An all-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a vehicle body cover, a driving assembly, a transmission assembly and a walking assembly. The transmission assembly comprises a differential, and the differential comprises a housing, an end cover, a locking mechanism, a locking starting mechanism, a locking releasing mechanism and a second block; two planes passing through the first straight line are defined as a first boundary surface and a second boundary surface, the first boundary surface and the second boundary surface divide a first region and a second region which are oppositely arranged, the first block and the second block are respectively located in the first region and the second region, and the angle of the included angle formed between the first boundary surface and the second boundary surface is greater than or equal to 80 degrees and less than or equal to 120 degrees. According to the application, the counterweight mechanism is arranged on the housing, so that when the vehicle runs at a high speed, the distance between the weight center of the differential and the rotation of the differential is small, that is, the eccentricity of the differential is small when the all-terrain vehicle runs at a high speed, and the stable running of the all-terrain vehicle is ensured.

Description

Technical Field

[0001] This invention relates to vehicle technology, and more particularly to an all-terrain vehicle. Background Technology

[0002] As people's living standards improve, all-terrain vehicles (ATVs) are becoming increasingly popular for recreational purposes. ATVs are typically used on unpaved roads, in relatively harsh environments, and ordinary open differentials are insufficient to meet their requirements. Locking differentials are therefore being incorporated into ATVs.

[0003] In existing technology, differentials contain components that can move within a certain range. During differential operation, the positions of these components change, affecting the differential's center of gravity and causing vibrations. Severe vibrations can significantly impact vehicle stability. Since all-terrain vehicles (ATVs) are relatively small vehicles, applying existing differential technology to them amplifies the adverse effects of vibration, severely impacting the vehicle's stable operation. Summary of the Invention

[0004] In view of this, the present application provides an all-terrain vehicle with a more compact differential structure and a more reasonable weight distribution. In particular, when the all-terrain vehicle and the differential are running at high speed, the center of gravity shift is smaller, and the all-terrain vehicle runs more stably.

[0005] This application provides an all-terrain vehicle, comprising: a frame; a body panel at least partially connected to the frame; a drive assembly disposed in and connected to the frame; a transmission assembly at least partially connected to the drive assembly, the transmission assembly including a differential with a locking function, the differential rotating substantially about a first linear axis; and a running gear at least partially connected to the transmission assembly.

[0006] The differential includes: a housing; an end cover disposed on one side of the housing and connected to the housing; a first half-shaft gear; a first planetary gear set meshing with the first half-shaft gear; a second half-shaft gear; a second planetary gear set meshing with the second half-shaft gear; a locking mechanism disposed in the cavity formed by the housing and the end cover, the locking mechanism being capable of locking the first half-shaft gear or the second half-shaft gear; a locking actuation mechanism disposed on the housing; and a locking release mechanism disposed on the housing, the locking release mechanism including a first block rotatably connected to the housing; and a second block disposed on the housing.

[0007] When the speed of the all-terrain vehicle is greater than or equal to the threshold, the differential is in the unlocked state and the first block is in the open state; two planes passing through the first straight line are defined as the first interface and the second interface, the first interface and the second interface divide the first region and the second region set relative to each other, the first block and the second block are located in the first region and the second region respectively, and the angle formed between the first interface and the second interface is greater than or equal to 80 degrees and less than or equal to 120 degrees.

[0008] Furthermore, the threshold is 20km / h. When the speed of the all-terrain vehicle is greater than or equal to 20km / h, the differential is in the unlocked state. When the differential is in the unlocked state, in a preset plane perpendicular to the first straight line and passing through the center of gravity of the differential, the distance between the center of gravity of the differential and the first straight line is less than or equal to 0.12mm.

[0009] Furthermore, when the all-terrain vehicle is in the unlocked state, in a preset plane perpendicular to the first straight line and passing through the center of gravity of the differential, the distance between the center of gravity of the differential and the first straight line is less than or equal to 0.03mm.

[0010] Furthermore, along the radial direction of the first straight line, the average length of the second block is greater than or equal to 4 mm and less than or equal to 6 mm.

[0011] Furthermore, along the direction of the first straight line, the ratio of the length of the second block to the length of the shell is greater than or equal to 0.2 and less than or equal to 0.3.

[0012] Furthermore, the first planetary gear set and the second planetary gear set are composed of multiple planetary gears, and the housing forms multiple receiving cavities to accommodate the planetary gears. Projected along the first straight line direction, the shortest distance from the receiving cavity distributed in the second region to the outer side of the housing is d1, and the shortest distance from the receiving cavity distributed outside the first region and outside the second region to the outer side of the housing is d2, where d1 is greater than d2.

[0013] Furthermore, at least one weight-reducing mechanism is provided at least at one location on the outer side of the housing, the inside of the housing, and the outer side of the end cover, and the ratio of the weight of the housing and the end cover to the weight of the differential is greater than or equal to 0.4 and less than or equal to 0.6.

[0014] Furthermore, the weight reduction mechanism includes at least one of a first weight reduction groove disposed on the outer side of the housing, a second weight reduction groove disposed inside the housing, and / or a third weight reduction groove disposed on the outer side of the end cap.

[0015] Furthermore, the interior of the shell is provided with a counterweight groove, which is located outside the first and second regions. Along the projection direction of the first straight line, the projected area of ​​the counterweight groove is greater than or equal to 650 square millimeters and less than or equal to 850 square millimeters.

[0016] Furthermore, the locking mechanism also includes a friction plate assembly, which includes a first friction plate and a second friction plate, which are alternately arranged. The first friction plate includes an internal spline that meshes with the second half-shaft gear, and the second friction plate includes an external protrusion that meshes with the end cover.

