All-terrain vehicle

Abstract

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

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle technology, in particular to an all-terrain vehicle. BACKGROUND

[0002] In the prior art, an all-terrain vehicle can run 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. The transmission case is one of the indispensable structures of the all-terrain vehicle, and its structure is relatively complex.

[0003] Specifically, for the existing transmission case, the transmission between the shift lever and the transmission hub is achieved through a plurality of gear structures, so that the structure of the transmission case is relatively complex. Therefore, how to simplify the transmission gear structure between the shift lever and the transmission hub to make the structure of the shift assembly compact is a problem that needs to be solved by those skilled in the art. SUMMARY

[0004] In order to solve the problems of the prior art, the purpose of the present application is to provide an all-terrain vehicle with a compact shift assembly structure.

[0005] To achieve the above-mentioned purpose, the present application adopts the following technical solution:

[0006] An all-terrain vehicle, comprising a vehicle frame, an engine, a transmission system and a walking assembly. The engine is at least partially arranged on the vehicle frame; the transmission system is supported by the vehicle frame and transmission connected to the engine; the walking assembly is arranged on the lower side of the vehicle frame and 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 transmission hub transmission connected to the first transmission mechanism, a shift fork for switching the gear position of the all-terrain vehicle, a second transmission mechanism, an elastic member and a driven member. The second transmission mechanism and the first transmission mechanism are transmission connected, the second transmission mechanism is at least partially sleeved on one end of the transmission hub and can rotate relative to the transmission 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 transmission hub close to the second transmission mechanism; the second transmission mechanism is at least partially clamped between the first end and the second end, and the driven member is at least partially clamped between the first end and the second end. In the case that the second transmission mechanism rotates around the axis of the transmission hub, the driven member is driven to rotate around the axis of the transmission hub by the elastic member.

[0007] Further, the second transmission mechanism comprises 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 transmission hub and is in transmission connection with the transmission hub, the driven gear is fixedly connected to the shaft sleeve and is in transmission connection with 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, 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.

[0009] Further, 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.

[0010] Further, the elastic member is located between the driven gear and the driving member, and the driving member is located between the elastic member and the driven member.

[0011] Further, the first transmission mechanism includes a shift shaft for controlling gear shifting and a sector gear fixedly connected to the shift shaft, and the sector gear and the driven gear are in transmission connection.

[0012] Further, the transmission system further includes a parking assembly and a transmission main shaft, the transmission main shaft is in transmission connection with 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 transmission hub, and the parking gear is fixedly connected to the transmission main shaft, and the third transmission mechanism and the parking gear are in clamping connection when the motorcycle is in a parking state.

[0013] Further, the driving member is formed with a first protruding portion and a second protruding portion, the first end is in abutment with a side of the first protruding portion away from the second protruding portion, and the second end is clamped between the first protruding portion and the second protruding portion; the driven member is formed with a third protruding portion and a fourth protruding portion, the first end is in abutment with a side of the third protruding portion away from the fourth protruding portion, a sliding groove is provided between the third protruding portion and the fourth protruding portion, and the second end is located in the sliding groove.

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

[0015] Further, 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 groove body, and the positioning star wheel is at least partially in sliding connection with the parking groove body, and the parking rocker arm and the parking gear are in clamping connection when the motorcycle is in a parking state.

[0016] The above-mentioned all-terrain vehicle can transmit power between the first transmission mechanism, the second transmission mechanism and the elastic member, so that the transmission hub controls the gear shifting yoke to switch the gear position of the all-terrain vehicle, thereby enabling the gear shifting assembly to adjust the transmission ratio between the transmission main shaft and the transmission auxiliary shaft; the transmission structure between the first transmission mechanism and the transmission hub can be simplified, so that the structure of the gear shifting assembly is more compact, and the space utilization of the gear shifting assembly is improved. BRIEF DESCRIPTION OF DRAWINGS

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

[0018] Figure 2 Figure 1 is a schematic view of the powertrain and air cleaner of the all-terrain vehicle of the present application.

[0019] Figure 3 Figure 2 is a schematic view of the engine of the all-terrain vehicle of the present application.

[0020] Figure 4 Figure 3 is a schematic view of the moving disc and the fixed disc of the transmission system of the present application at minimum distance.

[0021] Figure 5 Figure 4 is a schematic view of the moving disc and the fixed disc of the transmission system of the present application at maximum distance.

[0022] Figure 6 Figure 5 is an exploded view of the driven wheel mechanism of the all-terrain vehicle of the present application.

