All-terrain vehicle and continuously variable transmission thereof

Abstract

The invention discloses an all-terrain vehicle and a continuously variable transmission thereof, the continuously variable transmission comprises a main transmission mechanism, an auxiliary transmission mechanism and a transmission belt, and the auxiliary transmission mechanism is in transmission connection with the main transmission mechanism; the main transmission mechanism comprises a main shaft, a main sliding wheel assembly and a main fixed wheel assembly, and the main sliding wheel assembly sleeves the main shaft and is in sliding connection with the main shaft; the main fixed wheel assembly is basically arranged at the tail end of the main shaft; the main fixed wheel assembly comprises a working surface facing the main sliding wheel assembly; according to the assembling mode of the main fixed wheel assembly, a knurling contact face is formed on the contact face of the main shaft and the main fixed wheel assembly through a knurling technology, and forming of the main fixed wheel assembly is completed in the circumferential direction of the knurling contact face in a casting mode. And carrying out surface processing on the working surface by taking the axis of the main shaft as a positioning basis. By means of the arrangement mode, the assembling precision between the fixing disc assembly and the main shaft can be effectively improved, and the continuously variable transmission can run more smoothly.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and more specifically, to an all-terrain vehicle and its continuously variable transmission. Background Art

[0002] An all-terrain vehicle refers to a vehicle that can travel on any terrain and can move freely on terrains where ordinary vehicles are difficult to maneuver. It can travel on beaches, riverbeds, forest roads, streams, and harsh desert terrains. In order to reduce the driving difficulty of the driver and enable the power output speed ratio of the engine to be adjusted in a timely manner according to the driving conditions, all-terrain vehicles are equipped with continuously variable transmissions to adapt to the changing output conditions. In the prior art, there will be a center error between the positioning disk assembly and the main shaft regardless of the assembly tool with how high precision is used. During long-term high-speed operation, this error will be further amplified as the components wear, ultimately leading to the damage of the continuously variable transmission. Summary of the Invention

[0003] To solve the deficiencies of the prior art, the purpose of the present invention is to provide an all-terrain vehicle and its continuously variable transmission, and the continuously variable transmission has a relatively high assembly precision.

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

[0005] In a first aspect, the present application provides a continuously variable transmission, which includes a main transmission mechanism, a secondary transmission mechanism, and a transmission belt. The secondary transmission mechanism is in transmission connection with the main transmission mechanism; the transmission belt is respectively in transmission connection with the secondary transmission mechanism and the main transmission mechanism, and transmits driving force between the secondary transmission mechanism and the main transmission mechanism; the main transmission mechanism includes a main shaft, a main sliding pulley assembly, and a main fixed pulley assembly. The main sliding pulley assembly is sleeved on the main shaft and is slidably connected to the main shaft; the main fixed pulley assembly is basically arranged at the end of the main shaft, and the main fixed pulley assembly includes a working surface facing the main sliding pulley assembly; the assembly method of the main fixed pulley assembly is to form a knurled contact surface on the contact surface between the main shaft and the main fixed pulley assembly by using a knurling process, and complete the molding of the main fixed pulley assembly by casting in the circumferential direction of the knurled contact surface. After completing the above steps, surface machining treatment is performed on the working surface with the axis of the main shaft as the positioning basis.

[0006] Further, a bearing is arranged between the main sliding pulley assembly and the main fixed pulley assembly. One end of the bearing abuts against the main fixed pulley assembly, and the other end of the bearing abuts against the main sliding pulley assembly.

[0007] Further, the main transmission mechanism further includes a thrust disk assembly. The thrust disk assembly is arranged on the side of the main sliding pulley assembly away from the main fixed pulley assembly. The main transmission mechanism further includes a nut, and the nut is fixedly connected to the main shaft; one end of the thrust disk assembly abuts against the main sliding pulley assembly, and the other end of the thrust disk assembly abuts against the nut.

[0008] Further, the main sliding wheel assembly includes a sliding wheel body and a bushing. The bushing is fixedly connected to the main shaft, and the main sliding wheel body is slidably connected to the bushing.

[0009] Further, the bearing abuts against one end of the bushing, and the thrust disc assembly abuts against the other end of the bushing.

[0010] Further, a sliding area is formed on one side of the thrust disc assembly close to the main sliding wheel assembly, and the main sliding wheel body can slide along the axis direction of the main shaft in the sliding area.

[0011] Further, a limiting hole is provided on the outer surface of the main shaft, and a limiting post is provided on the main fixed wheel assembly. When the main fixed wheel assembly is in an installed state with the main shaft, at least part of the limiting post is arranged in the limiting hole.

[0012] Further, when the main shaft rotates forward, the transmission belt is basically in contact with the working surface.

[0013] Further, the main transmission mechanism further includes a positioning disc assembly. The positioning disc assembly is arranged on the side of the thrust disc assembly away from the main sliding wheel. The positioning disc assembly is fixedly connected to the main sliding wheel assembly and can synchronously slide along the axis direction of the main shaft with the main sliding wheel assembly.

[0014] In a second aspect, the present application provides an all-terrain vehicle, which includes a vehicle frame, a body cover, a traveling assembly, and a driving assembly. The body cover is at least partially arranged on the vehicle frame; the traveling assembly is at least partially arranged below the vehicle frame; the driving assembly is in transmission connection with the traveling assembly; the all-terrain vehicle is further provided with a continuously variable transmission as described above. The continuously variable transmission is arranged between the traveling assembly and the driving assembly and is respectively in transmission connection with the traveling assembly and the driving assembly.

[0015] In the present application, by first integrally casting the main shaft and the fixed disc assembly, and further processing and manufacturing the working plane of the fixed disc assembly on this basis, this setting method can effectively improve the assembly accuracy between the fixed disc assembly and the main shaft, making the operation of the continuously variable transmission smoother. Description of the Drawings

[0016] Figure 1 Is a perspective view of the all-terrain vehicle provided by the embodiment of the present application;

[0017] Figure 2 Is a partial cross-sectional view of the continuously variable transmission provided by the embodiment of the present application;

[0018] Figure 3 Is a cross-sectional view of the driving wheel assembly of the continuously variable transmission provided by the embodiment of the present application;

[0019] Figure 4Stereogram of the main sliding wheel assembly and the thrust disc assembly provided by the embodiment of the present application;

[0020] Figure 5 Exploded view of the driving wheel assembly of the continuously variable transmission provided by the embodiment of the present application;

[0021] Figure 6 Partial sectional view of the thrust disc assembly of the driving wheel assembly provided by the embodiment of the present application;

[0022] Figure 7 Exploded view of the positioning disc assembly provided by the embodiment of the present application;

[0023] Figure 8 Exploded view of the thrust disc assembly of the driving wheel assembly provided by the embodiment of the present application;

[0024] Figure 9 Exploded view of the main sliding wheel assembly provided by the embodiment of the present application;

[0025] Figure 10 Comparison diagram of the thrust disc assembly relative to the centrifugal blocks at the first position and the second position respectively provided by the embodiment of the present application;

[0026] Figure 11 Schematic diagram of the thrust disc assembly relative to the centrifugal blocks at the second position and the third position provided by the embodiment of the present application;

[0027] Figure 12a The first implementation manner of the installation between the centrifugal blocks and the main sliding wheel assembly provided by the embodiment of the present application;

[0028] Figure 12b The second implementation manner of the installation between the centrifugal blocks and the main sliding wheel assembly provided by the embodiment of the present application;

[0029] Figure 13a Sectional view of the brake assembly provided by the embodiment of the present application;

[0030] Figure 13b is Figure 13a Partial enlarged view at A in;

[0031] Figure 14 Exploded view of the main transmission mechanism provided by the embodiment of the present application;

[0032] Figure 15a Partial sectional view of the brake assembly in the non-working state provided by the embodiment of the present application;

[0033] Figure 15b Partial sectional view of the brake assembly in the working state provided by the embodiment of the present application;

[0034] Figure 16Assembly sectional view of the driven fixed wheel assembly and the driven shaft provided by the embodiment of the present application;

[0035] Figure 17 Exploded view of the driven fixed wheel assembly provided by the embodiment of the present application;

[0036] Figure 18a Partial sectional view of the cam structure provided by the embodiment of the present application;

[0037] Figure 18b For Figure 18a Partial enlarged view at position B in

[0038] Figure 19 Stereogram of the cam structure provided by the embodiment of the present application;

[0039] Figure 20a The first implementation manner of the sliding groove provided by the embodiment of the present application;

[0040] Figure 20b The second implementation manner of the sliding groove provided by the embodiment of the present application. Detailed implementation manners

[0041] In order to clearly illustrate the technical solutions of the embodiments of the present invention or the prior art, the following briefly introduces the drawings required for the description of the embodiments or the prior art. Obviously, the content described below is only one embodiment of the present invention. For those of ordinary skill in the art, all other embodiments obtained without creative efforts belong to the protection scope of the present invention.

[0042] As Figure 1 described, the present application shows an all-terrain vehicle 100, which includes a vehicle frame 11, a body covering 12, a drive assembly 13 and a running assembly 14. The drive assembly 13 is at least partially disposed on the vehicle frame 11 and supported by the vehicle frame 11. The body covering 12 is at least partially disposed on the vehicle frame 11 to cover the drive assembly 13 for protecting the drive assembly 13. The running assembly 14 is at least partially disposed below the vehicle frame 11 and is rotatably connected to the vehicle frame 11. The drive assembly 13 is in transmission connection with the running assembly 14 for driving the running assembly 14 to operate.

