All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a walking assembly, a suspension assembly, a power assembly and a transmission assembly. The walking assembly comprises a front wheel and a rear wheel, and the front wheel and the rear wheel are connected to the frame through the suspension assembly. The power assembly comprises an engine and a power output shaft. The transmission assembly comprises a drive axle, a transmission shaft and a buffer mechanism, the transmission shaft is used for connecting the drive axle and the power output shaft, the drive axle is further connected with at least one of the front wheels and the rear wheels, the power output shaft / or the drive axle is provided with a first connecting part, and the transmission shaft is connected with the first connecting part through the buffer mechanism. Through the arrangement, the impact on the transmission assembly when the whole vehicle bears high impact is reduced, so that the transmission assembly is better protected, meanwhile, vibration and noise transmitted by an engine are reduced, and then the damping and noise reduction effects of the all-terrain vehicle are 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] At present, the engine of an all-terrain vehicle transmits power to the drive axle through a transmission shaft, and the drive axle then drives the wheels through a constant velocity half-axle, and the drive shaft needs to be equipped with a cross-axis universal joint to transmit power to make the transmission smooth. However, the operating environment of all-terrain vehicles is complex and the working conditions are harsh. Ordinary cross-axis universal joints and drive shafts cannot withstand the high impact when the vehicle is in use. Therefore, if the impact resistance of the drive axle and the drive shaft is to be improved, the strength and volume of the drive shaft need to be increased, and the cross-axis universal joint needs to be replaced when necessary, thereby increasing the production cost and vehicle weight. In addition, the above-mentioned setting also requires a large vehicle body space, and it also cannot solve the vibration and noise problems transmitted from the engine to the drive shaft.

[0003] In the prior art, buffer mechanisms are installed inside the engine, inside the drive axle, and on the constant velocity axle to improve the impact resistance of the drive axle and the transmission shaft, and to reduce the vibration and noise transmitted from the engine to the transmission shaft. However, when a buffer mechanism is installed inside the engine or the drive axle, the space for arranging the buffer mechanism is limited due to the complex structure inside the engine and the drive axle, and the buffer mechanism has a great impact on the internal structure of the engine or the drive axle, and will occupy a large layout space of the engine or the drive axle. When a buffer mechanism is installed on the constant velocity axle, the buffer mechanism will be subjected to a force that exceeds the impact force it can withstand.

[0004] In addition, in the prior art, a buffer mechanism is also provided at the connection between the drive axle and the frame, but the impact resistance of the drive shaft and the vibration and noise reduction effect of the engine are relatively poor. Summary of the invention

[0005] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, whose transmission assembly can achieve shock absorption and noise reduction functions and improve impact resistance.

[0006] To achieve the above object, the present invention adopts the following technical solution:

[0007] An all-terrain vehicle includes a frame, a traveling assembly, a suspension assembly, a power assembly and a transmission assembly. The traveling assembly includes a front wheel and a rear wheel. The suspension assembly connects the front wheel and the rear wheel to the frame. The power assembly includes an engine and a power output shaft connected to the engine. The transmission assembly includes a drive axle and a transmission shaft, the transmission shaft is used to connect the drive axle and the power output shaft, and the drive axle is also connected to at least one of the front wheel and the rear wheel. The transmission assembly also includes a buffer mechanism, the power output shaft and / or the drive axle are provided with a first connecting portion, and the first connecting portion and the transmission shaft are connected through the buffer mechanism.

[0008] Furthermore, the transmission assembly also includes a positioning mechanism and a centering mechanism. The positioning mechanism is at least partially arranged in the first connecting part, and the centering mechanism is at least partially arranged in the transmission shaft. The centering mechanism is used to adjust the angle between the transmission shaft and the first connecting part. The centering mechanism and the positioning mechanism are slidably connected.

[0009] Furthermore, the centering mechanism includes a centering outer ring, an elastic member and a centering inner ring, the centering inner ring is arranged in the centering outer ring, the elastic member is at least partially arranged between the centering outer ring and the centering inner ring, and the positioning mechanism is slidably connected to the centering inner ring.

[0010] Furthermore, at least a portion of the outer side surface of the center-aligning inner ring is formed with an annular protrusion, and the angle between the axis of the center-aligning outer ring and the axis of the center-aligning inner ring is adjusted by the annular protrusion.

[0011] Furthermore, the centering mechanism is configured as a joint ball head.

[0012] Furthermore, the buffer mechanism further comprises a receiving hole, and the centering mechanism is arranged in the transmission shaft after at least part of it passes through the receiving hole.

[0013] Furthermore, the transmission assembly also includes a limiting mechanism, which is at least partially arranged between the positioning mechanism and the centering mechanism, and the positioning mechanism passes through the limiting mechanism and is slidably connected with the centering mechanism.

[0014] Furthermore, the thickness of the buffer mechanism along the axial direction of the transmission shaft is set to be greater than or equal to 8 mm and less than or equal to 35 mm; the ratio of the maximum width of the buffer mechanism along the radial direction of the transmission shaft to the thickness of the buffer mechanism along the axial direction of the transmission shaft is set to be greater than or equal to 2.2 and less than or equal to 10.

[0015] Furthermore, the buffer mechanism includes a buffer portion for providing buffering and one or more fixed portions, the transmission shaft and the first connecting portion are connected through the fixed portion, the fixed portion is at least partially arranged around the axis of the transmission shaft, the buffer portion is at least partially arranged between two adjacent fixed portions, and the buffer portion is also at least partially arranged around the fixed portion.

