Variable speed system and all terrain vehicle using the same

Abstract

The application discloses a variable speed system and an all-terrain vehicle, and the variable speed system comprises a box, an input shaft, a free gear, a synchronous gear, a shift fork shaft, a shift fork and an electromagnetic clutch assembly. The box is arranged to form a containing cavity. The input shaft is installed on the box. The free gear is installed on the input shaft and is in clearance fit with the input shaft. The synchronous gear is connected with the input shaft through a spline and can move along the input shaft in the axial direction to make the synchronous gear engage or separate from the free gear. The shift fork shaft is fixed to the box, and the shift fork is sleeved on the shift fork shaft and can move along the shift fork shaft in the axial direction. The electromagnetic clutch assembly comprises two electromagnetic clutches arranged along the shift fork shaft in the axial direction, and the shift fork is located between the two electromagnetic clutches. The electromagnetic clutches are switched to switch the combination of the synchronous gear and the free gear. Through the above arrangement, the structure of the variable speed system is simpler, and the overall cost is lower.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a transmission system and an all-terrain vehicle using the transmission system. Background Technology

[0002] The transmission system is used to change the speed and torque, thereby changing the vehicle's speed. When shifting gears, the transmission system can change the transmission ratio between the output shaft and the input shaft by changing the free gear meshing with the synchronous gear, thereby changing the vehicle's gear and enabling the vehicle to adapt to different driving conditions.

[0003] Currently, the commonly used transmission systems for all-terrain vehicles are two-speed hub electric drive systems. In these systems, some components are coaxially arranged, and gear shifting is achieved by a shift motor driving a shift hub. These systems are complex in structure and have high costs. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide a transmission system with a simple structure and low cost, and an all-terrain vehicle using the transmission system.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] In a first aspect, this application provides a transmission system comprising a housing (not shown), an input shaft, a free gear, a synchronizing gear, a shift fork shaft, a shift fork, and an electromagnetic clutch assembly. The housing forms a receiving cavity. The input shaft is mounted on the housing. The free gear is mounted on the input shaft and has a clearance fit with the input shaft. The synchronizing gear is mounted on the input shaft and is axially movable along the input shaft, allowing it to engage or disengage with the free gear. The electromagnetic clutch assembly includes two electromagnetic clutches arranged axially along the shift fork shaft. The shift fork is located between the two electromagnetic clutches, and the electromagnetic clutches are capable of driving the shift fork to move axially along the shift fork shaft. One end of the shift fork engages with the synchronizing gear. When either of the two electromagnetic clutches is energized, the energized electromagnetic clutch applies a force to the shift fork, causing the shift fork to drive the synchronizing gear to engage with the corresponding free gear. When both electromagnetic clutches are simultaneously energized or de-energized, the shift fork drives the synchronizing gear to disengage from the free gear.

[0007] Furthermore, the transmission system includes a first gear, a second gear, and a third gear. Two electromagnetic clutches apply forces in a first direction and a second direction to the shift fork, respectively, with the first direction being opposite to the second direction. When the two electromagnetic clutches apply forces of equal magnitude to the shift fork, the synchronizing gear and the free gear disengage, and the transmission system is in the first gear. When the force in the first direction is greater than the force in the second direction, the synchronizing gear engages with the free gear on one side, and the transmission system is in the second gear. When the force in the first direction is less than the force in the second direction, the synchronizing gear engages with the free gear on the other side, and the transmission system is in the third gear.

[0008] Furthermore, the electromagnetic clutch includes an electromagnetic housing, which is fitted onto the shift fork shaft. The housing has a mounting groove that is substantially consistent with the outer contour of the electromagnetic housing, and the electromagnetic housing is press-fitted into the mounting groove.

[0009] Furthermore, the electromagnetic clutch also includes an electromagnetic coil, a sliding sleeve, and an elastic element. The electromagnetic housing has an internal mounting cavity, and the electromagnetic coil is located inside the mounting cavity. There is a gap space between the electromagnetic housing and the shift fork shaft. The sliding sleeve is fitted onto the shift fork shaft, and at least a portion of the sliding sleeve is arranged in the gap space. The elastic element is fitted onto the shift fork shaft, and both ends of the elastic element abut against the shift fork and the sliding sleeve, respectively.