[0023] Figure 7 Figure 6 is a schematic view of the moving disc and the fixed disc of the driven wheel mechanism of the present application at minimum distance.

[0024] Figure 8 Figure 7 is a schematic view of the moving disc and the fixed disc of the driven wheel mechanism of the present application at maximum distance.

[0025] Figure 9 Figure 8 is a schematic view of the transmission system and the gearshift assembly of the all-terrain vehicle of the present application.

[0026] Figure 10 Figure 9 is an exploded view of the gearshift assembly of the all-terrain vehicle of the present application.

[0027] Figure 11 Figure 10 is a partial exploded view of the transmission system of the all-terrain vehicle of the present application. DETAILED DESCRIPTION

[0028] In order to make the personnel in the art better understand the present application, the technical solutions in the specific embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application.

[0029] As Figure 1 and Figure 2A kind of all-terrain vehicle 100 is shown, it includes frame 11, power assembly 12, transmission system 13, walking component 14 and suspension assembly 15.Therein, frame 11 as the basic frame of all-terrain vehicle 100, for supporting frame 11, power assembly 12, transmission system 13, walking component 14 and suspension assembly 15.Power assembly 12 includes engine 121, engine 121 at least partially set on frame 11 and with transmission system 13 transmission connection.Transmission system 13 is also with walking component 14 transmission connection.Suspension assembly 15 is used to connect walking component 14 to frame 11.In order to clearly illustrate the technical solutions of the present application, also define as Figure 1 As shown in the front, back, left, right, up, down.In the present application, the above-mentioned front-back direction refers to the length direction of all-terrain vehicle 100, the above-mentioned left-right direction refers to the width direction of all-terrain vehicle 100, the above-mentioned up-down direction refers to the height direction of all-terrain vehicle 100.

[0030] Specifically, walking component 14 at least part is arranged on the lower side of frame 11, walking component 14 includes front wheel 141 and rear wheel 142, transmission system 13 is transmission connected to at least one of front wheel 141 and rear wheel 142, to enable engine 121 to be transmission connected to at least one of front wheel 141 and rear wheel 142, to drive the movement of all-terrain vehicle 100.Suspension assembly 15 is used to connect front wheel 141 and rear wheel 142 to frame 11.

[0031] As shown in Figure 3 Specifically, engine 121 includes outer shell 1211, crank connecting rod mechanism 1212, piston mechanism 1213, valve mechanism 1214, ignition mechanism 1215 and intake and exhaust mechanism 1216.Therein, outer shell 1211 is formed with containing space, crank connecting rod mechanism 1212, piston mechanism 1213, valve mechanism 1214, ignition mechanism 1215 and intake and exhaust mechanism 1216 are all arranged in containing space.In the embodiment, outer shell 1211 includes cylinder head cover 1211a, cylinder head 1211b, cylinder block 1211c, crankcase 1211d and oil pan 1211e.Cylinder head cover 1211a and cylinder head 1211b are connected to form the first containing space, ignition mechanism 1215, valve mechanism 1214 and intake and exhaust mechanism 1216 are at least partially arranged in the first containing space.Cylinder block 1211c and the upper box of crankcase 1211d are integrally formed or fixedly connected, the lower box of crankcase 1211d is fixedly connected with the upper box of crankcase 1211d, the second containing space is formed in cylinder block 1211c, and piston mechanism 1213 is at least partially arranged in the second containing space.Crankcase 1211d is formed with third containing space, and crank connecting rod mechanism 1212 is at least partially arranged in third containing space.

[0032] In the case that the engine 121 works, fuel is mixed with air into combustible mixture and then delivered to the combustion chamber of the engine 121, the combustible mixture in the combustion chamber is ignited by the ignition mechanism 1215, and a large amount of heat is released after the combustible mixture is combusted, so that the pressure and temperature of the combustion gas in the cylinder body 1211c rapidly rise, 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 with the piston mechanism 1213, the movement of the piston mechanism 1213 can drive the crank connecting rod mechanism 1212 to move, and the crank connecting rod mechanism 1212 is drivingly connected to at least one of the front wheel 141 and the rear wheel 142, so as to output power to at least one of the front wheel 141 and the rear wheel 142 through the crank connecting rod mechanism 1212. The valve train 1214 is drivingly connected with the crank connecting rod mechanism 1212, the valve train 1214 and the intake and exhaust mechanism 1216 abut, and the movement of the crank connecting rod mechanism 1212 can also drive the valve train 1214 to move, so that the valve train 1214 can control the intake and exhaust of the intake and exhaust mechanism 1216. Through the above arrangement, the normal work of the engine 121 can be realized.

