All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame; the vehicle body covering part is at least partially arranged on the vehicle frame; at least part of the walking assembly is arranged on the frame; the driving device is used for driving the walking assembly; the reduction gearbox is at least partially arranged on the driving device and is used for outputting driving force of the driving device; the reduction gearbox comprises a speed change drum, a driving device and an execution device, the driving device can be controlled to drive the execution device to rotate, and the execution device drives the speed change drum to rotate to achieve gear shifting; the reduction gearbox further comprises a parking arm and a parking gear, and the parking arm has a first state in a parking gear and a second state in a non-parking gear relative to the parking gear; the execution device comprises an execution assembly for driving the parking arm to be switched between the first state and the second state. According to the all-terrain vehicle, switching of the parking function is achieved by driving the parking arm to be switched between the two states, and the stability of an electronic gear shifting structure is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, in particular to an all-terrain vehicle. Background Art

[0002] In the prior art, all-terrain vehicles, as an outdoor vehicle, need to adapt to different scenes and complex working conditions, which puts forward higher power requirements for the engine of the all-terrain vehicle. In addition, in order to cope with various scenes, all-terrain vehicles need to frequently switch to different gears to adapt to the current road conditions. Long-term operation of the shift mechanism can easily cause driver fatigue. How to provide an electronic shift structure with simple structure, easy operation and high reliability is still an urgent problem for technicians in this field. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle having a simple electronic shifting structure and high reliability.

[0004] In order to achieve the above-mentioned technical objectives, the present application provides an all-terrain vehicle, including: a frame; a body cover, which is at least partially arranged on the frame; a traveling assembly, which is at least partially arranged on the frame; a driving device, which is used to drive the traveling assembly; a reduction gear box, which is at least partially arranged on the driving device and is used to output the driving force of the driving device; the reduction gear box includes a shift drum, a driving device and an actuator, the driving device can be controlled to drive the actuator to rotate, and the actuator drives the shift drum to rotate to achieve gear shifting; the reduction gear box also includes a parking arm and a parking gear, the parking arm relative to the parking gear includes a first state in a parking gear position and a second state in a non-parking gear position; the actuator includes an actuator assembly that drives the parking arm to switch between the first state and the second state.

[0005] Furthermore, the actuator is provided with a first protrusion, and the parking arm is provided with a second protrusion cooperating with the first protrusion. When the first protrusion abuts against the second protrusion around the first rotation direction, the actuator can drive the parking arm to move to the first state; when the first protrusion moves away from the second protrusion around the second rotation direction, the actuator can drive the parking arm to move to the second state.

[0006] Furthermore, the actuator also includes a shift shaft, and the shift shaft can be driven by the driving device to drive the actuator assembly to rotate.

[0007] Furthermore, the actuator device also includes a shift shaft, the actuator assembly includes a positioning star wheel, the first protrusion is arranged on the positioning star wheel, and the positioning star wheel can be driven by the shift shaft to drive the parking arm to switch between the first state and the state.

[0008] Furthermore, the positioning star wheel includes a first cylinder and a second cylinder, the first cylinder and the second cylinder are fixedly connected or integrally formed, the diameter of the first cylinder is larger than the diameter of the second cylinder, the first protrusion is arranged on the second cylinder, and the protruding part of the first protrusion is arranged within the outer circumference of the first cylinder.

[0009] Furthermore, the actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel and a transmission member, the transmission member is fixedly connected to the shift shaft or is integrally formed and can rotate synchronously with the shift shaft, the first protrusion is arranged on the positioning star wheel, and the transmission member can drive the positioning star wheel to rotate.

[0010] Furthermore, the actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel, a transmission member and a buffer spring. The positioning star wheel, the transmission member and the buffer spring are all mounted on the shift shaft, the positioning star wheel is arranged on one side of the transmission member, and the buffer spring is arranged on the other side of the transmission member. The transmission member rotates synchronously with the shift shaft and can transmit the driving force of the shift shaft to the buffer spring. The buffer spring can transmit the driving force of the transmission member to the positioning star wheel, thereby driving the positioning star wheel to rotate.

[0011] Furthermore, the buffer spring includes a first force arm and a second force arm, the first force arm and the second force arm pass through the transmission member and the positioning star wheel, and can transmit the driving force of the transmission member to the positioning star wheel.

[0012] Furthermore, the positioning star wheel is provided with a first rotating hole and a second transmission hole, the transmission member is provided with a first transmission groove and a second transmission groove, the first force arm passes through the first transmission groove and the first transmission hole at the same time, and the second force arm passes through the second transmission groove and the second transmission hole at the same time.

[0013] Further, the parking arm comprises a limiting tooth, and when the parking arm is in a first state, the limiting tooth is engaged with the parking gear; when the parking arm is in a second state, the limiting tooth is disengaged from the parking gear.

[0014] The invention is beneficial in that the parking arm is automatically driven to switch between the parking state and the non-parking state, so as to quickly achieve a better parking effect of the electronic shifting structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A schematic diagram of the three-dimensional structure of the all-terrain vehicle of the present application;

[0016] Figure 2 A schematic diagram of the three-dimensional structure of the powertrain of the present application;

[0017] Figure 3 An exploded diagram of the engine for this application;

[0018] Figure 4 A three-dimensional schematic diagram of a clutch of the engine of the present application;

[0019] Figure 5 A three-dimensional schematic diagram of another implementation of the clutch of the engine of the present application;

[0020] Figure 6 A three-dimensional schematic diagram of another state of another implementation of the clutch of the engine of the present application;

[0021] Figure 7 An exploded diagram of the clutch of the engine of the present application;

[0022] Figure 8 A cross-sectional view of a partial structure of a clutch of the engine of the present application;

[0023] Fig. 9 A cross-sectional view of a partial structure of a clutch of the engine of the present application;

[0024] Fig.10 An exploded view of another implementation of the clutch of the engine of the present application;

[0025] Fig.11 An exploded view from another perspective of another implementation of the clutch of the engine of the present application;

[0026] Fig.12 A cross-sectional view of a reduction gearbox of the engine of the present application;

[0027] Fig.13 A cross-sectional view of a reduction gearbox of the engine of the present application;

[0028] Fig.14 A cross-sectional view of the reduction gearbox of the engine of the present application from another perspective;

[0029] Fig.15 An exploded view of a partial structure of a reduction gearbox of the engine of the present application;

[0030] Fig.16 This is an exploded view of a partial structure of the reduction box of the engine of the present application from another perspective

[0031] Fig.17 An exploded view of the reduction box and clutch housing of the engine of the present application;

[0032] Fig.18 A three-dimensional schematic diagram of a reduction gearbox of the engine of the present application from one viewing angle;

[0033] Fig.19 A three-dimensional schematic diagram of the reduction box of the engine of the present application from another perspective;

[0034] Fig. 20 This is a schematic diagram of the internal structure of the reduction gearbox of the engine of the present application;

[0035] Fig.21 This is a partial structural schematic diagram of the reduction gearbox of the engine of the present application in the parking gear;

[0036] Fig. 22 This is a partial structural schematic diagram of the travel gear of the reduction box of the engine of the present application;

[0037] Fig.23 A three-dimensional schematic diagram of an actuator of an electronic shifting device of an engine of the present application;

[0038] Fig.24 An exploded view of an actuator of an electronic shift device of an engine of the present application;

[0039] Fig.25 An exploded view of the actuator of the electronic shift device of the engine of the present application from another perspective;

[0040] Fig.26 A three-dimensional schematic diagram of a gear position sensor of an engine of the present application;

[0041] Fig. 27 This is an exploded view of the gear position sensor of the engine of the present application. DETAILED DESCRIPTION

[0042] In order to make the technical scheme of the present application better understood by the persons skilled in the art, the technical scheme in the specific implementation mode of the present application will be described clearly and completely in combination with the drawings in the implementation mode of the present application. It should be understood that, for the ordinary technicians in the field, the above description can be improved or changed, and all these improvements and changes should belong to the protection scope of the claims attached to the present application.

