All-terrain vehicle and continuously variable transmission thereof

Abstract

The utility model 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 driven transmission mechanism comprises a driven shaft, a driven sliding wheel assembly, a cam assembly and a driven fixed wheel assembly, the driven fixed wheel assembly comprises a driven fixed wheel body and a driven rolling wheel, and at least part of the driven rolling wheel is located in the sliding groove; the driven roller is rotationally connected with the driven fixed wheel body through a roller shaft, the driven roller comprises a roller hole, one end of the roller shaft is fixedly connected with the driven fixed wheel body, at least part of the other end of the roller shaft penetrates through the roller hole, an annular boss is arranged in the roller hole, and an annular groove is formed in one end of the roller shaft; and when the roller hole and the roller shaft are in a mounting state, the annular boss is propped against the annular groove. By means of the arrangement mode, rapid connection between the idler wheel and the connecting piece can be achieved through elastic deformation of the idler wheel, and meanwhile the connection strength of the driven idler wheel is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and more specifically to an all-terrain vehicle and a continuously variable transmission thereof. Background Art

[0002] An all-terrain vehicle is a vehicle that can travel on any terrain. It can travel freely on terrain that is difficult for ordinary vehicles to maneuver. It can travel on beaches, riverbeds, forest roads, streams, and harsh desert terrain. In order to reduce the driving difficulty of the driver and enable the engine's power output speed ratio to be adjusted in time according to the driving conditions, the all-terrain vehicle is equipped with a continuously variable transmission to adapt to the changing output conditions. In the prior art, most of the existing driven wheel rollers and roller shafts are installed with gaskets and open retaining rings, which is very inconvenient to install on the compact continuously variable transmission driven wheel, resulting in assembly difficulties and inflexible roller rolling. Utility Model Content

[0003] In order to solve the deficiencies of the prior art, the purpose of the utility model is to provide an all-terrain vehicle and a continuously variable transmission, wherein the driven roller structure of the continuously variable transmission is convenient to assemble.

[0004] In order to achieve the above purpose, the utility model 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 slave transmission mechanism and a transmission belt, wherein the slave transmission mechanism is transmission-connected to the main transmission mechanism; the transmission belt is transmission-connected to the slave transmission mechanism and the main transmission mechanism, respectively, and transmits driving force between the slave transmission mechanism and the main transmission mechanism; the slave transmission mechanism includes a driven shaft, a slave sliding wheel assembly, a cam assembly and a slave fixed wheel assembly, and the slave sliding wheel assembly is clearance-matched with the driven shaft; the cam assembly is fixedly connected to the slave sliding assembly, and a sliding groove is provided on the cam assembly; the slave fixed wheel assembly is fixedly connected to the driven shaft, and the slave fixed wheel assembly includes a slave fixed wheel body and a driven roller, and the driven roller is at least partially located in the sliding groove; the driven roller is rotationally connected to the slave fixed wheel body through a roller shaft, and the driven roller includes a roller hole, one end of the roller shaft is fixedly connected to the slave fixed wheel body, and the other end of the roller shaft is at least partially penetrated by the roller hole, an annular boss is provided in the roller hole, and an annular groove is provided at one end of the roller shaft, and when the roller hole and the roller shaft are in an installed state, the annular boss and the annular groove abut.

[0006] Furthermore, when the roller hole and the roller shaft are in the installed state, the annular boss abuts against one end of the roller hole close to the driven shaft.

[0007] Furthermore, the roller shaft is made of a rigid material, and the driven roller is made of an elastic material.

[0008] Furthermore, the sliding groove includes a limiting surface, and the driven roller abuts against the limiting surface in the sliding groove and generates relative sliding on the limiting surface.

[0009] Furthermore, the sliding groove includes a sliding area, and when the phase position of the driven roller changes in the sliding area, a relative slip can be generated between the slave sliding wheel assembly and the slave fixed wheel assembly along the axial direction of the driven shaft.

[0010] Furthermore, the sliding groove also includes a braking area, and when the driven roller is located in the braking area, it can limit the relative slip between the slave sliding wheel assembly and the slave fixed wheel assembly along the axial direction of the driven shaft.

[0011] Furthermore, a heat dissipation hole is provided in the sliding groove, and the minimum distance between the heat dissipation hole and the limiting surface is greater than or equal to 2 mm.

[0012] Further, the minimum width of the sliding groove is defined as the groove width, and the diameter of the driven roller is smaller than the groove width.

[0013] Further, when the driven roller moves from the bottom to the top in the sliding groove, the distance between the slave fixed wheel assembly and the slave sliding wheel assembly increases.

[0014] In the second aspect, the present application provides an all-terrain vehicle, which includes a frame, a body covering, a traveling assembly and a driving assembly, wherein the body covering is at least partially arranged on the frame; the traveling assembly is at least partially arranged under the frame; the driving assembly is transmission-connected to the traveling assembly; the all-terrain vehicle is also provided with a continuously variable transmission as described above, which is arranged between the traveling assembly and the driving assembly and is transmission-connected to the traveling assembly and the driving assembly respectively.

[0015] In the present application, the roller and fixing mechanism of the driven roller structure are respectively made of rigid material and flexible material, and an abutment structure is provided, so as to achieve a quick connection with the connecting member through the elastic deformation of the roller itself, while ensuring the connection strength of the driven roller. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A perspective view of an all-terrain vehicle provided in an embodiment of the present application;

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

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

[0019] Figure 4 A three-dimensional diagram of a main sliding wheel assembly and a thrust plate assembly provided in an embodiment of the present application;

[0020] Figure 5 An exploded view of a driving wheel assembly of a continuously variable transmission provided in an embodiment of the present application;

[0021] Figure 6 A partial cross-sectional view of a thrust plate assembly of a driving wheel assembly provided in an embodiment of the present application;

[0022] Figure 7 An exploded view of a positioning plate assembly provided in an embodiment of the present application;

[0023] Figure 8 An exploded view of a thrust plate assembly of a driving wheel assembly provided in an embodiment of the present application;

[0024] Fig. 9 An exploded view of the main sliding wheel assembly provided in an embodiment of the present application;

[0025] Fig.10 A comparison diagram of the thrust plate assembly provided in an embodiment of the present application in a first position and a second position relative to the centrifugal block;

[0026] Fig.11 A schematic diagram of a thrust plate assembly provided in an embodiment of the present application being in a second position and a third position relative to a centrifugal block;

[0027] Fig.12a The first implementation method of the installation between the centrifugal block and the main sliding wheel assembly provided in the embodiment of the present application;

[0028] Figure 12b A second implementation method for installing the centrifugal block and the main sliding wheel assembly provided in the embodiment of the present application;

[0029] Fig.13a A cross-sectional view of a brake assembly provided in an embodiment of the present application;

[0030] Fig.13b for Fig.13a A partial enlarged view of the middle A;

[0031] Fig.14 An exploded view of the main transmission mechanism provided in an embodiment of the present application;

[0032] Fig.15a A partial cross-sectional view of a brake assembly provided in an embodiment of the present application in a non-working state;

[0033] Fig.15b A partial cross-sectional view of a brake assembly provided in an embodiment of the present application in a working state;

[0034] Fig.16 An assembly cross-sectional view of a slave fixed wheel assembly and a driven shaft provided in an embodiment of the present application;

[0035] Fig.17 An exploded view of a fixed wheel assembly provided by an embodiment of the present application;

[0036] Fig.18a A partial cross-sectional view of a cam structure provided in an embodiment of the present application;

[0037] Fig.18b for Fig.18a A partial enlarged view of point B in the middle;

[0038] Fig.19 A three-dimensional diagram of a cam structure provided in an embodiment of the present application;

[0039] Fig.20a The first implementation of the sliding groove provided in the embodiment of the present application;

[0040] Fig.20b This is a second implementation of the sliding groove provided in the embodiment of the present application. DETAILED DESCRIPTION

[0041] In order to clearly illustrate the technical solutions of the embodiments of the present invention or the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the content described below is only one embodiment of the present invention. For ordinary technicians in this field, all other embodiments obtained without creative work are within the protection scope of the present invention.

