All-terrain vehicle and control method of differential mechanism thereof

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a suspension assembly, a walking assembly, a transmission system and a power system. The transmission system comprises a differential mechanism; the all-terrain vehicle further comprises a detection system, a control system and a control key, the differential mechanism comprises a first output end and a second output end, the detection system comprises a first detection module and a second detection module, and the control system can determine the current vehicle speed of the all-terrain vehicle according to the rotating speed of the first output end and the rotating speed of the second output end; when the current vehicle speed is larger than or equal to the meter display speed of the all-terrain vehicle and the rotating speed difference between the rotating speed of the first output end and the rotating speed of the second output end is larger than or equal to the preset threshold value, the differential mechanism can respond to touch operation of the control key to execute the locking state. Through the arrangement, state switching of the differential mechanism due to the fact that the control key is touched by mistake is avoided, the safety of vehicle driving is improved, and the driving experience of a user is improved.

Description

Technical Field

[0001] The invention relates to the field of vehicle engineering, and in particular to an all-terrain vehicle and a differential mechanism control method thereof. Background Art

[0002] With the development of all-terrain vehicles, differential locks are becoming more and more popular in vehicle applications, but there are many types of differential locks. According to the control method, they can be divided into those with controllers and those without controllers. Those without controllers are mostly mechanical limited slip (motor-driven locking mechanism), and the start lock function has a speed limit or must be stopped before starting. Differential locks with controllers generally do not have a safety control strategy set, and cannot guarantee the driving safety of the vehicle, such as safety risks such as accidental touch and overspeed unlocking during driving. 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 and a control method for a differential mechanism thereof, which makes the control logic of the differential mechanism more reasonable and reduces the safety risks during driving.

[0004] To achieve the above object, the present invention adopts the following technical solution:

[0005] An all-terrain vehicle comprises a frame, a suspension assembly, a travel assembly, a transmission system and a power system; the suspension assembly is connected to the frame; the travel assembly comprises a first travel wheel and a second travel wheel, the first travel wheel is connected to the front end of the frame through the suspension assembly, and the second travel wheel is connected to the rear end of the frame through the suspension assembly; the transmission system comprises a differential mechanism, and the differential mechanism is at least partially arranged between the first travel wheel and the second travel wheel; the power system is transmission-connected to the travel assembly through the transmission system; the all-terrain vehicle also comprises a detection system, a control system and a control button, the detection system is connected to the control system, and the control system can control the differential mechanism to execute a locking state in response to a touch operation of the control button; the differential mechanism comprises a first output end and a second output end, the detection system comprises a first detection module for detecting a rotation speed of the first output end and a second detection module for detecting a rotation speed of the second output end, and the control system can determine the current vehicle speed of the all-terrain vehicle according to the rotation speed of the first output end and the rotation speed of the second output end; when the current vehicle speed is greater than or equal to the displayed speed of the all-terrain vehicle, and the speed difference between the rotation speed of the first output end and the rotation speed of the second output end is greater than or equal to a preset threshold, the differential mechanism can execute a locking state in response to the touch operation of the control button.

[0006] Furthermore, when the current vehicle speed is less than the displayed speed, or the speed difference is less than a preset threshold, the differential mechanism cannot execute the locking state in response to the touch operation of the control button.

[0007] Furthermore, the differential mechanism also includes a first sprocket and a second sprocket, which are respectively arranged on the left and right sides of the differential mechanism, and the first detection module obtains the rotation speed of the first output end through the first sprocket, and the second detection module obtains the rotation speed of the second output end through the second sprocket.

[0008] Furthermore, the preset threshold is set to be greater than or equal to 20 revolutions per minute and less than or equal to 30 revolutions per minute.

[0009] Furthermore, when the differential mechanism is in a locked state, if the current vehicle speed is less than the indicated speed, or the speed difference between the first output end speed and the second output end speed is less than a preset threshold, the control system controls the differential mechanism to release the locked state.

[0010] Furthermore, the control button includes a two-wheel drive switch. When the differential mechanism is in a locked state, the control system can release the locked state of the differential mechanism in response to a touch operation of the two-wheel drive switch.

[0011] Furthermore, the transmission system also includes a switching mechanism, which can control the all-terrain vehicle to switch between a two-wheel drive mode and a four-wheel drive mode in response to a touch operation of a control button.

