CN115871446A - All-terrain vehicle - Google Patents

Abstract

The invention relates to the technical field of all-terrain vehicles, in particular to an all-terrain vehicle. An all-terrain vehicle comprising: a frame; a vehicle body; the electric appliance assembly comprises a mode switching switch, wherein the mode switching switch comprises a two-drive gear, a four-drive gear and a front-drive lock gear; the shell comprises a cavity, the cavity comprises a first gear groove, a second gear groove and a third gear groove, the second gear groove is positioned between the first gear groove and the third gear groove, and the first gear groove, the second gear groove and the third gear groove are all arc-shaped grooves; a pressing plate rotatably connected to the housing; one end of the gear lever unit is connected with the pressing plate, and the other end of the gear lever unit is positioned in the cavity; the second gear groove comprises a first connecting end connected to the first gear groove, and the first gear groove comprises a second connecting end connected with the first connecting end. The invention has the advantages that: the phenomenon of gear shifting can be effectively avoided.

Description

All-terrain vehicle

Technical Field

The invention relates to the technical field of all-terrain vehicles, in particular to an all-terrain vehicle.

Background

An all-terrain vehicle refers to a vehicle that may travel on any terrain. ATVs may be used for off-road, racing and freight. In order to adapt to different road conditions and increase the driving pleasure. Atvs typically include a variety of driving modes, such as two-wheel drive mode, four-wheel drive mode, front drive locked, etc. The modes are switched on, off and switched by a mode selector switch. The existing all-terrain vehicle is in the process of switching between a two-wheel drive mode, a front-wheel drive locking mode and a four-wheel drive mode. The over-gear phenomenon is easy to occur, so that mode switching errors are caused, and the driving danger is greatly improved.

Disclosure of Invention

In view of the above, there is a need to provide an all-terrain vehicle capable of avoiding the occurrence of an over-shift phenomenon during the shift switching process.

In order to solve the technical problems, the invention provides the following technical scheme:

an all-terrain vehicle comprising: a frame; a vehicle body covering the vehicle frame; the electric appliance assembly is arranged on the frame and/or the vehicle body and comprises a mode switch, the mode switch comprises a secondary drive gear, a four-drive gear and a front drive lock gear, and the four-drive gear is positioned between the secondary drive gear and the front drive lock gear; the mode switch further includes: the shell comprises a cavity, the cavity comprises a first gear groove, a second gear groove and a third gear groove, the second gear groove is positioned between the first gear groove and the third gear groove, and the first gear groove, the second gear groove and the third gear groove are all arc-shaped grooves; a pressing plate rotatably connected to the housing; a gear lever unit, one end of which is connected with the pressing plate and the other end of which is positioned in the cavity, can swing along with the pressing plate, and is switched among the first gear groove, the second gear groove and the third gear groove; the second gear groove includes a first connection end connected to the first gear groove, the first gear groove includes a second connection end connected to the first connection end, and the first connection end intersects the second connection end and has a first intersection point P and a first included angle beta ₁ (ii) a The second gear groove further comprises a third connecting end connected to the third gear groove, the third gear groove comprises a fourth connecting end connected with the third connecting end, the third connecting end and the fourth connecting end are intersected and have a second intersection point Q and a second included angle beta ₂ (ii) a The first included angle beta ₁ At a second angle beta to ₂ The difference of (a) is not less than 5 ° and not more than 30 °.

In one embodiment, the second intersection point Q is located relatively higher than the first intersection point P in the axial direction of the chamber.

In one embodiment, the second shift groove comprises a first arc-shaped section, a first straight section and a second straight section, one end of the first straight section is connected with the first shift groove, and the other end of the first straight section is connected with the first arc-shaped section; one end of the second straight section is connected with the third gear groove, and the other end of the second straight section is connected with the first arc-shaped section; the first gear groove at least comprises a third straight section, the third gear groove at least comprises a fourth straight section, and the third straight section is intersected with the first straight section to form a first included angle beta ₁ The third straight section intersects with the first straight section to form a second included angle beta ₂ 。

In one embodiment, the first included angle β ₁ 120 degrees or more and 140 degrees or less, and the second included angle beta ₂ Is equal to or greater than 100 ° and equal to or less than 125 °.

In one embodiment, the bottom surface of the chamber is defined as a plane A ₁ Said first straight section and said plane A ₁ Intersect and form a third included angle beta ₃ Said second straight section and said plane A ₁ Intersect and form a fourth angle of inclusion beta ₄ Said fourth angle of inclusion beta ₄ At an angle beta to said third angle ₃ The difference of (a) is equal to or greater than 5 ° and equal to or less than 30 °.

In one embodiment, the third included angle β ₃ Greater than or equal to 45 degrees and less than or equal to 60 degrees, and the fourth included angle beta ₄ Is 55 ° or more and 75 ° or less.

In one embodiment, the third straight section is parallel to the plane A ₁ Intersect and form a fifth angle beta ₅ (ii) a The fourth straight section and the plane A ₁ Intersect and form a sixth angle beta ₆ Said fifth angle beta ₅ At an angle beta to the sixth angle ₆ Are substantially the same.

In one embodiment, the shift lever unit comprises a switching lever, an elastic element and a ball body, one end of the switching lever is connected with the pressing plate and can swing in the shell under the driving of the pressing plate; the elastic piece is arranged on the switching rod, one part of the ball body abuts against the elastic piece, and the other part of the ball body can fall into the first gear groove, the second gear groove or the third gear groove along with the swing of the switching rod.