[0042] like Figure 1 The present application shows an all-terrain vehicle 100, which includes a frame 11, a body cover 12, a drive assembly 13 and a travel assembly 14, wherein the drive assembly 13 is at least partially disposed on the frame 11 and supported by the frame 11, the body cover 12 is at least partially disposed on the frame 11 to cover the drive assembly 13 and protect the drive assembly 13; the travel assembly 14 is at least partially disposed under the frame 11 and is rotatably connected to the frame 11. The drive assembly 13 is in transmission connection with the travel assembly 14, and is used to drive the travel assembly 14 to operate.

[0043] like Figure 1 and Figure 2As shown, the drive assembly 13 includes an engine 131. The all-terrain vehicle 100 provided in the present application also includes a speed change assembly 15 and a continuously variable transmission 200. The continuously variable transmission 200 is arranged between the driving force transmission path of the drive assembly 13 and the traveling assembly 14, and is used to adjust the driving force output speed ratio of the drive assembly 13. As an implementation method, the speed change assembly 15 is at least partially arranged between the driving force transmission path of the continuously variable transmission 200 and the traveling assembly 14, and is used to further shift the driving force output by the continuously variable transmission 200. Specifically, the continuously variable transmission 200 includes a main transmission mechanism 21 that is transmission-connected to the engine 131 and a slave transmission mechanism 22 that is transmission-connected to the main transmission mechanism 21. Specifically, a transmission belt 23 is arranged 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, and the main transmission mechanism 21 includes a main shaft 211, a main fixed wheel assembly 212 and a main sliding wheel assembly 213. The main shaft 211 is connected to the crankshaft 1311 in transmission, the main fixed wheel assembly 212 and the main sliding wheel assembly 213 are arranged on the main shaft 211, and the transmission belt 23 is sleeved on the main shaft 211 and is at least partially located between the main fixed wheel assembly 212 and the main sliding wheel assembly 213.

[0044] like Figure 3As shown, a bearing 2111 is also provided on the outer periphery of the main shaft 211, and the bearing 2111 is also provided between the main fixed wheel assembly 212 and the main sliding wheel assembly 213 along the axial direction of the main shaft 211. In 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, so as to avoid direct contact between the transmission belt 23 and the main shaft 211, thereby causing wear to the main shaft 211, resulting in a reduction in transmission efficiency or even damage to the continuously variable transmission 200. In the present application, the bearing 2111 is provided as a bidirectional bearing. That is, the transmission belt 23 can freely rotate forward or reverse 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 with the main shaft 211, that is, the main fixed wheel assembly 212 and the main shaft 211 cannot rotate or slip relative to each other, and the main sliding wheel assembly 213 is set to be gap-connected 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 close to the main fixed wheel assembly 212 relative to the axis direction of the main shaft 211, 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 in the axis direction away from the main shaft 211 under the squeezing of the space on both sides, that is, the transmission belt 23 moves along the radial direction of the main shaft 21, and the rotation diameter of the transmission belt 23 increases at this time, thereby changing the speed ratio of the transmission of the transmission belt 23. The main transmission mechanism 21 further includes a thrust plate assembly 214 and a positioning plate assembly 215. The positioning plate 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 plate assembly 214 is sleeved on the main shaft 211 and is located between the positioning plate assembly 215 and the main sliding wheel assembly 213. The main sliding wheel assembly 213 and the positioning plate assembly 215 are arranged to be fixedly connected, and the main sliding wheel assembly 213 and the positioning plate assembly 215 are arranged to be gap-connected with the main shaft 211, that is, the main sliding wheel assembly 213 and the positioning plate assembly 215 can synchronously slide relative to the main shaft 211 along the axial direction of the main shaft 211, and the thrust plate assembly 214 and the main shaft 211 are arranged to be fixedly connected, that is, relative sliding or relative rotation cannot occur between the thrust plate assembly 214 and the main shaft 211. An elastic member 2141 is also provided between the positioning plate assembly 215 and the thrust plate assembly 214 . The elastic member 2141 is in a compressed state between the thrust plate assembly 214 and the positioning plate assembly 215 , that is, the elastic member 2141 can exert a force on the positioning plate assembly 215 along the axial direction of the main shaft 211 and away from the main fixed wheel assembly 212 .It can be understood that, since the positioning plate assembly 215 and the main sliding wheel assembly 213 are fixedly connected, the elastic member 2141 also applies a force to the main sliding wheel assembly 213 to move away from the main fixed wheel assembly 212. This arrangement can ensure that when the main sliding wheel assembly 213 and the positioning plate assembly 215 are not subjected to external forces, they maintain their 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] like Figures 3 to 5As shown, specifically, the thrust disc assembly 214 is provided with an internal spline, the main shaft 211 is provided with an external spline, and the thrust disc assembly 214 and the main shaft 211 are connected by a spline. Further, the main transmission mechanism 21 also includes a nut 217, which is sleeved on the main shaft 211 and is threadedly connected with 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 disc assembly 214 and is located on the side of the nut 217 away from the main fixed wheel assembly 212, that is, one end of the thrust disc assembly 214 abuts against the nut 217, and the other end of the thrust disc assembly 214 abuts against the main sliding wheel assembly 213, which is used to limit the slippage of the thrust disc assembly 214 relative to the extension direction of the axis of the main shaft 211. Through the above-mentioned setting, it can be known that the fixed connection between the thrust plate assembly 214 and the main shaft 211 is composed of two parts, that is, the spline connection part between the thrust plate 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 plate assembly 214 through the spline connection, and the axial positioning between the thrust plate assembly 214 and the main shaft 211 is achieved through the connection part of the nut 217. Compared with the method of directly connecting the thrust plate assembly and the main shaft by bolts in the prior art, this connection method decomposes the axial force component and the circumferential force component and carries them separately by two parts, which not only has higher connection strength and avoids bolt failure, but also can adapt to the extreme instantaneous acceleration or braking of the all-terrain vehicle 100, and avoids the reverse loosening of the connection between the thrust plate assembly 214 and the main shaft 211, resulting in failure of the transmission. As mentioned above, the fixed connection between the nut 217 and the main shaft 211 is used to fix the thrust plate assembly 214 in the axial direction, and the connection between the thrust plate 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 axial direction of the main shaft 211 is defined as the first fixed length H1, and the contact length occupied by the thrust plate assembly 214 on the main shaft 211 along the axial direction of the main shaft 211 is defined as the second fixed length H2. As a possible implementation, 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 plate assembly 214 and the main shaft 211 more stable at the most reasonable setting length. Optionally, in the present application, the length of the first fixed length H1 is greater than or equal to 12.5 mm and less than or equal to 16.5 mm, and accordingly, the length setting range of the second fixed length H2 is greater than or equal to 27.5 mm and less than or equal to 31.25 mm. The selection of the above installation length can effectively ensure the installation strength between the thrust plate assembly 214 and the main shaft 211, and can also effectively avoid the connection failure between the two under extreme working conditions.

[0046] like Figure 6 As shown, as a specific implementation, the thrust plate assembly 214 in the present application includes a thrust plate body 2143 and a connecting portion 2144, wherein the connecting portion 2144 is arranged between the thrust plate body 2143 and the main shaft 211, and an internal spline is arranged on the connecting portion 2144, for realizing a spline connection between the thrust plate body 2143 and the main shaft 211. Specifically, a secondary die-casting process is adopted between the thrust plate body 2143 and the connecting portion 2144, that is, the connecting portion 2144 is arranged to be composed of a first material, and the thrust plate body 2143 is arranged to be composed of a second material, and the connecting portion 2144 is firstly manufactured by casting or other methods, and then a suitable mold is selected to directly cast the outside of the connecting portion 2144 or other processes are used to complete the manufacturing of the thrust plate body 2143, so as to realize the connection of the connecting portion 2144 and the thrust plate body 2143, and finally the thrust plate body 2143 and the connecting portion 2144 are connected into one body. In this way, in terms of material selection, the connection part 2144 can be selected as a material with high strength and good wear resistance to ensure the connection strength between the thrust plate assembly 214 and the main shaft 211; the thrust plate body 2143 can be selected from a material with a lower density while ensuring strength, which can reduce the overall weight of the thrust plate assembly 214, reduce the resistance to initial rotation, and improve the transmission efficiency of the driving force. As an embodiment, the first material is steel and the second material is aluminum. It can be understood that the first material can also be set to other hard materials, and the second material can also be set to other lightweight materials, which will not be repeated here.