[0012] Furthermore, the control system includes a vehicle controller and a storage module. The vehicle controller obtains the current vehicle speed and / or displayed speed through the detection system, and stores the current vehicle speed and / or displayed speed.

[0013] A control method for a differential mechanism of an all-terrain vehicle, the all-terrain vehicle comprising a travel assembly, a control button, a switching mechanism, a control system and a detection system; the travel assembly comprising a first travel wheel and a second travel wheel distributed front and rear; the switching mechanism is connected to the control button; the control system is used to control the differential mechanism; the detection system is used to detect the rotational speeds of the two output ends of the differential mechanism; the control method comprises: the switching mechanism controls the transmission connection between the first travel wheel and the second travel wheel in response to a start signal output by the control button; the detection system respectively obtains the rotational speed of the first output end of the differential mechanism, the rotational speed of the second output end of the differential mechanism and the displayed speed of the all-terrain vehicle; the control system determines the current vehicle speed of the all-terrain vehicle according to the rotational speed of the first output end and the rotational speed of the second output end; when the current vehicle speed is greater than or equal to the displayed speed, and the rotational speed difference between the first output end and the second output end is greater than or equal to a preset threshold, the differential mechanism is in a locked state.

[0014] Furthermore, the differential mechanism switches from a locked state to an unlocked state including: a detection system acquires the rotational speed of the first output end, the rotational speed of the second output end and the displayed speed; a control system determines the current vehicle speed based on the rotational speed of the first output end and the rotational speed of the second output end; when the current vehicle speed is less than the displayed speed, or the speed difference between the first output end and the second output end is less than a preset threshold, the differential mechanism is released from the locked state.

[0015] Through the above settings, the control system can obtain the current speed of the vehicle through the detection system, so as to control the differential mechanism to switch between the locked state and the unlocked state in a timely manner, thereby improving the vehicle's controllability and the vehicle's driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Schematic diagram of an all-terrain vehicle in an embodiment of the present application.

[0017] Figure 2 This is a schematic diagram of the connection between the transmission system and the travel component in an embodiment of the present application.

[0018] Figure 3 It is a partial schematic diagram of the transmission system in the implementation manner of the present application.

[0019] Figure 4 It is a partial exploded view of the transmission system in the embodiment of the present application.

[0020] Figure 5 This is a connection block diagram of the control buttons in the implementation manner of the present application.

[0021] Figure 6 This is a connection block diagram of the control system and the detection system in the implementation manner of this application.

[0022] Figure 7 This is a flow chart of the differential mechanism switching to a locked state in an embodiment of the present application.

[0023] Figure 8 This is a flow chart of the differential mechanism switching to an unlocked state in an embodiment of the present application. DETAILED DESCRIPTION

[0024] 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.

[0025] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation method.

[0026] This application provides Figure 1 and Figure 2An all-terrain vehicle 100 shown includes a frame 11, a traveling assembly 12, a suspension assembly 13, a transmission system 14 and a power system 15. The frame 11 serves as the basic framework of the all-terrain vehicle 100 and is used to carry the traveling assembly 12, the suspension assembly 13, the transmission system 14 and the power system 15. The suspension assembly 13 is at least partially connected to the frame 11, and the traveling assembly 12 is connected to the frame 11 through the suspension assembly 13. The power system 15 and the traveling assembly 12 are connected through the transmission system 14, so that the power of the power system 15 can be transmitted to the traveling assembly 12 through the transmission system 14. The all-terrain vehicle 100 also includes an instrument arranged on the frame 11, and the instrument displays the apparent speed V1 of the all-terrain vehicle 100. In order to clearly illustrate the technical solution of the present invention, the following are also defined. Figure 1 Front, back, left, right, top, bottom shown.

[0027] like Figure 2 As shown, specifically, the travel assembly 12 includes a first travel wheel 121 and a second travel wheel 122. The first travel wheel 121 is arranged at the front end of the all-terrain vehicle 100 as a driven wheel of the vehicle, and the first travel wheel 121 includes a left front wheel 1211 and a right front wheel 1212 distributed in the left and right directions. The second travel wheel 122 is arranged at the rear end of the all-terrain vehicle 100 as a driving wheel of the vehicle.

