All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, an engine, a transmission system and a walking assembly. The engine is at least partially arranged on the frame; the transmission system comprises a gear shifting assembly. The gear shifting assembly comprises a first transmission mechanism, a speed changing hub, a gear shifting fork, a second transmission mechanism, an elastic piece and a driven piece. The second transmission mechanism is in transmission connection with the first transmission mechanism and can rotate relative to the variable speed hub; the second transmission mechanism is sleeved with the elastic piece, and the elastic piece comprises a first end and a second end; the driven part is fixedly connected to one end of the variable-speed hub; the second transmission mechanism is at least partially clamped between the first end and the second end, the driven piece is at least partially clamped between the first end and the second end, and under the condition that the second transmission mechanism rotates around the axis of the speed changing hub, the driven piece is driven by the elastic piece to rotate around the axis of the speed changing hub. Through the arrangement, the structure of the gear shifting assembly can be more compact.

Description

Technical Field

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

[0002] In the prior art, all-terrain vehicles can travel in areas with complex road conditions such as beaches and jungles. Therefore, there is a high requirement for the compact structure of the all-terrain vehicle. As one of the indispensable structures of the all-terrain vehicle, the gearbox has a relatively complex structure.

[0003] Specifically, for existing gearboxes, the transmission between the shift lever and the shift hub is realized through a plurality of gear sets, which makes the structure of the gearbox relatively complicated. Therefore, how to simplify the transmission gear set structure between the shift lever and the shift hub to make the structure of the shift assembly compact is an urgent problem to be solved by those skilled in the art. Summary of the invention

[0004] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, the shift assembly of which has a compact structure.

[0005] To achieve the above object, the present invention adopts the following technical solution:

[0006] An all-terrain vehicle comprises a frame, an engine, a transmission system and a travel assembly. The engine is at least partially arranged on the frame; the transmission system is supported by the frame and is transmission-connected to the engine; the travel assembly is arranged on the lower side of the frame and is transmission-connected to the transmission system; the transmission system comprises a shift assembly, the shift assembly comprises a first transmission mechanism for controlling shifting, a shift hub transmission-connected to the first transmission mechanism, a shift fork for switching the gear of the all-terrain vehicle, a second transmission mechanism, an elastic member and a driven member. The second transmission mechanism is transmission-connected to the first transmission mechanism, the second transmission mechanism is at least partially sleeved on one end of the shift hub and can rotate relative to the shift hub; the elastic member is sleeved on the second transmission mechanism, the elastic member comprises a first end and a second end for transmitting torque; the driven member is fixedly connected to one end of the shift hub close to the second transmission mechanism; the second transmission mechanism is at least partially clamped between the first end and the second end, the driven member is at least partially clamped between the first end and the second end, and when the second transmission mechanism rotates around the axis of the shift hub, the driven member is driven to rotate around the axis of the shift hub by the elastic member.

[0007] Furthermore, the second transmission mechanism includes a shaft sleeve, a driven gear and a driving member, the elastic member is sleeved on the shaft sleeve, the shaft sleeve is sleeved on one end of the speed hub and is rotatably connected to the speed hub, the driven gear is fixedly connected to the shaft sleeve and is transmission-connected to the first transmission mechanism, the driving member is fixedly connected to the shaft sleeve, and the driving member is at least partially clamped between the first end and the second end.

[0008] Further, a transmission ratio between the driven gear and the first transmission mechanism is set to be greater than or equal to 2.3 and less than or equal to 4.4.

[0009] Further, a transmission ratio between the driven gear and the first transmission mechanism is set to be greater than or equal to 2.82 and less than or equal to 3.82.

[0010] Furthermore, the elastic member is located between the driven gear and the active member, and the active member is located between the elastic member and the driven member.

[0011] Furthermore, the first transmission mechanism includes a shift shaft for controlling shifting and a sector gear fixedly connected to the shift shaft, and the sector gear is transmission-connected to the driven gear.

[0012] Furthermore, the transmission system also includes a parking assembly and a transmission main shaft, the transmission main shaft is transmission-connected to the engine, the parking assembly includes a third transmission mechanism and a parking gear, the third transmission mechanism is at least partially connected to the shift hub, the parking gear is fixedly connected to the transmission main shaft, and when the motorcycle is in the parking state, the third transmission mechanism and the parking gear are engaged.

[0013] Furthermore, the active part is formed with a first protrusion and a second protrusion, the first end is abutted against a side of the first protrusion away from the second protrusion, and the second end is clamped between the first protrusion and the second protrusion; the driven part is formed with a third protrusion and a fourth protrusion, the first end is abutted against a side of the third protrusion away from the fourth protrusion, a sliding groove is provided between the third protrusion and the fourth protrusion, and the second end is located in the sliding groove.

[0014] Further, the first protrusion and the third protrusion are substantially overlapped in the axial direction of the speed change hub, and the sliding groove and the second protrusion are at least partially overlapped in the axial direction of the speed change hub.

[0015] Furthermore, the third transmission mechanism includes a positioning star wheel and a parking rocker arm. The positioning star wheel is fixedly connected to one end of the shift hub provided with the second transmission mechanism. The parking rocker arm is provided with a parking slot body. The positioning star wheel is at least partially slidably connected to the parking slot body. When the motorcycle is in the parking state, the parking rocker arm and the parking gear are engaged.

