Transmission and all-terrain vehicle adopting same

Abstract

The invention provides a transmission and an all-terrain vehicle adopting the transmission. A driving bevel gear and a gear shaft of the transmission have good connection stability. The transmission includes a housing, an output shaft assembly, and a bearing pack. The housing includes a housing body and an end cap. A matching cavity is defined by the shell body and the end cover. The shell body is provided with a communication port for communicating the matching cavity and the containing cavity. The output shaft assembly comprises a gear shaft, a transmission gear and a driving bevel gear. The gear shaft penetrates through the communication opening of the shell body. The first end of the gear shaft is located in the containing cavity. And the transmission gear and the driving bevel gear sleeve the gear shaft. The bearing set comprises a first ball bearing, a second ball bearing and a thrust bearing. The first ball bearing is located at the first end, and the gear shaft abuts against the shell body in the second axial direction through the first ball bearing. The second ball bearing is located at the communication port. The thrust bearing is located at the second end, and the gear shaft abuts against the end cover in the first axial direction through the thrust bearing.

Description

Technical Field

[0001] This application relates to the field of vehicle transmission technology, and more specifically, to a transmission and an all-terrain vehicle using the transmission. Background Technology

[0002] All-terrain vehicles (ATVs) are equipped with a four-wheel drive system as standard to achieve off-road capabilities. An integrated rear axle reduction gearbox is a common configuration for ATVs, offering a compact structure that eliminates the need for a separate transmission and driveshaft connection. However, the front axle still requires a driveshaft connection via gears from the transmission. In extreme off-road conditions, such as when a vehicle is lifted off the ground (e.g., when crossing a mountain), the front wheels experience significant impact loads upon landing. Since the gears and shaft are separate components, unreliable gear fixing mechanisms can easily lead to separation from the shaft, resulting in unstable or failed connections. Summary of the Invention

[0003] In view of this, this application provides a transmission and an all-terrain vehicle, wherein the drive bevel gear and gear shaft of the transmission have good connection stability.

[0004] One embodiment of this application provides a transmission. The transmission is applied to an all-terrain vehicle. The front axle mechanism of the all-terrain vehicle is connected to the front drive shaft of the all-terrain vehicle. The transmission includes a housing, a gear set, and a transmission assembly. The housing includes a housing body and an end cover. A receiving cavity is formed within the housing body. The end cover is connected to the outside of the housing body. The gear set is disposed in the receiving cavity. The gear set is used to drive the engine of the all-terrain vehicle to change the output gear ratio of the engine. The transmission assembly is used to connect to the front drive shaft. The housing body and the end cover form a mating cavity around the periphery of the housing body. The housing body has a communication opening. The mating cavity and the receiving cavity are connected through the communication opening. The transmission also includes an output shaft assembly and a bearing assembly. The output shaft assembly includes a gear shaft, a drive gear, and a driving bevel gear. The gear shaft passes through the communication opening of the housing body. The two ends of the gear shaft along its axial direction are defined as a first end and a second end. The first end of the gear shaft is located in the receiving cavity. The second end of the gear shaft is located in the mating cavity. The drive gear is sleeved on the gear shaft, and the rotation of the drive gear can drive the gear shaft to rotate. The transmission gear is located in the receiving cavity and meshes with the transmission gear set. The driving bevel gear is sleeved on the gear shaft, and the rotation of the gear shaft drives the driving bevel gear to rotate. The driving bevel gear is located in the mating cavity and meshes with the transmission assembly. The direction from the first end to the second end along the axial direction of the gear shaft is defined as the first axial direction, and the direction from the second end to the first end is defined as the second axial direction. The bearing assembly includes a first ball bearing, a second ball bearing, and a thrust bearing. The first ball bearing is located between the gear shaft and the housing body to allow the gear shaft to rotate relative to the housing body. The first ball bearing is located at the first end of the gear shaft, and the gear shaft abuts against the housing body along the second axial direction via the first ball bearing. The second ball bearing is located between the gear shaft and the housing body to allow the gear shaft to rotate relative to the housing body. The second ball bearing is located at the communication port. The thrust bearing is located between the driving bevel gear and the end cover to allow the driving bevel gear to rotate relative to the end cover. The thrust bearing is located at the second end of the gear shaft, and the gear shaft abuts against the end cover along the first axial direction via the thrust bearing.

[0005] In some embodiments of this application, the driving bevel gear abuts against a second ball bearing along a second axial direction. The second ball bearing abuts against the gear shaft along a second axial direction.

[0006] In some embodiments of this application, the second ball bearing abuts against the housing body along the second axial direction.