[0028] like Figures 2 to 4 As shown, further, the transmission system 14 includes a transmission shaft 141, a differential mechanism 142 and an actuator 143. The first running wheel 121 is connected to the power system 15 through the transmission shaft 141, so that the first running wheel 121 can be used as a driving wheel of the all-terrain vehicle 100 in addition to controlling the direction of the vehicle. The differential mechanism 142 is at least partially arranged between the left front wheel 1211 and the right front wheel 1212. The differential mechanism 142 can control the synchronous rotation or differential rotation between the left front wheel 1211 and the right front wheel 1212, thereby improving the passability of the all-terrain vehicle 100. Among them, the differential mechanism 142 includes a locked state and an unlocked state. When the differential mechanism 142 is in the locked state, the left front wheel 1211 and the right front wheel 1212 are coaxially connected, thereby realizing the synchronous rotation of the left front wheel 1211 and the right front wheel 1212. When the differential mechanism 142 is in the unlocked state, differential rotation can be achieved between the left front wheel 1211 and the right front wheel 1212, so that the all-terrain vehicle 100 has better cornering ability. The actuator 143 is at least partially arranged on the differential mechanism 142, and the actuator 143 is used to control the differential mechanism 142 to switch between the locked state and the unlocked state. Among them, the actuator 143 can be set as a magnetic motor, and the transmission system 14 also includes a differential lock 144 connected to the differential mechanism 142. The actuator 143 controls the differential mechanism 142 to switch between the locked state and the unlocked state through the differential lock 144.

[0029] like Figure 5 As shown, as an implementation, the all-terrain vehicle 100 further includes a control button 16, and the transmission system 14 further includes a switching mechanism 145, and the switching mechanism 145 can control the all-terrain vehicle 100 to switch between the two-wheel drive mode and the four-wheel drive mode in response to the touch operation of the control button 16. The switching mechanism 145 is at least partially disposed between the first running wheel 121 and the second running wheel 122, one end of the switching mechanism 145 is connected to the transmission shaft 141, and the other end of the switching mechanism 145 is connected to the differential mechanism 142.

[0030] Furthermore, the control button 16 includes a two-wheel drive switch 161 and a four-wheel drive switch 162. The switching mechanism 145 can control the all-terrain vehicle 100 to be in the two-wheel drive mode in response to the touch operation of the two-wheel drive switch 161, and the switching mechanism 145 can also control the all-terrain vehicle 100 to be in the four-wheel drive mode in response to the touch operation of the four-wheel drive switch 162.

[0031] like Figure 6 As shown, as an implementation, the all-terrain vehicle 100 also includes a detection system 17 and a control system 18. The detection system 17 is used to detect the current vehicle speed V2 of the all-terrain vehicle 100, and the control system 18 controls the differential mechanism 142 to switch between an unlocked state and a locked state according to the current vehicle speed V2.

[0032] Specifically, the differential mechanism 142 includes a first output end and a second output end, and the detection system 17 includes a first detection module 171 and a second detection module 172. The first detection module 171 is used to detect the rotation speed of the first output end, and the second detection module 172 is used to detect the rotation speed of the second output end. In this embodiment, since the first output end of the differential mechanism 142 is connected to the left front wheel 1211, the rotation speed of the first output end can be regarded as the rotation speed V of the left front wheel 1211. 左 It can be understood that, since the second output end of the differential mechanism 142 is connected to the right front wheel 1212, the rotation speed of the second output end can be regarded as the rotation speed V of the right front wheel 1212. 右 In order to clearly illustrate the technical solution of the present application, the following uses the rotation speed V of the left front wheel 1211 as an example. 左 represents the speed of the first output end, through the speed V of the right front wheel 1212 右 The control system 18 can obtain the speed V of the left front wheel 1211 through the detection system 17. 左 and the speed V of the right front wheel 1212 右 , and based on the rotation speed V of the left front wheel 1211 左 and the speed V of the right front wheel 1212 右Determine the current vehicle speed V2 of the all-terrain vehicle 100. The first detection module 171 and the second detection module 172 can be configured as at least one of a Hall sensor, an infrared sensor, and a photoelectric sensor.

[0033] Furthermore, when the ATV 100 is in the four-wheel drive mode, the control system 18 can control the differential mechanism 142 to execute a locked state or an unlocked state according to the current vehicle speed V2.