[0016] The above-mentioned all-terrain vehicle can enable power transmission between the first transmission mechanism, the second transmission mechanism and the elastic member, so that the shift hub controls the shift fork to switch the gear of the all-terrain vehicle, thereby enabling the shift assembly to adjust the transmission ratio between the transmission main shaft and the transmission secondary shaft; it can also simplify the transmission structure between the first transmission mechanism and the shift hub, thereby making the structure of the shift assembly more compact and improving the space utilization of the shift assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic structural diagram of the all-terrain vehicle of this application.

[0018] Figure 2 This is a schematic diagram of the structure of the powertrain and air filter of the all-terrain vehicle of this application.

[0019] Figure 3 This is a schematic diagram of the structure of the engine of the all-terrain vehicle of this application.

[0020] Figure 4 This is a schematic diagram of the structure in which the movable plate and the fixed plate of the transmission system of the present application are at the minimum distance.

[0021] Figure 5 This is a schematic diagram of the structure in which the movable disk and the fixed disk of the transmission system of the present application are at the maximum distance.

[0022] Figure 6 This is an exploded view of the structure of the driven wheel mechanism of the all-terrain vehicle of this application.

[0023] Figure 7 This is a schematic diagram of the structure in which the movable disk and the fixed disk of the driven wheel mechanism of the present application are at the minimum distance.

[0024] Figure 8 This is a schematic structural diagram of the driven wheel mechanism of the present application in which the movable disk and the fixed disk are at the maximum distance.

[0025] Fig. 9 This is a schematic diagram of the structure of the speed change assembly and transmission system of the all-terrain vehicle of the present application.

[0026] Fig.10 This is an exploded view of the structure of the gear shift assembly of the all-terrain vehicle of this application.

[0027] Fig.11 This is a partial structural exploded view of the speed change assembly of the all-terrain vehicle of the present application. DETAILED DESCRIPTION

[0028] 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.

[0029] like Figure 1 and Figure 2An all-terrain vehicle 100 is shown, and the all-terrain vehicle 100 includes a frame 11, a powertrain 12, a transmission system 13, a traveling assembly 14 and a suspension assembly 15. The frame 11 serves as the basic framework of the all-terrain vehicle 100 and is used to support the frame 11, the powertrain 12, the transmission system 13, the traveling assembly 14 and the suspension assembly 15. The powertrain 12 includes an engine 121, which is at least partially arranged on the frame 11 and is in transmission connection with the transmission system 13. The transmission system 13 is also in transmission connection with the traveling assembly 14. The suspension assembly 15 is used to connect the traveling assembly 14 to the frame 11. In order to clearly illustrate the technical solution of the present invention, the following are also defined: Figure 1 In the present application, the front and rear directions refer to the length direction of the all-terrain vehicle 100, the left and right directions refer to the width direction of the all-terrain vehicle 100, and the up and down directions refer to the height direction of the all-terrain vehicle 100.

[0030] Specifically, the travel assembly 14 is at least partially disposed on the lower side of the frame 11, and the travel assembly 14 includes a front wheel 141 and a rear wheel 142. The transmission system 13 is transmission-connected to at least one of the front wheel 141 and the rear wheel 142, so that the engine 121 can be transmission-connected to at least one of the front wheel 141 and the rear wheel 142, thereby driving the movement of the all-terrain vehicle 100. The suspension assembly 15 is used to connect the front wheel 141 and the rear wheel 142 to the frame 11.

[0031] like Figure 3 As shown, specifically, the engine 121 includes an outer shell 1211, a crank-connecting rod mechanism 1212, a piston mechanism 1213, a valve mechanism 1214, an ignition mechanism 1215 and an intake and exhaust mechanism 1216. Among them, a accommodating space is formed in the outer shell 1211, and the crank-connecting rod mechanism 1212, the piston mechanism 1213, the valve mechanism 1214, the ignition mechanism 1215 and the intake and exhaust mechanism 1216 are all arranged in the accommodating space. In this embodiment, the outer shell 1211 includes a cylinder head cover 1211a, a cylinder head 1211b, a cylinder body 1211c, a crankcase 1211d and an oil pan 1211e. The cylinder head cover 1211a and the cylinder head 1211b are connected to form a first accommodating space, and the ignition mechanism 1215, the valve mechanism 1214 and the intake and exhaust mechanism 1216 are at least partially arranged in the first accommodating space. The cylinder block 1211c and the upper case of the crankcase 1211d are integrally formed or fixedly connected, the lower case of the crankcase 1211d is fixedly connected to the upper case of the crankcase 1211d, a second accommodation space is formed in the cylinder block 1211c, and the piston mechanism 1213 is at least partially disposed in the second accommodation space. A third accommodation space is formed in the crankcase 1211d, and the crank-connecting rod mechanism 1212 is at least partially disposed in the third accommodation space.

