An all-terrain vehicle two-speed transmission

Abstract

The utility model relates to all terrain vehicle field, specifically disclose a two gear transmission of all terrain vehicle, include: input shaft, be used for connecting the drive motor of all terrain vehicle to receive power, two gear transmission subassembly, including high speed gear set and low speed gear set, be used for realizing different speed ratio power transmission respectively, synchronizer, switchable with high speed gear set or low speed gear set cooperation, to select high speed gear or low speed gear power transmission path. In the utility model, through setting two gear transmission subassembly including high speed gear set and low speed gear set, can switch speed ratio according to the driving scene: high speed gear state, power transmission through first high speed gear, second high speed gear, realizes whole car high vehicle speed travel with adaptable speed ratio, low speed gear state, power transmission through first low speed gear, second low speed gear, through greater speed ratio output sufficient torque, improve the climbing performance and acceleration performance.

Description

Technical Field

[0001] This utility model belongs to the field of all-terrain vehicle technology, specifically relating to a two-speed gearbox for all-terrain vehicles. Background Technology

[0002] In the powertrain system of an all-terrain vehicle, the gearbox, as one of the core components, plays a crucial role in regulating power output and adapting to different driving scenarios. Currently, the gearboxes used in all-terrain vehicles in the industry are mainly of a single-stage fixed-ratio structure. This type of gearbox is widely used in most all-terrain vehicle products due to its relatively simple structure.

[0003] A search revealed that CN208442220U discloses a high-low gearbox assembly for an all-terrain vehicle, including a gearbox body assembly, a main shaft assembly, a countershaft assembly, an intermediate shaft assembly, a secondary shaft assembly, an output shaft assembly, and a shifting mechanism assembly. One end of the main shaft of the main shaft assembly extends out of the gearbox body assembly as the power input end, and both ends of the output shaft assembly are provided with splines that communicate with the gearbox body as the power output ends.

[0004] The gear ratios of existing all-terrain vehicle transmissions cannot be adjusted according to driving needs, making it difficult for the vehicle to simultaneously achieve high speed and climbing performance: increasing the gear ratio to improve climbing and acceleration performance will reduce the vehicle's maximum speed; decreasing the gear ratio to pursue high speed will result in a significant decrease in the vehicle's climbing ability and acceleration performance, failing to meet users' needs for multi-scenario use of all-terrain vehicles. Utility Model Content

[0005] The purpose of this invention is to provide a two-speed transmission for all-terrain vehicles to solve the problems of slow power response, poor climbing performance, and low reliability of existing all-terrain vehicle transmissions mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: A two-speed transmission for an all-terrain vehicle, comprising: The input shaft is used to connect to the drive motor of the all-terrain vehicle to receive power; The two-speed transmission assembly includes a high-speed gear set and a low-speed gear set, which are used to achieve power transmission at different speed ratios. Synchronizer, which can be switched to engage with high-speed gear set or low-speed gear set to select the power transmission path of high speed or low speed; The power take-off assembly is used to transmit the power from the two-speed transmission assembly to the front and rear wheels of the all-terrain vehicle, respectively. The shift drive assembly, connected to the synchronizer, is used to drive the synchronizer to switch between the high-speed gear set and the low-speed gear set to achieve gear shifting.

[0007] In one embodiment, the high-speed gear set includes a first high-speed gear and a second high-speed gear; The first high-speed gear is fixedly mounted on the input shaft, and the second high-speed gear meshes with the first high-speed gear.

[0008] In one embodiment, the low-speed gear set includes a first low-speed gear and a second low-speed gear; The first low-speed gear is fixedly mounted on the input shaft and is spaced apart from the first high-speed gear along the axial direction of the input shaft; the second low-speed gear meshes with the first low-speed gear. The synchronizer is sleeved on the input shaft and located between the first high-speed gear and the first low-speed gear. It can move along the axial direction of the input shaft to form a power connection with the first high-speed gear or the first low-speed gear.