[0007] In some embodiments of this application, the gear shaft abuts against a second ball bearing along a first axial direction. The second ball bearing abuts against the housing body along the first axial direction.

[0008] In some embodiments of this application, the shell body includes a cover connecting portion, a shell closing portion, and a bearing limiting portion. The cover connecting portion, shell closing portion, and bearing limiting portion are sequentially connected from the outside to the inside along the radial direction of the gear shaft. The cover connecting portion, shell closing portion, bearing limiting portion, and end cap together form a mating cavity. The cover connecting portion is connected to the end cap. The shell closing portion extends along a second axial direction and closes towards the axis of the gear shaft along the radial direction of the gear shaft. The bearing limiting portion has a communication port.

[0009] In some embodiments of this application, the end cap includes an outer cover and a bearing housing. The outer cover is connected to the shell body. The outer cover and the shell body enclose a mating cavity. The bearing housing is disposed within the mating cavity. The bearing housing abuts against the outer cover along a first axial direction. A thrust bearing abuts against the bearing housing along the first axial direction.

[0010] In some embodiments of this application, the outer cover includes a shell connecting portion, a cover retracting portion, and a bearing support portion. The shell connecting portion, cover retracting portion, and bearing support portion are sequentially connected from the outside to the inside along the radial direction of the gear shaft. The shell connecting portion, cover retracting portion, bearing support portion, and shell body enclose a mating cavity. The shell connecting portion is connected to the shell body. The cover retracting portion extends along a first axial direction and retracts radially towards the axis of the gear shaft. The bearing seat abuts against the bearing support portion along the first axial direction.

[0011] In some embodiments of this application, the driving bevel gear has a partition protruding along a first axial direction. The partition is located radially between the thrust bearing and the gear shaft. A portion of the thrust bearing is fitted onto the partition.

[0012] In some embodiments of this application, the shell body includes a first shell and a second shell. The first shell and the second shell are arranged along a first axial direction. The first shell and the second shell enclose a receiving cavity. A first ball bearing is disposed between the gear shaft and the first shell. The gear shaft abuts against the first shell along a second axial direction via the first ball bearing. The second shell has a communication opening. A second ball bearing is disposed between the gear shaft and the second shell.

[0013] One embodiment of this application provides an all-terrain vehicle. The all-terrain vehicle includes a frame, a running gear, a power system, and a front driveshaft. The frame includes a front axle mechanism. The running gear includes front wheels. The front wheels are connected to the front axle mechanism. The power system includes an engine. The engine is supported by the frame and provides power to the front wheels. The front driveshaft and the front axle mechanism are drive-connected. The all-terrain vehicle also includes a transmission as described in any of the above embodiments. The engine and the transmission are drive-connected. The transmission and the front driveshaft are connected.

[0014] In this application, the gear shaft is centered and limited relative to the housing body via a first ball bearing and a second ball bearing, allowing the gear shaft to rotate relative to the housing body at a defined position, thus enabling the transmission gear to mesh stably and smoothly with the gear set. Both the first and second ball bearings provide radial support between the gear shaft and the housing body, allowing the housing body to absorb radial impact loads on the gear shaft. Axial impact loads on the gear shaft, particularly those transmitted from the front axle mechanism via the front drive shaft and transmission components to the drive bevel gear, also cause axial impact loads. The impact load along the first axial direction can be transmitted to the end cover via a thrust bearing, allowing the housing to absorb the impact load along the first axial direction. The impact load along the second axial direction can be transmitted to the housing body via the first ball bearing, allowing the housing to absorb the impact load along the second axial direction. Therefore, the housing can absorb the axial impact loads on the gear shaft. Furthermore, the thrust bearing does not impose radial positional constraints on the drive bevel gear along the gear shaft, thus avoiding radial limitation on the gear shaft and preventing it from being unable to rotate smoothly relative to the housing, i.e., preventing the gear shaft from "jamming" relative to the housing. Therefore, when the front axle mechanism of an all-terrain vehicle impacts the transmission, the gear shaft can transfer the impact load to the housing, allowing the housing to absorb the impact load, thereby ensuring a stable connection between the drive bevel gear and the gear shaft, and enabling the gear shaft to maintain normal rotation to transmit power. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation on the scope.

[0016] Figure 1 This is a schematic diagram of the structure of an all-terrain vehicle provided in one embodiment of this application; Figure 2 This is a schematic diagram of the structure of a transmission provided in one embodiment of this application; Figure 3 for Figure 2 A sectional view of part of the structure at section AA; Figure 4 for Figure 2 Exploded view of the omitted portion of the intermediate transmission structure; Figure 5 for Figure 2 A schematic diagram of the intermediate transmission with some parts omitted. Detailed Implementation

[0017] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0018] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0019] In the description of this application, it should be noted that the terms "inner" and "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0020] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be interpreted as indicating or implying relative importance.

