All-terrain vehicle continuously variable transmission assembly

Abstract

The present invention relates to an all-terrain vehicle continuously variable transmission assembly, which includes a transmission belt, a driven wheel and a driving wheel, wherein the transmission belt is sleeved on the driven wheel and the driving wheel; the driving wheel includes a driving wheel shaft, a fixed plate, a ramp plate, a movable plate, a plurality of groups of speed change sliders and a return mechanism, wherein the movable plate is sleeved on the driving wheel shaft and can move axially between the ramp plate and the fixed plate, and a plurality of groups of guide grooves distributed along the circumferential direction are formed on the side of the movable plate facing the ramp plate; the speed change sliders are installed in the guide grooves one by one and can push the movable plate to move toward the fixed plate. Wherein, in the stopped state, the distance between the center of gravity of the speed change slider and the rotation center axis of the driving wheel shaft is e, and the outer edge radius of the movable plate is r, e≤0.42r, which can significantly reduce the vibration and abnormal noise at low speed, thereby enabling the driver to have a better driving experience.

Description

Technical Field

[0001] The invention relates to the technical field of continuously variable transmission, and in particular to a continuously variable transmission assembly for an all-terrain vehicle. Background Art

[0002] All-terrain vehicles (ATVs) are suitable for all terrains. They can not only travel on the beach, but also on riverbeds, forest roads, streams, and even harsher desert terrains. Carrying people or transporting goods makes the functions of all-terrain vehicles fully utilized, making them an all-round action tool.

[0003] Among them, the existing fuel engines of all-terrain vehicles all use continuously variable transmissions, which mainly include three parts: driving wheel, driven wheel and transmission belt. With the advancement of technology, all-terrain vehicles have higher and higher requirements for continuously variable transmissions, requiring continuously variable transmissions to have higher transmission efficiency, smoother power output, and longer service life of transmission belts. However, in actual working process, the current continuously variable transmissions often have serious problems such as low-speed jitter and abnormal noise. Summary of the invention

[0004] 1. Technical issues to be resolved

[0005] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides an all-terrain vehicle continuously variable transmission assembly, which solves the technical problems of serious low-speed jitter and abnormal noise of the continuously variable transmission.

[0006] (II) Technical solution

[0007] In order to achieve the above-mentioned object, the continuously variable transmission assembly of the all-terrain vehicle of the present invention comprises a transmission belt, a driven wheel and a driving wheel, wherein the transmission belt is sleeved on the driven wheel and the driving wheel; wherein the driving wheel comprises:

[0008] Drive axle;

[0009] A fixed plate, the fixed plate is fixedly arranged on the driving wheel shaft;

[0010] A ramp plate, the ramp plate is fixedly disposed on the driving wheel shaft, and the ramp plate and the fixed plate are spaced apart from each other;

[0011] A movable plate, the movable plate is sleeved on the driving wheel shaft and can move axially between the ramp plate and the fixed plate, and a plurality of guide grooves distributed along the circumferential direction are formed on a side of the movable plate facing the ramp plate;

[0012] A plurality of groups of speed-changing sliders, each of which is installed in the guide groove in a one-to-one correspondence and can push the movable plate to move toward the fixed plate; and

[0013] A return mechanism, the return mechanism is arranged between the shoulder of the driving wheel shaft and the movable plate to provide a restoring force for the movable plate to move back to the ramp plate;

[0014] Among them, the transmission belt can slide in the V-shaped groove formed between the movable disk and the fixed disk to move away from or close to the driving wheel shaft to achieve stepless speed change; when in the stopped state, the center of gravity rotation radius of the speed change slider is e, and the outer edge radius of the movable disk is r, e≤0.42r.

[0015] Optionally, the outer edge radius r of the movable disk is 90-110 mm, and the center of gravity rotation radius e≤41.5 mm of the speed-changing slider.

[0016] Optionally, in the stopped state, the distance from the junction of the speed change slider and the movable disk to the rotation center axis of the driving wheel shaft is L, wherein L>e.

[0017] Optionally, the initial contact area of ​​the supporting curved surface of the moving disk with the speed-changing slider is a conical surface, an end of the conical surface close to the rotation center axis is a proximal end, an end of the conical surface away from the rotation center axis is a distal end, and the joint is located between the proximal end and the distal end of the conical surface;

[0018] The axial width from the joint to the distal end of the conical surface is d, and the distance between the conical surface of the moving disk and the side slope of the transmission belt in the stopped state is c, wherein d>c.

[0019] Optionally, the speed-changing slider comprises a counterweight block and a slider housing, and the counterweight block is arranged on a side of the slider housing that is biased toward the rotation center axis of the driving wheel shaft.

[0020] Optionally, the counterweight block is a high-density metal block, and the slider housing is a wear-resistant non-metal shell.

