All-terrain vehicle

Abstract

The application relates to the field of vehicle technology and discloses an all-terrain vehicle, which comprises wheels, a power source, a front axle assembly and an input shaft. The wheels comprise front wheels and rear wheels. The power source drives the wheels to rotate. The front axle assembly is connected with the front wheels. The input shaft is connected with the front axle assembly and the power source. The front axle assembly comprises a driven device, an output gear, a first connecting wheel, a second connecting wheel and a friction assembly. The driven device comprises a fixedly connected driven gear and an inner housing. The output gear drives the front wheels. The first connecting wheel is engaged with the output gear. The second connecting wheel is engaged with the inner housing. The locking mechanism can drive the friction assembly to switch between a compression state and a free state. When the friction assembly is in the free state, the friction resistance between the output gear and the driven device is smaller than that when the friction assembly is in the compression state. The friction torque of the friction assembly is increased, the assembly efficiency of the friction assembly is improved, and the size of the transmission assembly is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an all-terrain vehicle. Background Technology

[0002] When an all-terrain vehicle (ATV) is turning, the inner and outer wheels travel different distances in the same amount of time, resulting in a speed difference between the two wheels. To allow the inner and outer wheels to rotate at different speeds when the ATV is traveling on a curve, a differential needs to be installed in the drive axle. However, when the ATV is traveling on poor road conditions, especially on muddy, slippery, and other harsh surfaces, its ability to move is severely affected. For example, if one wheel is stuck in mud or suspended in the air, even if the other wheel is on a good surface, it will not be able to move forward due to slippage. This is because the wheel in the mud has little traction with the ground and will spin freely, while the wheel with traction does not receive driving force due to the differential. Therefore, a locking mechanism is needed to lock the gears in the differential, causing the differential to lose its differential function and transmit torque to the wheel that is not slipping, thus giving the ATV power and enhancing its ability to get out of trouble.

[0003] The differential locks via a friction assembly. If the frictional resistance were directly connected to the half-shaft gear, the force on the friction assembly would increase, posing a risk of deformation and affecting the frictional torque. Furthermore, it would require more friction plates, increasing the length of the friction assembly and the manufacturing cost of the differential. The traditional differential structure also hinders the optimization of its dimensions. Summary of the Invention

[0004] This application provides an all-terrain vehicle that connects a friction assembly via a first connecting wheel and a second connecting wheel, thereby increasing the friction torque of the friction assembly, improving the assembly efficiency of the friction assembly, and reducing the size of the transmission assembly.

[0005] This application provides an all-terrain vehicle, comprising: wheels, including front wheels and rear wheels; a power source for driving the wheels to rotate; a front axle assembly connected to the front wheels; an input shaft connecting the front axle assembly and the power source; the front axle assembly includes: a drive gear driven by the input shaft; a driven device including a driven gear and an inner housing fixedly connected, the driven gear meshing with the drive gear; an output gear for driving the front wheels; a first connecting wheel meshing with the output gear; a second connecting wheel meshing with the inner housing; a friction assembly including a plurality of friction elements, at least some of the friction elements being connected to the first connecting wheel, and at least some of the friction elements being connected to the second connecting wheel; and a locking mechanism capable of driving the friction assembly to switch between a compressed state and a free state, wherein when the friction assembly is in the free state, the frictional resistance between the output gear and the driven device is less than when the friction assembly is in the compressed state.

[0006] Optionally, the driven gear rotates about a first axis, and along the radial direction of the first axis, the projection of the first connecting wheel at least partially overlaps with the projection of the second connecting wheel.

[0007] Optionally, the driven gear rotates about the first axis, and along the radial direction of the first axis, the projection of the first connecting wheel is located within the projection of the second connecting wheel.

[0008] Optionally, the first transmission system further includes a first housing that supports the driving gear and the driven device, wherein the diameter of the first housing in the radial direction on the first axis is set to be greater than or equal to 150 mm and less than or equal to 220 mm.

[0009] Optionally, the friction assembly includes a first friction assembly and a second friction assembly. The first friction assembly includes a first internal tooth portion, and the first connecting wheel includes a first external tooth portion. The first internal tooth portion and the first external tooth portion mesh with each other.

[0010] Optionally, the second friction assembly includes a second external tooth portion, and the second connecting wheel includes a second internal tooth portion, with the second external tooth portion and the second internal tooth portion meshing.

[0011] Optionally, the diameter ratio of the second connecting wheel to the first connecting wheel is greater than or equal to 1.4 and less than or equal to 1.6.

[0012] Optionally, the diameter of the first connecting wheel is greater than or equal to 60 mm and less than or equal to 90 mm.

[0013] Optionally, the diameter of the second connecting wheel is greater than or equal to 95 mm and less than or equal to 145 mm.

[0014] Optionally, the output gear includes circumferentially distributed splines, and a first connecting wheel is sleeved on and meshes with the output gear.

[0015] The beneficial effects of this application are:

[0016] By connecting the friction assembly with the first connecting wheel and the second connecting wheel, the stress on the friction assembly can be reduced, the risk of deformation of the friction assembly can be reduced, and the friction torque of the friction assembly can be increased without excessively increasing the number of friction plates, thus making the structure compact.

[0017] By positioning the friction assembly using the first and second connecting wheels, the friction assembly can be installed quickly, thus improving the assembly speed.

[0018] The friction assembly is sleeved on the outside of the output gear, reducing the layout space and making the structure compact.

[0019] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0020] Figure 1 A perspective view of the all-terrain vehicle provided in this application in a specific embodiment;

[0021] Figure 2 This is a perspective view of the front axle system and the rear axle system of the all-terrain vehicle provided in this application in a specific embodiment;

[0022] Figure 3 for Figure 1 An exploded diagram of the front axle system of an all-terrain vehicle;

[0023] Figure 4 for Figure 1 A schematic diagram of the structure of the drive unit of the second transmission assembly of the all-terrain vehicle located in the first position;

[0024] Figure 5 for Figure 1 A schematic diagram of the structure in which the drive unit of the second transmission assembly of the all-terrain vehicle is located in the second position;

[0025] Figure 6 for Figure 1 A three-dimensional structural diagram of the front axle system of an all-terrain vehicle;

[0026] Figure 7 for Figure 1 A cross-sectional view of the front axle system of an all-terrain vehicle from one angle;

[0027] Figure 8 for Figure 1 A cross-sectional view of the front axle system of the all-terrain vehicle from another angle;

[0028] Figure 9 for Figure 1 A cross-sectional schematic diagram of the first transmission assembly of the all-terrain vehicle in the diagram;

[0029] Figure 10 for Figure 1 A three-dimensional structural diagram of the second connecting wheel of an all-terrain vehicle;

[0030] Figure 11 for Figure 1 A structural schematic diagram of the first support component of the all-terrain vehicle in the diagram;

[0031] Figure 12 for Figure 1 A schematic diagram of the gear disc in the first transmission assembly of an all-terrain vehicle.

