A continuously variable automatic transmission for all-terrain vehicles and operating method thereof

Abstract

This invention discloses a continuously variable transmission (CVT) for all-terrain vehicles, comprising a power input device, a continuously variable transmission device, a starting device, a forward-reverse gear transmission device, and a drive device connected in sequence, as well as a shifting and parking mechanism connected to the forward-reverse gear transmission device; the power input device is connected to a torsional damper, the torsional damper is connected to an engine, and the drive device is connected to the front and rear wheels; a method for operating the CVT for all-terrain vehicles is also disclosed. This invention solves the problems of not meeting the application requirements of all-terrain vehicles, the inability to precisely control the speed ratio, the need to improve the transmission torque, transmission efficiency and reliability, and the complexity of the hydraulic circuit and control method, achieving switching between forward, neutral, reverse, and parking gears, and four-wheel drive in forward and reverse gears.

Description

Technical Field

[0001] This invention relates to the field of continuously variable transmission (CVT) technology, and more particularly to a continuously variable automatic transmission for all-terrain vehicles and its operating method. Background Art

[0002] Continuously variable transmissions (CVTs) are characterized by simple operation, smooth performance, low cost, and widespread application in all-terrain vehicles. However, current CVTs generally use rubber drive belts, automatically adjusting the gear ratio through speed control. This means the gear ratio cannot be precisely controlled, only passively adjusted by speed, resulting in limited power transmission. This cannot meet the requirements of high-performance all-terrain vehicles, especially turbocharged engines with high torque output. Rubber drive belts cannot withstand such high torque, and their low transmission efficiency and reliability mean they are often considered wear parts requiring frequent replacement, causing inconvenience. Furthermore, existing CVTs have complex hydraulic systems, employing planetary gear structures and multiple clutches, leading to complex control methods. Summary of the Invention

[0003] (a) Technical problems to be solved

[0004] Based on the above problems, this invention provides a continuously variable automatic transmission (CVT) for all-terrain vehicles and its operating method, which solves the problems of not meeting the application requirements of all-terrain vehicles, the inability to accurately control the speed ratio, the need to improve the transmission torque, transmission efficiency and reliability, and the complexity of the oil circuit and control method. It realizes the switching of forward gear, neutral gear, reverse gear and parking, and four-wheel drive when in forward gear and reverse gear.

[0005] (2) Technical solution

[0006] Based on the above-mentioned technical problems, the present invention provides a continuously variable automatic transmission for all-terrain vehicles, comprising a power input device, a continuously variable transmission device, a starting device, a forward-reverse gear transmission device and a drive device connected in sequence, and a shifting and parking mechanism connected to the forward-reverse gear transmission device; the power input device is connected to a torsional damper, the torsional damper is connected to an engine, and the drive device is connected to the front wheel and the rear wheel;

[0007] The shifting and parking mechanism includes a meshing sleeve, a spring seat, a shift fork shaft, a brake pawl, a shift hub, a positioning star wheel, a shift fork, and a positioning plate assembly. The positioning star wheel and the shift hub are connected by a first positioning pin. The positioning star wheel has five grooves, corresponding to parking gear (P), reverse gear (R), neutral gear (N), drive gear (D), and power mode drive gear (S), respectively. As the positioning star wheel rotates, the five grooves of the positioning star wheel sequentially engage with the positioning plate assembly, which is connected to the transmission housing. The spring seat is loosely fitted on the shift fork shaft and is connected to a recessed second track on the shift hub. As the shift hub rotates, the spring seat moves along the second track. The shift fork is loosely fitted on the shift fork shaft, with one end connected to a recessed first track on the shift hub and the other end connected to the meshing sleeve. As the shift hub rotates, the shift fork moves along the first track.

[0008] The forward-reverse gear transmission device includes: a countershaft, a forward driven gear, and a reverse driven gear; the forward driving gear, reverse driving gear, and driven gear shaft are integral structures; the forward driven gear and reverse driven gear are loosely fitted on the countershaft via needle roller bearings, and there is a meshing sleeve between the forward driven gear and the reverse driven gear that is splinedly connected to the countershaft; the meshing sleeve can move axially along the countershaft; both the forward driven gear and the reverse driven gear have a recess on the side adjacent to the meshing sleeve to embed the meshing sleeve; the countershaft is connected to the starting device and the driving device via gears.

[0009] Furthermore, the forward-reverse gear transmission device further includes: a driven gear shaft, a reverse gear shaft, a forward drive gear, a reverse drive gear, a reverse intermediate gear, and a countershaft output gear; the countershaft output gear and the countershaft are integral structures; the forward drive gear meshes with the forward driven gear; the reverse intermediate gear is loosely fitted on the reverse gear shaft via a needle roller bearing; the reverse drive gear meshes with the reverse intermediate gear, and the reverse intermediate gear meshes with the reverse driven gear; the countershaft output gear meshes with the intermediate gear of the drive device, and the driven gear shaft is connected to the clutch output disc of the starting device;

[0010] The shifting and parking mechanism also includes a parking gear, a parking torsion spring, a parking drive sleeve, and a parking cam; the parking gear is splinedly connected to the countershaft; the parking drive sleeve is connected to the shift hub, the parking cam is loosely fitted on the shift hub, the parking torsion spring is connected to the parking drive sleeve, and is also connected to the parking cam; the brake pawl is loosely fitted on the shift fork shaft and the parking cam, and when the brake pawl and the protrusion of the parking cam abut against each other, the brake pawl and the parking gear engage.

[0011] Furthermore, the drive unit includes an intermediate shaft, a rear drive shaft, a front drive drive shaft, a front drive driven shaft, an intermediate gear, a rear drive drive gear, a rear drive driven gear, a front drive drive gear, and a front drive driven gear; the intermediate gear is connected to the intermediate shaft; the intermediate shaft is connected to the front drive drive shaft; the front drive drive gear is connected to the front drive drive shaft; the front drive drive gear and the front drive driven gear mesh, and the front drive driven gear and the front drive driven shaft are an integral structure; the intermediate shaft and the rear drive drive gear are an integral structure; the rear drive drive gear and the rear drive driven gear mesh, and the rear drive driven gear and the rear drive shaft are an integral structure; the rear drive shaft drives the rear wheels through half-shafts; the front drive driven shaft is connected to the front wheels through the front drive axle.

