CN117360663A - All-terrain vehicle - Google Patents

Abstract

The application relates to the technical field of vehicles and provides an all-terrain vehicle, which comprises: a wheel including a front wheel and a rear wheel; the power source drives the wheels to rotate; the front axle assembly is connected with the front wheel; the input shaft is connected with the front axle assembly and the power source; the front axle assembly includes: the driven device comprises a driven gear and an inner shell which are fixedly connected; an output gear driving the front wheel; the first connecting wheel is meshed with the output gear; the second connecting wheel is meshed with the inner shell; a friction assembly; the locking mechanism can drive the friction assembly to switch between a pressing state and a free state, and when the friction assembly is in the free state, the friction resistance between the output gear and the driven device is smaller than that when the friction assembly is in the pressing state. The friction torque of the friction component is increased, the assembly efficiency of the friction component can be improved, and the size of the transmission component is reduced.

Description

All-terrain vehicle

Technical Field

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

Background

When the all-terrain vehicle runs in a curve, the inner and outer wheels rotate at different speeds, and a differential mechanism is required to be arranged in a drive axle of the all-terrain vehicle. However, when the all-terrain vehicle runs on bad road conditions, especially on severe road surfaces such as muddy road and wet road, the traffic capacity of the all-terrain vehicle is seriously affected, for example, when one wheel of the all-terrain vehicle is deeply in muddy road or is suspended, the other wheel of the all-terrain vehicle cannot advance due to skidding, because the adhesion force between the wheel in the muddy road and the ground is small at this moment, the wheel can idle, and the wheel with the adhesion force with the ground cannot obtain driving force due to the action of the differential mechanism, so that the gear in the differential mechanism needs to be locked through the locking mechanism, the differential mechanism loses the differential function, and torque is transmitted to the wheel which does not skid, so that the all-terrain vehicle obtains power, and the escaping capacity of the all-terrain vehicle is enhanced.

The differential mechanism locks through friction subassembly, and the frictional resistance is direct with the side gear connection, and friction subassembly's atress can grow, also has the risk of deformation, influences friction moment, and simultaneously, the friction disc quantity of needs is also many, also can increase friction subassembly's length to and differential mechanism's cost of manufacture. The conventional differential structure arrangement is also disadvantageous for the size optimization of the differential.

Disclosure of Invention

The application provides an all-terrain vehicle connects friction subassembly through first fifth wheel and second fifth wheel for friction torque of friction subassembly increases, and can promote friction subassembly's assembly efficiency, and drive assembly's size is reduced.

A first aspect of the present application provides an all-terrain vehicle comprising: a wheel including a front wheel and a rear wheel; the power source drives the wheels to rotate; the front axle assembly is connected with the front wheel; the input shaft is connected with the front axle assembly and the power source; the front axle assembly includes: a driving gear driven by the input shaft; the driven device comprises a driven gear and an inner shell which are fixedly connected, and the driven gear is meshed with the driving gear; an output gear driving the front wheel; the first connecting wheel is meshed with the output gear; the second connecting wheel is meshed with the inner shell; the friction assembly comprises a plurality of friction pieces, at least part of the friction pieces are connected with the first connecting wheel, and at least part of the friction pieces are connected with the second connecting wheel; the locking mechanism can drive the friction assembly to switch between a pressing state and a free state, and when the friction assembly is in the free state, the friction resistance between the output gear and the driven device is smaller than that when the friction assembly is in the pressing state.

Optionally, the driven gear rotates about a first axis, and a projection of the first fifth wheel at least partially overlaps a projection of the second fifth wheel in a radial direction of the first axis.

Optionally, the driven gear rotates about a first axis, and along a radial direction of the first axis, a projection of the first fifth wheel is located within a projection of the second fifth wheel.

Optionally, the first transmission system further comprises a first housing supporting the driving gear and the driven device, a diameter of the first housing in a radial direction on the first axis being set to be greater than or equal to 150mm and less than or equal to 220mm.

Optionally, the friction assembly includes a first friction assembly including a first internal gear portion and a second friction assembly, the first connection wheel including a first external gear portion, the first internal gear portion and the first external gear portion meshing.

Optionally, the second friction pack includes a second external tooth portion, the second fifth wheel includes a second internal tooth portion, and the second external tooth portion and the second internal tooth portion mesh.

Optionally, the diameter ratio of the second fifth wheel to the first fifth wheel is greater than or equal to 1.4 and less than or equal to 1.6.

