All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, an engine, a transmission system and a walking assembly. The engine is at least partially arranged on the frame; the transmission system comprises a clutch in transmission connection with the engine. The clutch comprises a clutch shell and an air inlet structure. The walking assembly is in transmission connection with the engine through the transmission system. The air inlet structure comprises a first air inlet baffle and a second air inlet baffle, the first air inlet baffle basically extends in the left-right direction, the first air inlet baffle is arranged in a spiral mode, the second air inlet baffle comprises a ventilation part used for air inlet and an air blocking part covering the first air inlet baffle, and the first air inlet baffle and the air blocking part are fixedly connected or integrally formed. A spiral air inlet channel is formed by the clutch shell, the first air inlet baffle and the air blocking part. Through the arrangement, the cooling effect of the all-terrain vehicle 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 existing technology, all-terrain vehicles (ATVs), as outdoor vehicles, need to adapt to diverse scenarios and complex operating conditions, placing high power demands on their engines. Furthermore, to cope with these diverse scenarios, ATVs are equipped with various components, particularly engines and clutches. These components generate significant heat during operation, and the rate at which heat is dissipated from the outside is slow. Finding a way to meet the heat dissipation requirements of the generator without taking up space on the ATV remains a pressing issue for those skilled in the art. Summary of the Invention

[0003] In order to address the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle that can improve the cooling effect of vehicle body components.

[0004] An all-terrain vehicle comprises a frame, an engine, a transmission system, and a travel assembly. The engine is at least partially mounted on the frame; the transmission system includes a clutch connected to the engine, the clutch including a clutch housing and an air intake structure; the travel assembly is connected to the engine via the transmission system; the air intake structure includes a first air intake baffle and a second air intake baffle, the first air intake baffle extending substantially in the left-right direction and being arranged in a spiral shape; the second air intake baffle includes a ventilation portion for air intake and a windshield portion covering the first air intake baffle, the first air intake baffle and the windshield portion being fixedly connected or integrally formed, and the clutch housing, the first air intake baffle, and the windshield portion forming a spiral air intake passage.

[0005] Furthermore, the pitch of the air intake passage is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

[0006] 3. The all-terrain vehicle according to claim 1, wherein the pitch of the air intake passage is set to be greater than or equal to 14 mm and less than or equal to 26 mm.

[0007] Furthermore, the pitch of the air intake passage is set to be greater than or equal to 18 mm and less than or equal to 22 mm.

[0008] Furthermore, a driving member is provided in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

[0009] Furthermore, a driving member is provided in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 14 mm and less than or equal to 26 mm.

[0010] Furthermore, a driving member is provided in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 18 mm and less than or equal to 22 mm.

[0011] Furthermore, a driving member is provided in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 1.5 and less than or equal to 3.

[0012] Furthermore, a driving member is provided in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 1.8 and less than or equal to 2.7.

[0013] Furthermore, a driving member is provided in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 2.1 and less than or equal to 2.4.

[0014] The all-terrain vehicle provided by the present invention can avoid interference with other components of the clutch when air enters the accommodating space through the second air intake channel, and the air can flow to the location where the heat generated by the clutch component is more concentrated, thereby improving the smoothness of the air flow in the accommodating space and reducing the pressure loss of the air. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

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

[0018] Figure 4 A schematic perspective view of a clutch of the engine of the present application;

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

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

[0021] Figure 7 An exploded view 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] Figure 9 A cross-sectional view of a partial structure of a clutch of the engine of the present application;

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

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

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

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

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

[0029] Figure 15 An exploded view of a portion of the reduction gearbox of the engine of the present application;

[0030] Figure 16 This is an exploded view of another perspective of the partial structure of the reduction gearbox of the engine of this application

[0031] Figure 17 An exploded view of the reduction gearbox and clutch housing of the engine of this application;

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

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

[0034] Figure 20 This is a schematic diagram of the internal structure of the reduction gearbox of the engine of this application;

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

[0036] Figure 22 This is a partial structural diagram of the travel gear of the reduction gearbox of the engine of this application;

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

[0038] Figure 24 An exploded view of an actuator of an electronic shifting device of an engine according to the present application;

[0039] Figure 25 An exploded view of the actuator of the electronic shifting device of the engine of the present application from another perspective;

[0040] Figure 26 A three-dimensional schematic diagram of the gear position sensor of the engine of the present application;

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

[0042] In order to help those skilled in the art better understand the solutions of this application, the technical solutions in the specific embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of this application. It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the scope of protection of the claims attached to this application.

[0043] like Figures 1 to 3 As shown, the present application provides a powertrain 100 and an all-terrain vehicle 200 using the powertrain 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 traveling assembly 25. The powertrain 100 is at least partially disposed on the frame 21, the transmission system is transmission-connected to the powertrain 100, and the traveling assembly 25 is transmission-connected to the powertrain 100 via the transmission system. The powertrain 100 outputs the driving force of the all-terrain vehicle 200 and transmits the driving force to the traveling assembly 25 via the transmission system, so that the traveling assembly 25 drives the all-terrain vehicle 200 to travel. The steering system 24 is at least partially connected to the traveling assembly 25, and the steering system 24 is used to control the travel direction of the all-terrain vehicle 200.