[0009] Preferably, the power output assembly includes a transmission gear set, a drive bevel gear, a drive shaft flange, and a rear differential assembly.

[0010] In one embodiment, the transmission gear set meshes with both the second high-speed gear and the second low-speed gear, and is used to transmit the power transmitted by the second high-speed gear or the second low-speed gear to the driving bevel gear; The drive shaft flange is fixedly connected to the drive bevel gear, and is used to transmit part of the power output by the drive bevel gear to the front axle assembly of the all-terrain vehicle, and to the front wheels of the all-terrain vehicle. The rear differential assembly is connected to the drive bevel gear transmission, and the rear differential assembly is used to connect the left and right half shafts of the all-terrain vehicle to transmit another part of the power output by the drive bevel gear to the rear wheels of the all-terrain vehicle.

[0011] In one embodiment, the transmission gear set includes a first transmission gear and a second transmission gear; The first transmission gear meshes with both the second high-speed gear and the second low-speed gear, and can rotate around its own axis; The second transmission gear meshes with the first transmission gear, and the second transmission gear is coaxially and fixedly connected to the driving bevel gear, so that the power transmitted by the first transmission gear is transmitted to the driving bevel gear in sequence through the second transmission gear.

[0012] In a preferred embodiment, the shift drive assembly includes a shift motor, a shift drive shaft, a shift drive plate, a shift fork, and a shift fork shaft; The output end of the shift motor is connected to the shift drive shaft and is used to drive the shift drive shaft to rotate around its own axis. The shift drive plate is fixedly sleeved on the shift drive shaft and rotates synchronously with the shift drive shaft. One end of the shift fork is movably connected to the shift drive plate, and the other end is fixedly connected to the synchronizer; The shift fork shaft is set along the moving direction of the synchronizer, and the shift fork slides in conjunction with the shift fork shaft to guide the moving trajectory of the shift fork.

[0013] In a preferred embodiment, it further includes a first deep groove ball bearing and a second deep groove ball bearing; The first deep groove ball bearing is disposed between the input shaft and the gearbox housing to support the rotation of the input shaft and reduce rotational friction; The second deep groove ball bearing is disposed between the first transmission gear and the gearbox housing to support the rotation of the first transmission gear and reduce rotational friction.

[0014] In one embodiment, it further includes a first tapered roller bearing and a second tapered roller bearing; The first tapered roller bearing and the second tapered roller bearing are respectively disposed at both ends of the drive bevel gear, and both are connected to the gearbox housing; The first tapered roller bearing and the second tapered roller bearing work together to radially and axially position the driving bevel gear, ensuring the stability of the driving bevel gear during rotation.

[0015] In one embodiment, the rear differential assembly includes a driven bevel gear; The driven bevel gear meshes with the driving bevel gear, and the driven bevel gear is fixedly connected to the housing of the rear differential assembly; When the driving bevel gear rotates, it drives the driven bevel gear to rotate synchronously, which in turn drives the rear differential assembly to operate, evenly transmitting power to the left and right half shafts to achieve synchronous or differential rotation of the rear wheels.

[0016] This invention provides a two-speed gearbox for all-terrain vehicles. Compared with the prior art, it has the following advantages: By setting up a two-speed transmission assembly containing a high-speed gear set and a low-speed gear set, the speed ratio can be flexibly switched according to the driving scenario: in high-speed mode, power is transmitted through the first high-speed gear and the second high-speed gear, and the vehicle can achieve high speed driving with the appropriate speed ratio; in low-speed mode, power is transmitted through the first low-speed gear and the second low-speed gear, and sufficient torque is output through a larger speed ratio, which improves climbing performance and acceleration performance.

[0017] The synchronizer can move axially along the input shaft to form a power connection with the high-speed or low-speed gear set, achieving rapid speed matching of the gears to be engaged during switching and avoiding jerking caused by gear meshing impact. The shift drive assembly uses the shift motor as a power source, driving the shift fork to move stably along the shift fork shaft through the shift drive shaft and shift drive plate, providing a smooth and controllable driving force for synchronizer switching, improving the shifting experience and the reliability of the gearbox operation.