[0021] Optionally, the slider housing comprises an arc top surface, a connection surface and a thrust bottom plane connected in sequence, and a mounting seat extending from the connection surface; the mounting seat is located between the arc top surface and the thrust bottom plane, and the counterweight block is fixedly arranged on the mounting seat;

[0022] The arc top surface is in line contact with the supporting curved surface of the moving disk, the thrust bottom plane is in surface contact with the force-bearing inclined surface of the ramp plate, and the outer side surface of the mounting seat is in line contact with the limiting side surface of the guide groove.

[0023] Optionally, the counterweight block is tightly mounted on the mounting seat, or the counterweight block is an embedded part and is injection-molded with the slider housing to form an integrated structure.

[0024] Optionally, a plurality of first ribs are formed between the arc top surface and the mounting seat, and a plurality of second ribs are formed between the thrust bottom plane and the mounting seat.

[0025] Optionally, a plurality of limit sliders are distributed circumferentially on the ramp plate, a limit groove is provided on the limit slider, and an extending direction of the limit groove is parallel to the rotation center axis of the driving wheel shaft;

[0026] A plurality of guide ribs are distributed on the movable plate along the circumferential direction; the guide ribs can slide in the limiting groove along a direction parallel to the rotation center axis of the driving wheel shaft.

[0027] Optionally, the plurality of guide ribs are distributed in a ring array, and any one of the guide ribs is located between one group of the guide grooves and another group of the guide grooves.

[0028] (III) Beneficial effects

[0029] The driving wheel in the continuously variable transmission assembly of the all-terrain vehicle of the present invention has a distance e between the center of gravity A of the speed-changing slider and the rotation center axis of the driving wheel shaft when the vehicle is stopped, and the outer edge radius of the moving plate is r, where e≤0.42r. Since the magnitude of the centrifugal force is related to the two factors of the rotation speed and the rotation radius, when the initial position of the rotation radius of the speed-changing slider is small enough and the rotation speed of the driving wheel shaft is low, the centrifugal force of the speed-changing slider will be very small, and the moving plate will be subjected to a gentle force with little shaking or abnormal noise. Therefore, controlling the minimum rotation radius of the center of gravity of the speed-changing slider can significantly reduce the shaking and abnormal noise at low speeds, thereby enabling the driver to have a better driving experience.

[0030] Moreover, the distance from the junction B between the speed change slider and the movable disk to the rotation center axis of the driving wheel shaft is L. Setting the structure and assembly method of the speed change slider to L>e, and e≤41.5mm can prevent the speed change slider from deflecting, thereby better solving the problems of jitter and abnormal noise.

[0031] In addition, the speed shift slider includes a counterweight block and a slider housing. The counterweight block is arranged on the side of the slider housing that is biased towards the rotation center axis of the driving wheel shaft, so that the center of gravity A of the counterweight block can be as close to the rotation center axis of the driving wheel shaft as possible, so that the value of e can be as small as possible, which better solves the problems of low-speed jitter and abnormal noise, thereby greatly improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a schematic structural diagram of a power assembly of the present invention;

[0033] Figure 2 It is a schematic structural diagram of the continuously variable transmission assembly of the present invention;

[0034] Figure 3 It is an exploded schematic diagram of the continuously variable transmission of the present invention;

[0035] Figure 4 It is a cross-sectional schematic diagram of the driving wheel of the present invention;

[0036] Figure 5 It is a schematic diagram of force analysis of the conical surface on the moving disk of the present invention;

[0037] Figure 6 It is a cross-sectional enlarged schematic diagram of the speed-changing slider of the present invention;

[0038] Figure 7 It is an enlarged schematic diagram of the structure of the speed-changing slider of the present invention;

[0039] Figure 8 It is an exploded schematic diagram of the driving wheel of the present invention;

[0040] Fig. 9 It is a structural schematic diagram of the ramp plate of the driving wheel of the present invention;

[0041] Fig.10 It is a schematic structural diagram of the moving disk of the driving wheel of the present invention.

[0042] [Description of Reference Numerals]

[0043] 1: Powertrain; 2: Engine; 3: Continuously variable transmission assembly; 4: Transmission; 5: Continuously variable transmission case;

[0044] 6: driving wheel; 7: transmission belt; 8: driven wheel; 9: driving wheel shaft; 10: fixed plate; 11: belt friction rotating sleeve; 12: moving plate; 12a: guide groove; 12b: supporting curved surface; 12c: guide rib; 12d: limiting side; 13: spring seat ring; 14: first sliding bearing; 15: second sliding bearing; 16: return mechanism; 17: ramp plate; 17a: force inclined surface; 17b: limiting slider; 17c: screw; 18: locking nut; 19: flanged bushing; 20: driving wheel bolt;

[0045] 21: speed change slider; 22: counterweight; 23: slider housing; 23a: arc top surface; 23b: thrust bottom plane; 23c: connection surface; 23d: mounting seat; 23e: cavity; 23f: supporting edge. DETAILED DESCRIPTION

[0046] In order to better explain the present invention and facilitate understanding, the present invention is described in detail below in conjunction with the accompanying drawings through specific embodiments. Figure 4 The orientation is used as a reference.

