All-terrain vehicle and two-wheel drive or four-wheel drive switching protection device thereof

Abstract

The present invention provides a two-wheel drive or four-wheel drive switching protection structure for an all-terrain vehicle. An elastic support structure is provided at the toggle end of a pull sleeve lever. When the spline pull sleeve is meshed and stuck, after the bridge motor is driven into place, the toggle end of the pull sleeve lever is deformed through the elastic support structure, thereby reducing the meshing impact caused by the rigid connection. At the same time, the elastic support structure provides a continuous driving force for the pull sleeve block. When the positions of the spline pull sleeve and the half-shaft gear correspond, the elastic support structure pushes the spline pull sleeve into place by its elastic driving force, and the toggle end of the pull sleeve lever returns to a normal position, thereby improving the driving safety of the bridge motor in the process of switching the two-wheel drive or four-wheel drive state of the all-terrain vehicle. The present invention also provides an all-terrain vehicle.

Description

Technical Field

[0001] The invention relates to the technical field of all-terrain vehicles, and more particularly to an all-terrain vehicle and a two-wheel drive or four-wheel drive switching protection device thereof. Background Art

[0002] All Terrain Vehicle (ATV) is a vehicle suitable for all terrains. It is abbreviated as ATV, commonly known as "beach car", also known as all-terrain four-wheel off-road motorcycle.

[0003] All-terrain vehicles are adapted to different road conditions and are usually set to a four-wheel drive structure. Their driving state can be switched between two-wheel drive and four-wheel drive according to road conditions. The driving functions of existing all-terrain vehicles are usually set to three states: two-wheel drive, four-wheel drive, and four-wheel drive locked. The switching of the three states is achieved by sliding the spline sleeve mounted on the half-shaft, and contacting and cooperating with the half-shaft gear to achieve state switching. The existing drive for the spline sleeve uses a bridge motor to drive the shift fork that cooperates with the spline sleeve to achieve connection or disconnection with the half-shaft gear. The existing bridge motor is large in size, and the internal structure of the motor requires accurate positioning of the gear position, otherwise it is easy to cause gear misalignment during assembly, requiring reassembly.

[0004] The axle motor drives the spline sleeve to mesh with the half-shaft gear. The motor inside the motor is easily damaged after long-term operation, with a short service life, high energy consumption, and easy damage to the transmission parts inside the motor. At the same time, after the axle motor drives the spline sleeve to move, the position of the spline sleeve needs to be detected. The existing detection structure is prone to inaccurate detection position, making it difficult to accurately indicate vehicle driving status problems, affecting work stability.

[0005] Therefore, how to improve the driving stability of all-terrain vehicles is a problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0006] In view of this, the present invention provides a two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle to improve the driving stability of the all-terrain vehicle; the present invention also provides an all-terrain vehicle.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, comprising a bridge motor and a spline shifting sleeve driven by the bridge motor to switch the driving state;

[0009] A sleeve shifting lever and a sleeve shifting block are arranged in parallel between the power driving end face of the bridge motor and the spline sleeve, a transmission device for driving the sleeve shifting lever to shift is arranged on the power driving end face of the bridge motor, and a shift fork for shifting the spline sleeve is extended from the sleeve shifting block;

[0010] The moving end of the sleeve shifting rod is provided with an elastic supporting structure which abuts against the sleeve shifting block and elastically pushes the sleeve shifting block to slide to a predetermined driving detection position.

[0011] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for the all-terrain vehicle, the shift sleeve and shift rod are torsion springs mounted on the power drive end surface on a rotating frame, and the elastic support structure is a first spring wire and a second spring wire respectively extending from both ends of the torsion spring, and the first spring wire and the second spring wire are arranged flush with one end of the shift sleeve and shift block for shifting, and the driving end of the shift sleeve and shift block is mounted between the first spring wire and the second spring wire.

[0012] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, a guide shaft for guiding the sliding of the shifting sleeve and shifting block is also mounted on the power driving end surface, and a guide hole for slidingly cooperating with the guide shaft is opened on the shifting sleeve and shifting block.