[0034] More specifically, when the current vehicle speed V2 is greater than or equal to the displayed speed V1, and the speed difference between the first output terminal and the second output terminal of the differential mechanism 142 is greater than or equal to the preset threshold, the differential mechanism 142 can execute the locking state in response to the touch operation of the four-wheel drive switch 162. When the current vehicle speed V2 is less than the displayed speed V1, or the speed difference between the first output terminal and the second output terminal of the differential mechanism 142 is less than the preset threshold, the differential mechanism 142 cannot execute the locking state in response to the touch operation of the four-wheel drive switch 162.

[0035] Through the above arrangement, the locking function of the differential mechanism 142 is prevented from being accidentally triggered when the vehicle is turning at high speed, thereby preventing the vehicle from slipping, thereby improving the stability of the vehicle and ensuring the safety of vehicle driving.

[0036] As an implementation, the differential mechanism 142 includes at least two unlocking conditions. Specifically, when the differential mechanism 142 is in the locked state, if the current vehicle speed V2 is less than the displayed speed V1, the control system 18 can control the differential mechanism 142 to unlock the locked state.

[0037] Furthermore, when the differential mechanism 142 is in a locked state, if the speed difference between the first output end and the second output end of the differential mechanism 142 is less than a preset threshold, the control system 18 can control the differential mechanism 142 to release the locked state.

[0038] Optionally, when the differential mechanism 142 is in a locked state, when the two-wheel drive switch 162 is triggered, the ATV 100 switches from the four-wheel drive mode to the two-wheel drive mode, and at this time the control system 18 can control the differential mechanism 142 to release the locked state.

[0039] Through the above arrangement, the differential mechanism 142 can be automatically switched between the unlocked state and the locked state, avoiding the hysteresis of manual operation, minimizing the wear of the traveling assembly 13, and thus improving the user's driving experience. In addition, the above arrangement can reduce the power waste of the all-terrain vehicle 100, so that the power distribution of the transmission system 14 is more reasonable and efficient.

[0040] like Figure 2 and Figure 4As shown, as an implementation, the transmission system 14 also includes a first constant velocity axle 146, a second constant velocity axle 147, a first sprocket 148 and a second sprocket 149. The first constant velocity axle 146 and the second constant velocity axle 147 are respectively arranged on the left and right sides of the differential mechanism 142. The first sprocket 148 is connected to the first constant velocity axle 146 by a spline, and the second sprocket 149 is connected to the second constant velocity axle 147 by a spline. The two ends of the first constant velocity axle 146 are respectively connected to the left front wheel 1211 and the differential mechanism 142, and the two ends of the second constant velocity axle 147 are respectively connected to the right front wheel 1212 and the differential mechanism 142. By detecting the rotation speed of the first sprocket 148, it can be approximately considered that the rotation speed V of the left front wheel 1211 左 By detecting the rotation speed of the second gear plate 149, it can be approximately considered that the rotation speed V of the right front wheel 1212 右 Detection.

[0041] As an implementation method, the first detection module 171 is disposed close to the first toothed disc 148, and the rotation speed of the first toothed disc 148 is obtained by the first detection module 171, so as to determine the rotation speed V of the left front wheel 1211. 左 The second detection module 172 is disposed near the second sprocket 149, and the speed of the second sprocket 149 is obtained by the second detection module 172 to determine the speed V of the right front wheel 1212 右 .

[0042] Furthermore, the first detection module 171 and the second detection module 172 are both connected to the control system 18. The control system 18 detects the rotation speed V of the left front wheel 1211 based on the rotation speed V 左 and the speed V of the right front wheel 1212 右 Determine the current vehicle speed V2. Specifically, the current vehicle speed V2 satisfies the following relationship:

[0043]

[0044] The above configuration is performed by adjusting the rotation speed V of the left front wheel 1211. 左 and the speed V of the right front wheel 1212 右 The current vehicle speed V2 is approximately obtained by calculating the average value. If the current vehicle speed V2 is greater than or equal to the displayed speed V1, the control system 18 determines that the vehicle may slip, and then outputs a control signal to the actuator 143, which can control the differential mechanism 142 to be in a locked state in response to the control signal.

[0045] In addition, by adjusting the rotation speed V of the left front wheel 1211 左 and the speed V of the right front wheel 1212 右The current vehicle speed V2 is approximately obtained by calculating the median. If the current vehicle speed V2 is greater than or equal to the displayed speed V1, the control system 18 determines that the vehicle may slip, and then outputs a control signal to the actuator 143, which can control the differential mechanism 142 to be in a locked state in response to the control signal.