[0047] Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a clearer and more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0048] like Figure 1 As shown, the present invention provides a power assembly 1 for an all-terrain vehicle (ATV), which includes an engine 2 and a continuously variable transmission assembly 3, wherein the crankshaft of the engine 2 is connected to the driving wheel 6 of the continuously variable transmission assembly 3 to transmit torque, and the driven wheel 8 of the continuously variable transmission assembly 3 can also be connected to the gearbox 4 and transmit torque, wherein the gearbox 4 is fixedly mounted on the housing of the engine 2 by bolts. The all-terrain vehicle including the above-mentioned power assembly 1 can be suitable for all terrains because the continuously variable transmission assembly 3 and the gearbox 4 are used for transmission. It can not only travel on the beach, but also on the riverbed, forest road, stream or worse desert terrain, for carrying people or transporting goods. After research, it was found that the low-speed jitter and abnormal sound of the continuously variable transmission assembly in the prior art mainly come from the driving wheel. Therefore, the continuously variable transmission assembly 3 of the present invention solves the problem of low-speed jitter and abnormal sound by improving the driving wheel 6, thereby greatly improving the user's driving experience.

[0049] like Figure 2 and Figure 3 As shown, the continuously variable transmission assembly 3 includes a transmission belt 7 (preferably a belt or a steel belt), a driven wheel 8 and a driving wheel 6, all of which are located in the continuously variable transmission case 5. The transmission belt 7 is sleeved on the driven wheel 8 and the driving wheel 6, wherein the driving wheel 6 is connected to the crankshaft of the engine 2, and the driven wheel 8 is connected to the input shaft of the gearbox 4; the transmission belt 7 can slide in the V-shaped angle formed between the movable plate 12 and the fixed plate 10 to move away from or close to the driving wheel shaft 9 to achieve continuously variable speed change. The driving wheel 6 and the driven wheel 8 transmit torque through the belt, and the continuously variable speed change is achieved by adjusting the output radius of the driving wheel belt and the input radius of the driven wheel belt. The output shaft of the driven wheel 8 drives the input shaft of the gearbox 4, and is transmitted to the output shaft of the gearbox 4 through the gear transmission, and then drives the front axle and the rear axle respectively, thereby driving the front and rear wheels to rotate.

[0050] The specific process of power transmission of the powertrain 1 includes:

[0051] 1) When the engine 2 is working, the reciprocating motion of the piston is converted into the rotational motion of the crankshaft through the crank-connecting rod mechanism.

[0052] 2) The crankshaft drives the driving wheel 6 to rotate, and the driving wheel 6 drives the driven wheel 8 to rotate through the belt, and the stepless speed change is realized by the automatic change of the output radius of the driving wheel belt and the input radius of the driven wheel belt.

[0053] 3) Operate the shift shaft on the gearbox 4 to rotate to achieve the switching of high gear, low gear, neutral gear, reverse gear and parking gear.

[0054] 4) The power is output at the left and right ends of the rear axle output hole through the differential, driving the rear wheels to rotate.

[0055] 5) A front axle drive shaft is arranged at the front end of the gearbox 4. The power of the engine 2 is transmitted by the crankshaft, the continuously variable transmission assembly 3, the gearbox 4, the front axle drive shaft, the front transmission shaft, the front axle input shaft, and the front drive axle, and then drives the left and right front wheels to rotate through the left and right half shafts of the front axle.

[0056] Furthermore, if Figure 4 and Figure 8 As shown, the driving wheel 6 of the present invention comprises a driving wheel shaft 9, a fixed plate 10, a ramp plate 17, a moving plate 12, a plurality of speed change sliders 21 and a return mechanism 16 that rotate synchronously around the driving wheel shaft 9. The fixed plate 10 is fixedly arranged on the driving wheel shaft 9; the ramp plate 17 is fixedly arranged on the driving wheel shaft 9, and the ramp plate 17 and the fixed plate 10 are spaced from each other; the moving plate 12 is sleeved on the driving wheel shaft 9 and can move axially between the ramp plate 17 and the fixed plate 10, and a plurality of guide grooves 12a distributed along the circumferential direction are formed on the side of the moving plate 12 facing the ramp plate 17; the speed change sliders 21 are installed in the guide grooves 12a one by one and can push the moving plate 12 to move toward the fixed plate 10, and the speed change sliders 21 can slide along the radial and axial directions of the guide grooves 12a under the action of centrifugal force to push the moving plate 12 to gradually move toward the fixed plate 10, thereby increasing the output radius of the driving wheel belt. The return mechanism 16 is arranged between the shoulder of the driving wheel shaft 9 and the moving disk 12 to provide a restoring force for the moving disk 12 to move back to the ramp plate 17. The return mechanism 16 can be a spring or other elastic member. In the specific working process of the continuously variable transmission assembly 3, the driving wheel shaft 9 will rotate synchronously with the crankshaft of the engine 2, and the higher the speed, the greater the centrifugal force of the speed change slider 21. Under the action of the centrifugal force, the speed change slider 21 moves away from the driving wheel shaft 9 along the force-bearing inclined surface 17a of the ramp plate 17, and pushes the moving disk 12 to move axially away from the ramp plate 17, thereby changing the radial position of the belt and the driving wheel shaft 9 to achieve continuously variable transmission.