[0017] Therefore, the embodiments of this application have at least the following beneficial effects:

[0018] 1. In this embodiment of the application, a counterweight mechanism is provided on the side of the housing away from the first block to reduce the offset of the differential's center of gravity during high-speed operation, thereby ensuring the stability of the differential during high-speed operation.

[0019] 2. The embodiments of this application also improve the overall weight distribution of the differential by setting weight reduction mechanisms on the housing and end caps of the differential, making the overall weight distribution of the differential more reasonable, thereby improving the stability of the differential during the entire operation process. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the all-terrain vehicle in the embodiments of this application;

[0021] Figure 2 This is a schematic diagram of the all-terrain vehicle after removing the running gear in the embodiment of this application;

[0022] Figure 3 This is a schematic diagram of a differential in one embodiment of this application;

[0023] Figure 4 This is an exploded view of one structure of the differential in the embodiments of this application;

[0024] Figure 5 This is a schematic diagram of the housing of the differential in one embodiment of this application;

[0025] Figure 6 This is a schematic diagram of the structure of the end cover of the differential in an embodiment of this application;

[0026] Figure 7 This is a schematic diagram of an assembly of the differential transmission gear and housing in an embodiment of this application;

[0027] Figure 8 This is an exploded view of the friction plate assembly in the embodiment of this application;

[0028] Figure 9 This is a schematic diagram of one structure of the second cam in an embodiment of this application;

[0029] Figure 10 This is an exploded view of the second cam in an embodiment of this application.

[0030] Figure 11 This is a schematic diagram of one embodiment of the second cam, the locking start mechanism, and the locking release device in this application.

[0031] Figure 12 This is a schematic diagram of another structure of the second cam, the locking start mechanism, and the locking release device in the embodiments of this application;

[0032] Figure 13 This is a schematic diagram of the locking start mechanism and locking release device when the differential is in the unlocked state in the embodiments of this application.

[0033] Figure 14 This is a schematic diagram of the locking start mechanism and locking release device when the differential is in the first working state in the embodiment of this application.

[0034] Figure 15 This is a schematic diagram of the locking start mechanism and locking release device when the differential is in the second working state in the embodiment of this application.

[0035] Figure 16 This is a side view of the housing in one embodiment of this application;

[0036] Figure 17 In the embodiments of this application, the housing is... Figure 16 Cross-sectional solid view in the MM direction;

[0037] Figure 18 This is another side view of the housing in an embodiment of this application. Detailed Implementation

[0038] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0039] like Figure 1As shown, an all-terrain vehicle 100 includes a frame 11, a body panel 12, a drive assembly (not shown), a transmission assembly 14, and a running gear 15. The frame 11 forms the main body of the all-terrain vehicle 100, and other components are directly or indirectly connected to the frame 11. The body panel 12 is disposed on the frame 11 and protects other components directly or indirectly connected to the frame 11. The drive assembly is disposed in the frame 11 and provides driving force for the operation of the all-terrain vehicle 100. The transmission assembly 14 is connected to the drive assembly, and the power generated by the drive assembly can be transmitted to the transmission assembly 14. At least a portion of the running gear 15 is connected to the transmission assembly 14 to receive the power transmitted from the transmission assembly 14 and drive the all-terrain vehicle 100. The running gear 15 includes at least one pair of drive wheels 151, which are connected to the transmission assembly 14. The drive wheels 151 receive the power transmitted from the transmission assembly 14 and drive the all-terrain vehicle 100 to move.

[0040] like Figure 2 As shown, the transmission assembly 14 includes a differential 200, which is an inter-wheel differential. The differential 200 receives power and distributes it to the drive wheels 151 connected to it. Specifically, as... Figure 3 and 4As shown, the differential 200 includes a housing 21, a transmission gear 22, and an end cover 23. The transmission gear 22 is disposed on one side of the housing 21, and the end cover 23 is disposed on the other side of the housing 21. The transmission gear 22 is connected to one side of the housing 21 via a first fixing assembly 24, and the end cover 23 is connected to the other side of the housing 21 via a second fixing assembly 25. Specifically, the first fixing assembly 24 may be composed of several bolts, and the second fixing assembly 25 may also be composed of several bolts. The differential 200 also includes a first half-shaft gear 26, a first planetary gear set 27, a second half-shaft gear 28, and a second planetary gear set 29. The first planetary gear set 27 is sleeved on the outside of the first half-shaft gear 26. The first half-shaft gear 26 and the first planetary gear set 27 mesh with each other, and after meshing, the first half-shaft gear 26 and the first planetary gear set 27 are disposed in the cavity enclosed by the housing 21 and the transmission gear 22. The second planetary gear set 29 is sleeved outside the second half-shaft gear 28. The second half-shaft gear 28 and the second planetary gear set 29 mesh with each other. After meshing, the second half-shaft gear 28 and the second planetary gear set 29 are housed in a cavity enclosed by the housing 21 and the end cover 23. The straight line extending from the rotation axis of the differential 200 is designated as the first straight line 201. During operation, the differential 200 and its components rotate substantially around the first straight line 201. The transmission gear 22, the first half-shaft gear 26, the housing 21, the second half-shaft gear 28, and the end cover 23 extend substantially along the first straight line 201. The power in the differential 200 is input by the transmission gear 22 and then transmitted through the housing 21 to the first planetary gear set 27 and the second planetary gear set 29. The power on the first planetary gear set 27 is transmitted to the first half-shaft gear 26, and the first half-shaft gear 26 then outputs the power to the drive wheel 151 connected to it. Similarly, the second planetary gear set 29 also transmits the power to the second half-shaft gear 28, and then the second half-shaft gear 28 outputs the power to the drive wheel 151 connected to it.