[0043] like Figures 1 to 3 As shown, the present application provides a power assembly 100 and an all-terrain vehicle 200 using the power assembly 100. The all-terrain vehicle 200 includes a frame 21, a body cover 22, a transmission system (not shown), a steering system 24 and a travel assembly 25. The power assembly 100 is at least partially arranged on the frame 21, the transmission system is connected to the power assembly 100 by transmission, and the travel assembly 25 is connected to the power assembly 100 by transmission through the transmission system. The power assembly 100 outputs the driving force of the all-terrain vehicle 200, and transmits the driving force to the travel assembly 25 through the transmission system, so that the travel assembly 25 drives the all-terrain vehicle 200 to travel. The steering system 24 is at least partially connected to the travel assembly 25, and the steering system 24 is used to control the travel direction of the all-terrain vehicle 200.

[0044] The power assembly 100 includes an engine 11, a clutch 12 and a reduction box 13. The clutch 12 is arranged between the engine 11 and the reduction box 13 and is used to transmit the power of the engine 11 to the reduction box 13. The engine 11 includes a housing 111, a valve mechanism 112, a fuel supply mechanism (not shown), a crank connecting rod mechanism 114, an ignition mechanism 115, an oil pumping mechanism 116 and an oil delivery mechanism 117. The housing 111 is surrounded by a receiving space, and the valve mechanism 112, the fuel supply mechanism, the crank connecting rod mechanism 114 and the ignition mechanism 115 are at least partially arranged in the receiving space. The housing 111 includes a cylinder head cover 1111, a cylinder head 1112, a cylinder block 1113, a crankcase 1114 and an oil pan 1115. The cylinder head 1112 is at least partially disposed between the cylinder head cover 1111 and the cylinder block 1113, and the cylinder head 1112 is used to connect the cylinder head cover 1111 and the cylinder block 1113. The crankcase 1114 is at least partially disposed between the cylinder block 1113 and the oil pan 1115, and the crankcase 1114 is used to connect the cylinder block 1113 and the oil pan 1115.

[0045] The cylinder body 1113 is provided with a combustion chamber, the valve mechanism 112 is connected to the external space and the combustion chamber, the fuel supply mechanism is at least partially connected to the valve mechanism 112, the fuel provided by the fuel supply mechanism and the air provided by the valve mechanism 112 are mixed to form a mixed gas and transmitted to the combustion chamber. The crank connecting rod mechanism 114 is at least partially arranged in the combustion chamber, and the ignition mechanism 115 is at least partially arranged in the combustion chamber. The ignition mechanism 115 ignites the mixed gas and outputs the driving force of the engine 11 through the crank connecting rod mechanism 114.

[0046] The engine 11 is arranged in a transverse arrangement. Specifically, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which extends substantially in the left-right direction. The engine 11 also includes a magneto 118, which can be driven by the crankshaft 1141 for power generation. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly 121 and a clutch housing 122, the reduction box 13 includes a reduction assembly 131 and a reduction box housing 132, the magneto 118 is arranged at one end of the crankshaft 1141, the other end of the crankshaft 1141 is transmission-connected to one end of the clutch assembly 121, the other end of the clutch assembly 121 is transmission-connected to one end of the reduction assembly 131, and the other end of the reduction assembly 131 is transmission-connected to the travel assembly 25 via a transmission shaft. The clutch housing 122, the reduction box housing 132 and the housing 111 are at least partially integrated, that is, the clutch housing 122 is at least partially integrally formed or fixedly connected with the housing 111, and the reduction box housing 132 is at least partially integrally formed or fixedly connected with the housing 111. The clutch housing 122 and the reduction box housing 132 are integrally formed or fixedly connected, so that the crankshaft 1141 can extend out of the housing 111 and directly drive connected to the clutch assembly 121, and the clutch assembly 121 can directly drive connected to the reduction assembly 131. This arrangement reduces the occupied space of the engine 11 and the transmission system, makes the transmission structure simple and has fewer parts, so that the layout structure of the engine 11 and the transmission system is compact, and improves space utilization and transmission efficiency. The travel assembly 25 includes a front wheel assembly 251, and the reduction box 13 also includes a spline shaft 133, one end of the spline shaft 133 is drive connected to the reduction assembly 131, and the other end of the spline shaft 133 is drive connected to the transmission shaft and is drive connected to the front wheel assembly 251 through the transmission shaft, so that the engine 11 can be drive connected to the front wheel assembly 251. The axis of the spline shaft 133 extends substantially in the front-rear direction, so that the arrangement of the spline shaft 133 can be adapted to the structure of the engine 11, the clutch 12 and the reduction box 13 provided in the present application, further saving the arrangement space of the all-terrain vehicle 200. The travel assembly 25 also includes a rear wheel assembly 252 and a rear axle, the rear wheel assembly 252 and the rear axle are transmission-connected, the reduction box housing 132 is provided with a reduction box 13 through hole, the rear axle is penetrated in the reduction box 13 through hole and is transmission-connected to the reduction assembly 131, so that the engine 11 can be transmission-connected to the rear wheel assembly 252. In this embodiment, the valve mechanism 112 also includes a supercharging assembly 1121, and the supercharging assembly 1121 can make the intake volume of the engine 11 greater than or equal to 650 kg / h and less than or equal to 750 kg / h. As an implementation method, the supercharging assembly 1121 can make the intake volume of the engine 11 reach 726 kg / h.Under such intake volume, the fuel injection volume of the engine 11 reaches 70 kg / h. Under such settings, the speed of the crankshaft 1141 of the engine 11 is greater than or equal to 8000 r / min and less than about 9000 r / min, and the specific power of the engine 11 is greater than or equal to 150 kw / L and less than or equal to 160 kw / L, so that a strong driving force can be output, so that the all-terrain vehicle 200 equipped with the engine 11 has stronger power and can adapt to more complex road conditions. In addition, through the above settings, the overall structure of the power assembly 100 is more compact, and it can be better assembled on the all-terrain vehicle 200, making the structure of the all-terrain vehicle 200 more compact.