[0021] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0022] See Figure 1 and Figure 2 One embodiment of this application provides a transmission 10 and an all-terrain vehicle 100 incorporating the transmission 10. The all-terrain vehicle 100 can travel in extremely harsh environments, including but not limited to beaches, mountains, swamps, riverbeds, forest roads, streams, and deserts, thus finding wide application in agriculture, forestry, recreation, field transportation, field rescue, field exploration, and field construction. The transmission 10 provides different output torques for the all-terrain vehicle 100 to operate. Figure 1 The image shows an all-terrain vehicle 100.

[0023] In some embodiments, the all-terrain vehicle 100 includes a frame 20, a running gear 30, a power system (not shown), and a front driveshaft (not shown). The frame 20 includes a front axle mechanism 21. The running gear 30 includes front wheels 31. The front wheels 31 are connected to the front axle mechanism 21. The power system includes an engine. The engine is supported by the frame 20 and provides power to the front wheels 31. The engine and the front driveshaft are drive-connected, and the front driveshaft is drive-connected to the front axle mechanism 21 to transmit the power output from the engine to the front wheels 31.

[0024] In some embodiments, the engine and transmission 10 are connected in a drivetrain. The transmission 10 is connected to the front drive shaft, so that the power output from the engine is transmitted to the front drive wheels 31 via the transmission 10. By configuring the transmission 10, the speed and torque from the engine can be changed. The transmission 10 is used in the all-terrain vehicle 100, but the transmission 10 can also be manufactured and transported independently of the all-terrain vehicle 100.

[0025] See Figure 2 and Figure 3 In some embodiments, the transmission 10 includes a housing 11, a gear set 12, and a transmission assembly 13. The housing 11 includes a main body 111 and an end cap 112. A receiving cavity 113 is formed within the main body 111. The end cap 112 is connected to the outside of the main body 111. The gear set 12 is disposed within the receiving cavity 113. The gear set 12 is used for transmission connection with the engine to change the engine's output gear ratio. The transmission assembly 13 is used for connection with the front drive shaft. The main body 111 and the end cap 112 are detachably connected for ease of installation and maintenance.

[0026] See Figure 1 and Figure 3 In some embodiments, the housing body 111 and the end cap 112 form a mating cavity 114 around the housing body 111. The housing body 111 has a communication port 115. The mating cavity 114 and the receiving cavity 113 are connected through the communication port 115. The transmission 10 also includes an output shaft assembly 14 and a bearing assembly 15. The output shaft assembly 14 includes a gear shaft 141, a transmission gear 142, and a drive bevel gear 143. The gear shaft 141 passes through the communication port 115 of the housing body 111. The two ends of the gear shaft 141 along its axial direction are defined as a first end 1411 and a second end 1412. The first end 1411 of the gear shaft 141 is located in the receiving cavity 113. The second end 1412 of the gear shaft 141 is located in the mating cavity 114. The transmission gear 142 is sleeved and connected to the gear shaft 141. The transmission gear 142 is located in the receiving cavity 113 and meshes with the transmission gear set 12. The driving bevel gear 143 is sleeved and connected to the gear shaft 141. The driving bevel gear 143 is located in the mating cavity 114 and meshes with the transmission assembly 13.

[0027] Wherein, along the axial direction of the gear shaft 141, the direction from the first end 1411 to the second end 1412 is defined as the first axial direction X, and the direction from the second end 1412 to the first end 1411 is defined as the second axial direction Y.

[0028] The bearing assembly 15 includes a first ball bearing 151, a second ball bearing 152, and a thrust bearing 153. The first ball bearing 151 is disposed between the gear shaft 141 and the housing body 111 to allow the gear shaft 141 to rotate relative to the housing body 111. The first ball bearing 151 is located at the first end 1411 of the gear shaft 141, and the gear shaft 141 abuts against the housing body 111 along a second axial direction Y via the first ball bearing 151. The second ball bearing 152 is disposed between the gear shaft 141 and the housing body 111 to allow the gear shaft 141 to rotate relative to the housing body 111. The second ball bearing 152 is located at the communication port 115. The thrust bearing 153 is disposed between the driving bevel gear 143 and the end cover 112 to allow the driving bevel gear 143 to rotate relative to the end cover 112. The thrust bearing 153 is located at the second end 1412 of the gear shaft 141, and the gear shaft 141 abuts against the end cover 112 along a first axial direction X via the thrust bearing 153.