[0041] In this application, to achieve a more compact layout of the all-terrain vehicle 100 and reduce its overall weight, a weight-reducing mechanism is incorporated into the differential 200 in one implementation. It is understood that traditional differentials, due to their structural limitations, possess significant weight. While this weight has advantages in certain aspects, such as relatively high strength and good operational stability, and the ability to prevent external interference from affecting their stable operation, when applied to the all-terrain vehicle 100, the differential must not only ensure its own operational stability but also the operational stability of the all-terrain vehicle 100 it accompanies. The significant weight of a traditional differential has a relatively small impact on larger vehicles, but for smaller vehicles like the all-terrain vehicle 100, its weight can have a relatively significant impact, affecting its handling performance and stability. As one implementation, this application provides a lighter differential 200. Figure 3 As shown, to reduce the weight of the differential 200, this embodiment of the application provides a weight-reducing mechanism on the housing 21 and end cover 23 of the differential 200. Specifically, as... Figure 5 As shown, a first weight-reducing groove 212 is provided on the outer side of the housing 21, and a second weight-reducing groove 213 is provided on the inner side of the housing 21, in order to reduce the weight of the housing 21. Figure 6As shown, a third weight-reducing groove 231 is provided on the end cap 23 to reduce the weight of the end cap 23. After the above-mentioned weight-reducing mechanism is provided on the differential 200, the ratio of the sum of the weights of the housing 21 and the end cap 23 to the weight of the differential 200 is greater than or equal to 0.4 and less than or equal to 0.6. Further, the ratio of the sum of the weights of the housing 21 and the end cap 23 to the weight of the differential 200 is greater than or equal to 0.45 and less than or equal to 0.55. Even further, the ratio of the sum of the weights of the housing 21 and the end cap 23 to the weight of the differential 200 is greater than or equal to 0.475 and less than or equal to 0.525. It is optimal when the sum of the weights of the housing 21 and the end cap 23 accounts for half the weight of the differential 200. To ensure the strength of the housing 21, the weight-reducing mechanism is preferably provided on the outer wall of the housing 21, and the weight of the housing 21 is reduced by providing a first weight-reducing groove 212 on the outer wall of the housing 21. To further reduce the weight of the housing 21, a second weight-reducing groove 213 can be installed inside the housing 21 and extending through the inner end face of the housing 21. When setting up the weight-reducing mechanism, it is necessary to avoid the existing structures on the differential housing 21 and end cover 23, while ensuring that the strength of the differential housing 21 and end cover 23 is not unacceptably reduced. Furthermore, the weight-reducing mechanism needs to cooperate with other structures on the end cover 23 to avoid or reduce the offset between the center of mass of the end cover 23 and the rotation axis of the differential 200. The differential 200 with the weight-reducing mechanism on the housing 21 and end cover 23 is more suitable for application in small vehicles. The housing 21 constitutes the main body of the differential 200 and accounts for a significant portion of its weight; therefore, setting up a weight-reducing mechanism on the housing 21 can significantly reduce the weight of the differential 200. Since small vehicles like the all-terrain vehicle 100 have relatively weak power, the power transmitted to the differential 200 is also relatively weak. After analysis and testing, it was found that there are some areas on the differential 200 housing 21 and end cover 23 that can reduce weight. By setting weight-reducing mechanisms in these areas, the weight of the differential 200 can be significantly reduced, thus achieving the goal of lightweighting the differential 200.

[0042] In order to reduce the size of the differential 200 and make it better compatible with the all-terrain vehicle 100, one implementation of this application also provides a mounting structure for the transmission gear 22, making the differential 200 more compact. Specifically, as shown... Figure 7As shown, the differential 200 includes a housing 21, a drive gear 22, and a first fastener assembly 24. The drive gear 22 is directly connected to one side of the housing 21 via the first fastener assembly 24. The first fastener assembly 24 can be a bolt group. It is understandable that traditional differentials, due to their complex structure and the need to withstand relatively large forces when applied to conventional vehicles, typically have relatively large dimensions. In a traditional differential, the drive gear, as the power input end, needs to receive power from other transmission components such as the drive shaft and transmit it to the differential housing. The drive gear needs to withstand significant forces, hence its relatively large size. In the prior art, a flange ring is used for transition between the housing and the drive gear to connect the drive gear to the side of the housing. The drive gear needs to be connected to the flange ring first, and then both are connected to one side of the housing. Since the drive gear and the housing are each connected to the flange ring, the flange ring needs to be larger than the housing, and the portion of the flange ring protruding from the housing is used to connect the drive gear. To connect the drive gear to the flange ring and transmit the power output from the drive assembly, the drive gear is larger than the flange ring, further increasing the size of the drive gear and the conventional differential. Therefore, existing technologies, due to the large drive gear and flange ring, result in large conventional differentials, making lightweight and miniaturization designs difficult. For conventional vehicles, although the conventional differential is large, its volume is relatively small compared to the overall size of the vehicle. The negative impact of its size can be mitigated by adjusting the positions of components. Overall, the impact on conventional vehicles is minimal. However, the All-Terrain Vehicle 100 is a small vehicle. Compared to conventional cars and trucks, its size is smaller. If it were to use a conventional differential, it would be difficult to find sufficient space to properly install it. The traditional differential in an all-terrain vehicle 100 causes problems such as unreasonable design and component placement, affecting not only the size of the all-terrain vehicle 100 but also its handling performance. Therefore, designing a miniaturized differential 200 is necessary. In one implementation of this application, a technical solution that omits the flange ring structure and directly connects the transmission gear 22 to the housing 21 is adopted to solve the problem that traditional differentials cannot be miniaturized in the prior art. In the differential 200 of this application, the transmission gear 22 is directly connected to one side of the housing 21 through the first fixing assembly 24.A plane perpendicular to the first straight line 201 and passing through the geometric center of the housing 21 is designated as the first plane 202. The projection of the housing 21 along the direction of the first straight line 201 onto the first plane 202 is designated as the first projection plane. The projection of the first fastener assembly 24 along the direction of the first straight line 201 onto the first plane 202 lies within the first projection plane. The projection of the transmission gear 22 along the direction of the first straight line 201 onto the first plane 202 is designated as the second projection plane. The area of ​​the first projection plane is smaller than the area of ​​the second projection plane, and the first projection plane lies within the second projection plane. In the direction perpendicular to the first straight line, the projections of the transmission gear 22 and the housing 21 at least partially overlap. By omitting the flange ring, the volume occupied by the flange itself can be eliminated, reducing the size of the differential 200 along the direction of the first straight line 201. Secondly, by omitting the flange, a smaller transmission gear 22 can be used, minimizing the portion of the transmission gear 22 extending beyond the housing 21. This avoids the problem of an excessively large diameter transmission gear 22 outside the housing 21 occupying too much space and causing an overly large differential 200, thus reducing the size of the differential 200 perpendicular to the first straight line 201. Furthermore, omitting the flange further reduces the weight of the differential 200. Simultaneously, the use of a smaller transmission gear 22 further reduces the weight of the differential 200, making it more suitable for smaller vehicles such as the all-terrain vehicle 100. Along the direction perpendicular to the first straight line 201, the ratio of the diameter of the transmission gear 22 to the diameter of the housing 21 is greater than or equal to 1.10 and less than or equal to 1.65. Further, along the direction perpendicular to the first straight line 201, the ratio of the diameter of the transmission gear 22 to the diameter of the housing 21 is greater than or equal to 1.23 and less than or equal to 1.51. Furthermore, along the direction perpendicular to the first straight line 201, the ratio of the diameter of the transmission gear 22 to the diameter of the housing 21 is greater than or equal to 1.30 and less than or equal to 1.44. Omitting the flange ring may have a minor impact on the connection strength between the housing 21 and the transmission gear 22 in the differential 200, and may even have no significant impact on the overall all-terrain vehicle 100. The reduced size and weight of the differential 200 makes it easier to install on the all-terrain vehicle 100, laying the foundation for its widespread application.