[0032] When the engine 121 is working, the fuel and air are mixed into a combustible mixture and then transported to the combustion chamber of the engine 121. The combustible mixture in the combustion chamber is ignited by the ignition mechanism 1215. After the combustible mixture is burned, a large amount of heat is released, and the pressure and temperature of the gas in the cylinder body 1211c rise rapidly, thereby driving the piston mechanism 1213 to move. Among them, the combustion chamber of the engine 121 is composed of the bottom of the cylinder head 1211b and the top of the cylinder body 1211c. The crank-connecting rod mechanism 1212 is connected to the piston mechanism 1213, and the movement of the piston mechanism 1213 can drive the crank-connecting rod mechanism 1212 to move. The crank-connecting rod mechanism 1212 is transmission-connected to at least one of the front wheel 141 and the rear wheel 142, so that the power is output to at least one of the front wheel 141 and the rear wheel 142 through the crank-connecting rod mechanism 1212. The valve mechanism 1214 is in driving connection with the crank-connecting rod mechanism 1212, and the valve mechanism 1214 is in contact with the intake and exhaust mechanism 1216. The movement of the crank-connecting rod mechanism 1212 can also drive the valve mechanism 1214 to move, so that the valve mechanism 1214 can control the intake and exhaust of the intake and exhaust mechanism 1216. With the above arrangement, the normal operation of the engine 121 can be achieved.

[0033] like Figure 4 and Figure 5 As shown, as an implementation, the all-terrain vehicle 100 includes a speed change assembly 17, which is supported by the frame 11 and is transmission-connected to the engine 121 and the travel assembly 14. The speed change assembly 17 includes a transmission member 171, a driving wheel mechanism 172, a driven wheel mechanism 173, a transmission main shaft 174, and a transmission secondary shaft (not shown). The driving wheel mechanism 172 is transmission-connected to the engine 121, the driven wheel mechanism 173 is transmission-connected to the driving wheel mechanism 172 through the transmission member 171, the driven wheel mechanism 173 is also transmission-connected to the transmission main shaft 174, the transmission main shaft 174 is transmission-connected to the transmission secondary shaft, and the transmission secondary shaft is transmission-connected to the travel assembly 14, so that the power of the engine 121 can be transmitted to the travel assembly 14. Specifically, the transmission secondary shaft can transmit the power of the engine 121 to at least one of the front wheel 141 and the rear wheel 142.

[0034] like Figure 6 , Figure 7 and Figure 8As shown, specifically, the driven wheel mechanism 173 includes an output shaft 1731, an elastic reset member 1732, a movable plate 1733 and a fixed plate 1734. The output shaft 1731 is sleeved on the transmission main shaft 174 and spline-connected with the transmission main shaft 174. The output shaft 1731 is used to transmit the power of the engine 121 to at least one of the front wheel 141 and the rear wheel 142 through the transmission main shaft 174 and the transmission secondary shaft. The movable disk 1733, the fixed disk 1734 and the elastic reset member 1732 are all sleeved on the output shaft 1731, the fixed disk 1734 and the output shaft 1731 are fixedly connected, and the movable disk 1733 and the output shaft 1731 are slidingly connected, so that the movable disk 1733 can move axially along the output shaft 1731 relative to the fixed disk 1734, so that the distance between the movable disk 1733 and the fixed disk 1734 can be adjusted to adjust the distance between the axis of the transmission member 171 and the driven wheel mechanism 173, thereby adjusting the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173.

[0035] More specifically, the moving disk 1733 includes a first fixed inclined surface 1733a, and the fixed disk 1734 includes a second fixed inclined surface 1734a, and the first fixed inclined surface 1733a and the second fixed inclined surface 1734a cooperate to fix the transmission member 171. When the moving disk 1733 is away from the fixed disk 1734, the distance between the first fixed inclined surface 1733a and the second fixed inclined surface 1734a increases, and the distance between the transmission member 171 and the axis of the driven wheel mechanism 173 decreases, thereby increasing the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173; when the moving disk 1733 is close to the fixed disk 1734, the distance between the first fixed inclined surface 1733a and the second fixed inclined surface 1734a decreases, and the distance between the transmission member 171 and the axis of the driven wheel mechanism 173 increases, thereby decreasing the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173. In this embodiment, the elastic reset member 1732 abuts against the movable disk 1733 and the fixed disk 1734. Further, the movable disk 1733 is at least partially penetrated in the fixed disk 1734, that is, the fixed disk 1734 is at least partially sleeved in the movable disk 1733, and relative sliding can occur between the fixed disk 1734 and the movable disk 1733. The portion of the movable disk 1733 penetrated in the fixed disk 1734 is defined as the penetration portion, one end of the elastic reset member 1732 abuts against the fixed disk 1734, and the other end of the elastic reset member 1732 abuts against the penetration portion. When the movable disk 1733 is away from the fixed disk 1734, the compression amount of the elastic reset member 1732 increases; when the movable disk 1733 is close to the fixed disk 1734, the compression amount of the elastic reset member 1732 decreases, so that the elastic force of the elastic reset member 1732 can drive the movable disk 1733 to reset. In the present application, the moving disk 1733 moving away from the fixed disk 1734 means that the first fixed inclined surface 1733a moves away from the second fixed inclined surface 1734a, and the moving disk 1733 moving closer to the fixed disk 1734 means that the first fixed inclined surface 1733a moves closer to the second fixed inclined surface 1734a.

[0036] In the present application, the elastic return member 1732 can be set as an elastic member such as a spring, and the transmission member 171 can be set as a belt transmission member such as a belt.

[0037] As an implementation, the driven wheel mechanism 173 further includes an adjusting member 1735 and a fixing member 1736. The fixing member 1736 is connected to the output shaft 1731, the fixing disk 1734 is at least partially disposed between the moving disk 1733 and the fixing member 1736, the adjusting member 1735 is passed through the fixing member 1736 and is threadedly connected to the fixing member 1736, and the adjusting member 1735 is also in contact with the moving disk 1733. As an optional implementation, the adjusting member 1735 can be configured as a fastener with an external thread such as a bolt; the fixing member 1736 can be configured as a steel member, thereby improving the structural strength of the fixing member 1736, which is conducive to improving the service life of the fixing member 1736.

