Transmission system and all-terrain vehicle using the transmission system

Abstract

This application discloses a transmission device and an all-terrain vehicle using the transmission device. The transmission device includes a housing, a shift motor, a shift shaft, a shift drum, a shift fork assembly, a countershaft, and a control shaft. The control shaft is installed inside the housing and includes a shaft body and an operating part connected to one end of the shaft body. A first shift gear is mounted on the shaft body and is drively connected to the shift shaft. An operating hole is provided on the housing, and the operating part extends at least partially out of the housing through the operating hole, allowing the operating part to be rotated outside the housing. This causes the control shaft to drive the first shift gear to rotate, which in turn drives the shift shaft to rotate, thus achieving gear shifting. This helps the vehicle engage forward or reverse gear, or disengage from parking gear, and the operation is simple.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles capable of adapting to various complex terrains. To achieve functions such as parking, forward movement, and reversing, ATVs require gear shifting. Currently, ATVs typically use either a manual shift lever or a motor-driven shift lever for gear shifting. When using a motor-driven shift lever, gear shifting will fail if the vehicle battery is low or the electrical system malfunctions. Especially when the vehicle is stationary in parking gear, forcibly towing it can damage the transmission gears. In such cases, shifting gears requires disassembling the transmission for adjustment, which is a complex operation. Utility Model Content

[0003] To address the shortcomings of existing technologies, the purpose of this utility model is to provide a simple and easy-to-operate gear shifting device and an all-terrain vehicle using the gear shifting device.

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

[0005] A transmission device includes a housing, a shift motor, a shift shaft, a transmission drum, a shift fork assembly, and a secondary shaft. The shift motor is fixed outside the housing, and its main shaft extends into the housing. The shift shaft is located inside the housing and is drively connected to the main shaft of the shift motor. The transmission drum is connected to the shift shaft and rotates synchronously with it. The shift fork assembly includes a shift fork, a sliding sleeve, and a shift fork shaft. The shift fork shaft is fixedly located inside the housing, and the shift fork is slidably mounted on the shift fork shaft. One end of the shift fork is slidably connected to the transmission drum, and the other end is connected to the sliding sleeve. The secondary shaft is rotatably located inside the housing and has at least two transmission gears. The sliding sleeve slidably mounts the secondary shaft. The shift fork, mounted on the secondary shaft, drives the sliding sleeve to engage or disengage with any one of the gears. The transmission device also includes a control shaft and a first shift gear. The control shaft is installed inside the housing and includes a shaft body and an operating part connected to one end of the shaft body. The first shift gear is mounted on the shaft body and is drively connected to the shift shaft. The housing has an operating hole through which the operating part extends at least partially out of the housing, allowing the operating part to be rotated outside the housing. This causes the control shaft to drive the first shift gear to rotate, which in turn drives the shift shaft to rotate to achieve gear shifting.

[0006] Furthermore, a second shift gear is also provided on the control shaft. The second shift gear is located on the side of the first shift gear away from the operating part, and the second shift gear is connected to the shift motor for transmission.

[0007] Furthermore, the second shift gear includes a toothed portion and a hub portion, the hub portion being at least partially inclined in the radial direction of the second shift gear in a direction away from the first shift gear.

[0008] Furthermore, the control shaft also includes a mounting part located at the end of the control shaft axially away from the operating part. The housing is provided with a mating part, which includes a support groove that mates with the mounting part so that the mounting part can rotate within the support groove.

[0009] Furthermore, a receiving space is formed between the hub and the control shaft, and the mating part is at least partially located in the receiving space.

[0010] Furthermore, the second shift gear is integrally formed with the control shaft.

[0011] Furthermore, a limiting member is provided on the control shaft between the first shift gear and the second shift gear, and the limiting member abuts against the first shift gear.

[0012] Furthermore, a positioning groove is provided on the control shaft on the side of the first shift gear away from the limiting member.

[0013] Furthermore, a first central hole is provided on the end face of the control shaft away from the operating part, and a second central hole is provided on the end face of the control shaft close to the operating part. The volume of the first central hole is larger than the volume of the second central hole.