[0016] Furthermore, a first connecting portion is provided at the end of the power output shaft and / or the drive axle, and a second connecting portion is provided at the end of the transmission shaft. The first connecting portion and the fixed portion are connected by a first fastener, and the second connecting portion and the fixed portion are connected by a second fastener; a threaded hole or a through hole is provided on the fixed portion for the first fastener and the second fastener to pass through.

[0017] The all-terrain vehicle may be provided with a buffer mechanism between the power output shaft and the transmission shaft, and / or between the transmission shaft and the drive axle, and the buffer mechanism absorbs the vibration and noise transmitted by the engine, thereby achieving the effect of shock absorption and noise reduction. At the same time, the buffer mechanism can also reduce the impact force on the transmission shaft, the power output shaft and / or the drive axle, thereby better protecting the transmission components and power components of the all-terrain vehicle, which is conducive to improving the overall performance of the all-terrain vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the overall structure of the all-terrain vehicle of the present invention.

[0019] Figure 2 It is a schematic diagram of the connection between the power assembly and the transmission assembly of the all-terrain vehicle of the present invention.

[0020] Figure 3 It is an exploded view of the assembly of the buffer assembly of the all-terrain vehicle of the present invention.

[0021] Figure 4 It is an assembly cross-sectional view of the buffer assembly of the all-terrain vehicle of the present invention.

[0022] Figure 5 It is a cross-sectional view of the centering mechanism of the all-terrain vehicle of the present invention.

[0023] Figure 6 Another structural cross-sectional view of the centering mechanism of the all-terrain vehicle of the present invention.

[0024] Figure 7 It is a partial cross-sectional view of the transmission assembly of the all-terrain vehicle of the present invention.

[0025] Figure 8 It is an assembly cross-sectional view of the sealing mechanism, the connecting member and the sliding part of the all-terrain vehicle of the present invention.

[0026] Fig. 9 It is a partial cross-sectional view of the connecting member of the all-terrain vehicle of the present invention. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the specific implementation modes of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the implementation modes of the present invention.

[0028] like Figure 1 and Figure 2As shown, an all-terrain vehicle 100 includes a frame 11, a traveling assembly 12, a suspension assembly 13, a power assembly 14 and a transmission assembly 15. The frame 11 constitutes the basic framework of the all-terrain vehicle 100, and is used to support the traveling assembly 12, the suspension assembly 13, the power assembly 14 and the transmission assembly 15. The traveling assembly 12 includes a front wheel 121 and a rear wheel 122, and the front wheel 121 and the rear wheel 122 are both connected to the frame 11 through the suspension assembly 13. The power assembly 14 includes an engine 141 and a power output shaft 142, and the power output shaft 142 is connected to the engine 141. The transmission assembly 15 includes a drive axle 151 and a transmission shaft 152, and the transmission shaft 152 is used to connect the drive axle 151 and the power output shaft 142, and the drive axle 151 is also connected to at least one of the front wheel 121 and the rear wheel 122, so that the power assembly 14 drives the traveling assembly 12 through the transmission assembly 15, thereby controlling the movement of the all-terrain vehicle 100. In order to clearly describe the technical solution of the application, the following definitions are also provided: Figure 1 The front, rear, left, right, top, and bottom of all terrain vehicle 100 are shown.

[0029] like Figure 2 and Figure 3As shown, as an implementation, the transmission assembly 15 further includes a buffer mechanism 153, and the buffer mechanism 153 is used to provide buffering for the power assembly 14 and / or the transmission assembly 15. Among them, at least one of the two ends of the transmission shaft 152 is provided with a buffer mechanism 153, that is, one end of the buffer mechanism 153 is used to connect the transmission shaft 152, and the other end of the buffer mechanism 153 is used to connect the power output shaft 142 and / or the drive bridge 151. In this embodiment, the power output shaft 142 and the transmission shaft 152 can be connected through the buffer mechanism 153. As another implementation, the drive bridge 151 and the transmission shaft 152 can also be connected through the buffer mechanism 153. More specifically, the power output shaft 142 and / or the drive bridge 151 are provided with a first connecting portion 101, and the first connecting portion 101 and the transmission shaft 152 can be connected through the buffer mechanism 153. That is, in this application, at least one of the power output shaft 142 and the drive bridge 151 can be connected to the transmission shaft 152 through the buffer mechanism 153. Through the above-mentioned settings, the buffer mechanism 153 can absorb the vibration and noise transmitted by the engine 141, thereby achieving the effects of shock absorption and noise reduction. At the same time, the buffer mechanism 153 can also reduce the impact force on the transmission shaft 152, the power output shaft 142 and / or the drive axle 151, thereby better protecting the transmission assembly 15 and the power assembly 14 of the all-terrain vehicle 100, which is beneficial to improving the overall performance of the all-terrain vehicle 100. Specifically, the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 is set to be greater than or equal to 8mm and less than or equal to 35mm. Further, the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 is set to be greater than or equal to 8.8mm and less than or equal to 31.5mm. Further, the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 is set to be greater than or equal to 9.7mm and less than or equal to 28.4mm. Through the above arrangement, it is possible to avoid the buffer mechanism 153 occupying a large transmission space due to the excessive thickness W1 of the buffer mechanism 153, thereby facilitating the space utilization of the transmission assembly 15; it is also possible to avoid the buffer mechanism 153 reducing its buffering effect due to the excessive thickness W1 of the buffer mechanism 153, thereby facilitating the buffer mechanism 153 to absorb the vibration and noise transmitted by the engine 141, thereby achieving the effect of shock absorption and noise reduction, that is, through the above arrangement, the buffer mechanism 153 can be realized while improving the structural compactness of the buffer mechanism 153, thereby further improving the structural compactness of the all-terrain vehicle 100. In addition, through the above arrangement, it is also possible to avoid the buffer mechanism 153 reducing its structural strength due to the excessive thickness W1 of the buffer mechanism 153, while also avoiding the buffer mechanism 153 being easily deformed due to excessive stress due to the excessive thickness W1 of the buffer mechanism 153, thereby avoiding the buffer mechanism 153 from breaking due to the above reasons, thereby improving the connection stability and connection strength between the transmission shaft 152 and the connecting parts at both ends thereof.