[0029] In the above structure, the gear shaft 141 is centered and limited relative to the housing body 111 by the first ball bearing 151 and the second ball bearing 152, so that the gear shaft 141 can rotate at a limited position relative to the housing body 111, allowing the transmission gear 142 to mesh stably and smoothly with the transmission gear set 12. Both the first ball bearing 151 and the second ball bearing 152 support the gear shaft 141 radially between the gear shaft 141 and the housing body 111, thereby enabling the housing body 111 of the housing 11 to absorb radial impact loads on the gear shaft 141. The gear shaft 141 is subjected to axial impact loads, particularly those transmitted from the front axle mechanism 21 to the drive bevel gear 143 via the front drive shaft and transmission assembly 13. Specifically, the impact load along the first axial direction X is transmitted to the end cover 112 via the thrust bearing 153, allowing the housing 11 to absorb the impact load along the first axial direction X. Conversely, the impact load along the second axial direction Y is transmitted to the housing body 111 via the first ball bearing 151, allowing the housing 11 to absorb the impact load along the second axial direction Y. Therefore, the housing 11 absorbs the axial impact loads on the gear shaft 141. Furthermore, the thrust bearing 153 does not impose radial positional constraints on the drive bevel gear 143 relative to the gear shaft 141, thus preventing radial limitation of the gear shaft 141 and avoiding any obstruction of smooth rotation of the gear shaft 141 relative to the housing 11, i.e., preventing the gear shaft 141 from "jamming" relative to the housing 11. Therefore, when the front axle mechanism 21 of the all-terrain vehicle 100 impacts the transmission 10, the gear shaft 141 can transfer the impact load to the housing 11, so that the housing 11 absorbs the impact load, thereby making the drive bevel gear 143 and the gear shaft 141 stably connected, and the gear shaft 141 can maintain normal rotation to transmit power.

[0030] Furthermore, in the above structure, the drive bevel gear 143 of the transmission 10 and the transmission assembly 13 are meshed and connected in the mating cavity 114 outside the housing body 111. When assembling or disassembling the drive bevel gear 143 and the transmission assembly 13, it is not necessary to open the housing body 111, thus maintaining stable assembly between the various structures within the receiving cavity 113, simplifying operation. Additionally, a portion of the gear shaft 141 extends out of the housing body 111, allowing the gear shaft 141 to conveniently accommodate a second ball bearing 152 at the communication opening 115, which helps reduce design complexity and improve space utilization.

[0031] In related technologies, the arrangement of the drive bevel gear 143 on the gear shaft 141 in the above structure is called a cantilever arrangement. With this arrangement, the drive bevel gear 143 needs to be fixed with fasteners such as nuts from the second end 1412 of the gear shaft 141. However, this threaded fit has low reliability. When subjected to the impact of the front axle mechanism 21, the impact from the drive bevel gear 143 along the axial direction of the gear shaft 141 acts on the nut, which may cause the thread to deform and the nut to jam, making it impossible to disassemble the nut without damage and resulting in poor maintainability. Alternatively, the nut may loosen, making the drive bevel gear 143 not securely fixed, reducing transmission efficiency or causing it to fail to transmit normally. In this application, while locking the end cover 112, the end cover 112 can lock the drive bevel gear 143 relative to the gear shaft 141 in the axial direction. The axial impact along the gear shaft 141 transmitted from the front axle mechanism 21 to the drive bevel gear 143 can be transmitted to the housing body 111 and the end cover 112, and thus absorbed by the housing 11. This improves the stability of the connection between the drive bevel gear 143 and the gear shaft 141, realizes the transmission path of the axial impact load of the gear shaft 141 to the housing 11, and improves the reliability of the transmission 10.

[0032] See Figure 3Understandably, in some embodiments, the first ball bearing 151 has an inner ring and an outer ring arranged radially along the gear shaft 141. The inner ring of the first ball bearing 151 abuts against the gear shaft 141 radially, and the outer ring of the first ball bearing 151 abuts against the housing body 111 radially, so that the first ball bearing 151 supports and positions the gear shaft 141 radially. Furthermore, the outer ring of the first ball bearing 151 abuts against the housing body 111 along a second axial direction Y to transmit impacts along the second axial direction Y to the housing body 111. The second ball bearing 152 has an inner ring and an outer ring arranged radially along the gear shaft 141. The inner ring of the second ball bearing 152 abuts against the gear shaft 141 radially, and the outer ring of the second ball bearing 152 abuts against the housing body 111 radially, so that the second ball bearing 152 supports and positions the gear shaft 141 radially. The thrust bearing 153 has an inner ring and an outer ring arranged along the axial direction of the gear shaft 141. The inner ring of the thrust bearing 153 abuts against the driving bevel gear 143 along the axial direction of the gear shaft 141, and the outer ring of the thrust bearing 153 abuts against the end cover 112 along the axial direction of the gear shaft 141, so that the thrust bearing 153 supports and positions the gear shaft 141 in the axial direction of the gear shaft 141.