[0018] Through optimized design of the power output components, efficient connection and distribution of power from the two-speed transmission components to the front and rear wheels is achieved: the transmission gear set transmits power from different gears to the driving bevel gear without loss through meshing; the driving bevel gear transmits power to the front axle assembly through the drive shaft flange on one hand, and drives the rear differential assembly through meshing with the driven bevel gear on the other hand, so that the power is synchronously distributed to the front and rear wheels, improving the vehicle's grip; the rear differential assembly can realize synchronous or differential rotation of the rear wheels according to road conditions, avoiding wheel slippage when driving straight and wear caused by forced tire synchronization when turning, thus enhancing the driving stability and adaptability of the all-terrain vehicle in complex terrain. Attached Figure Description

[0019] Figure 1 This is a perspective view of the present invention.

[0020] Figure 2 This is the front view of the present invention.

[0021] Figure 3 This is a side view of the present invention.

[0022] Figure 4 This is a top view of the present invention.

[0023] The reference numerals in the figure are as follows: 1. Input shaft; 2. First high-speed gear; 3. Synchronizer; 4. First low-speed gear; 5. First deep groove ball bearing; 6. Second deep groove ball bearing; 7. Second high-speed gear; 8. First transmission gear; 9. Second low-speed gear; 10. Second transmission gear; 11. Drive bevel gear; 12. First tapered roller bearing; 13. Drive shaft flange; 14. Shift motor; 15. Shift drive plate; 16. Shift fork; 17. Shift drive shaft; 18. Shift fork shaft; 19. Rear differential assembly; 20. Driven bevel gear; 21. Second tapered roller bearing. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Reference Figures 1-4 A two-speed transmission for all-terrain vehicles, comprising: Input shaft 1 is used to connect to the drive motor of the all-terrain vehicle to receive power; The two-speed transmission assembly includes a high-speed gear set and a low-speed gear set, which are used to achieve power transmission at different speed ratios. Synchronizer 3 can be switched to engage with high-speed gear set or low-speed gear set to select the power transmission path of high-speed or low-speed gear. The power take-off assembly is used to transmit the power from the two-speed transmission assembly to the front and rear wheels of the all-terrain vehicle, respectively. The shift drive assembly is connected to the synchronizer 3 and is used to drive the synchronizer 3 to switch between the high-speed gear set and the low-speed gear set to achieve gear shifting.

[0026] In the above technical solution, the input shaft 1 is connected to the all-terrain vehicle drive motor to receive power. In the two-speed transmission assembly, the high-speed gear set and the low-speed gear set are spaced apart along the axial direction of the input shaft 1. The synchronizer 3 is sleeved on the input shaft 1 and located between the two gear sets. The shift drive assembly consists of a shift motor 14, a shift drive shaft 17, a shift drive plate 15, a shift fork 16, and a shift fork shaft 18. The shift motor 14 drives the shift drive shaft 17 to rotate, causing the shift drive plate 15, which is fixed on the shift drive shaft 17, to move synchronously. The shift drive plate 15 pushes the shift fork 16, which is slidably fitted on the shift fork shaft 18, causing the shift fork 16 to drive the synchronizer 3 to move axially along the input shaft 1, thus achieving the switching of the synchronizer 3 with the high-speed gear set or the low-speed gear set. When the default gear is high speed, the synchronizer 3... The synchronizer 3 engages with the high-speed gear set, transmitting power via the input shaft 1 and the high-speed gear set to the transmission gear set, which then transmits it to the drive bevel gear 11. The drive bevel gear 11 transmits power to the front axle assembly and front wheels via the transmission shaft flange 13, and also drives the rear differential assembly 19 by meshing with the driven bevel gear 20. The rear differential assembly 19 connects the left and right half shafts to transmit power to the rear wheels. When switching to a low gear, the synchronizer 3 engages with the low-speed gear set, transmitting power along the same path. At the same time, the deep groove ball bearing supports and reduces friction on the input shaft 1 and the first transmission gear 8, while the tapered roller bearing provides radial and axial positioning for the drive bevel gear 11, ensuring stable operation of all components and achieving effective power transmission at different speed ratios.