[0047] Specifically, the connection portion 2144 includes an insert 2144a disposed near the thrust plate body 2143, the insert 2144a is disposed in a radial distribution along the axis of the main shaft 211, and the insert 2144a is basically disposed inside the thrust plate body 2143. That is, the insert 2144a is basically covered by the thrust plate body 2143. This arrangement can effectively increase the contact area between the connection portion 2144 and the thrust plate body 2143, and can make the fusion between the two materials more closely, thereby enhancing the overall rigidity of the thrust plate assembly 214. As a more specific embodiment, when observed along the axial direction of the thrust plate assembly 214, the insert 2144a is configured as a non-circular structure, that is, when the connecting portion 2144 rotates around the axis of the thrust plate assembly 214, forces of opposite directions and equal magnitudes can be formed between the insert 2144a and the thrust plate body 2143, thereby effectively avoiding failure of the first material and the second material under long-term transmission and effectively ensuring the transmission strength of the thrust plate assembly.

[0048] like Figure 3 and Figure 7As shown, as mentioned above, the positioning plate assembly 215 and the main shaft 211 are set to be clearance-fitted. Specifically, a wire retaining ring 2151 and a self-lubricating bearing 2152 are also set between the positioning plate assembly 215 and the main shaft 211. The outer ring of the self-lubricating bearing 2152 is interference-fitted with the inner ring of the positioning plate assembly 215. The inner ring of the self-lubricating bearing 2152 is clearance-fitted with the main shaft 211, and can slide relative to the main shaft 211 along the extension direction of the axis of the main shaft 211. Along the axial direction of the positioning plate assembly 215, one end of the positioning plate assembly 215 is provided with an abutment portion 2154 (see Figure 3 ), one end of the self-lubricating bearing 2152 abuts against the abutment portion 2154 in the positioning plate assembly 215, so as to limit the self-lubricating bearing 2152 at one end along the axial direction. The positioning plate assembly 215 is also provided with a limiting groove 2153, and the limiting groove 2153 is located at the end of the self-lubricating bearing 2152 away from the abutment portion 2154. At least part of the wire retaining ring 2151 is arranged in the limiting groove 2153, and at least part of the wire retaining 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 abutment portion 2154, and the other end of the self-lubricating bearing 2152 abuts against the wire retaining ring 2151. At this point, the self-lubricating bearing 2152 is axially fixed on the inner ring of the positioning plate assembly 215. The above configuration enables the positioning plate assembly 215 to achieve relative sliding movement with the main shaft 211 through the self-lubricating bearing 2152 , thereby avoiding direct contact between the positioning plate assembly 215 and the main shaft 211 , which would cause wear of related components.

[0049] Furthermore, the limiting groove 2153 is also provided with a disassembly opening 2153a, which is extended along the axial direction of the positioning plate assembly 215, one end of the disassembly opening 2153a is connected with the limiting groove 2153, and the other end of the disassembly opening 2153a is connected to the port of the positioning plate assembly 215 away from the abutment portion 2154, that is, the disassembly opening 2153a is provided to allow a tool to directly extend into the limiting groove 2153 from the outside of the positioning plate assembly 215 and operate the wire retaining ring 2151 to make it radially contract and deform, thereby realizing the disassembly operation of the wire retaining ring 2151. When the positioning plate assembly 215 and the main shaft 211 are in the installed state and the positioning plate assembly 215 does not slip, the end of the main shaft 211 away from the main sliding wheel assembly 213 abuts against the positioning plate 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 plate assembly 215 on the main shaft 211, and at the same time realize the relative fixation of the positioning plate assembly 215 and the main shaft 211, and prevent the positioning plate assembly 215 from falling off the main shaft 211. Compared with the method of directly setting a flange at one end of the self-lubricating bearing 2152 in the prior art, and positioning the flange by abutting the positioning assembly bearing, this arrangement method makes the positioning plate assembly more removable. In the prior art, when the internal bearing of the positioning plate assembly is damaged or severely worn, the parts equipped with the bearing can only be replaced completely, that is, the entire positioning plate assembly must be replaced. This method obviously makes the maintenance and replacement cost higher. Therefore, the assembly method in the present application can effectively reduce the replacement and maintenance costs of the continuously variable transmission 200, thereby effectively improving the product competitiveness.

[0050] like Figure 3 and Figure 5As shown, the main sliding wheel assembly 213 includes a main sliding wheel body 2131 and a bushing 2132 arranged between the main sliding wheel body 2131 and the main shaft 211, and the end of the thrust plate assembly 214 close to the main sliding wheel assembly 213 abuts against the bushing 2132 to achieve axial positioning. The side of the thrust plate assembly 214 close to the bushing 2132 is set in a step shape, the abutting surface of the thrust plate assembly 214 and the bushing 2132 is located at the first step, and the abutting surface of the thrust plate assembly 214 and the main sliding wheel assembly 213 is located at the second step, that is, the abutting surface of the thrust plate assembly 214 and the main sliding wheel assembly 213 is located on the side of the abutting surface of the thrust plate assembly 214 and the bushing 2132 close to the positioning plate assembly 215, and is located above the latter, and the radial width of the abutment between the thrust plate assembly 214 and the bushing 2132 is smaller than the radial width of the bushing 2132. This arrangement enables the thrust plate assembly 214 to form a sliding area 2143a on one side close to the main sliding wheel assembly 213, and the main sliding wheel body 2131 can slide in the sliding area 2143a along the axial direction of the main shaft 211, and the axial length of the sliding area 2143a is substantially consistent with the maximum sliding distance of the main sliding wheel assembly 213. As an optional embodiment, the bushing 2132 is fixedly connected to the main shaft 211, and the connection between the main sliding wheel body 2131 and the bushing 2132 is substantially consistent with the connection between the positioning plate assembly 215 and the main shaft 211, that is, the inner ring of the main sliding wheel assembly 213 is also provided with a wire retaining ring 2133 and a limiting groove 2134, which will not be described in detail here. The difference is that the wire retaining ring 2133 and the limiting groove 2134 of the main sliding wheel assembly 213 are arranged on a side close to the thrust plate assembly 214, and the main sliding wheel assembly 213 is limited to the rightmost end by the abutment between the wire retaining ring 2133 and the bushing 2132, and the main sliding wheel assembly 213 is limited to the leftmost end by the abutment between the thrust plate assembly 214 and the main sliding wheel assembly 213.