[0033] As shown in Figure 4 and Figure 5 , as an implementation manner, the all-terrain vehicle 100 comprises a transmission assembly 17, the transmission assembly 17 is supported by the frame 11 and drivingly connected to the engine 121 and the running assembly 14. Among them, the transmission assembly 17 comprises 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 in the figure). The driving wheel mechanism 172 is drivingly connected with the engine 121, the driven wheel mechanism 173 is drivingly connected with the driving wheel mechanism 172 through the transmission member 171, the driven wheel mechanism 173 is also drivingly connected with the transmission main shaft 174, the transmission main shaft 174 is drivingly connected with the transmission secondary shaft, and the transmission secondary shaft is drivingly connected with the running assembly 14, so that the power of the engine 121 can be transmitted to the running assembly 14. Specifically, the transmission secondary shaft can deliver the power of the engine 121 to at least one of the front wheel 141 and the rear wheel 142.

[0034] As shown in 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 moving disc 1733 and a fixed disc 1734. The output shaft 1731 is sleeved on the transmission main shaft 174 and is splined with the transmission main shaft 174, and 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 moving disc 1733, the fixed disc 1734 and the elastic reset member 1732 are all sleeved on the output shaft 1731, the fixed disc 1734 is fixedly connected with the output shaft 1731, and the moving disc 1733 is slidingly connected with the output shaft 1731, so that the moving disc 1733 can move axially along the output shaft 1731 relative to the fixed disc 1734, thereby being able to adjust the distance between the moving disc 1733 and the fixed disc 1734 to adjust the distance between the transmission member 171 and the axis of the driven wheel mechanism 173, and further adjust the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173.

[0035] More specifically, the moving disc 1733 comprises a first fixed slope 1733a, the fixed disc 1734 comprises a second fixed slope 1734a, and the first fixed slope 1733a and the second fixed slope 1734a cooperate to fix the transmission member 171. When the moving disc 1733 moves away from the fixed disc 1734, the distance between the first fixed slope 1733a and the second fixed slope 1734a increases, the distance between the transmission member 171 and the axis of the driven wheel mechanism 173 decreases, and thus the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173 increases. When the moving disc 1733 moves close to the fixed disc 1734, the distance between the first fixed slope 1733a and the second fixed slope 1734a decreases, the distance between the transmission member 171 and the axis of the driven wheel mechanism 173 increases, and thus the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173 decreases. In the embodiment, the elastic return member 1732 abuts against the moving disc 1733 and the fixed disc 1734. Further, the moving disc 1733 is at least partially arranged in the fixed disc 1734, i.e., the fixed disc 1734 is at least partially sleeved on the moving disc 1733, and the fixed disc 1734 and the moving disc 1733 can relatively slide. The part of the moving disc 1733 arranged in the fixed disc 1734 is defined as an arranged part, one end of the elastic return member 1732 abuts against the fixed disc 1734, and the other end of the elastic return member 1732 abuts against the arranged part. When the moving disc 1733 moves away from the fixed disc 1734, the compression amount of the elastic return member 1732 increases; when the moving disc 1733 moves close to the fixed disc 1734, the compression amount of the elastic return member 1732 decreases, and thus the elastic force of the elastic return member 1732 can drive the moving disc 1733 to reset. In the present application, the moving disc 1733 moving away from the fixed disc 1734 means that the first fixed slope 1733a moves away from the second fixed slope 1734a, and the moving disc 1733 moving close to the fixed disc 1734 means that the first fixed slope 1733a moves close to the second fixed slope 1734a.

[0036] In the present application, the elastic return member 1732 can be a spring or other elastic member, and the transmission member 171 can be a belt or other belt transmission member.

[0037] As an implementation manner, the driven wheel mechanism 173 further comprises an adjusting member 1735 and a fixing member 1736. The fixing member 1736 is connected to the output shaft 1731, the fixed disc 1734 is at least partially arranged between the moving disc 1733 and the fixing member 1736, the adjusting member 1735 is arranged in the fixing member 1736 and threadedly connected with the fixing member 1736, and the adjusting member 1735 further abuts against the moving disc 1733. As an alternative implementation manner, the adjusting member 1735 can be a bolt or other fastener with external threads, and the fixing member 1736 can be a steel member, so as to improve the structural strength of the fixing member 1736 and facilitate prolonging the service life of the fixing member 1736.