Optionally, the diameter of the first connecting wheel is greater than or equal to 60mm and less than or equal to 90mm.

Optionally, the diameter of the second fifth wheel is greater than or equal to 95mm and less than or equal to 145mm.

Optionally, the output gear includes circumferentially distributed splines, and the first connecting wheel is sleeved on the output gear and meshed with the output gear.

The beneficial effects of this application are:

the friction component is connected through the first connecting wheel and the second connecting wheel, so that the stress of the friction component can be reduced, the deformation risk of the friction component is reduced, the friction moment of the friction component is improved, the number of friction plates is not excessively increased, and the structure is compact;

the friction component is positioned through the first connecting wheel and the second connecting wheel, so that the friction component can be quickly installed, and the assembly rate is improved;

the friction component is sleeved on the outer side of the output gear, so that the arrangement space is reduced, and the structure is compact.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

FIG. 1 is a perspective view of an ATV in one embodiment provided herein;

FIG. 2 is a schematic perspective view of a front axle system and a rear axle system of an ATV in one embodiment provided herein;

FIG. 3 is an exploded schematic view of a portion of the front axle system of the ATV of FIG. 1;

FIG. 4 is a schematic view of the drive mechanism of the second transmission assembly of the ATV of FIG. 1 in a first position;

FIG. 5 is a schematic view of the drive mechanism of the second transmission assembly of the ATV of FIG. 1 in a second position;

FIG. 6 is a schematic perspective view of a front axle system of the ATV of FIG. 1;

FIG. 7 is a schematic cross-sectional view of an angle of the front axle system of the ATV of FIG. 1;

FIG. 8 is another angular cross-sectional schematic view of the front axle system of the ATV of FIG. 1;

FIG. 9 is a schematic cross-sectional view of a first drive assembly of the ATV of FIG. 1;

FIG. 10 is a schematic perspective view of a second fifth wheel of the ATV of FIG. 1;

FIG. 11 is a schematic structural view of a first support of the ATV of FIG. 1;

FIG. 12 is a schematic view of a toothed disc in the first drive assembly of the ATV of FIG. 1.

Reference numerals:

100-all-terrain vehicle; 120-wheels; 110-a power source; 130-an input shaft; 200-front axle system; 300-rear axle system; 140-frame assembly; 210-a first transmission assembly; 220-a second transmission assembly; 211-a transmission mechanism; 221-a driving device; 222-a connector; 212-a drive gear; 213-a driven device; 121-front wheels; 214-an output gear; 230-an output shaft; 223-finger; 201-a first housing; 2131-driven gears; 101-a first axis; 2132-an inner housing; 215-connecting means; 2151-a first connecting wheel; 2152-second fifth wheel, 216-planetary gear; 217-first friction pack 218-locking mechanism 2171-first inner tooth 2153-first outer tooth 2172-second outer tooth; 2154-second internal teeth; 2155-a first engagement; 2156-an annular wall; 2157-fitting chamber; 2174-second friction member; 2173-first friction pack; 2182-locking means; 2183-tray 2184-balls 2185-ramp raceways; 250-box body; 251-a first accommodation chamber; 252-a second accommodation chamber; 2158-a second engagement; 253—a first cover; 254-second cover 260-first support; 270-a third accommodation chamber; 262-a third support; 261-second support 2159-outer ring gear; 2160-second tooth members; 263-first side end; 264-a second side end; 291-connecting pins; 290-pin holes; 293-planetary gear shafts; 292-connecting holes; 2143-a gear post; 2144-internal spline; 2145-a first opening; 2146-a second opening; 2147-a plug; 2148-a package; 280-a detection assembly; 283-first sensor; 284-second sensor

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Detailed Description

For a better understanding of the technical solutions of the present application, embodiments of the present application are described in detail below with reference to the accompanying drawings.

It should be understood that the described embodiments are merely some, but not all, of the embodiments of the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application.

The terminology used in the embodiments of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that the term "and/or" as used herein is merely one relationship describing the association of the associated objects, meaning that there may be three relationships, e.g., a and/or B, may represent: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.

It should be noted that, the terms "upper", "lower", "left", "right", and the like in the embodiments of the present application are described in terms of the angles shown in the drawings, and should not be construed as limiting the embodiments of the present application. In the context of this document, it will also be understood that when an element is referred to as being "on" or "under" another element, it can be directly on the other element or be indirectly on the other element through intervening elements.