In one embodiment, a mounting hole is formed in one end of the switching rod, which is far away from the pressing plate, the elastic piece is mounted in the mounting hole, and part of the sphere is located in the mounting hole and abuts against the elastic piece.

In one embodiment, the electrical assembly further comprises: the storage battery is arranged on the frame; the electric socket unit is electrically connected with the storage battery and comprises a wire holder, a wiring harness, binding posts and a power lock, wherein the binding posts comprise a first binding post and a second binding post; the power supply lock is connected between the wire holder and the storage battery, and the opening and closing of the power supply lock are linked with the opening/closing of the all-terrain vehicle; the first type of binding post is electrically connected with the storage battery through the wiring harness, and the second type of binding post is electrically connected to the power supply lock through the wiring harness and is electrically connected to the storage battery through the power supply lock.

Compared with the prior art, after the technical scheme is adopted, the invention at least has the following technical effects: when the gears are switched, the damping of the switching rod for switching the second gear groove to the third gear groove from the second gear groove is larger than the damping of the switching rod for switching the second gear groove from the first gear groove, namely, the force value for switching each gear is different, the force value required by the operation from the four-wheel drive gear to the front-wheel drive dead-locking gear is increased, the direct switching from the two-wheel drive gear to the front-wheel drive dead-locking gear when the two-wheel drive gear is switched to the four-wheel drive gear is avoided, the gear-passing switching phenomenon is caused, and the driving safety is improved.

Drawings

Fig. 1 is a schematic perspective view of an all-terrain vehicle provided by the present application.

Fig. 2 is a schematic view of a perspective structure of the frame provided in the present application.

Fig. 3 is a schematic structural view of another perspective view of the vehicle frame provided in the present application.

Fig. 4 is a schematic structural diagram of a middle frame provided in the present application.

Fig. 5 is an enlarged view at a in fig. 4 provided herein.

Fig. 6 is a side view schematic of a mid-frame provided herein.

Fig. 7 is a schematic structural diagram of a reinforcing structure provided in the present application.

Fig. 8 is an enlarged view at B in fig. 7 provided herein.

Fig. 9 is a schematic view of a perspective structure of a vehicle body provided by the present application.

Fig. 10 is a schematic view of another structure of a viewing angle provided in the present application.

FIG. 11 provides a schematic view of the distribution of electrical components for the present application.

Fig. 12 is a schematic structural diagram of a mode switch according to the present application.

Fig. 13 is a sectional view of a mode selector switch provided herein.

FIG. 14 is a partial enlarged view of the mode switch gear position arrangement provided by the present application.

FIG. 15 is a schematic view of the angular relationship between the shift slots provided herein.

Fig. 16 is a schematic structural diagram of the connection between the mode-switching switch and the butt joint provided in the present application.

Fig. 17 is an enlarged view at C of fig. 16 provided in the present application.

Fig. 18 is a schematic structural view of an electrical socket unit provided in the present application.

Fig. 19 is a schematic top view of an electrical socket unit according to the present application.

Fig. 20 is an exploded view of an electrical contact block provided by the present application.

Fig. 21 is a schematic structural view of an electrical socket unit according to another embodiment of the present disclosure.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention more comprehensible, embodiments accompanying figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

As shown in fig. 1, the present application provides an all-terrain vehicle 100. The all-terrain vehicle 100 is a versatile tool that can be used to drive normally in various terrain, such as beach, hillside, desert, and the like. To clearly illustrate the structure of ATV 100, the present application defines the front, rear, upper, lower, left, and right sides of ATV 100 in FIG. 1. Atv 100 includes at least a frame assembly 11, a front suspension assembly 15, a rear suspension assembly 16, a front set of wheels 17, and a rear set of wheels 18. Frame assembly 11 serves as a framework for carrying and connecting the various components of atv 100 and for carrying the various loads from the interior and exterior of the vehicle. A front suspension assembly 15 is disposed adjacent the front end of ATV 100, is mounted to frame assembly 11, and is connected to front wheel set 17 to transmit forces acting between front wheel set 17 and frame assembly 11. Also, the front suspension assembly 15 can absorb the impact force transmitted from an uneven road surface to the frame assembly 11 and the like to reduce the shock caused thereby. A rear suspension assembly 16 is disposed adjacent the rear end of ATV 100 and is mounted to frame assembly 11 and connected to rear set of wheels 18 for transmitting forces acting between rear set of wheels 18 and frame assembly 11. Also, the rear suspension assembly 16 and the front suspension assembly 15 can absorb an impact force transmitted from an uneven road surface to the frame assembly 11 and the like to reduce vibrations caused thereby.

The frame assembly 11 includes a frame 111 and a body 112, wherein the frame 111 has a frame structure and serves as a base for carrying various loads inside and outside the vehicle. The front suspension assembly 15 and the rear suspension assembly 16 are mounted to the front end and the rear end of the frame 111, respectively. Of course, the layout of the front suspension assembly 15 and the rear suspension assembly 16 on the frame 111 may be correspondingly arranged according to requirements, and is not unfolded here. The body 112 is mounted on the frame 111 and at least partially encloses the frame 111, thereby protecting the parts and components on the frame 111. Meanwhile, the vehicle body 112 is also a driving place as a driver, a place for accommodating passengers and cargo.