[0027] In one embodiment, the high-speed gear set includes a first high-speed gear 2 and a second high-speed gear 7; the first high-speed gear 2 is fixedly mounted on the input shaft 1, and the second high-speed gear 7 meshes with the first high-speed gear 2.

[0028] The low-speed gear set includes a first low-speed gear 4 and a second low-speed gear 9; the first low-speed gear 4 is fixedly mounted on the input shaft 1 and is spaced apart from the first high-speed gear 2 along the axial direction of the input shaft 1, and the second low-speed gear 9 meshes with the first low-speed gear 4; the synchronizer 3 is sleeved on the input shaft 1 and located between the first high-speed gear 2 and the first low-speed gear 4, and can move along the axial direction of the input shaft 1 to form a power connection with the first high-speed gear 2 or the first low-speed gear 4.

[0029] Specifically, the first high-speed gear 2 is fixed to the input shaft 1 and can directly receive the power obtained from the drive motor from the input shaft 1. Then, through the meshing transmission with the second high-speed gear 7, the power is transmitted to the downstream power output component at a high-speed gear ratio. This fixed connection method can ensure the stability of high-speed power transmission and avoid slippage or loss during power transmission, meeting the power requirements of all-terrain vehicles in high-speed driving scenarios. In the low-speed gear set, the first low-speed gear 4 and the first high-speed gear 2 are distributed axially along the input shaft 1, which not only achieves an orderly layout of the two gear sets on the input shaft 1 and avoids component interference, but also allows power to be transmitted at a larger speed ratio through the meshing of the first low-speed gear 4 and the second low-speed gear 9, providing sufficient torque for all-terrain vehicles in climbing and rapid acceleration scenarios, and solving the problem that a single fixed speed ratio cannot adapt to different working conditions.

[0030] Preferably, the power output assembly includes a transmission gear set, a drive bevel gear 11, a driveshaft flange 13, and a rear differential assembly 19; the transmission gear set meshes with both the second high-speed gear 7 and the second low-speed gear 9, and is used to transmit the power transmitted by the second high-speed gear 7 or the second low-speed gear 9 to the drive bevel gear 11; the driveshaft flange 13 is fixedly connected to the drive bevel gear 11, and is used to transmit part of the power output by the drive bevel gear 11 to the front axle assembly of the all-terrain vehicle, and to the front wheels of the all-terrain vehicle; the rear differential assembly 19 is drivenly connected to the drive bevel gear 11, and the rear differential assembly 19 is used to connect the left and right half-shafts of the all-terrain vehicle, so as to transmit another part of the power output by the drive bevel gear 11 to the rear wheels of the all-terrain vehicle.

[0031] In the above technical solution, the transmission gear set, through meshing with the second high-speed gear 7 and the second low-speed gear 9, can stably receive the different speed ratio power output from the two transmission components, ensuring that the high-speed power in the high-speed gear and the high-torque power in the low-speed gear can be transmitted downstream without loss or interruption, avoiding the impact on the overall vehicle performance due to power transmission interruption; the active bevel gear 11, as the core of power splitting, through its connection with the drive shaft flange 13 and the rear differential assembly 19, realizes the reasonable distribution of power to the front and rear wheels, satisfying the needs of the all-terrain vehicle at high speeds. The rear wheels receive power synchronously to ensure driving stability, and the high torque power of the low gear can be synchronously transmitted to the front and rear wheels when climbing hills or on complex road conditions, improving the vehicle's grip and climbing ability. This solves the limitation of single-speed ratio gearboxes that can only transmit power in one direction and cannot adapt to complex terrain. The fixed connection between the drive shaft flange 13 and the active bevel gear 11, and the transmission connection between the rear differential assembly 19 and the active bevel gear 11, both ensure the stability and reliability of power transmission, reduce losses in the power transmission process, and further improve the overall operating efficiency of the gearbox.