[0057] Among them, in the shutdown state ( Figure 4In the state shown in FIG. 1 , the distance between the center of gravity A of the speed-changing slider 21 and the rotation center axis of the driving wheel shaft 9 (i.e., the center of gravity rotation radius) is e, and the outer edge radius of the moving disk 12 is r, where e≤0.42r. Specifically, since the magnitude of the centrifugal force is related to the two factors of the rotation speed and the rotation radius, when the initial position of the rotation radius of the speed-changing slider 21 is small enough and the rotation speed of the driving wheel shaft 9 is low, the centrifugal force of the speed-changing slider 21 will be very small, and the moving disk 12 will be subjected to a gentle force with little shaking or abnormal noise. Therefore, by controlling the minimum rotation radius of the center of gravity A of the speed-changing slider 21, the effect of reducing shaking and abnormal noise at low speed can be achieved. When the speed of the driving wheel shaft 9 gradually changes from low speed to high speed, as the centrifugal force increases, the speed change slider 21 slides outward along the ramp plate 17, so that the position where the speed change slider 21 contacts the moving disk 12 moves radially outward, and the curved surface on the moving disk 12 that contacts the speed change slider 21 (i.e., the supporting curved surface 12b below) can gradually increase the rotation radius of the speed change slider 21, and the centrifugal force of the speed change slider 21 will also increase step by step, so that the moving disk 12 can be pushed toward the fixed disk 10 step by step, and the change process from low speed to high speed will be correspondingly smoother. Specifically, in a preferred embodiment, the moving disk 12 with an outer edge radius r of 90 to 110 mm is suitable for matching the speed change slider 21 with a center of gravity rotation radius e≤41.5 mm. By making the distance e≤41.5 mm between the center of gravity A of the speed change slider 21 and the rotation center axis of the driving wheel shaft 9, the vibration and abnormal noise at low speed can be significantly reduced, so that the driver can have a better driving experience.

[0058] Specifically, see again Figure 6 The slider housing 23 includes an arc top surface 23a, a connecting surface 23c and a thrust bottom plane 23b connected in sequence, forming an integral structure that is concave on one side of the rotation center axis of the driving wheel shaft 9. Unless otherwise specified, the arc top surface 23a, the connecting surface 23c and the thrust bottom plane 23b mentioned below all refer to one side of the outer side of the integral structure. The slider housing 23 also includes a mounting seat 23d extending vertically from the inner side of the connecting surface 23c to the rotation center axis, so that the mounting seat 23d is located between the arc top surface 23a and the thrust bottom plane 23b. The counterweight block 22 is fixedly arranged on the mounting seat 23d. When the speed change slider 21 is installed in the guide groove 12a, the arc top surface 23a is in line contact with the supporting curved surface 12b of the moving disk 12 to form a joint B, the thrust bottom plane 23b is in surface contact with the force-bearing inclined surface 17a of the ramp plate 17, and the outer side surface of the mounting seat 23d is in line contact with the limiting side surface 12d of the guide groove 12a.

[0059] Among them, the force-bearing inclined surface 17a of the ramp plate 17 is inclined relative to the rotation center axis of the driving wheel shaft 9 and is inclined toward the fixed disk 10, and the thrust bottom plane 23b is in surface contact with the force-bearing inclined surface 17a, which can realize force transmission and guide the sliding of the slider housing 23, that is, the centrifugal force can make the speed change slider 21 slide along the force-bearing inclined surface 17a in the direction away from the driving wheel shaft 9 (radial direction) and in the direction close to the fixed disk 10 (axial direction). Therefore, the relatively arranged arc top surface 23a and the thrust bottom plane 23b can gradually open the supporting curved surface 12b of the moving disk 12 and the force-bearing inclined surface 17a of the ramp plate 17 under the action of centrifugal force. In addition, the arc top surface 23a and the supporting curved surface 12b of the moving disk 12 are always in linear contact, and the contact line between the arc top surface 23a and the supporting curved surface 12b in the shutdown state is called the joint B. No matter what state it is in, the contact line here is an arc line, and the center of the contact line on all the speed-changing sliders 21 is on the rotation center axis of the driving wheel shaft 9, so that the force on the moving disk 12 can be more balanced when the speed-changing slider 21 applies thrust to the moving disk 12. In addition, the outer side surface of the mounting seat 23d is in line contact with the limiting side surface 12d of the guide groove 12a, which can prevent the speed-changing slider 21 from circumferential deviation.

