All-terrain vehicle

Abstract

The all-terrain vehicle comprises a vehicle frame, a walking system, a drive axle and a power assembly, the drive axle comprises a driving shaft, a driven shaft, a first box body, a second box body and a bearing part, and the first box body and the second box body are integrally formed; a first abutting part is formed on the driving shaft, a mounting hole is formed in the first box body, a second abutting part is formed on the inner wall of the mounting hole, and the second abutting part and the first abutting part are overlapped in the radial direction of the driving shaft; the bearing piece comprises an inner ring arranged on the driving shaft in a sleeving mode, an outer ring fixed to the inner wall of the mounting hole, a first rolling piece and a second rolling piece, and a preset gap is formed between the first rolling piece and the second rolling piece. The drive axle further comprises a first locking piece and a second locking piece, the inner ring abuts against the first abutting portion through the first locking piece, and the outer ring abuts against the second abutting portion through the second locking piece. Through the arrangement, the transmission stability and the assembly efficiency of the drive axle can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an all-terrain vehicle. Background Art

[0002] An all-terrain vehicle is a multi-functional vehicle designed for complex terrains, which has high passing performance and stability and can cope with complex environments such as mud, sand, and snow.

[0003] An all-terrain vehicle generally includes a frame, a body cover, a running system, a suspension assembly, a power train, and a transmission system. The transmission system generally includes a drive axle and a drive shaft, and the drive shaft transmits the power of the power train to the drive axle. Among them, the drive axle includes a drive housing and a drive shaft. The drive housing can support the drive shaft, and the drive shaft is used to transmit the power of the drive shaft to the drive axle and then to the running system through the drive axle. If the structural strength of the drive housing is insufficient, the drive shaft cannot be stably supported, resulting in the inability of the drive shaft to transmit power, thereby reducing the transmission stability of the drive axle. In addition, the existing drive shaft is usually connected to the drive housing by a tapered roller bearing, and the tapered roller bearing needs to disassemble the drive housing for assembly. The disassembled housing will further reduce the structural strength of the drive housing. At the same time, the disassembly and assembly method is also cumbersome in process, reducing the assembly efficiency of the drive axle. Summary of the Invention

[0004] In order to solve the deficiencies of the prior art, the purpose of the present application is to provide an all-terrain vehicle with high transmission stability and assembly efficiency of the drive axle.

[0005] To achieve the above purpose, the present application adopts the following technical solutions: An all-terrain vehicle, which includes a frame, a running system, a drive axle, and a power train. The running system is at least partially located below the frame. The drive axle includes a drive shaft, a driven shaft, a first housing accommodating at least part of the drive shaft, a second housing accommodating at least part of the driven shaft, and a bearing member. The driven shaft is drivingly connected to the drive shaft and the running system. The drive shaft is rotatably connected to the first housing through the bearing member. The power train is supported by the frame and drivingly connected to the drive shaft. The first housing and the second housing are integrally formed; a first abutting portion is formed on the drive shaft, and an installation hole is formed in the first housing. A second abutting portion is formed on the inner wall of the installation hole, and the second abutting portion and the first abutting portion overlap in the radial direction of the drive shaft; the bearing member includes an inner ring sleeved on the drive shaft, an outer ring fixed to the inner wall of the installation hole, and first rolling elements and second rolling elements located between the inner ring and the outer ring. There is a preset gap between the first rolling elements and the second rolling elements; the drive axle further includes a first locking member and a second locking member. The first locking member presses the inner ring against the first abutting portion, and the second locking member presses the outer ring against the second abutting portion.

[0006] Further, the inner ring includes a first inner ring and a second inner ring. The first inner ring and the second inner ring are arranged along the axial direction of the driving shaft. The first inner ring cooperates with the outer ring to form a first fixing portion. The first fixing portion and the first rolling element form at least two abutting positions. Define a preset straight line. The two abutting positions overlap along the direction of the preset straight line. The preset straight line forms an angle with the axis of the driving shaft.

[0007] Further, the first inner ring forms a first contact portion, and the second inner ring forms a second contact portion that abuts against the first contact portion. The first contact portion is located between the first fixing portion and the second fixing portion, and the second contact portion is located between the second fixing portion and the first contact portion. The first contact portion and the second contact portion provide a preset gap between the first rolling element and the second rolling element.