[0012] Furthermore, the starting device includes: a clutch hub, an outer friction plate, an inner friction plate, and a clutch output disc; the clutch hub and the outer friction plate are engaged, the inner friction plate and the clutch output disc are engaged, and the outer friction plate and the inner friction plate are pressed against each other; the clutch output disc is connected to the driven gear shaft, and the clutch hub is connected to the driven pulley shaft of the continuously variable transmission.

[0013] Furthermore, the continuously variable transmission (CVT) includes: a driving pulley shaft, a driving pulley assembly, a metal belt or metal chain, a driven pulley assembly, and a driven pulley shaft; the driving pulley shaft is connected to a primary driven gear in the power input device, the driving pulley shaft is connected to the driving pulley assembly, the driving pulley assembly and the driven pulley assembly are connected by a metal belt or metal chain and clamped by pulley tapered surfaces, the driven pulley assembly is connected to the driven pulley shaft, and the driven pulley shaft is connected to a clutch hub; the driving pulley assembly and the driven pulley assembly are connected to an electro-hydraulic system.

[0014] The power input device includes: an input shaft, a primary drive gear, a primary driven gear, an oil pump drive gear, an oil pump driven gear, and an oil pump; the input shaft is connected to the primary drive gear, and the primary drive gear meshes with the primary driven gear; the input shaft is connected to the driven disc of a torsional damper, and the torsional damper is connected to an engine; the primary driven gear is connected to the drive pulley shaft; the oil pump drive gear and the input shaft are an integral structure; the oil pump driven gear is connected to the oil pump; the oil pump drive gear and the oil pump driven gear mesh; the oil pump is connected to a hydraulic valve block; the hydraulic valve block is connected to an electronic control system for speed change software control, and is connected to an actuator cylinder and a lubrication circuit.

[0015] Furthermore, the shifting parking mechanism also includes sector teeth, a shift driven gear, and a shift lever; the shift lever is connected to the sector teeth, the sector teeth mesh with the shift driven gear, the shift driven gear is connected to the shift hub, and the shift lever has 5 rotation angles, which can be rotated manually or electronically.

[0016] Furthermore, the shift parking mechanism also includes a second spring, a first spring, a spherical contact, and a gear position sensor. The spherical contact is connected to the shift hub and contacts the gear position sensor. The gear position sensor is electrically connected to the vehicle system and is used to detect the position of the shift hub for easy monitoring. The first spring is loosely fitted on the shift fork shaft. The first spring and the second spring are located on opposite sides of the shift fork, respectively. The second spring is loosely fitted on the shift fork shaft and is connected to a spring seat.

[0017] Furthermore, one end of the parking torsion spring is fixed to the parking drive sleeve, and the other end passes through the limiting hole on the parking drive sleeve.

[0018] Furthermore, the rear drive shaft is replaced with a differential or a differential with a differential lock.

[0019] This invention also discloses a method for operating a continuously variable automatic transmission (CVT) for all-terrain vehicles. The starting device, forward-reverse gear transmission device, and shifting parking mechanism enable starting in forward and reverse gears, four-wheel drive, and switching between forward, reverse, neutral, and parking gears, including:

[0020] Power is delivered from the driven pulley shaft of the continuously variable transmission (CVT) through the clutch hub, outer friction plate, inner friction plate, and clutch output disc to the driven gear shaft. The shift hub is controlled to rotate at a certain angle, causing the positioning star wheel to rotate at a certain angle, so that the positioning star wheel rotates to the next groove and engages with the positioning plate to be fixed. This includes five cases:

[0021] When the groove corresponding to the parking position P of the positioning star wheel engages with the positioning plate assembly, as the shift hub rotates, the parking cam is driven to rotate through the parking drive sleeve and parking torsion spring in sequence until the protrusion of the parking cam and the brake pawl abut against it, thereby driving the brake pawl to engage with the parking gear, and the parking gear causes the countershaft to stop rotating, thus realizing parking P.

[0022] When the groove corresponding to the reverse gear R of the positioning star wheel engages with the positioning plate assembly, the rotation of the shift hub causes the spring seat to move away from the shift fork along the second track, and the shift fork to move towards the spring seat along the first track, causing the connected engagement sleeve to move into the reverse driven gear; the power sequentially drives the secondary shaft to rotate in the opposite direction through the driven gear shaft, reverse drive gear, reverse bridge gear, reverse driven gear, and engagement sleeve, and then sequentially drives the intermediate shaft to rotate in the opposite direction through the secondary shaft output gear and intermediate gear, and the intermediate shaft drives the front and rear wheels, realizing the starting of the reverse gear R and four-wheel drive;

[0023] When the groove corresponding to the neutral N position of the positioning star wheel engages with the positioning plate assembly, as the shift hub rotates, the spring seat moves to its original position along the second track, and the shift fork moves to its original position along the first track, so that the connected engagement sleeve is between the forward gear driven gear and the reverse gear driven gear, and neither is embedded, so that the driven gear shaft does not drive the secondary shaft to rotate, thus realizing neutral N.

[0024] When the groove corresponding to the forward gear D of the positioning star wheel engages with the positioning plate assembly, the rotation of the shift hub causes the spring seat to move along the second track toward the shift fork, and the shift fork moves along the first track away from the spring seat, causing the connected engagement sleeve to move into the driven gear of the forward gear; the power sequentially drives the secondary shaft to rotate forward through the driven gear shaft, the driving gear of the forward gear, the driven gear of the forward gear, and the engagement sleeve, and then sequentially drives the intermediate shaft to rotate forward through the secondary shaft output gear and the intermediate gear, and the intermediate shaft drives the front wheel and the rear wheel, realizing the starting of forward gear D and four-wheel drive;

[0025] When the groove corresponding to the forward gear S in the power mode of the positioning star wheel engages with the positioning plate assembly, the spring seat moves along the second track and the shift fork moves along the first track as the shift hub rotates. However, the spring seat and the shift fork do not move in the horizontal direction. The state of the spring seat and the shift fork is the same as when the forward gear D is engaged, but the power is greater, that is, the power mode forward gear S is activated.

[0026] The intermediate shaft drives the front and rear wheels by sequentially driving the front wheels through a front drive drive shaft, a front drive drive gear, a front drive driven gear, and a front drive driven shaft, and simultaneously driving the rear wheels through a rear drive drive gear, a rear drive driven gear, and a rear drive shaft, thus achieving four-wheel drive.