[0060] Moreover, in a more preferred embodiment, in the shutdown state ( Figure 4 In the state shown in FIG. 1 , the distance from the junction B between the speed change slider 21 and the moving plate 12 to the rotation center axis of the driving wheel shaft 9 is L. When L>e and e≤41.5mm, the problem of vibration and abnormal noise is better solved. Figure 6 When L>e, the joint B is located below the horizontal line where the center of gravity A is located, that is, the joint B will be located in the middle or lower part of the arc top surface 23a of the speed change slider 21. Correspondingly, when the driving wheel 6 is ready to rotate or is rotating, the reverse thrust F1 of the moving plate 12 to the speed change slider 21 will be perpendicular to the tangent of the joint B and always deviate to the rotation center axis (towards Figure 6 At the same time, the reverse thrust F2 of the ramp plate 17 to the speed change slider 21 is always biased toward the rotation center axis (towards the rotation center axis). Figure 6 When the driving wheel 6 is ready to rotate or is rotating, F1 and F2 can cooperate with each other to squeeze the speed change slider 21 from opposite sides and tend to push the speed change slider 21 closer to the rotation center axis. If L < e, the joint B will be located above the horizontal line where the center of gravity A is located, that is, the joint B will be located on the upper part of the arc top surface 23a of the speed change slider 21. Correspondingly, when the driving wheel 6 is ready to rotate or is rotating, the reverse thrust F3 of the moving plate 12 to the speed change slider 21 will be inclined toward the side away from the rotation center axis (towards Figure 6F3 and F2 will form a rotational torque to deflect the speed-changing slider 21. If the speed-changing slider 21 deflects, it will inevitably cause vibration and abnormal noise. However, in the preferred embodiment, the structure and assembly method of the speed-changing slider 21 are set to L>e, so that the speed-changing slider 21 does not have the possibility of deflection, thereby better solving the problem of vibration and abnormal noise.

[0061] In a further preferred embodiment, see again Figure 4 The supporting curved surface 12b of the movable plate 12 includes a conical surface area (i.e. Figure 4 The conical surface is located in the initial contact area with the speed-changing slider 21, the end of the conical surface close to the rotation center axis is the proximal end J, the end of the conical surface away from the rotation center axis is the distal end Y, and the junction B is between the proximal end J and the distal end Y of the conical surface; the axial width from the junction B to the distal end Y of the conical surface is d (as shown in FIG. Figure 4 and Figure 5 As shown in , the axial width is the projection of the area from B to Y on the conical surface on the axis), and the distance between the conical surface of the moving disk 12 and the side slope of the transmission belt in the stopped state is c, where d>c. Figure 5 When the driving wheel 6 changes from the stop state to the low-speed running state, the speed change slider 21 will slide along the conical surface from the joint B. At this time, the thrust of the speed change slider 21 to the conical surface is F4, and F4 will always be perpendicular to the conical surface. If the conical surface is replaced by an arc surface, the corresponding F4 will also be replaced by F5, and the direction of F5 is perpendicular to the corresponding tangent on the arc surface. Since the smaller the angle with the rotation center axis, the greater the effective axial thrust, when F4 and F5 are the same in size, the angle α between F4 and the rotation center axis is smaller than the angle β between F5 and the rotation center axis. Therefore, the axial thrust of F4 on the speed change slider 21 (the thrust component parallel to the rotation center axis) will be greater than the axial thrust of F5 on the speed change slider 21, so as to ensure that the speed change slider 21 has sufficient axial force on the moving disk 12 at low speed, so as to reduce the vibration while meeting the conditions for the stepless speed change of the driving wheel 6. Moreover, just because d>c, before the conical surface of the moving plate 12 contacts the side inclined surface of the transmission belt, the speed change slider 21 can always exert sufficient axial force on the moving plate 12.

[0062] like Figure 6 and Figure 7As shown, the speed change slider 21 may include a counterweight 22 and a slider housing 23. The counterweight 22 is disposed on the side of the slider housing 23 that is biased toward the rotation center axis of the driving wheel shaft 9, so that the center of gravity A of the counterweight 2 can be as close to the rotation center axis of the driving wheel shaft 9 as possible, thereby making the value of e as small as possible, so as to obtain a better effect of reducing vibration and abnormal noise at low speed. Moreover, the counterweight 22 can be inserted into the slider housing 23, and a cavity is formed between the bottom of the insertion end of the counterweight 22 and the inner bottom surface of the slider housing 23, and a certain spacing can be reserved in the cavity so that the center of gravity of the speed change slider 21 can be adjusted to the rotation center axis to a greater extent.

[0063] The counterweight 22 may be a high-density metal block, the density of which is at least greater than the density of the slider housing 23 (for example, the high-density metal may be steel or copper, etc.), preferably, the density of which is greater than 2.7 g / cm 3 , so that the weight difference between the counterweight 22 and the slider housing 23 is increased, and the center of gravity A can be more biased towards the rotation center axis of the driving wheel shaft 9; and the slider housing 23 can be a wear-resistant non-metallic shell (for example, the wear-resistant non-metal can be a nylon composite material or other engineering plastics, etc.) to extend the service life. In order to make the counterweight 22 and the slider housing 23 firmly combined, the counterweight 22 is tightly mounted on the mounting seat 23d (described in detail below) of the slider housing 23, for example, an interference fit. Alternatively, the counterweight 22 can be an embedded part and is injection-molded into an integrated structure with the slider housing 23, that is, the counterweight 22 is embedded in the mold of the injection-molded slider housing 23, and then the slider housing 23 is injection-molded.

