CN114932802A - Full-time four-wheel drive transmission system for small all-terrain vehicle with rear steering trapezoid - Google Patents

Abstract

The invention relates to a full-time four-wheel drive system for a small all-terrain vehicle with a rear steering trapezoid. The system includes a main power unit and a slave power unit, and the main power unit is connected with the slave power unit through a transfer unit; The main power unit includes a rear axle shaft (502) and a main reducer (101), and the main reducer (101) is connected to the engine through a CVT; one end of the transfer unit is connected to the main reducer (101) connected; the driven power unit includes a front half shaft (501) and a front reducer (201), and the other end of the transfer unit is connected to the front reducer (201). Compared with the prior art, the present invention can improve the transmission efficiency of the whole vehicle and ensure the good dynamic response characteristics of the whole vehicle, realize the rear steering trapezoidal arrangement on the premise of ensuring good power transmission, and realize that the rear wheels can still be used under the condition of complex road conditions. It has sufficient power to achieve lightweight and high reliability of the entire transmission system.

Description

A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid

technical field

The invention relates to the technical field of all-terrain off-road vehicles, in particular to a full-time four-wheel drive system of a small all-terrain vehicle used for rear steering trapezoid.

Background technique

Today, with the rapid development of various types of vehicles, vehicles have already penetrated into all walks of life, bringing great benefits to industrial development, transportation and travel; among them, all-terrain off-road vehicles are known for their unique structure and strong Its off-road performance has gradually been widely used, mainly for forest patrols, border patrols, desert travel and various off-road clubs.

All-terrain off-road vehicles are generally used in relatively harsh working environments such as mountains, forests, and deserts. The main road conditions are sand, hillsides, potholes, mud and other roads, which makes their driving speed not too high, generally low At 50km/h; the general all-terrain vehicle has the following characteristics:

(1) Ordinary small all-terrain vehicles use rear-wheel drive, which limits the off-road capability of the vehicle and also leads to insufficient steering performance of the vehicle;

(2) Although some all-terrain vehicles also adopt the form of four-wheel drive, they basically use the direct transmission in the middle of the transmission shaft, which requires the steering arrangement to be in the form of a front steering trapezoid as much as possible, which is easy to cause damage to this part of the component. ;

(3) Most of the four-wheel drive medium and large all-terrain vehicles are equipped with differentials at the front and rear, but facing potholes without the help of the differential lock, it is easy to cause insufficient power on one side.

(4) The four-wheel drive system traditionally applied to medium and large all-terrain vehicles is too complex and cumbersome to be directly applied to small all-terrain vehicles.

SUMMARY OF THE INVENTION

The purpose of the present invention is to overcome the above-mentioned defects of the prior art, and provide a small-sized full-sized rear steering trapezoid with high transmission efficiency, good power transmission, sufficient rear wheel power under complex road conditions, light weight and high reliability. Terrain vehicle full-time four-wheel drive system.

The object of the present invention can be realized through the following technical solutions:

A full-time four-wheel drive system for a small all-terrain vehicle with a rear steering trapezoid, the system includes a main power unit and a slave power unit, and the main power unit is connected with the slave power unit through a transfer unit;

The main power unit includes a rear half shaft and a main reducer, and the main reducer is connected with the engine through a CVT; one end of the transfer unit is connected with the main reducer;

The driven power unit includes a front axle shaft and a front reducer, and the other end of the transfer unit is connected to the front reducer.

The power of the rear axle is directly output by the main reducer, and the power of the front axle is transmitted to the front axle through the transfer unit and the front reducer to realize full-time four-wheel drive.

Further, the main reducer includes a first shaft, a second shaft and a third shaft that mesh with each other inside, and also includes a main reducer housing;

One end of the first shaft is connected with the engine through the CVT, the other end is provided with a shifting mechanism, the middle smooth surface is connected by a sliding bearing, and is provided with a first shaft gear;

One end of the first shaft of the main reducer connected to the CVT is provided with an internal thread and a keyway, which is connected to the power through a flat key, and is fixed to the CVT through an internal thread connecting bolt, and the other end is provided with a spline to connect with the shifting mechanism;

The second shaft is provided with a second shaft large and small gear set that meshes with the first shaft gear, and the first shaft gear is meshed with the large gear;

The third shaft is provided with a third shaft gear that meshes with the large and small gear sets of the second shaft, and a ball cage is provided on both sides of the third shaft. The section is connected to the rear half shaft.