[0032] In one embodiment, the transmission gear set includes a first transmission gear 8 and a second transmission gear 10; the first transmission gear 8 meshes with both the second high-speed gear 7 and the second low-speed gear 9, and can rotate around its own axis; the second transmission gear 10 meshes with the first transmission gear 8, and the second transmission gear 10 is coaxially and fixedly connected to the driving bevel gear 11, so that the power transmitted by the first transmission gear 8 is transmitted to the driving bevel gear 11 in sequence through the second transmission gear 10.

[0033] Specifically, the first transmission gear 8 meshes simultaneously with the second high-speed gear 7 and the second low-speed gear 9, allowing it to simultaneously receive the high-speed power of the high-speed gear and the high-torque power of the low-speed gear without additional switching of the transmission path. This avoids interruption or path change in power transmission caused by gear switching, ensuring that the power of both gears can be transmitted downstream, guaranteeing the smoothness of the all-terrain vehicle at high speeds and the stability of torque output when climbing at low speeds. The coaxial fixed connection between the second transmission gear 10 and the drive bevel gear 11 maximizes the coaxiality of power transmission, reduces radial deviation and power loss during transmission, and ensures that the power transmitted by the first transmission gear 8 is transmitted to the drive bevel gear 11. This ensures stable power distribution from the drive bevel gear 11 to the drive shaft flange 13 and the rear differential assembly 19, providing a reliable foundation for the power distribution between the front and rear wheels of the all-terrain vehicle.

[0034] In a preferred embodiment, the shift drive assembly includes a shift motor 14, a shift drive shaft 17, a shift drive plate 15, a shift fork 16, and a shift fork shaft 18. The output end of the shift motor 14 is connected to the shift drive shaft 17 and is used to drive the shift drive shaft 17 to rotate around its own axis. The shift drive plate 15 is fixedly sleeved on the shift drive shaft 17 and rotates synchronously with the shift drive shaft 17. One end of the shift fork 16 is movably connected to the shift drive plate 15, and the other end is fixedly connected to the synchronizer 3. The shift fork shaft 18 is arranged along the moving direction of the synchronizer 3, and the shift fork 16 slides in cooperation with the shift fork shaft 18 to guide the moving trajectory of the shift fork 16.

[0035] In the above technical solution, the shift motor 14 serves as the power source. The fixed sleeve structure of the shift drive plate 15 and the shift drive shaft 17 ensures that the two rotate synchronously, eliminating the action delay or deviation caused by transmission backlash and ensuring a rapid response to shift commands. The shift fork 16 is movably connected to the shift drive plate 15 at both ends, which can convert the rotational motion of the shift drive plate 15 into the linear motion of the shift fork 16. It can also ensure that the synchronizer 3 moves accurately with the shift fork 16 through rigid fixation, avoiding shift jamming caused by synchronizer 3 offset. The shift fork shaft 18 is set along the moving direction of synchronizer 3 and slides with the shift fork 16, providing stable guidance for the linear motion of the shift fork 16, preventing the shift fork 16 from offsetting and causing poor meshing between synchronizer 3 and gear set, further improving shift smoothness and reliability.

[0036] In a preferred embodiment, the system further includes a first deep groove ball bearing 5 and a second deep groove ball bearing 6; the first deep groove ball bearing 5 is disposed between the input shaft 1 and the gearbox housing to support the rotation of the input shaft 1 and reduce rotational friction; the second deep groove ball bearing 6 is disposed between the first transmission gear 8 and the gearbox housing to support the rotation of the first transmission gear 8 and reduce rotational friction.