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

[0045] The cylinder block 1113 is provided with a combustion chamber. The valve mechanism 112 communicates between the outside world and the combustion chamber. The fuel supply mechanism is at least partially connected to the valve mechanism 112. Fuel provided by the fuel supply mechanism and air provided by the valve mechanism 112 mix to form a mixture, which is then delivered to the combustion chamber. A crankshaft-connecting rod mechanism 114 is at least partially disposed in the combustion chamber. An ignition mechanism 115 is at least partially disposed in the combustion chamber. The ignition mechanism 115 ignites the mixture and outputs the driving force of the engine 11 through the crankshaft-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 to generate electricity. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly 121 and a clutch housing 122, and the reduction gearbox 13 includes a reduction gearbox 131 and a reduction gearbox housing 132. The magneto 118 is disposed at one end of the crankshaft 1141, and the other end of the crankshaft 1141 is in transmission connection with one end of the clutch assembly 121, and the other end of the clutch assembly 121 is in transmission connection with one end of the reduction gearbox 131. The other end of the reduction gearbox 131 is in transmission connection with the travel assembly 25 via a transmission shaft. The clutch housing 122, the reduction gearbox housing 132, and the housing 111 are at least partially integrated, i.e., the clutch housing 122 is at least partially integrally formed with or fixedly connected to the housing 111, and the reduction gearbox housing 132 is at least partially integrally formed with or fixedly connected to the housing 111. The clutch housing 122 and the reduction gearbox housing 132 are integrally formed with or fixedly connected to the housing 111, so that the crankshaft 1141 can extend out of the housing 111 and directly drive-connect to the clutch assembly 121, and the clutch assembly 121 can directly drive-connect to the reduction gear assembly 131. This arrangement reduces the space occupied by the engine 11 and the transmission system, simplifies the transmission structure and reduces the number of components, resulting in a compact layout of the engine 11 and the transmission system, improving space utilization and transmission efficiency. The travel assembly 25 includes a front wheel assembly 251, and the reduction gearbox 13 also includes a spline shaft 133. One end of the spline shaft 133 is drive-connected to the reduction gear assembly 131, and the other end of the spline shaft 133 is drive-connected to the drive shaft and is drive-connected to the front wheel assembly 251 via the drive shaft, so that the engine 11 can be drive-connected to the front wheel assembly 251. The axis of the spline shaft 133 extends generally in the front-to-back direction, allowing the arrangement of the spline shaft 133 to be compatible with the structure of the engine 11, clutch 12, and reduction gearbox 13 provided herein, further conserving space within the layout of the all-terrain vehicle 200. The running assembly 25 also includes a rear wheel assembly 252 and a rear axle, which are drivingly connected to the rear axle. The reduction gearbox housing 132 is provided with a through hole for the reduction gearbox 13. The rear axle extends through the through hole for the reduction gearbox 13 and is drivingly connected to the reduction gearbox assembly 131, thereby enabling the engine 11 to be drivingly connected to the rear wheel assembly 252. In this embodiment, the valve train 112 also includes a supercharging assembly 1121, which is capable of providing an intake air volume of greater than or equal to 650 kg / h and less than or equal to 750 kg / h for the engine 11. In one implementation, the supercharging assembly 1121 can provide an intake air volume of up to 726 kg / h for the engine 11.With this intake volume, the fuel injection rate of engine 11 reaches 70 kg / h. Under this configuration, the speed of engine 11's crankshaft 1141 is greater than or equal to 8,000 rpm and less than or equal to 9,000 rpm, and the specific power of engine 11 is greater than or equal to 150 kW / L and less than or equal to 160 kW / L. This provides a powerful driving force, making the all-terrain vehicle 200 equipped with this engine 11 more powerful and adaptable to more complex road conditions. Furthermore, this configuration makes the overall structure of powertrain 100 more compact, allowing it to be better assembled on the all-terrain vehicle 200, resulting in a more compact structure for the all-terrain vehicle 200.