[0030] As an implementation, the ratio of the maximum width W2 of the buffer mechanism 153 along the radial direction of the transmission shaft 152 and the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 is set to be greater than or equal to 2.2 and less than or equal to 10. Specifically, the ratio of the maximum width W2 of the buffer mechanism 153 along the radial direction of the transmission shaft 152 and the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 is set to be greater than or equal to 2.5 and less than or equal to 9. More specifically, the ratio of the maximum width W2 of the buffer mechanism 153 along the radial direction of the transmission shaft 152 and the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 is set to be greater than or equal to 2.8 and less than or equal to 8. Through the above arrangement, it is possible to avoid the problem that the buffer mechanism 153 is subjected to increased stress due to the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 being too small, thereby avoiding the problem that the buffer mechanism 153 is subjected to increased stress and is caused to tear, etc., which is beneficial to improving the structural strength of the buffer mechanism 153, so as to improve the connection stability and connection strength between the transmission shaft 152 and the connecting parts at both ends thereof; it is also possible to avoid the problem that the weight and volume of the buffer mechanism 153 are increased due to the thickness W1 of the buffer mechanism 153 along the axial direction of the transmission shaft 152 being too large, thereby avoiding the problems of increased cost, excessive space occupancy and poor buffering effect caused by the above reasons, which is beneficial to improving the space utilization and structural compactness of the transmission assembly 15, and is beneficial to improving the buffering effect of the buffer mechanism 153.

[0031] As an implementation method, the buffer mechanism 153 includes a fixing portion 1531 and a buffer portion 1532, wherein the fixing portion 1531 is used to fix the connection between the first connection portion 101 and the transmission shaft 152. The buffer portion 1532 is used to buffer the interaction force between the first connection portion 101 and the transmission shaft 152. When the all-terrain vehicle 100 is accelerated or decelerated suddenly during driving, the transmission assembly 15 is subjected to high impact from the ground and strong vibration from the engine 141. The force generated by the high impact and strong vibration mainly acts on the connection between the transmission assembly 15 and the connecting parts at both ends thereof, that is, the connection between the power output shaft 142 and the transmission shaft 152, and / or the connection between the drive axle 151 and the transmission shaft 152. In this embodiment, the buffer part 1532 is configured as a rubber block, nylon rope or other elastic material, so that the buffer part 153 can improve the buffering effect; the fixing part 1531 is configured as a rigid part, so that the fixing part 1531 can provide a fixing effect, so that the power output shaft 142, the transmission shaft 152, and the drive bridge 151 can be stably connected through the fixing part 1531. Through the above configuration, the buffer part 1532 can buffer the impact force between the power output shaft 142 and the transmission shaft 152, and between the drive bridge 151 and the transmission shaft 152, so as to better protect the power output shaft 142, the drive bridge 151 and the transmission shaft 152, thereby improving the service life of the power assembly 14 and the transmission assembly 15. In addition, the fixing part 1531 and the buffer part 1532 can be configured to be integrally formed or fixedly connected, so that the structure of the fixing part 1531 and the buffer part 1532 is more compact, which is conducive to improving the structural compactness of the buffer mechanism 153, and thus is conducive to improving the space utilization of the all-terrain vehicle 100. The buffer part 1532 can absorb the vibration and noise transmitted from the engine 141, realize the functions of shock absorption and noise reduction, and thus improve the driving comfort. More specifically, more than one fixing part 1531 is provided, and the fixing part 1531 is at least partially arranged around the axis of the transmission shaft 152, and the buffer part 1532 is at least partially arranged between two adjacent fixing parts 1531, and the buffer part 1532 is also at least partially arranged around the fixing part 1531. Specifically, the fixing parts 1531 are connected by the buffer part 1532, so that the buffer mechanism 153 is basically a torus structure, and has both connection and buffering functions, so that the buffer mechanism 153 has good connection stability and impact resistance, thereby improving the overall performance of the transmission assembly 15. The buffer part 1532 disposed around the fixing part 1531 and the buffer part 1532 disposed between two adjacent fixing parts 1531 can be made of the same material such as rubber blocks, or can be made of different materials such as rubber blocks and nylon ropes, so that the buffer mechanism 153 can absorb the vibration and noise transmitted by the engine 141 and improve the impact resistance of the buffer mechanism 153. At the same time, the above arrangement also enables the material of the buffer part 1532 to be selected according to actual needs, thereby facilitating the diversity of the buffer part 1532.In addition, the number of fixing parts 1531 can be set according to actual needs, as long as a stable connection can be achieved.