[0037] In the above technical solution, the first deep groove ball bearing 5 is installed between the input shaft 1 and the gearbox housing. It can provide stable radial support for the input shaft 1, preventing the input shaft 1 from radially shaking or shifting due to the power input from the drive motor, and avoiding deviation in the meshing relationship between the input shaft 1 and the two-speed transmission components. It can also significantly reduce the frictional resistance between the input shaft 1 and the housing when rotating through its own rolling friction characteristics, reducing frictional losses in the power transmission process and ensuring that the power of the input shaft 1 can be efficiently transmitted to the two-speed transmission components. The second deep groove ball bearing 6 is installed between the first transmission gear 8 and the gearbox housing, and also plays the role of radial support and friction reduction. The first transmission gear 8 is a key transition component that receives the power of the two-speed transmission components and transmits it to the second transmission gear 10. It needs to continuously mesh and rotate with the second high-speed gear 7 and the second low-speed gear 9. The bearing can ensure that the first transmission gear 8 is always on the preset rotation trajectory, avoiding the impact or jamming caused by radial offset when the gears mesh, and at the same time reducing the friction between the gear rotation and the housing.

[0038] In one embodiment, a first tapered roller bearing 12 and a second tapered roller bearing 21 are also included; the first tapered roller bearing 12 and the second tapered roller bearing 21 are respectively disposed at both ends of the drive bevel gear 11 and are both connected to the gearbox housing; the first tapered roller bearing 12 and the second tapered roller bearing 21 together perform radial and axial positioning of the drive bevel gear 11 to ensure the stability of the drive bevel gear 11 when it rotates.

[0039] Specifically, as the core component of the power output assembly of the gearbox, the drive bevel gear 11 needs to simultaneously receive the power transmitted by the transmission gear set and distribute it to the drive shaft flange 13 and the rear differential assembly 19. During operation, it not only bears the radial force generated by gear meshing, but also generates axial force due to the characteristics of conical surface meshing. A single bearing or ordinary bearing is difficult to handle the bidirectional load. The first tapered roller bearing 12 and the second tapered roller bearing 21 are respectively set at both ends of the drive bevel gear 11 and connected to the gearbox housing, which can jointly achieve the radial and axial positioning of the drive bevel gear 11: the radial positioning can prevent radial wobble when the drive bevel gear 11 rotates.

[0040] In one embodiment, the rear differential assembly 19 includes a driven bevel gear 20; the driven bevel gear 20 meshes with the driving bevel gear 11, and the driven bevel gear 20 is fixedly connected to the housing of the rear differential assembly 19; When the driving bevel gear 11 rotates, it drives the driven bevel gear 20 to rotate synchronously, which in turn drives the rear differential assembly 19 to operate, and transmits power evenly to the left and right half shafts to achieve synchronous or differential rotation of the rear wheels.

[0041] Furthermore, the meshing of the driven bevel gear 20 and the driving bevel gear 11 ensures that the power diverted by the driving bevel gear 11 is transmitted to the rear differential, avoiding insufficient power to the rear wheels due to interruption or loss of power transmission. Especially in low-speed climbing scenarios, it can stably transmit high torque power to the rear wheels, improving the vehicle's climbing grip. The fixed connection between the driven bevel gear 20 and the rear differential assembly 19 housing can directly convert the rotation of the driven bevel gear 20 into the operation of the rear differential housing, avoiding slippage between components that could lead to power loss and ensuring efficient starting of the rear differential assembly 19.

[0042] The two-speed gearbox of this all-terrain vehicle initially operates in high gear. First, the input shaft 1 connects to the all-terrain vehicle's drive motor and receives its output power. At this time, the synchronizer 3 engages with the first high-speed gear 2 in the high-speed gear set, transmitting power from the input shaft 1 to the first high-speed gear 2. Then, through the meshing of the first high-speed gear 2 with the second high-speed gear 7, power is transmitted to the second high-speed gear 7. Subsequently, the second high-speed gear 7 meshes with the first transmission gear 8 in the transmission gear set, transmitting power to the first transmission gear 8. The first transmission gear 8 rotates around its own axis and meshes with the second transmission gear 10, driving the second transmission gear 10, which is coaxially fixedly connected to the drive bevel gear 11. The rotation of the drive bevel gear 11 transmits power to the drive bevel gear 11. The drive bevel gear 11 is fixedly connected to the drive shaft flange 13, transmitting part of the power to the front axle assembly of the all-terrain vehicle, and then from the front axle assembly to the front wheels. On the other hand, it meshes with the driven bevel gear 20 in the rear differential assembly 19, driving the driven bevel gear 20 to rotate synchronously. Since the driven bevel gear 20 is fixedly connected to the housing of the rear differential assembly 19, the rotation of the driven bevel gear 20 drives the rear differential assembly 19 to operate. The rear differential assembly 19 evenly transmits power to the left and right half shafts, and then to the rear wheels, realizing the synchronous or differential rotation of the rear wheels, completing the entire process of power input to output to the front and rear wheels in high-speed gear.