Referring to fig. 1 and 2, the present application provides an all-terrain vehicle 100 comprising: the vehicle comprises a power source 110, wheels 120, an input shaft 130, a front axle system 200 and a rear axle system 300, wherein the wheels 120 comprise front wheels 121 and rear wheels, the front axle system 200 is connected with the front wheels 121, the rear axle system 300 is connected with the rear wheels, the input shaft 130 is connected with the front axle system 200 and the power source 110, and the power source 110 transmits power to the front axle system 200 through the input shaft 130. The ATV 100 also includes a frame assembly 140 and a body panel. The frame assembly 140 serves as a skeleton for carrying and connecting the various components of the ATV 100 and for carrying various loads from the inside to the outside of the vehicle. The body panel is at least partially connected to the frame assembly 140 and the wheel 120 is at least partially connected to the frame assembly 140. Power source 110 is mounted to frame assembly 140 and provides a corresponding source of power for the movement of all-terrain vehicle 100. The power source 110 may be an engine or an electric machine.

The all-terrain vehicle 100 is adapted to different road conditions, is generally set to be of a four-wheel drive structure, the running state of the all-terrain vehicle can be switched between two-wheel drive or four-wheel drive according to the road condition requirements, and the running function of the existing all-terrain vehicle 100 is generally set to be two-wheel drive or four-wheel drive and is in contact fit with the half-axle gear, so that the state switching is realized.

Referring to fig. 3, 4 and 5, the front axle system 200 includes a first transmission assembly 210 and a second transmission assembly 220, the first transmission assembly 210 being coupled to the second transmission assembly 220, and the input shaft 130 being coupled to the second transmission assembly 220. The second transmission assembly 220 includes: the driving device 221 can drive the connecting piece 222 to switch between a first position and a second position, when the connecting piece 222 is located at the first position, the connecting piece 222 is meshed with the first transmission assembly 210 and the input shaft 130, and at the moment, the power source 110 drives the input shaft 130 to drive the front wheel 121 to rotate. When the connecting member 222 is in the second position, the connecting member 222 disconnects the first transmission assembly 210 from the input shaft 130, and the input shaft 130 does not rotate the front wheel 121.

Referring to fig. 3, 7 and 8, the first transmission assembly 210 includes: the driving gear 212, the driven device 213 and the output gear 214, wherein the output gear 214 drives the front wheel 121, the output gear 214 comprises a first output gear 2141 and a second output gear 2142, and the first output gear 2141 and the second output gear 2142 are arranged in a box opposite to each other and are used for driving the left wheel and the right wheel in the front wheel 121 respectively. The driving gear 212 is driven by the input shaft 130, the front axle system 200 further comprises an output shaft 230 connected with the driving gear 212, the output shaft 230 is provided with a spline capable of being meshed with the connecting piece 222, the driving device 221 can drive the connecting piece 222 to switch between a first position and a second position, the second transmission assembly 220 further comprises a pusher dog 223, the pusher dog 223 is connected with the connecting piece 222 and the driving device 221, and the driving device 221 drives the connecting piece 222 to switch to the first position or the second position through the pusher dog 223. When the connecting member 222 is in the first position, the connecting member 222 is engaged with the spline of the output shaft 230, and the connecting member 222 connects the input shaft 130 and the output shaft 230 at the same time, and the power source 110 drives the output shaft 230 to drive the front wheel 121 to rotate. When the connecting member 222 is in the second position, the connecting member 222 is disengaged from the spline of the output shaft 230, so that the input shaft 130 and the output shaft 230 are disconnected, and at this time, the input shaft 130 does not rotate the front wheel 121.

Referring to fig. 3, 6, 7 and 8, the first transmission assembly 210 has a first state in which the output gear 214 and the driven device 213 are rotated in synchronization, and a second state in which the output gear 214 and the driven device 213 are rotated in relation to each other. The first transmission assembly 210 includes a first housing 201, the first housing 201 supporting a driving gear 212 and a driven device 213, the second transmission assembly 220 includes a second housing 224, a driving device 221 is disposed in the second housing 224, the second housing 224 is connected with the first housing 201, and a connecting device 215 is installed in the second housing 224. Optionally, the second housing 224 is supported by the first housing 201 and the second transmission assembly 220 is directly supported by the first transmission assembly 210. The driving device 221 may be a motor, the driving device 221 is connected with the connecting piece 222, the connecting piece 222 is driven to switch between the first position and the second position by the driving device 221, a user sends a switching instruction according to driving requirements, and the controller controls the driving device 221 to operate so as to switch the connecting piece 222 between the first position and the second position.