[0032] As an implementation, the end of the power output shaft 142 and / or the drive bridge 151 is provided with a first connection portion 101, the end of the transmission shaft 152 is provided with a second connection portion 1521, the first connection portion 101 and the fixing portion 1531 are connected by a first fastener 103, and the second connection portion 1521 and the fixing portion 1531 are connected by a second fastener 102. The end of the transmission shaft 152 refers to at least one of the two ends of the transmission shaft 152 used to connect the power output shaft 142 and the drive bridge 151, the end of the power output shaft 142 refers to the end of the power output shaft 142 away from the engine 141, and the end of the drive bridge 151 refers to the end of the drive bridge 151 extending along the axial direction of the transmission shaft 152. Specifically, the second connection portion 1521 is provided at one end of the fixing portion 1531, and the first connection portion 101 is provided at the other end of the fixing portion 1531 away from the second connection portion 1521. More specifically, the fixing portion 1531 is provided with a plurality of threaded holes or through holes. In this embodiment, the second fastener 102 is fixedly connected to the second connection part 1521 after passing through the threaded hole or through hole on the fixing part 1531, and the first fastener 103 is fixedly connected to the first connection part 101 after passing through the threaded hole or through hole on the fixing part 1531, so that the connection of the transmission shaft 152, the buffer mechanism 153, the power output shaft 142 and / or the drive axle 151 is more stable, which is conducive to improving the connection stability of the power assembly 14 and the transmission assembly 15. In addition, the connection between the second connection part 1521 and the fixing part 1531 and the connection between the first connection part 101 and the fixing part 1531 are independent of each other, so that the disassembly and installation of the second connection part 1521 and the first connection part 101 are convenient, which is conducive to the maintenance and replacement of the transmission shaft 152, the buffer mechanism 153, the power output shaft 142 and / or the drive axle 151.

[0033] like Figure 3 and Figure 4As shown, as an implementation, the transmission assembly 15 further includes a positioning mechanism 154 and a centering mechanism 155, the positioning mechanism 154 is at least partially arranged in the first connection portion 101, the centering mechanism 155 is at least partially arranged in the transmission shaft 152, the positioning mechanism 154 is at least partially arranged in the centering mechanism 155, and the positioning mechanism 154 and the centering mechanism 155 are slidably connected. Specifically, the positioning mechanism 154 can be formed by two cylinders with different diameters fixedly connected or integrally formed, and the cylinder with a larger diameter is set as a hollow structure, the axes of the above two cylinders are basically coincident, and the basically coincident axis is the axis of the positioning mechanism 154, and the axis of the positioning mechanism 154 and the axis of the transmission shaft 152 extend substantially in the same direction. The structure of the centering structure 155 is set as a hollow cylindrical structure, the cylinder with a smaller diameter of the positioning mechanism 154 is at least partially arranged in the centering structure 155, and the axis of the centering structure 155 and the axis of the transmission shaft 152 extend substantially in the same direction. The cylinder with a larger diameter of the positioning mechanism 154 is at least partially disposed in the first connecting portion 101, that is, the axis of the drive bridge 151 and the axis of the transmission shaft 152 extend substantially in the same direction, and / or the axis of the power output shaft 142 and the axis of the transmission shaft 152 extend substantially in the same direction. Among them, the end of the drive bridge 151 extending axially along the transmission shaft 152 is substantially cylindrical in structure, and the axis of the drive bridge 151 refers to the axis of the end of the drive bridge 151 extending axially along the transmission shaft 152. Through the above arrangement, during the driving process of the all-terrain vehicle 100, when the transmission shaft 152, the drive axle 151 and / or the power output shaft 142 are affected by the impact force of the ground or the vibration of the engine 141, and the axis of the transmission shaft 152, the drive axle 151 and / or the power output shaft 142 is deflected, the positioning mechanism 154 and the centering mechanism 155 can adjust the angle between the transmission shaft 152 and the first connecting portion 101, so as to adapt to the relative deflection caused by the impact force and vibration between the transmission shaft 152 and the drive axle 151, and between the transmission shaft 152 and the power output shaft 142. Among them, the angle between the transmission shaft 152 and the drive axle 151 refers to the angle between the axis of the transmission shaft 152 and the axis of the drive axle 151, and the angle between the transmission shaft 152 and the power output shaft 142 refers to the angle between the axis of the transmission shaft 152 and the axis of the power output shaft 142. Therefore, through the adjustment of the positioning mechanism 154 and the centering mechanism 155 , the transmission assembly 15 can be made to transmit more smoothly, thereby improving the transmission efficiency and service life of the transmission assembly 15 .

[0034] As an implementation, the buffer mechanism 153 further includes a receiving hole 1533, the fixing portion 1531 is at least partially arranged around the receiving hole 1533, the centering mechanism 155 is at least partially passed through the receiving hole 1533 and then arranged in the transmission shaft 152, and the positioning mechanism 154 is at least partially passed through the receiving hole 1533 and arranged in the centering mechanism 155. Through the above arrangement, the positioning mechanism 154 and the centering mechanism 155 cooperate with the buffer mechanism 153 through the receiving hole 1533, so that while the buffer mechanism 153 provides a buffering effect, the positioning mechanism 154 and the centering mechanism 155 are convenient for adjusting the angle between the axis of the transmission shaft 152 and the axis of the drive axle 151, and / or adjusting the angle between the axis of the transmission shaft 152 and the axis of the power output shaft 142, so that the transmission assembly 15 can be transmitted more smoothly. It should be noted that the buffer mechanism 153 can also adjust the angle between the transmission shaft 152 and the drive axle 151, and / or adjust the angle between the transmission shaft 152 and the power output shaft 142. The positioning mechanism 154 and the centering mechanism 155 can further improve the smoothness of the transmission of the transmission assembly 15, thereby improving the service life of the transmission assembly 15.