[0043] As Figure 1 and Figure 2As shown, the drive assembly 13 includes an engine 131. The all-terrain vehicle 100 provided in this application further includes a speed-changing assembly 15 and a continuously variable transmission 200. The continuously variable transmission 200 is disposed between the drive assembly 13 and the driving force transmission path of the traveling assembly 14 for adjusting the drive ratio of the driving force output by the drive assembly 13. As an implementation, at least part of the speed-changing assembly 15 is disposed between the continuously variable transmission 200 and the driving force transmission path of the traveling assembly 14 for further speed-changing processing of the driving force output by the continuously variable transmission 200. Specifically, the continuously variable transmission 200 includes a main transmission mechanism 21 drivingly connected to the engine 131 and a slave transmission mechanism 22 drivingly connected to the main transmission mechanism 21. Specifically, a transmission belt 23 is disposed between the main transmission mechanism 21 and the slave transmission mechanism 22 and the transmission connection is achieved through the transmission belt 23. Specifically, the engine 131 includes a crankshaft 1311 for outputting driving force. The main transmission mechanism 21 includes a main shaft 211, a main fixed pulley assembly 212 and a main sliding pulley assembly 213. The main shaft 211 is drivingly connected to the crankshaft 1311. The main fixed pulley assembly 212 and the main sliding pulley assembly 213 are disposed on the main shaft 211. The transmission belt 23 is sleeved on the main shaft 211 and at least part of it is located between the main fixed pulley assembly 212 and the main sliding pulley assembly 213.

[0044] As Figure 3As shown, a bearing 2111 is also provided on the outer periphery of the main shaft 211. Along the axial direction of the main shaft 211, the bearing 2111 is also provided between the main fixed wheel assembly 212 and the main sliding wheel assembly 213. Along the radial direction of the main shaft 211, the bearing 2111 is also located between the transmission belt 23 and the main shaft 211. That is, when the transmission belt 23 is sleeved on the bearing 2111, the bearing 2111 is located between the transmission belt 23 and the main shaft 211, avoiding direct contact between the transmission belt 23 and the main shaft 211, which may cause wear to the main shaft 211 and lead to a decrease in transmission efficiency or even damage to the continuously variable transmission 200. In this application, the bearing 2111 is set as a bidirectional bearing. That is, the transmission belt 23 can rotate forward or reverse freely relative to the main shaft 211, so the transmission belt 23 does not transmit driving force to the main shaft 211. It should be explained here that when the all-terrain vehicle 100 is in the forward state, the rotation direction of the main shaft 211 is defined as the forward rotation direction, and vice versa, the rotation direction of the main shaft 211 is the reverse rotation direction. The main fixed wheel assembly 212 is set to be fixedly connected to the main shaft 211, that is, there is no relative rotation or slip between the main fixed wheel assembly 212 and the main shaft 211. The main sliding wheel assembly 213 is set to be in clearance connection with the main shaft 211, and the main sliding wheel assembly 213 can slide relative to the main shaft 211 along the axis direction of the main shaft 211. It can be understood that when the main sliding wheel assembly 213 slides relative to the axis of the main shaft 211 and approaches the main fixed wheel assembly 212, the space between the main sliding wheel assembly 213 and the main fixed wheel assembly 212 is squeezed, and the transmission belt 23 is displaced away from the axis direction of the main shaft 211 under the squeezing of the two-side space, that is, the transmission belt 23 moves along the radial direction of the main shaft 21. At this time, the rotation diameter of the transmission belt 23 increases, so as to change the transmission ratio of the transmission belt 23. The main transmission mechanism 21 further includes a thrust disc assembly 214 and a positioning disc assembly 215. The positioning disc assembly 215 is sleeved on the main shaft 211 and is located on the side of the main sliding wheel assembly 213 away from the main fixed wheel assembly 212. The thrust disc assembly 214 is sleeved on the main shaft 211 and is located between the positioning disc assembly 215 and the main sliding wheel assembly 213. The main sliding wheel assembly 213 is set to be fixedly connected to the positioning disc assembly 215, and both the main sliding wheel assembly 213 and the positioning disc assembly 215 are set to be in clearance connection with the main shaft 211, that is, the main sliding wheel assembly 213 and the positioning disc assembly 215 can slide synchronously relative to the main shaft 211 along the axis direction of the main shaft 211. The thrust disc assembly 214 is set to be fixedly connected to the main shaft 211, that is, there is no relative slip or relative rotation between the thrust disc assembly 214 and the main shaft 211. An elastic member 2141 is also provided between the positioning disc assembly 215 and the thrust disc assembly 214. The elastic member 2141 is in a compressed state between the thrust disc assembly 214 and the positioning disc assembly 215, that is, the elastic member 2141 can exert a force on the positioning disc assembly 215 along the axis direction of the main shaft 211 and away from the main fixed wheel assembly 212.Understandably, since the positioning disc assembly 215 is fixedly connected to the main sliding wheel assembly 213, the elastic member 2141 also applies a force away from the main fixed wheel assembly 212 to the main sliding wheel assembly 213 at the same time. This setting method can ensure that when the main sliding wheel assembly 213 and the positioning disc assembly 215 are not subjected to external forces, they maintain the initial position close to the main fixed wheel assembly 212, so that the transmission belt 23 can maintain the consistency of the initial position.

[0045] As Figures 3 to 5As shown in the figure, specifically, an internal spline is provided on the thrust disk assembly 214, and an external spline is provided on the main shaft 211. The thrust disk assembly 214 and the main shaft 211 are connected by splines. Further, the main transmission mechanism 21 further includes a nut 217, and the nut 217 is sleeved on the main shaft 211 and is threadedly connected to the main shaft 211. Further, when the nut 217 and the main shaft 211 are in a fixed state, the nut 217 abuts against the thrust disk assembly 214 and is located on the side away from the main fixed wheel assembly 212, that is, one end of the thrust disk assembly 214 abuts against the nut 217, and the other end of the thrust disk assembly 214 abuts against the main sliding wheel assembly 213, which is used to limit the sliding of the thrust disk assembly 214 in the extending direction relative to the axis of the main shaft 211. Through the above setting method, it can be seen that the fixed connection between the thrust disk assembly 214 and the main shaft 211 is composed of two parts, that is, the spline connection part between the thrust disk assembly 214 and the main shaft 211 limits the circumferential rotation of the two, so that the rotational driving force of the main shaft 211 is transmitted to the thrust disk assembly 214 through the spline connection, and the axial positioning between the thrust disk assembly 214 and the main shaft 211 is realized through the connection part of the nut 217. Compared with the prior art in which the thrust disk assembly and the main shaft are directly connected by bolts, this connection method decomposes the axial component force and the circumferential component force and is respectively borne by two components, which not only has higher connection strength and avoids bolt failure, but also can adapt to the extreme instantaneous acceleration or braking operation of the all-terrain vehicle 100, and avoids the reverse loosening of the connection between the thrust disk assembly 214 and the main shaft 211, resulting in the failure of the transmission. As mentioned above, the fixed connection between the nut 217 and the main shaft 211 is used for the axial fixation of the thrust disk assembly 214, and the connection between the thrust disk assembly 214 and the main shaft 211 is used to transmit the circumferential driving force. The contact length occupied by the nut 217 on the main shaft 211 along the axis direction of the main shaft 211 is defined as the first fixed length H1, and the contact length occupied by the thrust disk assembly 214 on the main shaft 211 along the axis direction of the main shaft 211 is defined as the second fixed length H2. As a possible implementation manner, the ratio between the first fixed length H1 and the second fixed length H2 is set to be greater than or equal to 0.4 and less than or equal to 0.6. This setting method can effectively control the contact length between the two components and the main shaft 211, so as to make the connection between the thrust disk assembly 214 and the main shaft 211 more stable under the most reasonable setting length. Optionally, in the present application, the length of the first fixed length H1 is greater than or equal to 1 to 2.5mm and less than or equal to 16.5mm. Therefore, correspondingly, the length range of the second fixed length H2 is set to be greater than or equal to 27.5mm and less than or equal to 31.25mm. The selection of the above installation length can effectively ensure the installation strength between the thrust disk assembly 214 and the main shaft 211, and can also effectively avoid the connection failure between the two under extreme working conditions.