[0032] Figure label:

[0033] 100 - All-terrain vehicle; 120 - Wheel; 110 - Power source; 130 - Input shaft; 200 - Front axle system; 300 - Rear axle system; 140 - Frame assembly; 210 - First transmission assembly; 220 - Second transmission assembly; 211 - Transmission mechanism; 221 - Drive unit; 222 - Connector; 212 - Drive gear; 213 - Driven device; 121 - Front wheel; 214 - Output gear; 230 - Output shaft; 223 - Pawl; 201-First housing; 2131-Driven gear; 101-First shaft; 2132-Inner housing; 215-Connecting device; 2151-First connecting wheel; 2152-Second connecting wheel; 216-Planetary gear; 217-First friction assembly; 218-Locking mechanism; 2171-First internal tooth; 2153-First external tooth; 2172-Second external tooth; 2154-Second internal tooth; 2155-First meshing part; 2156-Annular wall; 2157 - Assembly cavity; 2174 - Second friction assembly; 2173 - First friction assembly; 2182 - Locking device; 2183 - Tray; 2184 - Ball bearing; 2185 - Inclined raceway; 250 - Housing; 251 - First receiving cavity; 252 - Second receiving cavity; 2158 - Second engaging part; 253 - First cover; 254 - Second cover; 260 - First support member; 270 - Third receiving cavity; 262 - Third support member; 261 - ... Two support components: 2159 - External gear ring; 2160 - Second gear; 263 - First side end; 264 - Second side end; 291 - Connecting pin; 290 - Pin hole; 293 - Planetary gear shaft; 292 - Connecting hole; 2143 - Gear post; 2144 - Internal spline; 2145 - First opening; 2146 - Second opening; 2147 - Plug; 2148 - Encapsulation component; 280 - Detection assembly; 283 - First sensor; 284 - Second sensor

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0035] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0036] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0037] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0038] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0039] It should be noted that the directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this application are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when it is mentioned that an element is connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected to the other element "upper" or "lower" through an intermediate element.

[0040] Reference Figure 1 and Figure 2 This application provides an all-terrain vehicle 100, including: a power source 110, wheels 120, an input shaft 130, a front axle system 200, and a rear axle system 300. The wheels 120 include front wheels 121 and rear wheels. The front axle system 200 connects to the front wheels 121, and the rear axle system 300 connects to the rear wheels. The input shaft 130 connects the front axle system 200 and the power source 110, and the power source 110 transmits power to the front axle system 200 via the input shaft 130. The all-terrain vehicle 100 also includes a frame assembly 140 and body panels. The frame assembly 140 serves as a skeleton, supporting and connecting the various components of the all-terrain vehicle 100, and bearing various loads from inside and outside the vehicle. The body panels are at least partially connected to the frame assembly 140, and the wheels 120 are at least partially connected to the frame assembly 140. The power source 110 is mounted on the frame assembly 140 and provides power for the movement of the all-terrain vehicle 100. The power source 110 can be an engine or an electric motor.

[0041] The All-Terrain Vehicle 100 adapts to different road conditions and is usually set to a four-wheel drive structure. Its driving status can be switched between two-wheel drive and four-wheel drive according to road conditions. The existing All-Terrain Vehicle 100 driving function is usually set to two-wheel drive and four-wheel drive, which are achieved by contacting and cooperating with the half-shaft gears.

[0042] Reference Figure 3 , Figure 4 as well as Figure 5The front axle system 200 includes a first transmission assembly 210 and a second transmission assembly 220, which are connected together. An input shaft 130 is connected to the second transmission assembly 220. The second transmission assembly 220 includes a drive device 221 and a connector 222. The drive device 221 can drive the connector 222 to switch between a first position and a second position. When the connector 222 is in the first position, it engages with the first transmission assembly 210 and the input shaft 130, at which time the power source 110 drives the input shaft 130 to drive the front wheel 121 to rotate. When the connector 222 is in the second position, it disconnects the first transmission assembly 210 and the input shaft 130, at which time the input shaft 130 does not drive the front wheel 121 to rotate.

[0043] Reference Figure 3 , Figure 7 as well as Figure 8 The first transmission assembly 210 includes a drive gear 212, a driven device 213, and an output gear 214. The output gear 214 drives the front wheel 121 and includes a first output gear 2141 and a second output gear 2142. The first output gear 2141 and the second output gear 2142 are arranged opposite to each other and are used to drive the left and right wheels of the front wheel 121, respectively. The drive gear 212 is driven by the input shaft 130. The front axle system 200 also includes an output shaft 230 connected to the drive gear 212. The output shaft 230 is provided with a spline that can mesh with the connector 222. The drive device 221 can drive the connector 222 to switch between a first position and a second position. The second transmission assembly 220 also includes a pawl 223 that connects the connector 222 and the drive device 221. The drive device 221 drives the connector 222 to switch to the first position or the second position through the pawl 223. When connector 222 is in the first position, it engages with the spline of output shaft 230, simultaneously connecting input shaft 130 and output shaft 230. At this time, power source 110 drives output shaft 230 to rotate front wheel 121. When connector 222 is in the second position, it disengages from the spline of output shaft 230, disconnecting input shaft 130 and output shaft 230. At this time, input shaft 130 does not drive front wheel 121 to rotate.

[0044] Reference Figure 3 , Figure 6 , Figure 7 as well as Figure 8The first transmission assembly 210 has a first state in which the output gear 214 and the driven device 213 rotate synchronously, and a second state in which the output gear 214 and the driven device 213 rotate relative to each other. The first transmission assembly 210 includes a first housing 201 that supports the driving gear 212 and the driven device 213. The second transmission assembly 220 includes a second housing 224, a drive device 221 is disposed within the second housing 224, the second housing 224 is connected to the first housing 201, and a connecting device 215 is installed within the second housing 224. Optionally, the second housing 224 is supported by the first housing 201, and the second transmission assembly 220 is directly supported by the first transmission assembly 210. The drive device 221 can be a motor. The drive device 221 is connected to the connecting member 222, and the drive device 221 drives the connecting member 222 to switch between a first position and a second position. The user sends a switching command according to driving needs, and the controller controls the drive device 221 to operate, thereby switching the connecting member 222 between the first and second positions.

[0045] The all-terrain vehicle 100 also includes a transmission assembly that connects the power source 110 and the wheels 120, and is positioned between the power source 110 and the front axle system 200. A second transmission assembly 220 is mounted on the axle side of the input shaft 130, and a first transmission assembly 210 is also mounted on the axle side of the input shaft 130. The first transmission assembly 210 connects to and supports the second transmission assembly 220, reducing the need for intermediate support structures for the second transmission assembly 220, thus achieving a reduction in parts and a more compact overall structure. Positioning the second transmission assembly 220 outside the housing of the power source 110 relatively reduces the size and center of gravity of the power source 110, resulting in smoother vehicle operation. It also facilitates the maintenance of the second transmission assembly 220, allowing for maintenance without disassembling the power source 110. Meanwhile, the first transmission assembly 210 and the second transmission assembly 220 are adjacent and connected. The output shaft 230 of the first transmission assembly 210 and the connecting piece 222 of the second transmission assembly 220 can be directly connected, reducing the length of the connecting piece 222, relatively reducing the overall size and weight of the machine, saving costs, and simplifying the structure. Optionally, the first housing 201 and the second housing 224 are integrally formed.