[0038] Specifically, the fixing member 1736 is fixedly connected to one end of the output shaft 1731 near the through-arrangement portion of the moving disk 1733. Through the above arrangement, the distance between the moving disk 1733 and the fixing disk 1734 can be adjusted by rotating the adjusting member 1735, thereby adjusting the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173. In addition, in the case of repeated disassembly and assembly of the transmission member 171, since one end of the adjusting member 1735 abuts against the movable disk 1733 or the fixed disk 1734, and the other end of the adjusting member 1735 is threadedly connected to the fixed disk 1734 or the movable disk 1733, the axial force on the adjusting member 1735 may be too large. Through the above-mentioned arrangement, it is possible to avoid directly setting the adjusting member 1735 on the fixed disk 1734 or the movable disk 1733. Therefore, in the case of repeated disassembly and assembly of the transmission member 171, it is possible to prevent the adjusting member 1735 from being subjected to excessive axial force, which may cause the adjusting member 1735 to be unable to be assembled or damage the driven wheel mechanism 173, thereby improving the service life of the driven wheel mechanism 173. Furthermore, through the above-mentioned arrangement, a low-cost and easily replaceable fixing member 1736 can be used to set the adjusting member 1735 on the fixing member 1736 instead of directly setting the adjusting member 1735 on the fixed disk 1734 or the movable disk 1733, thereby helping to reduce maintenance costs and maintenance difficulties and improve the maintainability of the driven wheel mechanism 173.

[0039] In the present application, the distance between the fixed disk 1734 and the movable disk 1733 can be adjusted without disassembling the driven wheel mechanism 173 , thereby facilitating the disassembly and assembly of the transmission member 171 and further improving the assembly efficiency of the driven wheel mechanism 173 .

[0040] In this embodiment, a threaded hole 1736a is provided on the fixing member 1736, and the adjusting member 1735 is passed through the threaded hole 1736a and is threadedly connected to the threaded hole 1736a, thereby avoiding the need to provide a threaded hole on the fixed disk 1734 or the movable disk 1733, thereby preventing the adjusting member 1735 from being subjected to excessive axial force and causing damage to the threaded hole on the fixed disk 1734 or the movable disk 1733, thereby preventing the adjusting member 1735 from being unable to be assembled or damage to the driven wheel mechanism 173, which is beneficial to improving the service life of the driven wheel mechanism 173.

[0041] As an implementation method, at least two threaded holes 1736a are provided, so that when any one threaded hole 1736a is damaged, the other threaded holes 1736a can continue to be used, that is, the damage of any one threaded hole 1736a will not affect the work of the other threaded holes 1736a, thereby increasing the service life of the fixing member 1736 and reducing the maintenance cost of the driven wheel mechanism 173. It should be noted that the number of threaded holes 1736a can be adjusted according to actual needs to meet the needs of different working environments, thereby improving the versatility and adaptability of the fixing member 1736.

[0042] As an implementation method, the adjusting member 1735 rotates around the preset straight line 1735a to form a first rotation direction and a second rotation direction in opposite directions. When the adjusting member 1735 rotates along the first rotation direction, the adjusting member 1735 drives the moving disk 1733 to move closer to the fixed disk 1734. When the adjusting member 1735 rotates along the second rotation direction, the adjusting member 1735 drives the moving disk 1733 to move away from the fixed disk 1734. If the adjusting member 1735 is set as a bolt, the preset straight line 1735a is the axis of the adjusting member 1735. Through the above configuration, the distance between the fixed disk 1734 and the moving disk 1733 can be adjusted by rotating the adjusting member 1735, thereby adjusting the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173.

[0043] Specifically, when the adjusting member 1735 rotates along the first rotation direction, the adjusting member 1735 drives the movable disk 1733 to move closer to the fixed disk 1734. At this time, the compression amount of the elastic return member 1732 is the first compression amount. When the adjusting member 1735 rotates along the second rotation direction, the adjusting member 1735 drives the movable disk 1733 to move away from the fixed disk 1734. The compression amount of the elastic return member 1732 is the second compression amount. The second compression amount is greater than the first compression amount, so that the elastic force of the elastic return member 1732 can be used to move the movable disk 1733 closer to the fixed disk 1734.

[0044] Specifically, when the adjusting member 1735 rotates along the first rotation direction, the distance between the first fixed inclined surface 1733a and the second fixed inclined surface 1734a gradually decreases, and when the adjusting member 1735 rotates along the second rotation direction, the distance between the first fixed inclined surface 1733a and the second fixed inclined surface 1734a gradually increases. Through the above arrangement, the distance between the first fixed inclined surface 1733a and the second fixed inclined surface 1734a can be adjusted by the adjusting member 1735 to adjust the transmission ratio of the driven wheel mechanism 173 and the driving wheel mechanism 172.