[0038] Specifically, the fixing member 1736 is fixedly connected to the output shaft 1731 near one end of the penetrating portion of the moving disc 1733. Through the above arrangement, the distance between the moving disc 1733 and the fixed disc 1734 can be adjusted by rotating the adjusting member 1735, so as to adjust the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173. In addition, in the case of repeatedly disassembling and assembling the transmission member 171, since one end of the adjusting member 1735 abuts against the moving disc 1733 or the fixed disc 1734, and the other end of the adjusting member 1735 is threadedly connected to the fixed disc 1734 or the moving disc 1733, the axial force borne by the adjusting member 1735 will be too large. Through the above arrangement, the adjusting member 1735 can be arranged on the fixing member 1736 instead of being arranged directly on the fixed disc 1734 or the moving disc 1733, so as to prevent the adjusting member 1735 from bearing too large axial force and causing the adjusting member 1735 to be unable to be assembled or the driven wheel mechanism 173 to be damaged in the case of repeatedly disassembling and assembling the transmission member 171, thereby improving the service life of the driven wheel mechanism 173. Further, through the above arrangement, the adjusting member 1735 can be arranged on the fixing member 1736 which is low in cost and convenient to replace, instead of being arranged directly on the fixed disc 1734 or the moving disc 1733, so as to facilitate the reduction of maintenance cost and difficulty and the improvement of the maintainability of the driven wheel mechanism 173.

[0039] In the present application, the adjustment of the distance between the fixed disc 1734 and the moving disc 1733 can be completed without disassembling the driven wheel mechanism 173, so as to facilitate the disassembly of the transmission member 171, thereby improving the assembly efficiency of the driven wheel mechanism 173.

[0040] In the present embodiment, the fixing member 1736 is provided with a threaded hole 1736a, and the adjusting member 1735 penetrates through the threaded hole 1736a and is threadedly connected with the threaded hole 1736a, so as to avoid arranging the threaded hole on the fixed disc 1734 or the moving disc 1733, to prevent the adjusting member 1735 from bearing too large axial force and causing the threaded hole on the fixed disc 1734 or the moving disc 1733 to be damaged, thereby preventing the adjusting member 1735 from being unable to be assembled or the driven wheel mechanism 173 from being damaged, and facilitating the improvement of the service life of the driven wheel mechanism 173.

[0041] As an implementation form, the threaded holes 1736a are provided in at least two, so that when any threaded hole 1736a is damaged, the other threaded holes 1736a can still be used, that is, the damage of any threaded hole 1736a does not affect the work of the other threaded holes 1736a, thereby improving 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 form, the adjusting member 1735 rotates around a preset straight line 1735a to form a first rotation direction and a second rotation direction opposite to each other. When the adjusting member 1735 rotates in the first rotation direction, the adjusting member 1735 drives the moving disc 1733 to move close to the fixed disc 1734, and when the adjusting member 1735 rotates in the second rotation direction, the adjusting member 1735 drives the moving disc 1733 to move away from the fixed disc 1734. Wherein, if the adjusting member 1735 is provided as a bolt, the preset straight line 1735a is the axis of the adjusting member 1735. Through the above setting, the distance between the fixed disc 1734 and the moving disc 1733 can be adjusted by rotating the adjusting member 1735, so as to adjust the transmission ratio between the driving wheel mechanism 172 and the driven wheel mechanism 173.

[0043] Specifically, when the adjusting member 1735 rotates in the first rotation direction, the adjusting member 1735 drives the moving disc 1733 to move close to the fixed disc 1734, and at this time, the compression amount of the elastic return member 1732 is a first compression amount, and when the adjusting member 1735 rotates in the second rotation direction, the adjusting member 1735 drives the moving disc 1733 to move away from the fixed disc 1734, and the compression amount of the elastic return member 1732 is a second compression amount, and 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 for moving the moving disc 1733 close to the fixed disc 1734.

[0044] Specifically, when the adjusting member 1735 rotates in 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 in 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 setting, 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 realize the adjustment of the transmission ratio of the driven wheel mechanism 173 and the driving wheel mechanism 172.