[0010] Furthermore, the electromagnetic clutch also includes a partition plate, which is installed on the electromagnetic housing and seals the mounting cavity.

[0011] Furthermore, a first center plane and a second center plane are defined. The first center plane bisects the sliding sleeve along the axial direction of the shift fork shaft, and the second center plane bisects the electromagnetic coil along the axial direction of the shift fork shaft. The first center plane and the second center plane are basically parallel, and the distance between the first center plane and the second center plane is greater than 0 and less than or equal to 20 mm.

[0012] Furthermore, the electromagnetic clutch also includes a limiting member, which is used to limit the maximum distance between the sliding sleeve and the shift fork in the axial direction of the shift fork shaft. The limiting member is sleeved on the shift fork shaft and remains relatively fixed to the shift fork shaft.

[0013] Furthermore, the electromagnetic housing has a through hole connecting the mounting cavity and the receiving cavity, and the electromagnetic coil extends out of the mounting cavity along the through hole; one end of the electromagnetic coil extending out of the mounting cavity is connected to a control unit, and generates a magnetic field of corresponding strength according to the control signal sent by the control unit.

[0014] Furthermore, the number of electromagnetic clutch components is set to at least one, and when the number of electromagnetic clutch components is multiple, the multiple electromagnetic clutch components are arranged along the axial direction of the input shaft.

[0015] Secondly, this application also provides an all-terrain vehicle that includes a transmission system as described in any of the first aspects above.

[0016] The transmission system provided in this application uses electromagnetic clutches on both sides of the shift fork. When gear shifting is required, an electrical signal is applied to the electromagnetic clutch, causing the sliding sleeve to move axially along the shift fork shaft under the action of the magnetic field generated by the electromagnetic coil, and compressing the elastic element, thereby pushing the shift fork to move, thus changing the meshing state of the free gear and the synchronous gear. This simplifies the structure of the transmission system and makes the overall cost of the transmission system lower. Attached Figure Description

[0017] Figure 1 This is an overall structural diagram of the transmission system in the embodiments of this application;

[0018] Figure 2 This is an exploded view of the electromagnetic clutch in the embodiment of this application;

[0019] Figure 3 This is a perspective view of the electromagnetic housing mounted on the shift fork shaft in the embodiment of this application;

[0020] Figure 4 This is a schematic diagram of the transmission system portion of the embodiment of this application;

[0021] Figure 5 This is a schematic diagram of an all-terrain vehicle according to an embodiment of this application. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0023] It should be noted that the directional terms such as "up," "down," "left," and "right," or ordinal numbers such as "first" and "second" mentioned in this document are introduced for ease of description based on the accompanying drawings and do not imply any limitation on the order of the components. Furthermore, since some parts of the components provided in the above embodiments have the same function, this specification uses a unified naming convention for these parts. The piping connection device provided by the relevant technical solution has been described in detail above. Specific embodiments have been used in this document for illustration. The description of the above embodiments is only for helping to understand the method and core idea of ​​the present invention and is not intended to limit the present invention in any way.

[0024] This application provides a transmission system 100, which is connected to an engine (not shown) and transmits the power output from the engine to the wheels. By changing the gear ratio of the transmission system 100 in a fixed or progressively increasing manner, the vehicle can adapt to different driving conditions. To clearly illustrate the technical solution of this application, further details are provided, such as... Figure 1The transmission system 100 shown has the following directions: up / down, left / right, and forward / backward.

[0025] like Figure 1 As shown, the transmission system 100 includes a housing (not shown), an input shaft 11, a free gear 12, and a synchronizing gear 13. Specifically, the housing forms a receiving cavity; the input shaft 11 is connected to the crankshaft of the engine; the free gear 12 is mounted on the input shaft 11, and the free gear 12 is clearance-fitted with the input shaft 11. The synchronizing gear 13 is mounted on the input shaft 11, and the synchronizing gear 13 is splined to the input shaft 11, wherein the free gear 12 and the synchronizing gear 13 are arranged axially along the input shaft 11.