[0008] Further, along the axial direction of the driving shaft, there is a preset interval between the surface of the second abutting portion away from the driven shaft and the surface of the first abutting portion away from the driven shaft; when the preset interval is not zero, the drive axle includes a washer, and the washer is located between the first abutting portion and the inner ring, and / or the washer is located between the second abutting portion and the outer ring.

[0009] Further, the bearing member is a double-row angular contact ball bearing. The ratio of the length along the axial direction of the part of the driving shaft sleeved with the inner ring to the axial length of the driving shaft ranges from 0.17 to 0.31.

[0010] Further, the angle range of the contact angle of the bearing member is from 30° to 45°.

[0011] Further, the drive axle further includes a driving gear. The driving gear is fixed on the driving shaft and is in transmission connection with the driven shaft. The driving shaft includes a first section and a second section located on both sides of the driving gear along its axial direction. The first section is rotatably connected to the first housing through a bearing member, and the second section is rotatably connected to the first housing.

[0012] Further, the drive axle further includes a seal. The seal is sleeved on the driving shaft and is located on the side of the first locking member and the second locking member away from the bearing member. The seal is in interference fit with the mounting hole to seal the opening of the mounting hole away from the bearing member.

[0013] Further, the seal includes a seal body, a first sealing portion, and a second sealing portion closer to the bearing member than the first sealing portion. Along the radial direction of the driving shaft, the seal body includes a first side in interference fit with the mounting hole and a second side close to the driving shaft. The first sealing portion and the second sealing portion are located on the second side and are in interference fit with the driving shaft. The first sealing portion extends obliquely towards the axis of the driving shaft in a direction away from the bearing member. The second sealing portion includes a first part extending in a direction away from the bearing member and a second part extending in a direction towards the bearing member. The first part and the second part are integrally formed.

[0014] Furthermore, a plurality of first sealing parts are provided, and the plurality of first sealing parts and second sealing parts are arranged in sequence along the axial direction of the driving shaft, grease is stored between two adjacent first sealing parts, and grease is stored between a second sealing part and its adjacent first sealing part; the seal includes a rigid part, and the rigid part is located in a sealing body; the sealing body includes an annular groove surrounding the driving shaft, and an opening of the annular groove faces the bearing member, and the seal includes a spring, and the spring is located in the annular groove and tightens the annular groove close to the inner wall of the driving shaft so that the seal is tightly pressed against the driving shaft.

[0015] In the above-mentioned all-terrain vehicle, the first housing and the second housing are integrally formed, which is conducive to improving the connection strength between the first housing and the second housing, thereby improving the overall structural strength of the drive axle, so that the driving shaft can be stably supported, which is conducive to improving the transmission stability of the drive axle. In addition, the driving shaft is connected to the first housing through a bearing member, and the bearing member and the driving shaft can be assembled without disassembling the first housing, further improving the structural strength of the drive axle. At the same time, it also simplifies the assembly process of the drive axle, which is conducive to improving the assembly efficiency of the drive axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram of the overall structure of an all-terrain vehicle provided in an embodiment of the present application; Figure 2 A partial structural schematic diagram of an all-terrain vehicle provided in an embodiment of the present application; Figure 3 A schematic diagram of the structure of the transmission system of the all-terrain vehicle provided in an embodiment of the present application; Figure 4 A cross-sectional view of a drive axle of an all-terrain vehicle provided in an embodiment of the present application; Figure 5 An exploded schematic diagram of a drive axle of an all-terrain vehicle provided in an embodiment of the present application; Figure 6 Provided for the embodiments of this application Figure 4 A is an enlarged schematic diagram; Figure 7 Another structural schematic diagram of a drive axle of an all-terrain vehicle provided in an embodiment of the present application; Figure 8 Provided for the embodiments of this application Figure 4 The enlarged schematic diagram of point B in FIG. DETAILED DESCRIPTION

[0017] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation manner of the present application will be clearly and completely described below in conjunction with the drawings in the implementation manner of the present application.