[0051] like 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 arranged to be fixedly connected. Specifically, the main fixed wheel assembly 212 and the main shaft 211 are also completed by a secondary die-casting process. That is, compared with the conventional method of installing the main fixed wheel assembly 212 to the main shaft 211, the main shaft 211 is first manufactured by injection molding or other methods, and then a knurled contact surface 2112 with an uneven surface is manufactured on the connection area between the main shaft 211 and the main fixed wheel assembly 213 by a knurling process. After completing this step, a mold of the main fixed wheel assembly 212 is placed on the outside of the main shaft 211, that is, on the circumference of the knurled contact surface 2112, and the main fixed wheel assembly 212 is manufactured by casting the mold of the main fixed wheel assembly 212 by 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 where the main fixed wheel assembly 212 contacts the transmission belt 23 is defined as a 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 main shaft 211 after integral molding can be used as a positioning basis to process and adjust the working surface 2121. This arrangement can ensure that the smoothness of the working surface 2121 of the main fixed wheel assembly 212 is basically consistent at all locations, that is, when observed from the direction perpendicular to the axis of the main shaft 211, no matter what angle the main fixed wheel assembly 212 rotates to, the projection formed by the surface of the working surface 2121 at this viewing angle should be a straight line with the same angle as the main shaft 211. This connection method and processing sequence can maximize the smoothness of the transmission belt 23 during the operation of the main fixed wheel assembly 212, and there will be no shaking or different tightness at different rotation angles. As an optional embodiment, a limiting column 2122 and a limiting hole 2123 may be provided in the connection area between the main shaft 211 and the main fixed wheel assembly 212. Specifically, a limiting column 2122 facing the inside of the main shaft 211 may be provided on the main fixed wheel assembly 212, and a limiting hole 2123 may be provided on the outer surface of the main shaft 211. The limiting column 2122 may be at least partially provided in the limiting hole 2123. This arrangement can further enhance the engagement between the main fixed wheel assembly 212 and the main shaft 211 on the basis of knurling, thereby improving the connection strength. It is understandable that the limiting column 2122 may also be provided on the main shaft 211, and the limiting hole 2123 may be provided on the main fixed wheel assembly 212.

[0052] like Figure 4 and Figure 5As shown, the thrust plate assembly 214 and the main sliding wheel assembly 213 are arranged to be able to slide relative to each other, and the main sliding wheel assembly 213 can slide relative to the thrust plate assembly 214 along the extension direction of the axis of the main shaft 211. As mentioned above, the main sliding wheel assembly 213 and the main shaft 211 are arranged to be clearance-fitted, and the main fixed wheel assembly 212 and the main shaft 211 are arranged to be integrally formed. That is, the main sliding wheel assembly 213 and the positioning plate assembly 215 can slide relative to the main shaft 211 and rotate relative to each other. Therefore, as an optional embodiment, the connection between the thrust plate assembly 214 and the main sliding wheel assembly 213, in addition to ensuring that they can slide relative to each other, also needs to transmit the rotational driving force obtained by the thrust plate assembly 214 from the main shaft 211 to the main sliding wheel assembly 213, so as to effectively ensure the consistency of movement between the main sliding wheel assembly 213 and the main fixed wheel assembly 212. Specifically, the thrust plate assembly 214 is provided with a connection end 2145, and correspondingly, the main sliding wheel body 2131 is also provided with a sliding positioning groove 2135, 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. The connection end 2145 is at least partially disposed in the sliding positioning groove 2135 and can slide relatively substantially along the extension direction of the sliding positioning groove 2135.

[0053] like Figure 8As shown, as a specific implementation, the thrust plate assembly 214 also includes a thrust plate axle 2146, a thrust plate roller 2147 and a thrust plate slider 2148, the connection end 2145 includes a first connection hole 2145a and a second connection hole 2145b, and the thrust plate roller 2147 is at least partially arranged between the first connection hole 2145a and the second connection hole 2145b. The thrust plate axle 2146 is arranged to at least partially penetrate the first connection hole 2145a, the thrust plate roller 2147 and the second connection hole 2145b, and the thrust plate roller 2147 and the thrust plate axle 2146 are arranged to be gap-connected, that is, the thrust plate roller 2147 can rotate relative to the thrust plate axle 2146. Furthermore, slider accommodating portions 2149 are also provided on both sides of the connecting end 2145, and the slider accommodating portions 2149 on both sides are respectively connected with the first connecting hole 2145a and the second connecting hole 2145b, and the thrust plate slider 2148 is at least partially disposed in the slider accommodating portion 2149. When the thrust plate assembly 214 is in a connected state with the main sliding wheel assembly 213, the two ends of the thrust plate wheel shaft 2146 are respectively in contact with the thrust plate slider 2148, and are located together with the connecting end 2145 in the sliding positioning groove 2135, and the connecting end 2145 and the sliding positioning groove 2135 are provided with a clearance fit, so that the connecting end 2145 can generate relative sliding between the sliding positioning grooves 2135. The thrust plate slider 2148 is also at least partially disposed outside the slider accommodating portion 2149, and when the connecting end 2145 slides in the sliding positioning groove 2135, the thrust plate slider 2148 can rub against the inner wall of the sliding positioning groove 2135. In order to further ensure the stable connection between the thrust plate roller 2147 and the first connection hole 2145a and the second connection hole 2145b, an elastic gasket 2149a can be arranged between the thrust plate roller 2147 and the first connection hole 2145a and / or the second connection hole 2145b, so that the thrust plate roller 2147 forms a certain pre-tightening force along the axis direction of the first connection hole 2145a. It can be understood that this arrangement can avoid direct friction between the thrust plate body 2143 and the sliding positioning groove 2135, and can be replaced after the friction contact part is worn, thereby improving the overall service life of the continuously variable transmission 200.

[0054] like Fig. 9As shown, as an optional embodiment, the main sliding wheel assembly 213 includes three sliding positioning grooves 2135, and correspondingly, the thrust plate assembly 214 is provided with three connecting ends 2145. It can be understood that in order to ensure the stability of the main transmission mechanism 21 during the rotation process, 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 connecting ends 2145 are also arranged on the thrust plate assembly 214 to be symmetrically distributed around the axis center of the thrust plate assembly 214. This number selection can simplify the internal structure of the continuously variable transmission 200 as much as possible and reduce the manufacturing cost under the premise of achieving the stability of the relative movement between the main sliding wheel assembly 213 and the thrust plate assembly 214.

[0055] like Fig.10 As shown, an accommodation space 2136 is further provided between the main sliding wheel assembly 213 and the thrust plate assembly 214, and a centrifugal block 2137 is provided in the accommodation space 2136. One end of the centrifugal block 2137 is arranged to be rotatably connected with the main sliding wheel body 2131, and the other end of the centrifugal block 2137 is in contact with the thrust plate assembly 214. When the rotation speed of the main shaft 211 is greater than the first threshold, the centrifugal block 2137 rotates along the rotation connection shaft 2138 under the action of centrifugal force, so the centrifugal block 2137 pushes the main sliding wheel assembly 213 away from the thrust plate assembly 214, that is, the main sliding wheel assembly 213 slides along the axis of the main shaft 211 toward one 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 rotation diameter of the transmission belt 23 between the main fixed wheel assembly 212 and the main sliding wheel assembly 213 is increased. It can be understood that when the rotation speed of the main shaft 211 is less than or equal to the first threshold, the main sliding wheel assembly 213 is restored to its original position under the action of the elastic member 2141. Specifically, the centrifugal block 2137 is basically arranged in the accommodating space 2136 of the sliding positioning groove 2135, one end of the centrifugal block 2137 is rotatably connected with the main sliding wheel body 2131, and the other end of the centrifugal block 2137 is in contact with the thrust plate roller 2147. When the main sliding wheel assembly 213 is relatively displaced relative to the main fixed wheel assembly 212, the thrust plate roller 2147 can roll relative to the centrifugal block 2137.