[0013] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, the shift sleeve and shift block include a guide block that is slidably matched with the guide shaft, and a shift block that is shifted and matched with the shift sleeve and shift rod, and the shift fork extends from the guide block;

[0014] The power driving end surface is also provided with a position detection contact for detecting the driving state switching position of the shifting sleeve and the shifting block, and the shifting block is provided with a sliding contact for electrically contacting and cooperating with the position detection contact.

[0015] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, the sliding contact comprises a contact body, and an elastic supporting device pressed between the contact body and the shifting sleeve and shifting block.

[0016] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, the transmission device includes a rocker arm driving the torsion spring to rotate, and a swing rod driving the rocker arm to swing;

[0017] The rotating support end of the rocker arm is arranged on a rocker arm seat which cooperates with the torsion spring sleeve, and a rocker arm body which cooperates with the rocker rod toggle extends from the rocker arm seat;

[0018] A driving disc coaxially arranged with the driving shaft of the bridge motor extends out from the power driving end surface, and the swing rod is eccentrically arranged on the driving disc;

[0019] A shifting hole is provided in the middle of the rocker arm body and runs through the rocker arm body in the thickness direction, and the rocker rod extends into the shifting hole.

[0020] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, the inner frame of the bridge motor is equipped with a first driving gear coaxially arranged with the driving shaft, and a driving worm gear in transmission cooperation with the first driving gear;

[0021] It also includes a power device mounted inside the bridge motor, and a power transmission device arranged at the output end of the power device and matched with the driving end of the driving worm.

[0022] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, the power transmission device is a gear transmission pair mounted between the power device and the driving worm; the driving worm and the power device are respectively arranged at the radial ends of the bridge motor.

[0023] Preferably, in the above-mentioned two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, a position monitoring circuit connected to the position detection contact is arranged inside the bridge motor, and a lead wire electrically connected to the position monitoring circuit is also led out from the bridge motor to output the driving state of the spline shifting sleeve;

[0024] The position detection contacts include a two-wheel drive contact, a four-wheel drive contact and a four-wheel drive locking contact which are arranged at intervals along the axial direction of the guide shaft.

[0025] An all-terrain vehicle comprises a bridge motor and a spline shifting sleeve driven by the bridge motor, wherein a two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle as described in any one of the above items is mounted between the bridge motor and the spline shifting sleeve.

[0026] The two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention comprises a bridge motor and a spline sleeve driven by the bridge motor to switch the driving state; a sleeve shifting rod and a sleeve shifting block are arranged in parallel between the power driving end face of the bridge motor and the spline sleeve, a transmission device for driving the sleeve shifting rod to shift is arranged on the power driving end face of the bridge motor, and a shifting fork for shifting the spline sleeve is extended from the sleeve shifting block; an elastic support structure is arranged at the shifting end of the sleeve shifting rod to abut against the sleeve shifting block and elastically push the sleeve shifting block to slide to a predetermined driving detection position. The sleeve shifting rod is located at the power driving end face of the bridge motor, and it is matched with the sleeve shifting block to shift, and the swinging power of the sleeve shifting rod is provided by the bridge motor, and the power is transmitted through the sleeve shifting block, and finally the shifting fork extending from the sleeve shifting block shifts the meshing position of the spline sleeve and the half-shaft gear to achieve the switching of the driving state of the all-terrain vehicle. If the gears are misaligned during the meshing process of the spline sleeve and the half-shaft gear, meshing jam will occur. At this time, the sleeve lever and the sleeve block are continuously driven by the bridge motor. An elastic support structure is set at the toggle end of the sleeve lever. When the spline sleeve is meshing jammed, after the bridge motor is driven into place, the toggle end of the sleeve lever is deformed through the elastic support structure to reduce the meshing impact caused by the rigid connection. At the same time, the elastic support structure provides continuous driving force for the sleeve block. When the spline sleeve and the half-shaft gear are in corresponding positions, the elastic support structure pushes the spline sleeve into place by its elastic driving force, and the toggle end of the sleeve lever returns to the normal position, thereby improving the driving safety of the bridge motor in the process of switching the all-terrain vehicle from two-wheel drive to four-wheel drive. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0028] Figure 1 A schematic diagram of the assembly structure of the two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention;