[0018] like Figure 1 , Figure 2 and Figure 3As shown in the figure, the present application provides an all-terrain vehicle 100, which includes a frame 11, a body cover 12, a running system 13, a suspension assembly 14, a power train 15, a transmission system 16, and a seat 17.

[0019] To clearly illustrate the technical solution of the present application, the front, rear, left, right, up, and down as shown in Figure 1 are also defined. In the present application, the length direction of the frame 11 refers to the Figure 1 front-rear direction in Figure 1 , the width direction of the frame 11 refers to the Figure 1 left-right direction in

[0020] and the height direction of the frame 11 refers to the up-down direction in Figure 1 .

[0020] Among them, the frame 11 serves as the basic framework of the all-terrain vehicle 100 and is used to support the body cover 12, the running system 13, the suspension assembly 14, the power train 15, the transmission system 16, and the seat 17. The body cover 12 is at least partially located on the frame 11 and connected to the frame 11 so that the body cover 12 can protect the components inside the all-terrain vehicle 100. The running system 13 is at least partially located below the frame 11, and the suspension assembly 14 connects the running system 13 to the frame 11. The power train 15 is supported by the frame 11, and the power train 15 is in transmission connection with the running system 13. Specifically, the transmission system 16 is supported by the frame 11, and the transmission system 16 transmits the power train 15 to the running system 13. The seat 17 is supported by the frame 11, and the seat 17 is used to support the driver and / or passengers.

[0021] As shown in Figures 3 to 6 , the transmission system 16 includes a drive shaft 161 and a drive axle 162. One end of the drive shaft 161 is in transmission connection with the power train 15, and the other end of the drive shaft 161 is connected to the drive axle 162. The drive shaft 161 is used to transmit the power of the power train 15 to the drive axle 162 and then to the running system 16 through the drive axle 162 so that the running system 16 can operate.

[0022] Specifically, the drive axle 162 includes a driving shaft 1621, a driven shaft 1622, a first housing 1623 and a second housing 1624. Among them, the first housing 1623 and the second housing 1624 form a drive housing. The first housing 1623 can accommodate at least part of the driving shaft 1621, and the second housing 1624 can accommodate at least part of the driven shaft 1622. The power assembly 15 is drivingly connected to the driving shaft 1621 through a transmission shaft 161, so that the power assembly 15 can drive the driving shaft 1621 to rotate. The driven shaft 1622 is drivingly connected to the driving shaft 1621 and the traveling system 16, so that the rotation of the driving shaft 1621 drives the rotation of the driven shaft 1622, and further enables the traveling system 16 to work. Among them, the drive axle 162 further includes a bearing member 1625, and the driving shaft 1621 is rotatably connected to the first housing 1623 through the bearing member 1625, so that the driving shaft 1621 can be supported by the drive housing.

[0023] More specifically, the first housing 1623 and the second housing 1624 are integrally formed. With this arrangement, the integrally formed first housing 1623 and second housing 1624 have higher structural strength, which is beneficial to improving the structural strength of the first housing 1623 and the second housing 1624, so as to improve the overall structural strength of the drive axle 162, so that the driving shaft 1621 can be stably supported, and is beneficial to improving the transmission stability of the drive axle 162.

[0024] Secondly, in the present application, the bearing member 1625 is a double-row angular contact ball bearing. The double-row angular contact ball bearing has a larger contact area with the driving shaft 1621, so that the support stability of the bearing member 1625 for the driving shaft 1621 can be improved, and the transmission stability of the drive axle 162 can be further improved.

[0025] In addition, the integrally formed first housing 1623 and second housing 1624 are combined with double-row angular contact bearings, and the assembly of the driving shaft 1621 and the bearing member 1625 can be realized without disassembling and assembling the first housing 1623 from the second housing 1624, which is beneficial to simplifying the assembly process of the drive axle 162, thereby improving the assembly efficiency of the drive axle 162.