[0047] like Figures 4 to 11 As shown, the clutch housing 122 is provided with an air intake structure 1221 and an air exhaust structure 1222. The clutch housing 122 is formed with a storage space around it, and the air intake structure and the air exhaust structure are at least partially connected to the storage space. The clutch 12 also includes a driving member 1211, which is arranged in the storage space. One end of the air intake structure 1221 is connected to the outside space, and the driving member 1211 is arranged at the other end of the air intake structure 1221. The driving member 1211 draws air from the outside space into the storage space through the air intake structure 1221. After the air flows in the storage space 1312a and absorbs the heat generated when the clutch assembly 121 is working, it is circulated to the outside space through the air 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 air exhaust mechanism 1315 includes a first air exhaust port 1222a and a second air exhaust port 1222b. The clutch housing 122 is arranged substantially symmetrically about a symmetry plane 103 perpendicular to the left-right direction. The first air intake port 1221a and the first air exhaust port 1222a are arranged on one side of the symmetry plane 103, while the second air intake port 1221b and the second air exhaust port 1222b are arranged on the other side of the symmetry plane 103. The first air exhaust port 1222a is arranged in front of the first air intake port 1221a, and the second air exhaust port 1222b is arranged behind the second air intake port 1221b. This arrangement increases the air intake of the clutch 12 and allows 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 exhaust port 1222a and the second exhaust port 1222b are all disposed at the upper end of the clutch housing 122 to allow air to enter or be exhausted from the accommodating space 1312a smoothly and unobstructed.

[0048] In the present application, the clutch 12 is disposed on one side of the engine 11, and a cover plate 1222c is provided on the exhaust structure 1222. The cover plate 1222c is rotatably connected to the exhaust structure 1222. When gas is being discharged from the clutch 12, the cover plate 1222c opens to allow the gas to be discharged smoothly from the clutch 12. When gas is not being discharged from the clutch 12, the cover plate 1222c closes to prevent impurities such as mud, dust, etc. covering the engine 11 from entering the clutch 12. A limit structure 1222ca is provided at the connection between the cover plate 1222c and the exhaust structure 1222. The limit structure 1222ca limits the rotation angle of the cover plate 1222c. The rotation angle of the cover plate 1222c is set to be greater than or equal to 0° and less than 90°. This arrangement allows the cover plate 1222c to close under the action of gravity after opening without causing any jamming. Through this arrangement, the driving member 1211 can directly discharge gas from the clutch 12 to the outside space, making the clutch 12 simple and practical, and having low manufacturing and maintenance costs. According to the specific structure of the clutch 12, multiple cover plates 1222c can 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 smooth flow of air 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, which is fixedly connected to the clutch housing 122. The second air intake baffle 1221c includes a first ventilation portion 1221ca and a first wind shield 1221cb. The first wind shield 1221cb covers the first air intake baffle 1223. The second air intake baffle 1221c, the first wind shield 1221cb, and the clutch housing 122 form a first air intake channel 1224. The airflow in the first air intake channel 1112f enters the clutch housing 122 through the first ventilation portion 1221ca. Through the above configuration, the first air intake passage 1224 is configured in a spiral shape, guiding air entering the accommodation space 1312a. After entering the accommodation space 1312a, the air continues to spiral due to inertia, allowing the air to fully absorb heat from the clutch 12, thereby improving the cooling effect. Furthermore, due to the smaller cross-sectional area of ​​the first air intake passage 1224, the air flow velocity and air flow rate in the first air intake passage 1224 are increased, thereby improving the cooling effect. The pitch L of the first air intake passage 1224 is set to be greater than or equal to 10 mm and less than or equal to 30 mm. On a fourth plane 104 perpendicular to the axis of the first ventilation portion 1221ca, the projection of the first air intake passage 1224 on the fourth plane 104 is annular. The outer radius of the first air intake passage 1224 is the radius of the outer edge of the projection of the first air intake passage 1224 on the plane. The difference between the outer radius of the first air inlet channel 1224 and the radius of the driver 1211 is set to be greater than or equal to 10 mm and less than or equal to 30 mm. The ratio of the radius of the driver 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. This configuration prevents air from interfering with other components of the clutch 12 when entering the accommodating space 1312a through the first air inlet channel 1224. Air is then directed to locations where heat generation is concentrated within the clutch assembly 121, improving air flow smoothness within the accommodating space 1312a and reducing air pressure loss. Alternatively, the pitch of the first air inlet channel 1224 can be set to be greater than or equal to 14 mm and less than or equal to 26 mm, or 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 can be set to 10 mm, 15 mm, 20 mm, 25 mm, or 30 mm, among others.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 14 mm and less than or equal to 26 mm, 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 18 mm and less than or equal to 22 mm. Specifically, the difference between the outer radius of the first air inlet channel 1224 and the radius of the driver 1211 is set to 10 mm, 15 mm, 20 mm, 25 mm or 30 mm, etc. The ratio of the radius of the driver 1211 and the diameter of the first ventilation portion 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 portion 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 portion 1221ca is set to 1.5, 2, 2.5 or 3, etc.