ATV 100 further includes a transmission assembly coupled to power source 110 and wheels 120, the transmission assembly disposed between power source 110 and front axle system 200. The second transmission assembly 220 is disposed on the shaft side of the input shaft 130, and the first transmission assembly 210 is also disposed on the shaft side of the input shaft 130, and the second transmission assembly 220 is connected and supported by the first transmission assembly 210, so that the number of intermediate support structures for the second transmission assembly 220 can be reduced, and the purposes of reducing parts and compacting the whole structure can be achieved. The second transmission assembly 220 is arranged outside the shell of the power source 110, so that the size of the power source 110 can be relatively reduced, the gravity center height of the power source 110 can be relatively reduced, the whole vehicle can run more stably, and meanwhile, the second transmission assembly 220 is convenient to overhaul, namely, the second transmission assembly 220 can be overhauled without disassembling the power source 110. Meanwhile, the first transmission assembly 210 and the second transmission assembly 220 are adjacent and connected, the output shaft 230 of the first transmission assembly 210 and the connecting piece 222 of the second transmission assembly 220 can be directly connected, the length of the connecting piece 222 is reduced, the size and weight of the whole machine are relatively reduced, the cost is saved, and the structure is simple. Alternatively, the first housing 201 and the second housing 224 are integrally formed.

The projection of the second housing 224 in the radial direction of the input shaft 130 at least partially overlaps with the projection of the connecting member 222, so that the second transmission mechanism 211 is compact and the length of the connecting member 222 can be relatively reduced.

The driven device 213 includes a driven gear 2131 and an inner housing 2132 that are fixedly connected, wherein the driven gear 2131 is engaged with the driving gear 212, the inner housing 2132 can be fixedly connected with the driven gear 2131 through bolts or other connectors 222, and the driving gear 212 drives the driven gear 2131 to rotate, so that the driven gear 2131 and the inner housing 2132 synchronously rotate. The driven gear 2131 can be rotated about the first axis 101 by the driving gear 212, while the inner housing 2132 is rotated about the first axis 101 by the driven gear 2131. Alternatively, the driving gear 212 and the driven gear 2131 are bevel gears that mesh with each other.

The first transmission assembly 210 further includes a connecting device 215, and the driven gear 2131 and the output gear 214 are connected by the connecting device 215. The coupling device 215 includes a first coupling wheel 2151 and a second coupling wheel 2152, the first coupling wheel 2151 is engaged with the output gear 214, the second coupling wheel 2152 is engaged with the inner housing 2132, the output gear 214 and the driven device 213 are coupled through the first coupling wheel 2151 and the second coupling wheel 2152 such that the driven device 213 can indirectly drive the output gear 214 to rotate, and the output gear 214 is coupled to the front wheel 121 through a coupling shaft to thereby drive the front wheel 121 to rotate.

When the all-terrain vehicle 100 is in a cornering running, the distances traveled by the inner and outer wheels 120 are different at the same time, which results in a difference in rotational speed between the inner and outer wheels 120, or the difference in rotational speed between the inner and outer wheels 120 may be generated when the all-terrain vehicle 100 passes over uneven ground, so that the inner and outer wheels 120 rotate at different rotational speeds when the all-terrain vehicle 100 is in a curved running, and differential rotation of the two wheels 120 is achieved by providing the first transmission assembly 210. Thus, differential rotation of the two-sided wheel 120 is achieved by providing the first transmission assembly 210 with the first transmission assembly 210 having a first state in which the output gear 214 and the driven device 213 are rotated in synchronization, and a second state in which the output gear 214 and the driven device 213 are rotated relative to each other. The first transmission assembly 210 further includes a planetary gear 216, the planetary gear 216 being coupled to the driven device 213 and meshed with the output gear 214. The planetary gear 216 is disposed inside the inner housing 2132, the planetary gear 216 is connected to the driven device 213, and the planetary gear 216 can be rotated around the first axis 101 by the driven device 213 as a whole, which is the revolution of the planetary gear 216. The planetary gear 216 can also rotate around the rotation axis thereof, the planetary gear 216 is provided with four, the rotation axis of the planetary gear 216 is parallel to the first axis 101, the planetary gear 216 is meshed with the output gear 214, and the driven device 213 drives the planetary gear 216 to revolve around to drive the output gear 214 to rotate. By providing four planetary gears 216, the stability of the cooperation of the planetary gears 216 and the output gear 214 can be improved, and the strength of the transmission mechanism 211 can be increased. When the wheels 120 on the left and right sides rotate at the same speed, the planetary gears 216 do not self-transfer, for example, when the vehicle turns, the wheels 120 on the left and right sides rotate at a differential speed, and the planetary gears 216 are driven by the output gears 214 to generate self-transfer, so that the rotation speed of the output gears 214 on the inner side is reduced, and the rotation speed of the output gears 214 on the outer side is increased, so that the differentiation of the rotation speeds of the wheels 120 on the two sides is realized.