The third shaft is fixed with the third shaft gear through surface splines and circlip grooves; the ball cages on the left and right sides of the third shaft are matched with the third shaft through internal splines, and a long bolt penetrating the left and right ball cages is used to achieve its Fixed connection; it is connected to the rear axle for power take-off via a ball and pin joint.

Further, the shifting mechanism includes a combination sleeve and a shifting fork shaft fixed with a shifting fork;

The coupling sleeve is arranged at the end of the first shaft, and the coupling sleeve and the first shaft gear are provided with mutually matched dog teeth; the coupling sleeve is provided with a circumferential sliding groove for placing the shifting fork.

One side of the shift fork shaft runs through the main reducer housing, and an O-ring is installed on the shift fork shaft that penetrates one side to seal the back-and-forth movement of the shift fork shaft; when the shift fork shaft is pushed to the left, it is fixed by The shifting fork on the shifting fork shaft drives the coupling sleeve to slide to the left, so that the dog teeth on the coupling sleeve are engaged with the dog teeth on the gear, so as to realize gear shifting.

Further, the shifting mechanism further includes a wave screw for preventing disengagement, and one end of the shift fork shaft away from the coupling sleeve is provided with a triangular groove for clamping the wave screw.

The shifting fork shaft is provided with two triangular grooves, the main reducer shell just above the shifting fork shaft is provided with threaded holes, and the wave sub screws are fixed in the threaded holes. When the combination sleeve is fully meshed with the dog teeth of the first shaft gear, unscrew the wave screw, so that the wave screw is stuck in the triangular groove of the fork shaft to realize the fixed forward gear; Similarly, when the dog teeth are completely disengaged to a certain When the distance is reached, screw in the wave sub screw again to fix the neutral position.

Further, the transfer unit includes a main transfer case and a slave transfer case respectively provided at both ends of the transmission shaft and the transmission shaft;

The main transfer case includes a transfer case housing and a transfer case driving bevel gear and a transfer case driven bevel gear that are intermeshed in the transfer case housing; the transfer case driving bevel gear is inserted into the transfer case. On the second shaft, the transfer driven bevel gear is connected with the transmission shaft through a cross universal joint.

The second shaft distributes power evenly. This shaft is a stepped through-hole shaft. A through hole with a diameter of 13mm is used to reduce weight. The shaft has two splines, 27 teeth and 18 teeth. The two shafts are connected with large and small gear sets, and the 18-tooth spline output is connected with the drive bevel gear of the transfer case to realize transfer.

The transfer case driving bevel gear and the transfer case driven bevel gear are both axially positioned, and the transfer case driving bevel gear places the sleeve on the second shaft between the second shaft step and the back cone surface of the bevel gear , the circlip is placed on the front cone surface for axial positioning; the transfer case driven bevel gear bears against the transfer case housing through the outer ring of one end of the bearing, the other end of the bearing inner ring is fixed with a circlip, and the outer ring is in contact with the splitter. The actuator cover is fixed to the transfer case for axial positioning.

The transfer case is mounted on the right side of the main reducer by means of a set screw and is connected by a thread.

Cross universal joints are installed on both ends of the transmission shaft to ensure the reliability of the system and reduce the additional force even when the installation accuracy is low.

Further, the front reducer includes an internal output shaft and a differential, and an external front reducer housing;

The slave transfer case includes a front reducer driving bevel gear and a front reducer driven bevel gear that mesh with each other, the front reducer driving bevel gear is connected with the transmission shaft through a cross universal joint, and the front reducer is The driven bevel gear is located on the output shaft;

Both ends of the output shaft are provided with ball cages, and the ball cages are connected with the front half shaft through a ball-pin universal joint provided at the end of the front half shaft.