As shown in fig. 2 to 3, the frame 111 includes a front frame 1111, a middle frame 1112, and a rear frame 1113. Front frame 1111 is located at the front end of atv 100 to carry or arrange components, such as front suspension assembly 15, headlights, water tank, etc., that are correspondingly located at the front end. The rear frame 1113 is located at the rear end of the all terrain vehicle 100 to carry or arrange components such as the rear suspension assembly 16 correspondingly located at the rear end. The middle frame 1112 is used as a connecting and bearing component, and the front frame 1111 and the rear frame 1113 are respectively connected with the middle frame 1112. And the front rack 1111, the middle rack 1112 and the rear rack 1113 surround to form an accommodating space 111a. Body 112 covers frame 111, and body 112 is provided with cabin 1121. Cabin 1121 serves as a cockpit and/or passenger compartment for use by a driver or passenger. The cabin 1121 may be partially embedded in the accommodating space 111a and mounted on the frame 111, so that the cabin 1121 may obtain a larger usage space under the condition that the height of the all-terrain vehicle 100 meets the standard.

As shown in fig. 4-6, middle frame 1112 acts as the structure for all terrain vehicle 100 to carry the core load. The middle frame 1112 includes a first type of beam 1112a and a second type of beam 1112b. The first type of beam 1112a and the second type of beam 1112b are interconnected to form a substantially load-bearing structure. In one embodiment, the first type of beams 1112a is provided in a plurality, and the plurality of first type of beams 1112a are spaced apart and substantially in the same plane. Here, a plane on which the first type beam 1112a is located is set as a plane S. The second type of beams 1112b are also provided in a plurality, and the plurality of second type of beams 1112b are spaced apart between the plurality of first type of beams 1112 a. It is understood that the first type of beams 1112a can be provided in a number of two, three, or four. Similarly, the number of second type beams 1112b

Two, three or four may be provided. Of course, the specific number of the first type beams 1112a and the specific number of the second type beams 1112b may be selected according to actual situations, and are not described herein again.

In this embodiment, the first type of beam 1112a includes a first beam 1112c and a second beam 1112d. The second type of beam 1112b includes a first longitudinal beam 1112e and a second longitudinal beam 1112h. Along the fore-aft direction of ATV 100, first longitudinal beam 1112e is disposed proximate the forward end and second longitudinal beam 1112h is disposed proximate the rearward end. The first longitudinal beam 1112e includes a first rod 1112f and a second rod 1112g. One end of the first rod 1112f is connected to the first cross beam 1112c, the other end of the first rod 1112f extends toward the second cross beam 1112d, and an included angle between the first rod 1112f and the plane S is A1, and A1 is set to be greater than or equal to 5 ° and less than or equal to 15 °. One end of the second rod 1112g is connected to the second beam 1112d, and the other end of the second rod 1112g extends toward the first beam 1112c and is connected to the first rod 1112 f. The angle between the second rod 1112g and the plane S is A2, and A2 is set to be greater than or equal to 5 ° and less than or equal to 15 °. In this manner, the bottom of center frame 1112 can be raised upward (away from the running surface) in the front-to-rear direction of atv 100. That is, the bottom of the middle frame 1112 is upwardly convex. In this way, the ground clearance of atv 100 at middle frame 1112 is increased, effectively increasing the trafficability of atv 100 during driving.

In one embodiment, the angle A1 between the first rod 1112f and the plane S is greater than the angle A2 between the second rod and the plane S. In this manner, a better ride quality is maintained as ATV 100 traverses a continuously uneven surface. Further, the first-type beam 1112a and the second-type beam 1112b are each cut out from a steel pipe. So the material taking and the processing are both convenient. The first rod 1112f is welded to the first beam 1112c and the second rod 1112g is welded to the second beam 1112d. The first and second rods 1112f and 1112g are connected by welding. The first bars 1112f of the second type of beam 1112b are arranged parallel to each other and the second bars 1112g of the second type of beam 1112b are arranged parallel to each other. That is, the second stringer 1112h includes a third bar 1112i and a fourth bar 1112j. The third rod 1112i is parallel to the first rod 1112f, one end of the third rod 1112i is connected to the first beam 1112c, and the other end of the third rod 1112i extends toward the second beam 1112d. The fourth rod 1112j is parallel to the second rod 1112g, one end of the fourth rod 1112j is connected to the second beam 1112d, and the other end of the fourth rod 1112j extends toward the first beam 1112c and is connected to the third rod 1112 i.

As shown in fig. 5, the middle frame 1112 further includes longitudinal reinforcing tubes 1112k and transverse reinforcing tubes 1112l, and the number of the longitudinal reinforcing tubes 1112k is at least two. In this embodiment, the location and installation of the longitudinal reinforcing tubes 1112k are specifically illustrated by taking two as an example. Two longitudinal reinforcing tubes 1112k are spaced apart and a second type of beam 1112b is positioned between the two longitudinal reinforcing tubes 1112 k. Each longitudinal reinforcing tube 1112k is secured at one end to the first cross beam 1112c and at the other end to the second cross beam 1112d. The transverse reinforcing tubes 1112l are disposed between the stringer 1112b and the corresponding longitudinal reinforcing tubes 1112k, and one end of the transverse reinforcing tubes 1112l is connected to the stringer and the other end of the transverse reinforcing tubes 1112l is connected to the longitudinal reinforcing tubes 1112 k. Thus, the longitudinal reinforcement tubes 1112k, the transverse reinforcement tubes 1112l, the cross beams 1112a, and the longitudinal beams 1112b collectively form a net-like structure, effectively increasing the structural strength and load carrying capacity of the entire mid-frame 1112.