[0046] The projection of the second housing 224 onto the radial direction of the input shaft 130 at least partially overlaps with the projection of the connector 222, thereby making the structure of the second transmission mechanism 211 compact and relatively reducing the length of the connector 222.

[0047] The driven device 213 includes a driven gear 2131 and an inner housing 2132 fixedly connected. The driven gear 2131 meshes with the driving gear 212. The inner housing 2132 can be fixedly connected to the driven gear 2131 by bolts or other connecting parts 222. The driving gear 212 drives the driven gear 2131 to rotate, thereby causing the driven gear 2131 and the inner housing 2132 to rotate synchronously. The driven gear 2131 can be driven by the driving gear 212 to rotate around the first axis 101. At the same time, the inner housing 2132 is driven by the driven gear 2131 to rotate around the first axis 101. Optionally, the driving gear 212 and the driven gear 2131 are meshing bevel gears.

[0048] The first transmission assembly 210 further includes a connecting device 215, which connects the driven gear 2131 and the output gear 214. The connecting device 215 includes a first connecting wheel 2151 and a second connecting wheel 2152. The first connecting wheel 2151 meshes with the output gear 214, and the second connecting wheel 2152 meshes with the inner housing 2132. The output gear 214 and the driven device 213 are connected through the first connecting wheel 2151 and the second connecting wheel 2152, so that the driven device 213 can indirectly drive the output gear 214 to rotate. The output gear 214 is connected to the front wheel 121 through a connecting shaft, thereby driving the front wheel 121 to rotate.

[0049] When the all-terrain vehicle 100 is turning, the inner and outer wheels 120 travel different distances in the same amount of time, resulting in a speed difference between the inner and outer wheels 120. Similarly, when the all-terrain vehicle 100 traverses uneven terrain, a speed difference between the inner and outer wheels 120 will also occur. To enable the inner and outer wheels 120 to rotate at different speeds when the all-terrain vehicle 100 is traveling on a curve, a first transmission assembly 210 is used to achieve differential rotation of the inner and outer wheels 120. Thus, by providing the first transmission assembly 210, which has a first state in which the output gear 214 and the driven device 213 rotate synchronously, and a second state in which the output gear 214 and the driven device 213 rotate relative to each other, differential rotation of the inner and outer wheels 120 is achieved. The first transmission assembly 210 also includes a planetary gear 216, which is connected to the driven device 213 and meshes with the output gear 214. Planetary gears 216 are disposed inside the inner housing 2132. Planetary gears 216 are connected to the driven device 213, and the planetary gears 216 as a whole can be driven by the driven device 213 to rotate around the first axis 101, which is the revolution of the planetary gears 216. Planetary gears 216 can also rotate around their own axis of rotation. There are four planetary gears 216, and their axes of rotation are parallel to the first axis 101. Planetary gears 216 mesh with the output gear 214, and the driven device 213 drives the planetary gears 216 to revolve, thereby driving the output gear 214 to rotate. By providing four planetary gears 216, the stability of the engagement between the planetary gears 216 and the output gear 214 can be improved, and the strength of the transmission mechanism 211 can be increased. When the left and right wheels 120 rotate at the same speed, the planetary gear 216 does not rotate. However, when the vehicle turns, the left and right wheels 120 rotate at different speeds. This causes the planetary gear 216 to rotate through the output gear 214, resulting in a decrease in the speed of the inner output gear 214 and an increase in the speed of the outer output gear 214, thus achieving a difference in the speed of the two wheels 120.

[0050] All-terrain vehicle 100 typically travels on muddy, slippery, and other harsh road surfaces, which severely affects its mobility. For example, if one wheel 120 is stuck in mud or suspended in the air, even if the other wheel 120 is on a good surface, it cannot move forward due to slippage. This is because the wheel 120 in the mud has little adhesion to the ground, causing it to spin freely. Meanwhile, the wheel 120 with adhesion to the ground does not receive driving force due to the action of the first transmission assembly 210. Therefore, it is necessary to lock the output gear 214 in the first transmission assembly 210 through the locking mechanism 218, so that the first transmission assembly 210 loses its differential function and transmits torque to the wheel 120 that is not slipping, thereby enabling the all-terrain vehicle 100 to obtain power and enhancing its ability to get out of trouble.

[0051] Therefore, referring to Figure 8 and Figure 9 The first transmission assembly 210 includes a friction assembly 217 and a locking mechanism 218. The friction assembly 217 includes multiple friction elements, at least some of which are connected to a first connecting wheel 2151, and at least some of which are connected to a second connecting wheel 2152. The first connecting wheel 2151 is connected to the output gear 214, and the second connecting wheel 2152 meshes with the inner housing. Thus, the friction elements are indirectly connected to the output gear 214 and the inner housing 2132 through the first connecting wheel 2151 and the second connecting wheel 2152. The locking mechanism 218 can drive the friction assembly 217 to switch between a pressed state and a free state. Compared to the free state, when the friction assembly 217 is in the pressed state, the friction assembly 217 increases the frictional resistance between the output gear 214 and the driven device 213, thereby reducing the relative speed between the output gear 214 and the driven gear 2131 or even approaching their synchronous rotation, in order to achieve the purpose of limiting slip.

[0052] The first friction assembly 2173 includes a first internal tooth portion 2171, and the first connecting wheel 2151 includes a first external tooth portion 2153. The first internal tooth portion 2171 and the first external tooth portion 2153 mesh, thereby connecting the first friction assembly 2173 and the first connecting wheel 2151. The second friction assembly 2174 includes a second external tooth portion 2172, and the second connecting wheel 2152 includes a second internal tooth portion 2154. The second external tooth portion 2172 and the second internal tooth portion 2154 mesh, thereby connecting the second friction assembly 2174 and the second connecting wheel 2152.

[0053] The first connecting wheel 2151 includes a first meshing portion 2155 connected to the output gear 214. The first meshing portion 2155 is formed on the inner side of the first connecting wheel 2151. The output gear 214 has splines on its circumference corresponding to the first meshing portion 2155. The first meshing portion 2155 can mesh with the splines on the circumference of the output gear 214, thereby meshing the first connecting wheel 2151 and the output gear 214. The output gear 214 includes a first output gear 2141 and a second output gear 2142, which are distributed to drive the wheels 120 on both sides. The splines of the first connecting wheel 2151 and the first output gear 2141 mesh, thereby connecting the first connecting wheel 2151 to the first output gear 2141. The second output gear 2142 meshes with the driven gear 2131, and the second output gear 2142 passes through the driven gear 2131.