[0026] It should be noted that, due to the short axial length of the tapered roller bearing, a single tapered roller bearing cannot stably support the driving shaft. In the drive axle in the related art, multiple tapered roller bearings are required to achieve the connection between the driving shaft and the drive housing, resulting in the need to set multiple limiting structures in the drive housing in the related art to achieve the assembly of multiple tapered roller bearings. The tapered roller bearing is limited by multiple limiting structures, resulting in the inability to disassemble the tapered roller bearing from one end of the driving shaft. Furthermore, in the drive axle using tapered roller bearings in the related art, it is necessary to disassemble the drive housing for assembly. However, the present application uses a double-row angular contact bearing with a large contact area with the driving shaft 1621. On the premise of satisfying the stable connection between the driving shaft 1621 and the first housing 1623, the bearing member 1625 can be assembled from the side of the driving shaft 1621 close to the transmission shaft 161, without disassembling the first housing 1623 from the second housing 1624, enabling the first housing 1623 and the second housing 1624 to be an integrally formed structural member with greater structural strength, and also facilitating the simplification of the assembly process of the driving shaft 1621 and the bearing member 1625, improving the assembly efficiency of the drive axle 162.

[0027] As Figure 5 and Figure 6 shown, a first abutting portion 1621a is formed on the driving shaft 1621, and the first housing 1623 is provided with a mounting hole 1623a, and a second abutting portion 1623b is formed on the inner wall of the mounting hole 1623a. Among them, the second abutting portion 1623b and the first abutting portion 1621a overlap in the radial direction of the driving shaft 1621. With such a setting, the mounting hole 1623a can provide a mounting space to facilitate the arrangement of the bearing member 1625 in the mounting space.

[0028] It should be noted that the surface of the second abutting portion 1623b away from the driven shaft 1622 is substantially flush with the surface of the first abutting portion 1621a away from the driven shaft 1622, so that the bearing member 1625 can abut against both the first abutting portion 1621a and the second abutting portion 1623b, which is beneficial to improving the assembly stability of the bearing member 1625 in the first housing 1623.

[0029] More specifically, the drive axle 162 further includes a first locking member 1626 and a second locking member 1627. The bearing member 1625 includes an inner ring 1625a, an outer ring 1625b, a first rolling element 1625c, and a second rolling element 1625d sleeved on the driving shaft 1621. The first rolling element 1625c and the second rolling element 1625d are located between the inner ring 1625a and the outer ring 1625b. Among them, the first locking member 1626 presses the inner ring 1625a against the first abutting portion 1621a, and the second locking member 1627 presses the outer ring 1625b against the second abutting portion 1623b to achieve the assembly of the bearing member 1625. With such an arrangement, the inner ring 1625a and the outer ring 1625b can be respectively abutted against different components, so as to prevent the above-mentioned components from interfering with the relative rotation of the inner ring 1625a and the outer ring 1625b, which is beneficial to the operation of the bearing member 1625.

[0030] More specifically, a preset gap is provided between the first rolling element 1625c and the second rolling element 1625d. With such an arrangement, the preset gap can make a distance exist between the first rolling element 1625c and the second rolling element 1625d, which is beneficial to adjusting the connection position of the bearing member 1625 and the driving shaft 1621 to meet different assembly requirements.

[0031] It should be noted that the preset gap is a fixed parameter set before the double-row angular contact bearing leaves the factory. Therefore, different models of double-row angular contact bearings have different preset gaps. According to the usage requirements, by selecting different models of double-row angular contact bearings, the connection position of the bearing member 1625 and the driving shaft 1621 can be adjusted.

[0032] As an optional implementation manner, the driving shaft 1621 is provided with a first external thread, and the first locking member 1626 is provided with a first internal thread. The first locking member 1626 is fixed through the thread fit of the first external thread and the first internal thread, and then the inner ring 1625a is locked in cooperation with the first abutting portion 1621a. The second locking member 1627 is provided with a second external thread, and a second internal thread is provided in the mounting hole 1623a. The second locking member 1627 is fixed through the thread fit of the second external thread and the second internal thread, and then the outer ring 1625b is locked in cooperation with the second abutting portion 1623b. Through the above settings, the bearing member 1625 can be locked to improve the installation stability of the bearing member 1625 in the first housing 1623. Secondly, the thread locking method can lock double-row angular contact ball bearings with different preset gaps, thereby improving the versatility of the drive axle 162.

[0033] It should be noted that the present application does not limit the connection method of the first locking member 1626 in the drive axle 162 and the connection method of the second locking member 1627 in the drive axle 162.