[0014] An all-terrain vehicle includes a frame, a body panel, a running gear system, and a power system. The body panel at least partially covers the frame; the running gear system is at least partially located under the frame and rotatably connected to the frame; the power system is supported by the frame and provides power to the running gear system; wherein the power system includes a transmission device as described above, and the body panel includes a cover that covers the operating section and is removable.

[0015] The advantages of this utility model are: a control shaft is set in the transmission device, and the control shaft is connected to the shift shaft through the first shift gear. The operating part of the control shaft can extend out of the housing through the operating hole on the housing, so that the shift can be operated outside the housing, realizing the temporary manual shift function, helping the vehicle to engage forward or reverse gear, or disengage from parking gear, and the operation is simple. Attached Figure Description

[0016] Figure 1 This is a perspective view of the speed change device provided in the embodiments of this application;

[0017] Figure 2 This is a schematic diagram of the transmission device provided in this application after removing the housing;

[0018] Figure 3 This is a cross-sectional view of the speed change device provided in the embodiments of this application;

[0019] Figure 4 yes Figure 3 A magnified view of a section at point A in the middle;

[0020] Figure 5 This is a schematic diagram of the structure of the control axis provided in an embodiment of this application;

[0021] Figure 6 This is a cross-sectional view of the control axis provided in an embodiment of this application;

[0022] Figure 7 This is an exploded view of the control axis provided in the embodiments of this application;

[0023] Figure 8 This is a three-dimensional schematic diagram of the all-terrain vehicle provided in the embodiments of this application. Detailed Implementation

[0024] The technical solutions of the embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. In addition, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0025] like Figure 1 As shown, this application provides a transmission device 100, which can input shift signals via buttons, paddle shifters, etc., and perform electronic shift control in conjunction with other controller signals. Simultaneously, the transmission device 100 can also be operated manually using external tools.

[0026] like Figures 2 to 4 As shown, in this embodiment, the transmission device 100 includes a housing 11, a shift motor 12, a shift shaft 13, a transmission drum 14, a shift fork assembly 15, and a countershaft 16. The housing 11 protects the components housed therein. The shift motor 12 is fixed outside the housing 11, and its main shaft 121 extends into the housing 11. The shift shaft 13 is located inside the housing 11, and the main shaft 121 of the shift motor 12 is connected to the shift shaft 13 and can drive the shift shaft 13 to rotate, providing shifting power. The transmission drum 14 is connected to the shift shaft 13, and rotates synchronously when the shift shaft 13 rotates. Specifically, a gear position sensor is provided at one end of the transmission drum 14, which monitors the position of the transmission drum 14 in real time and provides feedback on the gear position information based on the position of the transmission drum 14.

[0027] The shift fork assembly 15 includes a shift fork 151, a sliding sleeve 152, and a shift fork shaft 153. The shift fork shaft 153 is fixedly disposed within the housing 11. The shift fork 151 is slidably sleeved on the shift fork shaft 153. One end of the shift fork 151 is slidably connected to the gear drum 14 and is fitted into a groove on the gear drum 14 via a post on the shift fork 151. The other end of the shift fork 151 is connected to the sliding sleeve 152 and is fitted into a fork groove on the sliding sleeve 152. A countershaft 16 is rotatably disposed within the housing 11 and has at least two gears 161. The sliding sleeve 152 is slidably sleeved on the countershaft 16. When the gear drum 14 rotates, the shift fork 151 is driven by the groove on the gear drum 14, thereby causing the sliding sleeve 152 to engage or disengage with the corresponding gear 161, realizing the switching of different gears.

[0028] like Figures 3 to 6 As shown, specifically, the transmission device 100 also includes a control shaft 17 and a first shift gear 173. The control shaft 17 is installed inside the housing 11 and includes a shaft body 171 and an operating part 172 connected to one end of the shaft body 171. Optionally, the operating part can be flat and rectangular, with a racetrack-shaped cross-section, to facilitate rotation using common hand tools such as wrenches, thus broadening its applicability. In other embodiments, the operating part can also be a spline, internal hexagon, external hexagon, or other structures, allowing rotation using appropriate tools. The first shift gear 173 is mounted on the shaft body 171 and is drively connected to the shift shaft 13. When the control shaft 17 rotates, the first shift gear 173 rotates synchronously, thereby driving the shift shaft 13 to rotate, realizing the shifting function.