[0035] As an implementation method, the transmission assembly 15 further includes a limiting mechanism 156, which is at least partially disposed between the positioning mechanism 154 and the centering mechanism 155. The positioning mechanism 154 passes through the limiting mechanism 156 and is slidably connected with the centering mechanism 155. Specifically, the limiting mechanism 156 can be configured to be a material having elasticity such as rubber, so that the limiting mechanism 156 can prevent the end face of the positioning mechanism 154 from directly contacting the end face of the centering mechanism 155 and causing wear, thereby improving the service life of the positioning mechanism 154 and the centering mechanism 155. At the same time, the limiting mechanism 156 can limit the positioning mechanism 154 within the drive axle 151 and / or the power output shaft 142, thereby facilitating the improvement of the connection stability between the positioning mechanism 154 and the drive axle 151, and / or the connection stability between the positioning mechanism 154 and the power output shaft 142.

[0036] like Figure 5As shown, as an implementation method, the centering mechanism 155 includes a centering outer ring 1551, an elastic member 1552 and a centering inner ring 1553, the centering inner ring 1553 is arranged in the centering outer ring 1551, the elastic member 1552 is at least partially arranged between the centering outer ring 1551 and the centering inner ring 1553, and the positioning mechanism 154 is slidably connected with the centering inner ring 1553. Specifically, the elastic member 1552 is used to provide a buffer for the centering outer ring 1551 and the centering inner ring 1553. Among them, the elastic member 1552 can be set to a rubber member or other elastic material. When the positioning mechanism 154 drives the centering inner ring 1553 to deflect in the centering outer ring 1551, the elastic member 1552 can avoid the centering outer ring 1551 and the centering inner ring 1553 from rigid contact and causing wear, thereby improving the service life of the positioning mechanism 154 and the centering mechanism 155. Specifically, the elastic member 1552 can adjust the angle between the axis of the self-aligning outer ring 1551 and the axis of the self-aligning inner ring 1553. More specifically, when deflection occurs between the axis of the self-aligning outer ring 1551 and the axis of the self-aligning inner ring 1553, the elastic member 1552 can undergo elastic deformation, thereby allowing the axis of the self-aligning outer ring 1551 and the axis of the self-aligning inner ring 1553 to deflect. Further, when the transmission shaft 152, the drive axle 151 and / or the power output shaft 142 are affected by the impact force of the ground or the vibration of the engine 141, causing the axis of the transmission shaft 152, the drive axle 151 and / or the power output shaft 142 to deflect, the angle between the transmission shaft 152 and the drive axle 151 can be adjusted, and / or the angle between the transmission shaft 152 and the power output shaft 142 can be adjusted. Among them, the self-aligning outer ring 1551 is at least partially arranged inside the transmission shaft 152, that is, the outer surface of the self-aligning outer ring 1551 is at least partially in contact with the inner wall of the transmission shaft 152, and the self-aligning outer ring 1551 has the ability to resist deformation. When the axis of the self-aligning outer ring 1551 and the axis of the self-aligning inner ring 1553 are offset, the self-aligning outer ring 1551 can protect the elastic part 1552 and the self-aligning inner ring 1553 located inside the self-aligning outer ring 1551, so as to improve the service life of the elastic part 1552 and the self-aligning inner ring 1553. In this embodiment, the self-aligning inner ring 1553 is at least partially mounted on the positioning mechanism 154, that is, the inner surface of the self-aligning inner ring 1553 abuts against the outer surface of the positioning mechanism 154, and the self-aligning inner ring 1553 also has the ability to resist deformation and friction. When the axis of the self-aligning inner ring 1553 and the axis of the self-aligning outer ring 1551 are offset, the self-aligning inner ring 1553 can protect the elastic member 1552 and the self-aligning outer ring 1551 located outside the self-aligning inner ring 1553, so as to improve the service life of the elastic member 1552 and the self-aligning outer ring 1551.

[0037] As an implementation method, the outer side surface of the centering inner ring 1553 is at least partially formed with an annular protrusion 1553a, and the angle between the axis of the centering outer ring 1551 and the axis of the centering inner ring 1553 can be adjusted through the annular protrusion 1553a. Specifically, the elastic member 1552 and the centering outer ring 1551 are interference fit, so that the elastic member 1552 is stably abutted against the inside of the centering outer ring 1551. The elastic member 1552 and the centering inner ring 1553 are interference fit, specifically, the inner surface of the elastic member 1552 is provided with an annular groove 1552a, and the annular protrusion 1553a can be clamped in the annular groove 1552a, thereby avoiding the centering inner ring 1553 from moving relative to the elastic member 1552, thereby improving the adjustment stability of the centering mechanism 155. Through the above arrangement, when the positioning mechanism 154 drives the self-aligning inner ring 1553 to offset the self-aligning inner ring 1553 relative to the self-aligning outer ring 1551, the position of the annular protrusion 1553a relative to the annular groove 1552a does not change substantially, so that the elastic member 1552 can realize the angular deflection between the axis of the self-aligning outer ring 1551 and / or the axis of the self-aligning inner ring 1553. Further, during the driving process of the all-terrain vehicle 100, when the transmission shaft 152, the drive axle 151 and / or the power output shaft 142 are affected by the impact force of the ground or the vibration of the engine 141, causing the axis of the transmission shaft 152, the drive axle 151 and / or the power output shaft 142 to deflect, the relative deflection between the transmission shaft 152 and the drive axle 151, and between the transmission shaft 152 and the power output shaft 142 caused by the impact force and the vibration can be adapted to improve the smoothness of the transmission of the transmission assembly 15.