[0026] When the crankshaft drives the input shaft 11 to rotate, the synchronizing gear 13 rotates synchronously with the input shaft 11. Due to the clearance fit between the free gear 12 and the input shaft 11, if the synchronizing gear 13 and the free gear 12 disengage, the input shaft 11 cannot drive the free gear 12 to rotate. Only when the synchronizing gear 13 moves axially along the input shaft 11 and meshes with the free gear 12 can the input shaft 11 drive the free gear 12 to rotate via the synchronizing gear 13.

[0027] In one implementation, the transmission system 100 also includes a shift fork shaft 15, a shift fork 16, and an electromagnetic clutch assembly 17. The shift fork shaft 15 is fixed to the housing, and both the shift fork 16 and the electromagnetic clutch assembly 17 are mounted on the shift fork shaft 15. The shift fork 16 is sleeved on the shift fork shaft 15 and can move axially along the shift fork shaft 15. One end of the shift fork 16 away from the shift fork shaft 15 engages with a synchronizing gear 13, allowing the shift fork 16 to shift the synchronizing gear 13 axially along the shift fork shaft 15, causing the synchronizing gear 13 to mesh with either the first free gear 121 or the second free gear 122. The electromagnetic clutch assembly 17 includes two electromagnetic clutches 171 arranged axially along the shift fork shaft 15. The shift fork 16 is located between the two electromagnetic clutches 171, and the electromagnetic clutch assembly 17 is used to drive the shift fork 16 to move axially along the shift fork shaft 15. By setting up an electromagnetic clutch assembly 17 to drive the shift fork 16 to move, the structure of the transmission system 100 is simplified and the cost is reduced.

[0028] Specifically, when either electromagnetic clutch 171 on either side of the shift fork 16 is energized, the energized electromagnetic clutch 171 applies a force to the shift fork 16, causing the shift fork 16 to move axially along the shift fork shaft 15, thereby driving the synchronous gear 13 to mesh with the corresponding free gear 12; when both electromagnetic clutches 171 on either side of the shift fork 16 are energized or de-energized, the force applied to both sides of the shift fork 16 is the same, causing the shift fork 16 to drive the synchronous gear 13 to disengage from the free gear 12.

[0029] For example, one of the two electromagnetic clutches 171 is located on the left side of the shift fork 16, and the other electromagnetic clutch 171 is located on the right side of the shift fork 16. When both electromagnetic clutches 171 on the left and right sides of the shift fork 16 are de-energized or energized, the forces acting on both sides of the shift fork 16 are the same. At this time, the shift fork 16 is basically located in the middle of the shift fork shaft 15, the synchronizing gear 13 is disengaged from the first free gear 121, and the synchronizing gear 13 is disengaged from the second free gear 122. When the electromagnetic clutch 171 on the right side of the shift fork 16 is energized, the right electromagnetic clutch 171 applies a force to the left along the axial direction of the shift fork shaft 15 to the shift fork 16, pushing the shift fork 16 to move to the left along the axial direction of the shift fork shaft 15, thereby causing the synchronizing gear 13 to mesh with the first free gear 121. When the electromagnetic clutch 171 on the left side of the shift fork 16 is energized, the electromagnetic clutch 171 on the left side will apply a force to the right along the axial direction of the shift fork shaft 15 to the shift fork 16, pushing the shift fork 16 to move to the right along the axial direction of the shift fork shaft 15, thereby causing the synchronous gear 13 to mesh with the second free gear 122.

[0030] In the embodiments of this application, the transmission system 100 includes a first gear, a second gear, and a third gear. The meshing state of the synchronous gear 13 and the free gear 12 differs in different gears. The transmission ratio of the transmission system 100 can be changed by using free gears 12 with different numbers of teeth and different diameters. For example, multiple free gears 12 are typically provided, with different sizes and numbers of teeth. The free gears 12 are in constant mesh with the gears on the output shaft 14. When the free gear 12 is larger, the gear meshing with it on the output shaft 14 is smaller. With a constant input shaft speed, the output shaft 14 rotates faster and the engine torque is lower. Conversely, when the free gear 12 is smaller, the gear meshing with it on the output shaft 14 is larger. With a constant input shaft speed, the output shaft 14 rotates faster and the engine torque is higher. By setting multiple sets of free gears 12 with different gear ratios and gears on the output shaft 14, the rotational speed of the output shaft 14 and the torque of the engine can be changed, allowing the vehicle to adapt to different driving needs.