[0029] More specifically, the housing 11 is provided with an operating hole 111, which can support the control shaft 17 and allow the control shaft 17 to rotate within it. The operating part 172 extends at least partially out of the housing 11 through the operating hole 111, so that the operating part 172 can be rotated outside the housing 11 using a special vehicle tool or a wrench, causing the control shaft 17 to rotate under the drive of the operating part 172, thereby completing the manual gear shifting operation.

[0030] As one implementation, a second shift gear 174 is also provided on the control shaft 17. The second shift gear 174 is located on the side of the first shift gear 173 opposite to the operating part 172. The second shift gear 174 is connected to the shift motor 12, so that the shift motor 12 can drive the second shift gear 174 to rotate, thereby driving the control shaft 17 to rotate. The first shift gear 173 on the control shaft 17 controls the shift shaft 13 to perform gear shifting. With this configuration, electronic shifting and manual shifting share the same control shaft 17, which not only saves on component costs but also helps to reduce the size of the transmission device 100.

[0031] In one implementation, the second shift gear 174 includes a toothed portion 1741 and a hub portion 1742. The toothed portion 1741 is used to mesh with the output gear of the shift motor 12 to transmit power. The hub portion 1742 connects the toothed portion 1741 and the control shaft 17. The hub portion 1742 is at least partially inclined in the radial direction of the second shift gear 174 away from the first shift gear 173, so that the second shift gear 174 can be set closer to the first shift gear 173 in the axial direction of the control shaft 17 and will not interfere with the first shift gear 173, thereby helping to shorten the length of the control shaft 17.

[0032] In one implementation, the control shaft 17 also includes a mounting portion 175, located at the end of the control shaft 17 axially away from the operating portion 172. The mounting portion 175 is located inside the housing 11, and the housing 11 has a mating portion 112 integrally formed with the housing 11. The mating portion 112 includes a support groove 1121, which is cylindrical and mates with the mounting portion 175, allowing the mounting portion 175 to rotate within the support groove 1121. The mating portion 112 and the mounting portion 175 are in a clearance fit, and the mating portion 112 is directly machined within the housing 11, resulting in a simple structure and low cost. In other embodiments, the mating portion 112 and the housing 11 are separate, with a bearing provided in the support groove 1121. The mounting portion 175 is installed within the bearing and can rotate within it. It is understood that for some transmission devices 100 that require frequent gear shifting, adding a bearing facilitates the maintenance of the mating portion 112 and its replacement after wear.

[0033] Specifically, a receiving space 1743 is formed between the hub portion 1742 of the second shift gear 174 and the control shaft 17. The receiving space 1743 may be formed by tilting the hub portion 1742 at least partially away from the first shift gear 173 in the radial direction of the second shift gear 174, that is, the second shift gear 174 forms the receiving space 1743 while avoiding the first shift gear 173. In other embodiments, the receiving space 1743 may also be an annular groove opened on the hub portion 1742 near the control shaft 17 and facing the mounting portion 175.

[0034] More specifically, the mating part 112 is at least partially located in the receiving space 1743. Since the receiving space 1743 provides a portion of the space for the mating part 112 to be installed, the mounting part 175 can be closer to the second shift gear 174, which is beneficial to further shorten the length of the control shaft 17. Based on the shortened length of the control shaft 17, the control shaft 17 is lighter and stronger.

[0035] As one implementation, the second shift gear 174 is integrally formed with the control shaft 17, thereby reducing assembly steps and eliminating the need for limiting the second shift gear 174. This integral forming also helps improve the stability of the overall structure. When electronic and manual shifting share the same control shaft 17, the second shift gear 174 is less likely to misalign with the control shaft 17, thus ensuring that the second shift gear 174 always meshes with the output gear of the shift motor 12, reducing the possibility of electronic shifting failure after manual shifting.