[0056] like Fig.10 and Fig.11As shown, the centrifugal block 2137 includes an abutment portion 2137a, a centrifugal block body 2137b and a limiting portion 2137c. The abutment portion 2137a is arranged on a side of the centrifugal block body 2137b close to the main sliding wheel body 2131, and the limiting portion 2137c is arranged on the end of the centrifugal block body 2137b close to the thrust plate assembly 214. As mentioned above, when the rotation 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 sliding wheel assembly 213, and the centrifugal block 2137 is in the first position; when the centrifugal block 2137 is in the first position, the abutment portion 2137a is in abutment with the main sliding wheel assembly 213, so the setting of the abutment portion 2137a can effectively limit the rotation starting position of the centrifugal block 2137. The rotation speed of the main shaft 211 of the continuously variable transmission 200 provided in the present application also includes a second threshold, and the rotation speed of the first threshold is greater than the second threshold. When the rotation speed of the main shaft 211 is equal to the second threshold value, the rotation between the centrifugal block 2137 and the main sliding wheel assembly 213 reaches the maximum limit, and the centrifugal block 2137 is in the second position. As mentioned above, one end of the limiting portion 2137c of the centrifugal block 2137 is abutted against the thrust plate roller 2147. This arrangement makes it possible for the centrifugal block 2137 to form rolling friction with the thrust plate roller 2147 when the centrifugal block 2137 moves relative to the thrust plate assembly 214. Compared with the sliding friction resistance between the centrifugal block 2137 and the thrust plate assembly 214, the centrifugal block 2137 runs more smoothly. Specifically, the centrifugal block 2137 includes a rolling surface 2137d that forms rolling friction with the thrust plate roller 2147. When the rotation speed of the main shaft 211 changes between the first threshold value and the second threshold value, under the action of the centrifugal force, the thrust plate roller 2147 and the rolling surface 2137d rotate relative to each other. Specifically, when the rotation speed of the main shaft 211 is in a trend of gradually increasing from the first threshold to the second threshold, the relative position of the thrust plate roller 2147 on the rolling surface 2137d is sliding from the side close to the abutment portion 2137a to the side close to the limit portion 2137c, and when the rotation speed is in a trend of gradually decreasing, the sliding direction is opposite. It can be understood that no matter when the centrifugal block 2137 is in the first position or the second position, the thrust plate roller 2147 is always in abutment with the rolling surface 2137d, and when the centrifugal block 2137 is in the second position, the thrust plate roller 2147 is located on the side of the rolling surface 2137d closest to the limit portion 2137c. During this movement, the phase position of the centrifugal block 2137 also moves with the sliding of the main sliding wheel assembly 213. It can be understood that the distance between the axis of the connecting shaft 2138 rotated by the centrifugal block 2137 when the centrifugal block 2137 is in the first position and the axis of the connecting shaft 2138 rotated by the centrifugal block 2137 when the centrifugal block 2137 is in the second position is the maximum distance that the main sliding wheel assembly 213 can slide relative to the main shaft 211.As mentioned above, the positioning plate assembly 215 and the main sliding wheel assembly 213 are arranged to be fixedly connected, and the positioning plate 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 plate assembly 215 and the nut 217 is substantially consistent with the maximum distance of the aforementioned main shaft 211 slippage. It can be understood that when the centrifugal block 2137 moves to the second position, the positioning plate assembly 215 abuts against the nut 217. For ease of description, in the present application, the distance along the axis direction of the main shaft 211 between the axis of the connecting shaft 2138 rotating when the centrifugal block 2137 is in the first position and the axis of the connecting shaft 2138 rotating when the centrifugal block 2137 is in the second position is defined as the maximum slip distance H3; it can be understood that the distance between the positioning plate assembly 215 and the nut 217 is also the maximum slip distance H3. As an optional embodiment, in the present application, the maximum slip distance H3 is greater than or equal to 28 mm and less than or equal to 32 mm.

[0057] like Fig.10 As shown, a preset plane S1 perpendicular to the axis of the rotating connecting shaft 2138 is defined, the projection of the axis of the rotating connecting shaft 2138 along its own extension direction on the preset plane S1 is defined as the rotating projection point P1, and the projection of the axis of the main shaft 211 along the axis direction of the rotating connecting shaft 2138 on the preset plane S1 is defined as the active projection line L1. As an optional implementation, the distance H4 between the rotating projection point P1 and the active projection line L1 is greater than or equal to 84mm and less than or equal to 88mm. The centrifugal block 2137 also includes a center of mass P2, and the distance H5 between the projection of the center of mass P2 along the axis direction of the rotating connecting shaft 2138 on the preset plane S1 and the rotating projection point P1 is greater than or equal to 15mm and less than or equal to 18mm. It can be understood that the greater the distance between the center of mass 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, so that the centrifugal block 2137 and the roller structure can react more sensitively to the centrifugal force generated by the rotation of the main shaft 211, but the setting of too long a distance will make the overall occupancy of the centrifugal block 2137 and the main sliding wheel assembly 213 larger, resulting in an increase in the volume of the entire continuously variable transmission 200. Therefore, the above distances need to be controlled within a reasonable range.

[0058] As mentioned above, the centrifugal block 2137 also includes a limiting portion 2137c disposed at the end. When the rotation speed of the main shaft 211 reaches the second threshold, the limiting portion 2137c abuts against the thrust plate roller 2147, thereby limiting the relative position between the limiting portion 2137c and the thrust plate roller 2147. The relative position of the centrifugal block 2137 when abutting against the limiting portion 2137c is defined as the third position. Fig.11As shown, when the thrust plate roller 2147 is in the third position relative to the centrifugal block 2137, the limiting portion 2137c is in contact with the thrust plate roller 2147, and the thrust plate roller 2147 is not in contact with the rolling surface 2137d. Therefore, it can be understood that when the thrust plate roller 2147 is in the third position relative to the centrifugal block 2137, the main force point of the thrust plate roller 2147 comes from the abutment point between the thrust plate roller 2147 and the limiting portion 2137c. When the thrust plate roller 2147 is in the second position relative to the centrifugal block 2137, the main force of the thrust plate roller 2147 comes from the support of the rolling surface 2137d for the thrust plate roller 2147. The straight line extending from the direction of the support force on the thrust plate roller 2147 is defined as the preset straight line L2. As an optional implementation, when the thrust plate roller 2147 is located at the second position relative to the centrifugal block 2137, the angle between the projection of the preset straight line L2 along the axis direction of the rotating connection shaft 2138 on the preset plane S1 and the active projection line L1 is α1. When the thrust plate assembly 214 is located at the third position relative to the centrifugal block 2137, the angle between the projection of the preset straight line L2 along the axis direction of the rotating connection shaft 2138 on the preset plane S1 and the active projection line L1 is α2. As an optional implementation, the difference between α2 and α1 is greater than or equal to 15° and less than or equal to 35°. This arrangement can greatly reduce the axial component of the centrifugal block 2137 on the thrust plate roller 2147 along the extension direction of the active projection line L1 when the thrust plate roller 2147 is in the third position relative to the centrifugal block 2137, and effectively reduce the force between the thrust plate roller 2147 and the centrifugal block 2137, thereby reducing the impact between the thrust plate assembly 214 and the centrifugal block 2137 when the rotation speed of the main shaft 211 reaches the second threshold.

[0059] like Fig. 9 and Fig.12aAs shown, as an optional embodiment, the centrifugal block 2137 is at least partially arranged in the sliding positioning groove 2135 and is set to be rotatably connected with the main sliding wheel body 2131 through the rotating connecting shaft 2138. Specifically, the sliding positioning groove 2135 includes a first mounting portion 2135a and a second mounting portion 2135b, and the rotating connecting shaft 2138 is set to sequentially penetrate the first mounting portion 2135a, the centrifugal block 2137 and the second mounting portion 2135b, and one end of the rotating connecting shaft 2138 is formed with an abutment portion 2138a, and the other end of the rotating connecting shaft 2138 is formed with a connecting portion 2138b, and the rotating connecting shaft 2138 is fixed along the axial direction by the connecting portion 2138b and the abutment portion 2138a. In the present application, the connecting portion 2138b is set to an external thread structure, that is, the connecting portion 2138b is fixedly connected to the rotating connecting shaft 2138 by the cooperation of a nut and an external thread. The abutment portion 2138a is set as a bolt head, and is set to be integrally formed or fixedly connected with the rotating connecting shaft 2138. When the centrifugal block 2137 is connected to the main sliding wheel body 2131 through the rotating connecting shaft 2138, the abutment 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 the nut. Further, a bushing 2138c is also provided between the rotating connecting shaft 2138 and the centrifugal block 2137, and the centrifugal block 2137 and the bushing 2138c are interference fit, and the bushing 2138c and the rotating connecting shaft 2138 are clearance fit; the rotating connecting shaft 2138 is set to clearance fit with the first mounting portion 2135a and the second mounting portion 2135b respectively. This arrangement can make the rotation connection between the centrifugal block 2137 and the main sliding wheel body 2131 more flexible. The assembly direction of the rotating connecting shaft 2138 is from the first mounting portion 2135a to the second mounting portion 2135b, and the rotation direction of the main shaft 211 is from the second mounting portion 2135b to 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 this application, the side of the second mounting portion 2135b located on the abutment surface 2135c facing or close to the first mounting portion 2135a is defined as the first side of the abutment surface 2135c, and the side of the second mounting portion 2135b located on the abutment surface 2135c away from the first mounting portion 2135a is defined as the second side of the abutment surface 2135c.