[0043] In order to suppress further slippage when wheel slippage occurs on one side of the differential 200, the differential 200 in this application is a differential 200 with a locking function. For example... Figure 4As shown, the differential 200 also includes a locking mechanism 31 and a locking activation mechanism 32. The locking mechanism is located on one side of the housing 21. Specifically, the locking mechanism 31 is located in the cavity formed by the housing 21 and the end cover 23, and the locking activation mechanism is located on the housing 21. At least a portion of the locking activation mechanism 32 is connected to the locking mechanism 31. The locking mechanism 31 can lock the first half-shaft gear 26 or the second half-shaft gear 28 connected to the slipping drive wheel 151, reduce the speed of the slipping drive wheel 151, gradually make the speeds of the two drive wheels 151 the same, and restore power distribution to the non-slipping drive wheel 151. The locking activation mechanism 32 can activate the locking mechanism 31 when the drive wheel 151 slips. The locking mechanism 31 includes a first cam 311, a second cam 312, a connecting gear ring 313, and a connecting gear ring 313. The first cam 311, the second cam 312, the connecting gear ring 313, and the connecting gear ring 313 are arranged sequentially along the first straight line 201, wherein the first cam 311 is located near the housing 21, and the connecting gear ring 313 is located near the end cover 23. Figure 8As shown, the friction plate assembly 314 includes a first friction plate 3141 and a second friction plate 3143, which are alternately arranged. The first friction plate 3141 includes an internal spline 3142 that meshes with the extension 281 of the second half-shaft gear 28, and the second friction plate 3143 includes an external protrusion 3144 that meshes with the inner wall of the end cover 23. The second cam 312 is primarily made of powder metallurgy material, and the connecting gear ring 313 is primarily made of forged material. The second half-shaft gear 28 has an extension 281 extending towards the end cover 23. At least a portion of the outer side of the extension 281 is provided with a spline, and the inner side of the first cam 311 is also provided with a spline. The extension 281 and the first cam 311 mesh with each other through their respective splines. The first cam 311 also has three inclined protrusions 315 on the side near the end cover 23. The second cam 312 has an inclined protrusion 315 that cooperates with the first cam 311 on the side near the first cam 311. Under normal driving conditions, the inclined protrusion 315 on the first cam 311 meshes with the inclined protrusion 315 on the second cam 312, causing the first cam 311 and the second cam 312 to rotate synchronously. The inner hole of the second cam 312 is fitted onto the first cam 311, and the connecting gear ring 313 is fitted onto the outer side of the second cam 312, and the connecting gear ring 313 meshes with the second cam 312. The second cam 312 and the connecting gear ring 313 are essentially rigidly connected. The outer side of the connecting gear ring 313 is also provided with splines. The locking and starting mechanism 32 includes a first shaft 321, a first starting block 322, and a second starting block 323. The first shaft 321 is mounted on the housing 21, and the first shaft 321 is basically parallel to the rotating shaft of the differential 200. The first shaft 321 is at least partially provided with splines, and the splined end of the first shaft 321 meshes with the outer side of the connecting gear ring 313 through splines. The first starting block 322 and the second starting block 323 also include a first starting end cover 324 and a second starting end cover 325 on both sides. The first starting end cover 324, the first starting block 322, the second starting block 323 and the second starting end cover 325 are connected together by a first fixing pin 326 and sleeved on a first shaft 321. A torsion spring 327 for limiting the first starting block 322 and the second starting block 323 is sleeved on the first fixing pin 326. When neither of the drive wheels 151 slips, since the rotational speed between the housing 21 and the connecting gear ring 313 is the same, the first shaft 321 only revolves around the housing 21 and the connecting gear ring 313 and does not rotate itself. When one of the drive wheels 151 slips, a speed difference is generated between the housing 21 and the connecting gear ring 313. In order to balance the speed difference between the housing 21 and the connecting gear ring 313, the first shaft 321 not only revolves around the housing 21, but also rotates itself. At this time, when the speed difference increases, the interaction force between the first shaft 321 and the connecting gear ring 313 increases, and the first shaft 321 and the connecting gear ring 313 need to bear a larger force.In existing technology, the second cam and the connecting gear ring are integrally formed cam gear ring structures. To ensure good performance and fitting accuracy of the cam gear ring structure, it is integrally formed using powder metallurgy, ensuring both the fitting accuracy between the cam gear ring and the first cam, and the fitting strength between the cam gear ring and the first shaft. Since the inclined protrusions of the cam gear ring structure need to correspond and match with the inclined protrusions of the first cam, and the inclined protrusions of the cam gear ring structure also need to mesh with the inclined protrusions of the first cam during differential operation, the machining accuracy requirements for the cam gear ring structure are high, especially for the machining accuracy of the inclined protrusion-related structures. When the cam gear ring structure is locked, it experiences relative movement with the first cam, requiring the contact areas of the cam gear ring structure with the first cam to have high wear resistance and high hardness. Simultaneously, under certain operating conditions, the cam gear ring structure needs to mesh with the first shaft through splines to limit slippage of the all-terrain vehicle. At this time, the cam gear ring structure is subjected to significant forces, requiring it to have good toughness and strength. The cam gear ring structure needs to meet both machining accuracy requirements and possess good toughness and strength. If the cam gear ring structure is integrally formed using powder metallurgy, the powder metallurgy itself requires high manufacturing costs, and the overall manufacturing process demands even higher processing costs. If the cam gear ring structure is integrally formed using forging or casting, the machining accuracy is too low to meet practical needs. To reduce machining difficulty and production costs while ensuring the performance of the cam gear ring structure, this application employs a split manufacturing method to manufacture the cam gear ring structure. For example... Figure 9 and 10As shown, in this implementation, the second cam 312 and the connecting gear ring 313 are manufactured independently, but can be assembled together. They can mesh together via a spline structure, and the connection is essentially rigid. The second cam 312 has a sloping protrusion 315 on the side near the first cam 311, which matches and engages with the sloping protrusion 315 on the first cam 311. The outer side of the connecting gear ring 313 has teeth for meshing with the first shaft 321. The second cam 312 in this implementation is primarily made of powder metallurgy material, specifically a powder metallurgy steel component manufactured by powder metallurgy. The connecting gear ring 313 is primarily made of forged material, specifically a forged steel component. In this application, the existing cam gear ring structure is divided into two parts: a second cam 312 and a connecting gear ring 313. The second cam 312 and the connecting gear ring 313 are manufactured separately and connected by spline meshing. Specifically, the second cam 312 is manufactured using powder metallurgy material to meet machining accuracy requirements, and the connecting gear ring 313 is manufactured using forged material to meet toughness requirements in the corresponding area, reducing manufacturing difficulty and cost. The second cam 312 and the connecting gear ring 313 mesh together via splines in their respective parts to form the cam gear ring structure.