The flat key on the end face of the driving bevel gear of the front reducer introduces the power, meshes and transmits it to the driven bevel gear of the front reducer; the differential is a planetary bevel gear differential. The differential housing and the front reducer driven bevel gear are fixed by 6 high-strength bolts. The differential housing is connected to the planetary carrier, so that the planetary carrier and the housing have the same rotational speed, and there are planets on the planetary carrier. The gear is connected with it, the planetary gear is meshed with the sun gear, and the sun gear has internal splines connected with the output shafts on both sides to output the power to the ball cage, and then output to the front axle through the front half shaft.

The universal joints used in the front half shaft and the rear half shaft are ball pin type universal joints, which have the characteristics of large-angle transmission and are easy to cooperate with the lateral sliding between the up and down jumps of the suspension.

Further, at least two support seats are arranged below the transmission shaft.

There are at least two support seats installed under the drive shaft, including bearing seats, bearing seat sheet metal parts, and cylindrical roller bearings. The bearing seat and the outer sleeve are connected to the sheet metal parts and fixed in the middle, and the sheet metal parts are welded to the frame to realize radial direction. support. In addition to fixing and dust-proofing the bearing, the outer sleeve is also used to connect the outer protective sleeve of the transmission shaft, and the sleeve can be directly sleeved on the outer ring of the outer sleeve without other fixing, which simplifies disassembly and assembly.

Further, the main reducer casing and the front reducer casing are provided with ventilation holes, and the ventilation holes are provided with ventilation screws.

The vent hole has the function of filling lubricating oil and adjusting the internal pressure of the reducer. The vent screw is connected to the main reducer housing or the front reducer housing through M8 threads to adjust the internal and external pressure; the vent screw is used to prevent pollutants from entering the reducer during vehicle operation. Connect the vent screw to the outside.

Further, the main reducer, transfer case, and front reducer housing are made of high-strength aluminum alloy.

Compared with the prior art, the present invention has the following advantages:

(1) Compared with other intermediate arrangements, the present invention adopts the arrangement of the side of the transmission shaft, which is more suitable for the arrangement of the rear steering trapezoid, has a larger space for movement, and can effectively solve the interference problem;

(2) The front differential of the present invention adopts a planetary bevel gear differential with a simple structure, which not only improves the overall transmission efficiency and the overall dynamic response speed, but also facilitates the overall assembly and reduces the cost of the entire vehicle;

(3) The present invention uses a differential on the front axle and removes the differential on the rear axle, which is suitable for small all-terrain vehicles. It can not only effectively ensure the normal operation of the front wheel steering, but also solve the problem of driving through potholes. When the wheel is lifted on the road, the power is insufficient to ensure that the rear wheel has sufficient power under any circumstances;

(4) The present invention adopts a large number of lightweight designs in the overall structural design, which reduces the weight of the vehicle, improves the dynamic performance of the vehicle, and reduces the power consumption of the vehicle.

Description of drawings

1 is a schematic diagram of the overall structure of the system in the embodiment;

2 is a schematic diagram of the internal structure of the main reducer in the embodiment;

3 is a schematic diagram of the internal structure of the front reducer in the embodiment;

4 is a schematic diagram of the internal structure of the transfer case in the embodiment;

5 is a side view of the drive shaft assembly in the embodiment;

6 is a schematic structural diagram of the shifting mechanism in the embodiment;

Fig. 7 is the schematic diagram of the final reducer housing in the embodiment;

Fig. 8 is the side view of the half shaft constant velocity universal joint in the embodiment;

9 is a side view of the steering assembly in the embodiment;

The numbers in the figure show: main reducer 101, main reducer housing 102, coupling sleeve 103, first shaft gear 104, first shaft 105, second shaft large and small gear set 106, second shaft 107, third shaft gear 108, third shaft 109, shift fork 110, shift fork shaft 111, vent screw 112, wave screw 113, O-ring 114, front reducer 201, front reducer housing 202, front reducer drive bevel gear 203, front Reducer driven bevel gear 204, differential 205, output shaft 206, main transfer case 301, transfer case housing 302, transfer case driving bevel gear 303, transfer case driven bevel gear 304, transmission shaft 401 , Support seat 402, cross universal joint 403, front half shaft 501, rear half shaft 502, universal joint 503, ball cage 504, steering assembly 601, steering gear 602, steering tie rod 603.