[0047] like Figures 4 to 11 As shown, an air intake structure 1221 and an exhaust structure 1222 are provided on the clutch housing 122, and a receiving space is formed around the clutch housing 122, and the air intake structure and the exhaust structure are at least partially connected to the receiving space. The clutch 12 also includes a driving member 1211, and the driving member 1211 is arranged in the receiving space. One end of the air intake structure 1221 is connected to the external space, and the driving member 1211 is arranged at the other end of the air intake structure 1221. The driving member 1211 sucks air from the external space into the receiving space through the air intake structure 1221. After the air flows in the receiving space 1312a and absorbs the heat generated when the clutch assembly 121 is working, it flows to the external space through the exhaust structure 1222 to reduce the temperature of the clutch assembly 121 and ensure that the clutch assembly 121 is maintained within a normal temperature range. The air intake structure 1221 includes a first air intake port 1221a and a second air intake port 1221b, and the exhaust mechanism 1315 includes a first exhaust port 1222a and a second exhaust port 1222b. On a symmetry plane 103 perpendicular to the left-right direction, the clutch housing 122 is basically symmetrically arranged about the symmetry plane 103, the first air intake port 1221a and the first exhaust port 1222a are arranged on one side of the symmetry plane 103, the second air intake port 1221b and the second exhaust port 1222b are arranged on the other side of the symmetry plane 103, the first exhaust port 1222a is arranged in front of the first air intake port 1221a, and the second exhaust port 1222b is arranged at the rear of the second air intake port 1221b. This arrangement can increase the air intake of the clutch 12 and allow the air to evenly absorb the heat generated by the clutch assembly 121. The first air inlet 1221a, the second air inlet 1221b, the first air outlet 1222a and the second air outlet 1222b are all disposed at the upper end of the clutch housing 122 to allow air to enter or be discharged from the accommodating space 1312a smoothly and without obstruction.

[0048] In the present application, the clutch 12 is arranged on one side of the engine 11, and a cover plate 1222c is arranged on the exhaust structure 1222, and the cover plate 1222c is rotatably connected with the exhaust structure 1222. When gas is discharged from the clutch 12, the cover plate 1222c is opened so that the gas can be discharged from the clutch 12 smoothly, and when there is no gas discharged from the clutch 12, the cover plate 1222c is closed to prevent impurities such as mud, dust, etc. covered on the engine 11 from entering the clutch 12. A limiting structure 1222ca is arranged at the connection between the cover plate 1222c and the exhaust structure 1222, and the limiting structure 1222ca can limit the rotation angle of the cover plate 1222c, and the angle at which the cover plate 1222c can rotate is set to be greater than or equal to 0° and less than 90°. This setting mode enables the cover plate 1222c to be closed under the action of gravity after opening without being stuck. Through the above setting, the driving member 1211 can directly discharge the gas in the clutch 12 to the external space, so that the structure of the clutch 12 is simple and practical, and the manufacturing and maintenance costs are low. According to the specific structure of the clutch 12, a plurality of cover plates 1222c may be provided on the exhaust structure 1222 at the right rear end of the clutch housing 122 to prevent impurities from different directions of the clutch 12 from entering the clutch 12 and reduce the resistance of the cover plate 1222c to the air, thereby ensuring the sealing of the clutch 12 and the smoothness of air flowing out of the clutch 12.

[0049] As an optional embodiment of the air intake structure 1221, a spiral first air intake baffle 1223 is provided on the clutch housing 122, the clutch housing 122 protrudes inward and is formed with the first air intake baffle 1223, the air intake structure 1221 includes a second air intake baffle 1221c, and the second air intake baffle 1221c is fixedly connected to the clutch housing 122. The second air intake baffle 1221c includes a first ventilation portion 1221ca and a first wind shielding portion 1221cb, the first wind shielding portion 1221cb covers the first air intake baffle 1223, and the second air intake baffle 1221c, the first wind shielding portion 1221cb and the clutch housing 122 form a first air intake channel 1224, and the airflow in the first air intake channel 1112f enters the clutch housing 122 through the first ventilation portion 1221ca. Through the above arrangement, the first air inlet channel 1224 is set to be spiral, which plays a guiding role for the air to enter the accommodating space 1312a. After the air enters the accommodating space 1312a, it continues to make spiral motion due to inertia, so that the air can fully absorb the heat of the clutch 12, thereby improving the cooling effect. At the same time, since the cross-sectional area of ​​the first air inlet channel 1224 is small, the air flow speed in the first air inlet channel 1224 is increased and the air circulation volume is increased, thereby improving the cooling effect. The pitch L of the first air inlet channel 1224 is set to be greater than or equal to 10mm and less than or equal to 30mm. On a fourth plane 104 perpendicular to the extension direction of the axis of the first ventilation portion 1221ca, the projection of the first air inlet channel 1224 on the fourth plane 104 is a circular ring, and the outer radius of the first air inlet channel 1224 is the radius of the outer edge of the projection of the first air inlet channel 1224 on the plane. The difference between the outer radius of the first air inlet channel 1224 and the radius of the driving member 1211 is set to be greater than or equal to 10 mm and less than or equal to 30 mm, and the ratio of the radius of the driving member 1211 to the diameter of the first ventilation portion 1221ca is set to be greater than or equal to 1.5 and less than or equal to 3. Through the above-mentioned setting, when the air enters the accommodating space 1312a through the first air inlet channel 1224, it avoids interference with other components of the clutch 12, and the air can flow to the position where the clutch assembly 121 generates more concentrated heat, thereby improving the smoothness of the air flow in the accommodating space 1312a and reducing the pressure loss of the air. As an optional embodiment, the pitch of the first air inlet channel 1224 can also be set to be greater than or equal to 14 mm and less than or equal to 26 mm, and the pitch of the first air inlet channel 1224 can also be set to be greater than or equal to 18 mm and less than or equal to 22 mm. Specifically, the pitch of the first air inlet channel 1224 is set to 10 mm, 15 mm, 20 mm, 25 mm or 30 mm, etc.The difference between the outer radius of the first air inlet channel 1224 and the radius of the driver 1211 can also be set to be greater than or equal to 14mm and less than or equal to 26mm, and the difference between the outer radius of the first air inlet channel 1224 and the radius of the driver 1211 can also be set to be greater than or equal to 18mm and less than or equal to 22mm. Specifically, the difference between the outer radius of the first air inlet channel 1224 and the radius of the driver 1211 is set to 10mm, 15mm, 20mm, 25mm or 30mm, etc. The ratio of the radius of the driver 1211 and the diameter of the first ventilation part 1221ca can also be set to be greater than or equal to 1.8 and less than or equal to 2.7, and the ratio of the radius of the driver 1211 and the diameter of the first ventilation part 1221ca can also be set to be greater than or equal to 2.1 and less than or equal to 2.4. Specifically, the ratio of the radius of the driver 1211 and the diameter of the first ventilation part 1221ca is set to 1.5, 2, 2.5 or 3, etc.

