Continuously variable transmission, and all-terrain vehicle using same

Abstract

A continuously variable transmission, comprising a master transmission mechanism (21), a slave transmission mechanism (22) and a transmission belt (23). The slave transmission mechanism is in transmission connection with the master transmission mechanism. The master transmission mechanism comprises a main shaft (211), a main sliding pulley assembly (213), a main fixed pulley assembly (212), a positioning disc assembly (215) and a thrust disc assembly (214), wherein the main sliding pulley assembly is sleeved on the main shaft and is in clearance fit with the main shaft, and the main sliding pulley assembly further comprises a main sliding pulley body (2131) and a centrifugal block (2137), the centrifugal block being rotationally connected to the main sliding pulley body; the main fixed pulley assembly is fixedly connected to the main shaft; the positioning disc assembly is in clearance fit with the main shaft, and the positioning disc assembly is fixedly connected to the main sliding pulley assembly; and the thrust disc assembly further comprises an elastic member (2141) and a thrust disc body (2143), the thrust disc body being fixedly connected to the main shaft, and the elastic member being arranged between the positioning disc assembly and the thrust disc body and applying to the main sliding pulley assembly a pre-tightening force in a direction away from the main fixed pulley assembly. Such a configuration manner effectively enables the continuously variable transmission to operate more smoothly and have a higher transmission efficiency and a better maintenance performance. Further provided is an all-terrain vehicle.

Description

Continuously variable transmission and all-terrain vehicle using the same

[0001] Related applications

[0002] This application claims priority to the Chinese patent application filed on February 1, 2024, with application number 202410149046.3 and invention name “All-terrain vehicle”; and claims priority to the Chinese patent application filed on April 1, 2024, with application number 202410391237.0 and invention name “Continuously variable transmission and all-terrain vehicle using the same”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of motor vehicle technology, and in particular to an all-terrain vehicle and a continuously variable transmission thereof. Background Art

[0004] All-terrain vehicles (ATVs) are vehicles that can travel on any terrain, easily navigating terrain difficult for ordinary vehicles. They can navigate beaches, riverbeds, forest trails, streams, and even harsh desert terrain. To reduce driver difficulty and enable the engine's power output ratio to adjust to driving conditions, ATVs are equipped with continuously variable transmissions (CVTs) to accommodate these varying output conditions. However, conventional CVTs are generally difficult to disassemble after assembly, with poor individual component replacement. Failures require extensive component replacement, resulting in high repair costs. Summary of the Invention

[0005] The embodiments of the present application provide a continuously variable transmission and an all-terrain vehicle using the continuously variable transmission to solve at least one problem existing in the background technology.

[0006] The first aspect is a continuously variable transmission, comprising a main transmission mechanism, a slave transmission mechanism, and a transmission belt, wherein the slave transmission mechanism is connected to the main transmission mechanism; the transmission belt is respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmits driving force between the slave transmission mechanism and the main transmission mechanism; the main transmission mechanism comprises a main shaft, a main sliding wheel assembly, and the main sliding wheel assembly is sleeved on the main shaft, and the main sliding wheel assembly and the main shaft are clearance-matched; the main sliding wheel assembly also includes a main sliding wheel body and a centrifugal block, and the centrifugal block is rotatably connected to the main sliding wheel body; the main fixed wheel assembly is fixedly connected to the main shaft, the main fixed wheel assembly, the thrust plate assembly, the positioning plate assembly, and the positioning plate assembly is clearance-matched with the main shaft; the positioning plate assembly is arranged on a side of the thrust plate assembly away from the main sliding wheel assembly, and the positioning plate assembly is fixedly connected to the main sliding wheel assembly; the thrust plate assembly also includes an elastic member and a thrust plate body, The force disc body is fixedly connected to the main shaft, and an elastic member is arranged between the positioning disc assembly and the thrust disc body, and the elastic member provides a pre-tightening force for the main sliding wheel assembly away from the main fixed wheel assembly; the slave transmission mechanism includes a driven shaft, a slave sliding wheel assembly, a slave fixed wheel assembly, a cam assembly, and a clearance fit between the slave sliding wheel assembly and the driven shaft; the slave fixed wheel assembly is fixedly connected to the driven shaft, and the slave fixed wheel assembly also includes a driven roller; the cam assembly is at least partially arranged between the slave sliding wheel assembly and the slave fixed wheel assembly, the cam assembly is fixedly connected to the slave sliding wheel assembly, and the cam assembly and the slave fixed wheel assembly abut against each other through the driven roller, and the cam assembly and the slave sliding wheel assembly can slide synchronously along the axial direction of the driven shaft under the extrusion of the transmission belt; an elastic member is also provided between the slave fixed wheel assembly and the cam assembly, and provides a pre-tightening force between the slave fixed wheel assembly and the cam assembly to approach each other.

[0007] The second aspect is a continuously variable transmission, including a main transmission mechanism, a slave transmission mechanism, a transmission belt, and a slave transmission mechanism connected to the main transmission mechanism; the transmission belt is respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmits driving force between the slave transmission mechanism and the main transmission mechanism; the main transmission mechanism includes a main shaft, a main sliding wheel assembly, a main fixed wheel assembly, a positioning plate assembly, and a thrust plate assembly, the main sliding wheel assembly is sleeved on the main shaft, and the main sliding wheel assembly and the main shaft are clearance-fitted; the main sliding wheel assembly also includes a main sliding wheel body and a centrifugal block, the centrifugal block is rotatably connected to the main sliding wheel body; the main fixed wheel assembly is fixedly connected to the main shaft, the positioning plate assembly is clearance-fitted with the main shaft; and the positioning plate assembly is fixedly connected to the main sliding wheel assembly; the thrust plate assembly also includes an elastic member and a thrust plate body, the thrust plate body is fixedly connected to the main shaft, the elastic member is arranged between the positioning plate assembly and the thrust plate body, and the elastic member provides a pre-tightening force for the main sliding wheel assembly away from the main fixed wheel assembly.

[0008] The transmission is connected to the main transmission mechanism, the main transmission mechanism comprising a main transmission mechanism, a slave transmission mechanism, a transmission belt, and a slave transmission mechanism connected to the main transmission mechanism; the transmission belt is respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmits driving force between the slave transmission mechanism and the main transmission mechanism; the main transmission mechanism comprises a main shaft, a main sliding wheel assembly, a main fixed wheel assembly, a positioning plate assembly, a thrust plate assembly, and a main sliding wheel assembly is sleeved on the main shaft, and the main sliding wheel assembly and the main shaft are clearance-fitted; the main sliding wheel assembly also includes a main sliding wheel body and a centrifugal block, and the centrifugal block is rotatably connected to the main sliding wheel body; the main fixed wheel assembly is fixedly connected to the main shaft, and the positioning plate assembly is clearance-fitted with the main shaft; the positioning plate assembly is fixedly connected to the main sliding wheel assembly; the thrust plate assembly is sleeved on the main shaft and fixedly connected to the main shaft; the thrust plate assembly also includes an elastic member and a thrust plate body, and the elastic member is arranged between the positioning plate assembly and the thrust plate body, and the elastic member is arranged between the positioning plate assembly and the thrust plate body. The gear train is connected with the first and second gears of the driving member to form a gearbox, and the gear train is connected with the first gear train by the gearbox, and the gear train is connected with the first gear train when the gear train is in the gearbox.

[0009] The fourth aspect is a continuously variable transmission, comprising a main transmission mechanism, a slave transmission mechanism, a transmission belt, and a transmission connection between the slave transmission mechanism and the main transmission mechanism; the transmission belt is respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmits driving force between the slave transmission mechanism and the main transmission mechanism; the main transmission mechanism comprises a main shaft, a main sliding wheel assembly, a main fixed wheel assembly, a positioning plate assembly, a thrust plate assembly, and the main sliding wheel assembly is sleeved on the main shaft, and the main sliding wheel assembly and the main shaft are clearance-fitted; the main sliding wheel assembly also includes a main sliding wheel body and a centrifugal block, and the centrifugal block is rotatably connected to the main sliding wheel body; the main fixed wheel assembly is fixedly connected to the main shaft, and the positioning plate assembly is clearance-fitted with the main shaft; the positioning plate assembly is fixedly connected to the main sliding wheel assembly; the thrust plate assembly is sleeved on the main shaft and fixedly connected to the main shaft; the thrust plate assembly also includes An elastic member and a thrust plate body, the elastic member is arranged between the positioning plate assembly and the thrust plate body, and the elastic member provides a pre-tightening force for the main sliding wheel assembly away from the main fixed wheel assembly; an accommodating space is formed between the main sliding wheel assembly and the thrust plate assembly, and the centrifugal block is located in the accommodating space, one end of the centrifugal block abuts the thrust plate assembly, and the other end of the centrifugal block is rotatably connected to the main sliding wheel assembly through a rotating connecting shaft; the rotating connecting shaft includes a connecting portion and an abutting portion, and the main sliding wheel assembly includes a first mounting portion and a second mounting portion, and an abutting surface facing the first mounting portion is provided in the second mounting portion. When the centrifugal block and the main sliding wheel assembly are in an installed state, the rotating connecting shaft passes through the first mounting portion, the centrifugal block and the second mounting portion respectively, the abutting portion abuts the abutting surface, and the connecting portion abuts the side of the second mounting portion away from the first mounting portion.

