Continuously variable transmission of all-terrain vehicle

Abstract

The utility model provides a continuously variable transmission of an all-terrain vehicle, and belongs to the technical field of heat dissipation structures of automobile continuously variable transmissions. According to the continuously variable transmission, the air inlet is formed in the inner side of the transmission box, so that low-temperature air just entering the transmission box is blown to a belt, and the cooling effect on the belt is better; meanwhile, the air outlet is formed in the outer side of the transmission box, so that low-temperature air entering the transmission box can fully flow, and the cooling effect on the interior of the transmission box is better; the air inlet is formed in one side of the secondary clutch, and the air outlet is formed in one side of the primary clutch, so that the direction from the air inlet to the air outlet is the same as the air supply direction of two fans in the transmission box, and therefore, low-temperature air can quickly flow through the interior of the transmission box after entering the transmission box; heat is taken away to become high-temperature gas, and a better cooling effect is achieved; and in combination with the position design of the air inlet, the problem that an eddy current effect is generated in the continuously variable transmission is solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of heat dissipation structures of automobile continuously variable transmissions, in particular to a continuously variable transmission for an all-terrain vehicle. Background Art

[0002] All-terrain vehicles are vehicles that can travel on any terrain and can move freely on terrain that is difficult for ordinary vehicles to maneuver. In my country, they are commonly known as beach buggies or farmer's carts. This type of vehicle has wide tires that can increase the contact area with the ground, generate greater friction and reduce the pressure of the vehicle on the ground, making it easy to travel on beaches, riverbeds, forest roads, streams, and harsh desert terrains.

[0003] Due to the usage scenarios and structural characteristics of all-terrain vehicles, the transmission commonly used is a continuously variable transmission, namely CVT transmission (Continuously Variable Transmission). The continuously variable transmission has good economy, power and driving smoothness, and is relatively low in cost. The continuously variable transmission of an all-terrain vehicle includes a primary clutch and a secondary clutch. The primary clutch makes the engine idle gently and steadily, and the torque output is uniform, so that the engine switches smoothly from starting to working state; the secondary clutch makes gear shifting more convenient and avoids damage to the gear shifting mechanism.

[0004] The SSV model (Side By Side Vehicle) is a type of all-terrain vehicle used for competition. The engine of this model will run at a high speed of 8000r / min-9000r / min for a long time when driving, causing the clutch to generate high temperature. The belt of the continuously variable transmission is prone to breakage at high temperature, affecting the vehicle's operability, reliability and safety performance.

[0005] Based on the above problems, the existing technology drives the air flow in the transmission by rotating the fan-shaped blades of the primary clutch and the secondary clutch, thereby reducing the temperature in the continuously variable transmission. However, because the fan-shaped blades of the primary clutch and the secondary clutch are of different sizes, the air supply capacity is different, causing the air to produce a vortex effect inside the continuously variable transmission, and the heat dissipation efficiency cannot be fully utilized. This also cannot meet the long-term high-speed operation of the engine. Often, after the engine runs at the maximum speed for 20 minutes, the risk of the continuously variable transmission belt breaking will increase rapidly. Utility Model Content

[0006] In view of the above-mentioned shortcomings of the prior art, the purpose of the present utility model is to provide a continuously variable transmission for an all-terrain vehicle, which is used to solve the problem that the belt of the continuously variable transmission of the SSV-type all-terrain vehicle in the prior art is prone to breakage when the engine is running at a high speed for a long time.

[0007] To achieve the above-mentioned purpose and other related purposes, the utility model provides a continuously variable transmission for an all-terrain vehicle, including a transmission case, in which a primary clutch and a secondary clutch connected by a belt are installed, a first fan is installed on the primary clutch, and a second fan is installed on the secondary clutch, an air inlet is opened on the inner side of the transmission case, and the air inlet is located on one side of the secondary clutch; an air outlet is opened on the outer side of the transmission case, and the air outlet is located on one side of the primary clutch.

[0008] Optionally, the air inlet is equipped with an air intake duct, and the angle between the air intake duct and the air inlet is greater than 15° and less than 60°.