[0054] Reference Figure 9 and Figure 10The second connecting wheel 2152 includes an annular wall 2156 and an assembly cavity 2157 formed by the annular wall 2156. A second meshing portion 2158 is also formed at one end of the second connecting wheel 2152. One end of the inner housing 2132 has a connecting spline. The second meshing portion 2158 and the connecting spline mesh and connect, so that the second connecting wheel 2152 can be connected to the inner housing 2132. The friction assembly 217 includes a first friction assembly 2173 and a second friction assembly 2174. Both the first friction assembly 2173 and the second friction assembly 2174 are disposed in the assembly cavity 2157 inside the second connecting wheel 2152. The first friction assembly 2173 includes a plurality of first friction plates, and the second friction assembly 2174 includes a plurality of second friction plates. The first friction plates and the second friction plates are arranged alternately. The sides of the first friction plates and the second friction plates are friction surfaces made of friction material. The friction between the first friction plates and the second friction plates increases the friction between the output gear 214 and the driven device 213.

[0055] The all-terrain vehicle 100 includes a controller for controlling vehicle operation. The locking mechanism 218 includes a drive element 2181 and a locking device 2182, which is controlled by the controller. When necessary, the locking mechanism 218 locks the output gear 214 within the first transmission assembly 210, disabling the differential function of the first transmission assembly 210. Optionally, the drive element 2181 is a motor. Optionally, the locking device 2182 can be an electromagnetic coil. The locking device 2182 abuts against the friction plate, pushing the friction assembly 217 to bring it into a compressed state.

[0056] The locking device 2182 includes a tray 2183 and balls 2184. The tray 2183 forms a ramped raceway 2185 within which the balls 2184 roll. The ramped raceway 2185 is recessed along the axial direction of the tray 2183, and along the circumference of the tray 2183, the depth of the recess in the direction of the first axis 101 gradually increases. The tray 2183 can be driven to rotate around the first axis 101 and can be stopped by the locking device 2182. When the differential locking function is required, the controller controls the locking device 2182 to stop the tray 2183 from rotating. The balls 2184 slide from the area with a large recess depth to the area with a small recess depth in the ramped raceway 2185 due to inertia. As a result, the position of the balls 2184 relative to the tray 2183 shifts outward, pushing the tray 2183 to press against the friction assembly 217, so that the friction assembly 217 enters the pressed state.

[0057] The first transmission component 210 also includes a wave spring, one end of which abuts against the tray 2183, and the other end against the electromagnetic coil. Under the elastic restoring force of the wave spring, the tray 2183 can automatically reset, at which point the friction component 217 enters a free state. The locking mechanism 218 can drive the friction component 217 to switch between a free state and a pressed state. When the friction component 217 switches from the free state to the pressed state, the frictional force between the output gear 214 and the driven gear 2131 increases accordingly. Therefore, when the friction component 217 is in the free state, the frictional resistance between the output gear 214 and the driven device 213 is less than when the friction component 217 is in the pressed state. As the tray 2183 gradually presses against the friction assembly 217, the friction assembly 217 enters a compressed state. The friction force provided by the friction assembly 217 gradually increases, which relatively increases the friction force between the output gear 214 and the driven device 213, thereby limiting the relative rotation of the output gear 214 and the driven device 213. Here, the output gear 214 and the driven device 213 will still rotate relative to each other, but by increasing the friction force between the two through the friction assembly 217, the relative rotation speed of the output gear 214 and the driven device 213 is relatively reduced, so as to achieve the purpose of limiting slip.

[0058] The locking mechanism 218 may include an electromagnetic coil, and the locking mechanism 218 may also include a magnetic element, which is arranged adjacent to the tray 2183, and the ball 2184 is located between the magnetic element and the tray 2183. The specific operation for locking the first transmission assembly 210 is as follows: by detecting the rotational speed of the first output gear 2141 and the second output gear 2142, it is determined whether the first transmission assembly 210 needs to be locked. When locking is required, the electromagnetic coil is energized, and the electromagnetic coil attracts the magnetic component, thereby compressing the wave spring, causing the magnetic component to move along its axial direction away from the friction assembly 217. At this time, a rotational speed difference is generated between the magnetic component and the tray 2183, causing the ball 2184 to roll from the deeper recess of the inclined raceway 2185 to the shallower recess, thereby pushing the pressing component to move along its axial direction and closer to the first mating gear, until the tray 2183 presses against the friction plate assembly, so that the first friction plate and the second friction plate are in a state of mutual pressing, that is, the first output gear 2141 and the second output gear 2142 are in a state of relatively slow rotation, and the frictional resistance between the output gear 214 and the driven device 213 is increased. At this time, the first transmission assembly 210 is in a locked state.

[0059] When the first transmission assembly 210 needs to be unlocked, the electromagnetic coil is de-energized, and the attraction of the electromagnetic coil to the tray 2183 disappears. Under the elastic restoring force of the wave spring, the magnetic component automatically resets, so that the rotational speed of the magnetic component and the tray 2183 around the axis of the tray 2183 is synchronized. This causes the ball 2184 to roll from the shallower recess of the inclined raceway 2185 to the deeper recess, so that the pressing component moves along its axial direction away from the first mating gear, releasing the pressure on the friction plate assembly. The first friction plate and the second friction plate separate, so that there is a gap between the first friction plate and the second friction plate, thereby enabling the first mating gear and the second mating gear to generate a speed difference, so that the first output gear 2141 can rotate relative to the second output gear 2142. At this time, the first transmission assembly 210 returns to the free state.

[0060] Optionally, the locking mechanism 218 may include a motor, with the ball bearing 2184 clamped between the tray 2183 and the first cover 253. The tray 2183 can be driven by the motor to rotate around the first axis 101. The specific operation for locking the first transmission assembly 210 is as follows: by detecting the rotational speeds of the first output gear 2141 and the second output gear 2142, it is determined whether locking the first transmission assembly 210 is necessary. When locking is required, the motor drives the tray 2183 to rotate, thereby compressing the wave spring. At this time, the tray 2183 and the first cover 253... The difference in rotational speed causes the ball 2184 to roll from a deeper recess in the inclined raceway 2185 to a shallower recess, pushing the pressing member to move along its axial direction and closer to the first mating gear, until the tray 2183 presses against the friction plate assembly, so that the first friction plate and the second friction plate are in a state of mutual compression, that is, the first output gear 2141 and the second output gear 2142 are in a state of relatively slower rotation, and the frictional resistance between the output gear 214 and the driven device 213 is increased. At this time, the first transmission assembly 210 is in a locked state.

[0061] The above is only a brief description of the specific structure and working process of the ball bearing 2184 and the ramp raceway 2185. For those skilled in the art of ramp ball bearing 2184 actuators, its more detailed configuration and working process are well known.

[0062] Driven gear 2131 rotates about first axis 101. Along the radial direction of first axis 101, the projection of first connecting wheel 2151 at least partially overlaps with the projection of second connecting wheel 2152. First connecting wheel 2151 is disposed within assembly cavity 2157 formed by second connecting wheel 2152, thereby integrating first connecting wheel 2151 and friction assembly 217 into the middle of second connecting wheel 2152. First connecting wheel 2151 is sleeved on first output gear 2141, thereby first output gear 2141 passes through assembly cavity 2157 of second connecting wheel 2152. Along the radial direction of the first axis 101, the projection of the first connecting wheel 2151 in this direction at least partially overlaps with the projections of the first output gear 2141 and the friction assembly 217 in this direction, thereby making the first connecting wheel 2151, the second connecting wheel 2152, the friction assembly 217 and the first output gear 2141 compactly arranged, and simultaneously realizing the connection of the first connecting wheel 2151 and the second connecting wheel 2152, as well as the connection and assembly of the first connecting wheel 2151 and the second connecting wheel 2152 to the friction assembly 217, and making the first output assembly connected to the first connecting wheel 2151.