[0034] As an implementation manner, the inner ring 1625a includes a first inner ring 1625e and a second inner ring 1625f, and the first inner ring 1625e and the second inner ring 1625f are arranged axially along the driving shaft 1621. Specifically, the first inner ring 1625e cooperates with the outer ring 1625b to form a first fixing portion 1601, and at least two abutting positions are formed between the first fixing portion 1601 and the first rolling element 1625c. Define a preset straight line 101, and the two abutting positions overlap along the direction of the preset straight line 101, and an included angle α is formed between the preset straight line 101 and the axis of the driving shaft 1621. More specifically, the second inner ring 1625f cooperates with the outer ring 1625b to form a second fixing portion 1602, and the cooperation mode between the second fixing portion 1602 and the second rolling element 1625d is basically the same as the cooperation mode between the first fixing portion 1601 and the first rolling element 1625c. With such a setting, the inclined preset straight line 101 can enable the first fixing portion 1601 to limit the first rolling element 1625c in both the axial direction and the radial direction of the driving shaft 1621, and the second fixing portion 1602 can limit the second rolling element 1625d in both the axial direction and the radial direction of the driving shaft 1621, so that the double-row angular contact ball bearing can bear the acting forces along the axial direction and the radial direction of the driving shaft 1621, which is beneficial to improving the working stability of the bearing member 1625 in the drive axle 162, and further improving the transmission stability of the drive axle 162.

[0035] It should be noted that the two abutting positions formed by the second fixing portion 1602 and the second rolling element 1625d overlap along a direction, and this direction is symmetrically arranged with respect to the direction of the preset straight line 101 along the radial direction of the driving shaft 1621.

[0036] As an implementation manner, a first inner ring 1625e is formed with a first contact portion 1625g, and a second inner ring 1625f is formed with a second contact portion 1625h that abuts against the first contact portion 1625g. Specifically, the first contact portion 1625g is located between the first fixing portion 1601 and the second fixing portion 1602, and the second contact portion 1625h is located between the second fixing portion 1602 and the first contact portion 1625g. The first contact portion 1625g and the second contact portion 1625h provide a preset gap between the first rolling element 1625c and the second rolling element 1625d. It should be noted that the distance between the first contact portion 1625g and the first fixing portion 1601 is adjustable, and the distance between the second contact portion 1625h and the second fixing portion 1602 is adjustable, so that the preset gap is adjustable, enabling the preset gap with different parameters to be set before the double-row angular contact bearing leaves the factory, obtaining double-row angular contact bearings of different models, that is, obtaining bearing members 1625 of different models, and further enabling different bearing members 1625 to meet different working requirements of the drive axle 162. Specifically, the adjustable distance between the first contact portion 1625g and the first fixing portion 1601 means that the extending length of the first contact portion 1625g along the axial direction of the driving shaft 1621 is adjustable, and the adjustable distance between the second contact portion 1625h and the second fixing portion 1602 means that the extending length of the second contact portion 1625h along the axial direction of the driving shaft 1621 is adjustable.

[0037] As an implementation manner, along the axial direction of the driving shaft 1621, there is a preset interval between the surface of the second abutting portion 1623b away from the driven shaft 1622 and the surface of the first abutting portion 1621a away from the driven shaft 1622. When the preset interval is not zero, the drive axle 162 includes a washer 1628, and the washer 1628 is located between the first abutting portion 1621a and the inner ring 1625a, and / or the washer 1628 is located between the second abutting portion 1623b and the outer ring 1625b. With such a setting, the washer 1628 can make the surface of the second abutting portion 1623b away from the driven shaft 1622 and the surface of the first abutting portion 1621a away from the driven shaft 1622 substantially flush, so that the positions of the inner ring 1625a and the outer ring 1625b along the axial direction of the driving shaft 1621 are substantially the same, thereby avoiding the shaking of the bearing member 1625 during operation due to the inconsistent positions of the inner ring 1625a and the outer ring 1625b, which is beneficial to improving the assembly stability of the driving shaft 1621 in the drive axle 162, and further improving the transmission stability of the drive axle 162.