[0010] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0012] FIG1 is a perspective view of an all-terrain vehicle provided in an embodiment of the present application;

[0013] FIG2 is a partial cross-sectional view of a continuously variable transmission provided in an embodiment of the present application;

[0014] FIG3 is a cross-sectional view of a driving wheel assembly of a continuously variable transmission provided in an embodiment of the present application;

[0015] FIG4 is a perspective view of a main sliding wheel assembly and a thrust plate assembly provided in an embodiment of the present application;

[0016] FIG5 is an exploded view of a driving wheel assembly of a continuously variable transmission provided in an embodiment of the present application;

[0017] FIG6 is a partial cross-sectional view of a thrust plate assembly of a driving wheel assembly provided in an embodiment of the present application;

[0018] FIG7 is an exploded view of a positioning plate assembly provided in an embodiment of the present application;

[0019] FIG8 is an exploded view of a thrust plate assembly of a driving wheel assembly according to an embodiment of the present application;

[0020] FIG9 is an exploded view of a main sliding wheel assembly provided in an embodiment of the present application;

[0021] FIG10 is a comparison diagram of the thrust plate assembly provided by an embodiment of the present application in a first position and a second position relative to the centrifugal block;

[0022] FIG11 is a schematic diagram of the thrust plate assembly provided in an embodiment of the present application in a second position and a third position relative to the centrifugal block;

[0023] FIG12a shows a first embodiment of the installation between the centrifugal block and the main sliding wheel assembly provided in an embodiment of the present application;

[0024] FIG12 b shows a second embodiment of the installation between the centrifugal block and the main sliding wheel assembly provided in an embodiment of the present application;

[0025] FIG13a is a cross-sectional view of a brake assembly provided in an embodiment of the present application;

[0026] FIG13b is a partial enlarged view of point A in FIG13a;

[0027] FIG14 is an exploded view of the main transmission mechanism provided in an embodiment of the present application;

[0028] FIG15 a is a partial cross-sectional view of a brake assembly provided in an embodiment of the present application in a non-operating state;

[0029] FIG15 b is a partial cross-sectional view of the brake assembly provided in an embodiment of the present application in a working state;

[0030] FIG16 is a cross-sectional view of the assembly of the slave fixed wheel assembly and the driven shaft according to an embodiment of the present application;

[0031] FIG17 is an exploded view of a slave fixed wheel assembly according to an embodiment of the present application;

[0032] FIG18a is a partial cross-sectional view of a cam structure provided in an embodiment of the present application;

[0033] FIG18b is a partial enlarged view of point B in FIG18a;

[0034] FIG19 is a perspective view of a cam structure provided in an embodiment of the present application;

[0035] FIG20 a is a first embodiment of the sliding groove provided in an embodiment of the present application;

[0036] Figure 20b is a second embodiment of the sliding groove provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings, but these embodiments do not limit the present invention. Structural, methodological, or functional changes made by ordinary technicians in this field based on these embodiments are all included in the scope of protection of the present invention.

[0038] As shown in FIG1 , 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 . The drive assembly 13 is at least partially disposed on and supported by the frame 11 . The body cover 12 is at least partially disposed on the frame 11 to cover and protect the drive assembly 13 . The travel assembly 14 is at least partially disposed below the frame 11 and is rotatably connected to the frame 11 . The drive assembly 13 is in transmission connection with the travel assembly 14 to drive the travel assembly 14 .

[0039] As shown in Figures 1 and 2, 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 provided 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.

[0040] As shown in FIG3 , a bearing 2111 is further provided on the outer periphery of the main shaft 211. Along the axial direction of the main shaft 211, the bearing 2111 is also disposed between the main fixed wheel assembly 212 and the main sliding wheel assembly 213. Along 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, thereby preventing the transmission belt 23 from directly contacting the main shaft 211, thereby preventing wear on the main shaft 211, resulting in reduced transmission efficiency or even damage to the continuously variable transmission 200. In the present application, the bearing 2111 is configured as a bidirectional bearing. That is, the transmission belt 23 can freely rotate forward or reverse relative to the main shaft 211, and therefore the transmission belt 23 does not transmit driving force to the main shaft 211. It should be noted that when the ATV 100 is in the forward position, the rotation direction of the main shaft 211 is defined as forward rotation; otherwise, the rotation direction of the main shaft 211 is defined as reverse rotation. The main fixed wheel assembly 212 is fixedly connected to the main shaft 211, meaning that the main fixed wheel assembly 212 and the main shaft 211 cannot rotate or slip relative to each other. The main sliding wheel assembly 213 is loosely connected to the main shaft 211, allowing the main sliding wheel assembly 213 to slide relative to the main shaft 211 along the axis of the main shaft 211. It is understood that when the main sliding wheel assembly 213 slides closer to the main fixed wheel assembly 212 relative to the axis of the main shaft 211, the space between the main sliding wheel assembly 213 and the main fixed wheel assembly 212 is squeezed. The transmission belt 23 is displaced away from the axis of the main shaft 211 by the squeeze of the space on both sides. This causes the transmission belt 23 to move radially along the main shaft 211, increasing the rotational diameter of the transmission belt 23 and thereby changing the speed ratio 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 fixedly connected, and both the main sliding wheel assembly 213 and the positioning plate assembly 215 are 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 axis of the main shaft 211. The thrust plate assembly 214 is fixedly connected to the main shaft 211, that is, the thrust plate assembly 214 and the main shaft 211 cannot slip or rotate relative to each other. 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 apply a force to the positioning plate assembly 215 along the axial direction of the main shaft 211 and away from the main fixed wheel assembly 212.It is understandable that, because 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 away from the main fixed wheel assembly 212. This arrangement ensures 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, allowing the transmission belt 23 to maintain a consistent initial position.

[0041] As shown in Figures 3 to 5, specifically, the thrust plate assembly 214 is provided with an internal spline, and the main shaft 211 is provided with an external spline. The thrust plate assembly 214 and the main shaft 211 are connected via a spline. Furthermore, the main transmission mechanism 21 also includes a nut 217, which is sleeved on the main shaft 211 and is threadedly connected to the main shaft 211. Furthermore, when the nut 217 and the main shaft 211 are in a fixed state, the nut 217 abuts against the thrust plate assembly 214 and is located on a side of the nut 217 away from the main fixed wheel assembly 212. That is, one end of the thrust plate assembly 214 abuts against the nut 217, and the other end of the thrust plate assembly 214 abuts against the main sliding wheel assembly 213, thereby limiting the slippage of the thrust plate assembly 214 relative to the extension direction of the axis of the main shaft 211. Through the above arrangement, it can be seen that the fixed connection between the thrust plate assembly 214 and the main shaft 211 is composed of two parts: a spline connection between the thrust plate assembly 214 and the main shaft 211 that 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 via the spline connection, while the axial positioning between the thrust plate assembly 214 and the main shaft 211 is achieved by the connection portion of the nut 217. Compared with the prior art method of directly connecting the thrust plate assembly and the main shaft with bolts, this connection method decomposes the axial and circumferential force components and has them carried by two separate components. This not only provides higher connection strength and prevents bolt failure, but also can adapt to the extreme instantaneous acceleration or braking of the all-terrain vehicle 100, preventing the connection between the thrust plate assembly 214 and the main shaft 211 from reverse loosening, which could lead to transmission failure. As previously described, the fixed connection between nut 217 and spindle 211 serves to secure thrust plate assembly 214 in the axial direction. The connection between thrust plate assembly 214 and spindle 211 is used to transmit circumferential driving force. The contact length of nut 217 on spindle 211 along the axis of spindle 211 is defined as a first fixed length H1, and the contact length of thrust plate assembly 214 on spindle 211 along the axis of spindle 211 is defined as a second fixed length H2. In one possible embodiment, the ratio between first fixed length H1 and second fixed length H2 is set to be greater than or equal to 0.4 and less than or equal to 0.6. This arrangement effectively controls the contact lengths between the two components and spindle 211, thereby achieving a more stable connection between thrust plate assembly 214 and spindle 211 at the most appropriate length. Optionally, in the present application, the first fixed length H1 is greater than or equal to 12.5 mm and less than or equal to 16.5 mm. Accordingly, the second fixed length H2 is set within a range of greater than or equal to 27.5 mm and less than or equal to 31.25 mm. This selection of the installation length effectively ensures the installation strength between the thrust plate assembly 214 and the main shaft 211 while effectively preventing connection failure under extreme operating conditions.

[0042] As shown in FIG6 , as a specific embodiment, the thrust plate assembly 214 of the present application includes a thrust plate body 2143 and a connecting portion 2144. The connecting portion 2144 is disposed between the thrust plate body 2143 and the main shaft 211, and an internal spline is disposed on the connecting portion 2144 to achieve a spline connection between the thrust plate body 2143 and the main shaft 211. Specifically, a secondary die-casting process is employed between the thrust plate body 2143 and the connecting portion 2144. That is, the connecting portion 2144 is configured to be composed of a first material, and the thrust plate body 2143 is configured to be composed of a second material. The connecting portion 2144 is first fabricated by casting or other methods, and then a suitable mold is selected to directly cast the exterior of the connecting portion 2144 or other processes are used to fabricate the thrust plate body 2143, thereby achieving engagement between the connecting portion 2144 and the thrust plate body 2143. Ultimately, the thrust plate body 2143 and the connecting portion 2144 are integrally connected. Thus, in terms of material selection, the connection portion 2144 can be selected from 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 low density while ensuring strength. This can reduce the overall weight of the thrust plate assembly 214, reduce the resistance to initial rotation, and improve the efficiency of driving force transmission. As an embodiment, the first material is steel and the second material is aluminum. It is understandable 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.