[0046] It is understandable that the determination of the current vehicle speed V2 is not limited to the method of calculating the average value and the median. Any method that can be used to determine the current vehicle speed V2 through the rotation speed V of the left front wheel 1211 can be used to determine the current vehicle speed V2. 左 and the speed V of the right front wheel 1212 右 The calculation methods for approximately obtaining the current vehicle speed V2 are all included in the solutions claimed in this application.

[0047] Through the above-mentioned configuration, the accuracy of controlling the differential mechanism 142 is improved, and by setting a certain judgment mechanism, it is possible to avoid accidental locking of the differential mechanism 142 due to user's mistaken touch, thereby ensuring the stability of the vehicle during driving.

[0048] As another optional implementation, the first constant-speed half shaft 146 is meshed with the differential mechanism 142 through a first half shaft gear (not shown), and the second constant-speed half shaft 147 is meshed with the differential mechanism 142 through a second half shaft gear (not shown). Since the first half shaft gear and the first gear plate 148 are both connected to the first constant-speed half shaft 146 through splines, the first half shaft gear and the first gear plate 148 rotate coaxially. The first detection module 171 can also determine the speed V of the left front wheel 1211 by detecting the speed of the first half shaft gear. 左 It is understandable that the second detection module 172 can also determine the speed V of the right front wheel 1212 by the speed of the second side gear. 右 .

[0049] In summary, by detecting the first constant velocity axle 146, or detecting the components that rotate coaxially with the first constant velocity axle 146, it is possible to obtain the rotation speed V of the left front wheel 1211 approximately. 左 The components detected by the first detection module 171 are not specifically limited here. It can be understood that the detection principle of the second detection module 172 is basically the same as the detection principle of the first detection module 171, and will not be repeated here.

[0050] In order to further improve the accuracy of controlling the differential mechanism 142, the control system 18 can also use the speed V of the left front wheel 1211 to control the 左 and the speed V of the right front wheel 1212 右 The speed difference between the left front wheel 1211 and the right front wheel 1212 is confirmed, and the differential mechanism 142 is locked or unlocked by controlling the actuator 143 according to the speed difference.

[0051] like Figure 6 As shown, as an implementation, the control system 18 includes a vehicle controller 181 and a storage module 182. The vehicle controller 181 can be set as an ECU (Electronic Control Unit). The vehicle controller 181 is connected to the detection system 17 and the storage module 182 respectively. The vehicle controller 181 obtains the speed V of the left front wheel 1211 through the first detection module 171. 左 The vehicle controller 181 obtains the speed V of the right front wheel 1212 through the second detection module 172 右 and the speed V of the left front wheel 1211 左 and the speed V of the right front wheel 1212 右 The storage module 182 is stored in the storage module 182. The storage module 182 can be integrated in the vehicle controller 181, or the storage module 182 can be an external storage medium connected to the vehicle controller 181. Since the vehicle controller 181 has a certain hysteresis in controlling the differential mechanism 142, the storage module 182 is set to record the speed V of the left front wheel 1211. 左 , the speed V of the right front wheel 1212 右 and the displayed speed V1, which can avoid the detection system 17 from repeatedly collecting the rotation speed of the traveling component 12, and improve the response speed of the differential mechanism 142, which is more conducive to the intense driving environment of the all-terrain vehicle 100.

[0052] Specifically, the control system 18 is provided with a preset threshold value for measuring the speed difference between the left front wheel 1211 and the right front wheel 1212. When the current vehicle speed V2 is greater than or equal to the displayed speed V1, and the speed difference between the left front wheel 1211 and the right front wheel 1212 is greater than or equal to the preset threshold value, the control system 18 outputs a control signal, and the actuator 143 can lock the differential mechanism 142 in response to the control signal, so that the left front wheel 1211 and the right front wheel 1212 rotate synchronously, thereby improving the passability of the all-terrain vehicle 100.

[0053] As an implementation, the preset threshold is set to be greater than or equal to 20 rpm and less than or equal to 30 rpm. Specifically, the preset threshold is set to be greater than or equal to 22 rpm and less than or equal to 28 rpm. More preferably, the preset threshold is set to be equal to 25 rpm. Through the above settings, it is avoided that the preset threshold is too large, resulting in the differential mechanism 142 being unable to lock in time, affecting the user's driving experience. At the same time, it is avoided that the preset threshold is too small, resulting in the differential mechanism 142 being locked prematurely when the vehicle turns, affecting the safety of the vehicle.