[0063] Optionally, the driven gear 2131 rotates about the first axis 101, and along the radial direction of the first axis 101, the projection of the first connecting wheel 2151 is located within the projection of the second connecting wheel 2152.

[0064] By setting the first connecting wheel 2151 to connect the friction assembly 217 and the second connecting wheel 2152, the friction assembly 217 is sleeved on the first connecting wheel 2151 in the circumferential direction, thereby reducing the force on the friction assembly 217 and reducing the risk of deformation of the friction assembly 217.

[0065] By connecting the inner ring of the friction assembly 217 to the first connecting wheel 2151, the outer diameter of the contact surface of the friction assembly 217 can be relatively increased, thereby increasing the frictional torque that the friction assembly 217 can provide. This allows for a reduction in the number of friction components while providing the same required frictional force, thus reducing the overall weight of the first transmission assembly 210. Reducing the number of friction components can also relatively reduce the length of the first transmission assembly 210 in the circumferential direction of the first axis 101.

[0066] By assembling the first connecting wheel 2151 and the friction assembly 217 inside the second connecting wheel 2152, assembly efficiency can be improved. The first friction assembly 2173 and the second friction assembly 2174 can be assembled between the first connecting wheel 2151 and the second connecting wheel 2152. The first connecting wheel 2151 and the second connecting wheel 2152 connect and limit the first friction assembly 2173 and the second friction assembly 2174, so that the numerous first friction pieces and second friction pieces are aligned and can rub against each other. The limiting effect of the first connecting wheel 2151 and the second connecting wheel 2152 allows for quick assembly of the first friction pieces and the second friction pieces, eliminating the need to align and install each friction piece individually onto the first connecting wheel 2151 and the second connecting wheel 2152, thus optimizing installation efficiency.

[0067] Optionally, the diameter of the first connecting wheel 2151 is greater than or equal to 70 mm and less than or equal to 80 mm. The diameter of the second connecting wheel 2152 is greater than or equal to 110 mm and less than or equal to 130 mm. The friction assembly 217 is arranged above the spline circumference of the output gear 214, which can reduce the width of the output gear 214, resulting in better force distribution on the output gear 214. This also reduces the width of the first transmission assembly 210, leading to a more compact structure.

[0068] Optionally, the diameter of the first connecting wheel 2151 is greater than or equal to 60 mm and less than or equal to 90 mm. The diameter of the second connecting wheel 2152 is greater than or equal to 95 mm and less than or equal to 145 mm. The friction assembly 217 is arranged above the spline circumference of the output gear 214, which can reduce the width of the output gear 214, resulting in better force distribution on the output gear 214. This also reduces the width of the first transmission assembly 210, leading to a more compact structure.

[0069] Optionally, the diameter ratio of the second connecting wheel 2152 to the first connecting wheel 2151 is greater than or equal to 1.4 and less than or equal to 1.6. While ensuring the strength of the first connecting wheel 2151 and the second connecting wheel 2152, the size of the friction assembly 217 is optimized, ensuring that the friction force provided by the friction assembly 217 meets the operating requirements of the first transmission assembly 210, and making the overall structure of the first transmission assembly 210 relatively compact.

[0070] Optionally, the diameter ratio of the second connecting wheel 2152 to the first connecting wheel 2151 is greater than or equal to 1.2 and less than or equal to 1.8. Optionally, the diameter ratio of the second connecting wheel 2152 to the first connecting wheel 2151 is greater than or equal to 1.4 and less than or equal to 1.5.

[0071] The first housing 201 includes a box 250, which forms a first receiving cavity 251 and a second receiving cavity 252. A friction assembly 217 is disposed in the first receiving cavity 251, and a driven gear 2131 is disposed in the second receiving cavity 252. The first housing 201 also includes a first cover 253 and a second cover 254. The first cover 253 encloses the first receiving cavity 251, and the second cover 254 encloses the second receiving cavity 252. The first connecting wheel 2151, the second connecting wheel 2152, and the friction assembly 217 are all placed as a whole in the first receiving cavity 251. At least a portion of the first output gear 2141 is also placed in the first receiving cavity 251, with one end of the first output gear 2141 extending out of the first housing 201. Alternatively, the connecting shaft connecting the front wheel 121 and the output gear 2141 can extend into the first receiving cavity 251, allowing the first output gear 2141 to connect to the front wheel 121. The first cover 253 forms an opening for one end of the first output gear 2141 to output, so that the first output gear 2141 extends out of the first cover 253, or the connecting shaft connecting the first output gear 2141 and the front wheel 121 can extend into the first cover 253. The second output gear 2142 is at least partially disposed in the second receiving cavity 252. Optionally, the second output gear 2142 is completely disposed in the second receiving cavity 252, and one end of the second output gear 2142 can extend out of the second housing 224, or the connecting shaft connecting the front wheel 121 and the output gear 214 can extend into the first receiving cavity 251. The second cover 254 is also provided with an opening to realize the connection between the second output gear 2142 and the front wheel 121.

[0072] Reference Figure 11 The first housing 201 further includes an extension wall 255 extending inward from the side wall of the housing 250. A first receiving cavity 251 and a second receiving cavity 252 are disposed at both ends of the extension wall 255. Thus, the friction assembly 217 and the driven gear 2131 are disposed at both ends of the extension wall 255, separated by the extension wall 255. The first receiving cavity 251 and the second receiving cavity 252 are connected. A portion of the inner housing 2132 is disposed within the first receiving cavity 251, and a portion of the inner housing 2132 is disposed within the second receiving cavity 252. The first transmission assembly further includes a first support member 260, which is limited by the extension wall 255 and supports the friction assembly 217. Optionally, there are two extension walls 255, which are arranged opposite to each other, and there are two first support members 260. The oppositely arranged extension walls 255 limit one first support member 260, and the friction assembly 217 is clamped by the two first support members 260.

[0073] By placing the first support member 260 in the middle for support, it is beneficial to arrange the friction assembly 217, the driven device 213, the first connecting wheel 2151 and the second connecting wheel 2152. The first support member 260 can jointly support the friction assembly 217 and the driven device 213, resulting in good force distribution and a compact arrangement structure. This allows the first transmission assembly 210 to be made smaller, meeting the compact structure requirements of the all-terrain vehicle 100.