[0046] As Figure 6 shown, as a specific implementation manner, the thrust disk assembly 214 in the present application includes a thrust disk body 2143 and a connecting portion 2144. The connecting portion 2144 is disposed between the thrust disk body 2143 and the main shaft 211, and an internal spline is disposed on the connecting portion 2144 for realizing spline connection between the thrust disk body 2143 and the main shaft 211. Specifically, a secondary die-casting process is adopted between the thrust disk body 2143 and the connecting portion 2144, that is, the connecting portion 2144 is made of a first material, the thrust disk body 2143 is made of a second material. First, the connecting portion 2144 is manufactured by casting or other means, and then a suitable mold is selected to directly cast outside the connecting portion 2144 or use other processes to complete the manufacture of the thrust disk body 2143, so as to realize the joining of the connecting portion 2144 and the thrust disk body 2143. Finally, the thrust disk body 2143 and the connecting portion 2144 are connected into one body. In this way, in terms of material selection, the connecting portion 2144 can be selected as a material with high strength and good wear resistance to ensure the connection strength between the thrust disk assembly 214 and the main shaft 211; the thrust disk body 2143 can be selected as a material with a smaller density on the premise of ensuring strength, so as to reduce the overall weight of the thrust disk assembly 214, reduce the resistance of initial rotation, and improve the driving force transmission efficiency. As an implementation manner, the first material is a steel piece, and the second material is an aluminum piece. It can be understood that the first material can also be set as other hard materials, and the second material can also be set as other light materials, which will not be elaborated here.

[0047] Specifically, the connecting portion 2144 includes an insert 2144a disposed close to the thrust disk body 2143. The insert 2144a is radially distributed along the axis of the main shaft 211, and the insert 2144a is basically disposed inside the thrust disk body 2143. That is, the insert 2144a is basically covered by the thrust disk body 2143. This setting manner can effectively increase the contact area between the connecting portion 2144 and the thrust disk body 2143, enable the fusion between the two materials to be closer, and thus enhance the overall stiffness of the thrust disk assembly 214. As a more specific implementation manner, when observing along the axis direction of the thrust disk assembly 214, the insert 2144a is set as a non-circular structure, that is, when the connecting portion 2144 rotates around the axis of the thrust disk assembly 214, opposite and equal acting forces can be formed between the insert 2144a and the thrust disk body 2143, so as to effectively avoid the failure caused by the long-term transmission of the first material and the second material, and effectively ensure the transmission strength of the thrust disk assembly.

[0048] As Figure 3 and Figure 7As shown and as described above, a clearance fit is provided between the positioning disk assembly 215 and the main shaft 211. Specifically, a wire snap ring 2151 and a self-lubricating bearing 2152 are also provided between the positioning disk assembly 215 and the main shaft 211. The outer ring of the self-lubricating bearing 2152 is in interference fit with the inner ring of the positioning disk assembly 215 assembly, and there is a clearance fit between the inner ring of the self-lubricating bearing 2152 and the main shaft 211, and it can slide relative to the main shaft 211 along the extension direction of the axis of the main shaft 211. Along the axis direction of the positioning disk assembly 215, one end of the positioning disk assembly 215 is provided with an abutting portion 2154 (see Figure 3 ). One end of the self-lubricating bearing 2152 in the positioning disk assembly 215 abuts against the abutting portion 2154 to realize the axial limit of the self-lubricating bearing 2152 at one end. The positioning disk assembly 215 is also provided with a limiting groove 2153. The limiting groove 2153 is located at one end of the self-lubricating bearing 2152 away from the abutting portion 2154. At least part of the wire snap ring 2151 is arranged in the limiting groove 2153, and at least part of the wire snap ring 2151 is located outside the limiting groove 2153 and abuts against the self-lubricating bearing 2152. That is, one end of the self-lubricating bearing 2152 abuts against the abutting portion 2154, and the other end of the self-lubricating bearing 2152 abuts against the wire snap ring 2151. Thus, the axial fixation of the self-lubricating bearing 2152 in the inner ring of the positioning disk assembly 215 is realized. The above setting method enables the positioning disk assembly 215 to realize relative sliding with the main shaft 211 through the self-lubricating bearing 2152, avoiding direct contact between the positioning disk assembly 215 and the main shaft 211 and causing wear of related components.

[0049] Further, a disassembly opening 2153a is also provided on the limiting groove 2153. The disassembly opening 2153a extends along the axial direction of the positioning disk assembly 215. One end of the disassembly opening 2153a communicates with the limiting groove 2153, and the other end of the disassembly opening 2153a communicates with the port of the positioning disk assembly 215 on the side away from the abutting portion 2154. That is, the disassembly opening 2153a is arranged to allow a tool to directly extend into the limiting groove 2153 from the outside of the positioning disk assembly 215 and operate on the wire retaining ring 2151 to make it radially contract and deform, so as to realize the disassembly operation of the wire retaining ring 2151. When the positioning disk assembly 215 and the main shaft 211 are in the installed state and the positioning disk assembly 215 does not slip, the end of the main shaft 211 on the side away from the main sliding wheel assembly 213 abuts against the positioning disk assembly 215. One end of the main shaft 211 away from the main sliding wheel assembly 213 abuts against the self-lubricating bearing 2152, which is used to limit the installation position of the positioning disk assembly 215 on the main shaft 211, and at the same time realizes the relative fixation of the positioning disk assembly 215 and the main shaft 211, preventing the positioning disk assembly 215 from coming off the main shaft 211. Compared with the prior art in which a flanging is directly provided at one end of the self-lubricating bearing 2152 and the positioning is achieved by the flanging abutting against the positioning component bearing, the positioning disk assembly in this application has stronger dismountability. In the prior art, when the internal bearing of the positioning disk assembly is damaged or severely worn, only the component equipped with the bearing can be replaced entirely, that is, the entire positioning disk assembly is replaced. This method obviously makes the maintenance and replacement costs higher. Therefore, the assembly method in this application can effectively reduce the replacement and maintenance costs of the continuously variable transmission 200, and thus effectively improve the product competitiveness.

[0050] Such as Figure 3 And Figure 5As shown, the main sliding wheel assembly 213 includes a main sliding wheel body 2131 and a bushing 2132 disposed between the main sliding wheel body 2131 and the main shaft 211. One end of the thrust disc assembly 214 close to the main sliding wheel assembly 213 abuts against the bushing 2132 to achieve axial positioning. One side of the thrust disc assembly 214 close to the bushing 2132 is provided in a stepped shape. The abutting surface between the thrust disc assembly 214 and the bushing 2132 is located on the first step, and the abutting surface between the thrust disc assembly 214 and the main sliding wheel assembly 213 is located on the second step. That is, the abutting surface between the thrust disc assembly 214 and the main sliding wheel assembly 213 is located on the side of the abutting surface between the thrust disc assembly 214 and the bushing 2132 close to the positioning disc assembly 215 and above the latter, and the radial width of the abutting portion between the thrust disc assembly 214 and the bushing 2132 is smaller than the radial width of the bushing 2132. This setting method enables a sliding area 2143a to be formed on one side of the thrust disc assembly 214 close to the main sliding wheel assembly 213. The main sliding wheel body 2131 can slide along the axis direction of the main shaft 211 in the sliding area 2143a, and the axial length of the sliding area 2143a is basically the same as the maximum sliding distance of the main sliding wheel assembly 213. As an alternative implementation, the bushing 2132 is fixedly connected to the main shaft 211, and the connection method between the main sliding wheel body 2131 and the bushing 2132 is basically the same as the connection method between the positioning disc assembly 215 and the main shaft 211. That is, a wire snap ring 2133 and a limit groove 2134 are also provided on the inner ring of the main sliding wheel assembly 213, which will not be elaborated here. The difference is that the wire snap ring 2133 and the limit groove 2134 of the main sliding wheel assembly 213 are provided on the side close to the thrust disc assembly 214. The abutment between the wire snap ring 2133 and the bushing 2132 is used to limit the main sliding wheel assembly 213 to slide to the rightmost end, and the abutment between the thrust disc assembly 214 and the main sliding wheel assembly 213 is used to limit the main sliding wheel assembly 213 to slide to the leftmost end.

[0051] As Figure 3As shown, the main fixed wheel assembly 212 is arranged at the end of the main shaft 211, and the main fixed wheel assembly 212 and the main shaft 211 are fixedly connected. Specifically, the main fixed wheel assembly 212 and the main shaft 211 are also completed through the process of secondary die-casting. That is, compared with the traditional method of installing the main fixed wheel assembly 212 on the main shaft 211, after the main shaft 211 is first manufactured by injection molding or other methods, subsequently, a knurled contact surface 2112 with uneven surface is manufactured by knurling process on the connection area between the main shaft 211 and the main fixed wheel assembly 213. After this step is completed, the mold of the main fixed wheel assembly 212 is placed circumferentially outside the main shaft 211, that is, on the knurled contact surface 2112, and the main fixed wheel assembly 212 is manufactured by pouring into the mold of the main fixed wheel assembly 212 through secondary die-casting, so that the main shaft 211 and the main fixed wheel assembly 212 are integrally formed. This connection method has a stronger bonding force and can effectively prevent loosening. The surface of the main fixed wheel assembly 212 in contact with the transmission belt 23 is defined as the working surface 2121. After the fixed connection between the main fixed wheel assembly 212 and the main shaft 211 is completed, the axis of the integrally formed main shaft 211 can be used as the positioning basis to process and adjust the working surface 2121. This setting method can ensure that the smoothness of each part of the working surface 2121 of the main fixed wheel assembly 212 is basically the same. That is, when observed from the direction perpendicular to the axis of the main shaft 211, no matter which angle the main fixed wheel assembly 212 rotates to, the projection formed by the surface of the working surface 2121 at this perspective should be a straight line with the same angle as the main shaft 211. This connection method and processing sequence can maximize the transmission smoothness of the transmission belt 23 during the working process of the main fixed wheel assembly 212, and there will be no jitter or different tightness at different rotation angles. As an alternative implementation, limit posts 2122 and limit holes 2123 can also be arranged in the connection area between the main shaft 211 and the main fixed wheel assembly 212. Specifically, limit posts 2122 facing the inside of the main shaft 211 can be arranged on the main fixed wheel assembly 212, and limit holes 2123 are arranged on the outer surface of the main shaft 211. At least part of the limit posts 2122 is arranged in the limit holes 2123. This setting method can further enhance the engagement degree between the main fixed wheel assembly 212 and the main shaft 211 on the basis of knurling, so as to improve the connection strength. It can be understood that the limit posts 2122 can also be arranged on the main shaft 211, and the limit holes 2123 can be arranged on the main fixed wheel assembly 212.