[0064] See again Figure 6 In a preferred embodiment, the mounting seat 23d is formed into a cylindrical structure with one end open, and the counterweight 22 is arranged at the end of the mounting seat 23d close to the opening. A certain distance is reserved between the bottom of the insertion end of the counterweight 22 and the inner bottom surface of the mounting seat 23d, so that the center of gravity of the speed-changing slider 21 can be adjusted to a greater extent toward the rotation center axis. For the slider housing 23 and the counterweight 22 of the same structure and material, the larger the distance, the closer the center of gravity of the speed-changing slider is to the rotation center axis. Specifically, the distance is achieved by forming a cavity 23e between the inner bottom surface of the mounting seat 23d and the counterweight 22. The cavity 23e can also become a reserved adjustment space for the installation of the counterweight 22, so that the distance between the counterweight 22 and the inner bottom surface of the mounting seat 23d can be adjusted according to actual needs. More importantly, the cavity 23e is a structure for removing material, which can further reduce the weight of the slider housing 23. The weight difference between the counterweight block 22 and the slider housing 23 is further increased, so that the center of gravity A of the entire speed change slider 21 can be shifted closer to the rotation center axis of the driving wheel shaft 9. Therefore, the value of e will be smaller, so as to obtain a better effect of reducing jitter and abnormal noise at low speed.

[0065] In addition, in a more preferred embodiment, a plurality of supporting ridges 23f are distributed in an annular array on the inner circumferential surface of the mounting seat 23d, and the supporting ridges 23f extend along the axial direction of the mounting seat 23d, and the end face of the counterweight 22 can abut against the end of the supporting ridge 23f close to the opening. The supporting ridge 23f can limit the installation of the counterweight 22 at the end face to prevent the counterweight 22 from shaking along the mounting seat 23d, thereby reducing the shaking of the driving wheel 6 when it rotates.

[0066] In order to improve the rigidity of the slider housing 23, see again Figure 7 A plurality of first ribs are formed between the arc top surface 23a and the mounting seat 23d, and a plurality of second ribs are formed between the thrust bottom plane 23b and the mounting seat 23d, wherein the first ribs and the second ribs are preferably parallel to the rotation center axis of the driving wheel shaft 9. The first ribs and the second ribs can improve the anti-deformation capability of the slider housing 23 during the speed change process, and in particular, can better resist repeated impacts in the direction parallel to the rotation center axis of the driving wheel shaft 9, so that the slider housing 23 is not easily damaged.

[0067] Furthermore, if Fig. 9 and Fig.10 As shown, the ramp plate 17 is provided with a plurality of limit sliders 17b distributed along the circumferential direction, and the limit sliders 17b are provided with limit grooves, and the extension direction of the limit grooves is parallel to the rotation center axis of the driving wheel shaft 9; the movable plate 12 is provided with a plurality of guide ribs 12c distributed along the circumferential direction; the guide ribs 12c can slide in the limit grooves in the direction parallel to the rotation center axis of the driving wheel shaft 9. The guide ribs 12c cooperate with the limit grooves for axial guidance, so as to prevent the movable plate 12 from circumferential deflection during the sliding process, so as to ensure the stability of the stepless speed change process. Among them, the plurality of guide ribs 12c are distributed in an annular array, and any one of the guide ribs 12c is located between one group of guide grooves 12a and another group of guide grooves 12a, so that the center of gravity of the movable plate 12 can be located on its axis, and the jitter during operation can be reduced.

[0068] The specific structure of the driving wheel 6 of the present invention is shown in Figures 3 to 10The fixed plate 10 of the driving wheel 6 has an interference fit with the outer knurling of the driving wheel shaft 9 through the knurled inner hole, the inner ring of the belt friction rotating sleeve 11 has an interference fit with the driving wheel shaft 9, and the outer ring of the belt friction rotating sleeve 11 can rotate freely relative to the driving wheel shaft 9. The inner hexagonal hole of the ramp plate 17 cooperates with the hexagonal boss of the driving wheel shaft 9, and the locking nut 18 of the ramp plate 17 presses the ramp plate 17 to achieve axial and circumferential fixation of the ramp plate 17 and the driving wheel shaft 9, wherein the driving wheel bolt 20 can tighten the locking nut 18 and the flanged bushing 19 onto the driving wheel shaft 9. The inner hole of the movable plate 12 is installed with the first sliding bearing 14 and the second sliding bearing 15. The movable plate 12 is supported on the spring seat ring 13 and the driving wheel shaft 9 through the first sliding bearing 14 and the second sliding bearing 15. One end of the return mechanism 16 (spring) presses the spring seat ring 13 against the inner ring of the belt friction rotating sleeve 11, and the other end pushes the movable plate 12 so that the movable plate 12 is pressed against the ramp plate 17 through the speed change slider 21.