[0029] Figure 2 for Figure 1 An enlarged view of the meshing structure of the spline sleeve and the half-shaft gear at A in the middle;

[0030] Figure 3 A schematic diagram of the switching structure of the two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention;

[0031] Figure 4 for Figure 3 Schematic diagram of the working structure of the middle two four-wheel drive switching structure;

[0032] Figure 5 for Figure 3 A schematic diagram of the structure of the two-wheel drive state of the two-wheel drive and four-wheel drive switching protection device of the medium all-terrain vehicle;

[0033] Figure 6 A schematic diagram of the driving end surface structure of the axle motor in the two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention;

[0034] Figure 7 for Figure 6 Schematic diagram of the internal transmission structure of the motor used in the middle bridge of the two-wheel drive and four-wheel drive switching protection device of the middle all-terrain vehicle;

[0035] Figure 8 for Figure 7 Schematic diagram of the drive shaft structure of the motor for the mid-bridge. DETAILED DESCRIPTION

[0036] The invention discloses a two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle, which improves the driving stability of the all-terrain vehicle. The invention also provides an all-terrain vehicle.

[0037] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] like Figure 1-Figure 5 As shown, Figure 1 A schematic diagram of the assembly structure of the two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention; Figure 2 for Figure 1 An enlarged view of the meshing structure of the spline sleeve and the half-shaft gear at A in the middle; Figure 3 A schematic diagram of the switching structure of the two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention; Figure 4 for Figure 3 Schematic diagram of the working structure of the middle two four-wheel drive switching structure; Figure 5 for Figure 3 Schematic diagram of the two-wheel drive state structure of the two-wheel drive and four-wheel drive switching protection device of the medium all-terrain vehicle.

[0039] The present invention provides a two-wheel drive and four-wheel drive switching protection device for an all-terrain vehicle, comprising a bridge motor 1 and a spline sleeve 2 driven by the bridge motor 1 to switch the driving state; a sleeve shifting rod 4 and a sleeve shifting block 3 for shifting are arranged in parallel between the power driving end surface of the bridge motor 1 and the spline sleeve 2; a transmission device for driving the sleeve shifting rod 4 to shift is arranged on the power driving end surface of the bridge motor 1, and a shift fork 6 for shifting the spline sleeve 2 is extended from the sleeve shifting block 3; an elastic supporting structure is arranged at the shifting end of the sleeve shifting rod 4, which abuts against the sleeve shifting block 3 and elastically pushes the sleeve shifting block 3 to slide to a predetermined driving detection position. The shifting sleeve lever 4 is located at the power driving end face of the bridge motor 1, and cooperates with the shifting sleeve block 3. The swinging power of the shifting sleeve lever 4 is provided by the bridge motor 1, and the power is transmitted through the shifting sleeve block 3. Finally, the shift fork 6 extending from the shifting sleeve block 3 shifts the meshing position of the spline shifting sleeve 2 and the half-shaft gear 8 to achieve the switching of the driving state of the all-terrain vehicle. If the gear is misaligned during the meshing process of the spline shifting sleeve 2 and the half-shaft gear 8, the meshing will be stuck. At this time, the shifting sleeve lever 4 and the shifting sleeve block 3 are continuously driven by the shifting provided by the bridge motor 1. An elastic support structure is set at the driving end of the shifting sleeve lever 4. When the spline shifting sleeve 2 is engaged and stuck, the bridge motor 1 is driven into place, and the driving end of the shifting sleeve lever 4 is deformed by the elastic support structure, thereby reducing the engagement impact caused by the rigid connection. At the same time, the elastic support structure provides a continuous driving force for the shifting sleeve block 3. When the positions of the spline shifting sleeve 2 and the half-shaft gear 8 correspond, the elastic support structure pushes the spline shifting sleeve 2 into place by its elastic driving force, and the driving end of the shifting sleeve lever 4 returns to the normal working position, thereby improving the driving safety of the bridge motor 1 in the process of switching the all-terrain vehicle from the two-wheel drive state to the four-wheel drive state.