The ATV 100 usually runs on a bad road surface such as a muddy road surface and a wet road surface, which seriously affects the traffic capacity, for example, when one wheel 120 is deeply sunk in the muddy road surface or is suspended, the other wheel 120 is on a good road surface but cannot advance due to skidding, because at the moment, the adhesion force between the wheel 120 in the muddy road surface and the ground is small, the wheel 120 idles, and the wheel 120 with the adhesion force on the ground cannot obtain the driving force due to the action of the first transmission assembly 210, so that the output gear 214 in the first transmission assembly 210 needs to be locked through the locking mechanism 218, the first transmission assembly 210 loses the differential function, and the torque is transmitted to the wheel 120 which does not skid, so that the ATV 100 obtains power, and the escaping capacity of the ATV 100 is enhanced.

To this end, referring to fig. 8 and 9, the first transmission assembly 210 includes a friction assembly 217 and a locking mechanism 218, the friction assembly 217 includes a plurality of friction members, at least a portion of the friction members are coupled to a first connecting wheel 2151, at least a portion of the friction members are coupled to a second connecting wheel 2152, and the first connecting wheel 2151 is coupled to the output gear 214, and the second connecting wheel 2152 is engaged with the inner housing, thereby indirectly coupling the friction members to the output gear 214 and the inner housing 2132 through the first and second connecting wheels 2151 and 2152. The locking mechanism 218 can drive the friction component 217 to switch between a compressed state and a free state, and compared with the free state, when the friction component 217 is in the compressed state, the friction component 217 increases the friction resistance between the output gear 214 and the driven device 213, so that the relative rotation speed between the output gear 214 and the driven gear 2131 is reduced or even approaches to synchronous rotation of the two, and the purpose of limited slip is achieved.

The first friction pack 2173 comprises a first inner tooth 2171 and the first connecting wheel 2151 comprises a first outer tooth 2153, the first inner tooth 2171 and the first outer tooth 2153 being meshed such that the first friction pack 2173 and the first connecting wheel 2151 are connected. The second friction pack 2174 includes a second outer tooth 2172 and the second connecting wheel 2152 includes a second inner tooth 2154, the second outer tooth 2172 and the second inner tooth 2154 meshing such that the second friction pack 2174 and the second connecting wheel 2152 are connected.

The first coupling wheel 2151 includes a first engagement portion 2155 that is coupled to the output gear 214, the first engagement portion 2155 being formed inside the first coupling wheel 2151, the output gear 214 being provided with splines on the peripheral side thereof that correspond to the first engagement portion 2155, the first engagement portion 2155 being capable of engaging with the splines on the peripheral side of the output gear 214, whereby the first coupling wheel 2151 and the output gear 214 are engaged. The output gear 214 includes a first output gear 2141 and a second output gear 2142, the first output gear 2141 and the second output gear 2142 being distributed to drive the two-sided wheel 120. The first connecting wheel 2151 is splined to the first output gear 2141 such that the first connecting wheel 2151 connects the first output gear 2141, the second output gear 2142 is meshed with the driven gear 2131, and the second output gear 2142 extends through the driven gear 2131.