[0045] As an implementation, the movable disk 1733 includes a disk body 1733b and an upper cover 1733c, the disk body 1733b and the upper cover 1733c are fixedly connected, the fixed disk 1734 is at least partially disposed between the disk body 1733b and the upper cover 1733c, one end of the elastic reset member 1732 abuts or is connected to the upper cover 1733c, and the other end of the elastic reset member 1732 abuts or is connected to the fixed disk 1734. Among them, the disk body 1733b is at least partially penetrated in the fixed disk 1734, and the portion of the disk body 1733b penetrated in the fixed disk 1734 and the upper cover 1733c together constitute the penetration portion of the movable disk 1733. Through the above arrangement, the disassembly and assembly of the elastic reset member 1732 can be facilitated, thereby improving the assemblability of the movable disk 1733. As an optional implementation, the disk body 1733b and the upper cover 1733c may be fixedly connected by bolts and nuts, thereby improving the connection stability between the disk body 1733b and the upper cover 1733c.

[0046] like Figure 7 and Figure 8 As shown, specifically, a first annular groove 1733d is formed on the side of the upper cover 1733c close to the fixed disk 1734, and a second annular groove 1734b is formed on the side of the fixed disk 1734 close to the upper cover 1733c, one end of the elastic return member 1732 is arranged in the first annular groove 1733d and abuts or is connected to the first annular groove 1733d, and the other end of the elastic return member 1732 is arranged in the second annular groove 1734b and abuts or is connected to the second annular groove 1734b. Among them, the bottom of the first annular groove 1733d at least partially extends toward the direction close to the fixed plate 1734 to form a first protrusion 1733e, and the elastic return member 1732 is sleeved on the first protrusion 1733e, so that the first protrusion 1733e limits the elastic return member 1732; the bottom of the second annular groove 1734b at least partially extends toward the direction close to the upper cover 1733c to form a second protrusion 1734c, and the elastic return member 1732 is sleeved on the second protrusion 1734c, so that the second protrusion 1734c limits the elastic return member 1732.

[0047] like Figure 6 As shown, in this embodiment, the first protrusion 1733e is sleeved on the output shaft 1731 and is slidably connected to the output shaft 1731; the second protrusion 1734c is also sleeved on the output shaft 1731 and is connected to the output shaft 1731. Specifically, the output shaft 1731 at least partially extends radially along the output shaft 1731 to form a limiting portion 1731a. A limiting member 1737 is also fixed on the output shaft 1731. The second protrusion 1734c is located between the limiting portion 1731a and the limiting member 1737, so that the fixed disk 1734 and the output shaft 1731 are relatively stationary along the axial direction of the output shaft 1731.

[0048] like Figure 6 As shown, as an implementation, the driven wheel mechanism 173 further includes a thrust roller 1738, the thrust roller 1738 is rotatably connected to the fixed disk 1734, a rolling surface 1733f is provided on the upper cover 1733c, the thrust roller 1738 is rollingly connected to the rolling surface 1733f, wherein the axis of the thrust roller 1738 is substantially perpendicular to the axis of the output shaft 1731. When the moving disk 1733 and the fixed disk 1734 move relative to each other, the moving disk 1733 and the fixed disk 1734 also rotate relative to each other, through the above arrangement, the thrust roller 1738 can assist the moving disk 1733 and the fixed disk 1734, so that the relative movement of the moving disk 1733 and the fixed disk 1734 is more stable, thereby improving the working stability of the driven wheel mechanism 173. Specifically, a rotating shaft may be provided on the fixed disk 1734 , and the axis of the rotating shaft is substantially perpendicular to the axis of the output shaft 1731 , so that the thrust roller 1738 can be rotatably connected to the fixed disk 1734 via the rotating shaft.

[0049] like Fig. 9 and Fig.10As shown, as an implementation, the transmission system 13 further includes a shift assembly 132, which is used to adjust the transmission ratio between the transmission main shaft 174 and the transmission secondary shaft to achieve the gear shifting of the all-terrain vehicle 100. Specifically, the shift assembly 132 includes a first transmission mechanism 1321, a shift hub 1322, a shift fork 1323, a second transmission mechanism 1324, an elastic member 1325 and a driven member 1326. The shift hub 1322 is transmission-connected to the first transmission mechanism 1321, and the first transmission mechanism 1321 can be used by the driver to control the gear shifting of the all-terrain vehicle 100, and drives the shift hub 1322 according to the shifting operation of the driver, so that the first transmission mechanism 1321 can drive the shift hub 1322 and control the shift fork 1323 to switch the gear position of the all-terrain vehicle 100. More specifically, the second transmission mechanism 1324 is transmission-connected with the first transmission mechanism 1321, and the second transmission mechanism 1324 is at least partially sleeved on one end of the speed hub 1322 and can rotate relative to the speed hub 1322. The elastic member 1325 is sleeved on the second transmission mechanism 1324, and the elastic member 1325 includes a first end 1325a and a second end 1325b for transmitting torque. The driven member 1326 is fixedly connected to one end of the speed hub 1322 close to the second transmission mechanism 1324. The second transmission mechanism 1324 is at least partially clamped between the first end 1325a and the second end 1325b, and the driven member 1326 is at least partially clamped between the first end 1325a and the second end 1325b. Through the above arrangement, the first transmission mechanism 1321 can drive the second transmission mechanism 1324 to rotate around the axis of the speed hub 1322, and the rotation of the second transmission mechanism 1324 is transmitted to the driven member 1326 through the elastic member 1325, so that the elastic member 1325 can drive the driven member 1326 to rotate around the axis of the speed hub 1322, thereby driving the speed hub 1322 to rotate around the axis of the speed hub 1322 through the rotation of the driven member 1326, and then the speed hub 1322 controls the shift fork 1323 to switch the gear position of the all-terrain vehicle 100, so that the shift assembly 132 can adjust the transmission ratio between the transmission main shaft 174 and the transmission secondary shaft. In addition, through the above arrangement, the transmission structure between the first transmission mechanism 1321 and the speed hub 1322 can be simplified, so that the structure of the shift assembly 132 is more compact and the space utilization rate of the shift assembly 132 is improved. In this embodiment, the elastic member 1325 can be configured as a torsion spring, so that the transmission of the second transmission mechanism 1324 and the driven member 1326 can be more stable, thereby improving the working stability of the shift assembly 132 .