[0050] As another alternative embodiment of the intake structure 1221, the intake structure 1221 includes a third intake baffle 1221d and a fourth intake baffle 1221e. The third intake baffle 1221d extends substantially in the left-right direction and is arranged in a spiral shape. The fourth intake baffle 1221e includes a second ventilation portion 1221ea and a second air shield portion 1221eb. The third air shield portion 1221fa overlies the third intake baffle 1221d. The third intake baffle 1221d and the third air shield portion 1221fa are fixedly connected or integrally formed. The clutch housing 122, the third intake baffle 1221d, and the second air shield portion 1221eb form a second intake passage 1225. The pitch of the second intake passage 1225 is set to be greater than or equal to 10 mm and less than or equal to 30 mm. On a fifth plane 105 perpendicular to the axis of the second ventilation portion 1221ea, the projection of the second air intake channel 1225 onto the fifth plane 105 is annular. The outer radius of the second air intake channel 1225 is the radius of the outer edge of the projection of the second air intake channel 1225 onto the fifth plane 105. The difference between the outer radius of the second air intake channel 1225 and the radius of the driver 1211 is set to be greater than or equal to 10 mm and less than or equal to 30 mm. The ratio of the radius of the driver 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. This configuration prevents air from interfering with other components of the clutch 12 when entering the accommodating space 1312a through the second air intake channel 1225. Air is then able to flow to locations within the clutch assembly 121 where heat is most concentrated, improving air flow smoothness within the accommodating space 1312a and reducing pressure loss. 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 part 1221ea can also be set to be greater than or equal to 1.8 and less than or equal to 2.7. The ratio of the radius of the driving member 1211 to the diameter of the second ventilation part 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 alternative embodiment of the air intake structure 1221, the clutch housing 122 is provided with a third ventilation portion 1221fc, which communicates with the accommodating space 1312a. The air intake structure 1221 includes a fifth air intake baffle 1221f, which includes a third air shield 1221da and a vent 1221fb. The third air shield 1221da is disposed within the accommodating space 1312a. The third ventilation portion 1221fc communicates with the vent 1221fb, forming a third air intake passage 1226. When the driving member 1211 drives air from the outside into the accommodating space 1312a along the second air intake passage 1225, the fifth air intake baffle 1221f can direct the air toward the clutch assembly 121, absorbing heat from the clutch assembly 121 and preventing the air from flowing elsewhere, thereby improving 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 carry 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 Figures 12 to 13 As shown, in order to meet the installation requirements of the all-terrain vehicle 200, the present application also provides a compact reduction gearbox 13 structure. Specifically, by fully utilizing the upper and lower spaces of the reduction gearbox 13, the space occupied by the reduction gearbox 13 in the front and rear directions of the all-terrain vehicle 200 is compressed to provide a tall and narrow reduction gearbox 13.

[0053] The reduction gearbox 13 includes a reduction gear assembly 131 and a reduction gear housing 132. The reduction gear housing 132 defines a receiving space 1321, with the reduction gear assembly 131 at least partially disposed within the receiving space 1321. Specifically, the reduction gear assembly 131 includes an input shaft 1311 connected to the clutch 12 and an output shaft connected to a transmission shaft 1312. The reduction gearbox 13 also includes a reverse gear shaft 1313, a countershaft 1314, an intermediate shaft 1315, and a rear axle shaft 1316. In the vertical direction of the reduction gearbox 13, the reverse gear shaft 1313, the countershaft 1314, and the intermediate shaft 1315 are all disposed between the input shaft 1311 and the output shaft and are connected to each other via a gear assembly. In the horizontal direction of the reduction gearbox 13, the input shaft 1311, the intermediate shaft 1315, the countershaft 1314, and the output shaft are all disposed between the reverse gear shaft 1313 and the rear axle shaft 1316. Along the vertical direction of the reduction gear 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 arranged in order from top to bottom. In order to fully utilize the space in the vertical direction, the spacing between the various shaft bodies in the vertical direction is large. In order to reduce the space occupied by the reduction gear box 13 in the front-to-back direction, along the front-to-back direction of the reduction gear box 13, the spacing between 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 in the front-to-back direction is small. As an implementation method, along the vertical 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. Furthermore, the distance between the axis of the input shaft 1311 and the axis of the output shaft is set to be greater than or equal to 180 mm and less than or equal to 220 mm. Furthermore, the distance between the axis of the input shaft 1311 and the axis 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, the distance between the axis of the input shaft 1311 and the axis of the output shaft is set to 200 mm. This arrangement allows for better utilization of the vertical space of the reduction gearbox 13, thereby fully utilizing the vertical layout space of the all-terrain vehicle 200. In the front-to-back direction, 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 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. 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 175 mm and less than or equal to 185 mm. This arrangement reduces the space occupied by the reduction gearbox 13 in the front-to-back direction, thereby leaving more space for the ATV 200 in the front-to-back direction.As an implementation, the ratio of the vertical distance between the axis centers of the input shaft 1311 and the output shaft to the longitudinal distance between the axis centers of the reverse gear shaft 1313 and the rear axle shaft 1316 is greater than or equal to 0.85 and less than or equal to 1.4. Furthermore, the ratio of the vertical distance between the axis centers of the input shaft 1311 and the output shaft to the longitudinal distance between the axis centers of the reverse gear shaft 1313 and the rear axle shaft 1316 is greater than or equal to 1 and less than or equal to 1.35. Furthermore, the ratio of the vertical distance between the axis centers of the input shaft 1311 and the output shaft to the longitudinal distance between the axis centers of the reverse gear shaft 1313 and the rear axle shaft 1316 is greater than or equal to 1.2 and less than or equal to 1.3. This configuration allows the reduction gearbox 13 to more effectively utilize vertical space while reducing longitudinal space utilization, thereby providing a tall, flat, and compact reduction gearbox 13 structure.