[0052] As Figure 4 and Figure 5As shown, a relative sliding is provided between the thrust disk assembly 214 and the main sliding wheel assembly 213, and the main sliding wheel assembly 213 can relatively slide along the extension direction of the axis of the main shaft 211 relative to the thrust disk assembly 214. As described above, the main sliding wheel assembly 213 and the main shaft 211 are provided with a clearance fit, and the main fixed wheel assembly 212 and the main shaft 211 are integrally formed. That is, the main sliding wheel assembly 213 and the positioning disk assembly 215 can relatively slide and rotate relative to the main shaft 211. Therefore, as an optional implementation manner, in addition to ensuring mutual sliding between the thrust disk assembly 214 and the main sliding wheel assembly 213, the connection between the thrust disk assembly 214 and the main sliding wheel assembly 213 needs to transmit the rotational driving force obtained by the thrust disk assembly 214 from the main shaft 211 to the main sliding wheel assembly 213, effectively ensuring the consistent movement between the main sliding wheel assembly 213 and the main fixed wheel assembly 212. Specifically, a connection end 2145 is provided on the thrust disk assembly 214. Correspondingly, a sliding positioning groove 2135 is also provided on the main sliding wheel body 2131. The sliding positioning groove 2135 is fixedly connected or integrally formed with the main sliding wheel body 2131, and the sliding positioning groove 2135 extends substantially along the extension direction of the main shaft 211. At least a part of the connection end 2145 is arranged in the sliding positioning groove 2135 and can relatively slide substantially along the extension direction of the sliding positioning groove 2135.

[0053] As Figure 8As shown, as a specific embodiment, the thrust disc assembly 214 further includes a thrust disc wheel shaft 2146, thrust disc rollers 2147, and thrust disc sliders 2148. The connection end 2145 includes a first connection hole 2145a and a second connection hole 2145b. At least part of the thrust disc rollers 2147 are disposed between the first connection hole 2145a and the second connection hole 2145b. The thrust disc wheel shaft 2146 is disposed to at least partially pass through the first connection hole 2145a, the thrust disc rollers 2147, and the second connection hole 2145b. A clearance connection is provided between the thrust disc rollers 2147 and the thrust disc wheel shaft 2146, that is, the thrust disc rollers 2147 can rotate relative to the thrust disc wheel shaft 2146. Further, slider accommodation portions 2149 are provided on both sides of the connection end 2145, and the slider accommodation portions 2149 on both sides communicate with the first connection hole 2145a and the second connection hole 2145b respectively. At least part of the thrust disc sliders 2148 are disposed in the slider accommodation portions 2149. When the thrust disc assembly 214 is in a connected state with the main sliding wheel assembly 213, both ends of the thrust disc wheel shaft 2146 abut against the thrust disc sliders 2148 and are jointly located in the sliding positioning groove 2135 with the connection end 2145. A clearance fit is provided between the connection end 2145 and the sliding positioning groove 2135. Therefore, the connection end 2145 can relatively slide between the sliding positioning grooves 2135. At least part of the thrust disc sliders 2148 are also disposed outside the slider accommodation portions 2149. When the connection end 2145 slides in the sliding positioning groove 2135, friction can be generated between the thrust disc sliders 2148 and the inner wall of the sliding positioning groove 2135. To further ensure the stable connection of the thrust disc rollers 2147 between the first connection hole 2145a and the second connection hole 2145b, elastic gaskets 2149a can also be provided between the thrust disc rollers 2147 and the first connection hole 2145a and / or the second connection hole 2145b, so that a certain pre-tightening force is formed along the axial direction of the first connection hole 2145a for the thrust disc rollers 2147. It can be understood that this setting method can avoid direct friction between the thrust disc body 2143 and the sliding positioning groove 2135, and can be replaced after wear occurs at the friction contact part, improving the overall service life of the continuously variable transmission 200.

[0054] As Figure 9As shown, as an alternative embodiment, the main sliding wheel assembly 213 includes three sliding positioning grooves 2135. Correspondingly, three connection ends 2145 are provided on the thrust disc assembly 214. It can be understood that, in order to ensure the stability of the main transmission mechanism 21 during rotation, the three sliding positioning grooves 2135 are arranged on the main sliding wheel assembly 213 to be evenly distributed around the axis center of the main sliding wheel assembly 213. Correspondingly, the connection ends 2145 are also arranged on the thrust disc assembly 214 to be symmetrically distributed around the axis center of the thrust disc assembly 214. This selection of the quantity can, on the premise of realizing the stability of the relative movement between the main sliding wheel assembly 213 and the thrust disc assembly 214, simplify the internal structure of the continuously variable transmission 200 as much as possible and reduce the manufacturing cost.

[0055] As Figure 10 shown, a receiving space 2136 is also provided between the main sliding wheel assembly 213 and the thrust disc assembly 214. A centrifugal block 2137 is arranged in the receiving space 2136. One end of the centrifugal block 2137 is rotatably connected to the main sliding wheel body 2131, and the other end of the centrifugal block 2137 abuts against the thrust disc assembly 214. When the rotational speed of the main shaft 211 is greater than the first threshold, the centrifugal block 2137 rotates along the rotating connection shaft 2138 under the action of centrifugal force. Therefore, the centrifugal block 2137 pushes the main sliding wheel assembly 213 away from the thrust disc assembly 214, that is, the main sliding wheel assembly 213 slides along the axis of the main shaft 211 towards the end close to the main fixed wheel assembly 212. At this time, the relative distance between the main sliding wheel assembly 213 and the main fixed wheel assembly 212 is reduced, thereby squeezing the transmission belt 23, and the rotational diameter of the transmission belt 23 between the main fixed wheel assembly 212 and the main sliding wheel assembly 213 increases. It can be understood that when the rotational speed of the main shaft 211 is less than or equal to the first threshold, the main sliding wheel assembly 213 returns to its original position under the action of the elastic member 2141. Specifically, the centrifugal block 2137 is basically arranged in the receiving space 2136 of the sliding positioning groove 2135. One end of the centrifugal block 2137 is rotatably connected to the main sliding wheel body 2131, and the other end of the centrifugal block 2137 abuts against the thrust disc roller 2147. When a relative displacement occurs between the main sliding wheel assembly 213 and the main fixed wheel assembly 212, the thrust disc roller 2147 can roll relatively with the centrifugal block 2137.

[0056] As Figure 10 and Figure 11As shown, the centrifugal block 2137 includes an abutting portion 2137a, a centrifugal block body 2137b, and a limiting portion 2137c. Among them, the abutting portion 2137a is arranged on one side of the centrifugal block body 2137b close to the main pulley body 2131, and the limiting portion 2137c is arranged at the end of the centrifugal block body 2137b close to the thrust disc assembly 214. As described above, when the rotational speed of the main shaft 211 is less than or equal to the first threshold, there is no relative rotation between the centrifugal block 2137 and the main pulley assembly 213, and at this time, the centrifugal block 2137 is in the first position; when the centrifugal block 2137 is in the first position, the abutting portion 2137a is in an abutting state with the main pulley assembly 213. Therefore, the arrangement of the abutting portion 2137a can effectively limit the starting position of the rotation of the centrifugal block 2137. The rotational speed of the main shaft 211 of the continuously variable transmission 200 provided in the present application further includes a second threshold, and the rotational speed of the first threshold is greater than the second threshold. When the rotational speed of the main shaft 211 is equal to the second threshold, the rotation between the centrifugal block 2137 and the main pulley assembly 213 reaches the maximum limit, and at this time, the centrifugal block 2137 is in the second position. As described above, one end of the centrifugal block 2137 provided with the limiting portion 2137c abuts against the thrust disc roller 2147. This arrangement makes it possible to form a rolling friction between the centrifugal block 2137 and the thrust disc roller 2147 when the centrifugal block 2137 moves relative to the thrust disc assembly 214. Compared with the sliding friction between the centrifugal block 2137 and the thrust disc assembly 214, the resistance is smaller, making the operation of the centrifugal block 2137 smoother. Specifically, the centrifugal block 2137 includes a rolling surface 2137d that forms a rolling friction with the thrust disc roller 2147. When the rotational speed of the main shaft 211 changes between the first threshold and the second threshold, under the action of centrifugal force, relative rotation occurs between the thrust disc roller 2147 and the rolling surface 2137d. Specifically, when the rotational speed of the main shaft 211 is gradually increasing between the first threshold and the second threshold, at this time, the relative position of the thrust disc roller 2147 on the rolling surface 2137d slides from the side close to the abutting portion 2137a to the side close to the limiting portion 2137c. When the rotational speed is gradually decreasing, the sliding direction is opposite. It can be understood that whether the centrifugal block 2137 is in the first position or the second position, the thrust disc roller 2147 is always in an abutting state with the rolling surface 2137d, and when the centrifugal block 2137 is in the second position, the thrust disc roller 2147 is located on the side of the rolling surface 2137d closest to the limiting portion 2137c. During this movement process, the phase position of the centrifugal block 2137 also moves with the sliding of the main pulley assembly 213. It can be understood that the distance between the axis of the rotation connecting shaft 2138 when the centrifugal block 2137 is in the first position and the axis of the rotation connecting shaft 2138 when the centrifugal block 2137 is in the second position is the maximum distance that the main pulley assembly 213 can slide relative to the main shaft 211.As described above, the positioning disk assembly 215 and the main sliding wheel assembly 213 are fixedly connected, and the positioning disk assembly 215 can slide along the extension direction of the main shaft 211 following the main sliding wheel assembly 213. Therefore, Figure 4 The distance between the positioning disk assembly 215 and the nut 217 in Figure 4 is basically the same as the maximum distance that the aforementioned main shaft 211 slides. Understandably, when the centrifugal block 2137 moves to the second position, the positioning disk assembly 215 abuts against the nut 217. For the convenience of description, in this application, the distance along the axis direction of the main shaft 211 between the axis of the rotation connection shaft 2138 when the centrifugal block 2137 is in the first position and the axis of the rotation connection shaft 2138 when the centrifugal block 2137 is in the second position is defined as the maximum sliding distance H3; Understandably, the distance between the positioning disk assembly 215 and the nut 217 is also the maximum sliding distance H3. As an alternative implementation manner, in this application, the maximum sliding distance H3 is greater than or equal to 28 mm and less than or equal to 32 mm.