[0009] Optionally, the angle between the air intake duct and the air inlet is 25°.

[0010] Optionally, the air outlet is equipped with a negative pressure component.

[0011] Optionally, the negative pressure component is an exhaust fan.

[0012] Optionally, the transmission case includes a base and a clutch cover, the base is mounted on the vehicle frame, the primary clutch and the secondary clutch are both mounted on the base, and the clutch cover is snapped onto the base.

[0013] Optionally, the air inlet is provided on the base; the air outlet is provided on the clutch cover, and the air outlet faces the second fan.

[0014] As described above, the continuously variable transmission of an all-terrain vehicle of the present invention has at least the following beneficial effects:

[0015] 1. The continuously variable transmission of the all-terrain vehicle is provided with an air inlet on the inner side of the transmission case, so that the low-temperature air just entering the transmission case blows on the belt, which has a better cooling effect on the belt; at the same time, the air outlet is provided on the outer side of the transmission case, so that the low-temperature air entering the transmission case can fully flow inside it, which has a better cooling effect on the inside of the transmission case; the air inlet is located on one side of the secondary clutch, and the air outlet is located on one side of the primary clutch, so that the direction from the air inlet to the air outlet is the same as the air supply direction of the two fans in the transmission case, so as to ensure that after the low-temperature air enters the transmission case, it can quickly flow through the inside of the transmission case, take away the heat and become high-temperature gas, and then be discharged from the air outlet, so as to achieve a better cooling effect, and combined with the position design of the air inlet, compared with the design with multiple inlets on the inside and outside sides of the transmission case, the front and rear ends are designed to avoid the problem that the fan blades of the first fan and the second fan are different in size, that is, the air supply capacity is different, which causes the air to produce a vortex effect inside the continuously variable transmission and cannot give full play to the heat dissipation efficiency. Through the above three designs, the temperature inside the transmission case is effectively reduced, that is, the probability of the belt breaking due to high temperature is reduced.

[0016] 2. The continuously variable transmission of this all-terrain vehicle is equipped with an intake duct through the air inlet. The angle between the intake duct and the air inlet is greater than 15° and less than 60°. Compared with the design in which the air inlet is directly opened on the transmission case, an intake duct inclined at 15-60° can blow low-temperature air to the belt and the secondary transmission at the same time, which has a better cooling effect on the transmission case.

[0017] 3. The continuously variable transmission of the all-terrain vehicle is designed with a negative pressure component installed at the air inlet, which forms a negative pressure in the transmission case, speeding up the process of low-temperature air flowing in from the air inlet and high-temperature air flowing out from the air outlet, further improving the cooling effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Shown is a schematic diagram of a continuously variable transmission for an all-terrain vehicle of the present invention.

[0019] Figure 2 Shown is an exploded schematic diagram of a continuously variable transmission for an all-terrain vehicle of the present invention.

[0020] Figure 3 Shown is a schematic diagram of a continuously variable transmission for an all-terrain vehicle in the prior art.

[0021] Component number description

[0022] Transmission case 1, base 11, clutch cover 12, primary clutch 2, secondary clutch 3, first fan 4, second fan 5, air inlet 6, air outlet 7, air intake duct 8, exhaust fan 9, belt 10. DETAILED DESCRIPTION

[0023] The following is a description of the implementation of the present invention by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0024] See also Figures 1 to 3 . It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the utility model, so they have no substantial technical significance. Any modification of the structure, change in the proportional relationship, or adjustment of the size, without affecting the effects and purposes that can be achieved by the utility model, should still fall within the scope of the technical content disclosed by the utility model. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the utility model. Changes or adjustments in their relative relationships should also be regarded as the scope of the implementation of the utility model without substantially changing the technical content.

[0025] The following embodiments are only for illustration purposes and can be combined with each other, and are not limited to the contents presented in the following single embodiments.