[0050] As another optional embodiment of the air intake structure 1221, the air intake structure 1221 includes a third air intake baffle 1221d and a fourth air intake baffle 1221e, the third air intake baffle 1221d basically extends in the left-right direction, and the third air intake baffle is set in a spiral shape. The fourth air intake baffle 1221e includes a second ventilation portion 1221ea and a second wind shield portion 1221eb, the third wind shield portion 1221fa covers the third air intake baffle 1221d, the third air intake baffle 1221d and the third wind shield portion 1221fa are fixedly connected or integrally formed, and the clutch housing 122, the third air intake baffle 1221d and the second wind shield portion 1221eb form a second air intake channel 1225. The pitch of the second air intake channel 1225 is set to be greater than or equal to 10mm and less than or equal to 30mm. On a fifth plane 105 perpendicular to the extending direction of the axis of the second ventilation portion 1221ea, the projection of the second air inlet channel 1225 on the fifth plane 105 is a circular ring, and the outer radius of the second air inlet channel 1225 is the radius of the outer edge of the projection of the second air inlet channel 1225 on the fifth plane 105. The difference between the outer radius of the second air inlet channel 1225 and the radius of the driving member 1211 is set to be greater than or equal to 10 mm and less than or equal to 30 mm, and the ratio of the radius of the driving member 1211 to the diameter of the second ventilation portion 1221ea is set to be greater than or equal to 1.5 and less than or equal to 3. Through the above arrangement, when the air enters the accommodation space 1312a through the second air inlet channel 1225, it avoids interference with other components of the clutch 12, and the air can flow to the position where the clutch assembly 121 generates more concentrated heat, thereby improving the smoothness of the air flow in the accommodation space 1312a and reducing the pressure loss of the air. As an optional embodiment, the pitch of the second air inlet channel 1225 can also be set to be greater than or equal to 14 mm and less than or equal to 26 mm, and the pitch of the second air inlet channel 1225 can also be set to be greater than or equal to 18 mm and less than or equal to 22 mm. Specifically, the pitch of the second air inlet channel 1225 is set to 10 mm, 15 mm, 20 mm, 25 mm or 30 mm, etc. The difference between the outer radius of the second air inlet channel 1225 and the radius of the driving member 1211 can also be set to be greater than or equal to 14 mm and less than or equal to 26 mm, and the difference between the outer radius of the second air inlet channel 1225 and the radius of the driving member 1211 can also be set to be greater than or equal to 18 mm and less than or equal to 22 mm. Specifically, the difference between the outer radius of the second air inlet channel 1225 and the radius of the driving member 1211 is set to 10 mm, 15 mm, 20 mm, 25 mm or 30 mm, etc. The ratio of the radius of the driving member 1211 to the diameter of the second ventilation portion 1221ea can also be set to be greater than or equal to 1.8 and less than or equal to 2.7, and the ratio of the radius of the driving member 1211 to the diameter of the second ventilation portion 1221ea can also be set to be greater than or equal to 2.1 and less than or equal to 2.4.Specifically, the ratio of the radius of the driving member 1211 to the diameter of the second ventilation portion 1221ea is set to 1.5, 2, 2.5 or 3, etc.

[0051] As a third optional embodiment of the air intake structure 1221, the clutch housing 122 is provided with a third ventilation portion 1221fc, the third ventilation portion 1221fc is connected to the accommodating space 1312a, and the air intake structure 1221 includes a fifth air intake baffle 1221f, the fifth air intake baffle 1221f includes a third wind shield 1221da and a vent 1221fb, the third wind shield 1221da is arranged in the accommodating space 1312a, the third ventilation portion 1221fc is connected to the vent 1221fb, and the third ventilation portion 1221fc and the vent 1221fb form a third air intake channel 1226. When the driving member 1211 drives the air in the external space to enter the accommodating space 1312a along the second air intake channel 1225, the fifth air intake baffle 1221f can guide the air to flow to the clutch assembly 121 and absorb the heat of the clutch assembly 121, and prevent the air from flowing to other positions, thereby improving the cooling performance. The ratio of the radius of the driving member 1211 and the diameter of the vent 1221fb is set to be greater than or equal to 1.5 and less than or equal to 3. This setting allows air to circulate to the location where the heat generated by the clutch assembly 121 is more concentrated, and the air can fully absorb and take away the heat generated by the clutch assembly 121, thereby improving the cooling performance. As an optional embodiment, the ratio of the radius of the driving member 1211 and the diameter of the vent 1221fb is set to be greater than or equal to 1.8 and less than or equal to 2.7, and the ratio of the radius of the driving member 1211 and the diameter of the vent 1221fb is set to be greater than or equal to 2.1 and less than or equal to 2.4. Specifically, the radius of the driving member 1211 and the diameter of the vent 1221fb are set to 1.5, 2, 2.5 or 3, etc.

[0052] like Figure 12 to Figure 13 As shown, in order to meet the installation requirements of the all-terrain vehicle 200, the present application also provides a compact reduction box 13 structure. Specifically, by making full use of the upper and lower spaces of the reduction box 13, the space occupied by the reduction box 13 in the front and rear directions of the all-terrain vehicle 200 is compressed to provide a high and narrow reduction box 13.

[0053] The reduction box 13 includes a reduction assembly 131 and a reduction box housing 132. The reduction box housing 132 is formed with a receiving space 1321 around it. The reduction assembly 131 is at least partially arranged in the receiving space 1321. Specifically, the reduction assembly 131 includes an input shaft 1311 connected to the clutch 12 and an output shaft connected to the transmission shaft 1312. The reduction box 13 is also provided with a reverse gear shaft 1313, a countershaft 1314, an intermediate shaft 1315 and a rear axle shaft 1316. In the up-down direction of the reduction box 13, the reverse gear shaft 1313, the countershaft 1314 and the intermediate shaft 1315 are all arranged between the input shaft 1311 and the output shaft, and are connected by a gear assembly. In the left-right direction of the reduction box 13, the input shaft 1311, the intermediate shaft 1315, the countershaft 1314 and the output shaft are all arranged between the reverse gear shaft 1313 and the rear axle shaft 1316. Along the up-down direction of the reduction box 13, the input shaft 1311, the reverse gear shaft 1313, the secondary shaft 1314, the intermediate shaft 1315, the output shaft and the rear axle shaft 1316 are distributed in order from top to bottom. In order to make full use of the space in the up-down direction, the spacing between the various shaft bodies along the up-down direction is large. In order to reduce the space occupied by the reduction box 13 in the front-to-back direction, along the front-to-back direction of the reduction box 13, the spacing occupied by the input shaft 1311, the reverse gear shaft 1313, the secondary shaft 1314, the intermediate shaft 1315, the output shaft and the rear axle shaft 1316 along the front-to-back direction is small. As an implementation method, along the up-down direction, the distance between the axis center of the input shaft 1311 and the axis center of the output shaft is set to be greater than or equal to 170 mm and less than or equal to 230 mm. Further, the distance between the axis center of the input shaft 1311 and the axis center of the output shaft is set to be greater than or equal to 180 mm and less than or equal to 220 mm. Further, the distance between the axis center of the input shaft 1311 and the axis center of the output shaft is set to be greater than or equal to 190 mm and less than or equal to 210 mm. As a specific implementation method, the distance between the axis center of the input shaft 1311 and the axis center of the output shaft is set to 200 mm. Through this setting method, the space in the up-down direction of the reduction box 13 can be better utilized, thereby making full use of the layout space in the up-down direction of the all-terrain vehicle 200. In the front-to-back direction, the distance between the axis center of the reverse gear shaft 1313 and the axis center of the rear axle shaft 1316 is set to be greater than or equal to 160 mm and less than or equal to 200 mm. Furthermore, the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 is set to be greater than or equal to 170 mm and less than or equal to 190 mm, and further, the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 is set to be greater than or equal to 175 mm and less than or equal to 185 mm. With this arrangement, the space occupied by the reduction box 13 in the front-to-back direction can be reduced, thereby leaving space for the all-terrain vehicle 200 to be arranged in the front-to-back direction.As an implementation method, the ratio of the distance between the axis of the input shaft 1311 and the axis of the output shaft in the vertical direction to the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 in the front-to-back direction is greater than or equal to 0.85 and less than or equal to 1.4. Further, the ratio of the distance between the axis of the input shaft 1311 and the axis of the output shaft in the vertical direction to the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 in the front-to-back direction is greater than or equal to 1 and less than or equal to 1.35. Further, the ratio of the distance between the axis of the input shaft 1311 and the axis of the output shaft in the vertical direction to the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 in the front-to-back direction is greater than or equal to 1.2 and less than or equal to 1.3. Through such a setting, the reduction box 13 can make more full use of the space in the vertical direction, while reducing the use of the space in the front-to-back direction, thereby providing a high, flat and compact reduction box 13 structure.