[0050] As an optional implementation, the first end 1325a and the second end 1325b both extend axially along the speed hub 1322, and the first end 1325a and the second end 1325b extend in the same direction.

[0051] As an implementation, the second transmission mechanism 1324 includes a sleeve 1324a, a driven gear 1324b and a driving member 1324c. The elastic member 1325 is sleeved on the sleeve 1324a, the sleeve 1324a is sleeved on one end of the speed hub 1322 close to the second transmission mechanism 1324, the sleeve 1324a is rotatably connected to the speed hub 1322, the driven gear 1324b is fixedly connected to the sleeve 1324a and is in transmission connection with the first transmission mechanism 1321, the driving member 1324c is fixedly connected to the sleeve 1324a, and the driving member 1324c is at least partially clamped between the first end 1325a and the second end 1325b. Through the above arrangement, the first transmission mechanism 1321 can drive the driven gear 1324b to rotate, so that the shaft sleeve 1324a and the driving member 1324c fixedly connected to the driven gear 1324b rotate with the driven gear 1324b, and then the rotation of the driving member 1324c is transmitted to the driven member 1326 through the elastic member 1325, so that the driven member 1326 rotates and drives the speed hub 1322 to rotate. In addition, through the cooperation of the driven gear 1324b, the elastic member 1325, the driving member 1324c and the driven member 1326, the number of teeth of the driven gear 1324b can be reduced, thereby reducing the volume of the driven gear 1324b, which is conducive to reducing the space occupancy rate of the driven gear 1324b, so that the structure of the shift assembly 132 is more compact. At the same time, when the number of teeth of the driven gear 1324b decreases, the stroke of the first transmission mechanism 1321 cooperating with the driven gear 1324b will also decrease, thereby reducing the operating force of the driver when shifting gears, which is beneficial to improving the human-computer interaction and comfort of the all-terrain vehicle 100.

[0052] Specifically, the speed hub 1322 includes a main body 1322a for controlling the shift fork 1323 to switch gears and a speed shaft 1322b. The driven gear 1324b can be arranged at one end of the sleeve 1324a close to the main body 1322a, and the active member 1324c can be arranged at one end of the sleeve 1324a away from the main body 1322a. The sleeve 1324a is sleeved on the speed shaft 1322b, and the driven member 1326 is fixedly connected to the speed shaft 1322b. More specifically, the sleeve 1324a can be arranged as a hollow cylindrical structure, so that the sleeve 1324a can be easily connected with the speed shaft 1322b, and it is conducive to the rotation of the driven gear 1324b and the active member 1324c. In this embodiment, the driven gear 1324b and the sleeve 1324a, the driving member 1324c and the sleeve 1324a, and the driven member 1326 and the speed change shaft 1322b can all be fixedly connected by welding or by interference fit such as press fitting to achieve synchronous rotation.

[0053] As an optional implementation, the elastic member 1325 is located between the driven gear 1324b and the active member 1324c, and the active member 1324c is located between the elastic member 1325 and the driven member 1326, which is beneficial for the active member 1324c to control the rotation of the driven member 1326 through the elastic member 1325, thereby improving the reliability and working stability of the second transmission mechanism 1324.

[0054] like Fig.11 As shown, in this embodiment, the first transmission mechanism 1321 includes a shift shaft 1321a for controlling the shifting and a sector gear 1321b fixedly connected to the shift shaft 1321a, and the sector gear 1321b is in transmission connection with the driven gear 1324b. The driver can control the shift shaft 1321a to drive the sector gear 1321b to rotate, so that the sector gear 1321b drives the driven gear 1324b to rotate, and then the rotation of the driven gear 1324b is transmitted to the speed hub 1322 through the elastic member 1325, the driving member 1324c, and the driven member 1326, so as to drive the speed hub 1322 to rotate.

[0055] As an implementation, the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 is set to be greater than or equal to 2.3 and less than or equal to 4.4. Specifically, the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 is set to be greater than or equal to 2.82 and less than or equal to 3.82. As an optional implementation, the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 can also be set to 3.32. Through the above setting, it is possible to avoid the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 being too small, which leads to an increase in the number of teeth of the driven gear 1324b, thereby avoiding the volume of the driven gear 1324b being too large and reducing the space utilization rate of the second transmission mechanism 1324, and at the same time, it is possible to avoid the increase in the number of teeth of the driven gear 1324b, which leads to an increase in the stroke of the first transmission mechanism 1321 that cooperates with the driven gear 1324b, thereby reducing the operating force of the driver when shifting gears, which is conducive to improving the human-machine interaction and comfort of the all-terrain vehicle 100. In addition, through the above arrangement, it is also possible to avoid the gear ratio of the driven gear 1324b and the first transmission mechanism 1321 being too large to reduce the gear of the driven gear 1324b, thereby avoiding the structural strength of the driven gear 1324b being reduced due to the small volume of the driven gear 1324b, thereby improving the reliability and service life of the driven gear 1324b. Among them, the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 is the transmission ratio of the driven gear 1324b and the sector gear 1321b.