[0027] (3) Beneficial effects

[0028] The above technical solution of the present invention has the following advantages:

[0029] (1) The continuously variable transmission of the present invention uses a metal belt or metal chain continuously variable transmission device for continuously variable transmission, and uses a wet start clutch as the starting device. It has only one clutch hub, fewer clutches, and a simpler clutch control method, but higher transmission efficiency. The use of wet friction plates makes starting smooth. The rotation of the shift hub cooperates with the shift fork to switch between forward, neutral and reverse gears. The rotation of the shift hub cooperates with the parking cam to achieve parking. Moreover, the oil circuit of the forward-reverse gear transmission device and the shift parking mechanism is simpler and the control method is simpler. Power is distributed to the front and rear wheels through the intermediate shaft to achieve four-wheel drive. The continuously variable transmission has high transmission efficiency, large torque transmission, and high reliability, which can meet the use requirements of all-terrain vehicles. Moreover, the starting device is located at the rear end of the continuously variable transmission device, which is beneficial to the overall layout of the all-terrain vehicle.

[0030] (2) In addition to enabling the switching of parking gear P, reverse gear R, neutral gear N and forward gear D, this invention also reserves a forward gear S with a power mode, which has stronger forward power and has better promotion significance.

[0031] (3) One end of the parking torsion spring of the present invention is fixed on the parking drive sleeve, and the other end passes through the limiting hole on the parking drive sleeve so that the brake pawl and the parking gear can mesh without jamming, making the parking gear P easier to engage; a first spring and a second spring are provided on both sides of the shift fork, and the second spring is connected to the spring seat so that the shift fork can accurately engage the forward gear driven gear or the reverse gear driven gear, making the reverse gear R and forward gear D easier to engage;

[0032] (4) The shift hub of the present invention can be directly controlled electronically to rotate, or it can be controlled electronically or manually through the shift lever, and there are various ways to achieve this. The rear drive axle that drives the rear wheel of the present invention can be replaced with a differential or a differential with a differential lock, which achieves better results. It has broad promotional significance.

[0033] (5) The present invention also has a spherical contact and a gear position sensor, which convert the detected position of the shift hub into an electrical signal and send it to the vehicle system to facilitate accurate monitoring of the gear position;

[0034] (6) The present invention sets a first-stage gear reduction transmission before the continuously variable transmission device to reduce the speed of the continuously variable transmission device; and sets a third-stage gear reduction transmission after the starting device to transmit power to the rear wheel, thereby realizing rear-wheel drive. The front drive gear takes power from the intermediate shaft and distributes power to the front wheel through the front drive gear transmission, thereby realizing front-wheel drive.

[0035] (7) The present invention uses a metal belt or metal chain continuously variable automatic transmission device, which transmits larger torque, higher transmission efficiency and higher reliability. Moreover, unlike passive speed control, it uses an electro-hydraulic system to precisely control the clamping force and speed ratio, which can realize richer shifting logic and higher speed ratio control accuracy.

[0036] (8) The oil pump and the drive pulley shaft of the present invention are arranged in parallel. The oil pump takes force from the input shaft through gear transmission, making the axial dimension more compact. It builds pressure for the hydraulic system and provides oil pressure for the metal belt or metal chain continuously variable transmission device and the starting clutch, as well as providing cooling and lubrication flow.

[0037] (9) The operation method of the present invention controls the pressure of the oil cylinders in the active pulley assembly and the passive pulley assembly respectively through the electro-hydraulic control system, clamps the metal belt or metal chain for friction transmission, and accurately controls the clamping force and speed ratio. The shifting logic is richer and the speed ratio control accuracy is higher. Attached Figure Description

[0038] The features and advantages of the invention will be more clearly understood by referring to the accompanying drawings, which are schematic and should not be construed as limiting the invention in any way. In the drawings:

[0039] Figure 1 This is a front view of a schematic diagram of the continuously variable transmission (CVT) according to an embodiment of the present invention.

[0040] Figure 2 This is a rear view of a schematic diagram of the continuously variable transmission (CVT) according to an embodiment of the present invention.

[0041] Figure 3 The right view is a schematic diagram of the continuously variable transmission (CVT) according to an embodiment of the present invention.

[0042] Figure 4 This is a top view of a schematic diagram of the continuously variable transmission (CVT) according to an embodiment of the present invention.

[0043] Figure 5 A bottom view of the continuously variable transmission (CVT) according to an embodiment of the present invention;

[0044] Figure 6 This is a three-dimensional internal structure diagram of the continuously variable transmission (CVT) according to an embodiment of the present invention.

[0045] Figure 7 This is a cross-sectional view of a schematic diagram of the continuously variable transmission (CVT) according to an embodiment of the present invention.

[0046] Figure 8 This is a schematic diagram of the power transmission of a continuously variable transmission (CVT) according to an embodiment of the present invention.

[0047] Figure 9 This is a schematic diagram of the shifting and parking mechanism of a continuously variable transmission (CVT) according to an embodiment of the present invention.

[0048] Figure 10 This is a cross-sectional view of the shifting and parking mechanism of a continuously variable transmission (CVT) according to an embodiment of the present invention.

[0049] In the diagram: Input shaft: S1; Drive pulley shaft: S2; Driven pulley shaft: S3; Driven gear shaft: S4; Countershaft: S5; Intermediate shaft: S6; Rear drive shaft: S7; Front drive drive shaft: S8; Front drive driven shaft: S9; Reverse shaft: S10; Drive pulley assembly: P1; Metal belt or metal chain: P2; Driven pulley assembly: P3; Clutch hub: C1; Outer friction plate: C2; Inner friction plate: C3; Clutch output disc: C4; First stage drive gear: G1; First stage driven gear: G2; Forward drive gear: G3; Forward driven gear: G4; Reverse drive gear: G5; Reverse bridge gear: G6; Reverse driven gear: G7; Countershaft output gear: G8; Intermediate gear: G9; Rear drive drive gear: G10 Rear drive driven gear: G11; Front drive drive gear: G12; Front drive driven gear: G13; Oil pump drive gear: G14; Oil pump driven gear: G15; Engaging sleeve: H1; Parking gear: H2; Second spring: H3; Spring seat: H4; Shift fork shaft: H5; Brake pawl: H6; Second locating pin: H7; Parking torsion spring: H8; Parking drive sleeve: H9; Parking cam: H10; Sector tooth: H11; Shift driven gear: H12; Shift lever: H13; Shift hub: H14; Positioning star wheel: H15; Spherical contact: H16; Gear position sensor: H17; First locating pin: H18; Shift fork: H19; First spring: H20; Positioning plate assembly: H21; Oil pump: Y1; Hydraulic valve block: F1. Detailed Implementation

[0050] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0051] An embodiment of the present invention provides a continuously variable transmission (CVT) for all-terrain vehicles, such as... Figure 1-10 As shown, the system includes a power input device, a continuously variable transmission device, a starting device, a forward-reverse gear transmission device and a drive device connected in sequence, as well as a shifting and parking mechanism connected to the forward-reverse gear transmission device. The power input device is connected to a torsional damper, the torsional damper is connected to an engine, and the drive device is connected to the front and rear wheels.