[0054] As an implementation method, on a projection plane perpendicular to the left and right directions, the axis of each shaft body has a projection point on the projection plane along the left and right directions. Specifically, on the projection plane, the line connecting the axis of the input shaft 1311 and the axis of the secondary shaft 1314 constitutes a first connecting line 131a, the line connecting the axis of the secondary shaft 1314 and the axis of the intermediate shaft 1315 constitutes a second connecting line 131b, and the line connecting the axis of the intermediate shaft 1315 and the axis of the output shaft constitutes a third connecting line 131c. Among them, the angle between the first connecting line 131a and the second connecting line 131b is greater than or equal to 90° and less than or equal to 110°. The angle between the second connecting line 131b and the third connecting line 131c is greater than or equal to 110° and less than or equal to 130°. Specifically, the angle between the first connecting line 131a and the second connecting line 131b is set to 100°, and the angle between the second connecting line 131b and the third connecting line 131c is set to 124°. Through such an arrangement, the structure between the various shafts in the reduction gearbox 13 can be made more compact while fully satisfying the reduction transmission function, thereby further reducing the volume of the reduction gearbox housing 132, thereby making the reduction gearbox 13 more compact and better able to meet the requirements of the compact layout of the all-terrain vehicle 200.

[0055] As an implementation method, the rear axle gear and the differential arranged on the rear axle shaft 1316 are arranged in the gearbox housing 111. Among them, a bevel gear is also arranged on the output shaft, and the bevel gear transmits power to the front axle, and the front axle outputs power to the output shaft. In this embodiment, by integrating the rear axle gear and the differential into the reduction box housing 132, the space occupied by the reduction box housing 132 can be effectively reduced, making the reduction box 13 more compact.

[0056] like Fig.14As shown, in the process of the output shaft transmitting the driving force of the clutch 12 to the reduction assembly 131, since the input shaft 1311, the secondary shaft 1314 and the output shaft are all connected by the gear assembly, the gear assembly will generate a large interaction force during the transmission process, and also generate a lot of heat, so it is necessary to timely lubricate the input shaft 1311, the secondary shaft 1314, the output shaft and the gear assembly. As an implementation method, a lubricating liquid is provided in the reduction box housing 132, and the lubricating liquid is distributed to the gear assembly and each shaft body by splash lubrication. It can be understood that when the reduction assembly 131 is running at high speed, the lubricating liquid in the reduction box housing 132 is driven by the gear assembly and flies to various positions, thereby lubricating various components. In order to better meet the lubrication requirements, the lubricating liquid needs to stay on various components as much as possible during the period when it flows back to the bottom of the reduction box housing 132 under the action of gravity, so as to achieve secondary lubrication, so as to achieve a better lubrication effect. To this end, as an implementation method, the secondary shaft 1314 is set as a hollow structure and formed with a cavity 1314a. One end of the secondary shaft 1314 is set as a closed structure, and the other end of the secondary shaft 1314 is set with an opening, which can collect the lubricating liquid in the falling process, so as to lubricate the reduction assembly 131. As an implementation method, the secondary shaft 1314 is provided with an oil hole 1314b, and the oil hole 1314b can throw the lubricating liquid in the cavity 1314a of the secondary shaft 1314 out of the cavity 1314a during the high-speed rotation of the secondary shaft 1314, and distribute it on the gear assembly and / or the input shaft 1311 and the output shaft. As an implementation method, the oil holes 1314b are evenly distributed in the circumference of the secondary shaft 1314, so as to meet the lubrication requirements in all directions. It can be understood that the diameter of the oil hole 1314b is set to be greater than or equal to 2mm and less than or equal to 4mm. Further, the diameter of the oil hole 1314b is set to be greater than or equal to 2.5mm and less than or equal to 3.5mm. As a specific implementation method, the diameter of the oil hole 1314b is set to 3mm. This arrangement can not only meet the lubrication needs, but also prevent the lubricating liquid in the cavity 1314a from being completely thrown out during the high-speed rotation of the secondary shaft 1314, thereby preventing the lubricating liquid collected at the opening from being unable to continuously meet the secondary lubrication needs.

[0057] In this embodiment, a guide structure 1322 is also provided, which can guide the lubricating liquid in the splashing and falling process to the opening of the secondary shaft 1314, thereby further increasing the amount of oil in the cavity 1314a of the secondary shaft 1314 and increasing the effect of secondary lubrication. Specifically, the guide structure 1322 is set as a baffle extending from the side wall of the reduction box housing 132, and the baffle at least partially extends to the opening of the secondary shaft 1314. When observed from the axial direction perpendicular to the secondary shaft 1314, the baffle and the secondary shaft 1314 at least partially overlap, thereby ensuring that the lubricating liquid collected in the baffle can effectively flow into the cavity 1314a of the secondary shaft 1314. As an implementation method, the guide structure 1322 includes a collecting portion 1322a and a guide portion 1322b. Among them, the collecting portion 1322a is annular, and in the axial direction of the secondary shaft 1314, the collecting portion 1322a is distributed around the axial direction of the secondary shaft 1314 and is arranged at one end close to the opening. The guide portion 1322b and the collecting portion 1322a are fixedly connected or integrally formed, and the outer surface of the guide portion 1322b and the outer surface of the collecting portion 1322a are substantially continuously arranged, so that the guide portion 1322b can quickly guide the lubricating liquid collected in the collecting portion 1322a to the cavity 1314a of the secondary shaft 1314. As an implementation method, the guide structure 1322 extends along a first preset direction, and the secondary shaft 1314 extends along a second preset direction. The first preset direction and the second preset direction are arranged obliquely, so that the lubricating liquid gathered in the collecting portion 1322a can quickly flow into the cavity 1314a of the secondary shaft 1314.