As shown in FIG. 7, front rack 1111 also includes a first upright 1111h, and rear rack 1113 also includes a second upright 1113a, with first upright 1111h and second upright 1113a generally referred to as the A-pillar and the B-pillar, respectively. The first upright 1111h and the second upright 1113a are used for carrying, supporting and protection. One end of the first upright 1111h is connected to the first beam 1112c, and the other end of the first upright 1111h extends upward. One end of second upright 1113a is connected to second beam 1112d and the other end of second upright 1113a extends upward.

As shown in fig. 7 and 8, in one embodiment, a reinforcing structure 1114 is provided between the rear frame 1113 and the middle frame 1112 to improve the structural strength of the connection between the rear frame 1113 and the middle frame 1112. The reinforcement structure 1114 includes a first reinforcement rod 1114a, a second reinforcement rod 1114b, and a reinforcement plate 1114c. One end of the first reinforcing rod 1114a is connected to the longitudinal reinforcing tube 1112k on the middle frame 1112, and the other end of the first reinforcing rod 1114a is connected to the second upright 1113 a. Rear frame 1113 further includes a support bracket 1113y, and second reinforcement rod 1114b has one end connected to support bracket 1113y and the other end connected to second stud 1113 a. One end of reinforcement plate 1114c is connected to first reinforcement rod 1114a, and the other end of reinforcement plate 1114c extends toward the rear end of atv 100, crosses over second post 1113a, and is connected to second reinforcement rod 1114 b. In this way, the reinforcing plate 1114c distributes the force of the first and second reinforcing rods 1114a and 1114b concentrating on the second column 1113a, thereby avoiding processes such as drilling holes in the second column 1113a and reducing the possibility of local deformation of the second column 1113 a. It should be understood that only the connection of the reinforcing rods at the second column 1113a is illustrated here, and the above structure may be applied to other columns, cross beams or longitudinal beams.

First reinforcement bar 1114a is welded to second stud 1113 a. Second reinforcement rod 1114b is welded to second stud 1113 a. The reinforcing plate 1114c is integrally formed by punching. The reinforcing plate 1114c is welded to the first reinforcing bar 1114a and the second reinforcing bar 1114 b. Reinforcing pieces 1114d are provided at both ends of the reinforcing plate 1114c, respectively. Each reinforcing piece 1114d abuts against a corresponding reinforcing rod. As such, to increase the contact area between the reinforcing plate 1114c and the first and second reinforcing bars 1114a and 1114b, the connection strength between the reinforcing plate 1114c and the first and second reinforcing bars 1114a and 1114b is improved.

As shown in fig. 9 and 10, the vehicle body 112 includes an interior trim piece 1122 and an exterior trim piece 1123. The interior component 1122 is disposed on the frame 111, and encloses with the frame 111 to form a cabin 1121. In other words, interior components 1122 are distributed around nacelle 1121. At least one first opening 1121a is formed at one side of the cabin 1121, and a driver and passengers can enter and exit the cabin 1121 through the first opening 1121 a. The exterior trim 1123 is located at the front, rear and side edges of the frame 111 to shield and protect the front suspension assembly 15, the rear suspension assembly 16 and various electric devices.

Interior 1122 includes front flap 1122a, dash panel 1122b, foot pedal 1122c, rear flap 1122d, and seat 1122f. Front baffle 1122a is disposed near the front end of atv 100 to separate the components at the front end of atv 100 from cabin 1121 and to act as a barrier to stones, silt, and water. A dash panel 1122b is mounted on an end of front bezel 1122a remote from the ground for carrying various instrument devices, such as a display screen, a dashboard, etc., on the vehicle. The foot rest 1122c is installed at the bottom of the accommodating space 111a and serves as a loading plate for loading various components such as a seat 1122f, and a position where the feet of a driver or a passenger are placed when the driver or the passenger is seated. Tailgate 1122d is positioned adjacent the rear end of atv 100 and separates the components at the rear end of atv 100 from cabin 1121. Back barrier 1122d is spaced apart from front barrier 1122a, and foot pedal 1122c is positioned between back barrier 1122d and front barrier 1122 a. Thus, the chamber 1121 is formed by surrounding the three components together.

As shown in fig. 11, atv 100 further includes electrical components 19 and an electronic control unit 21. The electrical components 17 and the electronic control unit 21 are mounted on the frame assembly 11, and at least a portion of the electrical components 19 are electrically/signally connected to the electronic control unit 21 for performing basic electrical functions of the all terrain vehicle 100. The Electronic Control Unit 21, also called an "Electronic Control Unit" or "vehicle computer", is used for monitoring various input data (such as braking, gear shifting, etc.) and various operating states of the vehicle (such as acceleration, slippage, fuel consumption, etc.), calculating information transmitted by various sensors according to a pre-designed program, processing the information, and sending various parameters to relevant actuators, such as the electrical component 19, etc., to execute various predetermined Control functions.