[0074] Since the friction assembly 217, the first connecting wheel 2151, and the second connecting wheel 2152 are located in the first receiving cavity 251 formed by the housing 250 and the first cover 253, and the driven gear 2131 is located in the second receiving cavity 252 formed by the housing 250 and the second cover 254, they do not affect each other during maintenance and replacement, facilitating maintenance. Simultaneously, during assembly, parts in the first receiving cavity 251 and the second receiving cavity 252 can be assembled from both ends, reducing assembly tolerances and improving the precision of part fit. However, if all parts are assembled from one end, the influence of the dimensions of the second connecting wheel 2152 and the driven gear 2131 in the radial direction of the first axis 101 on the installation needs to be considered. Therefore, sufficient space needs to be reserved between the two extension walls 255 to allow the second connecting wheel 2152 or the driven gear 2131 to pass between the extension wall 255 and the housing 250 to facilitate the assembly of the second connecting wheel 2152 or the driven gear 2131 and other parts. This will inevitably increase the overall size of the two extension walls 255 in the radial direction of the first axis 101, thereby increasing the overall volume and weight of the first housing 201.

[0075] The first transmission assembly 210 includes a transmission mechanism 211, which is supported by a first housing 201. The transmission mechanism 211 includes a driven device 213, an output gear 214, a locking mechanism, a friction assembly 217, a first connecting wheel 2151, and a second connecting wheel 2152. The transmission mechanism 211 is supported by a first support member 260, which is disposed between the first housing 201 and the transmission mechanism 211. The transmission assembly also includes a second support member 261, which is supported by a first cover 253 and supports the driven gear 2131. The second support member 261 is disposed within a second receiving cavity 252. The first support member 260 and the second support member 261 cooperate to jointly support the transmission mechanism 211.

[0076] The first housing 201 includes a third receiving cavity 270 for accommodating the input shaft 130. The third receiving cavity 270 is formed at the side end of the housing 250 and between the extension wall 255 and the second receiving cavity 252. The first transmission assembly also includes a third support member 262, which is limited by the extension wall 255 and supports the output shaft 230. The output shaft 230 is mounted in the third receiving cavity 270 and extends radially along the first axis 101. A drive gear 212 is disposed at the front end of the output shaft 230 and is also disposed in the third receiving cavity 270.

[0077] Reference Figure 6 and Figure 12 The all-terrain vehicle 100 also includes a detection component 280, which is used to detect the rotational speed of the wheels 120.

[0078] The first transmission assembly 210 also includes a gear disk 281, which is connected to the second output gear 2142. The gear disk 281 and the second output gear 2142 can rotate synchronously. The gear disk 281 is disposed within the first housing 201, and the detection assembly 280 can detect the rotational speed of the gear disk 281. The gear disk 281 includes circumferentially distributed first teeth 282. The gear disk 281 drives the first teeth 282 to rotate, cutting the magnetic field generated by the detection assembly 280 to calculate the rotational speed of the gear disk 281, thereby detecting the real-time rotational speed of the second output gear 2142 connected to the gear disk 281. By disposing of the gear disk 281 within the first transmission assembly 210 and inside the first housing 201, the relatively enclosed first housing 201 seals the gear disk 281, effectively preventing the accumulation of dirt, dust, and other impurities on the surface of the gear ring. Dirt and dust filling the gaps between the first teeth 282 would affect the signal acquisition by the detection assembly 280, hindering accurate acquisition of the rotational speed.

[0079] By positioning the gear disc 281 outside the second output gear 2142, the outer diameter of the gear disc 281 can be relatively increased, thereby increasing the number of first gears 282 while maintaining the clearance between them to achieve the desired detection effect. At the same rotational speed, the detection component 280 can collect data on more first gears 282, resulting in more sensitive and accurate signals from the gear disc 281. With this structure, the number of first gears 282 can be set to be greater than or equal to 24 and less than or equal to 30, ensuring accurate detection of the rotational speed of the gear disc 281 and preventing the gear disc 281 from excessively increasing the overall size of the first transmission component 210. Optionally, the number of first gears 282 can be set to be greater than or equal to 22 and less than or equal to 32. Optionally, the number of first gears 282 can be set to be greater than or equal to 25 and less than or equal to 28.

[0080] The second connecting wheel 2152 also includes an external gear ring 2159, which is disposed on the outer circumference of the annular wall 2156. The external gear ring 2159 includes a second tooth 2160, which rotates due to the rotation of the second connecting wheel 2152. The detection component 280 detects the rotational speed of the external gear ring 2159 to obtain the rotational speed of the driven device 213.

[0081] The detection component 280 includes a first sensor 283 and a second sensor 284. The first sensor 283 detects the rotational speed of the gear disk 281, and the second sensor 284 detects the rotational speed of the outer gear ring 2159. Both the first sensor 283 and the second sensor 284 are supported by the first housing 201.

[0082] The external gear ring 2159 is directly mounted on the second connecting wheel, eliminating the need for a separate component to mount the second gear 2160. This results in a compact overall structure, and the dimensions of the designed second transmission wheel itself meet the quantity requirements of the second gear 2160. The number of second gears 2160 can be set to be greater than or equal to 24 and less than or equal to 30. Optionally, the number of first gears 282 can be set to be greater than or equal to 22 and less than or equal to 32. Optionally, the number of first gears 282 can be set to be greater than or equal to 25 and less than or equal to 28.

[0083] A first sensor 283 is at least partially disposed inside a second receiving cavity 252, and a second sensor 284 is at least partially disposed inside a first receiving cavity 251. Along the radial direction of the first axis 101, the projection of the first sensor 283 at least partially overlaps with the projection of the gear disk 281 in that direction. Along the radial direction of the first axis 101, the projection of the second sensor 284 at least partially overlaps with the projection of the second connecting wheel 2152 in that direction.

[0084] By detecting the rotational speed of the second connecting wheel 2152, the rotational speed of the driven gear 2131 can be obtained. Combined with the rotational speed of the second output gear 2142 detected by the first sensor 283, the rotational speed of the first output gear 2141 can be calculated. Thus, the real-time rotational speed of the two front wheels 121 can be obtained to analyze whether the differential function of the first transmission component 210 should be locked.

[0085] The second sensor 284 is at least partially disposed inside the first receiving cavity 251. Optionally, the second sensor 284 has a dimension L1 inside the first receiving cavity 251 in the radial direction of the first axis 101, and a dimension L2 outside the first transmission assembly 210 in that direction. The ratio of L1 to L2 is greater than or equal to 1:3 and less than or equal to 1:2, thereby preventing the second sensor 284 from being completely located inside the first transmission assembly 210, which would increase the size of the first sensor 283, and ensuring the detection of the rotational speed of the second connecting wheel 2152 by the second sensor 284. Alternatively, the second sensor 284 is at least partially disposed inside the first receiving cavity 251. Optionally, the second sensor 284 has a dimension L1 inside the first receiving cavity 251 in the radial direction of the first axis 101, and a dimension L2 outside the first transmission assembly 210 in that direction. The ratio of L1 to L2 is greater than or equal to 1:3 and less than or equal to 2:3.