[0058] like Figure 15 to Figure 16As shown, the input shaft 1311 of the reduction assembly 131 is supported on the reduction box housing 132 through a bearing, thereby meeting the requirement of high-speed rotation of the input shaft 1311. It can be understood that since the reduction assembly 131 also generates an axial force on the input shaft 1311 during operation, especially the gear assembly during transmission, the axial force is transmitted to the bearing, so that the bearing is easy to loosen in the axial direction. As an implementation method, a mounting groove 1323 is provided on the reduction box housing 132, and the reduction box 13 also includes an input shaft cover 1324 for closing at least part of the mounting groove 1323. The input shaft cover 1324 cooperates with the mounting groove 1323 to form a receiving space 1321, and the bearing is at least partially arranged in the receiving space 1321. Since the bearing may be disengaged from the mounting groove 1323 under the action of the axial force, the present application also provides a limiting structure 1324a, which is used to provide a force opposite to the aforementioned axial force to limit the bearing from being disengaged from the mounting groove 1323. Specifically, the limiting structure 1324a is arranged on the input shaft cover 1324 and is fixedly connected or integrally formed with the input shaft cover 1324. The extending direction of the limiting structure 1324a is arranged substantially parallel to the input shaft 1311, and the limiting structure 1324a is circumferentially distributed around the extending direction of the input shaft 1311. Specifically, when the input shaft cover 1324 is fixed to the reduction box housing 132 by a fixing member, the limiting structure 1324a abuts against the bearing, and the bearing is limited to the current position at this time, and cannot be separated from the mounting groove 1323 under the action of the axial force, thereby ensuring the stability of the bearing, and no additional limiting member is required. It can be understood that the reverse gear shaft 1313, the secondary shaft 1314, the intermediate shaft 1315 and the rear axle shaft 1316 are all installed on the reduction box housing 132 through bearings. In order to compress each shaft body, a nut can also be set at one end of the shaft body, and the nut and the threaded fit provided on the part of the shaft body extending to the reduction box housing 132 can be used to compress the bearing. This prevents the shafts from moving on the bearings, ensures full engagement between the gear components, and increases the stability of power transmission.

[0059] like Figures 17 to 19As shown, the reduction box 13 is also provided with a connecting bracket 134, and the connecting bracket 134 is used to accommodate and support at least part of the transmission shaft 1312. It can be understood that the output shaft of the reduction box 13 needs to transmit power to the transmission shaft 1312 to drive the transmission shaft 1312 to rotate. The transmission shaft 1312 is connected to the reduction box 13 by external transmission, and the connection part between the transmission shaft 13 and the reduction box 13 needs to be provided with a supporting structure to support the transmission shaft 1312. In order to ensure the stability of power transmission between the output shaft and the transmission shaft 1312, it is also necessary to meet the lubrication requirements between the output shaft and the transmission shaft 1312. In order to improve the convenience and reliability of the connection between the transmission shaft 1312 and the output shaft, the present application provides a connecting bracket 134. As an implementation method, the connecting bracket 134 is arranged at the connection between the reduction box 13 and the clutch 12. Specifically, a receiving space 1321 is provided between the reduction box 13 and the clutch 12, and the connecting bracket 134 is at least partially arranged in the receiving space 1321. In this embodiment, the connecting bracket 134 is provided with a first type of connecting hole 1341 and a second type of connecting hole 1342, wherein the first type of connecting hole 1341 allows the connecting member to fix the connecting bracket 134 to the reduction box housing 132; the second type of connecting housing 111 allows the connecting member to fix the housing 111 of the clutch 12 and the connecting bracket 134 to the reduction box housing 132. Through the above two fixing methods, the connecting bracket 134 can be fixed to the reduction box housing 132 in a direction perpendicular to the transmission shaft 1312. As an implementation method, the connecting bracket 134 is also provided with a third type of connecting hole 1343, which is set to be substantially parallel to the output shaft direction, and the third type of connecting hole 1343 can fix the connecting bracket 134 to the reduction box housing 132 in a direction parallel to the output shaft.

[0060] As an implementation, the connecting bracket 134 extends substantially in a direction parallel to the output shaft, and a chamber for accommodating at least part of the transmission shaft 1312 is formed inside the connecting bracket 134, and the chamber is connected to the accommodating space 1321 formed around the reduction box housing 132, so as to ensure the continuity of lubrication between the transmission shaft 1312 and the output shaft. As an implementation, an oil seal is also provided at one end of the connecting bracket 134 away from the output shaft, and after the transmission shaft 1312 is connected to the connecting bracket 134, the oil seal closes the gap between the transmission shaft 1312 and the connecting bracket 134, so as to prevent the lubricating liquid inside the chamber of the connecting bracket 134 from overflowing. More specifically, the length of the connecting bracket 134 extending along the preset direction is greater than or equal to 220 mm and less than or equal to 300 mm. Further, the length of the connecting bracket 134 extending along the preset direction is greater than or equal to 240 mm and less than or equal to 280 mm. Further, the length of the connecting bracket 134 extending along the preset direction is greater than or equal to 260 mm and less than or equal to 270 mm. Through the above arrangement, the connecting bracket 134 can have a sufficient length to form an accommodating space 1321, so that the connection between the transmission shaft 1312 and the output shaft is fully lubricated. It can be understood that the transmission shaft 1312 and the output shaft are transmitted through a bevel gear to transmit torque. Since the connection is far away from the internal space of the reduction box housing 132, and the connection itself has a high demand for lubrication, a relatively independent lubrication space is provided by setting the connecting bracket 134 to ensure that the connection between the transmission shaft 1312 and the output shaft is fully lubricated, thereby ensuring the stability of power transmission. On the other hand, by setting the connecting bracket 134 to be detachably connected to the reduction box housing 132, it can increase the convenience of installation between the transmission shaft 1312 and the reduction box 13. Specifically, the connecting bracket 134 is a separate part, which can be connected to the transmission shaft 1312 first, and when the connecting bracket 134 and the transmission shaft 1312 are connected to form a whole, it is connected to the reduction box housing 132, thereby greatly improving the convenience of installation of the transmission shaft 1312.

[0061] like Figure 20 to Figure 25 As shown, the reduction box 13 provided in the present application is also provided with an electronic shifting device 135, and the electronic shifting device 135 can drive the reduction box 13 to automatically switch to a preset gear. Specifically, the reduction box 13 also includes a shift drum 1317, and a profile is provided on the shift drum 1317. The profile cooperates with the shift fork so that the gear assembly engages at different positions to achieve shifting. As an implementation method, the electronic shifting device 135 includes a driving device 1351 and an actuator 1352. Among them, the driving device 1351 is configured to be transmission-connected with the actuator 1352, and can drive the actuator 1352 to rotate through a built-in driving mechanism, thereby driving the shift drum 1317 to rotate. It can be understood that the driving device 1351 also has a built-in drive control mechanism, which is used to control the operation of the driving mechanism.