Detailed ways

The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented on the premise of the technical solution of the present invention, and provides a detailed implementation manner and a specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

Example

As shown in Figures 1-8, a small all-terrain vehicle full-time four-wheel drive system for rear steering trapezoid, the system includes a main reducer 101, a front reducer 201, a main transfer case 301, and a transmission shaft 401 , the front half shaft 501, the rear half shaft 502; the main reducer 101 is connected with the engine through the CVT, and the rear half shaft 502 is connected through the third shaft 109 of the main reducer to output power to the rear axle; the main reducer 101 is connected through the main reducer The second shaft 107 is connected to the transfer case 301 , the main transfer case 301 is connected to the front reducer 201 through the transmission shaft 401 , and the front reducer 201 is connected to the front half shaft 501 to output power to the front axle; thereby realizing the full-time four-wheel drive effect.

Among them, as shown in FIG. 2 , the main reducer 101 includes a first shaft 105 of the main reducer that is connected to the engine through the CVT, and one end of the first shaft 105 of the main reducer connected to the CVT has an internal thread and a keyway, which connects the power through a flat key , which is fixed with the CVT through the internal thread connecting bolt, the other end is provided with a spline to connect with the combination sleeve 103, the middle smooth surface is connected to the first shaft gear 104 of the main reducer through the sliding bearing; the main reducer connected to the first shaft 105 The second shaft 107 distributes the power evenly. The second shaft 107 is a stepped through-hole shaft. The through hole with a diameter of 13mm is used to reduce the weight. The shaft has two splines, 27 teeth and 18 teeth, respectively. The gear set 106 of the second shaft of the reducer is connected, and the 18-tooth spline is connected to the drive bevel gear 303 of the transfer case to realize transfer; the pinion of the gear set 106 of the second shaft is connected to the third shaft gear 108 of the main reducer The third shaft 109 of the main reducer is fixed with the third shaft gear 108 through the surface splines and the retaining ring groove; the ball cages 504 on both sides are matched with the inner splines of the third shaft 109 of the main reducer, and through a through The long bolts of the left and right ball cages 504 realize their fixed connection; the ball cages 504 are connected to the rear axle shaft 502 through a ball-pin universal joint 503 for power output.

Among them, as shown in Figures 4-5, the main transfer case 301 transmits the power transmitted from the second shaft 107 of the main reducer to the transfer case driving bevel gear 303 to the transfer case driven bevel gear 304; the driven bevel gear The end face is provided with a keyway, which is connected to the cross universal joint 403 through a flat key. The cross universal joint 403 is also connected to the transmission shaft 401 through a flat key; the transmission shaft 401 is connected to the front reducer drive bevel gear 203 through another cross universal joint. .

Among them, as shown in FIG. 3 , the front reducer 201 introduces the power through the flat key on the end face of the front reducer driving bevel gear 203, and meshes and transmits it to the front reducer driven bevel gear 204; the housing of the differential 205 and the driven bevel The surface of the gear plate is fixed by 6 high-strength bolts, and the housing of the differential 205 is connected with the planet carrier, so that the planet carrier and the housing of the differential 205 have the same rotational speed. The gear meshes with the sun gear, and there are internal splines on the sun gear to connect with the output shafts 206 of the front reducers on both sides to output the power to the ball cage 504 , and then to the front axle through the front half shaft 501 .

Among them, as shown in Figures 1 and 9, the whole four-wheel drive system layout is shown in the figure. The transfer is performed on the right side of the main reducer 101, so that the transmission shaft 401 is arranged on the right side, and the front reducer 201 will also be placed on the right side. The overall right side, in this way, this spatial arrangement gives way to the middle position of the front of the vehicle, which is convenient for the rear steering trapezoidal arrangement. The steering assembly 601 is composed of a steering gear 602 and a steering tie rod 603. By rotating the internal gear of the steering gear 602, the steering tie rod 603 is driven to move left and right laterally, which in turn drives the tires to rotate, resulting in a steering operation; since the all-terrain vehicle travels in rough terrain for a long time On uneven mountain roads, the road surface in the form of cannonball craters is often passed. When the steering tie rod 603 is placed in the front, it is easy to be damaged, and the rear steering trapezoid can place the tie rod at the rear of the suspension, which reduces the risk of damage and improves the performance. Safety and reliability.

