All-terrain vehicle and control method for its differential mechanism

Abstract

The application discloses an all-terrain vehicle, which 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 button; 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; the control system can determine the current 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; in the case that the current speed is greater than or equal to the indicated 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 greater than or equal to a preset threshold value, the differential mechanism can execute a locked state in response to the touch operation of the control button. Through the above setting, the state switching of the differential mechanism caused by the mistaken touch of the control button is avoided, the safety of vehicle driving is improved, and the driving experience of the user is increased.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and in particular to an all-terrain vehicle and a method for controlling its differential mechanism. Background Technology

[0002] With the development of all-terrain vehicles, differential locks are becoming increasingly common in vehicle applications. However, there are many types of differential locks, which can be divided into those with controllers and those without controllers according to their control method. Differential locks without controllers are mostly mechanical limited-slip locks (motor-driven locking mechanism), and their locking function is subject to speed limitations or requires the vehicle to be stopped before activation. Differential locks with controllers generally lack safety control strategies and cannot guarantee vehicle driving safety, posing safety risks such as accidental activation and speeding unlocking while driving. Summary of the Invention

[0003] To address the shortcomings of existing technologies, the present invention aims to provide a control method for an all-terrain vehicle and its differential mechanism, which makes the control logic of the differential mechanism more reasonable and reduces safety risks during driving.

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

[0005] An all-terrain vehicle includes a frame, a suspension assembly, a running gear assembly, a transmission system, and a power system. The suspension assembly is connected to the frame. The running gear assembly includes a first running wheel and a second running wheel. The first running wheel is connected to the front end of the frame via the suspension assembly, and the second running wheel is connected to the rear end of the frame via the suspension assembly. The transmission system includes a differential mechanism, which is at least partially disposed between the first and second running wheels. The power system is connected to the running gear assembly via the transmission system. The all-terrain vehicle also includes a detection system, a control system, and control buttons. 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 touch operation of the control buttons. The differential mechanism includes a first output end and a second output end. The detection system includes a first detection module for detecting the rotational speed of the first output end and a second detection module for detecting the rotational speed of the second output end. The control system can determine the current speed of the all-terrain vehicle based on the rotational speeds of the first and second output ends. When the current speed is greater than or equal to the displayed speed of the all-terrain vehicle, and the difference between the rotational speeds of the first and second output ends is greater than or equal to a preset threshold, the differential mechanism can execute a locking state in response to touch operation of the control buttons.

[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 respond to the touch operation of the control button to execute the locking state.

[0007] Furthermore, the differential mechanism also includes a first gear plate and a second gear plate, which are respectively disposed on the left and right sides of the differential mechanism. The first detection module obtains the rotational speed of the first output end through the first gear plate, and the second detection module obtains the rotational speed of the second output end through the second gear plate.

[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 the locked state, if the current vehicle speed is less than the displayed speed, or the speed difference between the first output speed and the second output speed is less than a preset threshold, the control system controls the differential mechanism to release the locked state.

[0010] Furthermore, the control buttons include a two-drive switch, which, when the differential mechanism is locked, allows the control system to release the locking state of the differential mechanism in response to the touch operation of the two-drive switch.

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

[0012] Furthermore, 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.

[0013] A control method for a differential mechanism of an all-terrain vehicle is disclosed. The all-terrain vehicle includes a running gear, control buttons, a switching mechanism, a control system, and a detection system. The running gear includes a first running wheel and a second running wheel distributed front and rear. The switching mechanism is connected to the control buttons. The control system controls the differential mechanism. The detection system detects the rotational speeds of the two output ends of the differential mechanism. The control method includes: the switching mechanism controlling the transmission connection of the first and second running wheels in response to a start signal output by the control buttons; the detection system acquiring 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 determining the current speed of the all-terrain vehicle based on the rotational speeds of the first and second output ends; and the differential mechanism being locked when the current speed is greater than or equal to the displayed speed and the difference between the rotational speeds of the first and second output ends is greater than or equal to a preset threshold.