[0062] Specifically, the actuator 1352 includes a shift shaft 1352an, one end of which is transmission-connected to the drive device 1351, and the other end of which is transmission-connected to the speed-shift drum 1317. The shift shaft 1352an can be driven by the drive device 1351 to drive the speed-shift drum 1317 to rotate. As an implementation, the engine 11 provided in the present application is provided with a plurality of gears, including a forward gear, a reverse gear, a neutral gear, and a parking gear. When the reduction gear 13 is in the parking gear, the various shafts and gear assemblies of the reduction gear 13 do not transmit driving force and are restricted to the current position. As an implementation, the reduction gear 13 is also provided with a parking arm 136, which can cooperate with the parking gear 1314c on the secondary shaft 1314 to limit the rotation of the secondary shaft 1314. Specifically, the parking arm 136 can rotate around a preset axis, and includes a first state of a parking gear and a second state of a non-parking gear relative to the parking gear 1314c. When the parking arm 136 is in the first state, the reduction box 13 is in the parking gear, at which time, the various shafts and gear assemblies of the reduction box 13 do not transmit driving force and are restricted to the current position. When the parking arm 136 is in the second state, the reduction box 13 is in the non-parking gear, at which time, the various shafts and gear assemblies of the reduction box 13 can transmit driving force. Specifically, in order to achieve parking, the actuator 1352 also includes an actuator assembly 1352a, which is used to drive the parking arm 136 to switch between the parking position and the non-parking position. Specifically, the actuator assembly 1352a includes a positioning star wheel 1352aa, a buffer spring 1352ag and a transmission member 1352am. The positioning star wheel 1352aa is provided with a first cylinder 1352ab and a second cylinder 1352ac, and the first cylinder 1352ab and the second cylinder 1352ac are fixedly connected or integrally formed. The diameter of the first cylinder 1352ab is greater than the diameter of the second cylinder 1352ac, so that the positioning star wheel 1352aa forms a step structure. The second cylinder 1352ac is provided with a first protrusion 1352ad, and the protruding part of the first protrusion 1352ad is arranged within the outer circumference of the first cylinder 1352ab.

[0063] The parking arm 136 includes a first matching portion 1361 and a second matching portion 1363. The first matching portion 1361 is sleeved on the positioning star wheel 1352aa and can be limited in axial displacement by the first cylinder 1352ab. The first matching portion 1361 is provided with a second protrusion 1362, and the second protrusion 1362 can abut against the first protrusion 1352ad to transmit torque. The second matching portion 1363 is specifically configured as a limiting tooth, and the limiting tooth is configured to be able to engage with the parking gear 1314c on the secondary shaft 1314 to limit the rotation of the gear. It can be understood that when the first protrusion 1352ad is away from the second protrusion 1362, the actuator 1352 can drive the speed change drum 1317 to rotate to a preset position for shifting. At this time, the limiting tooth is set at a position away from the parking gear 1314c. When the first protrusion 1352ad abuts against the second protrusion 1362 along the first rotation direction, the force on the shift shaft 1352an is transmitted to the parking arm 136 to drive the parking arm 136 to rotate to the parking position. At this time, the limit tooth is engaged with the parking gear 1314c, and the reduction box 13 does not transmit torque and is in the parking state. When the first protrusion 1352ad moves away from the second protrusion 1362 along the second direction, the force on the shift shaft 1352an continues to be transmitted to the second protrusion 1362 through the first protrusion 1352ad, thereby driving the parking arm 136 away from the parking gear 1314c, thereby entering the non-parking state. It can be understood that the first rotation direction and the second rotation direction are opposite.

[0064] The transmission member 1352am is fixedly connected to the shift shaft 1352an and can rotate synchronously with the shift shaft 1352an. The buffer spring 1352ag and the positioning star wheel 1352aa are both sleeved on the shift shaft 1352an. The buffer spring 1352ag is arranged on one side of the transmission member 1352am, and the positioning star wheel 1352aa is arranged on the other side of the transmission member 1352am. The buffer spring 1352ag includes a first force arm 1352ah and a second force arm 1352ak, and the first force arm 1352ah and the second force arm 1352ak both pass through the transmission member 1352am and the positioning star wheel 1352aa. When the driving device 1351 drives the shift shaft 1352an to rotate, the transmission member 1352am transmits the torque to the first lever arm 1352ah of the buffer spring 1352ag. Since the first lever arm 1352ah passes through the transmission member 1352am and the positioning star wheel 1352aa at the same time, at this time, the first lever arm 1352ah transmits the torque from the transmission member 1352am to the positioning star wheel 1352aa, thereby driving the positioning star wheel 1352aa to rotate, and then drives the parking arm 136 to rotate through the positioning star wheel 1352aa to switch between the parking position and the non-parking position. It can be understood that the cooperation between the first protrusion 1352ad and the second protrusion 1362 can drive the limit tooth on the parking arm 136 to approach or move away from the parking gear 1314c, but when the tooth top of the limit tooth abuts against the tooth top of the parking gear 1314c to cause the tooth to be stuck, the limit tooth and the parking gear 1314c cannot be engaged to achieve parking. At this time, the shift shaft 1352an continues to rotate under the drive of the driving device 1351. If the parking arm 136 continues to receive the torque transmitted from the shift shaft 1352an, the limit tooth or the parking gear 1314c will be damaged. As an implementation method, when the limit tooth is engaged with the parking gear 1314c, the buffer spring 1352ag will store the torque continuously transmitted from the shift shaft 1352an. When the various shafts of the reduction gear box 13 rotate under the action of external force, the parking gear 1314c will actively be offset from the limit tooth. At this time, the torque stored in the buffer spring 1352ag can continue to drive the parking arm 136 to rotate, thereby making the limit tooth engage with the parking gear 1314c to achieve parking.

[0065] Specifically, the positioning star wheel 1352aa is provided with a first transmission hole 1352ae and a second transmission hole 1352af. The transmission member 1352am is provided with a first transmission groove and a second transmission groove. Among them, the first force arm 1352ah passes through the first transmission groove and the first transmission hole 1352ae at the same time, and the second force arm 1352ak passes through the second transmission groove and the second transmission hole 1352af at the same time. When the shift shaft 1352an drives the transmission member 1352am to rotate, the transmission member 1352am drives the first force arm 1352ah to rotate around the first direction, and the first force arm 1352ah drives the positioning star wheel 1352aa to rotate at the same time. When the limiting tooth is engaged with the parking gear 1314c, the parking arm 136 cannot rotate, and at this time, the first force arm 1352ah, driven by the transmission member 1352am, gradually moves away from the second force arm 1352ak, thereby accumulating force for the buffer spring 1352ag. At this time, the second lever arm 1352ak abuts against the side walls of the second transmission groove and the second transmission hole 1352af, and has a tendency to move toward the first lever arm 1352ah. When the limit tooth and the parking gear 1314c are offset under the action of external force, the parking arm 136 can be driven to rotate. At this time, the second lever arm 1352ak releases the torque of the buffer spring 1352ag and transmits it to the positioning star wheel 1352aa, thereby driving the parking arm 136 to rotate, so that the limit tooth actively engages with the parking gear 1314c to achieve parking. The above structure provides an electronic shifting structure with simple structure, low cost and high automation, which greatly increases the convenience of user operation and relieves the user's concerns during the shifting process.