[0033] In this case, the inner ring of the first ball bearing 151 and the first end 1411 of the gear shaft 141 are both left with a gap between the inner ring and the housing body 111 along the second axis Y, so as to allow the gear shaft 141 to rotate relative to the housing body 111.

[0034] In some embodiments, the housing body 111 includes a first housing 1111 and a second housing 1112. The first housing 1111 and the second housing 1112 are arranged along a first axial direction X. The first housing 1111 and the second housing 1112 enclose a receiving cavity 113. A first ball bearing 151 is disposed between the gear shaft 141 and the first housing 1111. The gear shaft 141 abuts against the first housing 1111 along a second axial direction Y via the first ball bearing 151. The second housing 1112 has a communication opening 115. A second ball bearing 152 is disposed between the gear shaft 141 and the second housing 1112.

[0035] The separate first housing 1111 and second housing 1112 facilitate the installation of the transmission gear set 12, part of the output shaft assembly 14, and part of the bearing assembly 15 into the receiving cavity 113. The arrangement of the first housing 1111 and the second housing 1112 allows the gear shaft 141 to pass through the second housing 1112 smoothly when the first housing 1111 and the second housing 1112 are joined together, reducing installation difficulty. The first housing 1111 is provided with a first ball bearing 151 and the second housing 1112 is provided with a second ball bearing 152. When the gear shaft 141 is centered and limited by the two bearings, it can accommodate the deformation or gap caused by the assembly between the first housing 1111 and the second housing 1112, so that the gear shaft 141 can be stably connected to the transmission gear set 12 through the transmission gear 142.

[0036] See Figures 1 to 3 In some embodiments, the drive bevel gear 143 abuts against the second ball bearing 152 along the second axial direction Y. The second ball bearing 152 abuts against the gear shaft 141 along the second axial direction Y. The impact transmitted from the front axle mechanism 21 to the drive bevel gear 143 along the second axial direction Y can be transmitted to the first ball bearing 151 via the second ball bearing 152 and the gear shaft 141, and act on the housing body 111 and be absorbed by the housing 11, so that the first ball bearing 151 can share the impact load transmitted from the front axle mechanism 21 to the drive bevel gear 143 along the second axial direction Y. Wherein, the first housing 1111 absorbs at least part of the impact load along the second axial direction Y through the first ball bearing 151. Wherein, the drive bevel gear 143 abuts against the inner ring of the second ball bearing 152 along the second axial direction Y, and the inner ring of the second ball bearing 152 abuts against the gear shaft 141 along the second axial direction Y.

[0037] Understandably, in some embodiments, the transmission 10 further includes a first shim 16. The first shim 16 is sleeved on the gear shaft 141 and disposed axially between the drive bevel gear 143 and the second ball bearing 152 to improve the force distribution between the drive bevel gear 143 and the second ball bearing 152, and to adjust the relative position of the drive bevel gear 143 along the axial direction of the gear shaft 141, so that the drive bevel gear 143 can stably abut against the end cover 112 along the first axial direction X via the thrust bearing 153.

[0038] In some embodiments, the second ball bearing 152 abuts against the housing body 111 along the second axial direction Y. Impacts transmitted from the front axle mechanism 21 to the drive bevel gear 143 along the second axial direction Y are absorbed by the housing 11 via the second ball bearing 152, thus enabling the second ball bearing 152 to share the impact load transmitted from the front axle mechanism 21 to the drive bevel gear 143 along the second axial direction Y. The second housing 1112 absorbs at least a portion of the impact load along the second axial direction Y through the second ball bearing 152. The outer ring of the second ball bearing 152 abuts against the first housing 1111 along the second axial direction Y.

[0039] In some embodiments, the gear shaft 141 abuts against the second ball bearing 152 along the first axial direction X. The second ball bearing 152 abuts against the housing body 111 along the first axial direction X. The impact load of the gear shaft 141 along the first axial direction X can be absorbed by the housing body 111 via the second ball bearing 152, so that the second ball bearing 152 can share the impact load transmitted along the first axial direction X via the gear shaft 141. The second housing 1112 absorbs at least a portion of the impact load along the first axial direction X through the second ball bearing 152. The outer ring of the second ball bearing 152 abuts against the second housing 1112 along the first axial direction X.