[0054] As an implementation, on a projection plane perpendicular to the left-right direction, the axis of each shaft has a projection point on the projection plane along the left-right direction. Specifically, on this 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. 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 gear box 13 can be made more compact while fully satisfying the reduction transmission function, thereby further reducing the volume of the reduction gear box housing 132, making the reduction gear box 13 structure more compact and more adaptable to the compact layout requirements of the all-terrain vehicle 200.

[0055] As an implementation, the rear axle gears and differential on rear axle shaft 1316 are both housed within the transmission housing 111. A bevel gear is also provided on the output shaft, transmitting power to the front axle, which in turn outputs the power to the output shaft. In this embodiment, by integrating the rear axle gears and differential into the reduction gearbox housing 132, the space occupied by the reduction gearbox housing 132 can be effectively reduced, making the reduction gearbox 13 more compact.

[0056] like Figure 14As shown, during the process of the output shaft transmitting the driving force of the clutch 12 to the reduction assembly 131, the input shaft 1311, the countershaft 1314, and the output shaft are all connected via a gear assembly. This gear assembly generates significant interaction forces and heat during transmission, necessitating timely lubrication of the input shaft 1311, the countershaft 1314, the output shaft, and the gear assembly. As one implementation, lubricating fluid is provided within the reduction gear housing 132 and distributed to the gear assembly and various shafts through splash lubrication. As will be appreciated, when the reduction gear assembly 131 is operating at high speed, the lubricating fluid within the reduction gear housing 132 is driven by the gear assembly and splashed to various locations, thereby lubricating various components. To effectively meet lubrication requirements, the lubricating fluid must remain on various components as much as possible while returning to the bottom of the reduction gear housing 132 under the action of gravity, achieving secondary lubrication and achieving better lubrication. To this end, as one implementation, the countershaft 1314 is configured as a hollow structure with a cavity 1314a formed therein. One end of the countershaft 1314 is closed, while the other end is opened. This opening collects lubricating fluid during its descent, thereby lubricating the reduction gear assembly 131. As an implementation, the countershaft 1314 is provided with oil holes 1314b. These holes allow lubricating fluid within the cavity 1314a of the countershaft 1314 to be expelled from the cavity 1314a during high-speed rotation, distributing it to the gear assembly and / or the input shaft 1311 and output shaft. As an implementation, the oil holes 1314b are evenly distributed around the circumference of the countershaft 1314, thus meeting lubrication requirements in all directions. It is understood that the diameter of the oil holes 1314b is set to be greater than or equal to 2 mm and less than or equal to 4 mm. Specifically, the diameter of the oil holes 1314b is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm. As a specific implementation, the diameter of the oil holes 1314b is set to be 3 mm. 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. This guide structure 1322 can guide the lubricating liquid splashing down to the opening of the secondary shaft 1314, thereby further increasing the amount of oil within the cavity 1314a of the secondary shaft 1314 and enhancing the secondary lubrication effect. Specifically, the guide structure 1322 is configured as a baffle extending from the sidewall of the reduction gearbox housing 132. The baffle at least partially extends to the opening of the secondary shaft 1314. When viewed from a direction perpendicular to the axial direction of 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, the guide structure 1322 includes a collection portion 1322a and a guide portion 1322b. The collection portion 1322a is annular and is distributed axially around the secondary shaft 1314 and is located at one end near the opening. The guide portion 1322b and the collection portion 1322a are fixedly connected or integrally formed. The outer surface of the guide portion 1322b is substantially continuous with the outer surface of the collection portion 1322a, thereby enabling the guide portion 1322b to quickly guide the lubricating liquid collected in the collection portion 1322a into the cavity 1314a of the secondary shaft 1314. In one implementation, the guide structure 1322 extends along a first predetermined direction, while the secondary shaft 1314 extends along a second predetermined direction. The first and second predetermined directions are arranged at an angle, thereby enabling the lubricating liquid collected in the collection portion 1322a to quickly flow into the cavity 1314a of the secondary shaft 1314.