[0040] In a specific embodiment of the present case, the sleeve shifting lever 4 is a torsion spring mounted on a rotating frame on a power driving end face 101, and the elastic supporting structure is a first spring wire 41 and a second spring wire 42 extending from both ends of the torsion spring, respectively. The first spring wire 41 and the second spring wire 42 are arranged flush with one end of the sleeve shifting block 3 for shifting, and the driving end of the sleeve shifting block 3 is mounted between the first spring wire 41 and the second spring wire 42. The sleeve shifting lever 4 adopts a torsion spring, and the spring wires at both ends of the torsion spring extend in the radial direction thereof, and are bent along the axial direction of the torsion spring to be flush with the plane of one axial end of the torsion spring. The shifting mode of the torsion spring on the sleeve shifting block 3 is that the sleeve shifting block 3 extends between the first spring wire 41 and the second spring wire 42. During the swinging process of the torsion spring, the sleeve shifting block 3 is respectively against the first spring wire 41 or the second spring wire 42, so as to realize the sliding in two directions of engagement or separation between the spline sleeve 2 and the half-shaft gear 8. At the same time, a torsion spring structure is adopted. When the power of the bridge motor is output and the spline sleeve and the half-shaft gear cannot engage in place, the deformation of the spring wire can provide a continuous elastic thrust to the sleeve and the shift block, thereby playing an effective role in protecting the pushing structure between the sleeve and the shift rod and the sleeve and the shift block during the engagement process of the spline sleeve and the half-shaft gear.

[0041] In a specific embodiment of the present case, a guide shaft 32 for slidingly guiding the sliding of the shifting sleeve and shifting block 3 is also mounted on the power driving end face 101, and a guide hole for slidingly cooperating with the guide shaft 32 is opened on the shifting sleeve and shifting block 3. The shifting fork 6 extends from the shifting sleeve and shifting block 3 to shift the spline shifting sleeve 2, and the sliding direction of the shifting sleeve and shifting block 3 should be in the same direction as the sliding direction of the spline shifting sleeve 2. In order to ensure the stability of the sliding direction of the shifting sleeve and shifting block 3 and the spline shifting sleeve 2, a guide shaft 32 is mounted on the power driving end face 101 of the bridge motor 1, and the shifting sleeve and shifting block 3 and the guide shaft 32 are slidingly matched. The axial direction of the guide shaft 32 is in the same direction as the sliding direction of the spline shifting sleeve 2, ensuring that the shifting direction of the shifting sleeve and shifting block 3 is accurate to the shifting direction of the spline shifting sleeve 2. In order to ensure the stable guiding of the sleeve and the shifting block 3 and the guide shaft 32, a guide hole is provided on the sleeve and the shifting block 3, and the guide shaft 32 is installed in the guide hole. The sleeve and the shifting block 3 ensures stable transmission through the structure of the guide shaft 32 and the guide hole.

[0042] In a specific embodiment of the present case, the shifting sleeve block 3 includes a guide block 33 that is slidably matched with the guide shaft 32, and a shifting block 34 that is slidably matched with the shifting sleeve lever 4, and the shift fork 6 extends from the guide block 33. The shifting sleeve block 3 is slidably matched along the guide shaft 32 by the shifting sleeve lever 4, and at the same time, the shifting sleeve block 3 pushes the spline shifting sleeve 2 to mesh with the half-shaft gear 8 through the shift fork structure. In order to ensure its structural strength, the shifting sleeve block 3 includes two parts: a guide block 33 and a shifting block 34. Specifically, the guide block 33 is slidably matched with the guide shaft 32, and the shifting block 34 is located in the middle of the guide block 33 and protrudes from the guide block 33. The side of the guide block 33 away from the shifting block 34 extends the shift fork 6 to ensure the stability of the transmission structure. The sliding contact 31 protrudes from the shifting block 34, and the sliding of the shifting block 34 drives the sliding contact 31 to slide with the power drive end face 101 of the bridge motor 1.