[0044] In this implementation, the differential 200 has two operating states: an unlocked state and an operating state. To enable both unlocking and operation of the differential 200, the differential 200 also includes a lock-release mechanism 33, used to unlock the lock-starting mechanism 32 or to activate the lock-starting mechanism 32. Figure 11 and Figure 12As shown, the locking / unlocking mechanism 33 includes a second shaft 331, a first block 332 sleeved on the second shaft 331, and an elastic element 333. The second shaft 331 is connected to the housing 21 and is substantially parallel to the first shaft 321 or the first straight line 201. The middle part of the first block 332 is sleeved on the second shaft 331. One end of the first block 332 is located close to the first actuating block 322 and the second actuating block 323, and the other end of the first block 332 is located away from the first actuating block 322 and the second actuating block 323 and can rotate outward around the second shaft 331. The elastic element 333 presses the first block 332 against the side wall of the housing 21. The state of the first block 332 is affected by both the elastic element 333 and the speed of the all-terrain vehicle 100. When the speed of the all-terrain vehicle 100 is below a threshold, the rotational speed of the differential housing 21 is relatively low, and the elastic element 333 presses against the first block 332, preventing the first block 332 from rotating outward from the housing 21. The locking release mechanism 33 is controlled by the vehicle speed; specifically, it is affected by the rotational speed of the housing 21 itself. When the rotational speed of the housing 21 is less than the set value, the centrifugal force of the locking release device 1423 is insufficient to overcome the restraint of the second torsion spring 333, and it remains firmly attached to the housing 21. When the rotational speed of the housing 21 is greater than the set value, the centrifugal force of the locking release device 1423 is sufficient to overcome the restraint of the second torsion spring 333, causing it to be thrown outward, at least partially outside the housing 21.

[0045] To ensure the driving safety of the all-terrain vehicle, especially when the vehicle speed of the all-terrain vehicle 100 is greater than or equal to a threshold (i.e., the all-terrain vehicle 100 is in a high-speed driving state), and to avoid the danger caused by the differential 200 being locked, the differential 200 is in an unlocked state. In this embodiment, the lock release mechanism 33 can unlock the lock actuation mechanism 32. That is, when the lock release mechanism 33 unlocks the lock actuation mechanism 32, regardless of the speed difference between the two sides of the differential 200, the differential 200 will not enter and remain locked. The aforementioned threshold can be set according to different vehicle models to which the differential 200 is applicable; specifically, the threshold can be 20 km / h, 30 km / h, 40 km / h, or 50 km / h. Figure 13As shown, at this time, the first block 332 in the locking release mechanism 33 overcomes the binding force of the elastic element 333, and the first block 332 is in the open state. At this time, regardless of the state of the first starting block 322 and the second starting block 323, the locking start mechanism 32 does not work, and the locking mechanism 31 also does not work. When the differential is in the unlocked state, the all-terrain vehicle 100 is in a high-speed operating state, and the differential 200 is in a high-speed operating state. The differential 200 is not locked, ensuring the safety of the all-terrain vehicle 100 during high-speed operation. Specifically, at high vehicle speeds, the centrifugal force generated by the differential 200 during rotation enables the first block 332 in the locking release mechanism 33 to overcome the binding force of the elastic element 333, and the first block 332 is in the open state. At this time, regardless of whether the first starting block 322 and the second starting block 323 in the locking actuation mechanism 32 are in the open state to overcome the restraining force of the torsion spring 327, the first block 332 cannot engage with either the first starting block 322 or the second starting block 323, and the movement of the first starting block 322 and the second starting block 323 is not restricted by the first block 332. The locking mechanism 31 in the differential 200 is not activated, the differential 200 is not locked, which is equivalent to a normal open differential.