[0040] Understandably, in some embodiments, the second housing 1112 is fixedly provided with a radial protrusion 1112a, which abuts against the outer ring of the second ball bearing 152 along the second axial direction Y. The second housing 1112 is detachably provided with a baffle 1112b, which abuts against the outer ring of the second ball bearing 152 along the first axial direction X. The baffle 1112b is detachably disposed in the receiving cavity 113 to prevent the connecting structure from encroaching on the space for the driving bevel gear 143. In other embodiments, the positions of the radial protrusion 1112a and the baffle 1112b along the axial direction of the gear shaft 141 can be interchanged.

[0041] Understandably, in some embodiments, a first ball bearing 151 is fitted onto the gear shaft 141 from its first end 1411. The gear shaft 141 has a first stepped surface 1413, which abuts against the inner ring of the first ball bearing 151 along the second axial direction Y. A second ball bearing 152 is fitted onto the gear shaft 141 from its second end 1412. The gear shaft 141 has a second stepped surface 1414, which abuts against the inner ring of the second ball bearing 152 along the first axial direction X.

[0042] See Figure 3In some embodiments, the shell body 111 is provided with a cover connecting portion 1113, a shell closing portion 1114, and a bearing limiting portion 1115. The cover connecting portion 1113, the shell closing portion 1114, and the bearing limiting portion 1115 are connected sequentially from the outside to the inside along the radial direction of the gear shaft 141. The cover connecting portion 1113, the shell closing portion 1114, the bearing limiting portion 1115, and the end cover 112 enclose a mating cavity 114. The cover connecting portion 1113 is connected to the end cover 112. The shell closing portion 1114 extends along the second axial direction Y and closes towards the axis of the gear shaft 141 along the radial direction of the gear shaft 141. The bearing limiting portion 1115 is provided with a communication port 115. The cover connecting portion 1113, the shell closing portion 1114, and the bearing limiting portion 1115 are all arranged around the axis of the gear shaft 141. The second housing 1112 is provided with a cover connecting part 1113, a housing closing part 1114, and a bearing limiting part 1115. The cover connecting part 1113, the housing closing part 1114, and the bearing limiting part 1115 are integrally formed structures; the cover connecting part 1113 is detachably connected to the end cover 112 for easy installation and maintenance.

[0043] By extending the housing retractable portion 1114 radially and axially along the gear shaft 141, radial and axial support can be provided for the second ball bearing 152 along the gear shaft 141, and a force transmission path can be provided for the second ball bearing 152 along the gear shaft 141. This facilitates the housing body 111 absorbing impact loads along the gear shaft 141 via the second ball bearing 152. Furthermore, the above structure can also conveniently enclose at least a portion of the area forming the mating cavity 114, absorbing impact loads while accommodating structures such as the drive bevel gear 143, thus improving space utilization.

[0044] See Figures 2 to 4 In some embodiments, the end cap 112 includes an outer cap 1121 and a bearing seat 1122. The outer cap 1121 is connected to the housing body 111. The outer cap 1121 and the housing body 111 enclose a mating cavity 114. The bearing seat 1122 is disposed within the mating cavity 114. The bearing seat 1122 abuts against the outer cap 1121 along a first axial direction X. The thrust bearing 153 abuts against the bearing seat 1122 along the first axial direction X. The outer cap 1121 is detachably connected to the housing body 111; the bearing seat 1122 is detachably connected to the outer cap 1121.

[0045] The outer cover 1121 and bearing housing 1122 are designed as separate units. The outer cover 1121 is structurally designed to connect and fit with the main body 111, while the bearing housing 1122 is structurally designed to support the thrust bearing 153. This allows for the adaptation of different thrust bearings 153 to accommodate different output shaft assemblies 14 by simply replacing the bearing housing 1122, without requiring adjustments to the overall shape and size of the outer housing 11. This structure facilitates the design of the force transmission path for absorbing impact loads in the end cover 112 and helps reduce maintenance costs.

[0046] In other embodiments, the outer cover 1121 and the bearing seat 1122 are integrally formed, simplifying the installation process.

[0047] Understandably, in some embodiments, the transmission 10 further includes a second shim 17. The second shim 17 is disposed axially between the thrust bearing 153 and the bearing housing 1122 along the gear shaft 141 to improve the force distribution between the thrust bearing 153 and the bearing housing 1122, and to adjust the relative position of the drive bevel gear 143 along the gear shaft 141, so that the drive bevel gear 143 can stably abut against the end cover 112 along the first axial direction X via the thrust bearing 153.