[0043] The power drive end face 101 is also provided with a position detection contact 7 for detecting the driving state switching position of the shifting sleeve and shifting block 3, and the shifting block 34 is provided with a sliding contact 31 that is in electrical contact with the position detection contact. The position detection contact 7 is provided on the power drive end face 101 of the bridge motor 1, and the sliding contact 31 extends from the shifting sleeve and shifting block 3. Since the swinging planes of the shifting sleeve and shifting rod 4 and the shifting sleeve and shifting block 3 are arranged in parallel with the power drive end face 101, the sliding contact 31 extending from the shifting sleeve and shifting block 3 slides and cooperates with the power drive end face 101 as it swings. The position detection contact 7 is provided to correspond to the position after the driving state of the shifting sleeve and shifting block is switched. According to whether the position detection contact is triggered, it can be accurately judged whether the spline shifting sleeve 2 and the half-shaft gear 8 are in meshing position, thereby accurately monitoring the driving state of the all-terrain vehicle and improving the accuracy of driving state monitoring.

[0044] In a specific embodiment of the present case, the sliding contact includes a contact body and an elastic support device pressed between the contact body and the sleeve and the block. The sliding contact 31 slides on the power drive end face 101 of the bridge motor 1 along with the sliding of the sleeve and the block 3. At the same time, it is necessary to ensure the electrical connection stability between the sliding contact 31 and the position detection contact 7. In order to avoid the disconnection of the sliding contact 31 and the position detection contact 7 due to long-term wear, the sliding contact 31 is arranged so that the contact body and the power drive end face are abutted, and an elastic support device is arranged between the contact body and the sleeve and the block 3 to press the contact body tightly against the bridge motor, thereby ensuring the long-term working stability of the sliding contact.

[0045] In a specific embodiment of the present case, the transmission device includes a rocker arm driving the torsion spring to rotate, and a swing rod driving the rocker arm to swing;

[0046] The rotating support end of the rocker arm is arranged on a rocker arm seat matched with the torsion spring sleeve, and a rocker arm main body matched with the rocker rod is extended from the rocker arm seat.

[0047] The driving end of the bridge motor is a rotating structure, and the torsion spring is a rotating arrangement structure around its torsion spring body. The rotating structure of the torsion spring is a cantilever structure, with its first end 43 as the rotation center, and its driving end provides driving power for the spline driving sleeve.

[0048] The rotation of the torsion spring is driven by the transmission device 4, which is connected to the torsion spring by the rocker structure. The rocker is provided with a rocker seat 51 and a rocker body 52. ​​The rocker seat 51 is a rotation support structure, specifically a column structure extending from the driving end of the motor body 1. The torsion spring is rotatably mounted on the rocker seat 51. The rocker body 52 extends radially from the rocker seat 51. By driving the fork arm push plate extending from one end of the rocker body 52 away from the rocker seat 51, the fork arm push plate extends between the two spring wires of the torsion spring, pushing the torsion spring to rotate. The rotation of the rocker body 52 is provided with swinging power by the drive shaft 109 on the motor body 1. The drive structure of the drive shaft 109 and the rocker body 52 can be set as a gear transmission, or it can be set as a gear slide structure.

[0049] like Figure 6-Figure 8 As shown, Figure 6 A schematic diagram of the driving end surface structure of the axle motor in the two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle provided by the present invention; Figure 7 for Figure 6 Schematic diagram of the internal transmission structure of the motor used in the middle bridge of the two-wheel drive and four-wheel drive switching protection device of the middle all-terrain vehicle; Figure 8 for Figure 7 Schematic diagram of the drive shaft structure of the motor for the mid-bridge.