[0038] It should be noted that multiple washers 1628 can be provided between the first abutting portion 1621a and the inner ring 1625a, and between the second abutting portion 1623b and the outer ring 1625b. This application does not limit this, and only needs to meet that the non-zero preset interval can be eliminated by the washer 1628.

[0039] As Figure 4 shown, as an implementation manner, the ratio range of the length L1 along the axial direction of the part of the driving shaft 1621 sleeved with the inner ring 1625a to the axial length L2 of the driving shaft 1621 is from 0.17 to 0.31. Specifically, the ratio range of the length L1 to the axial length L2 is from 0.2 to 0.25. More specifically, the ratio of the length L1 to the axial length L2 is 0.23. With such a setting, it is possible to avoid the bearing member 1625 being too large due to the above ratio being too large, so as to avoid the bearing member 1625 interfering with the assembly of other components of the drive axle 162, thereby being beneficial to improving the space utilization rate at the driving shaft 1621. Secondly, it is also possible to avoid the bearing member 1625 being too small due to the above ratio being too small, so as to avoid the bearing member 1625 having too small a supporting force on the driving shaft 1621, thereby avoiding the driving shaft 1621 tilting due to the too small supporting force received by the driving shaft 1621, which is beneficial to improving the working stability of the driving shaft 1621, and further improving the transmission stability of the drive axle 162.

[0040] As Figure 6 shown, as an implementation manner, the angle range of the contact angle β of the bearing member 1625 is from 30° to 45°. Specifically, the angle range of the contact angle β of the bearing member 1625 is from 35° to 40°. With such a setting, it is possible to avoid the angle of the contact angle β being too small, resulting in a reduction in the ability of the bearing member 1625 to bear axial loads, so as to avoid the bearing member 1625 being unable to resist excessive lateral forces (such as torque) and thus being unable to provide stable support for the driving shaft 1621, which is beneficial to improving the transmission stability of the driving shaft 1621, and thereby improving the transmission stability of the drive axle 162. Secondly, it is also possible to avoid the angle of the contact angle β of the bearing member 1625 being too large, resulting in a reduction in the ability of the bearing member 1625 to bear axial loads, further improving the transmission stability of the driving shaft 1621. In addition, it is also possible to avoid the angle of the contact angle β of the bearing member 1625 being too large, resulting in an increase in the friction force between the first rolling element 1625c and the raceway and the friction force between the second rolling element 1625d and the raceway in the bearing member 1625 being too large, so as to avoid excessive wear of the bearing member 1625 and reduce the service life of the bearing member 1625, and further improve the service life of the drive axle 162.

[0041] As Figure 7As shown, as an embodiment, the drive axle 162 further includes a drive gear 1629. The drive gear 1629 is fixed to the drive shaft 1621 and is in transmission connection with the driven shaft 1622. Specifically, the drive shaft 1621 includes a first section 1621b and a second section 1621c located on both sides of the drive gear 1629 along its axial direction. The first section 1621b is rotatably connected to the first housing 1623 through a bearing member 1625, and the second section 1621c is rotatably connected to the first housing 1623. With such a setting, the connection between the second section 1621c and the bearing member 1625, and the connection between the first section 1621b and the first housing 1623 can achieve a straddle support of the drive shaft 1621 and the first housing 1623. Since the straddle support can make the first housing 1623 have a greater supporting force on the drive shaft 1621, it can further improve the ability of the drive shaft 1621 to resist lateral forces, thereby further improving the transmission stability of the drive axle 162 and extending the service life of the drive axle 162.

[0042] As Figure 8 shown, as an embodiment, the drive axle 162 further includes a seal 16a. The seal 16a is used to seal the drive axle 162. The seal 16a is sleeved on the drive shaft 1621. The seal 16a is located on the side of the first locking member 1626 and the second locking member 1627 away from the bearing member 1625. The seal 16a is in interference fit with the mounting hole 1623a to seal the opening of the mounting hole 1623a away from the bearing member 1625. With such a setting, the seal 16a can prevent the lubricating oil in the drive axle 162 from leaking out, or the seal 16a can prevent external impurities from entering the drive axle 162, thereby avoiding abnormal wear between the drive shaft 1621 and the first housing 1623, which is beneficial to improving the transmission stability and service life of the drive axle 162.