[0043] Specifically, the connecting portion 2144 includes inserts 2144a disposed proximate to the thrust plate body 2143. The inserts 2144a are radially distributed along the axis of the main shaft 211 and are substantially disposed within the thrust plate body 2143. In other words, the inserts 2144a are substantially enclosed by the thrust plate body 2143. This arrangement effectively increases the contact area between the connecting portion 2144 and the thrust plate body 2143, further enhancing the integration of the two materials and thereby increasing 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 set to 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, which can effectively avoid the failure of the first material and the second material caused by long-term transmission, and effectively ensure the transmission strength of the thrust plate assembly.

[0044] As shown in Figures 3 and 7, as mentioned above, the positioning plate assembly 215 and the main shaft 211 are set to be clearance fit. Specifically, a wire retaining ring 2151 and a self-lubricating bearing 2152 are also provided between the positioning plate assembly 215 and the main shaft 211. The outer ring of the self-lubricating bearing 2152 is interference fit with the inner ring of the positioning plate assembly 215. The inner ring of the self-lubricating bearing 2152 is clearance fit 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, an abutment portion 2154 is provided at one end of the positioning plate assembly 215 (see Figure 3), and the self-lubricating bearing 2152 abuts against the abutment portion 2154 at one end inside the positioning plate assembly 215, thereby limiting 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 provided 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 arrangement 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.

[0045] Furthermore, the limiting groove 2153 is further provided with a disassembly opening 2153a, which extends along the axis of the positioning disc assembly 215. One end of the disassembly opening 2153a is connected to the limiting groove 2153, and the other end of the disassembly opening 2153a is connected to a port on the side of the positioning disc assembly 215 away from the abutment portion 2154. In other words, the disassembly opening 2153a is configured to allow a tool to be directly inserted into the limiting groove 2153 from the outside of the positioning disc assembly 215 to operate the wire retaining ring 2151 to cause it to radially contract and deform, thereby achieving the removal operation of the wire retaining ring 2151. When the positioning disc assembly 215 and the main shaft 211 are in an installed state and the positioning disc assembly 215 is not slipping, the end of the main shaft 211 away from the main sliding wheel assembly 213 abuts against the positioning disc 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, preventing the positioning plate assembly 215 from falling off the main shaft 211. Compared with the prior art method of directly setting a flange at one end of the self-lubricating bearing 2152 and positioning it by abutting the flange with the positioning assembly bearing, this arrangement makes the positioning plate assembly more removable. In the prior art, when the bearing inside the positioning plate assembly is damaged or severely worn, the only way is to replace all the parts equipped with the bearing, that is, to replace the entire positioning plate assembly. This method obviously makes the maintenance and replacement costs higher. Therefore, the assembly method in this application can effectively reduce the replacement and maintenance costs of the continuously variable transmission 200, thereby effectively improving the product competitiveness.

[0046] As shown in Figures 3 and 5, the main sliding wheel assembly 213 includes a main sliding wheel body 2131 and a bushing 2132 disposed between the main sliding wheel body 2131 and the main shaft 211. The end of the thrust plate assembly 214 proximal to the main sliding wheel assembly 213 abuts against the bushing 2132 to achieve axial positioning. The side of the thrust plate assembly 214 proximal to the bushing 2132 is configured in a stepped manner. The abutment surface between the thrust plate assembly 214 and the bushing 2132 is located on a first step, and the abutment surface between the thrust plate assembly 214 and the main sliding wheel assembly 213 is located on a second step. That is, the abutment surface between the thrust plate assembly 214 and the main sliding wheel assembly 213 is located on the side of the abutment surface between the thrust plate assembly 214 and the bushing 2132 proximal to the positioning plate assembly 215 and above the latter. The radial width of the abutment point between the thrust plate assembly 214 and the bushing 2132 is smaller than the radial width of the bushing 2132. This arrangement forms a sliding area 2143a on the side of the thrust plate assembly 214 proximal to the main sliding wheel assembly 213. The main sliding wheel body 2131 can slide along the axis of the main shaft 211 in the sliding area 2143a, 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. The connection between the main sliding wheel body 2131 and the bushing 2132 is substantially the same as 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 further described 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 the 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.

[0047] As shown in FIG3 , the main fixed wheel assembly 212 is disposed at the end of the main shaft 211 , and the main fixed wheel assembly 212 and the main shaft 211 are fixedly connected. Specifically, the main fixed wheel assembly 212 and the main shaft 211 are also completed through a secondary die-casting process. That is, compared with the traditional 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 cast into the mold by secondary die-casting to manufacture the main fixed wheel assembly 212, 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 the working surface 2121. After the main fixed wheel assembly 212 is fixedly connected to the main shaft 211, the axis of the integrally formed main shaft 211 can be used as a positioning basis for machining and adjusting the working surface 2121. This arrangement ensures that the working surface 2121 of the main fixed wheel assembly 212 is substantially smooth at all locations. That is, when viewed from a direction perpendicular to the axis of the main shaft 211, regardless of the angle to which the main fixed wheel assembly 212 is rotated, the projection of the working surface 2121 from that perspective should be a straight line that is aligned with the main shaft 211. This connection method and machining sequence maximizes the smoothness of the transmission belt 23 during operation of the main fixed wheel assembly 212, preventing jitter or varying tension at different rotation angles. As an optional embodiment, a limiting post 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, the main fixed wheel assembly 212 may be provided with a limiting post 2122 facing the interior of the main shaft 211, and a limiting hole 2123 may be provided on the outer surface of the main shaft 211, with the limiting post 2122 at least partially disposed within the limiting hole 2123. This arrangement can further enhance the engagement between the main fixed wheel assembly 212 and the main shaft 211, thereby improving the connection strength, based on the knurling. It is understood that the limiting post 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.

[0048] As shown in Figures 4 and 5, the thrust plate assembly 214 and the main sliding wheel assembly 213 are configured 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 previously described, the main sliding wheel assembly 213 and the main shaft 211 are configured to have a clearance fit, and the main fixed wheel assembly 212 is configured to be integrally formed with the main shaft 211. In other words, 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 mutual sliding, 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, effectively ensuring the consistent 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 connecting end 2145. Correspondingly, the main sliding wheel body 2131 is also provided with a sliding positioning groove 2135. The sliding positioning groove 2135 is fixedly connected to 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 connecting end 2145 is at least partially disposed within the sliding positioning groove 2135 and is capable of relatively sliding movement substantially along the extension direction of the sliding positioning groove 2135.

[0049] As shown in FIG8 , as a specific embodiment, the thrust plate assembly 214 further includes a thrust plate axle 2146, a thrust plate roller 2147, and a thrust plate slider 2148. The connecting end 2145 includes a first connecting hole 2145a and a second connecting hole 2145b. The thrust plate roller 2147 is at least partially disposed between the first connecting hole 2145a and the second connecting hole 2145b. The thrust plate axle 2146 is configured to at least partially penetrate the first connecting hole 2145a, the thrust plate roller 2147, and the second connecting hole 2145b. The thrust plate roller 2147 and the thrust plate axle 2146 are configured to be in clearance connection, that is, the thrust plate roller 2147 can rotate relative to the thrust plate axle 2146. Furthermore, slider accommodating portions 2149 are provided on both sides of the connecting end 2145. The slider accommodating portions 2149 on both sides are respectively connected to the first connecting hole 2145a and the second connecting hole 2145b. The thrust plate slider 2148 is at least partially disposed within the slider accommodating portions 2149. When the thrust plate assembly 214 is connected to the main sliding wheel assembly 213, both ends of the thrust plate axle 2146 abut against the thrust plate sliders 2148 and are located together with the connecting end 2145 within the sliding positioning groove 2135. A clearance fit is provided between the connecting end 2145 and the sliding positioning groove 2135, allowing the connecting end 2145 to slide relative to the sliding positioning groove 2135. The thrust plate slider 2148 is also at least partially disposed outside the slider accommodating portions 2149. When the connecting end 2145 slides within the sliding positioning groove 2135, friction between the thrust plate sliders 2148 and the inner wall of the sliding positioning groove 2135 is generated. To further ensure a secure connection between the thrust plate roller 2147 and the first connection hole 2145a and the second connection hole 2145b, an elastic gasket 2149a may be provided between the thrust plate roller 2147 and the first connection hole 2145a and / or the second connection hole 2145b, thereby applying a preload force to the thrust plate roller 2147 along the axis of the first connection hole 2145a. This arrangement can be understood as preventing direct friction between the thrust plate body 2143 and the sliding positioning groove 2135, allowing for replacement of the friction contact area after wear occurs, thereby increasing the overall service life of the continuously variable transmission 200.

[0050] As shown in FIG9 , as an optional embodiment, the main sliding wheel assembly 213 includes three sliding positioning grooves 2135. Accordingly, the thrust plate assembly 214 is provided with three connecting ends 2145. It is understood that, in order to ensure the stability of the main transmission mechanism 21 during rotation, the three sliding positioning grooves 2135 are arranged on the main sliding wheel assembly 213 so as to be evenly distributed around the axis center of the main sliding wheel assembly 213. Accordingly, the connecting ends 2145 on the thrust plate assembly 214 are also arranged so as to be symmetrically distributed around the axis center of the thrust plate assembly 214. This selection of the number of connecting ends 2145 can simplify the internal structure of the continuously variable transmission 200 as much as possible, thereby reducing manufacturing costs, while ensuring the stability of the relative motion between the main sliding wheel assembly 213 and the thrust plate assembly 214.