[0069] The ramp plate 17 is evenly distributed circumferentially with at least three limiting sliders 17b fixed by screws 17c, preferably three limiting sliders 17b, and the limiting grooves on the limiting sliders 17b can be stuck on the guide ribs 12c corresponding to the moving plate 12. The moving plate 12 is evenly distributed circumferentially with at least three groups of guide grooves 12a of the speed-changing slider 21, preferably three groups of guide grooves 12a of the speed-changing slider 21, each group of guide grooves 12a includes two guide grooves 12a, and a speed-changing slider 21 is installed in each guide groove 12a, and the arc top surface 23a of the speed-changing slider 21 is in line contact with the supporting curved surface 12b of the moving plate 12 to form a joint B, the thrust bottom plane 23b of the speed-changing slider 21 is in surface contact with the force-bearing inclined surface 17a of the ramp plate 17, and the outer side surface of the arc of the speed-changing slider 21 is in line contact with the limiting side surface 12d of the guide groove 12a of the speed-changing slider 21.

[0070] Hereinafter, the working process of the continuously variable transmission assembly 3 is described in detail based on the specific structure of the driving wheel 6 to further illustrate the technical solution of the present invention.

[0071] 1) The crankshaft of the engine 2 drives the driving wheel shaft 9 of the continuously variable transmission assembly 3, and the knurled inner hole of the fixed plate 10 is interference fit with the driving wheel shaft 9, so as to rotate synchronously with the driving wheel shaft 9; the ramp plate 17 cooperates with the outer hexagonal boss of the driving wheel shaft 9 through the inner hexagonal hole to realize the synchronous rotation of the ramp plate 17 and the driving wheel shaft 9, and the limiting slider 17b is arranged on the ramp plate 17, and the limiting groove of the limiting slider 17b is stuck on the guide rib 12c corresponding to the moving plate 12, and the guide rib 12c of the moving plate 12 is parallel to the driving wheel shaft 9, and the guide rib 12c of the moving plate 12 can make relative movement along the limiting groove of the limiting slider 17b, thereby realizing that the ramp plate 17 drives the moving plate 12 to rotate circumferentially through the limiting slider 17b, and at the same time can ensure that the moving plate 12 moves axially along the driving wheel shaft 9.

[0072] 2) The speed change slider 21 is installed in the guide groove 12a of the moving disk 12, and the arc top surface 23a of the speed change slider 21 is in line contact with the supporting curved surface 12b of the moving disk 12 to form a joint B, the thrust bottom plane 23b of the speed change slider 21 is in surface contact with the force-bearing inclined surface 17a of the ramp plate 17, and the arc outer side surface of the speed change slider 21 is in line contact with the limiting side surface 12d of the guide groove 12a of the speed change slider 21. The return mechanism 16 pushes the moving disk 12, pressing the speed change slider 21 against the ramp plate 17, and then controlling the axial relative position of the moving disk 12 and the fixed disk 10. When the engine is in the shutdown state, the centrifugal force of the speed change slider 21 is not enough to overcome the return spring force of the moving disk 12, the belt is pressed against the belt friction rotating sleeve 11, and the moving disk 12 is in the initial maximum speed ratio position.

[0073] 3) When the engine is accelerated from the stopped state, the centrifugal force on the speed change slider 21 also increases continuously, and the speed change slider 21 uses the ramp plate 17 as the moving fulcrum to push the movable plate 12 to move axially toward the fixed plate 10. The belt gradually contacts the movable plate 12. On the one hand, the friction force of the belt gradually increases after being squeezed, and the driving wheel 6 drives the belt to rotate. On the other hand, as the movable plate 12 moves axially along the driving wheel shaft 9 under the push of the speed change slider 21, the belt also moves up and down accordingly within the V-shaped angle formed between the fixed plate 10 and the movable plate 12, thereby controlling the movement output radius of the belt and realizing stepless speed change.

[0074] 4) Before the driving wheel 6 drives the belt, the driven wheel moving disk, under the push of the return spring, presses the belt against the conical surface of the driven wheel fixed wheel through the conical surface of the driven wheel moving disk. At this time, the belt is at the maximum driving radius of the driven wheel, and the driven wheel does not rotate.

[0075] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0076] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0077] In the present invention, unless otherwise clearly specified and limited, when a first feature is “on” or “below” a second feature, it may be that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, when a first feature is “above”, “above” or “above” a second feature, it may be that the first feature is directly above or obliquely above the second feature, or it may simply mean that the first feature is higher in level than the second feature. When a first feature is “below”, “below” or “below” a second feature, it may be that the first feature is directly below or obliquely below the second feature, or it may simply mean that the first feature is lower in level than the second feature.