[0056] like Fig. 9 and Fig.11As shown, as an implementation, the transmission system 13 further includes a parking assembly 133, which is used to prevent the all-terrain vehicle 100 from moving when the all-terrain vehicle 100 stops. Specifically, the parking assembly 133 includes a third transmission mechanism 1331 and a parking gear 1332, the third transmission mechanism 1331 is at least partially connected to the speed hub 1322, and the parking gear 1332 is fixedly connected to the transmission main shaft 174. When the motorcycle is in the parking state, the third transmission mechanism 1331 and the parking gear 1332 are engaged, so that the transmission main shaft 174 stops rotating, thereby preventing the all-terrain vehicle 100 from moving when it stops, so as to improve the parking safety of the all-terrain vehicle 100. In this embodiment, the third transmission mechanism 1331 includes a positioning star wheel 1331a and a parking rocker arm 1331b, the positioning star wheel 1331a is fixedly connected to one end of the speed change hub 1322 provided with the second transmission mechanism 1324, the parking rocker arm 1331b is provided with a parking slot 1331c, the positioning star wheel 1331a is at least partially slidably connected to the parking slot 1331c, and when the motorcycle is in the parking state, the parking rocker arm 1331b is engaged with the parking gear 1332. As an optional implementation, a tooth structure is provided on the parking rocker arm 1331b, and the tooth structure of the parking rocker arm 1331b is engaged with the parking gear 1332, so as to realize the parking of the all-terrain vehicle 100.

[0057] like Fig.10 As shown, as an implementation method, the active member 1324c at least partially extends radially along the speed hub 1322 to form a first protrusion 1324d and a second protrusion 1324e, the first end 1325a abuts against a side of the first protrusion 1324d away from the second protrusion 1324e, and the second end 1325b is clamped between the first protrusion 1324d and the second protrusion 1324e; the driven member 1326 at least partially extends radially along the speed hub 1322 to form a third protrusion 1326a and a fourth protrusion 1326b, the first end 1325a abuts against a side of the third protrusion 1326a away from the fourth protrusion 1326b, a sliding groove 1326c is provided between the third protrusion 1326a and the fourth protrusion 1326b, and the second end 1325b is located in the sliding groove 1326c. Specifically, the first protrusion 1324d and the third protrusion 1326a are substantially overlapped along the axial direction of the speed hub 1322, and the sliding groove 1326c and the second protrusion 1324e are at least partially overlapped along the axial direction of the speed hub 1322. Through the above arrangement, the active member 1324c can drive the driven member 1326 to rotate synchronously through the elastic member 1325, so as to drive the speed hub 1322 and the shift fork 1323 to achieve the shifting of the all-terrain vehicle 100.

[0058] In addition, the rotation of the speed change hub 1322 drives the third transmission mechanism 1331 to move, so that the third transmission mechanism 1331 and the parking gear 1332 are engaged. When the third transmission mechanism 1331 and the parking gear 1332 are engaged, that is, when the parking rocker arm 1331b and the parking gear 1332 are engaged, because the position driven by the speed change hub 1322 to move the third transmission mechanism 1331 is not unique, sometimes the third transmission mechanism 1331 and the parking gear 1332 cannot be engaged, that is, the third transmission mechanism 1331 and the parking gear 1332 may have a tooth top phenomenon, so that the first transmission mechanism 1321 can work but the speed change hub 1322 and the third transmission mechanism 1331 cannot work, which will cause damage to the parking assembly 133 and the shift assembly 132. In order to avoid the above phenomenon, the present application provides an elastic member 1325 and a second transmission mechanism 1324. Specifically, the first transmission mechanism 1321 drives the second transmission mechanism 1324 to rotate, and the second transmission mechanism 1324 drives the elastic member 1325, so that the elastic member 1325 drives the speed hub 1322 to rotate, so that the rotation of the speed hub 1322 can drive the third transmission mechanism 1331 to move, so that the third transmission mechanism 1331 and the parking gear 1332 are engaged. When the third transmission mechanism 1331 and the parking gear 1332 are in a tooth-to-tooth relationship, the speed hub 1322 cannot rotate due to the tooth-to-tooth relationship between the third transmission mechanism 1331 and the parking gear 1332, so that the driven member 1326 cannot rotate. At this time, if the first transmission mechanism 1321 starts to work, the first transmission mechanism 1321 drives the driven gear 1324b to rotate to drive the elastic member 1325 to work, and then the elastic member 1325 drives the active member 1324c to rotate. By setting the first protrusion 1324d, the second protrusion 1324e, the third protrusion 1326a and the fourth protrusion 1326b, when the active member 1324c rotates and the driven member 1326 cannot rotate, due to the elasticity of the elastic member 1325 itself, the first end 1325a can abut against the side of the third protrusion 1326a away from the fourth protrusion 1326b, that is, the first end 1325a remains stationary, and at the same time, the side of the first protrusion 1324d close to the second protrusion 1324e pushes the second end 1325b to rotate in the direction away from the first end 1325a, so that the driven member 1326 can remain stationary while the active member 1324c rotates. Furthermore, through the setting of the sliding groove 1326c, when the first transmission mechanism 1321 is switched to the parking gear, if the third transmission mechanism 1331 and the parking gear 1332 are in contact with each other, the second end 1325b can continue to move along the sliding groove 1326c to twist the elastic member 1325, thereby enabling the first transmission mechanism 1321 to be engaged in the parking gear.Thereafter, when the ATV 100 is engaged in the parking gear, the ATV 100 will move slightly, causing the transmission main shaft 174 to shake slightly, thereby enabling the parking gear 1332 disposed on the transmission main shaft 174 to be engaged with the third transmission mechanism 1331 under the action of the elastic force generated by the torsion of the elastic member 1325 .