[0057] As Figure 10 As shown, a preset plane S1 perpendicular to the axis of the rotation connection shaft 2138 is defined. The projection of the axis of the rotation connection shaft 2138 along its own extension direction on the preset plane S1 is defined as the rotation projection point P1. The projection of the axis of the main shaft 211 along the axis direction of the rotation connection shaft 2138 on the preset plane S1 is defined as the active projection line L1. As an alternative implementation manner, the distance H4 between the rotation projection point P1 and the active projection line L1 is greater than or equal to 84 mm and less than or equal to 88 mm. The centrifugal block 2137 further includes a centroid P2. The distance H5 between the projection of the centroid P2 along the axis direction of the rotation connection shaft 2138 on the preset plane S1 and the rotation projection point P1 is greater than or equal to 15 mm and less than or equal to 18 mm. Understandably, the greater the distance between the centroid P2 and the rotation projection point P1 and the distance between the rotation projection point P1 and the axis of the main shaft 211, the smaller the centrifugal force required for the centrifugal block 2137 to rotate to the same distance. In this way, the centrifugal force reaction of the centrifugal block 2137 and the roller structure to the rotation of the main shaft 211 can be more sensitive. However, setting too long a distance will cause the overall occupancy of the centrifugal block 2137 and the main sliding wheel assembly 213 to be relatively large, resulting in an increase in the volume of the entire continuously variable transmission 200. Therefore, it is necessary to control the above distances within a reasonable range.

[0058] As described above, the centrifugal block 2137 further includes a limiting portion 2137c provided at the end. When the rotation speed of the main shaft 211 reaches the second threshold, the limiting portion 2137c abuts against the thrust disk roller 2147, thereby restricting the relative position between the limiting portion 2137c and the thrust disk roller 2147. The relative position when the centrifugal block 2137 abuts against the limiting portion 2137c is defined as the third position. As Figure 11As shown, when the thrust disk roller 2147 is in the third position relative to the centrifugal block 2137, the limiting portion 2137c abuts against the thrust disk roller 2147, and the thrust disk roller 2147 does not contact the rolling surface 2137d. Therefore, it can be understood that when the thrust disk roller 2147 is in the third position relative to the centrifugal block 2137, the main force application point of the thrust disk roller 2147 at this time comes from the abutting point between the thrust disk roller 2147 and the limiting portion 2137c. When the thrust disk roller 2147 is in the second position relative to the centrifugal block 2137, the main force on the thrust disk roller 2147 comes from the support of the rolling surface 2137d on the thrust disk roller 2147. The straight line extending in the direction of the support force received by the thrust disk roller 2147 is defined as the preset straight line L2. As an alternative implementation, when the thrust disk roller 2147 is in the second position relative to the centrifugal block 2137, the included angle between the projection of the preset straight line L2 along the axis direction of the rotation connection shaft 2138 on the preset plane S1 and the active projection line L1 is α1. When the thrust disk assembly 214 is in the third position relative to the centrifugal block 2137, the included angle between the projection of the preset straight line L2 along the axis direction of the rotation connection shaft 2138 on the preset plane S1 and the active projection line L1 is α2. As an alternative implementation, the difference between α2 and α1 is greater than or equal to 15° and less than or equal to 35°. This setting method can greatly reduce the axial component force of the centrifugal block 2137 on the thrust disk roller 2147 along the extension direction of the active projection line L1 when the thrust disk roller 2147 is in the third position relative to the centrifugal block 2137, effectively reducing the force between the thrust disk roller 2147 and the centrifugal block 2137, and reducing the impact between the thrust disk assembly 214 and the centrifugal block 2137 when the rotational speed of the main shaft 211 reaches the second threshold value.

[0059] As Figure 9 and Figure 12aAs shown, as an alternative embodiment, at least a part of the centrifugal block 2137 is disposed in the sliding positioning groove 2135 and is rotatably connected to the main sliding wheel body 2131 through a rotating connection shaft 2138. Specifically, the sliding positioning groove 2135 includes a first mounting portion 2135a and a second mounting portion 2135b. The rotating connection shaft 2138 is configured to sequentially pass through the first mounting portion 2135a, the centrifugal block 2137, and the second mounting portion 2135b. An abutting portion 2138a is formed at one end of the rotating connection shaft 2138, and a connecting portion 2138b is formed at the other end of the rotating connection shaft 2138. The rotating connection shaft 2138 is fixed along the axial direction by the connecting portion 2138b and the abutting portion 2138a. In the present application, the connecting portion 2138b is configured as an external thread structure, that is, the connecting portion 2138b is fixedly connected to the rotating connection shaft 2138 through the cooperation of a nut and the external thread. The abutting portion 2138a is configured as a bolt head and is integrally formed or fixedly connected to the rotating connection shaft 2138. When the centrifugal block 2137 is connected to the main sliding wheel body 2131 through the rotating connection shaft 2138, the abutting portion 2138a abuts against the side of the first mounting portion 2135a away from the sliding positioning groove 2135, and the connecting portion 2138b abuts against the side of the second mounting portion 2135b away from the sliding positioning groove 2135 through a nut. Further, a bushing 2138c is provided between the rotating connection shaft 2138 and the centrifugal block 2137. An interference fit is provided between the centrifugal block 2137 and the bushing 2138c, and a clearance fit is provided between the bushing 2138c and the rotating connection shaft 2138. A clearance fit is provided between the rotating connection shaft 2138 and the first mounting portion 2135a and the second mounting portion 2135b respectively. This setting method can make the rotational connection between the centrifugal block 2137 and the main sliding wheel body 2131 more flexible. The assembly direction of the rotating connection shaft 2138 is from the first mounting portion 2135a towards the second mounting portion 2135b, and the rotation direction of the main shaft 211 is from the second mounting portion 2135b towards the first mounting portion 2135a. It can be understood that the rotation direction here refers to the forward rotation direction of the main shaft 211. It should be noted that for the convenience of description, in the present application, the side of the second mounting portion 2135b where the abutting surface 2135c faces or is close to the first mounting portion 2135a is defined as the first side of the abutting surface 2135c, and the side of the second mounting portion 2135b where the abutting surface 2135c is away from the first mounting portion 2135a is defined as the second side of the abutting surface 2135c.

[0060] As Figure 12bAs shown, as another alternative embodiment, the rotating connection shaft 2138 also includes a connection portion 2138b and an abutting portion 2138a. In this embodiment, the connection portion 2138b is disposed close to the abutting portion 2138a. Specifically, an abutting surface 2135c facing the first mounting portion 2135a is formed in the second mounting portion 2135b. It can be understood that the inner surface of the second mounting portion 2135b in contact with the rotating connection shaft 2138 has a diameter greater on the first side of the abutting surface 2135c than on the side away from the first mounting portion 2135a. When the rotating connection shaft 2138 is in a connected state with the main sliding wheel body 2131, the abutting portion 2138a abuts against the abutting surface 2135c, and one end of the rotating connection shaft 2138 located on the second side of the abutting surface 2135c is fixedly connected to the rotating connection shaft 2138 through the connection portion 2138b. Specifically, the connection portion 2138b can be provided with external threads and fastened to the rotating connection shaft 2138 by a nut. That is, in this embodiment, the rotating connection shaft 2138 is positioned in its axial direction through the connection portion 2138b and the abutting of the abutting portion 2138a against the abutting surface 2135c. Further, there is a clearance fit between the rotating connection shaft 2138 and the first mounting portion 2135a, and there is a clearance fit between the second mounting portion 2135b on the second side of the abutting surface 2135c and the rotating connection shaft 2138, and there is an interference fit between the second mounting portion 2135b on the first side of the abutting surface 2135c and the rotating connection shaft 2138.