[0045] As an implementation form, the movable disc 1733 comprises a disc body 1733b and a cover 1733c, the disc body 1733b and the cover 1733c are fixedly connected, a fixing disc 1734 is arranged at least partially between the disc body 1733b and the cover 1733c, one end of the elastic reset member 1732 abuts or is connected to the cover 1733c, and the other end of the elastic reset member 1732 abuts or is connected to the fixing disc 1734. Wherein, the disc body 1733b is at least partially arranged through the fixing disc 1734, and the part of the disc body 1733b arranged through the fixing disc 1734 and the cover 1733c jointly constitute a through part of the movable disc 1733. Through the above arrangement, the disassembly of the elastic reset member 1732 can be facilitated, thereby improving the assembly of the movable disc 1733. As an optional implementation form, the disc body 1733b and the cover 1733c can be fixedly connected through bolts and nuts, thereby improving the connection stability of the disc body 1733b and the cover 1733c.

[0046] As shown in Figure 7 and Figure 8 , specifically, the cover 1733c is formed with a first annular groove 1733d on the side close to the fixing disc 1734, the fixing disc 1734 is formed with a second annular groove 1734b on the side close to the cover 1733c, one end of the elastic reset 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 reset member 1732 is arranged in the second annular groove 1734b and abuts or is connected to the second annular groove 1734b. Wherein, the groove bottom of the first annular groove 1733d extends at least partially towards the fixing disc 1734 to form a first protruding part 1733e, and the elastic reset member 1732 is sleeved on the first protruding part 1733e to limit the elastic reset member 1732; the groove bottom of the second annular groove 1734b extends at least partially towards the cover 1733c to form a second protruding part 1734c, and the elastic reset member 1732 is sleeved on the second protruding part 1734c to limit the elastic reset member 1732.

[0047] As shown in Figure 6 , in the embodiment, the first protruding part 1733e is sleeved on the output shaft 1731 and is in sliding connection with the output shaft 1731; the second protruding part 1734c is also sleeved on the output shaft 1731 and is connected to the output shaft 1731, specifically, the output shaft 1731 extends at least partially along the radial direction of the output shaft 1731 to form a limiting part 1731a, and a limiting member 1737 is further fixed on the output shaft 1731, and the second protruding part 1734c is located between the limiting part 1731a and the limiting member 1737, so that the fixing disc 1734 and the output shaft 1731 are relatively stationary in the axial direction of the output shaft 1731.

[0048] AsFigure 6 As shown, as an implementation form, the driven wheel mechanism 173 further comprises a thrust roller 1738, the thrust roller 1738 is rotationally connected with the fixed disc 1734, the upper cover 1733c is provided with a rolling surface 1733f, the thrust roller 1738 is rolling connected with the rolling surface 1733f, and an axis of the thrust roller 1738 is substantially perpendicular to an axis of the output shaft 1731. When the moving disc 1733 and the fixed disc 1734 relatively move, the moving disc 1733 and the fixed disc 1734 also relatively rotate, through the above setting, the thrust roller 1738 can assist the moving disc 1733 and the fixed disc 1734 to move, so that the relative movement of the moving disc 1733 and the fixed disc 1734 is more stable, thereby improving the working stability of the driven wheel mechanism 173. Specifically, the fixed disc 1734 can be provided with a rotating shaft, an axis of the rotating shaft is substantially perpendicular to the axis of the output shaft 1731, so that the thrust roller 1738 is rotationally connected with the fixed disc 1734 through the rotating shaft.

[0049] As shown in FIG. 1, the driven wheel mechanism 173 is arranged on the output shaft 1731 of the motor 172, and the driven wheel mechanism 173 is arranged on the output shaft 1731 of the motor 172. Figure 9 and Figure 10As shown, as an implementation form, the transmission system 13 further comprises a gear shifting assembly 132 for adjusting the transmission ratio between the transmission main shaft 174 and the transmission secondary shaft to realize the gear shifting of the all-terrain vehicle 100. Specifically, the gear shifting assembly 132 comprises a first transmission mechanism 1321, a gear shifting hub 1322, a gear shifting fork 1323, a second transmission mechanism 1324, an elastic member 1325 and a driven member 1326. The gear shifting hub 1322 is drivingly connected to the first transmission mechanism 1321, the first transmission mechanism 1321 is controllable by the driver to shift the gears of the all-terrain vehicle 100, and the gear shifting hub 1322 is driven according to the gear shifting operation of the driver, so that the first transmission mechanism 1321 can drive the gear shifting hub 1322 and control the gear shifting fork 1323 to switch the gears of the all-terrain vehicle 100. More specifically, the second transmission mechanism 1324 is drivingly connected to the first transmission mechanism 1321, the second transmission mechanism 1324 is at least partially sleeved on one end of the gear shifting hub 1322 and can rotate relative to the gear shifting hub 1322. The elastic member 1325 is sleeved on the second transmission mechanism 1324, the elastic member 1325 comprises a first end 1325a and a second end 1325b for transmitting torque. The driven member 1326 is fixedly connected to one end of the gear shifting 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 gear shifting 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 gear shifting hub 1322, thereby driving the gear shifting hub 1322 to rotate around the axis of the gear shifting hub 1322 through the rotation of the driven member 1326, and further enabling the gear shifting hub 1322 to control the gear shifting fork 1323 to switch the gears of the all-terrain vehicle 100, so as to facilitate the gear shifting assembly 132 to 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 gear shifting hub 1322 can be simplified, so that the structure of the gear shifting assembly 132 is more compact, and the space utilization of the gear shifting assembly 132 is improved. In the present embodiment, the elastic member 1325 can be provided as a torsion spring, so that the transmission of the second transmission mechanism 1324 and the driven member 1326 is more stable, and the working stability of the gear shifting assembly 132 is further improved.