[0026] See also Figure 1 and Figure 2 The utility model provides a continuously variable transmission for an all-terrain vehicle, including a transmission case 1, in which a primary clutch 2 and a secondary clutch 3 connected by a belt 10 are installed, a first fan 4 is installed on the primary clutch 2, and a second fan 5 is installed on the secondary clutch 3, and an air inlet 6 and an air outlet 7 are opened on the transmission case 1; the specific cooling process is that when the all-terrain vehicle is running and the engine is running at a high speed, external low-temperature air enters from the air inlet 6, and under the action of the second fan 5 and the second fan 5 in turn, while flowing through the interior of the transmission, it absorbs heat and is converted into high-temperature gas, and then flows out from the air outlet 7 to reduce the temperature inside the transmission case 1. However, because the fan-shaped blades of the first fan 4 and the second fan 5 are different in size, the air supply capacity is different, causing the air to generate a vortex effect inside the continuously variable transmission, and the heat dissipation efficiency cannot be fully exerted. Often after the engine is running at the limit speed for 20 minutes, the risk of the belt 10 of the continuously variable transmission breaking will increase rapidly.

[0027] like Figure 2 As shown, based on the above problem, the air inlet 6 of the all-terrain vehicle is opened on the inner side of the transmission case 1, so that the low-temperature air just entering the transmission case 1 blows on the belt 10, which has a better cooling effect on the belt 10.

[0028] like Figure 2 As shown, the air outlet 7 is opened on the outside of the transmission case 1, so that the low-temperature air entering the transmission case 1 can flow fully therein, and the cooling effect on the inside of the transmission case 1 is further improved.

[0029] like Figure 2 and Figure 3 As shown, the air inlet 6 is located on one side of the secondary clutch 3, and the air outlet 7 is located on one side of the primary clutch 2, so that the direction from the air inlet 6 to the air outlet 7 is the same as the air supply direction of the two fans in the transmission case 1, thereby ensuring that after the low-temperature air enters the transmission case 1, it can quickly flow through the inside of the transmission case 1, take away the heat and become high-temperature gas, and then be discharged from the air outlet 7, so as to achieve a better cooling effect; and combined with the position design of the air inlet 6, that is, the air inlet 6 is opened on the inner side of the transmission case 1 and is located on one side of the secondary clutch 3, compared with the design of having multiple air inlets 6 on the inside and outside of the transmission case 1 and the front and rear ends, it avoids the problem that the air generates a vortex effect inside the continuously variable transmission due to the different sizes of the fan-shaped blades of the first fan 4 and the second fan 5, that is, the different air supply capacities, and cannot fully exert the heat dissipation efficiency.

[0030] Through the above three designs, the designs of the air inlet 6 and the air outlet 7 of the continuously variable transmission of the all-terrain vehicle effectively reduce the temperature inside the transmission case 1, avoid the problem of eddy current effect inside the transmission case 1, that is, reduce the probability of the belt 10 breaking due to high temperature, and meet the reliability requirements of the engine of the SSV all-terrain vehicle when running at high speed for a long time.

[0031] The air supply direction of the two fans described above is a conventional design of a continuously variable transmission in an existing all-terrain vehicle and will not be described in detail here.

[0032] In another embodiment, see Figure 2 The air inlet 6 is installed with an intake duct 8, and the angle between the intake duct 8 and the air inlet 6 is greater than 15° and less than 60°. Compared with the design in which the air inlet 6 is directly opened on the transmission case 1, the intake duct 8 inclined at 15-60° in this embodiment can blow low-temperature air to the belt 10 and the secondary transmission at the same time, which has a better cooling effect on the transmission case 1.

[0033] In another embodiment, see Figure 2 The included angle between the air intake duct 8 and the air inlet 6 is 25°. On the basis of the previous embodiment, the inclination angle of the air intake duct 8 is further determined so that when the continuously variable transmission is installed on the vehicle frame, it does not interfere with other components. At the same time, the air intake duct 8 is inclined toward the outside of the transmission case 1.

[0034] In another embodiment, see Figure 2 The air outlet 7 is equipped with a negative pressure component. Through the operation of the negative pressure component, negative pressure is formed in the transmission case 1, which speeds up the process of low-temperature air flowing in from the air inlet 6 and high-temperature air flowing out from the air outlet 7, further improving the cooling effect.