[0014] Furthermore, the differential mechanism switching from the locked state to the unlocked state includes: the detection system acquiring the rotational speed of the first output terminal, the rotational speed of the second output terminal, and the displayed speed; the control system determining the current vehicle speed based on the rotational speed of the first output terminal and the rotational speed of the second output terminal; and the differential mechanism releasing the locked state when the current vehicle speed is less than the displayed speed, or when the difference between the rotational speeds of the first output terminal and the second output terminal is less than a preset threshold.

[0015] With the above settings, the control system can obtain the vehicle's current speed through the detection system, and thereby control the differential mechanism to switch between locked and unlocked states in a timely manner, improving vehicle handling and driving safety. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of an all-terrain vehicle according to an embodiment of this application.

[0017] Figure 2 This is a schematic diagram showing the connection between the transmission system and the walking component in the embodiments of this application.

[0018] Figure 3 This is a partial schematic diagram of the transmission system in the embodiments of this application.

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

[0020] Figure 5 This is a connection block diagram of the control buttons in the embodiments of this application.

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

[0022] Figure 7 This is a flowchart illustrating the process of switching the differential mechanism to the locked state in the embodiments of this application.

[0023] Figure 8 This is a flowchart illustrating the process of switching the differential mechanism to the unlocked state in the embodiments of this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

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

[0026] This application provides, as follows: Figure 1 and Figure 2An all-terrain vehicle 100 is shown, including a frame 11, a running gear 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, supporting the running gear 12, suspension assembly 13, transmission system 14, and power system 15. The suspension assembly 13 is at least partially connected to the frame 11, and the running gear 12 is connected to the frame 11 via the suspension assembly 13. The power system 15 and the running gear 12 are connected via the transmission system 14, allowing power from the power system 15 to be transmitted to the running gear 12. The all-terrain vehicle 100 also includes an instrument panel mounted on the frame 11, displaying the indicated speed V1 of the all-terrain vehicle 100. To clearly illustrate the technical solution of the present invention, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

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

[0028] like Figures 2 to 4 As shown, the transmission system 14 further includes a drive shaft 141, a differential mechanism 142, and an actuator 143. The first travel wheel 121 is connected to the power system 15 via the drive shaft 141, so that the first travel wheel 121 can serve as the drive wheel of the all-terrain vehicle 100 in addition to controlling the direction of the vehicle. The differential mechanism 142 is at least partially disposed 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. 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, the left front wheel 1211 and the right front wheel 1212 can rotate differentially, thereby giving the all-terrain vehicle 100 better cornering ability. An actuator 143 is at least partially disposed on the differential mechanism 142, and the actuator 143 is used to control the switching of the differential mechanism 142 between the locked and unlocked states. The actuator 143 can be configured as a magneto. The transmission system 14 also includes a differential lock 144 connected to the differential mechanism 142, and the actuator 143 controls the switching of the differential mechanism 142 between the locked and unlocked states through the differential lock 144.

[0029] like Figure 5 As shown, in one implementation, the all-terrain vehicle 100 also includes a control button 16, and the transmission system 14 also includes a switching mechanism 145. The switching mechanism 145 is capable of switching the all-terrain vehicle 100 between two-wheel drive mode and 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 drive wheel 121 and the second drive wheel 122. One end of the switching mechanism 145 is connected to the drive 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 respond to the touch operation of the two-wheel drive switch 161 to control the all-terrain vehicle 100 to be in two-wheel drive mode, and the switching mechanism 145 can also respond to the touch operation of the four-wheel drive switch 162 to control the all-terrain vehicle 100 to be in four-wheel drive mode.

[0031] like Figure 6 As shown, in one 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 the unlocked state and the locked state according to the current vehicle speed V2.