[0036] like Figure 6 and Figure 7 As shown, in one implementation, a limiting member 176 is provided on the control shaft 17 between the first shift gear 173 and the second shift gear 174. The limiting member 176 abuts against the first shift gear 173 and is used to limit the position of the first shift gear 173. Specifically, the limiting member 176 is a protrusion directly machined on the shaft. This protrusion can be a complete annular protrusion or composed of multiple protrusions spaced apart. In other embodiments, the limiting member 176 is an independent annular structure, fixed to the control shaft 17 by snap-fit ​​or welding.

[0037] A positioning groove 177 is provided on the side of the first shift gear 173 facing away from the limiting member 176 on the control shaft 17. After the first shift gear 173 is installed on the control shaft 17 and abuts against the limiting member 176, it can be welded at the positioning groove 177 to fix the first shift gear 173. After fixing by welding, the first shift gear 173 and the control shaft 17 are not easy to loosen, thus ensuring that there is no relative rotation between the first shift gear 173 and the second shift gear 174, which helps to maintain the shifting accuracy of the transmission device 100.

[0038] A first center hole 178 is provided on the end face of the control shaft 17 away from the operating part 172, and a second center hole 179 is provided on the end face of the control shaft 17 closer to the operating part 172. Both the first center hole 178 and the second center hole 179 are coaxially arranged with the control shaft 17 and can be used for positioning during the machining process of the control shaft 17. The volume of the first center hole 178 is larger than that of the second center hole 179. Since the diameter of the mounting part 175 is usually larger than the maximum width of the operating part 172 and the operating part 172 needs to withstand the torque during manual shifting, the larger first center hole 178 is provided at the mounting part 175 where the strength requirement is relatively low, which is beneficial to the weight reduction of the control shaft 17.

[0039] In one illustrative configuration, the transmission device 100 provided in this embodiment operates as follows:

[0040] When the electronic shifter is working normally, for example, shifting from N to L, the shift motor 12 drives the second shift gear 174 on the control shaft 17 to rotate, which in turn drives the first shift gear 173 on the control shaft 17 to rotate the shift shaft 13. The shift shaft 13 drives the shift drum 14 to rotate, and the shift drum 14 drives the shift fork 151 in the shift fork assembly 15 to move along the groove on the shift drum 14. When the shift fork 151 moves, it drives the sliding sleeve 152 to move along the secondary shaft 16 toward the lower gear shift gear 161, so that the shift pawl on the sliding sleeve 152 corresponding to the lower gear engages with the shift pawl in the lower gear shift gear 161. The switching method for R and H gears is similar to that of L gear, the difference being that the shift gear 161 engaged by the sliding sleeve 152 is different, which will not be described in detail here.

[0041] When switched to N gear, the sliding sleeve 152 does not engage with any gear 161.

[0042] When shifting from R to P, the shift motor 12 drives the second shift gear 174 on the control shaft 17 to rotate, which in turn drives the first shift gear 173 on the control shaft 17 to rotate the shift shaft 13. The shift shaft 13 then drives the transmission drum 14 to rotate. When the transmission drum 14 rotates from R to P, the parking cam on the shift shaft 13 engages with the inner cam of the parking rocker arm, causing the parking rocker arm to rotate. This, in turn, engages the parking gear on the countershaft 16, causing the countershaft 16 to self-lock and become unable to rotate, thus achieving parking.

[0043] When the drive system of the shift motor 12 fails, causing the electronic shifting function to malfunction, manual operation can be used to shift gears by driving the control shaft 17 with an external tool. A vehicle-specific tool or wrench can be used to extend the control shaft 17 out of the operating part 172 of the transmission device 100. The control shaft 17 drives the first shift gear 173 on it to rotate, which in turn drives the shift shaft 13 to rotate, and the shift shaft 13 then drives the transmission drum 14 to rotate, thus achieving the shifting function.