[0066] like Figure 26 to Figure 27 As shown, the gearbox 13 is also provided with a gear position sensor 137. The gear position sensor 137 is installed on the gearbox 13 through the gearbox housing 132. As an implementation, the gear position sensor 137 includes a first connection portion 1371 and a second connection portion 1372. The first connection portion 1371 is arranged inside the gearbox housing 132, and the second connection portion 1372 is arranged outside the gearbox housing 132. The first connection portion 1371 is used to transmit the electrical signal in the gearbox housing 132 to the second connection portion 1372, and then transmit it to the vehicle controller through the second connection portion 1372.

[0067] The first connection portion 1371 includes a first support portion 1371a and a gear contact structure 1371c. The first support portion 1371a is set to an epoxy resin material and has a connection hole 1371b therein. The gear contact structure 1371c is at least partially set in the connection hole 1371b and is used to close the connection hole 1371b to prevent the lubricating oil in the reduction box 13 from leaking through the connection hole 1371b. As an implementation method, the gear contact structure 1371c is basically columnar and extends along a preset direction. A protrusion 1371d is distributed around the gear contact structure 1371c. There are multiple protrusions 1371d distributed along the extension direction of the gear contact structure 1371c, and the multiple protrusions 1371d constitute a fan structure. By providing a maze structure formed by the protrusion 1371d, on the one hand, the stability of the connection between the gear contact structure 1371c and the connecting hole 1371b can be increased; on the other hand, the flow path of the oil circuit can be increased when oil leaks into the reduction gear housing 132, thereby avoiding oil leakage by increasing the connection stability and extending the flow path of the oil circuit.

[0068] The second connecting portion 1372 is provided with a second supporting portion 1372a and a connecting wire 1372b, the connecting wire 1372b at least partially passes through the supporting portion, one end of the connecting wire 1372b is electrically connected to the vehicle controller, and the other end of the connecting wire 1372b is electrically connected to the gear position contact structure 1371c. As an implementation method, the gear position sensor 137 also includes an adapter 1372c, and the adapter 1372c is used to electrically connect the gear position contact structure 1371c and the connecting wire 1372b. It can be understood that since the gear position contact structure 1371c and the connecting wire 1372b are both used to transmit electrical signals, they need to be welded and connected, and the traditional welding process is easy to cause a gap in the welding point of the gear position contact structure 1371c and the connecting wire 1372b due to the high temperature of the welding production site, thereby causing the oil in the reduction gear box 13 to flow out. By setting the adapter 1372c, the welding position of the gear contact structure 1371c can be far away from the welding position of the connecting line 1372b, so as to avoid local overheating and the generation of gaps. Specifically, there is a preset distance between the welding position of the gear contact structure 1371c on the adapter 1372c and the welding position of the connecting line 1372b on the adapter 1372c. By setting such a preset distance, the welding points of the gear contact structure 1371c and the connecting line 1372b on the adapter 1372c can be far away, so as to avoid local overheating and cause a large gap in the second support part 1372a, thereby preventing the oil in the reduction box 13 from leaking.

[0069] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A traveling assembly, wherein the traveling assembly is at least partially disposed on the frame; A driving device, the driving device is used to drive the traveling assembly; a reduction box, the reduction box being at least partially disposed on the driving device and used for outputting the driving force of the driving device; It is characterized in that The reduction gearbox includes a shift drum, a drive device and an actuator, wherein the drive device can be controlled to drive the actuator to rotate, and the actuator drives the shift drum to rotate to achieve gear shifting; the reduction gearbox also includes a parking arm and a parking gear, wherein the parking arm includes a first state of being in a parking gear position and a second state of being in a non-parking gear position relative to the parking gear; the actuator includes an actuator component that drives the parking arm to switch between the first state and the second state.

2. The all-terrain vehicle according to claim 1, characterized in that: The actuator is provided with a first protrusion, and the parking arm is provided with a second protrusion cooperating with the first protrusion. When the first protrusion abuts against the second protrusion around a first rotation direction, the actuator can drive the parking arm to move to the first state; when the first protrusion moves away from the second protrusion around a second rotation direction, the actuator can drive the parking arm to move to the second state.

3. The all-terrain vehicle according to claim 1, characterized in that: The actuator further comprises a shift shaft, and the shift shaft can be driven by the driving device to drive the actuator assembly to rotate.

4. The all-terrain vehicle according to claim 2, characterized in that: The actuator further comprises a shift shaft, the actuator assembly comprises a positioning star wheel, the first protrusion is arranged on the positioning star wheel, and the positioning star wheel can be driven by the shift shaft to drive the parking arm to switch between the first state and the state.

5. The all-terrain vehicle according to claim 4, characterized in that: The positioning star wheel includes a first cylinder and a second cylinder, the first cylinder and the second cylinder are fixedly connected or integrally formed, the diameter of the first cylinder is larger than the diameter of the second cylinder, the first protrusion is arranged on the second cylinder, and the protruding part of the first protrusion is arranged within the outer circumference of the first cylinder.

6. The all-terrain vehicle according to claim 2, characterized in that: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel and a transmission member, the transmission member is fixedly connected to the shift shaft or is integrally formed with the shift shaft and can rotate synchronously with the shift shaft, the first protrusion is arranged on the positioning star wheel, and the transmission member can drive the positioning star wheel to rotate.

7. The all-terrain vehicle according to claim 2, characterized in that: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel, a transmission member and a buffer spring. The positioning star wheel, the transmission member and the buffer spring are all sleeved on the shift shaft, the positioning star wheel is arranged on one side of the transmission member, and the buffer spring is arranged on the other side of the transmission member. The transmission member rotates synchronously with the shift shaft and can transmit the driving force of the shift shaft to the buffer spring. The buffer spring can transmit the driving force of the transmission member to the positioning star wheel, thereby driving the positioning star wheel to rotate.

8. The all-terrain vehicle according to claim 7, characterized in that: The buffer spring includes a first force arm and a second force arm, wherein the first force arm and the second force arm pass through the transmission member and the positioning star wheel and can transmit the driving force of the transmission member to the positioning star wheel.

9. The all-terrain vehicle according to claim 8, characterized in that: The positioning star wheel is provided with a first rotating hole and a second transmission hole, the transmission member is provided with a first transmission groove and a second transmission groove, the first force arm passes through the first transmission groove and the first transmission hole at the same time, and the second force arm passes through the second transmission groove and the second transmission hole at the same time.

10. The all-terrain vehicle according to claim 1, characterized in that: The parking arm comprises a limiting tooth. When the parking arm is in the first state, the limiting tooth is engaged with the parking gear. When the parking arm is in the second state, the limiting tooth is disengaged from the parking gear.

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