[0046] When the all-terrain vehicle's speed 100 is below a threshold, the differential 200 is in the active state. When the differential is in the active state and the speed difference between the wheels on both sides of the differential 200 is greater than or equal to a preset value, the differential 200 enters a state where... Figure 14In the first operating state shown, the differential 200 is locked. That is, when the speed difference between the wheels on both sides of the differential 200 is greater than or equal to a preset value, the locking actuation mechanism 32 of the differential 200 operates, causing the locking mechanism 31 of the differential 200 to engage, and the differential 200 enters the first operating state, where it is locked. After the differential 200 enters the first operating state, the speed difference between the wheels on both sides of the differential is reduced to almost non-existent. The aforementioned preset value can be set according to the different vehicle models to which the differential 200 is applicable; specifically, the preset value can be 40 rpm or 60 rpm. Specifically, when the speed difference between the wheels on both sides of the differential 200 is greater than a preset value, one wheel slips at a higher speed. The differential 200 then enters its first working state, reducing the speed of the slipping wheel, limiting further slippage of the drive wheel 151 on the slipping side, and transferring torque to the drive wheel 151 on the non-slipping side, thus restoring power distribution to the non-slipping drive wheel 151 and helping the all-terrain vehicle 100 to get out of trouble. The centrifugal force generated by the first starting block 322 and the second starting block 323 in the locking start mechanism 32 during rotation can overcome the restraining force of the torsion spring 327, and the first starting block 322 and the second starting block 323 are in an open state. Since the speed of the all-terrain vehicle 100 is lower than the threshold, the first block 332 in the locking release mechanism 33 cannot overcome the restraining force of the elastic element 333, and the first block 332 is in a compressed state. The first block 332, in its compressed state, and either the first starting block 322 or the second starting block 323, in its open state, mesh with each other. The first starting block 322 and the second starting block 323 cannot continue to rotate. Since the first starting block 322, the second starting block 323, and the first shaft 321 are rigidly connected, the first shaft 321 also cannot rotate. Because the first shaft 321 is also meshed with the connecting gear ring 313 via splines, the rotation of the connecting gear ring 313 is restricted, which in turn restricts the rotation of the second cam 312, which meshes with the connecting gear ring 313. The rotational speeds of the second cam 312 and the first cam 311 cannot match, resulting in a speed difference. Because the second cam 312 has a sloping protrusion 315 on its side opposite to the first cam 311, when there is a speed difference between the first cam 311 and the second cam 312, the second cam 312 is pushed outward. The connecting gear ring 313 is pushed out and pressed by the second cam 312. Under the state of compression, in the friction plate assembly 314, the first friction plate 3141 meshes with the extension 281 of the second half-shaft gear, and the second friction plate 3143 meshes with the inner wall of the end cover. The power is further distributed through the second half-shaft gear 28 and the end cover 23, reducing the speed of the slipping wheel, and enabling the all-terrain vehicle 100 to get out of trouble through the non-slipping wheel. When the differential is in the working state and the speed difference between the wheels on both sides of the differential 200 is less than a preset value, the differential 200 enters the second working state.When the differential 200 is in the second operating state, it is in a state similar to that of a normal open differential, the locking mechanism 31 is not working, and the differential 200 is not locked. Figure 14 As shown, when the differential 200 is in the second working state, the first starting block 322 and the second starting block 323 in the locking starting mechanism 32 do not rotate, or the centrifugal force generated during rotation is insufficient to overcome the restraining force of the torsion spring 327. The first starting block 322 and the second starting block 323 are pressed together under the force of the torsion spring 327, and the locking starting mechanism 32 does not work. Consequently, the locking mechanism 31 also does not work. At this time, the differential 200 is not locked, equivalent to a normal open differential 200.