[0051] As shown in FIG10 , a receiving space 2136 is provided between the main sliding wheel assembly 213 and the thrust plate assembly 214. A centrifugal mass 2137 is disposed within this receiving space 2136. One end of the centrifugal mass 2137 is rotatably connected to the main sliding wheel body 2131, while the other end of the centrifugal mass 2137 abuts against the thrust plate assembly 214. When the rotational speed of the main shaft 211 exceeds a first threshold, the centrifugal mass 2137 rotates along the rotating connection shaft 2138 under the action of centrifugal force. This causes the centrifugal mass 2137 to push the main sliding wheel assembly 213 away from the thrust plate assembly 214, i.e., the main sliding wheel assembly 213 slides along the axis of the main shaft 211 toward one end of the main fixed wheel assembly 212. At this point, the relative distance between the main sliding wheel assembly 213 and the main fixed wheel assembly 212 decreases, thereby squeezing the transmission belt 23 and increasing the rotational diameter of the transmission belt 23 between the main fixed wheel assembly 212 and the main sliding wheel assembly 213. It is understood that when the rotational speed of the main shaft 211 is less than or equal to the first threshold, the main sliding wheel assembly 213 returns to its original position under the force of the elastic member 2141. Specifically, the centrifugal block 2137 is substantially disposed within the accommodating space 2136 of the sliding positioning groove 2135. One end of the centrifugal block 2137 is rotationally connected to the main sliding wheel body 2131, and the other end of the centrifugal block 2137 abuts against the thrust plate roller 2147. When the main sliding wheel assembly 213 is displaced relative to the main fixed wheel assembly 212, the thrust plate roller 2147 can roll relative to the centrifugal block 2137.

[0052] As shown in Figures 10 and 11, the centrifugal mass 2137 includes an abutment portion 2137a, a centrifugal mass body 2137b, and a limiting portion 2137c. The abutment portion 2137a is disposed on a side of the centrifugal mass body 2137b near the main sliding wheel body 2131, and the limiting portion 2137c is disposed at the end of the centrifugal mass body 2137b near the thrust plate assembly 214. As previously described, when the rotational speed of the main shaft 211 is less than or equal to a first threshold value, relative rotation between the centrifugal mass 2137 and the main sliding wheel assembly 213 does not occur, and the centrifugal mass 2137 is in a first position. When the centrifugal mass 2137 is in the first position, the abutment portion 2137a is in contact with the main sliding wheel assembly 213. Therefore, the provision of the abutment portion 2137a can effectively limit the rotational starting position of the centrifugal mass 2137. The main shaft 211 speed of the continuously variable transmission 200 provided herein also includes a second threshold value, and the speed of the first threshold value is greater than the second threshold value. When the rotation speed of the main shaft 211 reaches a second threshold, the rotation between the centrifugal mass 2137 and the main sliding wheel assembly 213 reaches its maximum limit, and the centrifugal mass 2137 is now in the second position. As previously described, the centrifugal mass 2137 is provided with a stopper 2137c, one end of which abuts the thrust plate roller 2147. This arrangement allows the centrifugal mass 2137 to form rolling friction with the thrust plate roller 2147 when the centrifugal mass 2137 moves relative to the thrust plate assembly 214. This reduces the sliding friction resistance between the centrifugal mass 2137 and the thrust plate assembly 214, thereby making the operation of the centrifugal mass 2137 smoother. Specifically, the centrifugal mass 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 varies between the first threshold and the second threshold, the thrust plate roller 2147 and the rolling surface 2137d rotate relative to each other under the action of centrifugal force. Specifically, when the rotational speed of the main shaft 211 gradually increases from the first threshold toward the second threshold, the relative position of the thrust plate roller 2147 on the rolling surface 2137d slides from the side proximate to the abutment portion 2137a to the side proximate to the stop portion 2137c. When the rotational speed gradually decreases, the sliding direction is reversed. It will be understood that, regardless of whether the centrifugal weight 2137 is in the first position or the second position, the thrust plate roller 2147 is always in abutment with the rolling surface 2137d. When the centrifugal weight 2137 is in the second position, the thrust plate roller 2147 is located on the side of the rolling surface 2137d closest to the stop portion 2137c. During this movement, the phase position of the centrifugal mass 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 mass 2137 when the centrifugal mass 2137 is in the first position and the axis of the connecting shaft 2138 rotated by the centrifugal mass 2137 when the centrifugal mass 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 previously described, the positioning disc assembly 215 is fixedly connected to the main sliding wheel assembly 213 and is capable of sliding along the extension direction of the main shaft 211 with the main sliding wheel assembly 213. Therefore, the distance between the positioning disc assembly 215 and the nut 217 in FIG4 is substantially consistent with the aforementioned maximum sliding distance of the main shaft 211. It is understood that when the centrifugal weight 2137 moves to the second position, the positioning disc assembly 215 abuts the nut 217. For ease of description, in this application, the distance between the axis of the connecting shaft 2138, about which the centrifugal weight 2137 rotates when the centrifugal weight 2137 is in the first position, and the axis of the connecting shaft 2138, about which the centrifugal weight 2137 rotates when the centrifugal weight 2137 is in the second position, along the axis of the main shaft 211 is defined as the maximum sliding distance H3. It is understood that the distance between the positioning disc assembly 215 and the nut 217 is also the maximum sliding distance H3. As an alternative embodiment, in this application, the maximum sliding distance H3 is greater than or equal to 28 mm and less than or equal to 32 mm.

[0053] As shown in FIG10 , a predetermined plane S1 is defined perpendicular to the axis of the rotating connecting shaft 2138. The projection of the axis of the rotating connecting shaft 2138 along its own extension direction onto the predetermined plane S1 is defined as a rotational projection point P1. The projection of the axis of the main shaft 211 along the axis of the rotating connecting shaft 2138 onto the predetermined plane S1 is defined as an active projection line L1. As an optional embodiment, the distance H4 between the rotational projection point P1 and the active projection line L1 is greater than or equal to 84 mm and less than or equal to 88 mm. The centrifugal mass 2137 also includes a center of mass P2. The distance H5 between the projection of the center of mass P2 along the axis of the rotating connecting shaft 2138 onto the predetermined plane S1 and the rotational projection point P1 is greater than or equal to 15 mm and less than or equal to 18 mm. It is understandable that the greater the distance between the center of mass P2 and the rotational projection point P1, and the distance between the rotational projection point P1 and the axis of the main shaft 211, the smaller the centrifugal force required for the centrifugal mass 2137 to rotate to the same distance. This allows the centrifugal mass 2137 and the roller structure to react more sensitively to the centrifugal force generated by the rotation of the main shaft 211. However, setting an excessively long distance will increase the overall space occupied by the centrifugal mass 2137 and the main sliding wheel assembly 213, resulting in an increase in the volume of the entire continuously variable transmission 200. Therefore, it is necessary to control the above distances within a reasonable range.

[0054] As previously mentioned, the centrifugal mass 2137 further includes a limiting portion 2137c disposed at its distal end. When the rotational speed of the main shaft 211 reaches a second threshold, the limiting portion 2137c abuts 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 mass 2137 when the limiting portion 2137c abuts the thrust plate roller 2147 is defined as the third position. As shown in FIG11 , when the thrust plate roller 2147 is in the third position relative to the centrifugal mass 2137, the limiting portion 2137c abuts the thrust plate roller 2147, and the thrust plate roller 2147 does not contact 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 mass 2137, the primary force acting on the thrust plate roller 2147 originates 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 mass 2137, the primary force acting on the thrust plate roller 2147 comes from the support provided by the rolling surface 2137d. A straight line extending in the direction of the support force acting on the thrust plate roller 2147 is defined as the preset straight line L2. As an alternative embodiment, when the thrust plate roller 2147 is in the second position relative to the centrifugal mass 2137, the angle between the projection of the preset straight line L2 along the axis 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 in the third position relative to the centrifugal mass 2137, the angle between the projection of the preset straight line L2 along the axis of the rotating connection shaft 2138 on the preset plane S1 and the active projection line L1 is α2. As an alternative embodiment, 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, effectively reducing the force between the thrust plate roller 2147 and the centrifugal block 2137, and 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.

[0055] As shown in Figures 9 and 12a, as an optional embodiment, the centrifugal block 2137 is at least partially disposed in the sliding positioning groove 2135 and is rotatably connected to the main sliding wheel body 2131 via a rotating connecting shaft 2138. Specifically, the sliding positioning groove 2135 includes a first mounting portion 2135a and a second mounting portion 2135b. The rotating connecting shaft 2138 is configured to sequentially penetrate the first mounting portion 2135a, the centrifugal block 2137, and the second mounting portion 2135b. 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 configured as 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 the external thread. The abutting portion 2138a is configured as a bolt head and is configured to be integrally formed or fixedly connected to the rotating connecting shaft 2138. When the centrifugal weight 2137 is connected to the main sliding wheel body 2131 via the rotating connecting shaft 2138, the abutting 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 via a nut. Furthermore, a bushing 2138c is further provided between the rotating connecting shaft 2138 and the centrifugal weight 2137, and the centrifugal weight 2137 and the bushing 2138c have an interference fit, while the bushing 2138c and the rotating connecting shaft 2138 have a clearance fit. The rotating connecting shaft 2138 is configured to have a clearance fit with the first mounting portion 2135a and the second mounting portion 2135b, respectively. This arrangement makes the rotational connection between the centrifugal weight 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 toward the second mounting portion 2135b, while the rotation direction of the main shaft 211 is from the second mounting portion 2135b toward 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 ease 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.

[0056] As shown in FIG12b , as another optional embodiment, the rotation connecting shaft 2138 also includes a connecting portion 2138b and an abutting portion 2138a. In this embodiment, the connecting portion 2138b is disposed adjacent to the abutting portion 2138a. Specifically, the second mounting portion 2135b is formed with an abutting surface 2135c facing the first mounting portion 2135a. 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 larger than the diameter on 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 on the second side of the abutting surface 2135c is fixedly connected to the rotation connecting shaft 2138 via the connecting portion 2138b. Specifically, the connecting portion 2138b can be provided with an external thread and a nut can be used to fasten the rotation connecting shaft 2138. That is, in this embodiment, the rotation connecting shaft 2138 is positioned in its axial direction by 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.