[0052] The power input device includes: an input shaft S1, a primary drive gear G1, a primary driven gear G2, an oil pump drive gear G14, an oil pump driven gear G15, and an oil pump Y1. The input shaft S1 is connected to the primary drive gear G1, which meshes with the primary driven gear G2. The input shaft S1 is connected to the driven disc of a torsional damper, which is connected to the engine. The primary driven gear G2 is connected to the drive pulley shaft S2 in the continuously variable transmission (CVT). The oil pump drive gear G14 and the input shaft S1 are integral. The oil pump driven gear G15 is connected to the oil pump Y1, and the oil pump drive gear G14 and oil pump driven gear G15 mesh. The oil pump Y1 is connected to a hydraulic valve block F1. The hydraulic valve block F1 is connected to the electronic control system for speed change software control, and is connected to the actuator cylinder and the lubrication circuit.

[0053] The continuously variable transmission (CVT) includes: a driving pulley shaft S2, a driving pulley assembly P1, a metal belt or metal chain P2, a driven pulley assembly P3, and a driven pulley shaft S3; the driving pulley shaft S2 is connected to the first-stage driven gear G2 in the power input device; the driving pulley shaft S2 is connected to the driving pulley assembly P1; the driving pulley assembly P1 and the driven pulley assembly P3 are connected by a metal belt or metal chain P2 and clamped by a pulley conical surface; the driven pulley assembly P3 is connected to the driven pulley shaft S3; the driven pulley shaft S3 is connected to the clutch hub C1; the driving pulley assembly P1 and the driven pulley assembly P3 are connected to an electro-hydraulic system;

[0054] The starting device includes: a clutch hub C1, an outer friction plate C2, an inner friction plate C3, and a clutch output disc C4; the clutch hub C1 and the outer friction plate C2 are engaged, the inner friction plate C3 and the clutch output disc C4 are engaged, and the outer friction plate C2 and the inner friction plate C3 are pressed against each other; the clutch output disc C4 is connected to the driven gear shaft S4 in the forward-reverse gear transmission device.

[0055] The forward-reverse gear transmission device includes: a driven gear shaft S4, a countershaft S5, a reverse gear shaft S10, a forward drive gear G3, a forward driven gear G4, a reverse drive gear G5, a reverse bridge gear G6, a reverse driven gear G7, and a countershaft output gear G8. The forward drive gear G3, the reverse drive gear G5, and the driven gear shaft S4 are an integral structure. The forward driven gear G4 and the reverse driven gear G7 are loosely fitted onto the countershaft S5 via needle roller bearings. A meshing sleeve H1, splinedly connected to the countershaft S5, is provided between the forward driven gear G4 and the reverse driven gear G7. Recesses are provided on the sides of the forward driven gear G4 and the reverse driven gear G7 adjacent to the meshing sleeve H1 to embed the meshing sleeve H1. The countershaft... The output gear G8 and the countershaft S5 are integral structures; the forward gear drive gear G3 meshes with the forward gear driven gear G4; the reverse gear bridge gear G6 is loosely fitted on the reverse gear shaft S10 via a needle roller bearing; the reverse gear drive gear G5 meshes with the reverse gear bridge gear G6, and the reverse gear bridge gear G6 meshes with the reverse gear driven gear G7; the countershaft output gear G8 meshes with the intermediate gear G9 of the drive device, and the driven gear shaft S4 is connected to the clutch output disc C4 of the starting device.

[0056] The shifting and parking mechanism includes a meshing sleeve H1, a parking gear H2, a second spring H3, a spring seat H4, a shift fork shaft H5, a brake pawl H6, a second positioning pin H7, a parking torsion spring H8, a parking drive sleeve H9, a parking cam H10, a sector tooth H11, a shift driven gear H12, a shift lever H13, a shift hub H14, a positioning star wheel H15, a spherical contact H16, a gear position sensor H17, a first positioning pin H18, a shift fork H19, a first spring H20, and a positioning plate assembly H21. The engagement sleeve H1 is splinedly connected to the countershaft S5. The engagement sleeve H1 can move axially along the countershaft S5 and has three positions: front, middle, and rear. When it moves to the front position, it engages with the recess on one side of the forward driven gear G4. When it moves to the rear position, it engages with the recess on one side of the reverse driven gear G7. When it moves to the middle position, it does not engage with either the forward driven gear G4 or the reverse driven gear G7, but is located between them. The shift lever H13 is connected to the sector tooth H11. H11 meshes with the driven gear H12, which is connected to the shift hub H14. The shift lever H13 has five rotation angles and can be rotated manually or electronically, thereby driving the shift hub H14 to rotate to the five angles. Alternatively, the shift hub H14 can be directly rotated electronically to the five angles. The positioning star wheel H15 is connected to the shift hub H14 via a first positioning pin H18. The positioning star wheel H15 has five grooves, corresponding to the parking gear P and reverse gear, respectively. R, Neutral (N), Drive (D), and Power Mode Drive (S) correspond to the five angles mentioned above. As the positioning star wheel H15 rotates, the five grooves of the positioning star wheel H15 sequentially engage with the positioning plate assembly H21, which is connected to the transmission housing. The spring seat H4 is loosely fitted onto the shift fork shaft H5, and the second spring H3 is loosely fitted onto the shift fork shaft H5. One side of the spring seat H4 is connected to the second spring H3. The spring seat H4 and the recessed part on the shift hub H14... The two tracks are connected. As the shift hub H14 rotates, the spring seat H4 moves along the second track. The shift fork H19 is loosely fitted on the shift fork shaft H5, with one end connected to the recessed first track on the shift hub H14 and the other end connected to the engagement sleeve H1. The first spring H20 is loosely fitted on the shift fork shaft H5. The first spring H20 and the second spring H3 are located on both sides of the shift fork H19, respectively. As the shift hub H14 rotates, the shift fork H19 moves along the first track.The parking gear H2 and the countershaft S5 are splinedly connected; the parking drive sleeve H9 and the shift hub H14 are connected by the second positioning pin H7; the parking cam H10 is loosely fitted on the shift hub H14; the parking torsion spring H8 is connected to the parking drive sleeve H9 and also to the parking cam H10, so that the parking cam H10 is rotated sequentially through the parking drive sleeve H9 and the parking torsion spring H8; the brake pawl H6 is loosely fitted on the shift fork shaft H5 and the parking cam H10. When the protrusion of the brake pawl H6 and the parking cam H10 abuts, the parking state is entered, which drives the brake pawl H6 to engage with the parking gear H2. One end of the parking torsion spring H8 is fixed on the parking drive sleeve H9, and the other end passes through the limiting hole on the parking drive sleeve H9 so that the engagement of the brake pawl H6 and the parking gear H2 is not obstructed. The spherical contact H16 is connected to the shift hub H14 and contacts the gear position sensor H17. The gear position sensor H17 is electrically connected to the vehicle system and is used to detect the position of the shift hub H14 for easy monitoring. Similarly, a first spring H20 and a second spring H3 are provided on both sides of the shift fork H19. The second spring H3 is connected to the spring seat H4, which is also to ensure that the shift fork H19 accurately engages the forward driven gear G4 or the reverse driven gear G7, making the shifting of reverse gear R and forward gear D smoother.