[0086] The following arrangement is achieved: along the radial direction of the first axis 101, the projection of the first connecting wheel 2151 in this direction at least partially overlaps with the projections of the first output gear 2141 and the friction assembly 217 in this direction. This results in a compact arrangement of the first connecting wheel 2151, the second connecting wheel 2152, the friction assembly 217, and the first output gear 2141, simultaneously achieving the connection between the first connecting wheel 2151 and the second connecting wheel 2152, and the connection and assembly of the first connecting wheel 2151 and the second connecting wheel 2152 to the friction assembly 217, and connecting the first output assembly to the first connecting wheel 2151. The housing 250 forms a first receiving cavity 251 and a second receiving cavity 252. The friction assembly 217 is disposed in the first receiving cavity 251, and the driven gear 2131 is disposed in the second receiving cavity 252.

[0087] The first housing 201 also includes an extension wall 255, which extends inward from the side wall of the housing 250. A first receiving cavity 251 and a second receiving cavity 252 are disposed at both ends of the extension wall 255. Thus, the friction assembly 217 and the driven gear 2131 are disposed at both ends of the extension wall 255, and the extension wall 255 separates the friction assembly 217 and the driven gear 2131. The second sensor 284, located within the first receiving cavity 251 in the radial direction of the first axis 101, has a dimension of L1. The second sensor 284 located outside the first transmission assembly 210 in this direction has a dimension of L2. The ratio of L1 to L2 is greater than or equal to 1:3 and less than or equal to 1:2, which effectively reduces the size of the first housing 201. This allows the diameter of the first housing 201 in the radial direction of the first axis 101 to be greater than or equal to 150 mm and less than or equal to 220 mm. Here, the diameter of the first housing 201 in the radial direction of the first axis 101 refers to the maximum diameter of the first housing 201 in this direction and is not included in the size of the second housing. Optionally, the diameter of the first housing 201 in the radial direction of the first axis 101 is set to be greater than or equal to 160 mm and less than or equal to 200 mm. Optionally, the diameter of the first housing 201 in the radial direction of the first axis 101 is set to be greater than or equal to 160 mm and less than or equal to 180 mm.

[0088] A first support member 260 is disposed between the first housing 201 and the transmission mechanism 211, and is gap-connected to the first housing 201, allowing the first support member 260 to move relative to the first housing 201 along the direction of the first axis 101. The first support member 260 is also disposed between the first housing 201 and the connecting device 215, which connects the output gear 214 and the driven gear 2131. The first support member 260 and the first housing 201 are gap-connected, and the maximum gap distance between them is L3, allowing the first support member 260 to move relative to the first housing 201 along the direction of the first axis 101 by a length of L3. The first support members 260 on both sides are positioned opposite each other, and both first support members 260 are gap-fitted with the first housing 201, clamping the transmission mechanism 211 between them.

[0089] During the assembly of the various parts of the transmission mechanism 211, assembly tolerances will arise between the first housing 201 and the transmission mechanism 211. At this time, it is necessary to adjust the distance between the transmission mechanism 211 and the first housing 201 to ensure a tight fit, thereby reducing wear caused by the shaking of the transmission mechanism 211 during operation and increasing the service life of the first transmission assembly 210. The first support member 260 and the second support member 261 jointly support the transmission mechanism 211. At least two second support members 261 are also provided, clamping and supporting the transmission mechanism 211. The transmission assembly also includes adjusting shims, which are disposed on both sides of the second support member 261 to fill the gap between the first housing 201 and the transmission mechanism 211 on the first axis 101. This allows for changing the relative position of the driven device 213 and the first housing 201, achieving a secure installation of the first housing 201 and the driven device.

[0090] During assembly, when it is necessary to adjust the position of parts in the first receiving cavity 251 and the second receiving cavity 252, the relative position of the first support member 260 and the first housing 201 can be changed through the clearance fit between the first support member 260 and the first housing 201. Simultaneously, the number and width of the adjusting shims on both sides of the second support member 261 can be adjusted to change the position of the transmission mechanism 211 relative to the first housing 201 on one side of the second support member 261. Thus, the clearance fit between the first support member 260 and the first housing 201 allows for quick adjustment of the corresponding position using the first support member 260 without disassembling and reassembling the parts in the first receiving cavity 251. The adjusting shims on both sides of the second support member 261 clamp the first housing 201 and the transmission mechanism 211. Optionally, the first support member 260 is clamped and limited by the inner housing 2132 and the connecting device 215, ensuring a secure connection between the first support member 260 and the transmission mechanism 211. Adjusting shims may be provided between the first support member 260 and the inner housing 2132, and between the first support member 260 and the connecting device 215, to adjust the relative position of the first support member 260 and the driven mechanism.

[0091] The first support member 260 includes a first side end 263 and a second side end 264. The first side end 263 faces the first housing 201, and the second side end 264 faces the connecting device 215. The inner housing 2132 and the connecting device 215 clamp the second side end 264. The distance between the first side end 263 and the first housing 201 along the radial direction of the first axis 101 is set to be greater than or equal to 0 and less than or equal to 0.04 mm. This allows for a clearance fit between the first support member 260 and the first housing 201, enabling the first support member 260 and the second housing 224 to slide relative to each other. If the distance between the first side end 263 and the first housing 201 along the radial direction of the first axis 101 is too large, it will cause increased shaking between the first housing and the transmission mechanism, which is detrimental to the overall stability of the first transmission assembly.

[0092] Optionally, the distance between the first side end 263 and the first housing 201 along the radial direction of the first axis 101 is set to be greater than or equal to 0 and less than or equal to 0.1 mm.

[0093] The first housing 201 forms a positioning cavity, and the first support member 260 is placed in the positioning cavity and can move in the positioning cavity along the axial direction of the first axis 101. The distance that the first support member 260 can move in this direction is set to be greater than or equal to 0.5 mm and less than or equal to 3 mm, so that the maximum gap distance L3 between the first support member 260 and the first housing 201 is set to be greater than or equal to 0.5 mm and less than or equal to 3 mm.

[0094] Optionally, the distance that the first support member 260 can move in this direction is set to be greater than or equal to 0.5 mm and less than or equal to 2 mm, so that the maximum gap distance L3 between the first support member 260 and the first housing 201 is set to be greater than or equal to 0.5 mm and less than or equal to 2 mm.

[0095] Optionally, the distance that the first support member 260 can move in this direction is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm, so that the maximum gap distance L3 between the first support member 260 and the first housing 201 is set to be greater than or equal to 0.5 mm and less than or equal to 2 mm.

[0096] Optionally, the distance that the first support member 260 can move in this direction is set to be greater than or equal to 0.5 mm and less than or equal to 1.5 mm, so that the maximum gap distance L3 between the first support member 260 and the first housing 201 is set to be greater than or equal to 0.5 mm and less than or equal to 1.5 mm. If the maximum gap distance L3 between the first support member 260 and the first housing 201 is too large, the size of the first housing 201 will increase; if the maximum gap distance L3 between the first support member 260 and the first housing 201 is too small, it will be difficult to meet the requirements for adjusting the relative position between the first housing 201 and the transmission mechanism 211. Optionally, the extension wall 255 forms a positioning cavity, the first support member 260 is placed in the positioning cavity, and can move along the circumferential direction of the first axis 101 within the positioning cavity.