[0057] As an implementation method, the distance between the connecting portion 2138b and the abutting portion 2138a is relatively small. It is understood that in this embodiment, the distance between the connecting portion 2138b and the abutting portion 2138a is less than the axial contact length between the second mounting portion 2135b and the rotating connecting shaft 2138. This arrangement effectively reduces the axial fixing length between the rotating connecting shaft 2138 and the main sliding wheel body 2131 along the rotating connecting shaft 2138, allowing the axial fixing to be achieved only within the second mounting portion 2135b, thereby reducing assembly errors. Furthermore, this arrangement allows the abutting portion 2138a and the connecting portion 2138b to be located substantially on the same side of the rotating connecting shaft 2138, effectively improving the surface roughness of the rotating connecting shaft 2138 during the manufacturing process.

[0058] 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. 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.

[0059] As previously described, when the ATV 100 is in the forward operating mode, the crankshaft 1311 rotates, driving the main shaft 211 to rotate. The centrifugal force generated during the rotation of the main shaft 211 drives the main sliding wheel assembly 213 toward the main fixed wheel assembly 212, thereby tightening the transmission belt 23. This causes the main transmission mechanism 21 to transmit driving force to the slave transmission mechanism 22 via the transmission belt 23. The slave transmission mechanism 22 further transmits the driving force to the travel assembly 14 via the speed change assembly 15, changing the operating state of the engine 131 to the acceleration state of the engine 131. In addition, the engine 131 also has 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 idling, the crankshaft 1311 and main shaft 211 rotate forward at a relatively low speed, insufficient to generate sufficient centrifugal force for the thrust plate assembly 214 to drive the main sliding wheel assembly 213 toward the main fixed wheel assembly 212. In this case, the transmission belt 23 is located on the main shaft 211. As previously mentioned, a bearing 2111 is disposed between the transmission belt 23 and the main shaft 211, and the bearing 2111 is a bidirectional bearing. Therefore, it is understood that when the vehicle is idling, no driving force is transmitted between the main transmission mechanism 21 and the slave transmission mechanism 22. Furthermore, when the ATV 100 is traveling downhill and idling, it is understood that the ATV 100 will continue to accelerate under its own weight. In other words, the travel assembly 14 transmits driving force to the slave transmission mechanism 22 via the speed change assembly 15. However, since the transmission belt 23 is located on the main shaft 211, the slave transmission mechanism 22 is unable to transmit driving force to the main transmission mechanism 21. In this case, when the all-terrain vehicle 100 is in a downhill condition, the traveling assembly 14 drives the speed change assembly 15 and the slave transmission mechanism 22 to idle, and the speed gradually increases.

[0060] Based on this, as shown in Figures 13a, 13b, and 14, as an optional embodiment, the main transmission mechanism 21 further includes a brake assembly 216 disposed on the main shaft 211, and the brake assembly 216 is generally 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, while the sliding member 2161 and the bearing 2111 are configured as a transmission connection. It is 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. Furthermore, 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 fixedly connected to 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 between the main shaft 211, the sliding member 2161 and the positioning member 2162 cooperate with each other, and the protrusion 2161a is at least partially located within the positioning groove 2162a. As shown in Figures 15a and 15b, the positioning groove 2162a is configured so that when the sliding member 2161 rotates relative to the positioning member 2162 in a predetermined direction, the sliding member 2161 can also slide relative to the positioning member 2162 along the axial extension direction of the main shaft 211 toward the side closer to the main sliding wheel assembly 213.

[0061] As shown in Figures 13a, 13b, and 14, a pusher portion 2161b is provided on a side of the slider 2161 away from the main sliding wheel assembly 213. The pusher portion 2161b is at least partially located on one side of the transmission belt 23. When the slider 2161 rotates relative to the positioning member 2162 in a predetermined direction, the slider 2161 simultaneously moves toward the side closer to the main sliding wheel assembly 213. During this process, the pusher portion 2161b drives the transmission belt 23 toward the side closer to the main sliding wheel assembly 213 until the transmission belt 23 abuts the main sliding wheel, enabling transmission of driving force between the transmission belt 23 and the main sliding wheel assembly 213. Optionally, an elastic member 2163 is provided between the main sliding wheel assembly 213 and the slider 2161 to apply a preload force to the slider 2161 away from the main sliding wheel assembly 213, so that the slider 2161 can return to a position closer to the main fixed wheel assembly 212 when no longer subjected to the rotational driving force in the predetermined direction. It can be understood that the driving force for the rotation of the slider 2161 in the preset direction is derived from the drive of the transmission belt 23. Therefore, the transmission belt 23 needs to transmit the driving force to the slider 2161 in the preset direction. To this end, in this embodiment, the bearing 2111 is configured as a one-way bearing. That is, when the transmission belt 23 rotates in the preset reverse direction, the transmission belt 23 can transmit the driving force to the slider 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 slider 2161. The 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 a first threshold, no driving force is transmitted between the transmission belt 23 and the slider 2161. When the transmission belt 23 or the main shaft 211 rotates reversely, the transmission belt 23 and the slider 2161 can transmit driving force.

[0062] As an implementation, when the ATV 100 is in a downhill operating condition, the travel assembly 14 transmits driving force to the slave transmission mechanism 22 via the speed change assembly 15. At this point, the reverse rotation of the slave transmission mechanism 22 causes the drive belt 23 to reverse. Driven by the bearing 2111, which is configured as a one-way bearing, the drive belt 23 rotates the slider 2161 while sliding toward the main sliding wheel assembly 213, causing the drive belt 23 to abut against the main sliding wheel assembly 213. Consequently, the driving force is reversely transmitted through the main shaft 211 to the crankshaft 1311 via the main sliding wheel assembly 213. The potential energy generated by gravity when the ATV 100 is descending is then transmitted to the engine 131 through the aforementioned series of transmission components. The internal components of the engine 131 effectively control the rotational speed, thereby reducing the rotational speed of the travel assembly 14 in the downhill condition and achieving a smooth descent. In this application, the operating state in which the driving force of the travel assembly 14 is reversely transmitted to the engine 131 via the continuously variable transmission 200 is referred to as the downhill braking state. It needs to 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 scope of protection of this application.

[0063] As shown in FIG16 , the continuously variable transmission 200 provided in the present application further 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 fixedly connected, and the slave sliding wheel assembly 222 and the driven shaft 223 are gap-connected, that is, the slave sliding wheel assembly 222 can not only slide relative to the driven shaft 223 along the axis of the driven shaft 223, but also rotate relative to the driven shaft 223 within a certain range. The slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 are in transmission connection, that is, the slave sliding wheel assembly 222 can be relatively displaced relative to the slave fixed wheel assembly 221 along the axis of the driven shaft 223, 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 slave transmission mechanism 22 also includes a cam assembly 224. When viewed 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 viewed 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.

[0064] As shown in Figures 16 and 17, as an optional embodiment, the driven shaft 223 at least partially passes through the cam assembly 224, and the outer circumferential surface of the cam assembly 224 is provided with a sliding groove 2241. Correspondingly, the slave fixed wheel assembly 221 also includes a slave fixed wheel body 2211 and a driven roller 2212. The driven roller 2212 is configured to be rotationally connected to the slave fixed wheel body 2211. The driven roller 2212 is substantially disposed within the sliding groove 2241 and is capable of rotating or generating relative displacement within the sliding groove 2241. When the driven roller 2212 is located within 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.

[0065] As shown in Figures 16 to 18, the driven roller 2212 is rotatably connected to the slave fixed wheel body 2211 via a roller shaft 2213. 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. The roller shaft 2213 also at least partially penetrates the roller hole 2212a and forms a clearance fit with the driven roller 2212. Furthermore, an annular boss 2212b is provided within the roller hole 2212a. 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 an installed state, the annular boss 2212b is substantially located within the annular groove 2213a and abuts against the annular groove 2213a at one end near the driven shaft 223. The roller shaft 2213 is limited in position along the radial direction of the driven shaft 223 by the aforementioned abutment with the annular groove 2213a. Furthermore, the driven roller 2212 is configured as an elastic material, and the roller shaft 2213 is configured as a rigid material. In the present application, the roller shaft 2213 is a metal material. Therefore, when assembling the driven roller 2212 and the roller shaft 2213, the driven roller 2212 need only be pressed into the roller shaft 2213 along the axis of the roller shaft 2213. The driven roller 2212 elastically deforms until the annular boss 2212b enters the annular groove 2213a, thereby achieving assembly between the roller shaft 2213 and the driven roller 2212. This assembly method achieves effective rotational connection between the driven roller 2212 and the roller shaft 2213 without the need for a gasket, thereby reducing the number of components and simplifying the assembly process.

[0066] 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 at this time; 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.