[0032] Specifically, the differential mechanism 142 includes a first output terminal and a second output terminal, 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 rotational speed of the first output terminal, and the second detection module 172 is used to detect the rotational speed of the second output terminal. In this embodiment, since the first output terminal of the differential mechanism 142 is connected to the left front wheel 1211, the rotational speed of the first output terminal can be regarded as the rotational speed V of the left front wheel 1211. 左 Understandably, since the second output of the differential mechanism 142 is connected to the right front wheel 1212, the rotational speed of the second output can be considered as the rotational speed V of the right front wheel 1212. 右 To clearly illustrate the technical solution of this application, the following uses the rotational speed V of the left front wheel 1211 as an example. 左 This indicates the rotational speed at the first output terminal, which is the rotational speed V of the right front wheel 1212. 右 This indicates the rotational speed at the second output terminal. The control system 18 can obtain the rotational speed V of the left front wheel 1211 through the detection system 17. 左 The rotational speed V of the right front wheel is 1212. 右 And based on the rotational speed V of the left front wheel 1211 左 The rotational speed V of the right front wheel is 1212. 右The current vehicle speed V2 of the all-terrain vehicle 100 is determined. 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 all-terrain vehicle 100 is in four-wheel drive mode, the control system 18 can control the differential mechanism 142 to perform a locking or unlocking 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 and second output terminals of the differential mechanism 142 is greater than or equal to a preset threshold, the differential mechanism 142 can respond to the touch operation of the four-wheel drive switch 162 to execute the locking state. When the current vehicle speed V2 is less than the displayed speed V1, or the speed difference between the first and second output terminals of the differential mechanism 142 is less than the preset threshold, the differential mechanism 142 cannot respond to the touch operation of the four-wheel drive switch 162 to execute the locking state.

[0035] By implementing the above settings, the locking function of the differential mechanism 142 is prevented from being accidentally activated when the vehicle is cornering at high speed, thereby preventing the vehicle from slipping, improving the vehicle's stability, and ensuring the safety of vehicle operation.

[0036] As one implementation, the differential mechanism 142 includes at least two unlocking states. 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.

[0037] Furthermore, when the differential mechanism 142 is in the locked state, if the speed difference between the first output terminal and the second output terminal 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 locked, and the two-wheel drive switch 162 is triggered, the all-terrain vehicle 100 switches from four-wheel drive mode to two-wheel drive mode. At this time, the control system 18 can control the differential mechanism 142 to release the lock.

[0039] The above settings enable automatic switching between the unlocked and locked states of the differential mechanism 142, avoiding the lag of manual operation, minimizing wear on the running gear 13, and thus improving the user's driving experience. Furthermore, these settings reduce power waste in the all-terrain vehicle 100, making the power distribution of the transmission system 14 more rational and efficient.

[0040] like Figure 2 and Figure 4As shown, in one implementation, the transmission system 14 also includes a first constant velocity half-shaft 146, a second constant velocity half-shaft 147, a first gear 148, and a second gear 149. The first constant velocity half-shaft 146 and the second constant velocity half-shaft 147 are respectively disposed on the left and right sides of the differential mechanism 142. The first gear 148 is splined to the first constant velocity half-shaft 146, and the second gear 149 is splined to the second constant velocity half-shaft 147. The two ends of the first constant velocity half-shaft 146 are respectively connected to the left front wheel 1211 and the differential mechanism 142, and the two ends of the second constant velocity half-shaft 147 are respectively connected to the right front wheel 1212 and the differential mechanism 142. By detecting the rotational speed of the first gear 148, the rotational speed V of the left front wheel 1211 can be approximately considered to be... 左 By detecting the rotational speed of the second gear 149, the rotational speed V of the right front wheel 1212 can be approximately considered. 右 Testing.

[0041] In one implementation, the first detection module 171 is positioned close to the first gear 148. The rotational speed of the first gear 148 is obtained through the first detection module 171, thereby determining the rotational speed V of the left front wheel 1211. 左 The second detection module 172 is positioned close to the second gear 149. The rotational speed of the second gear 149 is obtained through the second detection module 172, thereby determining the rotational speed V of the right front wheel 1212. 右 .

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

[0043]

[0044] The above settings are achieved by controlling the rotational speed V of the left front wheel 1211. 左 The rotational speed V of the right front wheel is 1212. 右 The current vehicle speed V2 is approximated 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. The actuator 143 can respond to the control signal to control the differential mechanism 142 to be locked.