[0057] The drive unit includes an intermediate shaft S6, a rear drive shaft S7, a front drive drive shaft S8, a front drive driven shaft S9, an intermediate gear G9, a rear drive drive gear G10, a rear drive driven gear G11, a front drive drive gear G12, and a front drive driven gear G13. The intermediate gear G9 is connected to the intermediate shaft S6; the intermediate shaft S6 is connected to the front drive drive shaft S8; the front drive drive gear G12 is connected to the front drive drive shaft S8; the front drive drive gear G12 meshes with the front drive driven gear G13, and the front drive driven gear G13 and the front drive driven shaft S9 are an integral structure; the intermediate shaft S6 and the rear drive drive gear G10 are an integral structure; the rear drive drive gear G10 meshes with the rear drive driven gear G11, and the rear drive driven gear G11 and the rear drive shaft S7 are an integral structure; the rear drive shaft S7 drives the rear wheels through a half-shaft, and the rear drive shaft S7 can also be replaced by a differential or a differential with a differential lock; the front drive driven shaft S9 is connected to the front wheels through the front drive axle, etc.

[0058] The continuously variable transmission (CVT) for all-terrain vehicles operates as follows:

[0059] (I) Operation of the power input device: The power of the engine is output to the continuously variable transmission after the torsional damper. The driven plate of the torsional damper is connected to the input shaft S1, which transmits the power to the first-stage drive gear G1. After the first-stage gear reduction transmission of G1 and G2, the power is transmitted to the drive pulley assembly P1 via G1, G2 and S2.

[0060] (II) The continuously variable transmission device can realize stepless speed ratio change: the hydraulic control system controls the cylinder pressure in the driving pulley assembly P1 and the driven pulley assembly P3 respectively, clamps the metal belt or metal chain P2 for friction transmission, and performs speed ratio control so that the metal belt or metal chain P2 is in different working radii in the driving pulley and the driven pulley, thereby realizing stepless speed change, and the power is transmitted from P1 through P2 and P3 to the driven pulley shaft S3.

[0061] (III) The starting device, forward-reverse gear transmission device, and shifting parking mechanism enable starting in forward and reverse gears, four-wheel drive, and switching between forward, reverse, neutral, and parking gears.

[0062] Power is delivered from the driven pulley shaft S3 through the clutch hub C1, outer friction plate C2, inner friction plate C3, and clutch output disc C4 to the driven gear shaft S4;

[0063] The shift hub H14 is controlled to rotate at a certain angle, which drives the positioning star wheel H15 to rotate at a certain angle, so that the positioning star wheel H15 rotates to the next groove and engages with the positioning plate assembly H21 to be fixed. The five grooves correspond to the parking gear P, reverse gear R, neutral gear N, forward gear D and power mode forward gear S in sequence.

[0064] When the groove corresponding to the parking position P of the positioning star wheel H15 engages with the positioning plate assembly H21, as the shift hub H14 rotates, the parking cam H10 is driven to rotate through the parking drive sleeve H9 and the parking torsion spring H8 until the protrusion of the parking cam H10 and the brake pawl H6 abut against it, thereby driving the brake pawl H6 to engage with the parking gear H2. The parking gear H2 causes the countershaft S5 to stop rotating, thus realizing parking P.

[0065] When the groove corresponding to the reverse gear R of the positioning star wheel H15 engages with the positioning plate assembly H21, the rotation of the shift hub H14 causes the spring seat H4 to move away from the shift fork H19 along the second track, while the shift fork H19 moves towards the spring seat H4 along the first track. This causes the connected engagement sleeve H1 to move into the reverse driven gear G7. At this time, the spring seat H4 reduces the deformation of the second spring H3, thereby reducing the force of the second spring H3, allowing the second spring H3 to provide shifting power. The force applied by the shift fork H19 is less than the force of the first spring H20, so that the shift fork H19 can more accurately engage the reverse driven gear G7; while the power sequentially drives the secondary shaft S5 to rotate in the opposite direction through the driven gear shaft S4, the reverse driving gear G5, the reverse bridge gear G6, the reverse driven gear G7, and the meshing sleeve H1, and then drives the intermediate shaft S6 to rotate in the opposite direction through the secondary shaft output gear G8 and the intermediate gear G9. The intermediate shaft S6 drives the front and rear wheels, realizing the starting of reverse gear R and four-wheel drive;

[0066] When the groove corresponding to neutral N of the positioning star wheel H15 engages with the positioning plate assembly H21, the rotation of the shift hub H14 causes the spring seat H4 to move to its original position along the second track, and the shift fork H19 to move to its original position along the first track. This causes the connected engagement sleeve H1 to be positioned between the forward driven gear G4 and the reverse driven gear G7, without being engaged, so that the driven gear shaft S4 does not drive the countershaft S5 to rotate, thus achieving neutral N.