[0067] Accordingly, when the rotational speed of the crankshaft 1311 gradually decreases within the range from the second threshold to the first threshold, the centrifugal force of the centrifugal weight 2137 gradually decreases, and the primary sliding wheel assembly 213 slides away from the primary fixed wheel assembly 212 during this process, thereby reducing the transmission radius of the transmission belt 23. Similarly, while maintaining the same length, the secondary sliding wheel assembly 222 should correspondingly slide toward the secondary fixed wheel assembly 221 to increase the transmission radius of the transmission belt 23 within the secondary transmission mechanism 22. As an optional embodiment, an elastic member 2214 is disposed between the cam assembly 224 and the secondary fixed wheel assembly 221. One end of the elastic member 2214 abuts the cam assembly 224, and the other end abuts the secondary fixed wheel assembly 221. Since the cam assembly 224 and the secondary sliding wheel assembly 222 are fixedly connected, the elastic member 2214 can provide a preload force within the secondary transmission mechanism 22, forcing the secondary sliding wheel assembly 222 and the secondary fixed wheel assembly 221 toward each other. Therefore, when the slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 are moving away from each other under the force of the transmission belt 23, the elastic member 2214 constantly applies a force to the slave sliding wheel assembly 222 in the direction of moving it closer to the slave fixed wheel assembly 221. Under this arrangement, when the transmission belt 23 reduces the transmission radius within the main transmission mechanism 21, the slave sliding wheel assembly 222 and the slave fixed wheel assembly 221 of the slave transmission mechanism 22 are able to move closer to each other under the action of the elastic member 2214, thereby preventing the transmission radius of the slave transmission mechanism 22 from failing to meet the transmission requirements of the main transmission mechanism 21, resulting in slackness of the transmission belt 23 and further transmission failure.

[0068] As shown in Figure 19, the sliding groove 2241 is configured as an inwardly recessed accommodating space. This recess is based on the original wall thickness of the cam assembly 224. Specifically, the wall thickness of the sliding groove 2241 is significantly smaller than that of the cam assembly 224. The difference in wall thickness between the sliding groove 2241 and the cam assembly 224 forms a limiting surface 2242 of the sliding groove 2241, which serves to restrict the motion trajectory of the driven roller 2212 within the sliding groove 2241. It should be noted that the "wall thickness" referred to herein refers to the radial thickness of the cam assembly 224 and the radial thickness of the sliding groove 2241. In this application, the wall thickness of the sliding groove 2241 is greater than or equal to 2.5 mm and less than or equal to 3.5 mm. This selected wall thickness range not only effectively ensures the operational strength of the sliding groove 2241, but also effectively minimizes the weight of the cam assembly 224, simplifying its 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 the driven roller 2212 from overheating and failing, 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 transmission mechanism 22 through the driven shaft 223, thereby effectively improving the working efficiency of the continuously variable transmission 200.

[0069] As shown in Figure 20a, the minimum width of the sliding groove 2241 is defined as the groove width H8. The diameter R of the heat dissipation hole 2243 must satisfy the ratio between the groove width H8 and the diameter R of the heat dissipation hole 2243, which 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 an appropriate range can the sliding groove 2241 have sufficient strength and avoid cracking or failure of the sliding groove 2241. Furthermore, the heat dissipation hole 2243 should be located in the middle of the sliding groove 2241, that is, the heat dissipation hole 2243 should not be located 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 range of motion of the driven roller 2212 within the sliding groove 2241 is defined as the sliding area 2241a. It is understood that the diameter of the driven roller 2212 must be set to be less than or equal to the groove width H8 in order to move within the sliding area 2241a. To ensure the smooth movement of the driven roller 2212, in this application, the diameter of the driven roller 2212 is less than the groove width H8. For ease of description, the figure also defines two positions, above and below, of the sliding groove 2241. Specifically, the sliding groove 2241 extending along the axis of the driven shaft 223 and toward the side of the slave 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 toward the side of the slave sliding wheel assembly 222 is defined as the lower side of the sliding groove 2241. The driven roller 2212 can move up and down within the sliding groove 2241. It can be understood that as the transmission diameter of the drive belt 23 within the main transmission mechanism 21 increases from a small diameter to a large diameter within the slave transmission mechanism 22, 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 within the sliding groove 2241. This generally corresponds to the acceleration phase of the all-terrain vehicle 100. Conversely, the driven roller 2212 moves from the top to the bottom of the sliding groove 2241 within the sliding groove 2241. This generally corresponds to the deceleration phase of the all-terrain vehicle 100. It can be understood that as long as the transmission diameter of the drive belt 23 within the main transmission mechanism 21 changes accordingly, the driven roller 2212 can move up and down unimpeded within the sliding area 2241a of the sliding groove 2241.

[0070] As shown in FIG20b , as another optional embodiment, the sliding groove 2241 further includes a braking area 2241b, which is substantially located at the bottom of the sliding groove 2241 and interpenetrates the sliding area 2241a. Unlike the sliding area 2241a, when the driven roller 2212 is located in the braking area 2241b, the driven roller 2212 is substantially unable to move in the vertical direction along 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 setting method 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, the slave fixed wheel assembly 221 and the slave sliding wheel assembly 222 cannot produce relative slip. Therefore, when the ATV 100 is in a downhill braking state, the slave transmission mechanism 22 enables the drive belt 23 to transmit driving force to the main transmission mechanism 21 via a relatively constant transmission diameter. It should be noted that the forward rotation direction of the driven shaft 223 is substantially consistent with the forward rotation direction of the main shaft 211. Similarly, the reverse rotation direction of the main shaft 211 is also the reverse rotation direction of the driven shaft 223. It is understood that to ensure stable transmission of driving force from the slave transmission mechanism 22 to the main transmission mechanism 21, when the cam assembly 224 is in the braking area 2241b, there is virtually no relative slippage between the slave fixed wheel assembly 221 and the slave sliding wheel assembly 222 along the axis of the driven shaft 223; that is, the relative distance between the slave fixed wheel assembly 221 and the slave sliding wheel assembly 222 remains substantially unchanged, thereby ensuring efficient transmission of driving force on the drive belt 23. Since the cam assembly 224 and the slave sliding wheel assembly 222 are respectively configured to be in sliding connection 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, 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 manner. 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, as well as the connection part 2144, are basically the same and will not be repeated here.

[0071] As shown in Figure 4, as an optional embodiment, 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 good clamping force on the transmission belt 23 during movement and to transmit torque well.

[0072] In this 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 is understood that in other embodiments, other methods can be used to achieve a fastening connection between the two. As long as the transmission of driving force between the two is achieved, it is within the scope of protection of this application.

[0073] It should be understood that the specific embodiments described herein are only used to explain this application and are not used to limit it. Based on the embodiments provided in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0074] Obviously, the accompanying drawings are merely examples or embodiments of the present application. A person skilled in the art can also apply the present application to other similar situations based on these drawings without inventive effort. Furthermore, it is understandable that, although the work involved in this development process may be complex and lengthy, certain design, manufacturing, or production changes based on the technical content disclosed in this application are merely routine technical means for a person skilled in the art and should not be considered to constitute a deficiency in the disclosure of the present application.

[0075] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A continuously variable transmission, comprising: Main transmission mechanism; A slave transmission mechanism, the slave transmission mechanism being in transmission connection with the master transmission mechanism; a transmission belt, the transmission belt being respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmitting driving force between the slave transmission mechanism and the main transmission mechanism; It is characterized in that the main transmission mechanism includes: spindle; A main sliding wheel assembly, wherein the main sliding wheel assembly is sleeved on the main shaft, and a clearance fit is formed between the main sliding wheel assembly and the main shaft; the main sliding wheel assembly further comprises a main sliding wheel body and a centrifugal block, wherein the centrifugal block is rotatably connected to the main sliding wheel body; A main fixed wheel assembly, the main fixed wheel assembly is fixedly connected to the main shaft, A positioning plate assembly, wherein the positioning plate assembly is clearance-matched with the main shaft; the positioning plate assembly is arranged on a side of the thrust plate assembly away from the main sliding wheel assembly, and the positioning plate assembly is fixedly connected to the main sliding wheel assembly; A thrust plate assembly, the thrust plate assembly further comprising an elastic member and a thrust plate body, the thrust plate body being fixedly connected to the main shaft, the elastic member being disposed between the positioning plate assembly and the thrust plate body, the elastic member providing a preload force for the main sliding wheel assembly away from the main fixed wheel assembly; 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 slave fixed wheel assembly, the slave fixed wheel assembly is fixedly connected to the driven shaft, and the slave fixed wheel assembly further includes a driven roller; A cam assembly, wherein the cam assembly is at least partially arranged between the slave sliding wheel assembly and the slave fixed wheel assembly, the cam assembly is fixedly connected to the slave sliding wheel assembly, the cam assembly and the slave fixed wheel assembly are abutted through the driven roller, and the cam assembly and the slave sliding wheel assembly can slide synchronously along the axial direction of the driven shaft under the extrusion of the transmission belt; an elastic member is also provided between the slave fixed wheel assembly and the cam assembly, and a pre-tightening force is provided between the slave fixed wheel assembly and the cam assembly to bring them closer to each other.

2. The continuously variable transmission according to claim 1, characterized in that The thrust plate assembly includes a thrust plate body and a connecting portion. The connecting portion is connected to the main shaft via a spline. The thrust plate body and the connecting portion are integrally formed.

3. The continuously variable transmission according to claim 2, characterized in that The main transmission mechanism further includes a nut, which is threadedly connected to the main fixed wheel assembly. The nut is located at one end of the thrust plate body away from the main sliding wheel assembly and abuts against the thrust plate body.

4. The continuously variable transmission according to claim 3, characterized in that The length occupied by the nut on the main shaft along the axial direction of the main shaft is defined as a first fixed length, and the length occupied by the thrust plate assembly on the main shaft along the axial extension direction of the main shaft is defined as a second fixed length, and the ratio between the first fixed length and the second fixed length is greater than or equal to 0.4 and less than or equal to 0.

6.

5. The continuously variable transmission according to claim 4, characterized in that The connecting portion is made of a first material, and the thrust plate body is made of a second material. The density of the first material is greater than that of the second material.