[0061] As an implementation manner, the distance between the connection portion 2138b and the abutting portion 2138a is small. It can be understood that in this embodiment, the distance between the connection portion 2138b and the abutting portion 2138a is less than the axial contact length between the second mounting portion 2135b and the rotating connection shaft 2138. This setting method can effectively reduce the length of the axial fixation between the rotating connection shaft 2138 and the main sliding wheel body 2131 along the axis of the rotating connection shaft 2138, so that the axial fixation only needs to be achieved within the second mounting portion 2135b, reducing assembly errors. Further, this setting method makes the abutting portion 2138a substantially on the same side of the rotating connection shaft 2138 as the connection portion 2138b, which can effectively improve the surface roughness of the rotating connection shaft 2138 during the manufacturing process.

[0062] The axial length of the surface contact between the second mounting portion 2135b and the rotating connecting shaft 2138 along the axis direction of the rotating connecting shaft 2138 is defined as the connecting length H6, and the axial length of the contact between the second mounting portion 2135b and the second side surface of the rotating connecting shaft 2138 located on the abutting surface 2135c is defined as the fixing length H7. The ratio between the fixing length H7 and the connecting length H6 is greater than or equal to 0.6 and less than or equal to 0.75. This setting method can effectively ensure the effective connection strength between the rotating connecting shaft 2138 and the second mounting portion 2135b, avoiding insufficient axial fixing strength caused by too short an axial length of the interference fit between the rotating connecting shaft 2138 and the second mounting portion 2135b, and at the same time avoiding an increase in the assembly difficulty of the second mounting portion 2135b due to too long an axial length of the interference fit.

[0063] As described above, when the all-terrain vehicle 100 is in the forward working condition, the rotation of the crankshaft 1311 drives the main shaft 211 to rotate. The centrifugal force during the rotation of the main shaft 211 drives the main sliding wheel assembly 213 to approach the main fixed wheel assembly 212, thereby clamping the transmission belt 23, so that the main transmission mechanism 21 transmits the driving force to the secondary transmission mechanism 22 through the transmission belt 23, and further transmits the driving force to the traveling assembly 14 through the secondary transmission mechanism 22 via the speed change assembly 15. The operating state of the above engine 131 is called the accelerating state of the engine 131. In addition, the engine 131 also includes an idling state. When the engine 131 is started and no throttle operation is performed on the all-terrain vehicle 100, the engine 131 is in the idling state. When the engine 131 is in the idling state, the crankshaft 1311 and the main shaft 211 rotate forward and at a low speed, which is not sufficient to generate enough centrifugal force for the thrust plate assembly 214 to drive the main sliding wheel assembly 213 to slide towards the main fixed wheel assembly 212. That is, at this time, the transmission belt 23 is located on the main shaft 211. As described above, a bearing 2111 is provided between the transmission belt 23 and the main shaft 211, and the bearing 2111 is a kind of bi-directional bearing. Therefore, it can be understood that when the vehicle is in the idling state, no driving force is transmitted between the main transmission mechanism 21 and the secondary transmission mechanism 22. Further, when the all-terrain vehicle 100 is in the downhill working condition and the vehicle is in the idling working condition, it can be understood that the all-terrain vehicle 100 will continuously accelerate under its own gravity, that is, the traveling assembly 14 transmits the driving force to the secondary transmission mechanism 22 through the speed change assembly 15. Since the transmission belt 23 is located on the main shaft 211 at this time, the secondary transmission mechanism 22 cannot transmit the driving force to the main transmission mechanism 21. In this case, when the all-terrain vehicle 100 is in the downhill working condition, the traveling assembly 14 drives the speed change assembly 15 and the secondary transmission mechanism 22 to rotate idly, and the speed gradually increases.

[0064] Based on this, as Figure 13a 、 13b and Figure 14As shown, as an alternative embodiment, the main drive mechanism 21 further includes a braking component 216 disposed on the main shaft 211, and the braking component 216 is basically disposed between the transmission belt 23 and the main shaft 211. Specifically, the braking component 216 includes a sliding member 2161 and a positioning member 2162. The sliding member 2161 is disposed between the bearing 2111 and the main shaft 211, and a non-driving connection is provided between the sliding member 2161 and the main shaft 211, while a driving connection is provided between the sliding member 2161 and the bearing 2111. It can be understood that a clearance fit can be provided between the sliding member 2161 and the main shaft 211, that is, when the sliding member 2161 rotates, the main shaft 211 does not rotate synchronously with the sliding member 2161. Further, the positioning member 2162 is disposed between the sliding member 2161 and the main shaft 211, and the positioning member 2162 is disposed on the main shaft 211 and is fixedly connected to the main shaft 211. Further, a positioning groove 2162a is provided on the positioning member 2162. Correspondingly, a protrusion 2161a is provided on the sliding member 2161. When the sliding member 2161 and the positioning member 2162 are respectively in an installed state with respect to the main shaft 211, the sliding member 2161 and the positioning member 2162 cooperate with each other, and at this time, at least a part of the protrusion 2161a is located in the positioning groove 2162a. As Figure 15a and Figure 15b shown, the positioning groove 2162a is configured such that when the sliding member rotates relative to the positioning member 2162, while the sliding member 2161 rotates relative to the positioning member 2162 along a preset direction, the sliding member 2161 can also generate relative sliding along the axial extension direction of the main shaft 211 towards the side close to the main sliding wheel assembly 213 relative to the positioning member 2162.

[0065] As Figure 13a 、 13b and Figure 14As shown, on the side of the sliding member 2161 away from the main sliding wheel assembly 213, a pushing portion 2161b is further provided, and at least a part of the pushing portion 2161b is located on one side of the transmission belt 23. When the sliding member 2161 rotates relative to the positioning member 2162 along a preset direction, at this time, the sliding member 2161 simultaneously generates a relative displacement toward the side close to the main sliding wheel assembly 213. During this process, the pushing portion 2161b drives the transmission belt 23 to displace toward the side close to the main sliding wheel assembly 213 until the transmission belt 23 abuts against the main sliding wheel so that a driving force can be transmitted between the transmission belt 23 and the main sliding wheel assembly 213. Optionally, an elastic member 2163 is further provided between the main sliding wheel assembly 213 and the sliding member 2161 to facilitate applying a pre-tightening force to the sliding member 2161 that is away from the main sliding wheel assembly 213, so that when the sliding member 2161 is not subjected to the rotational driving force in the preset direction, it can return to the position close to the main fixed wheel assembly 212. It can be understood that the rotational driving force of the sliding member 2161 along the preset direction comes from the driving of the transmission belt 23. Therefore, the transmission belt 23 needs to transmit the driving force to the sliding member 2161 in the preset direction. For this purpose, in this embodiment, the bearing 2111 is set as a one-way bearing, that is, when the transmission belt 23 rotates along the preset reverse direction, the transmission belt 23 can transmit the driving force to the sliding member 2161 through the bearing 2111. When the transmission belt 23 rotates in the direction opposite to the preset direction, the transmission belt 23 cannot transmit the driving force to the sliding member 2161. And the aforementioned preset direction is the reverse rotation direction of the main shaft 211. That is, when the transmission belt 23 rotates forward or the main shaft 211 rotates forward and the rotational speed is less than the first threshold, no driving force is transmitted between the transmission belt 23 and the sliding member 2161; when the transmission belt 23 or the main shaft 211 rotates in reverse, the driving force can be transmitted between the transmission belt 23 and the sliding member 2161.

[0066] As an implementation, when the all-terrain vehicle 100 is in a downhill working condition, the traveling assembly 14 transmits the driving force to the secondary transmission mechanism 22 through the speed change assembly 15. At this time, the reverse rotation of the secondary transmission mechanism 22 drives the transmission belt 23 to rotate in reverse. Driven by the bearing 2111 configured as a one-way bearing, while the transmission belt 23 drives the sliding member 2161 to rotate, it slides towards the main sliding wheel assembly 213 and drives the transmission belt 23 to abut against the main sliding wheel assembly 213. Thus, the driving force is transmitted reversely to the crankshaft 1311 through the main sliding wheel assembly 213 and the main shaft 211. Furthermore, when the all-terrain vehicle 100 is going downhill, the potential energy generated under the action of gravity is transmitted to the engine 131 through the above series of transmission components, and through the internal components of the engine 131, the effective control of the above rotational speed is achieved, thereby reducing the rotational speed of the traveling assembly 14 in the downhill working condition and realizing the function of smooth downhill. In this application, the operating state in which the driving force of the traveling assembly 14 is transmitted reversely to the engine 131 through the continuously variable transmission 200 is called the downhill braking state. It should be noted that the "axis of the thrust plate assembly 214", "axis of the positioning plate assembly 215", "axis of the main sliding wheel assembly 213", and "axis of the main fixed wheel assembly 212" that appeared in the previous text are basically on the same straight line as the axis of the main shaft 211. If there are slight differences between the axes due to manufacturing errors or tolerances, they should all be covered within the protection scope of this application..