In one embodiment, as shown in FIG. 9, the electrical component 19 includes a meter device 200 and a switch device 203. The instrument device 200 includes various electric instruments such as an ammeter, a charge indicator lamp or a voltmeter, an oil pressure gauge, a thermometer, a fuel gauge, a vehicle speed and mileage gauge, an engine revolution meter, and the like. Meter device 200 is primarily operable to display the operation of devices associated with the operation of ATV 100 during travel. The sound generating device 201 is mainly used for generating sound to play a role of prompting or warning. The switching device 203 includes a mode switching switch 2031, an air conditioning switch (not shown), a temperature adjusting switch (not shown), and the like. The mode changeover switch 2031, the air conditioner switch, and the temperature adjustment switch are basically mounted on the dash panel 1122b for easy operation by the driver and the front passenger. The mode switch 2031, the air conditioner switch, the temperature adjustment switch, and the like are electrically/signal connected to the electronic control unit 21 via the wiring harness 2042, thereby controlling a series of functions of the atv 100, such as the switching between the two-drive and the four-drive, the turning on of the air conditioner, and the adjustment of the air conditioner temperature.

As shown in fig. 12 to 15, the mode switching switch 2031 includes a two-drive position 2031a, a four-drive position 2031b, and a front-drive-lock-out position 2031c. The four-drive gear 2031b is located between the two-drive gear 2031a and the forward-drive-dead-lock gear 2031c. Second-drive gear 2031a realizes second-drive operation of atv 100. Four-drive gear 2031b enables four-drive operation of ATV 100. The front wheel lock-up achieves a front wheel lock-up of the all-terrain vehicle 100. The mode switch 2031 includes a housing 2031d, a pressing plate 2031x, a switch shaft 2031t, and a shift lever unit 2031u. The housing 2031d includes a cavity 2031za, a first gear groove 2031e, a second gear groove 2031f, and a third gear groove 2031j. First, second, and third gear grooves 2031e, 2031f, 2031j are located within cavity 2031 za. The second gear groove 2031f is located between the first gear groove 2031e and the third gear groove 2031j. The pressing plate 2031x is rotatably connected to the housing 2031d via a switch rotation shaft 2031 t. One end of the shift lever unit 2031u is connected to the pressing plate 2031x, and the other end of the shift lever unit 2031u can swing along with the pressing plate 2031x and switch among the first shift groove 2031e, the second shift groove 2031f, and the third shift groove 2031j, thereby realizing the mutual switching among the second-drive shift 2031a, the fourth-drive shift 2031b, and the front-drive dead-lock shift 2031c.

Referring to fig. 13, the shift lever unit 2031u includes a switch lever 2031v, an elastic member 2031x, and a ball 2031y, one end of the switch lever 2031v is connected to the pressing plate 2031x and can swing within the housing 2031d under the driving of the pressing plate 2031x, one end of the switch lever 2031v away from the pressing plate 2031x is provided with a fourth mounting hole 2031w, the elastic member 2031x is mounted within the fourth mounting hole 2031w, a portion of the ball 2031y is located within the fourth mounting hole 2031w and abuts against the elastic member 2031x, and the other end can swing in a first shift groove 2031e, a second shift groove 2031f, or a third shift groove 2031j.

As shown in fig. 14 and 15, the first, second, and third shift grooves 2031e, 2031f, 2031j are all providedAn arc-shaped groove, and the first, second, and third shift grooves 2031e, 2031f, 2031j are connected in sequence. The second gear groove 2031f includes a first connection end connected to the first gear groove 2031e, and the first gear groove 2031e includes a second connection end connected to the first connection end, the first connection end and the second connection end intersect each other and have a first intersection point P and a first included angle β ₁ (ii) a The second gear groove 2031f further includes a third connection end connected to the third gear groove 2031j, the third gear groove 2031j includes a fourth connection end connected to the third connection end, the third connection end intersects the fourth connection end and has a second intersection point Q and a second included angle β ₂ (ii) a First included angle beta ₁ At a second angle beta with respect to ₂ The difference of (a) is not less than 5 ° and not more than 30 °. That is, the slope of the second shift groove 2031f on the side closer to the third shift groove 2031j is greater than the slope of the second shift groove 2031f on the side closer to the first shift groove 2031e, and the transition between the first shift groove 2031e and the second shift groove 2031f is more gradual than the transition between the second shift groove 2031f and the third shift groove 2031j. Thus, when the gears are switched, the damping of the switching rod 2031v switched from the second gear groove 2031f to the third gear groove 2031j is greater than the damping of the switching rod 2031v switched from the first gear groove 2031e to the second gear groove 2031f, that is, the force value for switching each gear is different, and the force value required for operation when the four-wheel drive gear is switched to the pre-drive dead-lock gear 2031c is increased, so that the phenomenon of gear over-shifting caused by directly switching the two-wheel drive gear 2031a to the pre-drive dead-lock gear 2031c when the two-wheel drive gear 2031a is switched to the four-wheel drive gear 2031b is avoided, and the driving safety is improved.

In one embodiment, as shown in fig. 14, the second intersection point Q is located relatively higher than the first intersection point P along the axis Z of the cavity 2031 za. Thus, in combination with the above-mentioned angles, the stroke of the four-gear shift 2031b to the front-drive-dead-lock shift 2031c can be prolonged, so that the damping of the switching rod 2031v from the second gear groove 2031f to the third gear groove 2031j is increased, and the over-shift phenomenon during the switching process is further avoided.