6. The continuously variable transmission according to claim 1, characterized in that The cam assembly includes a sliding groove, and the driven roller is at least partially located in the sliding groove. When the slave sliding wheel assembly is relatively displaced relative to the slave fixed wheel assembly along the axial direction of the driven shaft, the driven roller rolls in the sliding groove.

7. The continuously variable transmission according to claim 1, characterized in that The cam assembly further includes a sliding area. When the slave sliding wheel assembly and the slave fixed wheel assembly move away from each other, the driven roller moves from bottom to top within the sliding area.

8. The continuously variable transmission according to claim 7, characterized in that The cam assembly further includes a braking area, which is communicated with the sliding area, and a distribution direction of the braking area and the sliding area on the cam assembly is substantially consistent with a forward rotation direction of the driven shaft.

9. The continuously variable transmission according to claim 8, characterized in that When the driven shaft is reversed and the driven roller is located in the braking area, the braking area can limit the relative sliding of the slave sliding wheel assembly relative to the slave fixed wheel assembly along the axial direction of the driven shaft.

10. The continuously variable transmission according to claim 6, characterized in that The sliding groove includes a limiting surface, and when the driven roller moves in the sliding groove, the driven roller rolls on the limiting surface.

11. The continuously variable transmission according to claim 7, characterized in that The cam assembly further includes a heat dissipation hole. The minimum width of the sliding groove is defined as the groove width. The ratio of the groove width to the diameter of the heat dissipation hole is greater than or equal to 1.2 and less than or equal to 2.

4.

12. The continuously variable transmission according to claim 8, characterized in that The distance between the heat dissipation hole and the limiting surface is greater than or equal to 2 mm.

13. The continuously variable transmission according to claim 9, characterized in that The driven roller and the fixed wheel assembly are arranged to be rotationally connected via a roller shaft; the driven roller includes a roller hole, the roller shaft at least partially passes through the roller hole, an annular boss is provided in the roller hole, and an annular groove is provided on the roller shaft, and when the driven roller and the roller shaft are in an installed state, the annular boss and the annular groove abut against each other.

14. The continuously variable transmission according to claim 1, characterized in that The transmission belt is mounted on the main shaft, and the transmission belt is at least partially located between the main sliding wheel assembly and the main fixed wheel assembly; a bearing is provided between the transmission belt and the main shaft along the radial direction of the main shaft; the main transmission mechanism further includes a brake assembly, and the brake assembly includes a sliding member and a positioning member; along the radial direction of the main shaft, the sliding member is provided between the bearing and the main shaft, and the sliding member can rotate relative to the main shaft; the positioning member is fixedly connected to the main shaft, and the sliding member cooperates with the fixed member, and when the transmission belt rotates forward, the transmission belt and the sliding member rotate relative to each other; when the transmission belt is reversed, the transmission belt and the sliding member rotate synchronously relative to the fixed member, and can drive the transmission belt to slide toward the side close to the main sliding wheel assembly.

15. The continuously variable transmission according to claim 14, characterized in that The bearing is a one-way bearing.

16. The continuously variable transmission according to claim 14, characterized in that The positioning member is at least partially located between the sliding member and the main shaft, a positioning groove is provided on the positioning member, and a protrusion is provided on the sliding member. When the sliding member cooperates with the positioning member, the protrusion is at least partially located in the positioning groove.

17. The continuously variable transmission according to claim 14, characterized in that A pushing portion is further provided on the side of the sliding member away from the main sliding wheel assembly. The pushing portion is located on the side of the transmission belt away from the main sliding wheel assembly, and the pushing portion can drive the transmission belt to slide toward one side of the main sliding wheel assembly.

18. The continuously variable transmission according to claim 14, characterized in that The main sliding wheel assembly and the slave fixed wheel assembly are arranged on the same side of the transmission belt; the main fixed wheel assembly and the slave sliding wheel assembly are arranged on the same side of the transmission belt.

19. The continuously variable transmission according to claim 1, characterized in that The cam assembly is fixedly connected to the slave sliding wheel assembly, and a sliding groove is provided on the cam assembly; the driven roller is at least partially provided in the sliding groove; the sliding groove includes a sliding area and a braking area, when the driven shaft rotates forward, the driven roller is located in the sliding area, and when the driven fixed shaft reverses, the driven roller is located in the braking area.

20. The continuously variable transmission according to claim 19, characterized in that When the driven roller slides in the sliding area, the slave sliding wheel assembly and the slave fixed wheel assembly can slide relative to each other along the axis direction of the driven shaft.

21. An all-terrain vehicle comprising: Frame; a body panel, the body panel 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 1-20, 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.

22. A continuously variable transmission comprising: Main transmission mechanism; A slave transmission mechanism, the slave transmission mechanism being in transmission connection with the master transmission mechanism; a transmission belt, the transmission belt being respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmitting driving force between the slave transmission mechanism and the main transmission mechanism; It is characterized in that the main transmission mechanism includes: spindle; A main sliding wheel assembly, wherein the main sliding wheel assembly is sleeved on the main shaft, and a clearance fit is formed between the main sliding wheel assembly and the main shaft; the main sliding wheel assembly further comprises a main sliding wheel body and a centrifugal block, wherein the centrifugal block is rotatably connected to the main sliding wheel body; A main fixed wheel assembly, the main fixed wheel assembly is fixedly connected to the main shaft, A positioning plate assembly, wherein the positioning plate assembly is in clearance fit with the main shaft; and the positioning plate assembly is fixedly connected to the main sliding wheel assembly; A thrust plate assembly, the thrust plate assembly also includes an elastic member and a thrust plate body, the thrust plate body is fixedly connected to the main shaft, the elastic member is arranged between the positioning plate assembly and the thrust plate body, and the elastic member provides a pre-tightening force for the main sliding wheel assembly away from the main fixed wheel assembly.

23. The continuously variable transmission according to claim 22, characterized in that The main transmission mechanism includes a nut, which is sleeved on the main shaft; an internal spline is provided on the thrust plate assembly, and an external spline that cooperates with the internal spline is provided on the main shaft. The thrust plate assembly is spline-connected to the main shaft, and one end of the thrust plate assembly abuts against the main sliding wheel assembly; the nut is located at an end of the thrust plate assembly away from the main sliding wheel assembly, and the nut is threadedly connected to the main shaft and abuts against the thrust plate assembly.

24. The continuously variable transmission according to claim 23, characterized in that The length occupied by the nut on the main shaft along the axial direction of the main shaft is defined as a first fixed length, and the length occupied by the thrust plate assembly on the main shaft along the axial extension direction of the main shaft is defined as a second fixed length, and the ratio between the first fixed length and the second fixed length is greater than or equal to 0.4 and less than or equal to 0.

6.

25. The continuously variable transmission according to claim 24, characterized in that The first fixed length is greater than or equal to 12.5 mm and less than or equal to 16.5 mm.

26. The continuously variable transmission according to claim 24, characterized in that The thrust plate assembly includes a connecting portion and a thrust plate body, the internal spline is arranged on the connecting portion, and the thrust plate assembly is spline-connected to the main shaft through the connecting portion; one end of the thrust plate body abuts the main sliding wheel assembly; the nut is located at an end of the thrust plate body away from the main sliding wheel assembly, and the nut is threadedly connected to the main shaft and abuts the thrust plate body.

27. The continuously variable transmission according to claim 26, characterized in that The connecting portion is a steel part, the thrust plate body is an aluminum part, and the connecting portion and the thrust plate body are integrally formed.

28. The continuously variable transmission according to claim 26, characterized in that The connecting portion further includes an insert, which is substantially radially distributed along the axis of the main shaft and substantially located inside the thrust plate body; when viewed along the axis extension direction of the thrust plate assembly, the insert is a non-circular structure.

29. The continuously variable transmission according to claim 23, characterized in that The main sliding wheel assembly includes a main sliding wheel body and a bushing, the bushing is arranged between the main sliding wheel body and the main shaft, the bushing is fixedly connected to the main shaft, the main sliding wheel body and the bushing are slidingly connected, and the end of the thrust plate assembly away from the nut abuts against the bushing.

30. The continuously variable transmission according to claim 29, wherein: The radial width of the portion where the thrust plate assembly abuts against the bushing is smaller than the radial width of the bushing.

31. The continuously variable transmission according to claim 22, wherein: An accommodating space is formed between the thrust plate assembly and the main shaft, and the centrifugal block is at least partially located in the accommodating space and abuts against the thrust plate assembly; the centrifugal block is configured to generate a relative force on the thrust plate assembly under the action of centrifugal force when the rotational speed of the main shaft exceeds a first threshold, so that the main sliding wheel assembly slides along the axial direction of the main shaft toward the side away from the thrust plate assembly.

32. The continuously variable transmission according to claim 31, characterized in that When the rotational speed of the main shaft is less than a first threshold value, the thrust plate assembly is in a first position relative to the centrifugal block, and when the rotational speed of the main shaft reaches a second threshold value, the thrust plate assembly is in a second position relative to the centrifugal block; the second threshold value is greater than the first threshold value, and the distance along the axis of the main shaft between the axis of the rotating connecting shaft when the thrust plate assembly is in the first position and the axis of the rotating connecting shaft when the thrust plate assembly is in the second position is defined as the maximum slip distance, and the maximum slip distance is greater than or equal to 28 mm and less than or equal to 32 mm.

33. The continuously variable transmission according to claim 32, characterized in that The centrifugal block includes an abutment portion and a centrifugal block body. The limiting portion is located on a side of the centrifugal block body close to the main sliding wheel body. When the thrust plate assembly is in the first position, the limiting portion abuts against the main sliding wheel body.