[0043] As an alternative embodiment, the seal 16a includes a seal body 16aa, a first seal portion 16ab, and a second seal portion 16ac. The second seal portion 16ac is closer to the bearing member 1625 than the first seal portion 16ab. Specifically, along the radial direction of the drive shaft 1621, the seal body 16aa includes a first side 16ad that is in interference fit with the mounting hole 1623a and a second side 16ae that is close to the drive shaft 1621. The first seal portion 16ab and the second seal portion 16ac are located on the second side 16ae and are in interference fit with the drive shaft 1621. With such a setting, the first seal portion 16ab and the second seal portion 16ac can achieve the sealing of the drive shaft 1621 and the first housing 1623.

[0044] More specifically, the first sealing portion 16ab extends obliquely away from the bearing member 1625 and towards the axis of the driving shaft 1621. The second sealing portion 16ac includes a first portion 16af extending away from the bearing member 1625 and a second portion 16ag extending towards the bearing member 1625. The first portion 16af and the second portion 16ag are integrally formed. With such an arrangement, when the second sealing portion 16ac is connected to the driving shaft 1621 and undergoes interference deformation, the first sealing portion 16ab, the first portion 16af, and the second portion 16ag that are obliquely arranged will have a greater degree of deformation, so that the interference connection between the second side 16ae and the driving shaft 1621 is tighter, thereby facilitating improving the sealing performance of the seal 16a for the drive axle 162.

[0045] As an implementation manner, a plurality of first sealing portions 16ab are provided. The plurality of first sealing portions 16ab and the second sealing portion 16ac are arranged in sequence along the axial direction of the driving shaft 1621. With such an arrangement, the plurality of first sealing portions 16ab can form multiple seals between the drive axle 162 and the outside, thereby further improving the sealing performance of the drive axle 162.

[0046] Specifically, grease is stored between two adjacent first sealing portions 16ab, and grease is stored between the second sealing portion 16ac and its adjacent first sealing portion 16ab. With such an arrangement, the grease has a relatively large molecular structure, so that an oil seal is formed between the driving shaft 1621 and the second sealing portion 16ac, further improving the sealing performance of the drive axle 162. Secondly, the setting of the grease can improve the lubricity between the driving shaft 1621 and the seal 16a, avoiding the interference of the first sealing portion 16ab and the second sealing portion 16ac with the rotation of the driving shaft 1621, thereby facilitating improving the transmission stability of the driving shaft 162 and further improving the transmission stability of the drive axle 162.

[0047] More specifically, the seal 16a includes a rigid portion 16ah, and the rigid portion 16ah is located within the seal body 16aa. With such an arrangement, the rigid portion 16ah can support the seal body 16aa, avoiding the deformation of the seal body 16aa resulting in the inability of the first sealing portion 16ab and the second sealing portion 16ac to seal the drive axle 162, thereby facilitating improving the sealing performance of the seal 16a for the drive axle 162.

[0048] In this embodiment, the sealing body 16aa includes an annular groove 16ai surrounding the driving shaft 1621, and the opening of the annular groove 16ai faces the bearing member 1625. The sealing member 16a includes a spring 16aj, which is located in the annular groove 16ai and tightens the inner wall of the annular groove 16ai close to the driving shaft 1621, so that the sealing member 16a is tightly pressed against the driving shaft 1621. In this way, the spring 16aj can provide a force to the first sealing portion 16ab and the second sealing portion 16ac toward the driving shaft 1621, so as to improve the tightness of the fit between the first sealing portion 16ab and the driving shaft 1621, and improve the tightness of the fit between the second sealing portion 16ac and the driving shaft 1621, thereby improving the sealing performance of the sealing member 16a to the drive axle 162.

[0049] 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 claims attached to this application.