[0060] like Figure 12bAs shown, as another optional embodiment, the rotating connecting shaft 2138 also includes a connecting portion 2138b and an abutting portion 2138a. In this embodiment, the connecting portion 2138b is arranged 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 diameter of the inner surface of the second mounting portion 2135b in contact with the rotation connecting shaft 2138 on the first side of the abutting surface 2135c is greater than the diameter of the side away from the first mounting portion 2135a. When the rotation connecting 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 the end of the rotation connecting shaft 2138 located on the second side of the abutting surface 2135c is fixedly connected to the rotation connecting shaft 2138 through the connecting portion 2138b. Specifically, the connecting portion 2138b can be set as an external thread and a nut is used to achieve a fastening connection to the rotation connecting shaft 2138. That is, in this embodiment, the rotation connecting shaft 2138 is positioned in its axial direction through the abutment of the connecting portion 2138b and the abutting portion 2138a with the abutting surface 2135c. Furthermore, there is a clearance fit between the rotating connecting shaft 2138 and the first mounting portion 2135a, and there is a clearance fit between the second mounting portion 2135b located on the second side of the abutment surface 2135c and the rotating connecting shaft 2138, and there is an interference fit between the second mounting portion 2135b located on the first side of the abutment surface 2135c and the rotating connecting shaft 2138.

[0061] As an implementation method, the distance between the connecting portion 2138b and the abutting portion 2138a is small. It can be understood that in this embodiment, the distance between the connecting portion 2138b and the abutting portion 2138a is smaller than the axial contact length between the second mounting portion 2135b and the rotating connecting shaft 2138. This arrangement can effectively reduce the length of the axial fixation between the rotating connecting shaft 2138 and the main sliding wheel body 2131 along the rotating connecting shaft 2138, so that the axial fixation only needs to be implemented in the second mounting portion 2135b, thereby reducing assembly errors. Further, this arrangement makes the abutting portion 2138a basically located on the same side of the rotating connecting shaft 2138 as the connecting portion 2138b, which can effectively improve the surface roughness of the rotating connecting 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 axial direction of the rotating connecting shaft 2138 is defined as the connection length H6, and the axial length of the contact between the second mounting portion 2135b and the rotating connecting shaft 2138 at the second side surface 2135c of the abutment surface is defined as the fixed length H7, and the ratio of the fixed length H7 to the connection 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, avoid the axial length of the interference fit between the rotating connecting shaft 2138 and the second mounting portion 2135b being too short, resulting in insufficient axial fixing strength, and also avoid the axial length of the interference fit being too long, resulting in increased difficulty in assembling the second mounting portion 2135b.

[0063] As mentioned above, when the ATV 100 is in the forward working condition, the crankshaft 1311 rotates to drive the main shaft 211 to rotate, and 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 slave transmission mechanism 22 through the transmission belt 23, and further transmits the driving force to the travel assembly 14 through the transmission mechanism 22 through the speed change assembly 15, and the running state of the engine 131 is changed to the acceleration state of the engine 131. In addition, the engine 131 also includes an idle state. When the engine 131 is turned on and the ATV 100 is not throttled, the engine 131 is in the idle state. When the engine 131 is in an idle state, the crankshaft 1311 and the main shaft 211 rotate forward and at a low speed, which is insufficient to generate sufficient centrifugal force for the thrust plate assembly 214 to drive the main sliding wheel assembly 213 to slide toward the main fixed wheel assembly 212, that is, at this time, the transmission belt 23 is located on the main shaft 211, and as mentioned above, a bearing 2111 is provided between the transmission belt 23 and the main shaft 211, and the bearing 2111 is a bidirectional bearing. Therefore, it can be understood that when the vehicle is in an idle state, the main transmission mechanism 21 and the slave transmission mechanism 22 do not transmit driving force to each other. Further, when the all-terrain vehicle 100 is in a downhill condition and the vehicle is in an idle condition, it can be understood that the all-terrain vehicle 100 will continue to accelerate under the action of its own gravity, that is, the travel assembly 14 transmits the driving force to the slave 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 slave transmission mechanism 22 cannot transmit driving force to the main transmission mechanism 21 at this time. In this case, when the all-terrain vehicle 100 is in a downhill condition, the travel assembly 14 drives the speed change assembly 15 and the slave transmission mechanism 22 to idle, and the speed gradually increases.

[0064] Based on this, Fig.13a , 13b and Fig.14As shown, as an optional embodiment, the main transmission mechanism 21 also includes a brake assembly 216 disposed on the main shaft 211, and the brake assembly 216 is basically disposed between the transmission belt 23 and the main shaft 211. Specifically, the brake assembly 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 the sliding member 2161 and the main shaft 211 are configured as a non-transmission connection, and the sliding member 2161 and the bearing 2111 are configured as a transmission connection. It can be understood that the sliding member 2161 and the main shaft 211 can be configured as a clearance fit, 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 configured as a fixed connection with the main shaft 211. Furthermore, the positioning member 2162 is provided with a positioning groove 2162a, and correspondingly, the sliding member 2161 is provided with a protrusion 2161a. When the sliding member 2161 and the positioning member 2162 are respectively installed with the main shaft 211, the sliding member 2161 and the positioning member 2162 cooperate with each other, and at this time, the protrusion 2161a is at least partially located in the positioning groove 2162a. Fig.15a and Fig.15b As shown, the positioning groove 2162a is configured so that when the sliding member 2161 rotates relative to the positioning member 2162, the sliding member 2161 can rotate relative to the positioning member 2162 along a preset direction, and can also generate relative sliding relative to the positioning member 2162 along the axial extension direction of the main shaft 211 toward the side close to the main sliding wheel assembly 213.

[0065] like Fig.13a , 13b and Fig.14As shown, a push portion 2161b is further provided on the side of the sliding member 2161 away from the main sliding wheel assembly 213, and the push portion 2161b is at least partially 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, the sliding member 2161 simultaneously generates a relative displacement toward the side close to the main sliding wheel assembly 213. During this process, the push portion 2161b drives the transmission belt 23 to move toward the side close to the main sliding wheel assembly 213 until the transmission belt 23 abuts against the main sliding wheel so that the transmission belt 23 and the main sliding wheel assembly 213 can transmit driving force to each other. Optionally, an elastic member 2163 is further provided between the main sliding wheel assembly 213 and the sliding member 2161, so as to apply a pre-tightening force to the sliding member 2161 that is away from the main sliding wheel assembly 213, so as to facilitate the sliding member 2161 to return to a position close to the side of the main fixed wheel assembly 212 when it is not subjected to the rotation driving force in the preset direction. It can be understood that the rotational driving force of the sliding member 2161 along the preset direction is derived 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 reason, 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 direction of the main shaft 211. That is, when the transmission belt 23 rotates forward or the main shaft 211 rotates forward and the speed is less than the first threshold, the driving force is not transmitted between the transmission belt 23 and the sliding member 2161; when the transmission belt 23 or the main shaft 211 rotates reversely, the driving force can be transmitted between the transmission belt 23 and the sliding member 2161.