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

[0051] As an implementation form, the second transmission mechanism 1324 comprises a shaft sleeve 1324a, a driven gear 1324b and a driving piece 1324c. Among them, the elastic piece 1325 is sleeved on the shaft sleeve 1324a, the shaft sleeve 1324a is sleeved on the shift hub 1322 close to one end of the second transmission mechanism 1324, the shaft sleeve 1324a is rotationally connected with the shift hub 1322, the driven gear 1324b is fixedly connected to the shaft sleeve 1324a and is in transmission connection with the first transmission mechanism 1321, the driving piece 1324c is fixedly connected to the shaft sleeve 1324a, and the driving piece 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 piece 1324c fixedly connected with the driven gear 1324b rotate with the driven gear 1324b, and then the rotation of the driving piece 1324c is transmitted to the driven piece 1326 through the elastic piece 1325 to make the driven piece 1326 rotate and drive the shift hub 1322 to rotate. In addition, through the cooperation of the driven gear 1324b, the elastic piece 1325, the driving piece 1324c and the driven piece 1326, the number of teeth of the driven gear 1324b can be reduced, so that the volume of the driven gear 1324b can be reduced, which is beneficial to reduce the space occupancy of the driven gear 1324b, so that the structure of the gear shifting assembly 132 is more compact. At the same time, when the number of teeth of the driven gear 1324b is reduced, the stroke of the first transmission mechanism 1321 cooperating with the driven gear 1324b is also reduced, so that the operation force of the driver when shifting is reduced, and then the human-computer interaction and comfort of the all-terrain vehicle 100 are improved.

[0052] Specifically, the shift hub 1322 comprises a main body 1322a for controlling the gear shifting fork 1323 to switch gears and a shift shaft 1322b. The driven gear 1324b can be arranged at one end of the shaft sleeve 1324a close to the main body 1322a, the driving piece 1324c can be arranged at one end of the shaft sleeve 1324a away from the main body 1322a, the shaft sleeve 1324a is sleeved on the shift shaft 1322b, and the driven piece 1326 and the shift shaft 1322b are fixedly connected. More specifically, the shaft sleeve 1324a can be arranged in a hollow cylindrical structure, so that the shaft sleeve 1324a can be conveniently connected with the shift shaft 1322b, and the rotation of the driven gear 1324b and the driving piece 1324c is facilitated. In this embodiment, the driven gear 1324b and the shaft sleeve 1324a, the driving piece 1324c and the shaft sleeve 1324a, and the driven piece 1326 and the shift shaft 1322b can be fixedly connected by welding or interference fit such as press fitting to realize synchronous rotation.

[0053] As an alternative implementation, the elastic member 1325 is located between the driven gear 1324b and the driving member 1324c, and the driving member 1324c is located between the elastic member 1325 and the driven member 1326, thereby facilitating the driving member 1324c to control the rotation of the driven member 1326 through the elastic member 1325, and further improving the reliability and working stability of the second transmission mechanism 1324.