[0067] When the groove corresponding to the forward gear D of the positioning star wheel H15 engages with the positioning plate assembly H21, the rotation of the shift hub H14 causes the spring seat H4 to move along the second track towards the shift fork H19, while the shift fork H19 moves along the first track away from the spring seat H4. This causes the connected engagement sleeve H1 to move into the driven gear G4. At this time, the spring seat H4 increases the deformation of the second spring H3, thereby increasing the force of the second spring H3. 3. The force applied to the shift fork H19 is greater than the force of the first spring H20, so that the shift fork H19 can more accurately engage the driven gear G4 of the forward gear; and the power drives the secondary shaft S5 to rotate forward through the driven gear shaft S4, the driving gear G3 of the forward gear, the driven gear G4 of the forward gear, and the meshing sleeve H1 in sequence, and then drives the intermediate shaft S6 to rotate forward through the secondary shaft output gear G8 and the intermediate gear G9 in sequence. The intermediate shaft S6 drives the front wheel and the rear wheel, realizing the starting of the forward gear D and four-wheel drive;

[0068] When the groove corresponding to the forward gear S in power mode of the positioning star wheel H15 engages with the positioning plate assembly H21, as the shift hub H14 rotates, the spring seat H4 moves along the second track and the shift fork H19 moves along the first track. However, the spring seat H4 and the shift fork H19 have no displacement in the horizontal direction. The state of the spring seat H4 and the shift fork H19 is the same as when the forward gear D is engaged, but the power is greater, that is, the power mode forward gear S is activated.

[0069] The intermediate shaft S6 drives the front and rear wheels by sequentially driving the front wheels through the front drive drive shaft S8, the front drive drive gear G12, the front drive driven gear G13, and the front drive driven shaft S9, and simultaneously driving the rear wheels through the rear drive drive gear G10, the rear drive driven gear G11, and the rear drive shaft S7, thus achieving four-wheel drive. Figure 8 In the middle, S8 and S6 are fixedly connected by a spline and can be regarded as a single shaft, just in a separate form. S8 and G10 are not directly related.

[0070] The method for controlling the shift hub H14 to rotate a certain angle can be achieved by manually or electronically rotating the shift lever H13, which, through the sector gear H11 and the shift driven gear H12, causes the shift hub H14 to rotate a certain angle; or by directly electronically controlling the shift hub H14 to rotate a certain angle.

[0071] In summary, the continuously variable transmission (CVT) for all-terrain vehicles and its operating method described above have the following beneficial effects:

[0072] (1) The continuously variable transmission of the present invention uses a metal belt or metal chain continuously variable transmission device for continuously variable transmission, and uses a wet start clutch as the starting device. It has only one clutch hub, fewer clutches, and a simpler clutch control method, but higher transmission efficiency. The use of wet friction plates makes starting smooth. The rotation of the shift hub cooperates with the shift fork to switch between forward, neutral and reverse gears. The rotation of the shift hub cooperates with the parking cam to achieve parking. Moreover, the oil circuit of the forward-reverse gear transmission device and the shift parking mechanism is simpler and the control method is simpler. Power is distributed to the front and rear wheels through the intermediate shaft to achieve four-wheel drive. The continuously variable transmission has high transmission efficiency, large torque transmission, and high reliability, which can meet the use requirements of all-terrain vehicles. Moreover, the starting device is located at the rear end of the continuously variable transmission device, which is beneficial to the overall layout of the all-terrain vehicle.

[0073] (2) In addition to enabling the shifting of parking gear P, reverse gear R, neutral gear N, and forward gear D, this invention also reserves a forward gear S for a power mode, which has stronger forward power and better promotional significance.

[0074] (3) One end of the parking torsion spring of the present invention is fixed on the parking drive sleeve, and the other end passes through the limiting hole on the parking drive sleeve so that the brake pawl and the parking gear can mesh without jamming, making the parking gear P easier to engage; a first spring and a second spring are provided on both sides of the shift fork, and the second spring is connected to the spring seat so that the shift fork can accurately engage the forward gear driven gear or the reverse gear driven gear, making the reverse gear R and forward gear D easier to engage;

[0075] (4) The shift hub of the present invention can be directly controlled electronically to rotate, or it can be controlled electronically or manually through the shift lever, and there are various ways to achieve this. The rear drive axle that drives the rear wheel of the present invention can be replaced with a differential or a differential with a differential lock, which achieves better results. It has broad promotional significance.

[0076] (5) The present invention also has a spherical contact and a gear position sensor, which convert the detected position of the shift hub into an electrical signal and send it to the vehicle system to facilitate accurate monitoring of the gear position;

[0077] (6) The present invention sets a first-stage gear reduction transmission before the continuously variable transmission device to reduce the speed of the continuously variable transmission device; and sets a third-stage gear reduction transmission after the starting device to transmit power to the rear wheel, thereby realizing rear-wheel drive. The front drive gear takes power from the intermediate shaft and distributes power to the front wheel through the front drive gear transmission, thereby realizing front-wheel drive.

[0078] (7) The present invention uses a metal belt or metal chain continuously variable automatic transmission device, which transmits larger torque, higher transmission efficiency and higher reliability. Moreover, unlike passive speed control, it uses an electro-hydraulic system to precisely control the clamping force and speed ratio, which can realize richer shifting logic and higher speed ratio control accuracy.

[0079] (8) The oil pump and the drive pulley shaft of the present invention are arranged in parallel. The oil pump takes force from the input shaft through gear transmission, making the axial dimension more compact. It builds pressure for the hydraulic system and provides oil pressure for the metal belt or metal chain continuously variable transmission device and the starting clutch, as well as providing cooling and lubrication flow.