[0047] The differential 200 includes rotatable components such as a first starting block, a second starting block, and a first block body. The center of gravity of the differential 200 continuously changes depending on its operating state. When the center of gravity of the differential 200 shifts relative to its rotation axis, the differential 200 vibrates during operation. To mitigate this vibration, this embodiment includes a counterweight mechanism to ensure that the shift between the center of gravity and the rotation axis is kept within a small range during operation. Furthermore, in this implementation, the distance between the center of gravity and the rotation axis of the differential 200 is less than or equal to 0.12 mm. When the all-terrain vehicle 100 operates at high speeds (i.e., when its speed is greater than or equal to a threshold), the impact of vibrations during differential operation is further amplified. When the all-terrain vehicle 200 is operating at high speed, the differential 200 is in the unlocked state. The first block 332 opens and at least partially protrudes from the surface of the housing 21, causing a significant deviation between the center of gravity of the differential 200 and its rotation axis (i.e., the first straight line 201). Furthermore, the differential 200 rotates at a high speed in the unlocked state. The vibration caused by the deviation between the center of gravity of the differential 200 and its rotation axis (i.e., the first straight line 201) is significant, adversely affecting the driving quality and safety of the all-terrain vehicle 100. This reduces the driving comfort of the all-terrain vehicle 100 and may even lead to driving safety issues. To address the vibration problem caused by the deviation between the center of gravity of the differential 200 and its rotation axis when the differential 200 is in the unlocked state, this application implements a counterweight mechanism on the housing 21. Specifically, the counterweight mechanism can be a second block 214 positioned on the housing 21 relative to the first block 332 for counterweight purposes. For example... Figure 16 As shown, the first block 332 is rotatably disposed on the side of the housing 21. Figure 17As shown, two planes passing through the first straight line 201 are defined as the first interface 203 and the second interface 204. The first interface 203 and the second interface 204 divide the area into a first region 205 and a second region 206 that are set opposite to each other. The first block 332 and the second block 214 are located in the first region 205 and the second region 206, respectively. The angle α formed between the first interface 203 and the second interface 204 is greater than or equal to 80 degrees and less than or equal to 120 degrees. Figure 17 As shown, the first and second planetary gear sets are composed of multiple planetary gears. The housing 21 forms multiple receiving cavities 211 to accommodate the planetary gears. Projected along the first straight line, the shortest distance from the receiving cavity 211 distributed in the second region 206 to the outer side of the housing 21 is d1, and the shortest distance from the receiving cavity 211 distributed outside the first region 205 and outside the second region 206 to the outer side of the housing 21 is d2. A second block 214 is disposed in the second region 206. The placement of the second block 214 increases the thickness of the housing 21 in the direction perpendicular to the first straight line 201 within the second region 206, making d1 greater than d2. Figure 18 As shown, along the radial direction of the first straight line 201, the average length of the second block 214 is greater than or equal to 4 mm and less than or equal to 6 mm. Along the direction of the first straight line 201, the ratio of the length L1 of the second block 214 to the length L2 of the housing 21 is greater than or equal to 0.2 and less than or equal to 0.3. The counterweight mechanism can also be a counterweight groove 215 at a corresponding position inside the housing 21 (e.g., Figure 17(As shown). The counterweight groove 215 is located outside the first region 205 and the second region 206. Along the projection direction of the first straight line, the projected area of ​​the counterweight groove 215 is greater than or equal to 650 square millimeters and less than or equal to 850 square millimeters. Further, along the projection direction of the first straight line, the projected area of ​​the counterweight groove 215 is greater than or equal to 700 square millimeters and less than or equal to 800 square millimeters. The counterweight groove 215 can be set independently, or it can be set in conjunction with the second weight-reducing groove 213, that is, adjusting the position of at least a part of the second weight-reducing groove 213 so that it can not only meet the function of weight reduction, but also realize the redistribution of the differential weight. After setting the counterweight mechanism, when the differential 200 is in the unlocked state, the distance between the center of gravity of the differential 200 and the first straight line 201 is less than or equal to 0.12 mm. Further, when the differential 200 is in the unlocked state, the distance between the center of gravity of the differential 200 and the first straight line 201 is less than or equal to 0.07 mm. Furthermore, when the differential 200 is in the unlocked state, the distance between the center of gravity of the differential 200 and the first straight line 201 is less than or equal to 0.03 mm. Even further, when the differential 200 is in the unlocked state, the distance between the center of gravity of the differential 200 and the first straight line 201 is less than or equal to 0.02 mm. When the all-terrain vehicle is traveling at high speed, the distance between the center of gravity of the differential 200 and the rotation axis of the differential 200 is even smaller, which can solve the vibration caused by the large deviation between the center of gravity and the rotation axis of the differential 200, ensuring the stability of the all-terrain vehicle 100 at high speeds, and increasing the operational stability and ride comfort of the all-terrain vehicle 100. Existing conventional differentials with locking functions are usually used in larger conventional vehicles. Although the offset between their center of gravity and rotation axis will cause a series of vibrations, due to the large weight of conventional vehicles, these vibrations are relatively insignificant and have little impact on the driving quality and safety of conventional vehicles. However, since all-terrain vehicles are small vehicles with relatively low weight, if a traditional differential with locking function is still used, the vibration caused by the offset of the center of gravity and the rotation axis will have a significant impact on the driving quality of the all-terrain vehicle, and may even affect its driving safety. The differential 200 is redesigned with a new weight distribution, especially for the differential 200 in the unlocked state. This design minimizes the offset of the center of gravity from the rotation axis (i.e., the first straight line 201) when the differential 200 is unlocked, reducing vibration during operation. When the differential 200 is unlocked, the first block 332 is thrown out, increasing the offset of the differential 200's center of gravity from the rotation axis (i.e., the first straight line 201). Therefore, a corresponding weight structure is added to the housing 21 at the position corresponding to the first block 332 to reduce the offset of the center of gravity from the rotation axis (i.e., the first straight line 201) when the differential 200 is unlocked, thereby reducing vibration during operation of the differential 200 in the unlocked state.

[0048] The differential 200 in this application has a locking function, which, when installed on the all-terrain vehicle 100, enhances the all-terrain vehicle 100's ability to pass through difficult road conditions and its ability to get out of trouble. Simultaneously, the differential 200 in this application has undergone a series of lightweight modifications, such as providing weight-reducing grooves 1424 on the housing 21 and end cap 23, and directly mounting the transmission gear 22 onto the housing 21. These weight-reduction measures reasonably reduce the weight of the differential 200, enabling the differential 200 in this application to be well-matched with the all-terrain vehicle 100. The differential 200 in this application has undergone a series of compact modifications, such as directly mounting the transmission gear 22 onto the housing 21, reducing the size of the differential 200 along the first straight line 201 and enabling it to accommodate a smaller transmission gear 22. Simultaneously, the size of the differential 200 perpendicular to the first straight line 201 is reduced, making the differential 200 more compact and suitable for use with the all-terrain vehicle 100. The differential 200 in this application uses a split manufacturing method for the second cam 312 and the connecting gear ring 313, which reduces processing difficulty and production costs while ensuring performance requirements, thus meeting the production and usage requirements of the all-terrain vehicle 100. The differential 200 in this application has undergone a series of counterweight modifications, further reducing the deviation between the differential 200's center of gravity and the rotation axis. This alleviates the vibration problem caused by the deviation between the differential 200's center of gravity and the rotation axis when the all-terrain vehicle 100 is traveling at high speeds, improving the driving quality and stability of the all-terrain vehicle 100.