[0038] like Figure 6As shown, as another optional implementation, the centering mechanism 155 can be set as a joint ball head 1554. Specifically, the joint ball head 1554 can replace the elastic member 1552 and the annular protrusion 1553a, that is, the joint ball head 1554 is set between the centering inner ring 1553 and the centering outer ring 1551, one side of the joint ball head 1554 is fixedly surrounded on the outer surface of the centering inner ring 1553, and the side of the joint ball head 1554 away from the centering inner ring 1553 abuts on the inner surface of the centering outer ring 1551. More specifically, the inner surface of the centering outer ring 1551 is provided with a ball head groove 1551a for the joint ball head 1554 to abut, so that the joint ball head 1554 can rotate in the ball head groove 1551a. In this embodiment, the joint ball head 1554 can rotate in a small range in the ball head slot 1551a, and the contact surface between the joint ball head 1554 and the ball head slot 1551a is a smooth curved surface to avoid the reduction of the service life and adjustment effect of the centering outer ring 1551 and the centering inner ring 1553 due to friction, thereby facilitating the improvement of the service life and adjustment effect of the centering mechanism 155. It can be understood that in this embodiment, the joint ball head 1554 separates the centering outer ring 1551 from the centering inner ring 1553, that is, there is a gap between the centering inner ring 1553 and the centering outer ring 1551 to adapt to the change in the angle between the axis of the centering inner ring 1553 and the axis of the centering outer ring 1551, thereby improving the adjustment effect of the centering mechanism 155.

[0039] like Figure 2 and Figure 7 As shown, as an implementation, at least one of the two ends of the transmission shaft 152 is provided with a connector 157, that is, any one end of the transmission shaft 152 is provided with a connector 157, or both ends of the transmission shaft 152 are provided with connectors 157. Specifically, one end of the connector 157 is connected to the transmission shaft 152, and the other end of the connector 157 is connected to the drive axle 151 and / or the power output shaft 142. Among them, the drive axle 151 and / or the power output shaft 142 is provided with a sliding part 104, and the sliding part 104 is at least partially arranged in the connector 157. The sliding part 104 and the connector 157 are slidably connected along the axial direction of the transmission shaft 152, and the sliding part 104 and the connector 157 can realize synchronous rotation. Among them, the connector 157 can be set as a universal joint fork. Through the above-mentioned arrangement, the drive axle 151 and / or the power output shaft 142 can be slidably connected to the transmission shaft 152, and the drive axle 151, the power output shaft 142 and the transmission shaft 152 can rotate synchronously, thereby realizing power transmission between the power component 14 and the walking component 12 through the power output shaft 142, the transmission shaft 152 and the drive axle 151. In addition, the sliding part 104 is directly connected to the connecting piece 157, which can simplify the connection structure between the power component 14 and the transmission component 15, thereby facilitating improving the structural compactness and assemblability of the all-terrain vehicle 100.

[0040] like Figure 7 and Figure 8 As shown, in this embodiment, the transmission assembly 15 further includes a sealing mechanism 158, and the sealing mechanism 158 is used to seal the connection between the sliding part 104 and the connecting member 157. One end of the sealing mechanism 158 is fixedly connected to the connecting member 157, and the other end of the sealing mechanism 158 is slidably connected to the sliding part 104. Among them, the sealing mechanism 158 can be set to a material such as rubber, and the sealing device 158 can prevent dust, water, stones, etc. from entering the connection between the sliding part 104 and the connecting member 157, thereby improving the reliability of the connection between the sliding part 104 and the connecting member 157, and can avoid the wear of the connection between the sliding part 104 and the connecting member 157 by dust, stones, etc., thereby improving the service life of the sliding part 104 and the connecting member 157. By means of the above arrangement, when the sliding part 104 and the connecting member 157 slide relative to each other, the deformation of the sealing mechanism 158 and the damage to the sealing mechanism 158 can be avoided, thereby increasing the service life of the sealing mechanism 158 and reducing the replacement frequency of the sealing mechanism 158, which is beneficial to reducing the maintenance difficulty of the all-terrain vehicle 100 and improving the assembly performance of the all-terrain vehicle 100. Specifically, by means of the above arrangement, the air pressure inside and outside the sealing mechanism 158 can be balanced, which can avoid the sealing performance reduction caused by the expansion and deformation of the sealing mechanism 158 due to excessive air pressure inside the sealing mechanism 158, thereby improving the sealing effect of the sealing mechanism 158; and can avoid the shrinkage and deformation of the sealing mechanism 158 due to too low air pressure inside the sealing mechanism 158, thereby affecting the relative sliding between the sliding part 104 and the connecting member 157, thereby improving the working stability of the sliding part 104 and the connecting member 157 and improving the service life of the sealing mechanism 158.

[0041] It can be understood that one end of the sealing mechanism 158 can be fixedly connected to the sliding part 104, and the other end of the sealing mechanism 158 can be slidably connected to the connecting member 157, that is, the fixed part and the sliding connection part of the sealing mechanism 158 are interchangeable, so that the connection relationship of the sealing mechanism 158 can be changed according to actual needs. Specifically, one end of the sealing mechanism 158 is fixedly connected to the connecting member 157, and the other end of the sealing mechanism 158 is slidably connected to the sliding part 104 as a first implementation method, and one end of the sealing mechanism 158 can be fixedly connected to the sliding part 104, and the other end of the sealing mechanism 158 can be slidably connected to the connecting member 157 as a second implementation method. The first implementation method and the second implementation method only differ in the connection relationship between the sealing mechanism 158 and the connecting member 157, and the sealing mechanism 158 and the sliding part 104. The structures and connection methods of the remaining parts are the same, so they are not repeated here. This application is described by taking one end of the sealing mechanism 158 and the connecting member 157 fixedly connected, and the other end of the sealing mechanism 158 and the sliding part 104 as an example.