[0058] like Figures 15 and 16As shown, the input shaft 1311 of the reduction assembly 131 is supported on the reduction gear housing 132 via bearings, thereby meeting the requirements for high-speed rotation of the input shaft 1311. It is understandable that during operation, the reduction assembly 131, especially during transmission, generates an axial force on the input shaft 1311. This axial force is transmitted to the bearings, making the bearings susceptible to axial loosening. As an implementation, a mounting slot 1323 is provided on the reduction gear housing 132. The reduction gear housing 132 also includes an input shaft cover 1324 for enclosing at least a portion of the mounting slot 1323. The input shaft cover 1324 cooperates with the mounting slot 1323 to form a receiving space 1321, within which the bearing is at least partially disposed. Because the bearing may dislodge from the mounting slot 1323 under the action of axial force, the present application further provides a retaining structure 1324a, which is used to apply a force opposite to the aforementioned axial force to prevent the bearing from dislodging from the mounting slot 1323. Specifically, the retaining structure 1324a is disposed on the input shaft cover 1324 and is fixedly connected to or integrally formed with the input shaft cover 1324. The retaining structure 1324a extends substantially parallel to the input shaft 1311 and is distributed circumferentially around the extension of the input shaft 1311. Specifically, when the input shaft cover 1324 is secured to the reduction gear housing 132 via a retaining member, the retaining structure 1324a abuts against the bearing, securing the bearing in its current position and preventing it from dislodging from the mounting slot 1323 under axial force. This ensures bearing stability and eliminates the need for additional retaining members. It will be appreciated that the reverse gear shaft 1313, countershaft 1314, intermediate shaft 1315, and rear axle shaft 1316 are all mounted on the reduction gear housing 132 via bearings. To secure the various shafts, a nut may be provided at one end of the shaft, with the nut mating with threads provided on the portion of the shaft extending into the reduction gear housing 132 to compress the bearings. 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 gearbox 13 is also provided with a connecting bracket 134, which is used to accommodate and support at least a portion of a transmission shaft 1312. As will be understood, the output shaft of the reduction gearbox 13 needs to transmit power to the transmission shaft 1312 to drive the transmission shaft 1312 to rotate. Since the transmission shaft 1312 is connected to the reduction gearbox 13 by an external transmission, a support structure is required at the connection between the output shaft and the transmission shaft 1312 to support the transmission shaft 1312. To ensure stable power transmission between the output shaft and the transmission shaft 1312, lubrication requirements between the output shaft and the transmission shaft 1312 must also be met. 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, the connecting bracket 134 is disposed at the connection between the reduction gearbox 13 and the clutch 12. Specifically, a receiving space 1321 is provided between the reduction gearbox 13 and the clutch 12, and the connecting bracket 134 is at least partially disposed within this receiving space 1321. In this embodiment, the connecting bracket 134 is provided with a first-type connecting hole 1341 and a second-type connecting hole 1342. The first-type connecting hole 1341 allows a connecting member to secure the connecting bracket 134 to the reduction gearbox housing 132. The second-type connecting housing 111 allows a connecting member to secure the clutch 12 housing 111 and the connecting bracket 134 to the reduction gearbox housing 132. Through these two securing methods, the connecting bracket 134 can be secured to the reduction gearbox housing 132 in a direction perpendicular to the transmission shaft 1312. As an implementation, the connecting bracket 134 is further provided with a third-type connecting hole 1343, which is arranged substantially parallel to the output shaft. The third-type connecting hole 1343 can secure the connecting bracket 134 to the reduction gearbox housing 132 in a direction parallel to the output shaft.

[0060] In one embodiment, the connecting bracket 134 extends substantially parallel to the output shaft and defines a chamber for accommodating at least a portion of the transmission shaft 1312. This chamber communicates with the accommodating space 1321 formed around the reduction gearbox housing 132, thereby ensuring continuous lubrication between the transmission shaft 1312 and the output shaft. In one embodiment, an oil seal is provided on the end of the connecting bracket 134 distal from the output shaft. After the transmission shaft 1312 is connected to the connecting bracket 134, the oil seal seals the gap between the transmission shaft 1312 and the connecting bracket 134, preventing lubricant from escaping from the chamber of the connecting bracket 134. More specifically, the length of the connecting bracket 134 extending in the predetermined direction is greater than or equal to 220 mm and less than or equal to 300 mm. Furthermore, the length of the connecting bracket 134 extending in the predetermined direction is greater than or equal to 240 mm and less than or equal to 280 mm. Furthermore, the length of the connecting bracket 134 extending in the predetermined direction is greater than or equal to 260 mm and less than or equal to 270 mm. The above arrangement allows the connecting bracket 134 to have sufficient length to form a receiving space 1321, thereby ensuring adequate lubrication at the connection between the transmission shaft 1312 and the output shaft. It is understood that the transmission shaft 1312 and the output shaft transmit torque via a bevel gear transmission. Since the connection is located away from the interior of the reduction gear housing 132, the lubrication requirements are high. Therefore, the provision of the connecting bracket 134 provides a relatively independent lubrication space to ensure adequate lubrication at the connection between the transmission shaft 1312 and the output shaft, thereby ensuring stable power transmission. Furthermore, by providing the connecting bracket 134 with a detachable connection to the reduction gear housing 132, it can enhance the ease of installation between the transmission shaft 1312 and the reduction gear housing 13. Specifically, the connecting bracket 134, as a separate component, can be first connected to the transmission shaft 1312. Once the connecting bracket 134 and the transmission shaft 1312 are connected to form a single unit, it can then be connected to the reduction gear housing 132, greatly improving the ease of installation of the transmission shaft 1312.