[0031] like Figure 1 As shown, exemplarily, the free gear 12 includes a first free gear 121 and a second free gear 122, and a synchronizing gear 13 is disposed between the first free gear 121 and the second free gear 122. The first free gear 121 and the second free gear 122 have different dimensions. When the synchronizing gear 13 meshes with the first free gear 121, the input shaft 11 drives the first free gear 121 to rotate via the synchronizing gear 13. When the synchronizing gear 13 meshes with the second free gear 122, the input shaft 11 drives the second free gear 122 to rotate via the synchronizing gear 13.

[0032] Specifically, when the transmission system 100 is in the first gear, the electromagnetic clutch 171 located on the right side of the shift fork 16 applies a force in a first direction to the shift fork 16, and the electromagnetic clutch 171 located on the left side of the shift fork 16 applies a force in a second direction to the shift fork 16. The magnitudes of the two applied forces are the same, and the first and second directions are opposite. The first direction is towards the left side of the transmission system 100, and the second direction is towards the right side of the transmission system 100, thereby disengaging the synchronizer gear 13 from the first free gear 121 and the second free gear 122. At this time, the vehicle is in neutral or stationary.

[0033] When the transmission system 100 is in the second gear, the electromagnetic clutches 171 on both sides of the shift fork 16 apply forces in a first direction and a second direction to the shift fork 16, respectively. The first direction and the second direction are opposite, and the force in the first direction is greater than the force in the second direction. For example, the electromagnetic clutch 171 located on the right side of the shift fork 16 applies a force in the first direction, and the electromagnetic clutch 171 located on the left side of the shift fork 16 applies a force in the second direction. The force in the first direction is greater than the force in the second direction, and the first direction is opposite to the second direction, causing the synchronous gear 13 to mesh with the first free gear 121 on the left side.

[0034] When the transmission system 100 is in third gear, the electromagnetic clutches 171 on both sides of the shift fork 16 apply forces in a first direction and a second direction to the shift fork 16. The first and second directions are opposite, and the force in the first direction is less than the force in the second direction. For example, the electromagnetic clutch 171 located on the right side of the shift fork 16 applies a force in the first direction, and the electromagnetic clutch 171 located on the left side of the shift fork 16 applies a force in the second direction. The force in the first direction is less than the force in the second direction, and the first and second directions are opposite, causing the synchronous gear 13 to mesh with the second free gear 122 on the right side.

[0035] Understandably, this embodiment can use a single electromagnetic clutch assembly 17, or two or more electromagnetic clutch assemblies 17. When the number of electromagnetic clutch assemblies 17 is greater than or equal to two, the electromagnetic clutch assemblies 17 are arranged axially along the shift fork shaft 15. By increasing the number of electromagnetic clutch assemblies 17, the number of gears in the transmission system 100 can be increased. It should be noted that when the number of electromagnetic clutch assemblies 17 is greater than or equal to two, the number of sets of synchronous gears 13 on the input shaft 11 and gears on the output shaft 14 should also match the number of electromagnetic clutch assemblies 17 to increase the number of gears in the transmission system 100.

[0036] like Figure 2As shown, in one implementation, the electromagnetic clutch 171 includes an electromagnetic housing 1711, which is sleeved on the shift fork shaft 15. The electromagnetic housing 1711 and the shift fork shaft 15 have a clearance space 101 in the radial direction of the shift fork shaft 15 (see [reference]). Figure 3 The enclosure has a mounting slot that is substantially consistent with the outer contour of the electromagnetic housing 1711. The electromagnetic housing 1711 is press-fitted into the mounting slot. The electromagnetic housing 1711 protects the components inside the enclosure.