[0078] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0079] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may alter, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. An all-terrain vehicle continuously variable transmission assembly, comprising a transmission belt (7), a driven wheel (8) and a driving wheel (6), wherein the transmission belt (7) is sleeved on the driven wheel (8) and the driving wheel (6); characterized in that: The driving wheel comprises: Driving wheel shaft (9); A fixed plate (10), the fixed plate (10) being fixedly disposed on the driving wheel shaft (9); A ramp plate (17), the ramp plate (17) being fixedly disposed on the driving wheel shaft (9), the ramp plate (17) and the fixed plate (10) being spaced apart from each other; A movable plate (12), the movable plate (12) being sleeved on the driving wheel shaft (9) and being capable of axially moving between the ramp plate (17) and the fixed plate (10), and a plurality of groups of guide grooves (12a) distributed along the circumferential direction being formed on a side of the movable plate (12) facing the ramp plate (17); a plurality of groups of speed-changing sliders (21), the speed-changing sliders (21) being mounted in the guide grooves (12a) in a one-to-one correspondence and capable of pushing the movable disk (12) to move toward the fixed disk (10); and, a return mechanism (16), the return mechanism (16) being arranged between the shaft shoulder of the driving wheel shaft (9) and the movable plate (12) to provide a restoring force for the movable plate (12) to move back toward the ramp plate (17); The transmission belt (7) is capable of sliding in a V-shaped groove formed between the movable disk (12) and the fixed disk (10) to move away from or approach the driving wheel shaft (9) to achieve stepless speed change; in a stopped state, the rotation radius of the center of gravity of the speed change slider (21) is e, the outer edge radius of the movable disk (12) is r, and e≤0.42r; The initial contact area of ​​the supporting curved surface (12b) of the movable disk (12) with the speed change slider (21) is a conical surface, the end of the conical surface close to the rotation center axis of the driving wheel shaft (9) is a proximal end (J), and the end of the conical surface away from the rotation center axis is a distal end (Y). In the stopped state, the junction (B) of the speed change slider (21) and the movable disk (12) is between the proximal end (J) and the distal end (Y) of the conical surface.

2. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 1, characterized in that: The outer edge radius r of the movable disk (12) is 90-110 mm, and the center of gravity rotation radius e of the speed change slider (21) is ≤41.5 mm.

3. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 1, characterized in that: The distance from the joint (B) to the rotation center axis is L, where L>e.

4. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 3, characterized in that: The axial width from the joint (B) to the distal end (Y) of the conical surface is d, and the distance between the conical surface of the movable disk (12) and the side slope of the transmission belt in the stopped state is c, wherein d>c.

5. The continuously variable transmission assembly for an all-terrain vehicle according to any one of claims 1 to 4, characterized in that: The speed-changing slider (21) comprises a counterweight block (22) and a slider housing (23); the counterweight block (22) is arranged on a side of the slider housing (23) that is biased towards the rotation center axis of the driving wheel shaft (9).

6. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 5, characterized in that: The counterweight block (22) is a high-density metal block, and the slider housing (23) is a wear-resistant non-metallic shell.

7. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 5, characterized in that: The slider housing (23) comprises a circular arc top surface (23a), a connecting surface (23c) and a thrust bottom plane (23b) which are connected in sequence, and a mounting seat (23d) extending from the connecting surface (23c); the mounting seat (23d) is located between the circular arc top surface (23a) and the thrust bottom plane (23b), and the counterweight (22) is fixedly arranged on the mounting seat (23d); The arc top surface (23a) is in line contact with the supporting curved surface (12b) of the movable plate (12), the thrust bottom plane (23b) is in surface contact with the force-bearing inclined surface (17a) of the ramp plate (17), and the outer side surface of the mounting seat (23d) is in line contact with the limiting side surface (12d) of the guide groove (12a).

8. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 7, characterized in that: The counterweight block (22) is mounted on the mounting seat (23d) in a tight fit, or the counterweight block (22) is an embedded part and is injection-molded with the slider housing (23) to form an integrated structure.

9. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 7, characterized in that: A plurality of first ribs are formed between the circular arc top surface (23a) and the mounting seat (23d), and a plurality of second ribs are formed between the thrust bottom plane (23b) and the mounting seat (23d).

10. The continuously variable transmission assembly for an all-terrain vehicle according to any one of claims 1 to 4, characterized in that: A plurality of limit sliding blocks (17b) are distributed along the circumferential direction on the ramp plate (17), and a limit groove is provided on the limit sliding block (17b), wherein the extension direction of the limit groove is parallel to the rotation center axis of the driving wheel shaft (9); A plurality of guide ribs (12c) are distributed along the circumferential direction on the movable plate (12); the guide ribs (12c) are capable of sliding in the limiting groove in a direction parallel to the rotation center axis of the driving wheel shaft (9).

11. The continuously variable transmission assembly for an all-terrain vehicle as claimed in claim 10, characterized in that: The plurality of guide ribs (12c) are distributed in a ring array, and any one of the guide ribs (12c) is located between one group of the guide grooves (12a) and another group of the guide grooves (12a).

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