[0048] In some embodiments, the outer cover 1121 is provided with a shell connecting portion 1121a, a cover retracting portion 1121b, and a bearing support portion 1121c. The shell connecting portion 1121a, the cover retracting portion 1121b, and the bearing support portion 1121c are connected sequentially from the outside to the inside along the radial direction of the gear shaft 141. The shell connecting portion 1121a, the cover retracting portion 1121b, the bearing support portion 1121c, and the shell body 111 enclose a mating cavity 114. The shell connecting portion 1121a is connected to the shell body 111. The cover retracting portion 1121b extends along a first axial direction X and retracts towards the axis of the gear shaft 141 along the radial direction of the gear shaft 141. The bearing seat 1122 abuts against the bearing support portion 1121c along the first axial direction X. The shell connecting portion 1121a, the cover retracting portion 1121b, and the bearing support portion 1121c are all arranged around the axis of the gear shaft 141. The shell connecting part 1121a, the cover closing part 1121b and the bearing support part 1121c are integrally formed structures; the shell connecting part 1121a is detachably connected to the shell body 111 for easy installation and maintenance.

[0049] By extending the cover retractable portion 1121b in the radial and axial directions of the gear shaft 141, radial and axial support can be provided for the thrust bearing 153, thereby providing sufficient support for the thrust bearing 153 and providing a reasonable force transmission path for the thrust bearing 153. This facilitates the end cover 112 absorbing axial impact loads along the gear shaft 141 through the thrust bearing 153. Furthermore, the above structure can also conveniently enclose at least a portion of the area forming the mating cavity 114, absorbing impact loads while accommodating structures such as the drive bevel gear 143, thus improving space utilization.

[0050] It is understood that in some embodiments, the bearing support portion 1121c is provided with an axial protrusion 1121d, which abuts against the bearing housing 1122 along the second axial direction Y, thereby improving the support stability of the bearing housing 1122 and facilitating the positioning of the bearing housing 1122.

[0051] Understandably, in some embodiments, the outer cover 1121 is also provided with reinforcing ribs 1121e. The shell connecting portion 1121a, the cover closing portion 1121b and the bearing support portion 1121c are respectively connected to the reinforcing ribs 1121e to improve the support stability of the bearing seat 1122, thereby effectively absorbing the impact load along the axial direction of the gear shaft 141.

[0052] See Figure 3 In some embodiments, the driving bevel gear 143 has a partition 1431 protruding along the first axial direction X. The partition 1431 is located radially between the thrust bearing 153 and the gear shaft 141. A portion of the thrust bearing 153 is fitted onto the partition 1431. This structure facilitates the assembly of the thrust bearing 153. When setting the thrust bearing 153, only the adaptation to the driving bevel gear 143 needs to be considered, without considering the adaptation to the gear shaft 141. This helps to avoid the relative position of the driving bevel gear 143 and the gear shaft 141 affecting the setting of the thrust bearing 153.

[0053] See Figures 3 to 5 In some embodiments, the transmission assembly 13 includes a splined sleeve 131 and a driven bevel gear 132. The splined sleeve 131 is connected to the front drive shaft to drive the front drive shaft to rotate. The splined sleeve 131 extends at least partially into the mating cavity 114, and the driven bevel gear 132 is disposed in the mating cavity 114 and connected to the splined sleeve 131. The driving bevel gear 143 meshes with the driven bevel gear 132 to drive the driven bevel gear 132 to rotate.

[0054] In this application, while locking the end cover 112, the end cover 112 can lock the drive bevel gear 143 relative to the gear shaft 141 in the axial direction. The axial impact along the gear shaft 141 transmitted from the front axle mechanism 21 to the drive bevel gear 143 can be transmitted to the housing body 111 and the end cover 112, and thus absorbed by the housing 11. This improves the stability of the connection between the drive bevel gear 143 and the gear shaft 141, realizes the transmission path of the axial impact load of the gear shaft 141 to the housing 11, and improves the reliability of the transmission 10.

[0055] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.