[0035] In another embodiment, see Figure 1 The negative pressure component is an exhaust fan 9, which has low cost, convenient installation and reliable operation. Compared with negative pressure components such as vacuum pumps, the exhaust fan 9 is more suitable for the working conditions of the all-terrain vehicle.

[0036] In another embodiment, see Figure 2 The transmission case 1 includes a base 11 and a clutch cover 12. The base 11 is mounted on the frame, the primary clutch 2 and the secondary clutch 3 are both mounted on the base 11, and the clutch cover 12 is snapped onto the base 11, so that the primary clutch 2, the secondary clutch 3, the exhaust fan 9, the intake duct 8 and other components are firmly and reliably mounted on the frame of the all-terrain vehicle.

[0037] In other embodiments, Figure 2 As shown, the air inlet 6 is opened on the base 11, and the position of the air inlet 6 can be adaptively adjusted according to the installation positions of other components of the all-terrain vehicle, such as the side, the upper side, and the lower side; the air outlet 7 is opened on the clutch cover 12, and the air outlet 7 is facing the second fan 5. Compared with the air outlet 7 opened at other positions, the technical solution of this embodiment can discharge the high-temperature gas in the transmission case 1 more quickly.

[0038] In summary, the utility model opens the air inlet 6 on the inner side of the transmission case 1, so that the low-temperature air just entering the transmission case 1 blows on the belt 10, which has a better cooling effect on the belt 10; at the same time, the air outlet 7 is opened on the outer side of the transmission case 1, so that the low-temperature air entering the transmission case 1 can fully flow therein, which has a better cooling effect on the inside of the transmission case 1; the air inlet 6 is located on one side of the secondary clutch 3, and the air outlet 7 is located on one side of the primary clutch 2, so that the direction from the air inlet 6 to the air outlet 7 is the same as the air supply direction of the two fans in the transmission case 1, thereby ensuring that after the low-temperature air enters the transmission case 1, it can quickly flow through the inside of the transmission case 1, take away the heat and become high-temperature gas, and then be discharged from the air outlet 7, so as to achieve a better cooling effect, and combined with the position design of the air inlet 6, compared with the design with multiple inlets on the inside and outside sides of the transmission case 1, the front and rear ends are designed to avoid the different sizes of the fan-shaped blades of the first fan 4 and the second fan 5, that is, the different air supply capacities, which causes the air to produce a vortex effect inside the continuously variable transmission and cannot fully exert the heat dissipation efficiency. Therefore, the utility model effectively overcomes the shortcomings of the prior art and has high industrial utilization value.

[0039] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A continuously variable transmission for an all-terrain vehicle, comprising a transmission case, a primary clutch and a secondary clutch connected by a belt are installed in the transmission case, a first fan is installed on the primary clutch, and a second fan is installed on the secondary clutch, characterized in that: An air inlet is provided on the inner side of the transmission case, and the air inlet is located on one side of the secondary clutch; An air outlet is provided on the outer side of the transmission case, and the air outlet is located on one side of the primary clutch.

2. The continuously variable transmission for an all-terrain vehicle according to claim 1, characterized in that: The air inlet is equipped with an air intake duct, and the included angle between the air intake duct and the air inlet is greater than 15° and less than 60°.

3. The continuously variable transmission for an all-terrain vehicle according to claim 2, characterized in that: The included angle between the air intake duct and the air inlet is 25°.

4. The continuously variable transmission for an all-terrain vehicle according to claim 1, characterized in that: The air outlet is equipped with a negative pressure component.

5. The continuously variable transmission for an all-terrain vehicle according to claim 4, characterized in that: The negative pressure component is an exhaust fan.

6. The continuously variable transmission for an all-terrain vehicle according to claim 1, characterized in that: The transmission case comprises a base and a clutch cover, wherein the base is mounted on a vehicle frame, the primary clutch and the secondary clutch are both mounted on the base, and the clutch cover is buckled on the base.

7. The continuously variable transmission for an all-terrain vehicle according to claim 6, characterized in that: The air inlet is arranged on the base; the air outlet is arranged on the clutch cover, and the air outlet faces the second fan.

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