[0045] In addition, by measuring the rotational speed V of the left front wheel 1211 左 The rotational speed V of the right front wheel is 1212. 右The current vehicle speed V2 is approximated 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 outputs a control signal to the actuator 143. The actuator 143 can respond to the control signal to control the differential mechanism 142 to be locked.

[0046] Understandably, determining the current vehicle speed V2 is not limited to calculating the average or median; any method that can determine the speed V2 of the left front wheel (1211) is also possible. 左 The rotational speed V of the right front wheel is 1212. 右 The methods for approximating the current vehicle speed V2 are all included within the schemes claimed in this application.

[0047] The above settings improve the accuracy of controlling the differential mechanism 142, and by setting a certain judgment mechanism, it can prevent accidental locking of the differential mechanism 142 due to user misoperation, thus ensuring the stability of the vehicle during driving.

[0048] As an alternative implementation, the first constant velocity half-shaft 146 meshes with the differential mechanism 142 via a first half-shaft gear (not shown), and the second constant velocity half-shaft 147 meshes with the differential mechanism 142 via a second half-shaft gear (not shown). Since both the first half-shaft gear and the first gear 148 are connected to the first constant velocity half-shaft 146 via splines, they rotate coaxially. The first detection module 171 can also determine the rotational speed V of the left front wheel 1211 by detecting the rotational speed of the first half-shaft gear. 左 Understandably, the second detection module 172 can also determine the rotational speed V of the right front wheel 1212 by detecting the rotational speed of the second half-shaft gear. 右 .

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

[0050] To further improve the accuracy of controlling the differential mechanism 142, the control system 18 can also control the speed V of the left front wheel 1211. 左 The rotational speed V of the right front wheel is 1212. 右 Confirm the speed difference between the left front wheel 1211 and the right front wheel 1212, and use the speed difference control actuator 143 to lock or unlock the differential mechanism 142.

[0051] like Figure 6 As shown, in one implementation, the control system 18 includes a vehicle controller 181 and a storage module 182. The vehicle controller 181 can be configured as an ECU (Electronic Control Unit). The vehicle controller 181 is connected to the detection system 17 and the storage module 182. The vehicle controller 181 obtains the rotational speed V of the left front wheel 1211 through the first detection module 171. 左 The vehicle controller 181 obtains the rotational speed V of the right front wheel 1212 through the second detection module 172. 右 And the rotational speed V of the left front wheel 1211 左 and the rotational speed V of the right front wheel 1212 右 The data is stored within the storage module 182. The storage module 182 can be integrated within the vehicle controller 181, or it can be an external storage medium connected to the vehicle controller 181. Because the vehicle controller 181 has a certain lag in controlling the differential mechanism 142, the storage module 182 records the rotational speed V of the left front wheel 1211. 左 The rotational speed V of the right front wheel is 1212. 右 The speed V1 displayed on the instrument panel can avoid the detection system 17 from repeatedly collecting the rotational speed of the walking 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 equipped with a preset threshold 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, 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 one implementation method, 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 25 rpm. These settings prevent the preset threshold from being too high, which could cause the differential mechanism 142 to fail to lock in time, affecting the user's driving experience. At the same time, they prevent the preset threshold from being too low, which could cause the differential mechanism 142 to lock prematurely when the vehicle is turning, affecting vehicle safety.

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

[0055] To facilitate understanding of this solution, this application also provides the following: Figure 7 The flowchart shown shows the process of switching the differential mechanism 142 to the locked state, which includes the following steps:

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

[0057] S102: In response to the start signal, the switching mechanism 145 drives the first traveling wheel 121 to the second traveling wheel 122;

[0058] S103: The detection system 17 performs corresponding detection on the walking 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, then step S105 is executed; if the current vehicle speed V2 is less than the displayed speed V1, then 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. 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, then 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, then step S107 is executed.

[0061] S106: Differential mechanism 142 switches to locked state;

[0062] S107: Differential mechanism 142 remains unlocked.