[0054] As shown in Figure 11 the first transmission mechanism 1321 in the embodiment includes a shift shaft 1321a for controlling gear 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. Wherein, the driver can control the shift shaft 1321a to drive the sector gear 1321b to rotate, so as to drive the driven gear 1324b to rotate, and further drive the driven gear 1324b to rotate through the elastic member 1325, the driving member 1324c and the driven member 1326, so as to drive the transmission 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 alternative 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 can be avoided that the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 is too small to increase the number of teeth of the driven gear 1324b, so as to avoid that the volume of the driven gear 1324b is too large to reduce the space utilization of the second transmission mechanism 1324, and also avoid that the number of teeth of the driven gear 1324b is increased to increase the stroke of the first transmission mechanism 1321 cooperating with the driven gear 1324b, thereby reducing the operation force of the driver when shifting gears, and facilitating to improve the human-computer interaction and comfort of the all-terrain vehicle 100. In addition, through the above setting, it can also be avoided that the transmission ratio of the driven gear 1324b and the first transmission mechanism 1321 is too large to reduce the gear of the driven gear 1324b, so as to avoid that the volume of the driven gear 1324b is too small to reduce the structural strength of the driven gear 1324b, and further improve the reliability and service life of the driven gear 1324b. Wherein, 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] As shown in Figure 9 and Figure 11As shown, in one implementation, the transmission system 13 also includes a parking assembly 133, which is used to prevent the all-terrain vehicle 100 from moving when it is stopped. 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 gearshift hub 1322, and the parking gear 1332 is fixedly connected to the drive shaft 174. When the motorcycle is in a parked state, the third transmission mechanism 1331 and the parking gear 1332 engage, thereby stopping the drive shaft 174 from rotating, thus preventing the all-terrain vehicle 100 from moving when stopped, thereby improving 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 transmission hub 1322 where the second transmission mechanism 1324 is located. The parking rocker arm 1331b is provided with a parking groove 1331c, and the positioning star wheel 1331a is at least partially slidably connected to the parking groove 1331c. When the motorcycle is in a parked state, the parking rocker arm 1331b and the parking gear 1332 engage. As an alternative implementation, the parking rocker arm 1331b is provided with a toothed structure, and the toothed structure of the parking rocker arm 1331b engages with the parking gear 1332, thereby realizing the parking of the all-terrain vehicle 100.

[0057] like Figure 10 As shown, in one implementation, the driving member 1324c extends at least partially radially along the transmission hub 1322 to form a first protrusion 1324d and a second protrusion 1324e. A first end 1325a abuts against the side of the first protrusion 1324d away from the second protrusion 1324e, and a second end 1325b is engaged between the first protrusion 1324d and the second protrusion 1324e. The driven member 1326 extends at least partially radially along the transmission hub 1322 to form a third protrusion 1326a and a fourth protrusion 1326b. A first end 1325a abuts against the 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 substantially overlap along the axial direction of the transmission hub 1322, and the sliding groove 1326c and the second protrusion 1324e at least partially overlap along the axial direction of the transmission hub 1322. With this configuration, the driving member 1324c can drive the driven member 1326 to rotate synchronously via the elastic member 1325, thereby driving the transmission hub 1322 and the shift fork 1323 to achieve gear shifting in the all-terrain vehicle 100.

[0058] Further, the rotation of the gear 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, i.e., when the parking rocker arm 1331b and the parking gear 1332 are engaged, since the position where the gear hub 1322 drives the third transmission mechanism 1331 to move is not unique, sometimes the third transmission mechanism 1331 and the parking gear 1332 cannot be engaged, i.e., the third transmission mechanism 1331 and the parking gear 1332 can be in a top tooth state, so that the first transmission mechanism 1321 can work while the gear hub 1322 and the third transmission mechanism 1331 cannot work, and further the parking assembly 133 and the gear shifting assembly 132 can be damaged. To avoid the above phenomenon, the present application is provided with the elastic member 1325 and the second transmission mechanism 1324. Specifically, the first transmission mechanism 1321 drives the second transmission mechanism 1324 to rotate, the second transmission mechanism 1324 drives the elastic member 1325, so that the elastic member 1325 drives the gear hub 1322 to rotate, so that the rotation of the gear 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 top tooth state, the gear hub 1322 cannot rotate due to the top tooth state of 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 further drive the driving member 1324c to rotate. Through the arrangement of the first protruding portion 1324d, the second protruding portion 1324e, the third protruding portion 1326a and the fourth protruding portion 1326b, when the driving member 1324c rotates and the driven member 1326 cannot rotate, due to the elasticity of the elastic member 1325, the first end 1325a abuts to the side of the third protruding portion 1326a away from the fourth protruding portion 1326b, i.e., the first end 1325a remains stationary, and at the same time, the first protruding portion 1324d pushes the second end 1325b to rotate away from the first end 1325a, so that the driven member 1326 can remain stationary while the driving member 1324c rotates. Further, through the arrangement of the sliding groove 1326c, when the third transmission mechanism 1331 and the parking gear 1332 are in a top tooth state during the switching of the first transmission mechanism 1321 to the parking gear position, the second end 1325b can continue to move along the sliding groove 1326c to make the elastic member 1325 twist, so that the first transmission mechanism 1321 can be engaged in the parking gear position.After the all-terrain vehicle 100 is engaged in the parking gear position, the all-terrain vehicle 100 will move slightly, so that the transmission main shaft 174 will move slightly, and then the parking gear 1332 arranged on the transmission main shaft 174 can be clamped to the third transmission mechanism 1331 under the action of the elastic force generated by the elastic member 1325.