Claims

1. An all-terrain vehicle, comprising: a frame; a running system, at least part of which is located below the frame; a drive axle, which includes a driving shaft, a driven shaft, a first housing accommodating at least part of the driving shaft, a second housing accommodating at least part of the driven shaft, and a bearing member. The driven shaft is in transmission connection with the driving shaft and the running system, and the driving shaft is rotatably connected to the first housing through the bearing member; a power assembly, which is supported by the frame and in transmission connection with the driving shaft; wherein, the first housing and the second housing are integrally formed; a first abutting portion is formed on the driving shaft, the first housing is provided with a mounting hole, and a second abutting portion is formed on the inner wall of the mounting hole. The second abutting portion and the first abutting portion overlap along the radial direction of the driving shaft; the bearing member includes an inner ring sleeved on the driving shaft, an outer ring fixed to the inner wall of the mounting hole, and a first rolling member and a second rolling member located between the inner ring and the outer ring. There is a preset gap between the first rolling member and the second rolling member; the drive axle further includes a first locking member and a second locking member. The first locking member presses the inner ring against the first abutting portion, and the second locking member presses the outer ring against the second abutting portion.

2. The all-terrain vehicle according to claim 1, wherein, the inner ring includes a first inner ring and a second inner ring, the first inner ring and the second inner ring are arranged along the axial direction of the driving shaft. The first inner ring and the outer ring cooperate to form a first fixing portion. The first fixing portion and the first rolling member form at least two abutting positions. Define a preset straight line, and the two abutting positions overlap along the direction of the preset straight line. The preset straight line forms an angle with the axis of the driving shaft.

3. The all-terrain vehicle according to claim 2, wherein, the first inner ring forms a first contact portion, the second inner ring forms a second contact portion that abuts against the first contact portion. The first contact portion is located between the first fixing portion and the second fixing portion, and the second contact portion is located between the second fixing portion and the first contact portion. The first contact portion and the second contact portion make there be a preset gap between the first rolling member and the second rolling member.

4. The all-terrain vehicle according to claim 1, wherein, along the axial direction of the driving shaft, there is a preset interval between the surface of the second abutting portion away from the driven shaft and the surface of the first abutting portion away from the driven shaft; when the preset interval is not zero, the drive axle includes a washer, and the washer is located between the first abutting portion and the inner ring, and / or the washer is located between the second abutting portion and the outer ring.

5. The all-terrain vehicle according to claim 1, wherein, the bearing member is a double-row angular contact ball bearing, and the ratio of the length of the part of the driving shaft sleeved with the inner ring along the axial direction of the driving shaft to the axial length of the driving shaft ranges from 0.17 to 0.

31.

6. The all-terrain vehicle according to claim 1, wherein, The angular range of the contact angle of the bearing member is from 30° to 45°.

7. The all-terrain vehicle according to claim 1, wherein the drive axle further includes a driving gear, the driving gear is fixed on the driving shaft and is in transmission connection with the driven shaft, the driving shaft includes a first section and a second section axially located on both sides of the driving gear, the first section is rotatably connected to the first housing through the bearing member, and the second section is rotatably connected to the first housing.

8. The all-terrain vehicle according to claim 1, wherein the drive axle further includes a seal, the seal is sleeved on the driving shaft and is located on the side of the first locking member and the second locking member away from the bearing member, and the seal is in interference fit with the mounting hole to seal the opening of the mounting hole away from the bearing member.

9. The all-terrain vehicle according to claim 8, wherein the seal includes a seal body, a first seal portion, and a second seal portion closer to the bearing member than the first seal portion. In the radial direction of the driving shaft, the seal body includes a first side in interference fit with the mounting hole and a second side close to the driving shaft. The first seal portion and the second seal portion are located on the second side and are in interference fit with the driving shaft. The first seal portion extends obliquely away from the bearing member and towards the axis of the driving shaft. The second seal portion includes a first portion extending away from the bearing member and a second portion extending towards the bearing member, and the first portion and the second portion are integrally formed.

10. The all-terrain vehicle according to claim 9, wherein a plurality of the first seal portions are provided, and the plurality of first seal portions and the second seal portion are arranged in sequence along the axial direction of the driving shaft. Grease is stored between adjacent two of the first seal portions, and grease is stored between the second seal portion and its adjacent first seal portion; the seal includes a rigid portion, and the rigid portion is located within the seal body; the seal body includes an annular groove surrounding the driving shaft, the opening of the annular groove faces the bearing member, and the seal includes a spring, and the spring is located within the annular groove and clamps the inner wall of the annular groove close to the driving shaft to make the seal abut against the driving shaft.

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