[0044] like Figure 8 As shown, this application also provides an all-terrain vehicle 200, which includes a frame 21, a body panel 22, a running gear 23, and a power system (not shown). The frame 21 forms the basic framework of the all-terrain vehicle 200 and serves as the basis for arranging other components. The body panel 22 at least partially covers the frame 21 and provides protection for components housed therein. The running gear 23 is at least partially located below the frame 21 and rotatably connected to the frame 21. The power system is supported by the frame 21 and provides power to the running gear 23. The power system includes a transmission device 100 as described above, and the all-terrain vehicle 200 using this transmission device 100 can simultaneously achieve electronic shifting and manual shifting.

[0045] Specifically, the body panel 22 includes a cover plate 221, which covers the operating part 172 of the control shaft 17. When manual shifting is required, the cover plate 221 is removed first, and then the operating part 172 is rotated to the corresponding gear position using an external tool to complete the shifting. This allows the all-terrain vehicle 200 to temporarily use manual shifting when electronic shifting fails, making the operation simple.

[0046] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that the above embodiments do not limit this utility model in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this utility model.

Claims

1. A speed-changing device, comprising: case; A shift motor is fixed outside the housing, and the main shaft of the shift motor extends into the housing. A shift shaft is disposed inside the housing and is drively connected to the main shaft of the shift motor; A transmission drum, which is connected to the shift shaft and rotates synchronously with the shift shaft; A shift fork assembly includes a shift fork, a sliding sleeve, and a shift fork shaft. The shift fork shaft is fixedly disposed within the housing. The shift fork is slidably sleeved on the shift fork shaft. One end of the shift fork is slidably connected to the transmission drum, and the other end of the shift fork is connected to the sliding sleeve. A secondary shaft is rotatably disposed within the housing, and at least two speed-changing gears are provided on the secondary shaft. A sliding sleeve is slidably sleeved on the secondary shaft, and the shift fork drives the sliding sleeve to engage or disengage with any one of the speed-changing gears. Its features are, The transmission device further includes a control shaft and a first shift gear. The control shaft is installed inside the housing and includes a shaft body and an operating part connected to one end of the shaft body. The first shift gear is disposed on the shaft body and is drively connected to the shift shaft. An operating hole is provided on the housing, and the operating part extends at least partially out of the housing through the operating hole, thereby allowing the operating part to be rotated outside the housing. This causes the control shaft to drive the first shift gear to rotate, which in turn drives the shift shaft to rotate to achieve gear shifting.

2. The speed change device according to claim 1, characterized in that, The control shaft is also provided with a second shift gear, which is located on the side of the first shift gear away from the operating part, and the second shift gear is connected to the shift motor for transmission.

3. The speed change device according to claim 2, characterized in that, The second shift gear includes a toothed portion and a hub portion, wherein the hub portion is at least partially inclined in the radial direction of the second shift gear in a direction away from the first shift gear.

4. The speed change device according to claim 3, characterized in that, The control shaft also includes a mounting part located at one end of the control shaft axially away from the operating part. The housing is provided with a mating part, which includes a support groove. The support groove mates with the mounting part so that the mounting part can rotate within the support groove.

5. The speed change device according to claim 4, characterized in that, A receiving space is formed between the hub and the control shaft, and the mating part is at least partially located in the receiving space.

6. The speed change device according to claim 2, characterized in that, The second shift gear is integrally formed with the control shaft.

7. The speed change device according to claim 2, characterized in that, A limiting member is provided on the control shaft between the first shift gear and the second shift gear, and the limiting member abuts against the first shift gear.

8. The speed change device according to claim 7, characterized in that, The control shaft has a positioning groove on the side of the first shift gear away from the limiting member.

9. The speed change device according to claim 1, characterized in that, The control shaft has a first central hole on the side face away from the operating part and a second central hole on the side face of the control shaft closer to the operating part. The volume of the first central hole is larger than the volume of the second central hole.

10. An all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A running system, at least partially located below the frame and rotatably connected to the frame; A power system, which is supported by the vehicle frame and provides power to the running system; Its features are, The powertrain includes a transmission device as described in any one of claims 1 to 9, and the body panel includes a cover that covers the operating section and is removable.

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