[0066] As an implementation method, when the all-terrain vehicle 100 is in a downhill condition, the travel assembly 14 transmits the driving force to the slave transmission mechanism 22 through the speed change assembly 15. At this time, the reverse rotation of the slave transmission mechanism 22 drives the transmission belt 23 to reverse. Driven by the bearing 2111 set as a one-way bearing, the transmission belt 23 drives the sliding member 2161 to rotate while sliding toward 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 reversely transmitted to the crankshaft 1311 through the main shaft 211 through the main sliding wheel assembly 213, and then the potential energy generated by gravity when the all-terrain vehicle 100 goes downhill is transmitted to the engine 131 through the above series of transmission components, and the internal components of the engine 131 are used to effectively control the above speed, thereby reducing the rotation speed of the travel assembly 14 in the downhill condition and realizing the function of smooth downhill. In this application, the operating state in which the driving force of the travel assembly 14 is reversely transmitted to the engine 131 through the continuously variable transmission 200 is called the downhill braking state. It should be explained 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" mentioned above are basically located 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 be covered within the protection scope of this application.

[0067] like Fig.16 As shown, the continuously variable transmission 200 provided by the present application also includes a slave transmission mechanism 22, which includes a slave fixed wheel assembly 221, a slave sliding wheel assembly 222 and a driven shaft 223. The slave fixed wheel assembly 221 and the driven shaft 223 are arranged to be fixedly connected, and the slave sliding wheel assembly 222 and the driven shaft 223 are arranged to be gap-connected, that is, the slave sliding wheel assembly 222 can not only produce relative slippage along the axis direction of the driven shaft 223 relative to the driven shaft 223, but also produce relative rotation within a certain range relative to the driven shaft 223. The slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 are arranged to be in transmission connection, that is, the slave sliding wheel assembly 222 can produce relative displacement along the axis extension direction of the driven shaft 223 relative to the slave fixed wheel assembly 221, and the rotational driving force of the slave fixed wheel assembly 221 around the axis of the driven shaft 223 can also be synchronously transmitted to the slave sliding wheel assembly 222. Specifically, the transmission mechanism 22 also includes a cam assembly 224. When observed along the axial direction of the driven shaft 223, the cam assembly 224 is arranged between the slave fixed wheel assembly 221 and the slave sliding wheel assembly 222. Further, when observed along the radial direction of the driven shaft 223, the cam assembly 224 is also at least partially arranged between the slave fixed wheel assembly 221 and the driven shaft 223. The cam assembly 224 and the slave sliding wheel assembly 222 are arranged to be fixedly connected, that is, the cam assembly 224 can slide synchronously with the slave sliding wheel assembly 222.

[0068] like Fig.16 and Fig.17 As shown, as an optional embodiment, the driven shaft 223 at least partially penetrates the cam assembly 224, and a sliding groove 2241 is provided on the outer peripheral surface of the cam assembly 224. Correspondingly, the slave fixed wheel assembly 221 also includes a slave fixed wheel body 2211 and a driven roller 2212, and the driven roller 2212 is configured to be rotatably connected with the slave fixed wheel body 2211. The driven roller 2212 is basically arranged in the sliding groove 2241 and can rotate or generate relative displacement in the sliding groove 2241. When the driven roller 2212 is located in the sliding groove 2241, the driven roller 2212 is at least partially located between the cam assembly 224 and the slave fixed wheel body 2211.

[0069] like Figure 16 to Figure 1 As shown in FIG8 , the driven roller 2212 is rotatably connected to the slave fixed wheel body 2211 through the roller shaft 2213, and the roller shaft 2213 at least partially penetrates the slave fixed wheel body 2211 and is fixedly connected to the slave fixed wheel body 2211. The driven roller 2212 also includes a roller hole 2212a, and the roller shaft 2213 at least partially penetrates 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, and accordingly, an annular groove 2213a is provided on the outer surface of the roller shaft 2213 that contacts 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 is limited along the radial direction of the driven shaft 223 by the above-mentioned abutment with the annular groove 2213a. Further, the driven roller 2212 is set to an elastic material, and the roller shaft 2213 is set to a rigid material. In the present application, the roller shaft 2213 is a metal material. Therefore, when the driven roller 2212 and the roller shaft 2213 are assembled, it is only necessary to press the driven roller 2212 into the roller shaft 2213 along the axis extension direction of the roller shaft 2213, and the assembly between the roller shaft 2213 and the driven roller 2212 can be achieved by the elastic deformation of the driven roller 2212 itself until the annular boss 2212b enters the annular groove 2213a. This assembly method can achieve effective rotational connection between the driven roller 2212 and the roller shaft 2213 without setting a gasket, reducing the number of components and simplifying the assembly process.

[0070] The sliding groove 2241 is configured so that the driven roller 2212 can roll to different positions in the sliding groove 2241, and follow the driven roller 2212 to roll to different positions in the sliding groove 2241. Under the relative movement of the sliding groove 2241 and the driven roller 2212, the driven roller 2212 causes the sliding wheel assembly 222 to slide to different positions relative to the fixed wheel assembly 221. During the operation of the continuously variable transmission 200, as the rotational speed of the crankshaft 1311 gradually exceeds the first threshold and continues to increase, the centrifugal force generated by the centrifugal block 2137 increases, causing the main sliding wheel assembly 213 to slide toward one side of the main fixed wheel assembly 212, that is, the main sliding wheel assembly 213 and the main fixed wheel assembly 221 approach each other, and the transmission radius of the transmission belt 23 increases; however, when the total length of the transmission belt 23 remains unchanged, the transmission radius of the transmission belt 23 needs to be reduced accordingly from the transmission mechanism 22. Since the transmission belt 23 has a certain rigidity, at this time, the transmission belt 23 can apply a force to the slave sliding wheel assembly 222 away from the slave fixed wheel assembly 221 in the slave transmission mechanism 22, causing the slave sliding wheel assembly 222 to slide toward the side away from the slave fixed wheel assembly 221.

[0071] Accordingly, when the rotation 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 sliding wheel assembly 213 slides toward the side away from the main fixed wheel assembly 212 during this process, thereby reducing the transmission radius of the transmission belt 23. Similarly, when the length remains unchanged, the slave sliding wheel assembly 222 should correspondingly slide toward the side close to the slave fixed wheel assembly 221, thereby increasing the transmission radius of the transmission belt 23 in the slave transmission mechanism 22. As an optional embodiment, an elastic member 2214 is provided between the cam assembly 224 and the slave fixed wheel 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 wheel assembly 221. Since the cam assembly 224 and the slave sliding wheel assembly 222 are fixedly connected, the elastic member 2214 can provide a pre-tightening force inside the slave transmission mechanism 22 to bring the slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 closer to each other. Therefore, when the slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 are in a state of being away from each other under the force of the transmission belt 23, the elastic member 2214 always provides a force to the slave sliding wheel assembly 222 in a direction close to the slave fixed wheel assembly 221. Under this arrangement, when the transmission belt 23 reduces the transmission radius in the main transmission mechanism 21, the slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 of the slave transmission mechanism 22 can be close to each other under the action of the elastic member 2214, so as to avoid the transmission radius of the slave transmission mechanism 22 being unable to respond to the transmission demand of the main transmission mechanism 21, resulting in the slackness of the transmission belt 23, and further causing transmission failure.

[0072] like Fig.19 As shown, the sliding groove 2241 is set as an inwardly recessed accommodation space, which is recessed inwardly on the basis of the original wall thickness of the 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 difference between the wall thickness of the sliding groove 2241 and the wall thickness of 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 trajectory 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. Furthermore, in order to effectively reduce the heat generated by the friction during the operation of the driven roller 2212 in the sliding groove 2241 and avoid overheating and failure of the driven roller 2212, a heat dissipation hole 2243 is also provided in the sliding groove 2241, which is used to further transmit the sliding groove 2241 during the operation of the driven roller 2212 and the sliding groove 2241 to other parts of the slave transmission mechanism 22 through the driven shaft 223, thereby effectively improving the working efficiency of the continuously variable transmission 200.