[0061] like Figures 20 to 25 As shown, the reduction gearbox 13 provided in the present application is also provided with an electronic shifting device 135, which can drive the reduction gearbox 13 to automatically switch to a preset gear position. Specifically, the reduction gearbox 13 also includes a shift drum 1317, on which a profile is provided, and 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 in transmission connection 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 in transmission connection with the drive device 1351, and the other end of the shift shaft 1352an is in transmission connection with the shift drum 1317. The shift shaft 1352an can be driven by the drive device 1351 to drive the shift drum 1317 to rotate. As an implementation method, the engine 11 provided in the present application is provided with multiple gears, including forward gear, reverse gear, neutral gear, and 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 method, 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 is rotatable about a preset axis and has a first state relative to the parking gear 1314c, in a parking position, and a second state relative to the non-parking position. When the parking arm 136 is in the first state, the reduction gear 13 is in the parking position. At this time, the various shafts and gear assemblies of the reduction gear 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 gear 13 is in the non-parking position. At this time, the various shafts and gear assemblies of the reduction gear 13 can transmit driving force. Specifically, 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. Positioning star wheel 1352aa comprises a first cylinder 1352ab and a second cylinder 1352ac, which are fixedly connected or integrally formed with the second cylinder 1352ac. The diameter of first cylinder 1352ab is larger than that of second cylinder 1352ac, forming a stepped structure for positioning star wheel 1352aa. Second cylinder 1352ac is provided with a first protrusion 1352ad, the protruding portion of which is positioned within the outer circumference of first cylinder 1352ab.

[0063] The parking arm 136 includes a first mating portion 1361 and a second mating portion 1363. The first mating portion 1361 is mounted on the positioning star wheel 1352aa and can be limited in axial displacement by the first cylinder 1352ab. The first mating portion 1361 is provided with a second protrusion 1362, which can abut against the first protrusion 1352ad to transmit torque. The second mating portion 1363 is specifically configured as a limiting tooth, which is configured to engage with the parking gear 1314c on the countershaft 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 shift drum 1317 to rotate to a preset position for shifting. At this time, the limiting tooth is located away from the parking gear 1314c. When first protrusion 1352ad abuts second protrusion 1362 in the first rotational direction, the force on shift shaft 1352an is transmitted to parking arm 136, driving parking arm 136 to the parking position. At this point, the stopper tooth engages parking gear 1314c, and reduction gearbox 13 stops transmitting torque and enters the parking state. When first protrusion 1352ad moves away from second protrusion 1362 in the second direction, the force on the shift shaft continues to be transmitted through first protrusion 1352ad to second protrusion 1362, thereby driving parking arm 136 away from parking gear 1314c, thereby entering the non-parking state. It will be understood that the first rotational direction and the second rotational direction are opposite.

[0064] Transmission member 1352am is fixedly connected to shift shaft 1352an and rotates synchronously with the latter. A buffer spring 1352ag and a positioning star wheel 1352aa are both mounted on shift shaft 1352an. Buffer spring 1352ag is located on one side of transmission member 1352am, while positioning star wheel 1352aa is located on the other side. Buffer spring 1352ag includes a first lever arm 1352ah and a second lever arm 1352ak, both of which pass through transmission member 1352am and 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 is understood that the cooperation between first protrusion 1352ad and second protrusion 1362 can drive the limiting tooth on parking arm 136 toward or away from parking gear 1314c. However, when the tooth top of the limiting tooth abuts against the tooth top of parking gear 1314c, causing a jam, the limiting tooth and parking gear 1314c cannot engage to achieve parking. At this time, the shift shaft 1352an continues to rotate under the drive of drive device 1351. If the parking arm 136 continues to receive torque transmitted from the shift shaft 1352an, it will cause damage to the limiting tooth or parking gear 1314c. 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 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, so that the limit tooth is engaged with the parking gear 1314c to achieve parking.