[0059] Through the above arrangement, when the third transmission mechanism 1331 and the parking gear 1332 are in tooth collision, if the speed hub 1322 and the third transmission mechanism 1331 cannot work, the first transmission mechanism 1321 can still continue to work, thereby preventing damage to the parking assembly 133 and the shift assembly 132. In addition, through the above arrangement, when the third transmission mechanism 1331 and the parking gear 1332 are in tooth collision, the first transmission mechanism 1321 can be engaged in the parking gear position, and the elastic force of the elastic member 1325 can finally achieve engagement with the parking gear 1332, thereby achieving parking of the all-terrain vehicle 100.

[0060] 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; an engine, the engine being at least partially disposed on the frame; A transmission system, the transmission system is supported by the frame and transmission-connected to the engine, the transmission system includes a shift assembly, the shift assembly includes a first transmission mechanism for controlling shifting, a shift hub transmission-connected to the first transmission mechanism, and a shift fork for switching gears of the all-terrain vehicle; A traveling assembly, the traveling assembly is arranged at the lower side of the frame and is transmission-connected to the transmission system; characterized in that: The shift assembly further comprises: a second transmission mechanism, the second transmission mechanism being transmission-connected to the first transmission mechanism, the second transmission mechanism at least partially sleeved on one end of the speed hub and capable of rotating relative to the speed hub; An elastic member, wherein the elastic member is sleeved on the second transmission mechanism, and the elastic member comprises a first end and a second end for transmitting torque; A driven member, the driven member is fixedly connected to an end of the speed change hub close to the second transmission mechanism; The second transmission mechanism is at least partially engaged between the first end and the second end, and the driven member is at least partially engaged between the first end and the second end. When the second transmission mechanism rotates around the axis of the speed hub, the driven member is driven to rotate around the axis of the speed hub by the elastic member.

2. The all-terrain vehicle according to claim 1, characterized in that: The second transmission mechanism includes a shaft sleeve, a driven gear and a driving member, the elastic member is sleeved on the shaft sleeve, the shaft sleeve is sleeved on one end of the speed hub and is rotatably connected to the speed hub, the driven gear is fixedly connected to the shaft sleeve and is transmission-connected to the first transmission mechanism, the driving member is fixedly connected to the shaft sleeve, and the driving member is at least partially clamped between the first end and the second end.

3. The all-terrain vehicle according to claim 2, characterized in that: The transmission ratio of the driven gear and the first transmission mechanism is set to be greater than or equal to 2.3 and less than or equal to 4.

4.

4. The all-terrain vehicle according to claim 3, characterized in that: The transmission ratio of the driven gear and the first transmission mechanism is set to be greater than or equal to 2.82 and less than or equal to 3.

82.

5. The all-terrain vehicle according to claim 2, characterized in that: The elastic member is located between the driven gear and the active member, and the active member is located between the elastic member and the driven member.

6. The all-terrain vehicle according to claim 2, characterized in that: The first transmission mechanism includes a shift shaft for controlling shifting and a sector gear fixedly connected to the shift shaft, and the sector gear is transmission-connected to the driven gear.

7. The all-terrain vehicle according to claim 1, characterized in that: The transmission system also includes a parking assembly and a transmission main shaft, the transmission main shaft is transmission-connected to the engine, the parking assembly includes a third transmission mechanism and a parking gear, the third transmission mechanism is at least partially connected to the speed hub, the parking gear is fixedly connected to the transmission main shaft, and when the motorcycle is in a parking state, the third transmission mechanism and the parking gear are engaged.

8. The all-terrain vehicle according to claim 7, characterized in that: The active member is formed with a first protrusion and a second protrusion, the first end abuts against a side of the first protrusion away from the second protrusion, and the second end is clamped between the first protrusion and the second protrusion; the driven member is formed with a third protrusion and a fourth protrusion, the first end abuts against a side of the third protrusion away from the fourth protrusion, a sliding groove is provided between the third protrusion and the fourth protrusion, and the second end is located in the sliding groove.

9. The all-terrain vehicle according to claim 8, characterized in that: The first protrusion and the third protrusion are substantially overlapped in the axial direction of the shift hub, and the sliding groove and the second protrusion are at least partially overlapped in the axial direction of the shift hub.

10. The all-terrain vehicle according to claim 7, characterized in that: The third transmission mechanism includes a positioning star wheel and a parking rocker arm. The positioning star wheel is fixedly connected to one end of the transmission hub provided with the second transmission mechanism. The parking rocker arm is provided with a parking slot body. The positioning star wheel is at least partially slidably connected to the parking slot body. When the motorcycle is in a parking state, the parking rocker arm and the parking gear are engaged.

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