[0043] When the user needs to switch to a lower gear to improve climbing or acceleration performance, pressing the shift switch activates the shift motor 14 in the shift drive assembly. Its output drives the shift drive shaft 17 to rotate around its own axis. The shift drive plate 15, fixedly sleeved on the shift drive shaft 17, rotates synchronously with the shift drive shaft 17. The shift fork 16, movably connected to the shift drive plate 15, moves linearly along a preset direction under the guidance of the shift fork shaft 18, driven by the shift drive plate 15. The other end of the shift fork 16 is fixedly connected to the synchronizer 3. Therefore, the shift fork 16 drives the synchronizer 3 along the input direction... The input shaft 1 moves axially, causing the synchronizer 3 to disengage from the first high-speed gear 2 and engage with the first low-speed gear 4 in the low-speed gear set, completing the gear shift. After shifting to the low-speed gear, power is transmitted from the input shaft 1 to the first low-speed gear 4, and then through the meshing of the first low-speed gear 4 with the second low-speed gear 9 to the second low-speed gear 9. Subsequently, the second low-speed gear 9 meshes with the first transmission gear 8, and the subsequent power transmission path is the same as that of the high-speed gear, realizing the effective transmission of power in the low-speed gear and meeting the requirements of the all-terrain vehicle for high climbing performance and acceleration performance.

[0044] Throughout the process, the first deep groove ball bearing 5 supports the rotation of the input shaft 1 between the input shaft 1 and the gearbox housing and reduces friction. The second deep groove ball bearing 6 supports the rotation of the first transmission gear 8 between the first transmission gear 8 and the gearbox housing and reduces friction. The first tapered roller bearing 12 and the second tapered roller bearing 21 are respectively located at both ends of the drive bevel gear 11 and connected to the gearbox housing, jointly providing radial and axial positioning for the drive bevel gear 11 to ensure its rotational stability.

[0045] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A two-speed transmission for an all-terrain vehicle, characterized in that, include: Input shaft (1) is used to connect the drive motor of the all-terrain vehicle to receive power; The two-speed transmission assembly includes a high-speed gear set and a low-speed gear set, which are used to achieve power transmission at different speed ratios. Synchronizer (3) can switch with high-speed gear set or low-speed gear set to select the power transmission path of high speed or low speed. The power take-off assembly is used to transmit the power from the two-speed transmission assembly to the front and rear wheels of the all-terrain vehicle, respectively. The shift drive assembly is connected to the synchronizer (3) and is used to drive the synchronizer (3) to switch between the high-speed gear set and the low-speed gear set to achieve gear shifting.

2. The two-speed all-terrain vehicle transmission according to claim 1, characterized in that, The high-speed gear set includes a first high-speed gear (2) and a second high-speed gear (7); The first high-speed gear (2) is fixedly mounted on the input shaft (1), and the second high-speed gear (7) meshes with the first high-speed gear (2).

3. The two-speed all-terrain vehicle transmission according to claim 2, characterized in that, The low-speed gear set includes a first low-speed gear (4) and a second low-speed gear (9). The first low-speed gear (4) is fixedly mounted on the input shaft (1) and is spaced apart from the first high-speed gear (2) along the axial direction of the input shaft (1). The second low-speed gear (9) meshes with the first low-speed gear (4). The synchronizer (3) is sleeved on the input shaft (1) and located between the first high-speed gear (2) and the first low-speed gear (4). It can move along the axial direction of the input shaft (1) to form a power connection with the first high-speed gear (2) or the first low-speed gear (4).