[0037] like Figure 2 As shown, the electromagnetic clutch 171 further includes an electromagnetic coil 1712, a sliding sleeve 1713, and an elastic element 1714. The electromagnetic housing 1711 has a mounting cavity 102 inside. The electromagnetic coil 1712 is arranged in the mounting cavity. The sliding sleeve 1713 is sleeved on the shift fork shaft 15, and at least a portion of the sliding sleeve 1713 is arranged in the gap space 101 between the electromagnetic housing 1711 and the shift fork shaft 15. The elastic element 1714 is sleeved on the shift fork shaft 15, and both ends of the elastic element 1714 abut against the shift fork 16 and the sliding sleeve 1713, respectively. Specifically, when current passes through the electromagnetic coil 1712, the electromagnetic coil 1712 generates a magnetic field, which in turn generates an electromagnetic force. Under the action of the electromagnetic force, the sliding sleeve 1713 moves axially along the shift fork shaft 15, thereby pushing the elastic element 1714 to compress. After the elastic element 1714 is compressed, it pushes the shift fork 16 to move axially along the shift fork shaft 15. When the shift fork 16 moves axially along the shift fork shaft 15, the synchronous gear 13 will mesh with or disengage from the free gear 12, thereby realizing gear switching.

[0038] like Figure 2 As shown, the electromagnetic clutch 171 further includes a limiting member 1715, which is sleeved on the shift fork shaft 15 and kept relatively fixed to it. The limiting member 1715 is located on the side of the sliding sleeve 1713 opposite to the shift fork 16. The limiting member 1715 is used to restrict the axial movement of the sliding sleeve 1713 on the shift fork shaft 15, preventing the sliding sleeve 1713 from being dislodged from the shift fork shaft 15 due to excessive force from the elastic member 1714. For example, the limiting member 1715 can be a retaining ring, which is typically used for positioning and fixing shaft-end parts to ensure that the assembly does not accidentally shift during movement. By fixing the retaining ring on the shift fork shaft 15, the sliding sleeve 1713 cannot move axially from one side of the retaining ring to the other side of the retaining ring on the shift fork shaft 15.

[0039] During the installation of the transmission system 100, the shift fork 16 is fitted onto the shift fork shaft 15, and the shift fork 16 is moved axially along the shift fork shaft 15, so that the shift fork 16 is located at the middle of the shift fork shaft 15. Elastic elements 1714 are respectively provided at both ends of the shift fork 16, and a sliding sleeve 1713 abuts against the end of the elastic element 1714 away from the shift fork 16 along the axial direction of the shift fork shaft 15, so that the elastic element 1714 has a certain preload. This arrangement can prevent the shift fork 16 from wobbling axially along the shift fork shaft 15 in neutral. Furthermore, the preload of the elastic element 1714 during installation can also prevent the shift fork 16 from failing to disengage the synchronous gear 13 and the free gear 12 when shifting to the first gear. This arrangement can reduce the influence of factors other than friction on the transmission system 100, improving the shifting efficiency and reliability of the transmission system 100.

[0040] For example, the elastic element 1714 can be a spring or other element that can convert externally applied force into internal elastic deformation. For instance, the elastic element 1714 can be a coil spring. When the sliding sleeve 1713 moves under the action of electromagnetic force, it pushes the coil spring to be compressed, storing potential energy, and then pushes the shift fork 16 to move on the shift fork shaft 15. The elastic element 1714 can also be a gas spring. A gas spring is a spring that uses the principle of pneumatic force to store mechanical energy. When the sliding sleeve 1713 moves under the action of electromagnetic force, the piston of the gas spring is pushed into the cylinder, compressing the internal gas, increasing the cylinder pressure, thereby storing potential energy and pushing the shift fork 16 to move on the shift fork shaft 15.

[0041] like Figure 2 As shown, in one implementation, the electromagnetic housing 1711 has a through hole 1716, which connects the mounting cavity 102 and the receiving cavity. The electromagnetic coil 1712 extends along the through hole 1716 to the outside of the mounting cavity 102; one end of the electromagnetic coil 1712 extending to the outside of the mounting cavity 102 is connected to a control unit, and generates a magnetic field of corresponding strength according to the control signal sent by the control unit, thereby controlling the shift fork 16 to move to complete the shifting.