[0065] Specifically, positioning star wheel 1352aa is provided with a first transmission hole 1352ae and a second transmission hole 1352af. Transmission member 1352am is provided with a first transmission slot and a second transmission slot. First lever arm 1352ah passes through both the first transmission slot and the first transmission hole 1352ae, while second lever arm 1352ak passes through both the second transmission slot and the second transmission hole 1352af. When shift shaft 1352an drives transmission member 1352am to rotate, transmission member 1352am drives first lever arm 1352ah to rotate in a first direction, which in turn drives positioning star wheel 1352aa to rotate. When the limiting tooth engages with parking gear 1314c, parking arm 136 cannot rotate. At this time, first lever arm 1352ah, driven by transmission member 1352am, gradually moves away from second lever arm 1352ak, thereby accumulating force for buffer spring 1352ag. At this point, the second lever arm 1352ak abuts against the sidewalls of the second transmission slot and second transmission hole 1352af and tends to move toward the first lever arm 1352ah. When the limiting tooth and parking gear 1314c are displaced by an external force, the parking arm 136 can be driven to rotate. At this point, 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, causing the limiting tooth to actively engage with the parking gear 1314c to achieve parking. The above structure provides a simple, low-cost, and highly automated electronic shifting mechanism, which greatly increases user convenience and relieves users of concerns during the shifting process.

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

[0067] The first connecting portion 1371 includes a first supporting portion 1371a and a shift contact structure 1371c. The first supporting portion 1371a is made of epoxy resin and has a connecting hole 1371b defined therein. The shift contact structure 1371c is at least partially disposed within the connecting hole 1371b and serves to seal the connecting hole 1371b, thereby preventing lubricating oil within the reduction gearbox 13 from leaking through the connecting hole 1371b. In one implementation, the shift contact structure 1371c is substantially columnar and extends in a predetermined direction. A plurality of protrusions 1371d are distributed around the shift contact structure 1371c. Multiple protrusions 1371d are distributed along the extension direction of the shift contact structure 1371c, forming a structure. By setting up 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 gearbox housing 132, thereby avoiding oil leakage by increasing the connection stability and extending the oil flow path.

[0068] The second connecting portion 1372 is provided with a second support portion 1372a and a connecting wire 1372b. The connecting wire 1372b at least partially passes through the support 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, the gear position sensor 137 also includes an adapter 1372c, which is used to electrically connect the gear position contact structure 1371c and the connecting wire 1372b. It is understandable that because the gear position contact structure 1371c and the connecting wire 1372b are both used to transmit electrical signals, they need to be welded together. However, traditional welding processes can easily cause gaps to form at the weld between the gear position contact structure 1371c and the connecting wire 1372b due to the high temperatures at the welding site, which can cause oil in the reduction gear 13 to leak out. By providing the adapter 1372c, the welding position of the shift contact structure 1371c can be distanced from the welding position of the connecting wire 1372b, thereby preventing local overheating and the formation of gaps. Specifically, a preset distance is provided between the welding position of the shift contact structure 1371c on the adapter 1372c and the welding position of the connecting wire 1372b on the adapter 1372c. By providing such a preset distance, the welding points of the shift contact structure 1371c and the connecting wire 1372b on the adapter 1372c can be spaced apart, thereby preventing local overheating and the formation of large gaps in the second support portion 1372a, thereby preventing oil leakage in the reduction gearbox 13.

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

Claims

1. An all-terrain vehicle comprising: Frame; an engine, the engine being at least partially disposed on the frame; A transmission system, the transmission system comprising a clutch drivingly connected to the engine, the clutch comprising a clutch housing and an air intake structure; A traveling assembly, the traveling assembly being transmission-connected to the engine through the transmission system; It is characterized in that The air intake structure includes a first air intake baffle and a second air intake baffle, the first air intake baffle basically extends in the left and right direction, the first air intake baffle is spirally arranged, the second air intake baffle includes a ventilation portion for air intake and a wind shield portion covering the first air intake baffle, the first air intake baffle and the wind shield portion are fixedly connected or integrally formed, and the clutch housing, the first air intake baffle and the wind shield portion form a spiral air intake channel.

2. The all-terrain vehicle according to claim 1, characterized in that: The pitch of the air intake passage is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

3. The all-terrain vehicle according to claim 1, characterized in that: The pitch of the air intake passage is set to be greater than or equal to 14 mm and less than or equal to 26 mm.

4. The all-terrain vehicle according to claim 1, characterized in that: The pitch of the air intake passage is set to be greater than or equal to 18 mm and less than or equal to 22 mm.

5. The all-terrain vehicle according to claim 1, characterized in that: A driving member is arranged in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

6. The all-terrain vehicle according to claim 1, characterized in that: A driving member is disposed in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 14 mm and less than or equal to 26 mm.

7. The all-terrain vehicle according to claim 1, characterized in that: A driving member is disposed in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 18 mm and less than or equal to 22 mm.

8. The all-terrain vehicle according to claim 1, characterized in that: A driving member is disposed in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 1.5 and less than or equal to 3.

9. The all-terrain vehicle according to claim 1, characterized in that: A driving member is disposed in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 1.8 and less than or equal to 2.

7.

10. The all-terrain vehicle according to claim 1, characterized in that: A driving member is disposed in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 2.1 and less than or equal to 2.4.

Images