[0097] Planetary gear 216 is connected to driven device 213 and meshes with output gear 214. The inner housing 2132 forms a pin hole 290. The first transmission assembly also includes a connecting pin 291, which is inserted into the pin hole 290 and connected to planetary gear 216. The first transmission assembly also includes a planetary gear shaft 293, on which planetary gear 216 is sleeved. Planetary gear 216 can rotate around the planetary gear shaft 293 to achieve its own rotation. The connecting pin 291 passes through the planetary gear shaft 293 and the pin hole 290, and abuts against the inner housing 2132. Specifically, one end of the connecting pin 291 abuts against the wall of the inner housing 2132 at the end of the pin hole 290, and the other end of the connecting pin 291 abuts against the driven gear 2131. The inner housing 2132 and the driven gear 2131 thus clamp the connecting pin 291, while the connecting pin 291 and the pin hole 290 are in a loosely fitted state. During assembly, the connecting pin 291 is inserted into the pin hole 290, and then the inner housing 2132 and the driven gear 2131 clamp and fix the connecting pin 291. This eliminates the need for a separate connecting part to fix the connecting pin 291 into the pin hole 290, allowing for a detachable connection between the connecting pin 291 and the pin hole 290. This design reduces the number of parts, lowers costs, and facilitates the installation, disassembly, and maintenance of the connecting pin 291.

[0098] The planetary gear shaft 293 forms a connecting hole 292 through which the connecting pin 291 passes. The connecting pin 291 passes through the connecting hole 292 and abuts against the inner housing. The planetary gear 216 is positioned by the connecting pin 291 and connected to the driven device via the planetary gear shaft 293.

[0099] By connecting the planetary gear shaft 293 with the connecting pin 291, the planetary gear shaft 293 can be prevented from rotating around the planetary gear 216, thus preventing the planetary gear shaft 293 from rotating relative to the inner housing 2132 and causing wear on the inner housing 2132, thereby extending the overall service life of the first transmission assembly 210. Optionally, the connecting pin 291 extends in a direction parallel to the first axis 101, positioning the planetary gear shaft 293 and preventing it from disengaging from the inner housing 2132 in the radial direction of the first axis 101, thereby ensuring the stability of the planetary gear 216.

[0100] There are four planetary gears 216. The planetary gear shaft 293 is a cross shaft and includes four connecting brackets. The planetary gears 216 are respectively fitted onto the four connecting brackets of the planetary gear shaft 293. The four planetary gears 216 mesh with the first output gear 2141 and the second output gear 2142 at both ends, that is, each planetary gear 216 simultaneously meshes with the first output gear 2141 and the second output gear 2142. The number of connecting pins 291 and pin holes 290 is the same. Optionally, the number of connecting pins 291 and pin holes 290 is the same as the number of planetary gears 216. The four planetary gears 216 are installed in the inner housing 2132, and the planetary gears 216 can be driven by the inner housing 2132 to rotate around the first axis 101, so that the planetary gears 216 can be driven by the driven gear 2131 to revolve.

[0101] The output gear 214 includes a gear post 2143 and an internal spline 2144. A first opening 2145 and a second opening 2146 are formed at both ends of the gear post 2143, and the internal spline 2144 is formed on the inner side of the gear post 2143. The internal spline 2144 is used to mesh with the connecting shaft. By setting the first opening 2145 and the second opening 2146, the gear post 2143 forms a hollow structure, and a broaching process can be performed through the first opening 2145 and the second opening 2146. The internal spline 2144 is formed inside the gear post 2143 by using a broach, which simplifies the manufacturing process and reduces costs.

[0102] The first opening 2145 faces the output gear 214. The transmission assembly also includes a plug 2147, which is disposed circumferentially around the second opening 2146 and between the cover and the output gear 214. The plug 2147 seals the gap formed between the cover and the output gear 214, thereby sealing the first transmission assembly 210. Optionally, the plug 2147 is press-fitted between the cover and the second opening 2146 of the output gear 214, resulting in an interference fit between the plug 2147, the cover, and the output gear 214.

[0103] The output gear 214 also includes a sealing element 2148 to seal the first opening 2145. The sealing element 2148 includes a support frame and a cover. The cover can be made of rubber, and the support frame can be a steel frame that supports the cover. The seal is located at one end of the first opening 2145 to seal the first opening 2145, preventing lubricating oil from the planetary gear 216 and other parts outside the first opening 2145 from flowing into the gear post 2143 of the output gear 2144 and flowing out from the second opening 2146.

[0104] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An all-terrain vehicle, comprising: Wheels, including front wheels and rear wheels; The power source drives the wheels to rotate; Front axle assembly, connecting the front wheels; An input shaft connects the front axle assembly and the power source; Its features are: The front axle assembly includes: The drive gear is driven by the input shaft; The driven device includes a driven gear and an inner housing that are fixedly connected, wherein the driven gear meshes with the driving gear; The output gear drives the front wheel; A planetary gear is connected to the driven device and meshes with the output gear; the planetary gear is located inside the inner housing. A first connecting wheel meshes with the output gear; the first connecting wheel is located outside the inner housing. The second connecting wheel engages with the outer peripheral wall of the inner housing; the second connecting wheel is sleeved on the outside of the inner housing. A friction assembly includes multiple friction elements, at least a portion of which are connected to the first connecting wheel and at least a portion of which are connected to the second connecting wheel; the friction assembly is located outside the inner housing, and the first connecting wheel and the friction assembly are assembled inside the second connecting wheel; the diameter of the first connecting wheel is greater than or equal to 60 mm and less than or equal to 90 mm, the friction elements are annular and fitted around the outer circumference of the first connecting wheel, and the diameter ratio of the second connecting wheel to the first connecting wheel is greater than or equal to 1.4 and less than or equal to 1.6; A locking mechanism is provided, which can drive the friction assembly to switch between a pressed state and a free state. When the friction assembly is in the free state, the frictional resistance between the output gear and the driven device is less than the frictional resistance between the output gear and the driven device when the friction assembly is in the pressed state.

2. The all-terrain vehicle according to claim 1, characterized in that: The front axle assembly further includes a first housing that supports the drive gear and the driven gear, the driven gear rotating about a first axis, and the diameter of the first housing in the radial direction on the first axis is set to be greater than or equal to 150 mm and less than or equal to 220 mm.

3. The all-terrain vehicle according to claim 1, characterized in that: The friction assembly includes a first friction assembly and a second friction assembly. The first friction assembly includes a first internal tooth portion, and the first connecting wheel includes a first external tooth portion. The first internal tooth portion and the first external tooth portion mesh with each other.

4. The all-terrain vehicle according to claim 3, characterized in that: The second friction assembly includes a second external tooth portion, and the second connecting wheel includes a second internal tooth portion, the second external tooth portion and the second internal tooth portion meshing.

5. The all-terrain vehicle according to claim 1, characterized in that: The diameter of the second connecting wheel is greater than or equal to 95 mm and less than or equal to 145 mm.

6. The all-terrain vehicle according to claim 1, characterized in that: The output gear includes circumferentially distributed splines, and the first connecting wheel is sleeved on the output gear and meshes with the output gear.

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