[0042] like Figure 8 and Fig. 9 As shown, as an implementation, the connecting member 157 includes a sliding end 1571, and the sliding end 1571 is slidably connected to the sliding portion 104. The sealing mechanism 158 includes a first end 1581, and the first end 1581 is used to be fixedly connected to the sliding end 1571. Specifically, the first end 1581 can be sleeved on the sliding end 1571 and fixedly connected to the sliding end 1571. More specifically, a positioning groove 1572 is provided on the sliding end 1571, and the first end 1581 is at least partially disposed in the positioning groove 1572 and fixedly connected to the sliding end 1571 through the positioning groove 1572. Among them, through the mutual cooperation between the first end 1581 and the positioning groove 1572, it is possible to facilitate the sealing mechanism 158 to be stably connected to the sliding end 1571, so as to prevent the first end 1581 from sliding off the sliding end 1571, thereby improving the connection stability of the sealing mechanism 158 and the sliding end 1571. In addition, the first end 1581 and the sliding end 1571 are interference fit to improve the sealing performance of the first end 1581 and the sliding end 1571, thereby improving the sealing performance of the connecting member 157 and the sealing mechanism 158, and further improving the service life of the sealing mechanism 158.

[0043] It can be understood that in the second implementation, the first end 1581 can also be sleeved on the sliding part 104, and a positioning groove is provided on the sliding part 104. The first end 1581 is at least partially disposed in the positioning groove and fixedly connected to the sliding part 104 through the positioning groove. The beneficial effects of the first implementation and the second implementation are basically the same and will not be repeated here.

[0044] In this embodiment, a positioning protrusion 1583 is provided on the first end 1581, and the positioning protrusion 1583 can be arranged in the positioning groove 1572 and fixedly connected to the sliding part 104 through the positioning groove 1572. Among them, the first end 1581 at least partially extends toward the axis of the first end 1581 to form a positioning protrusion 1583, and the positioning protrusion 1583 and the positioning groove 1572 are fixedly connected to achieve a fixed connection between the sliding end 1571 and the first end 1581, thereby facilitating the improvement of the connection stability between the connecting member 167 and the sealing mechanism 168. Through the above arrangement, the installation process of the connecting member 167 and the sealing mechanism 168 can be simplified, and the sealing performance of the sealing mechanism 158 can be improved, thereby facilitating the improvement of the installation efficiency and sealing effect of the sealing mechanism 158.

[0045] As an implementation method, a sliding groove 1573 is provided in the sliding end 1571, and the sliding part 104 is at least partially provided in the sliding groove 1573, and the sliding groove 1573 and the sliding part 104 are slidingly connected via a spline. Through the above arrangement, the positioning accuracy between the sliding groove 1573 and the sliding part 104 can be improved, and the accuracy of the synchronous rotation between the sliding groove 1573 and the sliding part 104 can be improved, thereby improving the transmission torque.

[0046] Specifically, the connector 157 is provided with a sealing baffle 1574 for sealing the sliding groove 1573. The sealing baffle 1574 is provided on the side of the sliding groove 1573 away from the sliding part 104, and the sealing baffle 1574 is fixedly connected to the connector 157. Through the above arrangement, the sealing baffle 1574 can seal the sliding groove 1573, and prevent dust, muddy water, etc. from entering the sliding groove 1573 to affect the relative sliding of the sliding part 104 and the sliding groove 1573, thereby reducing the noise of the sliding part 104 and the sliding groove 1573 in the relative sliding, and is conducive to reducing the wear of the sliding part 104 and the sliding groove 1573, thereby improving the service life of the sliding part 104 and the sliding groove 1573. In addition, the connection method of the sealing baffle 1574 and the connector 157 can be an interference fit or welding connection method.

[0047] As an implementation, the sealing mechanism 158 includes a second end 1582, and the second end 1582 is used for sliding connection with the sliding part 104, and the second end 1582 is sleeved on the sliding part 104. Through the above configuration, the sliding connection between the sealing mechanism 158 and the sliding part 104 can be achieved, so that when the sliding part 104 and the connecting member 157 slide relatively, the second end 1582 can slide relative to the sliding part 104, thereby preventing the sealing mechanism 158 from being deformed and causing damage to the sealing mechanism 158, thereby improving the service life of the sealing mechanism 158, and also reducing the replacement frequency of the sealing mechanism 158, which is conducive to reducing the maintenance difficulty of the all-terrain vehicle 100, thereby improving the assembly performance of the all-terrain vehicle 100. In addition, through the above-mentioned arrangement, the air pressure inside and outside the sealing mechanism 158 can be balanced, which can avoid the reduction of sealing due to expansion and deformation of the sealing mechanism 158 caused by excessive air pressure inside the sealing mechanism 158, thereby helping to improve the sealing effect of the sealing mechanism 158; it can also avoid the shrinkage and deformation of the sealing mechanism 158 due to too low air pressure inside the sealing mechanism 158, thereby affecting the relative sliding between the sliding part 104 and the connecting part 157, which is beneficial to improve the working stability of the sliding part 104 and the connecting part 157, and is beneficial to improving the service life of the sealing mechanism 158.