Referring to fig. 14 and 15, the second gear groove 2031f comprises a second arc-shaped section 2031g, a first straight section 2031h and a second straight section 2031i. One end of the first straight section 2031h is connected to the first gear groove 2031e, and the other end is connected to the second arc-shaped section 2031g. One end of the second straight section 2031i is connected to the third shift groove 2031j, and the other end is connected to the second arc section 2031g. The first gear groove 2031e at least comprises a third straight section 2031k, the third gear groove 2031j at least comprises a fourth straight section 2031z, and the third straight section 2031k intersects with the first straight section 2031h to form a first included angle β ₁ Fourth straight segment 2031z intersects second straight segment 2031i to form a second included angle β ₂ . First included angle beta ₁ 120 degrees or more and 140 degrees or less, and a second included angle beta ₂ Is 100 ° or more and 125 ° or less.

Further, the first straight section and the plane A ₁ Intersect and form a third angle beta ₃ Second straight section and plane A ₁ Intersect and form a fourth angle of inclusion beta ₄ Fourth angle of inclination beta ₄ At an angle beta to the third ₃ The difference of (a) is not less than 5 ° and not more than 30 °. Third included angle beta ₃ Greater than or equal to 45 degrees and less than or equal to 60 degrees, and a fourth included angle beta ₄ Is 55 DEG or more and 75 DEG or less. So arranged, the second straight section 2031i can also be opposite to the plane A ₁ Is greater than the first straight section 2031h relative to the plane A ₁ The slope of (c). Therefore, a force required for switching the switching lever 2031v from the second shift groove 2031f to the third shift groove 2031j is increased.

In one embodiment, the third straight section 2031k is parallel to plane A ₁ Intersect and form a fifth angle beta ₅ (ii) a Fourth straight section 2031z and plane A ₁ Intersect and form a sixth angle beta ₆ Fifth angle of inclination beta ₅ Angle beta with sixth angle ₆ Are substantially the same. With this arrangement, the operation force value for switching from the second gear 2031a to the fourth gear 2031b can be made substantially equal to the operation force value for switching from the front-drive dead range 2031c to the fourth gear 2031b, and the consistency of the operation can be improved.

As shown in fig. 13, 16 and 17, the housing 2031d has output contacts 2031l, and the output contacts 2031l protrude from the outer surface of the housing 2031 d. The output contacts 2031l are connected to circuit boards on corresponding switching devices 203, such as the circuit board 1981n in the mode switch 2031, the circuit board in the air-conditioning switch, the circuit board in the temperature-adjusting switch, and the like. The harness 2042 has a butt joint 2031n connected to the output contact 2031l, and the butt joint 2031n is connected to the output contact 2031l, so that the switching device 203 is electrically/signal-connected to the electronic control unit 21. The housing 2031d has a connection cap 2031m on an outer surface thereof, the connection cap 2031m being circumferentially arranged around the output contact 2031l, and the connection cap 2031m may be formed integrally with the housing 2031d or separately therefrom. A sealing member 2031q is provided on the connection cap 2031m or the butt joint 2031n, and after the butt joint 2031n is butted with the output contact 2031l, the sealing member 2031q can seal the gap between the butt joint 2031n and the connection cap 2031m, so that the output contact 2031l is in a relatively sealed state, and short circuit ablation of the output contact 2031l and the butt joint 2031n due to water or the like is avoided. Meanwhile, in the docking process, the connection cover 2031m also plays a role in guiding, which is beneficial to connection of the docking head 2031n and the output contact 2031l, and the assembly is more convenient.

In one embodiment, the butt joint 2031n is provided with a second receiving groove 2031o and a second slot 2031p, and the second receiving groove 2031o is provided with a connecting contact corresponding to the output contact 2031 l; the second slot 2031p is disposed around the second receiving slot 2031o, the sealing element 2031q is disposed in the second slot 2031p, and the connecting cover 2031m can be inserted into the second slot 2031p and is connected to the sealing element 2031q in a sealing manner. That is, the sealing is achieved not only by the sealing member 2031q, but also by the butt joint 2031n covering the connection cap 2031m, thereby increasing the sealing path and improving the sealing effect. The second receiving groove 2031o is disposed concentrically with the second slot 2031 p. The sealing element 2031q is disposed on an outer wall of the second slot 2031 p. Meanwhile, the sealing member 2031q is a rubber seal ring or a silicone seal ring. An annular seal protrusion 2031r is circumferentially provided on an outer side wall of the seal 2031q, and the seal protrusion 2031r is in sealing contact with an inner wall of the connection cap 2031 m. Here, the number of the sealing protrusion 2031r is plural, and the plural sealing protrusions 2031r are provided at intervals along the axial direction of the second insertion groove 2031 p. In another embodiment, the sealing element 2031q may be directly disposed on the inner wall of the connection cap 2031m, and the butt joint 2031n is inserted into the connection cap 2031m and abuts against the sealing element 2031 q.

As shown in fig. 11, the electrical assembly 19 includes a battery 1922 and an electrical socket unit 204. A battery 1922 is mounted on the middle frame 1112 for storing power. Electrical connector block 204 is connected to battery 1922 via wiring harness 2042 and is mounted to frame 111 for providing power to the retrofit components of all terrain vehicle 100 to avoid damaging the original wiring harness of all terrain vehicle 100 during the retrofit process.