[0073] like Fig.20aAs shown, the minimum width of the sliding groove 2241 is defined as the groove width H8, and the diameter R of the heat dissipation hole 2243 needs to satisfy 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 a suitable 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 set in the middle part of the sliding groove 2241, that is, the heat dissipation hole 2243 should not be set 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 movable 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 in order to move in the sliding area 2241a. In order to ensure the smoothness of the movement of the driven roller 2212, in the present application, the diameter of the driven roller 2212 is less than the groove width H8. For the convenience of description, the figure also defines the upper and lower positions of the sliding groove 2241. Specifically, the sliding groove 2241 extending along the axis of the driven shaft 223 and facing the side from 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 side from 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 changes from small to large, the transmission diameter of the transmission belt 23 in the slave transmission mechanism 22 changes from large to small. At this time, the distance between the slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 increases, and the driven roller 2212 moves from the bottom to the top of the sliding groove 2241 in the sliding groove 2241. At this time, the corresponding working condition is generally the acceleration stage of the all-terrain vehicle 100. On the contrary, the driven roller 2212 moves from the top to the bottom of the sliding groove 2241 in the sliding groove 2241. At this time, the corresponding working condition 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, the driven roller 2212 will move up and down in the sliding area 2241a of the sliding groove 2241 without obstacles.

[0074] like Fig.20bAs shown, as another optional embodiment, the sliding groove 2241 also includes a braking area 2241b, which is basically arranged at the bottom of the sliding groove 2241 and interpenetrates 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 basically cannot 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 distributed along the circumferential direction. Specifically, the distribution direction of the sliding area 2241a and the braking area 2241b on the cam assembly 224 is basically consistent with the rotation direction of the driven shaft 223 when it rotates forward, that is, the forward rotation direction of the driven shaft 223 is from the sliding area 2241a toward the braking area 2241b. This arrangement enables the driven roller 2212 to be basically in the sliding area 2241a of the sliding groove 2241 when the driven shaft 223 rotates forward. Only when the driven shaft 223 reverses, the driven roller 2212 enters the braking area 2241b and restricts the driven roller 2212 from moving up and down along the sliding groove 2241. That is, when the driven shaft 223 rotates in the opposite direction, relative slip cannot occur between the fixed wheel assembly 221 and the sliding wheel assembly 222. Therefore, when the all-terrain vehicle 100 is in a downhill braking state, the slave transmission mechanism 22 can enable the transmission belt 23 to transmit the driving force to the main 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 substantially consistent with 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 slave transmission mechanism 22 can stably transmit the driving force to the main transmission mechanism 21, when the cam assembly 224 is located in the braking area 2241b, there is almost no relative slip between the slave fixed wheel assembly 221 and the slave sliding wheel assembly 222 along the axial direction of the driven shaft 223; that is, the relative distance between the slave fixed wheel assembly 221 and the slave sliding wheel assembly 222 is substantially unchanged, so as to ensure the effective transmission of the driving force on the transmission belt 23. Since the cam assembly 224 and the slave sliding wheel assembly 222 are respectively set to be slidably connected with the driven shaft 223, and the cam assembly 224 and the slave sliding wheel assembly 222 can also form a circumferential rotation within a certain range with the driven shaft 223. Therefore, in the present application, the cam assembly 224 and the driven shaft 223 are both slidably connected by means of self-lubricating bearings and wire retaining rings, and the slave sliding wheel assembly 222 and the driven shaft 223 are also connected in the same way. The connection method of the positioning plate assembly 215 and the main shaft 211 has been described in detail. The connection method of the cam assembly 224 and the driven shaft 223, the slave sliding wheel assembly 222 and the driven shaft 223, and the positioning plate assembly 215 and the main shaft 211 and the connection part 2144 are basically the same, and will not be repeated here.

[0075] like Figure 4 As shown, as an optional implementation, 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 enables the continuously variable transmission 200 to generate a clamping force on the transmission belt 23 well during movement, and to transmit torque well.

[0076] In the present application, the slave fixed wheel assembly 221 and the driven shaft 223 are connected by bolts to form a complete driving force transmission body, 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 pins or bolts. It can be understood that in other embodiments, other methods can be used to achieve the fastening connection between the two, as long as the transmission of driving force can be formed between the two, they are all within the protection scope of the present application.

[0077] The above shows and describes 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, and any technical solution obtained by equivalent replacement or equivalent transformation falls within the protection scope of the present invention.

Claims

1. A continuously variable transmission, comprising: Main transmission mechanism, A slave transmission mechanism, the slave transmission mechanism being transmission-connected to the main transmission mechanism; A transmission belt, the transmission belt transmission-connecting the slave transmission mechanism and the main transmission mechanism, and transmitting driving force between the slave transmission mechanism and the main transmission mechanism; Characterized in that, the slave transmission mechanism comprises: Driven shaft; A slave sliding wheel assembly, wherein the slave sliding wheel assembly is clearance-matched with the driven shaft; A cam assembly, wherein the cam assembly is fixedly connected to the slave sliding wheel assembly, and a sliding groove is provided on the cam assembly; A slave fixed wheel assembly, wherein the slave fixed wheel assembly is fixedly connected to the driven shaft, the slave fixed wheel assembly comprises a slave fixed wheel body and a driven roller, the driven roller is at least partially located in the sliding groove; the driven roller is rotationally connected to the slave fixed wheel body via a roller shaft, the driven roller comprises a roller hole, one end of the roller shaft is fixedly connected to the slave fixed wheel body, the other end of the roller shaft at least partially passes through the roller hole, an annular boss is arranged in the roller hole, an annular groove is arranged at one end of the roller shaft, and when the roller hole and the roller shaft are in an installed state, the annular boss and the annular groove abut against each other.

2. The continuously variable transmission according to claim 1, characterized in that: When the roller hole and the roller shaft are in an installed state, the annular boss abuts against an end of the roller hole close to the driven shaft.

3. The continuously variable transmission according to claim 1, characterized in that: The roller shaft is made of a rigid material, and the driven roller is made of an elastic material.

4. The continuously variable transmission according to claim 1, characterized in that: The sliding groove includes a limiting surface, and the driven roller abuts against the limiting surface in the sliding groove and generates relative sliding on the limiting surface.

5. The continuously variable transmission according to claim 1, characterized in that: The sliding groove includes a sliding area. When the phase position of the driven roller changes in the sliding area, a relative sliding movement can be generated between the slave sliding wheel assembly and the slave fixed wheel assembly along the axial direction of the driven shaft.

6. The continuously variable transmission according to claim 1, characterized in that: The sliding groove further includes a braking area, and when the driven roller is located in the braking area, relative slippage between the slave sliding wheel assembly and the slave fixed wheel assembly along the axial direction of the driven shaft can be limited.

7. The continuously variable transmission according to claim 4, characterized in that: A heat dissipation hole is also provided in the sliding groove, and the minimum distance between the heat dissipation hole and the limiting surface is greater than or equal to 2 mm.

8. The continuously variable transmission according to claim 7, characterized in that: The minimum width of the sliding groove is defined as the groove width, and the diameter of the driven roller is smaller than the groove width.

9. The continuously variable transmission according to claim 8, characterized in that: When the driven roller moves from the bottom to the top in the sliding groove, the distance between the slave fixed wheel assembly and the slave sliding wheel assembly increases.

10. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A traveling assembly, wherein the traveling assembly is at least partially disposed below the vehicle frame; A driving assembly, the driving assembly being in transmission connection with the traveling assembly; It is characterized in that the all-terrain vehicle is also provided with a continuously variable transmission as described in any one of claims 1 to 9, and the continuously variable transmission is arranged between the traveling assembly and the driving assembly and is respectively connected to the traveling assembly and the driving assembly in transmission connection.

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