[0048] As an implementation method, a sealed space 105 is formed between the sealing mechanism 158, the sliding part 104 and the connecting member 157, and the volume of the sealed space 105 remains substantially the same during the sliding process of the sliding part 104 and the connecting member 157. Through the above arrangement, when the sliding part 104 and the connecting member 157 slide relative to each other, the sealing mechanism 158 can be prevented from being deformed and damaged, thereby increasing the service life of the sealing mechanism 158 and reducing the replacement frequency of the sealing mechanism 158, which is conducive to reducing the maintenance difficulty of the all-terrain vehicle 100, thereby improving the assembly performance of the all-terrain vehicle 100. Specifically, through the above-mentioned configuration, the air pressure inside and outside the sealing mechanism 158 can be balanced, which can avoid the reduction of sealing due to expansion and deformation of the sealing mechanism 158 caused by excessive air pressure inside the sealing mechanism 158, thereby helping to improve the sealing effect of the sealing mechanism 158; it can also avoid the shrinkage and deformation of the sealing mechanism 158 due to too low air pressure inside the sealing mechanism 158, thereby affecting the relative sliding between the sliding part 104 and the connecting part 157, which is beneficial to improve the working stability of the sliding part 104 and the connecting part 157, and help to improve the service life of the sealing mechanism 158.

[0049] In summary, the transmission shaft 152 and the power output shaft 142 can be connected through the buffer mechanism 153 or the connector 157, and the transmission shaft 152 and the drive axle 151 can also be connected through the buffer mechanism 153 or the connector 157, that is, the buffer mechanism 153 can be set at both ends of the transmission shaft 152, or the connector 157 can be set at both ends of the transmission shaft 152. It should be noted that the same end of the transmission shaft 152 cannot be provided with the buffer mechanism 153 and the connector 157 at the same time, that is, the buffer mechanism 153 can be set at one end of the transmission shaft 152, and the connector 157 can be set at the other end of the transmission shaft 152. For example, when the transmission shaft 152 and the power output shaft 142 are connected through the buffer mechanism 153, the transmission shaft 152 and the drive axle 151 can be connected through the connector 157. Or when the transmission shaft 152 and the power output shaft 142 are connected through the connector 157, the transmission shaft 152 and the drive axle 151 can be connected through the buffer mechanism 153. When a connecting piece 157 is provided at any end of the transmission shaft 152 , the sealing mechanism 158 cooperates with the connecting piece 157 to improve the sealing performance of the connection between the sliding portion 104 and the connecting piece 157 .

[0050] 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 appended claims of the present invention.

Claims

1. An all-terrain vehicle comprising: Frame; A traveling assembly, the traveling assembly comprising front wheels and rear wheels; a suspension assembly connecting the front wheel and the rear wheel to the frame; a power assembly comprising an engine and a power output shaft connected to the engine; A transmission assembly, the transmission assembly comprising a drive axle and a transmission shaft, the transmission shaft is used to connect the drive axle and the power output shaft, and the drive axle is also connected to at least one of the front wheel and the rear wheel; It is characterized in that the transmission assembly further includes a buffer mechanism, the power output shaft and / or the drive axle is provided with a first connecting portion, and the transmission shaft and the first connecting portion are connected via the buffer mechanism.

2. The all-terrain vehicle according to claim 1, characterized in that: The transmission assembly also includes a positioning mechanism and an aligning mechanism. The positioning mechanism is at least partially arranged in the first connecting part, and the aligning mechanism is at least partially arranged in the transmission shaft. The aligning mechanism is used to adjust the angle between the transmission shaft and the first connecting part. The aligning mechanism and the positioning mechanism are slidably connected.

3. The all-terrain vehicle according to claim 2, characterized in that: The centering mechanism comprises a centering outer ring, an elastic member and a centering inner ring, the centering inner ring is arranged in the centering outer ring, the elastic member is at least partially arranged between the centering outer ring and the centering inner ring, and the positioning mechanism is slidably connected to the centering inner ring.

4. The all-terrain vehicle according to claim 3, characterized in that: An annular protrusion is at least partially formed on the outer side surface of the center-aligning inner ring, and the angle between the axis of the center-aligning outer ring and the axis of the center-aligning inner ring is adjusted by the annular protrusion.

5. The all-terrain vehicle according to claim 2, characterized in that: The centering mechanism is configured as a joint ball head.

6. The all-terrain vehicle according to claim 2, characterized in that: The buffer mechanism further comprises a receiving hole, and the centering mechanism is arranged in the transmission shaft after at least partially passing through the receiving hole.

7. The all-terrain vehicle according to claim 2, characterized in that: The transmission assembly further comprises a limiting mechanism, wherein the limiting mechanism is at least partially arranged between the positioning mechanism and the centering mechanism, and the positioning mechanism is slidably connected with the centering mechanism after passing through the limiting mechanism.

8. The all-terrain vehicle according to claim 1, characterized in that: The thickness of the buffer mechanism along the axial direction of the transmission shaft is set to be greater than or equal to 8 mm and less than or equal to 35 mm; the ratio of the maximum width of the buffer mechanism along the radial direction of the transmission shaft to the thickness of the buffer mechanism along the axial direction of the transmission shaft is set to be greater than or equal to 2.2 and less than or equal to 10.

9. The all-terrain vehicle according to claim 1, characterized in that: The buffer mechanism includes a buffer portion for providing buffering and one or more fixed portions, the transmission shaft and the first connecting portion are connected via the fixed portion, the fixed portion is at least partially arranged around the axis of the transmission shaft, the buffer portion is at least partially arranged between two adjacent fixed portions, and the buffer portion is also at least partially arranged around the fixed portion.

10. The all-terrain vehicle according to claim 9, characterized in that: The first connecting portion is provided at the end of the power output shaft and / or the drive axle, and the second connecting portion is provided at the end of the transmission shaft. The first connecting portion and the fixed portion are connected by a first fastener, and the second connecting portion and the fixed portion are connected by a second fastener; the fixed portion is provided with a threaded hole or a through hole for the first fastener and the second fastener to pass through.

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