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

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel, at least partially connected to the vehicle frame; A drive assembly is disposed in the vehicle frame and connected to the vehicle frame; A transmission assembly, at least partially connected to the drive assembly, the transmission assembly including a differential with a locking function, the differential rotating substantially about a first straight line; The walking component is at least partially connected to the transmission component; Its features are: The differential includes: case; An end cap is disposed on one side of the housing and connected to the housing; First half-shaft gear; The first planetary gear set meshes with the first half-shaft gear; Second half-shaft gear; The second planetary gear set meshes with the second half-shaft gear; A locking mechanism is disposed in the cavity formed by the housing and the end cover, and the locking mechanism can lock the first half-shaft gear or the second half-shaft gear; the locking mechanism includes a first cam, a second cam and a connecting gear ring, the first cam is disposed close to the housing and the connecting gear ring is disposed close to the end cover; the surface of the first cam close to the second cam and the surface of the second cam close to the first cam both form inclined protrusions, and the inclined protrusions of the first cam and the inclined protrusions of the second cam cooperate with each other; the second cam and the connecting gear ring are independently disposed, the connecting gear ring is sleeved on the outside of the second cam, and the connecting gear ring and the second cam are rigidly connected by a spline structure; the second cam is made of powder metallurgy material and the connecting gear ring is made of forged material; A locking and actuating mechanism is provided on the housing. The locking and actuating mechanism includes a first shaft provided on the housing. The first shaft meshes with the outer edge of the connecting gear ring through a spline structure. A locking release mechanism is provided on the housing, and the locking release mechanism includes a first block, which is rotatably connected to the housing; The second body is disposed on the shell; When the speed of the all-terrain vehicle is greater than or equal to a threshold, the differential is in the unlocked state and the first block is in the open state; two planes passing through the first straight line are defined as the first interface and the second interface, the first interface and the second interface divide the first region and the second region that are set opposite to each other, the first block and the second block are located in the first region and the second region respectively, and the included angle formed between the first interface and the second interface is greater than or equal to 80 degrees and less than or equal to 120 degrees; The differential also includes a weight reduction mechanism and a counterweight mechanism. The weight reduction mechanism includes a weight reduction groove disposed inside the housing, and the counterweight mechanism includes a counterweight groove disposed inside the housing. The counterweight groove is located in a region outside the first region and the second region. The counterweight groove and the weight reduction groove are configured to cooperate with each other to satisfy the weight reduction function and realize the redistribution of the differential weight.

2. The all-terrain vehicle according to claim 1, characterized in that: The threshold is 20 km / h. When the speed of the all-terrain vehicle is greater than or equal to 20 km / h, the differential is in the unlocked state. When the differential is in the unlocked state, in a preset plane perpendicular to the first straight line and passing through the center of gravity of the differential, the distance between the center of gravity of the differential and the first straight line is less than or equal to 0.12 mm.

3. The all-terrain vehicle according to claim 1, characterized in that: When the all-terrain vehicle is in the unlocked state, in a preset plane perpendicular to the first straight line and passing through the center of gravity of the differential, the distance between the center of gravity of the differential and the first straight line is less than or equal to 0.03 mm.

4. The all-terrain vehicle according to claim 1, characterized in that: Along the radial direction of the first straight line, the average length of the second block is greater than or equal to 4 mm and less than or equal to 6 mm.

5. The all-terrain vehicle according to claim 1, characterized in that: Along the direction of the first straight line, the ratio of the length of the second block to the length of the shell is greater than or equal to 0.2 and less than or equal to 0.

3.

6. The all-terrain vehicle according to claim 1, characterized in that: The first planetary gear set and the second planetary gear set are composed of multiple planetary gears. The housing forms multiple receiving cavities to accommodate the planetary gears. Projected along the first straight line direction, the shortest distance from the receiving cavity distributed in the second region to the outer side of the housing is d1, and the shortest distance from the receiving cavity distributed outside the first region and outside the second region to the outer side of the housing is d2, where d1 is greater than d2.

7. The all-terrain vehicle according to claim 1, characterized in that: At least one weight-reducing mechanism is provided on at least one of the outer side of the housing, the inside of the housing, or the outside of the end cap, and the ratio of the weight of the housing and the end cap to the weight of the differential is greater than or equal to 0.4 and less than or equal to 0.

6.

8. The all-terrain vehicle according to claim 7, characterized in that: The weight reduction mechanism includes at least one of a first weight reduction groove disposed on the outer side of the housing, a second weight reduction groove disposed inside the housing, and / or a third weight reduction groove disposed on the outer side of the end cap.

9. The all-terrain vehicle according to claim 1, characterized in that: The housing is further provided with a counterweight groove, which is located outside the first region and the second region. Along the projection direction of the first straight line, the projected area of ​​the counterweight groove is greater than or equal to 650 square millimeters and less than or equal to 850 square millimeters.

10. The all-terrain vehicle according to claim 1, characterized in that: The locking mechanism further includes a friction plate assembly, which includes a first friction plate and a second friction plate. The first friction plate and the second friction plate are alternately arranged. The first friction plate includes an internal spline that meshes with the second half-shaft gear, and the second friction plate includes an external protrusion that meshes with the end cover.

Images