[0050] Preferably, a driving disc 102 coaxially arranged with the driving shaft 109 of the bridge motor 1 is extended from the power driving end surface 101, and the rocker rod 6 is eccentrically arranged on the driving disc 102; a toggle hole 53 penetrating the thickness direction of the rocker arm body 52 is opened in the middle, and the rocker rod 6 extends into the toggle hole. The output end of the driving shaft 109 is set as a coaxially rotating disc structure, and the rocker rod 6 is eccentrically fixed on the driving disc 102. The disc-shaped driving disc structure is adopted to ensure the balance of the rotation position of the driving shaft 109 during long-term operation, and to improve the connection strength between it and the rocker rod 6, so as to ensure the stability of the output structure of the motor body. The drive shaft 109 can be set as a stepped shaft, the drive disk 102 and the drive shaft 109 are an integrated structure, the rocker arm 6 is an eccentric shaft structure arranged at the end of the drive shaft 109, and in order to ensure the rotation stability of the drive shaft 109 at the output end of the bridge motor 1, an annular groove 112 is opened on the drive shaft 109 for installing a bearing seat that supports the drive shaft 109, thereby improving the stability of the output structure of the bridge motor.

[0051] The rocker arm body 52 is provided with a shifting hole 53 for inserting and fitting with the rocker rod 6. The rotation of the drive shaft 109 causes the rocker rod 6 to present a pendulum swinging structure. The rocker rod 6 extends into the shifting hole 53. The rotation of the drive shaft 109 drives the rocker rod 6 to rotate through the drive disk, thereby driving the rotation of the rocker arm body 52.

[0052] Due to the rotation of the drive shaft 109, the swing trajectory of the rocker arm 6 is an arc. Correspondingly, the toggle hole 53 is set as a strip hole. During the swing process of the rocker arm 6, it slides in the toggle hole 53, and at the same time pushes the rocker arm body 52 to rotate around the rocker arm seat 51. As shown in the figure, after the rocker arm 6 pushes the rocker arm body 52 to swing to the left position, the rocker arm 6 slides in the toggle hole 53, corresponding to the left monitoring point in the position monitoring point 7. Specifically, the rocker arm body 52 is a plate-shaped, fan-shaped rocker arm body extending from the rocker arm seat 51, and the toggle hole 53 is a strip-shaped toggle hole extending radially along the fan-shaped rocker arm body. The rocker arm body 52 is set as a fan-shaped rocker arm body, and the toggle hole 53 is located in the middle of the rocker arm body. The toggle hole 53 is a strip-shaped toggle hole arranged radially along the fan-shaped rocker arm body. The rocker arm body 52 is always against the two side walls of the strip-shaped toggle hole in the width direction. The fan-shaped rocker arm body structure ensures the structural strength of the rocker arm body itself and ensures stable transmission.

[0053] In a specific embodiment of the present case, the inner frame of the bridge motor 1 is equipped with a first driving gear 104 coaxially arranged with the driving shaft 109, and a driving worm 105 that cooperates with the first driving gear 104 in transmission.

[0054] The output end of the bridge motor 1 adopts a structure consisting of a driving disk 102 and a rocker 6 eccentrically arranged on the driving disk 102. The rocker 6 is driven to rotate to a predetermined position by the rotation of the driving disk 102 to output driving power. The rotation of the driving disk 102 is adjusted by the first driving gear 104 and the driving worm 105 coaxially arranged inside the bridge motor 1. Preferably, the first driving gear 104 is a turbine. The driving structure of the worm and the turbine occupies a small space in the bridge motor 1. Power transmission can be achieved through a small space, which is convenient for the arrangement of the power structure in the drive system and optimizes the bridge motor structure. The transmission structure of the worm and the turbine only needs to ensure that the initial position of the adjustment rocker is accurate, and the gears are easy to assemble, thereby improving assembly efficiency.

[0055] It also includes a power device mounted inside the bridge motor 1, and a power transmission device arranged at the output end of the power device and coordinated with the driving end of the driving worm 105.

