 2 connected through the flexible shaft 3, and the base of this perpendicular lies on the specified segment.

The operation of these vehicles is similar to the operation of the all-terrain vehicle shown in Fig. 1-3.

In FIG. 3 shows a schematized drawing (view: a) from the side, b) from above - in the section of the wheel axes, and c) in axonometry) of an all-wheel drive all-terrain vehicle with the proposed flexible drive. In this vehicle, each wheel 2 is fixed on its carrier rack cantilever, the racks with wheels are deployed antisymmetrically to one another. The engine of the all-terrain vehicle is mounted, mounted on the front wheel rack 2 and connected to the wheel by a gearbox. The sleeve 4 for accommodating the flexible shaft 3 is built into the foot pad (deck) of the all-terrain vehicle. Flexible shaft 3 approaches each wheel 2 with its ends along their axis of rotation, each end is rigidly connected to wheel 2 directly in the projection of the axis of rotation onto this wheel. The steering control unit 5 of the ATV can be of any type, in this case it is a rocker-lever (conventionally shown by a dotted line along the center line under the ATV seat).

The following systems are not considered here: braking, gear shifting, lubrication, alarms, and other elements of the all-terrain vehicle as insignificant for the implementation and consideration of this utility model.

Claims (3)

1. An all-wheel drive vehicle containing a running gear having two wheels arranged in series along a single-track scheme, a vehicle steering control unit and a flexible drive with a flexible shaft that transmits the rotation force from one wheel to another, the flexible shaft being in a fixed cage with the possibility rotation, characterized in that the vehicle is an all-terrain vehicle and contains an engine, and in the flexible drive of the all-terrain vehicle, the ends of the flexible shaft are rigidly connected to the wheels of the specified undercarriage so that the axis of rotation of each end of the flexible shaft coincides with the axis of rotation of the corresponding wheel, while the specified end of the flexible shaft is connected to the side of the specified wheel at centrally symmetrical points relative to the axis of rotation of the wheel, and the specified ends of the flexible shaft are fastened to the specified wheels from those sides that provide the possibility of rotation of the wheels in one direction: forward or backward, and the cage inside which is i flexible shaft, has the form of an S-shaped tubular sleeve, which is rigidly attached with its middle part to the fixed elements of the chassis in the middle between the axles and at the same level with the axes of these wheels, while the flexible shaft has the ability to move longitudinally along the S-shaped generatrix of the specified sleeve, at the same time, the motor-all-terrain vehicle turn control unit is made according to the negative scheme of full turn. 2. The vehicle according to claim. 1, characterized in that in its flexible drive the end of the flexible shaft is fastened to the wheel directly, through its constituent threads and / or through a transition, coupling or compression sleeve. 3. The vehicle according to claim 1, characterized in that in its flexible drive one or both wheels connected by a flexible shaft are motor-wheels with a traction booster: electric, ICE, gas, pneumatic, hydraulic or a combination of these.

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