Among them, as shown in FIG. 6, the specific structure of the shifting mechanism is that the combination sleeve 103 is connected to the spline of the first shaft 105 of the main reducer, so that the combination sleeve 103 can slide left and right on the spline, and the combination sleeve 103 is connected to the main reducer. The gear 104 of the first shaft of the device is designed with dog teeth on the close side, and the gear and the close side of the combination sleeve 103 are also designed with dog teeth. It is connected to the shift fork shaft 111, and there are two spring grooves on the shift fork shaft 111 for fixing the fork of the shift fork 110; An O-ring 114 is installed on the shaft 111 for sealing the back and forth movement of the fork shaft 111; when the fork shaft 111 is pushed to the left, the combination sleeve 103 is driven to the left by the fork 110 fixed on the fork shaft 111 Sliding, so that the dog teeth on the coupling sleeve mesh with the dog teeth on the gear, so as to realize the gear shift.

In this embodiment, the shifting mechanism is provided with an anti-offset device. There are two triangular grooves on the left end of the shift fork shaft 111, and a wave screw 113 is provided on the main reducer housing 102. When the dog teeth of the coupling sleeve 103 and the gear 104 are completely When engaging, unscrew the wave screw 113, so that the wave screw 113 is stuck in the triangular groove of the fork shaft 111 to realize the forward gear fixed; the same, when the dog teeth are completely separated to a certain distance, screw in the wave screw 113 again to achieve neutral gear Bit fixed.

In this embodiment, the full-time four-wheel drive system is only provided with a differential 205 in the front reducer 201, and the main reducer 101 is not provided with a differential, which directly simplifies the structure of the main reducer and improves the transmission of the whole vehicle. Efficiency, while realizing the reasonable distribution of front axle power, the steering performance is consistent with that of rear-drive vehicles.

In this embodiment, the rear axle is not designed with a differential, which can ensure that the rear axle still has overall power output when one wheel is off the ground when the vehicle passes through similar road surfaces such as cannonball craters, thereby enabling the vehicle to have better road passability.

In this embodiment, ventilation screws 112 are designed on the front and rear reducer housings, which are connected to the reducer housing 102 through M8 threads to adjust the internal and external pressure; the ventilation screws 112 are used to prevent pollution during vehicle operation. The material enters the reducer, and the vent screw 112 is externally connected through a long hose.

In this embodiment, the main reducer housing 102 and the front reducer housing 202 are both made of high-strength aluminum alloys.

As shown in Figure 7, in this embodiment, the design idea of the reducer housing structure is as follows: the assembly is supported by the main frame structure to bear the main load, and the frame is closed by the thin-walled form to form an integral form; The frame is expressed in the form of reinforcing ribs. After considering the stress on the assembly, the cross-sectional size of the reinforcing ribs is designed to be 10 × 12 mm, and the thickness of the thin wall is 2 mm, so that the total weight of the front and rear shells is only 2.4 kg.

In this embodiment, the transfer case driving bevel gear 303 and the transfer case driven bevel gear 304 are both axially positioned, wherein the driving bevel gear places the sleeve on the second shaft step on the second shaft 107 of the main reducer Between the bevel gear and the back conical surface of the bevel gear, the circlip is placed on the front conical surface for axial positioning; the driven bevel gear bears against the transfer case through the outer ring of one end of the bearing, and the other end of the inner ring of the bearing is fixed in its position with a circlip. The ring contacts and the transfer case cover are fixed to the transfer case for axial positioning.

In this embodiment, as shown in FIG. 5 , since the transmission shaft 401 is too long, there are at least two transmission shaft support seats 402 to support the transmission shaft 401 . Parts are welded to the frame to achieve radial support.

In addition to fixing and dustproofing the bearing, the outer sleeve is also used to connect the outer protective sleeve of the drive shaft. The sleeve can be directly sleeved on the outer ring of the outer sleeve without other fixings, which simplifies disassembly and assembly.

The universal joints used in the front half shaft 501 and the rear half shaft 502 are ball pin type universal joints 503, which have the characteristics of large-angle transmission and are easy to cooperate with the lateral sliding between the up and down jumps of the suspension.