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

[0064] As described above, the control system 18 can obtain the current vehicle speed V2 and the speed displayed on the instrument panel through the detection system 17, and control the differential mechanism 142 to enter a locking state. This adapts to different operating conditions of the all-terrain vehicle 100, thereby improving the handling of the all-terrain vehicle 100 and enhancing the user's driving experience.

[0065] Therefore, this application also provides, as Figure 8The flowchart shown illustrates the process of switching the differential mechanism 142 from the locked state to the unlocked state, including the following steps:

[0066] S201: Differential mechanism 142 is in the locked state;

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

[0068] S203: Control system 18 based on the rotational speed V of the left front wheel 1211 左 The rotational speed V of the right front wheel is 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, then step S205 is executed; if the current vehicle speed V2 is less than the displayed speed V1, then 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. 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, then 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, then step S207 is executed.

[0071] S206: Differential mechanism 142 remains locked;

[0072] S207: Differential mechanism 142 is unlocked.

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

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

[0075] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A suspension assembly connected to the vehicle frame; A running gear assembly, comprising a first running wheel and a second running wheel, wherein the first running wheel is connected to the front end of the frame via the suspension assembly, and the second running wheel is connected to the rear end of the frame via the suspension assembly; The transmission system includes a differential mechanism, which is at least partially disposed between the first traveling wheel and the second traveling wheel; A power system, wherein the power system is connected to the walking assembly via the transmission system; An instrument panel, mounted on the vehicle frame, displays the speedometer of the all-terrain vehicle. Its features are, The all-terrain vehicle further includes a detection system, a control system, and control buttons. 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 buttons. The differential mechanism includes a first output end and a second output end connected to the first wheel. The detection system includes a first detection module for detecting the rotational speed of the first output end and a second detection module for detecting the rotational speed of the second output end. The control system can determine the current speed of the all-terrain vehicle based on the rotational speeds of the first and second output ends. When the current speed is greater than or equal to the displayed speed of the all-terrain vehicle, and the difference between the rotational speeds of the first and second output ends is greater than or equal to a preset threshold, the differential mechanism can execute the locking state in response to a touch operation of the control buttons. 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 respond to the touch operation of the control button to execute the locking state.

2. The all-terrain vehicle according to claim 1, characterized in that, The differential mechanism further includes a first gear and a second gear, which are respectively disposed on the left and right sides of the differential mechanism. The first detection module obtains the rotational speed of the first output end through the first gear, and the second detection module obtains the rotational speed of the second output end through the second gear.

3. 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.

4. 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 speed and the second output speed is less than the preset threshold, the control system controls the differential mechanism to release the locked state.

5. The all-terrain vehicle according to claim 1, characterized in that, The control buttons include a two-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 the touch operation of the two-drive switch.

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

7. 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.

8. A control method for a differential mechanism of an all-terrain vehicle, the all-terrain vehicle comprising: A walking assembly, comprising a first walking wheel and a second walking wheel distributed front and rear; Control buttons; A switching mechanism, which is connected to the control buttons; A control system for controlling the differential mechanism; A detection system is used to detect the rotational speeds of the two output ends of the differential mechanism; The control method is characterized by comprising: The switching mechanism responds to the start signal output by the control button to control the transmission connection between the first walking wheel and the second walking wheel; The detection system acquires 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, respectively. The control system determines the current speed of the all-terrain vehicle based on the rotation speed of the first output terminal and the rotation speed of the second output terminal. When the current vehicle speed is greater than or equal to the displayed speed, and the speed difference between the first output terminal and the second output terminal is greater than or equal to a preset threshold, the differential mechanism is in a locked state. The differential mechanism switches from the locked state to the unlocked state including: The detection system acquires the rotational speed of the first output terminal, the rotational speed of the second output terminal, and the displayed speed; The control system determines the current vehicle speed based on the rotational speed of the first output terminal and the rotational speed of the second output terminal; When the current vehicle speed is less than the displayed speed, or when the speed difference between the first output terminal and the second output terminal is less than the preset threshold, the differential mechanism releases the locking state.

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