[0054] Through the above settings, multiple judgment mechanisms are set up to make the timing of switching the differential mechanism 142 from the unlocked state to the locked state more accurate, while avoiding the state switching of the differential mechanism 142 caused by accidental touch by the user, thereby ensuring driving safety.

[0055] In order to facilitate the understanding of this solution, the present application also provides Figure 7 The flowchart of the differential mechanism 142 switching to the locked state includes the following steps:

[0056] S101: trigger the control button 16 and generate a start signal;

[0057] S102: the switching mechanism 145 transmits and connects the first running wheel 121 to the second running wheel 122 in response to the start signal;

[0058] S103: the detection system 17 performs corresponding detection on the travel component 12 in response to the start signal;

[0059] S104: the control system 18 compares the current vehicle speed V2 with the displayed speed V1. If the current vehicle speed V2 is greater than or equal to the displayed speed V1, step S105 is executed; if the current vehicle speed V2 is less than the displayed speed V1, step S107 is executed;

[0060] S105: the control system 18 compares the speed difference between the left front wheel 1211 and the right front wheel 1212 with a preset threshold value. If the speed difference between the left front wheel 1211 and the right front wheel 1212 is greater than or equal to the preset threshold value, step S106 is executed; if the wheel speed difference α between the left front wheel 1211 and the right front wheel 1212 is less than the preset threshold value, step S107 is executed;

[0061] S106: The differential mechanism 142 is switched to a locked state;

[0062] S107: The differential mechanism 142 remains unlocked.

[0063] It should be noted that although the steps in the above process or the flowchart in the accompanying drawings show a logical order, in some cases, the steps shown or described may be executed in an order different from that shown or described here.

[0064] As can be seen from the foregoing, the control system 18 can obtain the current vehicle speed V2 and the displayed speed V1 on the instrument through the detection system 17, and control the differential mechanism 142 to execute the locking state. This adapts to different use conditions of the all-terrain vehicle 100, thereby improving the controllability of the all-terrain vehicle 100 and enhancing the user's driving experience.

[0065] Therefore, the present application also provides Figure 8The flowchart of the differential mechanism 142 switching from a locked state to an unlocked state includes the following steps:

[0066] S201: The differential mechanism 142 is in a locked state;

[0067] S202: The control system 18 obtains the rotation speed V of the left front wheel 1211 through the detection system 17 左 , the speed V of the right front wheel 1212 右 and displayed speed V1;

[0068] S203: The control system 18 is based on the rotation speed V of the left front wheel 1211 左 , the speed V of the right front wheel 1212 右 Determine the current vehicle speed V2;

[0069] S204: the control system 18 compares the current vehicle speed V2 with the displayed speed V1. If the current vehicle speed V2 is greater than or equal to the displayed speed V1, step S205 is executed; if the current vehicle speed V2 is less than the displayed speed V1, step S207 is executed;

[0070] S205: the control system 18 compares the speed difference between the left front wheel 1211 and the right front wheel 1212 with a preset threshold value. If the speed difference between the left front wheel 1211 and the right front wheel 1212 is greater than or equal to the preset threshold value, step S206 is executed; if the speed difference between the left front wheel 1211 and the right front wheel 1212 is less than the preset threshold value, step S207 is executed;

[0071] S206: The differential mechanism 142 maintains a locked state;

[0072] S207: The differential mechanism 142 is released from the locked state.

[0073] It should be noted that although the steps in the above process or the flowchart in the accompanying drawings show a logical order, in some cases, the steps shown or described may be executed in an order different from that shown or described here.

[0074] It should be noted that when the switching mechanism 145 disconnects the first running wheel 121 and the second running wheel 122 in response to the touch operation of the two-wheel drive switch 161, the actuator 143 can simultaneously control the differential mechanism 142 to switch to an unlocked state in response to the touch operation of the control button, thereby preventing the first running wheel 121 from sliding during high-speed driving, thereby improving the safety of the vehicle.