The ball cage 504 adopts a lightweight design and uses 40Cr as the raw material. The wall thickness of the ball-pin contact surface with the ball-pin universal joint 503 is designed to be 4mm, and the other wall thicknesses are designed to be 2mm to achieve the purpose of lightweight.

The above are only preferred embodiments of the present invention, and are not intended to limit the present invention in other forms. Any person skilled in the art may use the technical content disclosed above to change or remodel to equivalent embodiments of equivalent changes. . However, any simple modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solutions of the present invention still belong to the protection scope of the technical solutions of the present invention.

Claims (10)

1. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid, characterized in that the system comprises a main power unit and a slave power unit, and the main power unit is connected with the slave power through a transfer unit. unit is connected; The main power unit includes a rear axle shaft (502) and a main reducer (101), and the main reducer (101) is connected to the engine through a CVT; one end of the transfer unit is connected to the main reducer (101) connected; The driven power unit includes a front axle shaft (501) and a front reducer (201), and the other end of the transfer unit is connected to the front reducer (201). 2. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 1, characterized in that, the final reducer (101) comprises a first shaft that meshes with each other inside (105), a second shaft (107) and a third shaft (109), further comprising a final drive housing (102); One end of the first shaft (105) is connected with the engine through a CVT, the other end is provided with a shifting mechanism, and a first shaft gear (104) is arranged in the middle; The second shaft (107) is provided with a second shaft large and small gear group (106) meshing with the first shaft gear (104), and the first shaft gear (104) is meshed with the large gear; The third shaft (109) is provided with a third shaft gear (108) meshing with the second shaft large and small gear set (106), and ball cages (504) are provided on both sides of the third shaft (109). The cage (504) is connected to the rear half shaft (502) through a ball-pin universal joint (503) provided at the end of the rear half shaft (502). 3. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 2, characterized in that the shifting mechanism comprises a combination sleeve (103) and a fixed shifter Fork shaft (111) of fork (110); The coupling sleeve (103) is arranged at the end of the first shaft (105), and the coupling sleeve (103) and the first shaft gear (104) are provided with mutually matching dog teeth; A circumferential chute for placing the fork (110) is provided. 4. The full-time four-wheel drive system of a small all-terrain vehicle for rear steering trapezoid according to claim 3, characterized in that, the shifting mechanism further comprises a wave screw ( 113), the end of the fork shaft (111) away from the combination sleeve (103) is provided with a groove for clamping the wave screw (113). 5. The full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 2, wherein the transfer unit comprises a transmission shaft (401) and a transmission shaft (401) ) the main transfer case (301) and the slave transfer case respectively provided at both ends; The main transfer case (301) comprises a transfer case housing (302), a transfer case driving bevel gear (303) and a transfer case driven cone that are filled in the transfer case case (302) and mesh with each other Gear (304); the transfer case driving bevel gear (303) is inserted on the second shaft (107), and the transfer case driven bevel gear (304) is connected to the cross universal joint (403) with the The transmission shaft (401) is connected. 6. A full-time four-wheel drive system for a small all-terrain vehicle with a rear steering trapezoid according to claim 5, wherein the front reducer (201) comprises an internal output shaft (206) and differential (205), and outer front reducer housing (202); The secondary transfer case comprises a front reducer drive bevel gear (203) and a front reducer driven bevel gear (204) that mesh with each other, and the front reducer drive bevel gear (203) passes through a cross universal joint ( 403) is connected with the transmission shaft (401), and the front reducer driven bevel gear (204) is located on the output shaft (206). 7. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 5, characterized in that, at least two support seats ( 402). 8. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 6, characterized in that the main reducer casing (102) and the front reducer casing (202) is provided with ventilation holes, and ventilation screws (112) are provided on the ventilation holes. 9. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 6, characterized in that, both ends of the output shaft (206) are provided with ball cages (504), the The ball cage (504) is connected to the front half shaft (501) through a ball-pin universal joint (503) provided at the end of the front half shaft (501). 10. A full-time four-wheel drive system for a small all-terrain vehicle for rear steering trapezoid according to claim 1, characterized in that, the transmission system is further provided with a steering assembly (601).

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