[0042] Specifically, the control unit includes an ECU (Electronic Control Unit), which is a miniaturized computer management center. The ECU takes signal (data) acquisition, calculation, processing, analysis, judgment, and countermeasure determination as input, and then outputs control commands to direct the actuators to work. When the transmission system 100 needs to shift gears, the ECU sends a control signal to allow current to pass through the electromagnetic coil 1712, thereby generating a magnetic field and causing the transmission system 100 to work.

[0043] like Figure 2As shown, in the embodiments of this application, the electromagnetic clutch 171 further includes a partition 1717, which is installed on the electromagnetic housing 1711 and encloses the mounting cavity 102. The partition 1717 serves to seal and protect, thereby extending the service life of the transmission system 100.

[0044] like Figure 4 As shown, a first center surface 103 and a second center surface 104 are defined. The first center surface 103 substantially bisects the sliding sleeve 1713 along the axial direction of the shift fork shaft 15, and the second center surface 104 substantially bisects the electromagnetic coil 1712 along the axial direction of the shift fork shaft 15. The first center surface 103 and the second center surface 104 are substantially parallel, and the distance L between the first center surface 103 and the second center surface 104 is greater than 0 and less than or equal to 20 mm. Further, the distance L between the first center surface 103 and the second center surface 104 is greater than 0 and less than or equal to 18 mm. More preferably, the distance L between the first center surface 103 and the second center surface 104 is greater than 0 and less than or equal to 16 mm. It should be noted that the first center surface 103 and the second center surface 104 are located on the same side of the shift fork 16. If the distance between the first center surface 103 and the second center surface 104 is too large, the force exerted on the sliding sleeve 1713 when the electromagnetic coil 1712 is energized will be insufficient to push the elastic element 1714 to move the shift fork 16 to the designated position, resulting in shifting failure. If the distance between the first center surface 103 and the second center surface 104 is 0, the sliding sleeve 1713 will not receive an axial force along the shift fork shaft 15 when the electromagnetic coil 1712 is energized, causing the sliding sleeve 1713 to be unable to move along the axial direction of the shift fork shaft 15, thus causing shifting failure. By implementing the above settings, shifting efficiency can be improved and the probability of shifting failure can be reduced.

[0045] In summary, the embodiments of this application use the electromagnetic clutch assembly 17 to move the shift fork 16 axially on the shift fork shaft 15, thereby changing the meshing state of the free gear 12 and the synchronous gear 13 and thus changing the gear position, simplifying the structure of the transmission system 100 and reducing costs.

[0046] In some examples, the transmission system 100 is integrally formed with the engine housing, and the housing cavity communicates with the chamber surrounding the engine crankcase, such that the engine crankshaft and the transmission system 100 are connected by gear transmission. In other examples, the transmission system 100 and the engine housing each form an independent chamber, and the engine extends to the transmission system 100 via a power transmission shaft. This application does not limit the manner of the transmission connection between the transmission system 100 and the engine.

[0047] A clutch is provided between the engine and the transmission system 100, which controls the disconnection or connection of power transmission between the engine and the transmission system 100. If the transmission system 100 is located in a manually shifted vehicle, depressing the clutch pedal disengages the clutch, thus disconnecting power transmission between the engine and the transmission system 100; releasing the clutch pedal engages the clutch, thus restoring power transmission between the engine and the transmission system 100. Optionally, if the transmission system 100 is located in an automatically shifted vehicle, the clutch is controlled to switch between disengaged and engaged states based on control signals output by the ECU, thereby achieving automatic control of power transmission between the engine and the transmission system 100.

[0048] like Figure 5 As shown in the figure, this application also provides an all-terrain vehicle 200, which includes the aforementioned transmission system 100. Using the aforementioned transmission system 100, the all-terrain vehicle 200 can not only reduce costs but also improve shifting efficiency, thus enhancing the user experience.