As shown in fig. 18, the electrical receptacle unit 204 includes a wire receptacle 2021, a wire harness 2042, a post 2043, and a power lock 2044. The terminal 2043 is connected to the battery via a harness 2042. The power lock 2044 is connected between the wire holder 2021 and the battery 1922, and opening and closing of the power lock 2044 is interlocked with opening/closing of the all-terrain vehicle 100. I.e., when atv 100 is started or powered up, power lock 2044 is unlocked. When the all-terrain vehicle 100 is turned off, the power lock 2044 is turned off. The terminals 2043 include a first type terminal 2043a and a second type terminal 2043b, the first type terminal 2043a is electrically connected to the battery 1922 through a wiring harness 2042, and the second type terminal 2043b is electrically connected to the power supply lock 2044 through the wiring harness 2042 and is electrically connected to the battery 1922 through the power supply lock 2044. In this way, the electrical connection between the second type of terminal 2043b and the battery 1922 needs to be controlled by the power lock 2044, so that in the process of installing the modified part (aftermarket part) of the atv 100, when the modified part needs to be continuously powered, the modified part can be connected with the corresponding first type of terminal 2043a which is not controlled by the power lock 2044. When the power supply of the modified device needs to be controlled by the on/off of the atv 100, the modified device may be connected to the corresponding second type of terminal 2043b controlled by the power lock 2044.

In some embodiments, as shown in fig. 16 to 18, the first terminal post 2043a includes a first terminal post 2043c and a second terminal post 2043d. The second-type terminal 2043b includes a third terminal 2043e. The first terminal 2043c is connected to the positive terminal of the battery 1922 through the wiring harness 2042, and the second terminal 2043d is connected to the negative terminal of the battery 1922, so that a continuous power supply loop is formed among the first terminal 2043c, the second terminal 2043d, and the positive and negative terminals of the battery 1922. The power lock 2044 is linked with the start switch of the all terrain vehicle 100, that is, when the all terrain vehicle 100 is started, the power lock 2044 is opened, the all terrain vehicle 100 is extinguished, and the power lock 2044 is also closed. One end of the power supply lock 2044 is connected to the positive electrode of the battery 1922, and the other end is connected to the third terminal 2043e via the wire harness 2042. When the power lock 2044 is opened, the third terminal 2043e communicates with the positive electrode of the battery 1922, and when the power lock 2044 is closed, the third terminal 2043e is disconnected from the positive electrode of the battery 1922. Thus, a power supply loop controlled by the power lock 2044 is formed among the third binding post 2043e, the power lock 2044, the second binding post 2043d and the storage battery 1922; during the process of mounting the modified member to the atv 100, when the modified member needs to be continuously powered, the modified member may be connected to the first terminal 2043c and the second terminal 2043d. When the power supply of the retrofit is required to be controlled by the opening/closing of the atv 100, the harness of the retrofit may be connected to the second terminal 2043d and the third terminal 2043e.

In other embodiments, as shown in fig. 21, the first type of terminal 2043a includes a first terminal 2043c and a second terminal 2043d, and the second type of terminal 2043b includes a third terminal 2043e and a fourth terminal 2043f, where the first terminal 2043c is connected to the positive pole of the storage battery 1922, and the second terminal 2043d is connected to the negative pole of the storage battery 1922, so as to form a continuous power supply loop; the third terminal 2043e is connected to the negative electrode of the battery 1922 via a harness 2042, and the fourth terminal 2043f is connected to a power supply lock 2044 via a harness 2042 and is connected to the positive electrode of the battery 1922 via the power supply lock 2044. This forms a power-on loop controlled by power lock 2044. Of course, the number of the first type of terminals 2043a and the second type of terminals 2043b may be three, four or other, and the connection between the terminals 2043, the power lock 2044 and the storage battery 1922 may be a combination of the two embodiments, or one or other of the two embodiments, which is specifically selected, may be set according to actual requirements, and is not limited herein.

As shown in fig. 18 and 20, the electrical socket unit 204 further includes a fuse box 2045, a wiring cover 2047, and a blocking plate 2046. The fuse box 2045 is disposed on the corresponding wire harness 2042, so that the battery 1992 is protected, and the problem of power feeding of the battery 1922 is avoided as much as possible. The wire connecting cover 2047 covers the wire connecting base 2021 to protect the wire connecting column 2043, thereby avoiding the short circuit phenomenon of the wire connecting column 2043 caused by metal falling objects. Connect the quantity that hinders baffle 2046 to be the polylith, and the polylith connects to hinder baffle 2046 and locates the connecting seat at interval, keeps apart through connecing hindering baffle 2046 between two adjacent terminals 2043 to avoid the pencil 2042 between the adjacent a plurality of terminals 2043 to influence each other. Here, the receiving partition 2046 is integral with the connecting socket.

In one embodiment, the fuse box 2045 includes a total fuse 2045a and a plurality of partial fuses 2045b, the total fuse 2045a is disposed near the positive electrode of the battery 1922, one of the partial fuses 2045b is disposed on the wiring harness 2042 of the terminal 2043 connected to the positive electrode of the battery 1922, and the other partial fuse 2045b is disposed on the wiring harness 2042 of the terminal 2043 connected to the power lock 2044. In the present embodiment, the total fuse 2045a and the sub fuse 2045b provided on the wiring harness 2042 in which the terminal 2043 is connected to the positive electrode of the battery 1922 are connected in series, so that double protection is achieved, and the problem of power feeding of the battery 1922 is further avoided.