Claims

1. A transmission for use in an all-terrain vehicle, wherein the front axle mechanism of the all-terrain vehicle is drive-connected to the front drive shaft of the all-terrain vehicle, the transmission comprising: An outer shell, comprising a shell body and an end cap, wherein a receiving cavity is formed within the shell body, and the end cap is connected to the outside of the shell body; A transmission gear set is disposed in the receiving cavity, and the transmission gear set is used to drive the engine of the all-terrain vehicle to change the output transmission ratio of the engine; A transmission assembly for connection to the front drive shaft; The characteristic feature is that the housing body and the end cap form a mating cavity around the housing body, the housing body has a communication port, the mating cavity and the receiving cavity are connected through the communication port, and the transmission further includes an output shaft assembly and a bearing assembly: The output shaft assembly includes a gear shaft, a transmission gear, and a driving bevel gear. The gear shaft passes through the communication port of the housing body. The two ends of the gear shaft along its axial direction are defined as a first end and a second end. The first end of the gear shaft is located in the receiving cavity, and the second end of the gear shaft is located in the mating cavity. The transmission gear is sleeved on the gear shaft, and when the transmission gear rotates, it can drive the gear shaft to rotate. The transmission gear is located in the receiving cavity and meshes with the speed-changing gear set. The driving bevel gear is sleeved on the gear shaft, and when the gear shaft rotates, it can drive the driving bevel gear to rotate. The driving bevel gear is located in the mating cavity and meshes with the transmission assembly. The direction from the first end to the second end along the axial direction of the gear shaft is defined as the first axial direction, and the direction from the second end to the first end is defined as the second axial direction. The bearing assembly includes a first ball bearing, a second ball bearing, and a thrust bearing. The first ball bearing is disposed between the gear shaft and the housing body to allow the gear shaft to rotate relative to the housing body. The first ball bearing is located at the first end of the gear shaft, and the gear shaft abuts against the housing body along the second axial direction via the first ball bearing. The second ball bearing is disposed between the gear shaft and the housing body to allow the gear shaft to rotate relative to the housing body, and the second ball bearing is located at the communication port. The thrust bearing is disposed between the drive bevel gear and the end cover to allow the drive bevel gear to rotate relative to the end cover. The thrust bearing is located at the second end of the gear shaft, and the gear shaft abuts against the end cover along the first axial direction via the thrust bearing.

2. The transmission according to claim 1, characterized in that, The driving bevel gear abuts against the second ball bearing along the second axial direction, and the second ball bearing abuts against the gear shaft along the second axial direction.

3. The transmission according to claim 2, characterized in that, The second ball bearing abuts against the housing body along the second axial direction.

4. The transmission according to claim 1, characterized in that, The gear shaft abuts against the second ball bearing along the first axial direction, and the second ball bearing abuts against the housing body along the first axial direction.

5. The transmission according to claim 3 or 4, characterized in that, The shell body is provided with a cover connecting part, a shell closing part, and a bearing limiting part. The cover connecting part, the shell closing part, and the bearing limiting part are connected sequentially from the outside to the inside along the radial direction of the gear shaft. The cover connecting part, the shell closing part, the bearing limiting part, and the end cover enclose the mating cavity. The cover connecting part is connected to the end cover. The shell closing part extends along the second axial direction and closes towards the axis of the gear shaft along the radial direction of the gear shaft. The bearing limiting part is provided with the communication port.

6. The transmission according to claim 1, characterized in that, The end cap includes an outer cover and a bearing seat. The outer cover is connected to the shell body. The outer cover and the shell body enclose the mating cavity. The bearing seat is disposed in the mating cavity. The bearing seat abuts against the outer cover along the first axial direction. The thrust bearing abuts against the bearing seat along the first axial direction.

7. The transmission according to claim 6, characterized in that, The outer cover has a shell connecting part, a cover closing part, and a bearing support part. The shell connecting part, the cover closing part, and the bearing support part are connected sequentially from the outside to the inside along the radial direction of the gear shaft. The shell connecting part, the cover closing part, the bearing support part, and the shell body enclose the mating cavity. The shell connecting part is connected to the shell body. The cover closing part extends along the first axial direction and closes towards the axis of the gear shaft along the radial direction of the gear shaft. The bearing seat abuts against the bearing support part along the first axial direction.

8. The transmission according to claim 1, characterized in that, The driving bevel gear has a partition protruding along the first axial direction. The partition is located radially between the thrust bearing and the gear shaft, and a portion of the thrust bearing is fitted onto the partition.

9. The transmission according to claim 1, characterized in that, The shell body includes a first shell and a second shell, which are arranged along the first axial direction and enclose the receiving cavity. A first ball bearing is disposed between the gear shaft and the first shell, and the gear shaft abuts against the first shell along the second axial direction through the first ball bearing. The second shell is provided with the communication port, and the second ball bearing is disposed between the gear shaft and the second shell.

10. An all-terrain vehicle, comprising a frame, a running gear, a power system, and a front driveshaft, wherein the frame includes a front axle mechanism, the running gear includes front wheels connected to the front axle mechanism, the power system includes an engine supported by the frame and providing power to the front wheels, and the front driveshaft is drive-connected to the front axle mechanism, characterized in that, The all-terrain vehicle further includes a transmission as described in any one of claims 1 to 9, wherein the engine and the transmission are drive-connected, and the transmission is connected to the front drive shaft.

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