4. The two-speed all-terrain vehicle transmission according to claim 3, characterized in that, The power output assembly includes a transmission gear set, a drive bevel gear (11), a drive shaft flange (13), and a rear differential assembly (19).

5. The two-speed all-terrain vehicle transmission according to claim 4, characterized in that, The transmission gear set meshes with both the second high-speed gear (7) and the second low-speed gear (9), and is used to transmit the power transmitted by the second high-speed gear (7) or the second low-speed gear (9) to the driving bevel gear (11). The drive shaft flange (13) is fixedly connected to the drive bevel gear (11) to transmit part of the power output by the drive bevel gear (11) to the front axle assembly of the all-terrain vehicle and to the front wheels of the all-terrain vehicle; The rear differential assembly (19) is connected to the drive bevel gear (11) and is used to connect the left and right half shafts of the all-terrain vehicle to transmit another part of the power output from the drive bevel gear (11) to the rear wheels of the all-terrain vehicle.

6. The two-speed all-terrain vehicle transmission according to claim 5, characterized in that, The transmission gear set includes a first transmission gear (8) and a second transmission gear (10). The first transmission gear (8) meshes with the second high-speed gear (7) and the second low-speed gear (9), and can rotate around its own axis; The second transmission gear (10) meshes with the first transmission gear (8), and the second transmission gear (10) is coaxially and fixedly connected with the driving bevel gear (11), so that the power transmitted by the first transmission gear (8) is transmitted to the driving bevel gear (11) in sequence through the second transmission gear (10).

7. The two-speed all-terrain vehicle transmission according to claim 1, characterized in that, The shift drive assembly includes a shift motor (14), a shift drive shaft (17), a shift drive plate (15), a shift fork (16), and a shift fork shaft (18). The output end of the shift motor (14) is connected to the shift drive shaft (17) and is used to drive the shift drive shaft (17) to rotate around its own axis. The shift drive plate (15) is fixedly sleeved on the shift drive shaft (17) and rotates synchronously with the shift drive shaft (17); One end of the shift fork (16) is movably connected to the shift drive plate (15), and the other end is fixedly connected to the synchronizer (3); The shift fork shaft (18) is set along the moving direction of the synchronizer (3), and the shift fork (16) slides with the shift fork shaft (18) to guide the moving trajectory of the shift fork (16).

8. The two-speed all-terrain vehicle transmission according to claim 5, characterized in that, It also includes a first deep groove ball bearing (5) and a second deep groove ball bearing (6); The first deep groove ball bearing (5) is disposed between the input shaft (1) and the gearbox housing to support the rotation of the input shaft (1) and reduce rotational friction; The second deep groove ball bearing (6) is disposed between the first transmission gear (8) and the gearbox housing to support the rotation of the first transmission gear (8) and reduce rotational friction.

9. The two-speed all-terrain vehicle transmission according to claim 5, characterized in that, It also includes a first tapered roller bearing (12) and a second tapered roller bearing (21); The first tapered roller bearing (12) and the second tapered roller bearing (21) are respectively disposed at both ends of the drive bevel gear (11) and are both connected to the gearbox housing; The first tapered roller bearing (12) and the second tapered roller bearing (21) together provide radial and axial positioning for the drive bevel gear (11) to ensure the stability of the drive bevel gear (11) during rotation.

10. The two-speed all-terrain vehicle transmission according to claim 5, characterized in that, The rear differential assembly (19) includes a driven bevel gear (20). The driven bevel gear (20) meshes with the driving bevel gear (11), and the driven bevel gear (20) is fixedly connected to the housing of the rear differential assembly (19); When the driving bevel gear (11) rotates, it drives the driven bevel gear (20) to rotate synchronously, driving the rear differential assembly (19) to operate, and transmitting power evenly to the left and right half shafts to achieve synchronous or differential rotation of the rear wheels.

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