As shown in fig. 18, the wire harness 2042 includes a first wire harness 2042a and a second wire harness 2042c, one end of the first wire harness 2042a is connected to the terminal 2043, and the other end of the first wire harness 2042a is provided with a terminal male end 2042b. One end of the second wire harness 2042c is connected to the battery 1922, and the other end of the second wire harness 2042c is provided with a female terminal 2042d. The male terminal 2042b is plugged with the female terminal 2042d, so that the connector 2021 can be electrically connected to the battery 1922. Thus, the wire harness 2042 on the wire holder 2021 and the battery 1922 is integrated, and the wiring therebetween is very simple and convenient.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is specific and detailed, but not to be understood as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. An all-terrain vehicle comprising:

a frame;

a vehicle body covering the vehicle frame;

the electric appliance assembly is arranged on the frame and/or the vehicle body and comprises a mode selector switch, the mode selector switch comprises a secondary drive gear, a four-drive gear and a front drive lock gear, and the four-drive gear is positioned between the secondary drive gear and the front drive lock gear;

characterized in that the mode switch further comprises:

the shell comprises a cavity, the cavity comprises a first gear groove, a second gear groove and a third gear groove, the second gear groove is positioned between the first gear groove and the third gear groove, and the first gear groove, the second gear groove and the third gear groove are all arc-shaped grooves;

a pressing plate rotatably connected to the housing;

one end of the gear lever unit is connected with the pressing plate, the other end of the gear lever unit is positioned in the cavity, can swing along with the pressing plate and is switched among the first gear groove, the second gear groove and the third gear groove;

the second gear groove comprises a first connecting end connected to the first gear groove, the first gear groove comprises a second connecting end connected with the first connecting end, and the first connecting end is intersected with the second connecting end and has a first intersection point P and a first included angle beta ₁ ；

The second gear groove also comprises a third connecting end connected to the third gear groove, and the third gear groove comprisesA fourth connection end connected with the third connection end, wherein the third connection end is intersected with the fourth connection end and has a second intersection point Q and a second included angle beta ₂ (ii) a The first included angle beta ₁ At a second angle beta with respect to the ₂ The difference of (a) is not less than 5 ° and not more than 30 °.

2. The all-terrain vehicle of claim 1, characterized in that the second point of intersection Q is located relatively higher than the first point of intersection P along the direction of the axis of the cavity.

3. The all-terrain vehicle of claim 1, characterized in that the second notch comprises a first arcuate segment, a first straight segment, and a second straight segment, one end of the first straight segment being connected to the first notch, the other end of the first straight segment being connected to the first arcuate segment; one end of the second straight section is connected with the third gear groove, and the other end of the second straight section is connected with the first arc-shaped section;

it is characterized in that the first gear groove at least comprises a third straight section, the third gear groove at least comprises a fourth straight section, and the third straight section is intersected with the first straight section to form a first included angle beta ₁ The third straight section intersects with the first straight section to form a second included angle beta ₂ 。

4. The all-terrain vehicle of claim 3, characterized in that the first included angle β ₁ 120 degrees or more and 140 degrees or less, and the second included angle beta ₂ Is 100 ° or more and 125 ° or less.

5. The all-terrain vehicle of claim 3,

the bottom surface of the chamber is set as a plane A ₁ Said first straight section and said plane A ₁ Intersect and form a third angle beta ₃ Said second straight section and said plane A ₁ Intersect and form a fourth angle of inclusion beta ₄ Said fourth angle of inclusion β ₄ At an angle beta with respect to said third angle ₃ The difference of (a) is not less than 5 ° and not more than 30 °.

6. The all-terrain vehicle of claim 5, characterized in that the third included angle β ₃ Greater than or equal to 45 degrees and less than or equal to 60 degrees, and the fourth included angle beta ₄ Is 55 DEG or more and 75 DEG or less.

7. The all-terrain vehicle of claim 5, characterized in that the third straight section and the plane A ₁ Intersect and form a fifth angle beta ₅ (ii) a The fourth straight section and the plane A ₁ Intersect and form a sixth angle beta ₆ Said fifth angle beta ₅ At an angle beta with respect to the sixth angle ₆ Are substantially the same.

8. The all-terrain vehicle of claim 1, characterized in that the shift lever unit comprises a switch lever, an elastic member and a sphere, one end of the switch lever is connected with the pressing plate and can swing in the shell under the driving of the pressing plate; the elastic piece is arranged on the switching rod, one part of the ball body abuts against the elastic piece, and the other part of the ball body can fall into the first gear groove, the second gear groove or the third gear groove along with the swing of the switching rod.

9. The all-terrain vehicle of claim 8, characterized in that a mounting hole is opened at one end of the switching lever, which is far away from the press plate, the elastic member is installed in the mounting hole, and part of the ball body is positioned in the mounting hole and abuts against the elastic member.

10. The all-terrain vehicle of claim 1, characterized in that the electrical assembly further comprises:

the storage battery is arranged on the frame;

the electric connection seat unit is electrically connected with the storage battery and comprises a wire holder, a wiring harness, binding posts and a power lock, wherein the binding posts comprise a first binding post and a second binding post; the power supply lock is connected between the wire holder and the storage battery, and the opening and closing of the power supply lock are linked with the opening/closing of the all-terrain vehicle;

the first type binding post is electrically connected with the storage battery through the wiring harness, and the second type binding post is electrically connected to the power supply lock through the wiring harness and is electrically connected to the storage battery through the power supply lock.

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