[0049] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A transmission system, comprising: The housing, which surrounds a receiving cavity; An input shaft is mounted on the housing and is rotatable relative to the housing; A free gear, which is mounted on the input shaft and has a clearance fit with the input shaft; A synchronizing gear is mounted on the input shaft and is movable along the axial direction of the input shaft, so that the synchronizing gear meshes with or disengages from the free gear. Its features are, The transmission system further includes a shift fork shaft, a shift fork, and an electromagnetic clutch assembly. The shift fork is sleeved on the shift fork shaft. The electromagnetic clutch assembly includes two electromagnetic clutches arranged axially along the shift fork shaft. The shift fork is located between the two electromagnetic clutches. The electromagnetic clutches can drive the shift fork to move axially along the shift fork shaft. One end of the shift fork engages with the synchronous gear. When either of the two electromagnetic clutches is energized, the energized electromagnetic clutch applies a force to the shift fork, causing the shift fork to drive the synchronous gear to mesh with the corresponding free gear. When both electromagnetic clutches are simultaneously energized or de-energized, the shift fork drives the synchronous gear to disengage from the free gear.

2. The transmission system according to claim 1, characterized in that, The transmission system includes a first gear, a second gear, and a third gear. The two electromagnetic clutches apply forces in a first direction and a second direction to the shift fork, respectively, with the first direction being opposite to the second direction. When the two electromagnetic clutches apply forces of the same magnitude to the shift fork, the synchronous gear disengages from the free gear, and the transmission system is in the first gear. When the force in the first direction is greater than the force in the second direction, the synchronous gear meshes with the free gear on one side, and the transmission system is in the second gear. When the force in the first direction is less than the force in the second direction, the synchronous gear meshes with the free gear on the other side, and the transmission system is in the third gear.

3. The transmission system according to claim 1, characterized in that, The electromagnetic clutch includes an electromagnetic housing, which is sleeved on the shift fork shaft. The housing has a mounting groove that is substantially consistent with the outer contour of the electromagnetic housing, and the electromagnetic housing is press-fitted into the mounting groove.

4. The transmission system according to claim 3, characterized in that, The electromagnetic clutch further includes an electromagnetic coil, a sliding sleeve, and an elastic element. The electromagnetic housing has an internal mounting cavity, and the electromagnetic coil is located inside the mounting cavity. There is a gap space between the electromagnetic housing and the shift fork shaft. The sliding sleeve is sleeved on the shift fork shaft, and at least a portion of the sliding sleeve is arranged in the gap space. The elastic element is sleeved on the shift fork shaft, and both ends of the elastic element abut against the shift fork and the sliding sleeve, respectively.

5. The transmission system according to claim 4, characterized in that, The electromagnetic clutch further includes a partition plate, which is installed on the electromagnetic housing and closes the mounting cavity.

6. The transmission system according to claim 4, characterized in that, The plane that substantially bisects the sliding sleeve along the axial direction of the shift fork shaft is defined as the first center plane, and the plane that substantially bisects the electromagnetic coil along the axial direction of the shift fork shaft is defined as the second center plane. The first center plane and the second center plane are substantially parallel, and the distance between the first center plane and the second center plane is greater than 0 and less than or equal to 20 mm. The first center plane and the second center plane are located on the same side of the shift fork.

7. The transmission system according to claim 4, characterized in that, The electromagnetic clutch further includes a limiting member, which is used to limit the maximum distance between the sliding sleeve and the shift fork in the axial direction of the shift fork shaft. The limiting member is sleeved on the shift fork shaft and remains relatively fixed to the shift fork shaft.

8. The transmission system according to claim 5, characterized in that, The electromagnetic housing has a through hole connecting the mounting cavity and the receiving cavity, and the electromagnetic coil extends along the through hole to the outside of the mounting cavity; one end of the electromagnetic coil extending to the outside of the mounting cavity is connected to a control unit, and generates a magnetic field of corresponding strength according to the control signal sent by the control unit.

9. The transmission system according to claim 1, characterized in that, The number of electromagnetic clutch components is set to at least one. When the number of electromagnetic clutch components is multiple, the multiple electromagnetic clutch components are arranged along the axial direction of the input shaft.

10. An all-terrain vehicle, characterized in that, Including the transmission system as described in any one of claims 1-9.

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