[0080] (9) The operation method of the present invention controls the pressure of the oil cylinders in the active pulley assembly and the passive pulley assembly respectively through the electro-hydraulic control system, clamps the metal belt or metal chain for friction transmission, and accurately controls the clamping force and speed ratio. The shifting logic is richer and the speed ratio control accuracy is higher.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit it; although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A continuously variable automatic transmission for all-terrain vehicles, characterized in that... The system includes a power input device, a continuously variable transmission (CVT), a starting device, a forward-reverse gear transmission, and a drive device connected in sequence, as well as a shifting and parking mechanism connected to the forward-reverse gear transmission; the power input device is connected to a torsional damper, the torsional damper is connected to an engine, and the drive device is connected to the front and rear wheels; The shifting and parking mechanism includes a meshing sleeve (H1), a spring seat (H4), a shift fork shaft (H5), a brake pawl (H6), a shift hub (H14), a positioning star wheel (H15), a shift fork (H19), and a positioning plate assembly (H21). The positioning star wheel (H15) is connected to the shift hub (H14). The positioning star wheel (H15) has five grooves, corresponding to parking gear (P), reverse gear (R), neutral gear (N), drive gear (D), and power mode drive gear (S), respectively. As the gear shift wheel (H15) rotates, its five grooves sequentially engage with the positioning plate assembly (H21), which connects to the transmission housing. The spring seat (H4) is loosely fitted onto the shift fork shaft (H5), and is connected to the recessed second track on the shift hub (H14). As the shift hub (H14) rotates, the spring seat (H4) moves along the second track. The shift fork (H19) is loosely fitted onto the shift fork shaft (H5), with one end connected to the recessed first track on the shift hub (H14) and the other end connected to the engagement sleeve (H1). As the shift hub (H14) rotates, the shift fork (H19) moves along the first track. The forward-reverse gear transmission device includes: a countershaft (S5), a forward driven gear (G4), and a reverse driven gear (G7); the forward driven gear (G4) and the reverse driven gear (G7) are loosely fitted on the countershaft (S5) via needle roller bearings; there is a meshing sleeve (H1) between the forward driven gear (G4) and the reverse driven gear (G7) that is splinedly connected to the countershaft (S5); the meshing sleeve (H1) can move axially along the countershaft (S5); both the forward driven gear (G4) and the reverse driven gear (G7) have a recess on the side adjacent to the meshing sleeve (H1) for embedding the meshing sleeve (H1); the countershaft (S5) is connected to the starting device and the driving device via gears; The forward-reverse gear transmission device includes: a driven gear shaft (S4), a reverse gear shaft (S10), a forward drive gear (G3), a reverse drive gear (G5), a reverse intermediate gear (G6), and a countershaft output gear (G8); the forward drive gear (G3), reverse drive gear (G5), and driven gear shaft (S4) are integral structures; the countershaft output gear (G8) and countershaft (S5) are integral structures; the forward drive gear (G3) meshes with the forward driven gear (G4); the reverse intermediate gear (G6) is loosely fitted on the reverse gear shaft (S10) via a needle roller bearing; the reverse drive gear (G5) meshes with the reverse intermediate gear (G6), and the reverse intermediate gear (G6) meshes with the reverse driven gear (G7); the countershaft output gear (G8) meshes with the intermediate gear (G9) of the drive device; the driven gear shaft (S4)... The starting device is connected to the clutch output disc (C4); the shifting parking mechanism also includes a parking gear (H2), a parking torsion spring (H8), a parking drive sleeve (H9), and a parking cam (H10); the parking gear (H2) is splinedly connected to the countershaft (S5); the parking drive sleeve (H9) is connected to the shift hub (H14), the parking cam (H10) is loosely fitted on the shift hub (H14), the parking torsion spring (H8) is connected to the parking drive sleeve (H9), and is also connected to the parking cam (H10); the brake pawl (H6) is loosely fitted on the shift fork shaft (H5) and the parking cam (H10), and when the protrusions of the brake pawl (H6) and the parking cam (H10) abut against each other, the brake pawl (H6) and the parking gear (H2) engage.

2. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 1, characterized in that... The drive unit includes an intermediate shaft (S6), a rear drive shaft (S7), a front drive drive shaft (S8), a front drive driven shaft (S9), an intermediate gear (G9), a rear drive drive gear (G10), a rear drive driven gear (G11), a front drive drive gear (G12), and a front drive driven gear (G13). The intermediate gear (G9) is connected to the intermediate shaft (S6); the intermediate shaft (S6) is connected to the front drive drive shaft (S8); the front drive drive gear (G12) is connected to the front drive drive shaft (S8); the front drive drive gear (G12) meshes with the front drive driven gear (G13); and the front drive driven gear (G13) is connected to the front drive driven shaft (S9). The structure is an integral unit; the intermediate shaft (S6) and the rear drive drive gear (G10) are integral units; the rear drive drive gear (G10) and the rear drive driven gear (G11) mesh; the rear drive driven gear (G11) and the rear drive shaft (S7) are integral units; the rear drive shaft (S7) drives the rear wheels through the half-shaft; the front drive driven shaft (S9) is connected to the front wheels through the front drive axle.

3. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 2, characterized in that... The starting device includes: a clutch hub (C1), an outer friction plate (C2), an inner friction plate (C3), and a clutch output disc (C4); the clutch hub (C1) and the outer friction plate (C2) are engaged, the inner friction plate (C3) and the clutch output disc (C4) are engaged, and the outer friction plate (C2) and the inner friction plate (C3) are pressed against each other; the clutch output disc (C4) is connected to the driven gear shaft (S4), and the clutch hub (C1) is connected to the driven pulley shaft (S3) of the continuously variable transmission.

4. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 3, characterized in that... The continuously variable transmission (CVT) includes: a driving pulley shaft (S2), a driving pulley assembly (P1), a metal belt or metal chain (P2), a driven pulley assembly (P3), and a driven pulley shaft (S3). The driving pulley shaft (S2) is connected to the first-stage driven gear (G2) in the power input device. The driving pulley shaft (S2) is connected to the driving pulley assembly (P1). The driving pulley assembly (P1) and the driven pulley assembly (P3) are connected by a metal belt or metal chain (P2) and clamped by the pulley tapered surface. The driven pulley assembly (P3) is connected to the driven pulley shaft (S3), and the driven pulley shaft (S3) is connected to the clutch hub (C1). The driving pulley assembly (P1) and the driven pulley assembly (P3) are connected to the electro-hydraulic system. The power input device includes: an input shaft (S1), a first-stage driving gear (G1), a first-stage driven gear (G2), an oil pump driving gear (G14), and an oil pump driven gear (G15). The system includes an oil pump (Y1); an input shaft (S1) connected to a primary drive gear (G1), which meshes with a primary driven gear (G2); an input shaft (S1) connected to the driven disc of a torsional damper, which is connected to the engine; a primary driven gear (G2) connected to the drive pulley shaft (S2); an oil pump drive gear (G14) and an input shaft (S1) forming an integral structure; an oil pump driven gear (G15) connected to the oil pump (Y1); an oil pump drive gear (G14) and an oil pump driven gear (G15) meshing; an oil pump (Y1) connected to a hydraulic valve block (F1); and a hydraulic valve block (F1) connected to an electronic control system for speed change software control, and connected to the actuator cylinder and lubrication circuit.

5. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 1, characterized in that... The shifting parking mechanism further includes a sector tooth (H11), a shift driven gear (H12), and a shift lever (H13); the shift lever (H13) is connected to the sector tooth (H11), the sector tooth (H11) meshes with the shift driven gear (H12), the shift driven gear (H12) is connected to the shift hub (H14), and the shift lever (H13) has 5 rotation angles, which can be rotated manually or electronically.

6. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 1, characterized in that... The shifting and parking mechanism further includes a second spring (H3), a first spring (H20), a spherical contact (H16), and a gear position sensor (H17). The spherical contact (H16) is connected to the shift hub (H14) and contacts the gear position sensor (H17). The gear position sensor (H17) is electrically connected to the vehicle system and is used to monitor the position of the shift hub (H14). The first spring (H20) is loosely fitted on the shift fork shaft (H5). The first spring (H20) and the second spring (H3) are located on both sides of the shift fork (H19). The second spring (H3) is loosely fitted on the shift fork shaft (H5) and is connected to the spring seat (H4).

7. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 1, characterized in that... One end of the parking torsion spring (H8) is fixed to the parking drive sleeve (H9), and the other end passes through the limiting hole on the parking drive sleeve (H9).

8. A continuously variable transmission (CVT) for all-terrain vehicles according to claim 2, characterized in that... The rear drive shaft (S7) is replaced with a differential or a differential with a differential lock.

9. A method for operating a continuously variable transmission (CVT) for all-terrain vehicles according to any one of claims 1-8, characterized in that... The starting device, forward-reverse gear transmission device, and shifting parking mechanism enable starting in forward and reverse gears, four-wheel drive, and switching between forward, reverse, neutral, and parking gears. This includes: power being output from the continuously variable transmission (CVT) driven pulley shaft (S3) via clutch hub (C1), outer friction plate (C2), inner friction plate (C3), and clutch output disc (C4) to the driven gear shaft (S4); the shifting hub (H14) is controlled to rotate at a certain angle, causing the positioning star wheel (H15) to rotate at a certain angle, so that the positioning star wheel (H15) rotates to the next groove and engages with the positioning plate assembly (H21) for fixation; this includes five scenarios: when the groove corresponding to the parking position P of the positioning star wheel (H15) engages with the positioning plate assembly (H21), as the shifting hub (H14) rotates, it sequentially drives the parking cam (H10) through the parking drive sleeve (H9) and parking torsion spring (H8). The parking cam (H10) rotates until its protrusion and brake pawl (H6) abut against it, thereby engaging the brake pawl (H6) and parking gear (H2). The parking gear (H2) stops the countershaft (S5) from rotating, achieving parking (P). When the groove corresponding to the reverse gear R of the positioning star wheel (H15) engages with the positioning plate assembly (H21), the rotation of the shift hub (H14) causes the spring seat (H4) to move away from the shift fork (H19) along the second track, while the shift fork (H19) moves towards the spring seat (H4) along the first track, causing the connected engagement sleeve (H1) to move into the reverse driven gear (G7). Power is then transmitted sequentially through the driven gear shaft (S4), the reverse drive gear (G5), the reverse bridge gear (G6), the reverse driven gear (G7), and the engagement sleeve (H1). The countershaft (S5) is driven to rotate in the opposite direction, and then the intermediate shaft (S6) is driven to rotate in the opposite direction through the countershaft output gear (G8) and the intermediate gear (G9) in sequence. The intermediate shaft (S6) drives the front and rear wheels, realizing the starting of reverse gear R and four-wheel drive. When the groove corresponding to the neutral gear N of the positioning star wheel (H15) engages with the positioning plate assembly (H21), the rotation of the shift hub (H14) causes the spring seat (H4) to move to its original position along the second track, and the shift fork (H19) to move to its original position along the first track. This causes the connected engagement sleeve (H1) to be positioned between the forward driven gear (G4) and the reverse driven gear (G7), without being engaged, so that the driven gear shaft (S4) does not drive the countershaft (S5) to rotate, realizing neutral gear N. When the positioning star wheel (H15) is in forward gear D... When the corresponding groove engages with the positioning plate assembly (H21), as the shift hub (H14) rotates, the spring seat (H4) moves along the second track toward the shift fork (H19), and the shift fork (H19) moves along the first track away from the spring seat (H4), causing the connected engagement sleeve (H1) to move into the driven gear (G4) of the forward gear.The power is sequentially transmitted through the driven gear shaft (S4), the forward gear drive gear (G3), the forward gear driven gear (G4), and the engagement sleeve (H1) to drive the countershaft (S5) to rotate forward. Then, it sequentially drives the intermediate shaft (S6) to rotate forward through the countershaft output gear (G8) and the intermediate gear (G9). The intermediate shaft (S6) drives the front and rear wheels, thus enabling the activation of forward gear D and four-wheel drive. When the groove corresponding to the power mode forward gear S on the positioning star wheel (H15) engages with the positioning plate assembly (H21), the spring seat (H4) moves along the second track and the shift fork (H19) moves along the first track as the shift hub (H14) rotates. However, the spring seat (H4) and shift fork (H19) do not displace horizontally. The state of the spring seat (H4) and shift fork (H19) is the same as when the forward gear D is engaged, but with greater power, thus enabling the activation of the power mode forward gear S. The intermediate shaft (S6)... The drive mechanism for the front and rear wheels includes: the intermediate axle (S6) sequentially drives the front wheels via the front drive drive axle (S8), the front drive drive gear (G12), the front drive driven gear (G13), and the front drive driven axle (S9); simultaneously, it sequentially drives the rear wheels via the rear drive drive gear (G10), the rear drive driven gear (G11), and the rear drive axle (S7), thus achieving four-wheel drive.

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