[0067] As Figure 16 shown, the continuously variable transmission 200 provided in this application further includes a secondary transmission mechanism 22. The secondary transmission mechanism 22 includes a secondary fixed wheel assembly 221, a secondary sliding wheel assembly 222, and a secondary driven shaft 223. A fixed connection is provided between the secondary fixed wheel assembly 221 and the secondary driven shaft 223, and a clearance connection is provided between the secondary sliding wheel assembly 222 and the secondary driven shaft 223, that is, the secondary sliding wheel assembly 222 can relatively slide along the axis direction of the secondary driven shaft 223 and can also relatively rotate within a certain range relative to the secondary driven shaft 223. A transmission connection is provided between the secondary sliding wheel assembly 222 and the secondary fixed wheel assembly 221, that is, the secondary sliding wheel assembly 222 can relatively displace along the extending direction of the axis of the secondary driven shaft 223 relative to the secondary fixed wheel assembly 221, and the rotational driving force of the secondary fixed wheel assembly 221 around the axis of the secondary driven shaft 223 can also be synchronously transmitted to the secondary sliding wheel assembly 222. Specifically, the secondary transmission mechanism 22 further includes a cam assembly 224. Viewed along the axis direction of the secondary driven shaft 223, the cam assembly 224 is arranged between the secondary fixed wheel assembly 221 and the secondary sliding wheel assembly 222. Further, viewed along the radial direction of the secondary driven shaft 223, the cam assembly 224 is at least partially arranged between the secondary fixed wheel assembly 221 and the secondary driven shaft 223. A fixed connection is provided between the cam assembly 224 and the secondary sliding wheel assembly 222, that is, the cam assembly 224 can slide synchronously with the secondary sliding wheel assembly 222.

[0068] As Figure 16 and Figure 17 shown, as an alternative embodiment, the driven shaft 223 at least partially passes through the cam assembly 224, and a sliding groove 2241 is provided on the outer peripheral surface of the cam assembly 224. Correspondingly, the fixed wheel assembly 221 further includes a fixed wheel body 2211 and a driven roller 2212. The driven roller 2212 is rotatably connected to the fixed wheel body 2211, and the driven roller 2212 is basically arranged in the sliding groove 2241 and can rotate or produce relative displacement in the sliding groove 2241. When the driven roller 2212 is located in the sliding groove 2241, at least a part of the driven roller 2212 is located between the cam assembly 224 and the fixed wheel body 2211.

[0069] As Figures 16 to 1 shown in FIG. 8, the driven roller 2212 is rotatably connected to the fixed wheel body 2211 through a roller shaft 2213. The roller shaft 2213 at least partially passes through the fixed wheel body 2211 and is fixedly connected to the fixed wheel body 2211. The driven roller 2212 further includes a roller hole 2212a. The roller shaft 2213 also at least partially passes through the roller hole 2212a and forms a clearance fit with the driven roller 2212. Further, an annular boss 2212b is provided inside the roller hole 2212a. Correspondingly, an annular groove 2213a is provided on the outer surface of the roller shaft 2213 in contact with the roller hole 2212a. When the roller shaft 2213 and the driven roller 2212 are in the installed state, the annular boss 2212b is basically located inside the annular groove 2213a and abuts against one end of the annular groove 2213a close to the driven shaft 223. The roller shaft 2213 realizes the limit in the radial direction of the driven shaft 223 with the annular groove 2213a through the above abutment. Further, the driven roller 2212 is made of an elastic material, and the roller shaft 2213 is made of a rigid material. In the present application, the roller shaft 2213 is made of a metal material. Therefore, when assembling the driven roller 2212 and the roller shaft 2213, only the driven roller 2212 needs to be pressed into the roller shaft 2213 along the axial extension direction of the roller shaft 2213, and through the elastic deformation of the driven roller 2212 itself until the annular boss 2212b enters the annular groove 2213a, the assembly between the roller shaft 2213 and the driven roller 2212 can be realized. This assembly method can effectively realize the rotational connection between the driven roller 2212 and the roller shaft 2213 without setting gaskets, reducing the number of components and simplifying the assembly process.

[0070] The sliding groove 2241 is arranged such that the driven roller 2212 can roll to different positions within the sliding groove 2241, and following the driven roller 2212 rolling to different positions within the sliding groove 2241, under the relative movement between the sliding groove 2241 and the driven roller 2212, the slave pulley assembly 222 slides relative to the slave fixed pulley assembly 221 to different positions. During the operation of the continuously variable transmission 200, as the rotational speed of the crankshaft 1311 gradually becomes greater than the first threshold and continues to increase, the centrifugal force generated by the centrifugal block 2137 increases, causing the main pulley assembly 213 to slide towards one side of the main fixed pulley assembly 212, that is, the main pulley assembly 213 and the main fixed pulley assembly 221 approach each other, and at this time the transmission radius of the transmission belt 23 increases; however, when the total length of the transmission belt 23 remains unchanged, the secondary transmission mechanism 22 needs to correspondingly reduce the transmission radius of the transmission belt 23. Since the transmission belt 23 has a certain stiffness, therefore, at this time the transmission belt 23 can apply a force to the slave pulley assembly 222 on the side away from the slave fixed pulley assembly 221 within the secondary transmission mechanism 22, causing the slave pulley assembly 222 to slide towards the side away from the slave fixed pulley assembly 221.

[0071] Correspondingly, when the rotational speed of the crankshaft 1311 gradually decreases within the range from the second threshold to the first threshold, the centrifugal force of the centrifugal block 2137 gradually decreases, and the main pulley assembly 213 slides towards the side away from the main fixed pulley assembly 212 during this process, reducing the transmission radius of the transmission belt 23. Similarly, when the length remains unchanged, the slave pulley assembly 222 should correspondingly slide towards the side close to the slave fixed pulley assembly 221 to increase the transmission radius of the transmission belt 23 within the secondary transmission mechanism 22. As an alternative implementation, an elastic member 2214 is provided between the cam assembly 224 and the slave fixed pulley assembly 221. One end of the elastic member 2214 abuts against the cam assembly 224, and the other end of the elastic member 2214 abuts against the slave fixed pulley assembly 221. Since the cam assembly 224 is fixedly connected to the slave pulley assembly 222, therefore, the elastic member 2214 can provide a pre-tightening force that causes the slave pulley assembly 222 and the slave fixed pulley assembly 221 to approach each other inside the secondary transmission mechanism 22. Therefore, when the slave pulley assembly 222 and the slave fixed pulley assembly 221 are in a state of moving away from each other under the action of the transmission belt 23, the elastic member 2214 always provides a force in the direction of approaching the slave fixed pulley assembly 221 to the slave pulley assembly 222 during this process. In this setting mode, when the transmission belt 23 reduces the transmission radius within the primary transmission mechanism 21, the slave pulley assembly 222 and the slave fixed pulley assembly 221 of the secondary transmission mechanism 22 can approach each other under the action of the elastic member 2214, preventing the transmission radius of the secondary transmission mechanism 22 from failing to respond to the transmission requirements of the primary transmission mechanism 21, resulting in the transmission belt 23 becoming loose and further causing transmission failure.

[0072] Such asFigure 19 As shown, the sliding groove 2241 is set as an inwardly recessed accommodation space, which is recessed inwardly on the basis of the wall thickness of the original cam assembly 224, that is, the wall thickness at the sliding groove 2241 is much smaller than the wall thickness of the cam assembly 224, and the wall thickness difference between the wall thickness of the sliding groove 2241 and the cam assembly 224 forms a limiting surface 2242 of the sliding groove 2241, and the limiting surface 2242 is used to limit the movement track of the driven roller 2212 in the sliding groove 2241. It should be explained here that the "wall thickness" described in this application refers to the radial thickness of the cam assembly 224 and the radial thickness at the sliding groove 2241. In this application, the wall thickness at the sliding groove 2241 is greater than or equal to 2.5 mm and less than or equal to 3.5 mm. The selection of this wall thickness range can not only effectively ensure the operating strength of the sliding groove 2241, but also effectively reduce the weight of the cam assembly 224 as much as possible and simplify the structure. Further, in order to effectively reduce the heat generated by friction during the operation of the driven roller 2212 in the sliding groove 2241 and avoid overheating failure of the driven roller 2212, heat dissipation holes 2243 are also provided in the sliding groove 2241, which are used to further transfer the sliding groove 2241 during the operation of the driven roller 2212 and the sliding groove 2241 to other parts of the transmission mechanism 22 through the driven shaft 223, thereby effectively improving the working efficiency of the continuously variable transmission 200.