[0056] The bridge motor 1 is configured as a columnar housing structure, and the drive disk 102 is coaxially arranged with the columnar bridge motor 1. Combined with the transmission structure of the drive worm 105 of the drive disk 102 and the first drive gear 104, the first drive gear 104 is coaxial with the bridge motor 1, and the drive worm 105 is located at one radial end of the bridge motor. The other end of the bridge motor opposite to the drive worm 105 reserves a power structure layout space for the drive system, which optimizes the internal layout space of the bridge motor 1, is conducive to the small volume layout of the bridge motor, and is convenient for the layout of the entire vehicle.

[0057] Specifically, the drive system also includes a power device 106 mounted in the bridge motor 1, and a power transmission device 107 arranged at the output end of the power device 106 and in transmission cooperation with the driving end of the driving worm 105. That is, the first driving gear 104 is arranged and installed in the center of the bridge motor 1, and the driving worm 105, the power device 106 and the power transmission device 107 are arranged in the circumference of the bridge motor 1, which makes full use of the internal space of the columnar structure of the bridge motor 1, and further improves the full use of the internal space of the bridge motor.

[0058] In a specific embodiment of the present case, the power transmission device is a gear transmission pair mounted between the power device 106 and the driving worm 105; the driving worm 105 and the power device 106 are respectively arranged at the two ends of the radial direction of the bridge motor.

[0059] The driving worm 105 and the power device 106 are arranged in parallel, and the gear transmission pair is mounted on the power transmission end of the two. The gear transmission pair adopts a two-stage transmission gear, and the power device 106 adopts a driving motor. The first-stage transmission gear and the driving motor use gear transmission to output power, and the second-stage transmission gear outputs power through a worm gear structure. The first-stage transmission gear and the second-stage transmission gear transmit power through gear transmission. By designing the transmission ratio of the first-stage transmission gear and the second-stage transmission gear, sufficient rotation torque of the adjustment swing arm 3 is guaranteed, and stable power transmission is guaranteed.

[0060] Specifically, a second driving gear 108 coaxially arranged with the gear transmission pair is arranged at the driving end of the driving worm 105. The second driving gear 108 is arranged at the driving end of the driving worm 105, and the gear radius of the second driving gear 108 is greater than the gear radius of the secondary transmission gear, so that the rotation control accuracy of the driving worm 105 and the first driving gear 104 is improved while achieving large torque output, thereby improving the accuracy of the rotation position control of the adjustment swing arm.

[0061] In a specific embodiment of the present case, a position monitoring circuit connected to the position detection contact 7 is provided inside the bridge motor 1. A lead wire electrically connected to the position monitoring circuit is also led out from the bridge motor 1 to output the driving state of the spline sleeve 2; the position detection contact 7 includes a two-wheel drive contact 72, a four-wheel drive contact 71 and a four-wheel drive locking contact 73 arranged at intervals along the axial direction of the guide shaft. The position detection contact 7 is provided on the bridge motor 1. Whenever the swing arm 6 rotates to a predetermined position of the two-wheel drive or four-wheel drive, the position detection contact 7 corresponding to the position is set to be turned on, thereby realizing stable monitoring of the vehicle's driving state. Adapting to the power supply and position monitoring structure of the bridge motor, the bridge motor 1 also leads out a power line 114 and a signal line 113 to facilitate the bridge motor to be connected to the vehicle.

[0062] The position detection contacts are arranged at intervals along the axial direction of the guide shaft. As the swing rod swings, the sliding contacts slide back and forth and are respectively connected to the three position detection contacts. The arrangement of the swing interval adapts to the sliding distance of the spline sleeve.

[0063] Based on the all-terrain vehicle two-wheel drive and four-wheel drive switching protection device provided in the above embodiments, the present invention also provides an all-terrain vehicle, including a bridge motor and a spline sleeve driven by the bridge motor, and an all-terrain vehicle two-wheel drive and four-wheel drive switching protection device provided in the above embodiments is arranged between the bridge motor and the spline sleeve.

[0064] Since the all-terrain vehicle adopts the all-terrain vehicle two-wheel drive or four-wheel drive switching protection device of the above embodiment, please refer to the above embodiment for the beneficial effects brought by the all-terrain vehicle two-wheel drive or four-wheel drive switching protection device.