[0075] 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 suspension assembly connected to the vehicle frame; A traveling assembly, the traveling assembly comprising a first traveling wheel and a second traveling wheel, the first traveling wheel being connected to the front end of the frame through the suspension assembly, and the second traveling wheel being connected to the rear end of the frame through the suspension assembly; A transmission system, the transmission system comprising a differential mechanism, the differential mechanism being at least partially disposed between the first running wheel and the second running wheel; A power system, the power system is connected to the travel assembly through the transmission system; It is characterized in that The all-terrain vehicle also includes a detection system, a control system and a control button, the detection system is connected to the control system, and the control system can control the differential mechanism to execute a locked state in response to the touch operation of the control button; the differential mechanism includes a first output end and a second output end connected to the first walking wheel, the detection system includes a first detection module for detecting the rotation speed of the first output end and a second detection module for detecting the rotation speed of the second output end, and the control system can determine the current vehicle speed of the all-terrain vehicle according to the rotation speed of the first output end and the rotation speed of the second output end; when the current vehicle speed is greater than or equal to the displayed speed of the all-terrain vehicle, and the speed difference between the rotation speed of the first output end and the rotation speed of the second output end is greater than or equal to a preset threshold, the differential mechanism can execute the locked state in response to the touch operation of the control button.

2. The all-terrain vehicle according to claim 1, characterized in that: When the current vehicle speed is less than the displayed speed, or the speed difference is less than the preset threshold, the differential mechanism cannot execute the locking state in response to the touch operation of the control button.

3. The all-terrain vehicle according to claim 1, characterized in that: The differential mechanism also includes a first sprocket and a second sprocket, which are respectively arranged on the left and right sides of the differential mechanism. The first detection module obtains the rotation speed of the first output end through the first sprocket, and the second detection module obtains the rotation speed of the second output end through the second sprocket.

4. The all-terrain vehicle according to claim 1, characterized in that: The preset threshold is set to be greater than or equal to 20 revolutions per minute and less than or equal to 30 revolutions per minute.

5. The all-terrain vehicle according to claim 1, characterized in that: When the differential mechanism is in the locked state, if the current vehicle speed is less than the displayed speed, or the speed difference between the first output end speed and the second output end speed is less than the preset threshold, the control system controls the differential mechanism to release the locked state.

6. The all-terrain vehicle according to claim 1, characterized in that: The control button includes a two-wheel drive switch. When the differential mechanism is in the locked state, the control system can release the locked state of the differential mechanism in response to a touch operation of the two-wheel drive switch.

7. The all-terrain vehicle according to claim 1, characterized in that: The transmission system also includes a switching mechanism, which can control the all-terrain vehicle to switch between a two-wheel drive mode and a four-wheel drive mode in response to a touch operation of the control button.

8. The all-terrain vehicle according to claim 1, characterized in that: The control system includes a vehicle controller and a storage module. The vehicle controller obtains the current vehicle speed and / or the displayed speed through the detection system, and stores the current vehicle speed and / or the displayed speed.

9. A method for controlling a differential mechanism of an all-terrain vehicle, the all-terrain vehicle comprising: A walking assembly, the walking assembly comprising a first walking wheel and a second walking wheel distributed front and rear; Control buttons; A switching mechanism, the switching mechanism being connected to the control button; A control system, used for controlling the differential mechanism; A detection system, used for detecting the rotational speeds of the two output ends of the differential mechanism; Characterized in that the control method comprises: The switching mechanism controls the first running wheel and the second running wheel to be in transmission connection in response to the start signal output by the control button; The detection system respectively obtains the rotation speed of the first output end of the differential mechanism, the rotation speed of the second output end of the differential mechanism and the displayed speed of the all-terrain vehicle; The control system determines the current speed of the all-terrain vehicle according to the rotation speed of the first output end and the rotation speed of the second output end; When the current vehicle speed is greater than or equal to the displayed speed, and the speed difference between the first output end and the second output end is greater than or equal to the preset threshold, the differential mechanism is in a locked state.

10. The control method according to claim 9, characterized in that: The differential mechanism is switched from the locked state to the unlocked state comprising: The detection system acquires the rotation speed of the first output end, the rotation speed of the second output end and the displayed speed; The control system determines the current vehicle speed according to the rotation speed of the first output end and the rotation speed of the second output end; When the current vehicle speed is less than the indicated speed, or the speed difference between the first output end and the second output end is less than the preset threshold, the differential mechanism releases the locked state.

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