34. The continuously variable transmission according to claim 33, characterized in that Define a preset plane perpendicular to the rotating connection axis, define the projection of the axis of the rotating connection axis along its own extension direction on the preset plane as a rotating projection point, and define the projection of the main axis along the axis direction of the rotating connection axis on the preset plane as an active projection line. The distance between the rotating projection point and the active projection line is greater than or equal to 84 mm and less than or equal to 88 mm.

35. The continuously variable transmission according to claim 34, characterized in that The centrifugal block further includes a center of mass, and the distance between the projection of the center of mass on the preset plane along the axial direction of the rotating connecting shaft and the rotation projection point is greater than or equal to 15 mm and less than or equal to 18 mm.

36. The continuously variable transmission according to claim 35, characterized in that The thrust plate assembly further comprises a connecting end and a thrust plate roller, wherein the thrust plate roller is rotationally connected to the connecting end; one end of the centrifugal block close to the thrust plate assembly abuts against the thrust plate roller.

37. The continuously variable transmission according to claim 36, characterized in that The centrifugal block further includes a rolling surface. When the thrust plate assembly is located at the first position, the second position, or any position between the first position and the second position relative to the centrifugal block, the thrust plate roller is in contact with the rolling surface.

38. The continuously variable transmission according to claim 37, characterized in that The centrifugal block also includes a limiting portion, which is arranged at the end of the centrifugal block body on one side close to the thrust plate assembly. When the thrust plate roller only abuts against the limiting portion, the position of the thrust plate assembly relative to the centrifugal block is defined as a third position; a straight line extending in the direction in which the thrust plate roller is supported is defined as a preset straight line; when the thrust plate assembly is located at the second position, an angle α1 is included between a projection of the preset straight line along the axis extension direction of the rotating connecting shaft on the preset plane and the active projection line; when the thrust plate assembly is located at the third position, an angle α2 is included between a projection of the preset straight line along the axis extension direction of the rotating connecting shaft on the preset plane and the active projection line; the difference between α2 and α1 is greater than or equal to 15° and less than or equal to 35°.

39. The continuously variable transmission according to claim 36, wherein: The main sliding wheel assembly also includes a sliding positioning groove. When the main sliding wheel assembly and the thrust plate assembly are both in an installed state, the connecting end is at least partially arranged in the sliding positioning groove and can slide relative to the sliding positioning groove along the axial direction of the main shaft; a sliding accommodating portion is also provided on the side where the connecting end abuts the sliding positioning groove, and a thrust plate slider is provided in the slider accommodating portion, and the connecting end is slidably connected to the sliding positioning groove through the thrust plate slider.

40. The continuously variable transmission according to claim 22, wherein: A main fixed wheel assembly, the main fixed wheel assembly is basically arranged at the end of the main shaft, the main fixed wheel assembly includes a working surface facing the main sliding wheel assembly; the assembly method of the main fixed wheel assembly is arranged to use a knurling process to form a knurled contact surface on the contact surface between the main shaft and the main fixed wheel assembly, and the main fixed wheel assembly is formed by casting in the circumference of the knurled contact surface. After completing the above steps, the working surface is surface-processed with the axis of the main shaft as the positioning basis.

41. The continuously variable transmission according to claim 40, characterized in that A bearing is provided between the main sliding wheel assembly and the main fixed wheel assembly, one end of the bearing abuts against the main fixed wheel assembly, and the other end of the bearing abuts against the main sliding wheel assembly.

42. The continuously variable transmission according to claim 41, characterized in that The main sliding wheel assembly includes a sliding wheel body and a bushing. The bushing is fixedly connected to the main shaft, and the main sliding wheel body is slidably connected to the bushing.

43. The continuously variable transmission according to claim 42, characterized in that The bearing abuts against one end of the bushing, and the thrust plate assembly abuts against the other end of the bushing.

44. The continuously variable transmission according to claim 43, characterized in that A sliding area is formed on a side of the thrust plate assembly close to the main sliding wheel assembly, and the main sliding wheel body can slide along the axis direction of the main shaft in the sliding area.

45. The continuously variable transmission according to claim 40, characterized in that A limiting hole is provided on the outer surface of the main shaft, and a limiting column is provided on the main fixed wheel assembly. When the main fixed wheel assembly and the main shaft are in an installed state, the limiting column is at least partially disposed in the limiting hole.

46. The continuously variable transmission according to claim 40, wherein: When the main shaft rotates forward, the transmission belt substantially abuts against the working surface.

47. An all-terrain vehicle comprising: Frame; a body panel, the body panel 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 22-46, 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.

48. [Corrected 23.04.2025 in accordance with Article 91] A continuously variable transmission comprising: Main transmission mechanism; A slave transmission mechanism, the slave transmission mechanism being in transmission connection with the master transmission mechanism; a transmission belt, the transmission belt being respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmitting driving force between the slave transmission mechanism and the main transmission mechanism; It is characterized in that the main transmission mechanism includes: spindle; A main sliding wheel assembly, wherein the main sliding wheel assembly is sleeved on the main shaft, and a clearance fit is formed between the main sliding wheel assembly and the main shaft; the main sliding wheel assembly further comprises a main sliding wheel body and a centrifugal block, wherein the centrifugal block is rotatably connected to the main sliding wheel body; A main fixed wheel assembly, the main fixed wheel assembly is fixedly connected to the main shaft, A positioning plate assembly, wherein the positioning plate assembly is in clearance fit with the main shaft; the positioning plate assembly is fixedly connected to the main sliding wheel assembly; A thrust plate assembly, the thrust plate assembly being sleeved on the main shaft and fixedly connected to the main shaft; the thrust plate assembly further comprising an elastic member and a thrust plate body, the elastic member being disposed between the positioning plate assembly and the thrust plate body, the elastic member providing a pre-tightening force for the main sliding wheel assembly away from the main fixed wheel assembly; The cam is secured to the chassis and has a first end and a second end, respectively, secured to the chassis and having a first end and a second end, secured to the chassis and having a second end, secured to the chassis.

49. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 48, characterized in that The thrust plate assembly includes a connecting portion, the connecting portion is connected to the main shaft via a spline, and the thrust plate body and the connecting portion are integrally formed.

50. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 48, characterized in that The abutting portion and the rotating connecting shaft are configured to be integrally formed or fixedly connected, and the connecting portion and the rotating connecting shaft are detachably connected.

51. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 48, characterized in that A bushing is provided between the centrifugal block and the rotating connecting shaft. An interference fit is provided between the centrifugal block and the bushing, and a clearance fit is provided between the bushing and the rotating connecting shaft.

52. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 48, characterized in that The assembly direction of the rotating connecting shaft is opposite to the forward and reverse rotation of the main shaft.

53. [Corrected 23.04.2025 in accordance with Article 91] A continuously variable transmission comprising: Main transmission mechanism; A slave transmission mechanism, the slave transmission mechanism being in transmission connection with the master transmission mechanism; a transmission belt, the transmission belt being respectively connected to the slave transmission mechanism and the main transmission mechanism, and transmitting driving force between the slave transmission mechanism and the main transmission mechanism; It is characterized in that the main transmission mechanism includes: spindle; A main sliding wheel assembly, wherein the main sliding wheel assembly is sleeved on the main shaft, and a clearance fit is formed between the main sliding wheel assembly and the main shaft; the main sliding wheel assembly further comprises a main sliding wheel body and a centrifugal block, wherein the centrifugal block is rotatably connected to the main sliding wheel body; A main fixed wheel assembly, the main fixed wheel assembly is fixedly connected to the main shaft, A positioning plate assembly, wherein the positioning plate assembly is in clearance fit with the main shaft; the positioning plate assembly is fixedly connected to the main sliding wheel assembly; A thrust plate assembly, the thrust plate assembly being sleeved on the main shaft and fixedly connected to the main shaft; the thrust plate assembly further comprising an elastic member and a thrust plate body, the elastic member being disposed between the positioning plate assembly and the thrust plate body, the elastic member providing a pre-tightening force for the main sliding wheel assembly away from the main fixed wheel assembly; The cam is secured to the chassis and is adapted to engage the first and second mounting portions of the cam, and the cam is secured to the chassis when the cam is in engagement with the first mounting portion.

54. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 53, characterized in that The second mounting portion is located on a side of the abutting surface close to the first mounting portion as the first side of the abutting surface, and the second mounting portion is located on a side of the abutting surface away from the first mounting portion as the second side of the abutting surface. The second mounting portion is located on the second side of the abutting surface and has a clearance fit with the rotating connecting shaft, and the second mounting portion is located on the first side of the abutting surface and has an interference fit with the rotating connecting shaft.

55. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 53, characterized in that A bushing is provided between the rotating connecting shaft and the centrifugal block. The rotating connecting shaft is respectively provided with a clearance fit with the bushing and the first mounting portion, and the bushing is provided with an interference fit with the centrifugal block.

56. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 53, characterized in that Along the central axis direction of the rotating connecting shaft, the length of the surface contact between the second mounting portion and the rotating connecting shaft is defined as the connection length, and the length of the first side contact between the second mounting portion and the rotating connecting shaft located on the abutment surface is defined as the fixed length, and the ratio between the fixed length and the connection length is greater than or equal to 0.6 and less than or equal to 0.

75.

57. [Corrected 23.04.2025 according to Article 91] The continuously variable transmission according to claim 53, characterized in that The diameter of the inner surface of the second mounting portion on the first side of the abutting surface is larger than the diameter on the second side.

58. [Corrected 23.04.2025 according to Article 91] An all-terrain vehicle comprising Frame; a body panel, the body panel 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 47-56, 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.

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