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

[0060] It should be understood that for those skilled in the art, improvements or changes can be made according to the above description, and all such improvements and changes shall fall within the scope of the appended claims of the present application.

Claims

1. An all-terrain vehicle, comprising: a frame; an engine disposed at least partially on the frame; a transmission system supported by the frame and drivingly connected to the engine, the transmission system comprising a shift assembly including a first transmission mechanism for controlling shifting, a shift hub drivingly connected to the first transmission mechanism, and a shift fork for switching gears of the all-terrain vehicle; a walking assembly disposed on the lower side of the frame and drivingly connected to the transmission system; characterized in that the shift assembly further comprises: a second transmission mechanism drivingly connected to the first transmission mechanism, the second transmission mechanism being at least partially sleeved on one end of the shift hub and being rotatable relative to the shift hub; a resilient member sleeved on the second transmission mechanism, the resilient member comprising a first end and a second end for transmitting torque; a driven member fixedly connected to the shift hub near one end of the second transmission mechanism; the second transmission mechanism is at least partially clamped between the first end and the second end, and the driven member is at least partially clamped between the first end and the second end, so that the driven member is driven to rotate around the axis of the shift hub by the resilient member when the second transmission mechanism rotates around the axis of the shift hub; the second transmission mechanism comprises a driving member formed with a first protruding portion and a second protruding portion, the first end abuts against one side of the first protruding portion away from the second protruding portion, and the second end is clamped between the first protruding portion and the second protruding portion; the driven member is formed with a third protruding portion and a fourth protruding portion, the first end abuts against one side of the third protruding portion away from the fourth protruding portion, and a sliding groove is provided between the third protruding portion and the fourth protruding portion, and the second end is located in the sliding groove.

2. The all-terrain vehicle of claim 1, characterized in that, the second transmission mechanism comprises a shaft sleeve and a driven gear, the resilient member is sleeved on the shaft sleeve, the shaft sleeve is sleeved on one end of the shift hub and is rotatably connected to the shift hub, the driven gear is fixedly connected to the shaft sleeve and is drivingly 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 ATV of claim 2, wherein, 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 ATV of claim 3, wherein, 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 of claim 2, wherein, The resilient member is located between the driven gear and the driving member, and the driving member is located between the resilient member and the driven member.

6. The all-terrain vehicle of claim 2, wherein, The first transmission mechanism comprises a shift shaft for controlling shifting and a sector gear fixedly connected to the shift shaft, and the sector gear and the driven gear are drivingly connected.

7. The all-terrain vehicle of claim 1, wherein, The transmission system further comprises a parking assembly and a transmission main shaft, the transmission main shaft is drivingly connected to the engine, the parking assembly comprises a third transmission mechanism and a parking gear, the third transmission mechanism is at least partially connected to the transmission hub, and the parking gear is fixedly connected to the transmission main shaft, the third transmission mechanism and the parking gear are clamped when the all-terrain vehicle is in a parking state.

8. The all-terrain vehicle of claim 1, wherein, The first protruding part and the third protruding part are substantially overlapped in the axial direction of the transmission hub, and the sliding groove and the second protruding part are at least partially overlapped in the axial direction of the transmission hub.

9. The ATV of claim 7, wherein, The third transmission mechanism comprises a positioning star wheel and a parking rocker, the positioning star wheel is fixedly connected to one end of the transmission hub provided with the second transmission mechanism, the parking rocker is provided with a parking groove body, and the positioning star wheel is at least partially slidingly connected to the parking groove body, the parking rocker and the parking gear are clamped when the all-terrain vehicle is in a parking state.

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