[0073] As Figure 20aAs shown, the minimum width of the sliding groove 2241 is defined as the groove width H8. The diameter R of the heat dissipation hole 2243 needs to satisfy that the ratio between the groove width H8 and the diameter R of the heat dissipation hole 2243 is greater than or equal to 1.2 and less than or equal to 2.4. Only by setting the diameter of the heat dissipation hole 2243 within an appropriate range can the sliding groove 2241 have sufficient strength to avoid cracking or failure of the sliding groove 2241. Further, the heat dissipation hole 2243 should be provided in the middle part of the sliding groove 2241, that is, the heat dissipation hole 2243 should not be provided on any limiting surface 2242 of the sliding groove 2241. Specifically, the distance between the heat dissipation hole 2243 and any limiting surface 2242 of the sliding groove 2241 should be set to be greater than or equal to 2 mm. The movement range of the driven roller 2212 in the sliding groove 2241 is defined as the sliding area 2241a. It can be understood that the diameter of the driven roller 2212 is set to be less than or equal to the groove width H8 to move within the sliding area 2241a. To ensure the smooth movement of the driven roller 2212, in this application, the diameter of the driven roller 2212 is less than the groove width H8. For the convenience of description, two orientations, namely the upper and lower sides of the sliding groove 2241, are also defined in the figure. Specifically, the sliding groove 2241 extending along the axis of the driven shaft 223 and facing the fixed wheel assembly 221 is defined as the upper side of the sliding groove 2241, and the sliding groove 2241 extending along the axis of the driven shaft 223 and facing the sliding wheel assembly 222 is defined as the lower side of the sliding groove 2241. The driven roller 2212 can move up and down in the sliding groove 2241. It can be understood that when the transmission diameter of the transmission belt 23 in the main transmission mechanism 21 increases from small to large, the transmission diameter of the transmission belt 23 in the secondary transmission mechanism 22 decreases from large to small. At this time, the distance between the sliding wheel assembly 222 and the fixed wheel assembly 221 increases, and the driven roller 2212 moves from the lower side to the upper side of the sliding groove 2241. The corresponding working condition at this time is generally the acceleration stage of the all-terrain vehicle 100. On the contrary, the driven roller 2212 moves from the upper side to the lower side of the sliding groove 2241 in the sliding groove 2241. The corresponding working condition at this time is generally the deceleration stage of the all-terrain vehicle 100. It can be understood that as long as the transmission diameter of the transmission belt 23 in the main transmission mechanism 21 changes accordingly, it will cause the driven roller 2212 to move up and down without obstruction in the sliding area 2241a of the sliding groove 2241.

[0074] As Figure 20bAs shown, as another alternative embodiment, the sliding groove 2241 further includes a braking area 2241b, which is basically arranged at the lowermost part of the sliding groove 2241 and communicates with the sliding area 2241a. Different from the sliding area 2241a, when the driven roller 2212 is located in the braking area 2241b, the driven roller 2212 can hardly move in the up-and-down direction of the sliding groove 2241. The sliding area 2241a and the braking area 2241b are distributed on the outer surface of the cam assembly 224 and are basically circumferentially distributed. Specifically, the distribution direction of the sliding area 2241a and the braking area 2241b on the cam assembly 224 is basically the same as the rotation direction when the driven shaft 223 rotates forward, that is, the forward rotation direction of the driven shaft 223 is from the sliding area 2241a towards the braking area 2241b. This setting method can make the driven roller 2212 basically in the sliding area 2241a of the sliding groove 2241 when the driven shaft 223 rotates forward. Only when the driven shaft 223 rotates reversely, the driven roller 2212 enters the braking area 2241b, and the up-and-down movement of the driven roller 2212 along the sliding groove 2241 is restricted, that is, when the driven shaft 223 rotates reversely, the relative slip between the fixed wheel assembly 221 and the sliding wheel assembly 222 cannot occur. Therefore, when the all-terrain vehicle 100 is in the downhill braking state, the secondary transmission mechanism 22 can make the transmission belt 23 transmit the driving force to the primary transmission mechanism 21 through a relatively constant transmission diameter. It should be explained here that the forward rotation direction of the driven shaft 223 is basically the same as the forward rotation direction of the main shaft 211. Similarly, conversely, the reverse rotation direction of the main shaft 211 is also the reverse rotation direction of the driven shaft 223. It can be understood that in order to ensure that the secondary transmission mechanism 22 can stably transmit the driving force to the primary transmission mechanism 21, when the cam assembly 224 is located in the braking area 2241b, there is almost no relative slip between the fixed wheel assembly 221 and the sliding wheel assembly 222 along the axis direction of the driven shaft 223; that is, the relative distance between the fixed wheel assembly 221 and the sliding wheel assembly 222 hardly changes to ensure the effective transmission of the driving force on the transmission belt 23. Since the cam assembly 224 and the sliding wheel assembly 222 are respectively arranged in a sliding connection with the driven shaft 223, and the cam assembly 224 and the sliding wheel assembly 222 can also respectively form a circumferential rotation within a certain range with the driven shaft 223. Therefore, in this application, the cam assembly 224 and the driven shaft 223 are both connected in a slidable manner through the self-lubricating bearing and the wire retaining ring, and the sliding wheel assembly 222 and the driven shaft 223 are also connected in the same way. The connection method between the positioning disc assembly 215 and the main shaft 211 has been described in detail above. The connection methods and connection components of the cam assembly 224 and the driven shaft 223, the sliding wheel assembly 222 and the driven shaft 223, and the positioning disc assembly 215 and the main shaft 211 are basically the same, and will not be elaborated here.

[0075] As Figure 4 shown, as an alternative embodiment, the main fixed wheel assembly 212 and the slave sliding wheel assembly 222 are arranged on the same side of the transmission belt 23, and the main sliding wheel assembly 213 and the slave fixed wheel assembly 221 are arranged on the same side of the transmission belt 23. This arrangement can enable the continuously variable transmission 200 to generate a good clamping force on the transmission belt 23 during movement and transmit torque well.

[0076] In this application, a complete driving force transmission body is formed by bolt connection between the slave fixed wheel assembly 221 and the driven shaft 223, and the slave sliding wheel assembly 222 and the cam assembly 224 are fixedly connected by pins or bolts; and the roller shaft 2213 and the slave fixed wheel assembly 221 are also fixedly connected by pin or bolt connection. It can be understood that in other embodiments, other methods can also be used to achieve the fastening connection between the two, as long as the transmission of driving force can be formed between the two, it is within the protection scope of this application.

[0077] The foregoing has shown and described the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the above embodiments do not limit the present invention in any form. Any technical solutions obtained by means of equivalent replacement or equivalent transformation fall within the protection scope of the present invention.

Claims

1. A continuously variable transmission, comprising: A main transmission mechanism, A secondary transmission mechanism, which is in transmission connection with the main transmission mechanism; A transmission belt, which is respectively in transmission connection with the secondary transmission mechanism and the main transmission mechanism, and transmits driving force between the secondary transmission mechanism and the main transmission mechanism; Characterized in that the main transmission mechanism includes: A main shaft; A main sliding pulley assembly, which is sleeved on the main shaft and is slidably connected to the main shaft; A main fixed pulley assembly, which is basically arranged at the end of the main shaft. The main fixed pulley assembly includes a working surface facing the main sliding pulley assembly. The assembly method of the main fixed pulley assembly is to form a knurled contact surface on the contact surface between the main shaft and the main fixed pulley assembly by using a knurling process, and complete the molding of the main fixed pulley assembly by casting in the circumferential direction of the knurled contact surface. After completing the above steps, surface machining treatment is carried out on the working surface with the axis of the main shaft as the positioning basis.

2. The continuously variable transmission according to claim 1, characterized in that A bearing is arranged between the main sliding pulley assembly and the main fixed pulley assembly. One end of the bearing abuts against the main fixed pulley assembly, and the other end of the bearing abuts against the main sliding pulley assembly.

3. The continuously variable transmission according to claim 2, wherein The main transmission mechanism further includes a thrust plate assembly, which is arranged on the side of the main sliding pulley assembly away from the main fixed pulley assembly. The main transmission mechanism further includes a nut, which is fixedly connected to the main shaft. One end of the thrust plate assembly abuts against the main sliding pulley assembly, and the other end of the thrust plate assembly abuts against the nut.

4. The continuously variable transmission according to claim 3, characterized in that, The main sliding pulley assembly includes a sliding pulley body and a bushing. The bushing is fixedly connected to the main shaft, and the main sliding pulley body is slidably connected to the bushing.

5. The continuously variable transmission according to claim 4, characterized in that, The bearing abuts against one end of the bushing, and the thrust plate assembly abuts against the other end of the bushing.

6. The continuously variable transmission according to claim 5, characterized in that, A sliding area is formed on the side of the thrust plate assembly close to the main sliding pulley assembly. The main sliding pulley body can slide along the axis direction of the main shaft in the sliding area.

7. The continuously variable transmission according to claim 1, characterized in that, A limiting hole is arranged on the outer surface of the main shaft, and a limiting post is arranged on the main fixed pulley assembly. When the main fixed pulley assembly and the main shaft are in the installed state, at least part of the limiting post is arranged in the limiting hole.

8. The continuously variable transmission according to claim 1, characterized in that When the main shaft rotates forward, the transmission belt is basically in contact with the working surface.

9. The continuously variable transmission according to claim 1, wherein, The main transmission mechanism further includes a positioning plate assembly, which is arranged on the side of the thrust plate assembly away from the main sliding pulley. The positioning plate assembly is fixedly connected to the main sliding pulley assembly and can synchronously slide along the axis direction of the main shaft with the main sliding pulley assembly.

10. An all-terrain vehicle, comprising, A frame; [[ID= ​ ​ Characterized in that, the all-terrain vehicle is further provided with a continuously variable transmission as described in any one of claims 1-9, and the continuously variable transmission is arranged between the traveling assembly and the driving assembly and is respectively in transmission connection with the traveling assembly and the driving assembly.

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