[0065] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle, characterized in that: It includes a bridge motor and a spline shifting sleeve driven by the bridge motor to switch the driving state; A sleeve shifting lever and a sleeve shifting block are arranged in parallel between the power driving end face of the bridge motor and the spline sleeve, a transmission device for driving the sleeve shifting lever to shift is arranged on the power driving end face of the bridge motor, and a shift fork for shifting the spline sleeve is extended from the sleeve shifting block; The moving end of the sleeve shifting rod is provided with an elastic support structure which abuts against the sleeve shifting block and elastically pushes the sleeve shifting block to slide to a predetermined driving detection position; The shifting sleeve and shifting rod are torsion springs mounted on the power driving end surface on a rotating frame; the transmission device includes a rocker arm driving the torsion spring to rotate, and a rocker rod driving the rocker arm to swing; the torsion spring is a rotating arrangement structure around its torsion spring body, and the rotating structure of the torsion spring is a cantilever structure with its first end as the rotation center; the torsion spring is rotatably mounted on the rocker arm seat.

2. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 1, characterized in that: The elastic supporting structure is a first spring wire and a second spring wire respectively extending from both ends of the torsion spring. The first spring wire and the second spring wire are arranged flush with one end of the shifting sleeve and the shifting block, and the driving end of the shifting sleeve and the shifting block is mounted between the first spring wire and the second spring wire.

3. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 2, characterized in that: A guide shaft for guiding the sliding movement of the shifting sleeve and the shifting block is also mounted on the power driving end surface, and a guide hole for slidingly cooperating with the guide shaft is opened on the shifting sleeve and the shifting block.

4. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 3, characterized in that: The shifting sleeve and shifting block include a guide block that is slidably matched with the guide shaft, and a shifting block that is movably matched with the shifting sleeve and shifting rod, and the shifting fork extends out from the guide block; The power driving end surface is also provided with a position detection contact for detecting the driving state switching position of the shifting sleeve and the shifting block, and the shifting block is provided with a sliding contact for electrically contacting and cooperating with the position detection contact.

5. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 4, characterized in that: The sliding contact comprises a contact body and an elastic supporting device which is pressed between the contact body and the shifting sleeve and shifting block.

6. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 2, characterized in that: The rotating support end of the rocker arm is arranged on a rocker arm seat which cooperates with the torsion spring sleeve, and a rocker arm body which cooperates with the rocker rod toggle extends from the rocker arm seat; A driving disc coaxially arranged with the driving shaft of the bridge motor extends out from the power driving end surface, and the swing rod is eccentrically arranged on the driving disc; A shifting hole is provided in the middle of the rocker arm body and runs through the rocker arm body in the thickness direction, and the rocker rod extends into the shifting hole.

7. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 6, characterized in that: The inner frame of the bridge motor is provided with a first driving gear coaxially arranged with the driving shaft, and a driving worm gear in driving cooperation with the first driving gear; It also includes a power device mounted inside the bridge motor, and a power transmission device arranged at the output end of the power device and matched with the driving end of the driving worm.

8. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 7, characterized in that: The power transmission device is a gear transmission pair mounted between the power device and the driving worm; the driving worm and the power device are respectively arranged at two ends of the radial direction of the bridge motor.

9. The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle according to claim 4, characterized in that: The bridge motor is provided with a position monitoring circuit connected to the position detection contact, and the bridge motor is also provided with a lead wire electrically connected to the position monitoring circuit to output the driving state of the spline shifting sleeve; The position detection contacts include a two-wheel drive contact, a four-wheel drive contact and a four-wheel drive locking contact which are arranged at intervals along the axial direction of the guide shaft.

10. An all-terrain vehicle, comprising a bridge motor and a spline puller driven by the bridge motor, characterized in that: The two-wheel drive or four-wheel drive switching protection device for an all-terrain vehicle as described in any one of claims 1 to 9 is installed between the bridge motor and the spline sleeve.

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