Referring to fig. 9 and 10, the second connecting wheel 2152 includes an annular wall 2156 and a fitting cavity 2157 defined by the annular wall 2156, a second engagement portion 2158 is also formed at one end of the second connecting wheel 2152, and an end of the inner housing 2132 has a connecting spline, the second engagement portion 2158 being in meshed connection with the connecting spline so that the second connecting wheel 2152 can be connected to the inner housing 2132. The friction assembly 217 includes a first friction assembly 2173 and a second friction assembly 2174, both the first friction assembly 2173 and the second friction assembly 2174 being disposed within an assembly cavity 2157 within the second connecting wheel 2152. The first friction pack 2173 includes a plurality of first friction plates, and the second friction pack 2174 includes a plurality of second friction plates, the first friction plates and the second friction plates being staggered. The side surfaces of the first friction plate and the second friction plate are friction surfaces made of friction materials, and friction force between the output gear 214 and the driven device 213 is increased through friction force between the first friction plate and the second friction plate.

The ATV 100 includes a controller for controlling the operation of the vehicle, the locking mechanism 218 includes a driving member 2181 and a locking device 2182, and the locking device 2182 is controlled by the controller, so that the output gear 214 in the first transmission assembly 210 is locked by the locking mechanism 218 when the first transmission assembly 210 loses the differential function. Optionally, the driver 2181 is a motor. Alternatively, the latch 2182 may be a solenoid. The locking device 2182 abuts against the friction plate, and the friction assembly 217 is pushed by the locking device 2182, so that the friction assembly 217 is in a compressed state.

The locking device 2182 includes a tray 2183 and balls 2184, the tray 2183 forms a slope track 2185 for the balls 2184 to roll in, the slope track 2185 is recessed along the axial direction of the tray 2183, and the depth of the recess of the slope track 2185 along the circumferential direction of the tray 2183 in the direction of the first axis 101 is gradually from small to large. The tray 2183 can be rotated about the first axis 101 and can be stopped from rotating by the locking device 2182. When the locking differential function is required, the controller controls the locking device 2182 to stop rotating the tray 2183, the balls 2184 slide from the area with large concave depth to the area with small concave depth on the slope roller path 2185 according to inertia, and accordingly the balls 2184 are outwards offset relative to the position of the tray 2183 to push the tray 2183 to press the friction assembly 217, and the friction assembly 217 is in a pressed state.

The first transmission assembly 210 further includes a wave spring, one end of the wave spring abuts against the tray 2183, and the other end abuts against the electromagnetic coil, so that the tray 2183 can be automatically reset under the elastic restoring force of the wave spring, and the friction assembly 217 enters a free state. The locking mechanism 218 is capable of driving the friction pack 217 between a free state and a compressed state, with a corresponding increase in friction between the output gear 214 and the driven gear 2131 as the friction pack 217 is switched from the free state to the compressed state. Thus, when the friction pack 217 is in a free state, the frictional resistance between the output gear 214 and the driven device 213 is smaller than the frictional resistance between the output gear 214 and the driven device 213 when the friction pack 217 is in a compressed state. As the tray 2183 gradually compresses the friction assembly 217, so that the friction assembly 217 enters a compressed state, the friction force provided by the friction assembly 217 gradually increases, so that the friction force between the output gear 214 and the driven device 213 relatively increases, thereby limiting the relative rotation of the output gear 214 and the driven device 213, where the output gear 214 and the driven device 213 still relatively rotate, but the friction force between the output gear 214 and the driven device 213 is increased by the friction assembly 217, thereby relatively reducing the relative rotation speed of the output gear 214 and the driven device 213, so as to achieve the purpose of limiting sliding.

Locking mechanism 218 may include a solenoid, where locking mechanism 218 further includes a magnetic member disposed adjacent to tray 2183 with ball 2184 positioned between the magnetic member and tray 2183. The specific operations of locking the first transmission assembly 210 are: by detecting the rotation speeds of the first output gear 2141 and the second output gear 2142, it is determined whether the first transmission assembly 210 needs to be locked, when the first transmission assembly is needed to be locked, the electromagnetic coil is energized, the electromagnetic coil generates attractive force to the magnetic element, and further compresses the wave spring, so that the magnetic element moves along the axial direction and the direction far away from the friction assembly 217, at this time, a rotation speed difference is generated between the magnetic element and the tray 2183, and then the ball 2184 rolls from the deep position of the recess of the slope roller path 2185 to the shallow position of the recess, so as to push the pressing member to move along the axial direction and the direction close to the first matching gear until the tray 2183 presses the friction plate assembly, so that the first friction plate and the second friction plate are in a state of being mutually pressed, that is, the first output gear 2141 and the second output gear 2142 are in a state of being relatively slow in rotation, and the friction resistance between the output gear 214 and the driven device 213 is increased, at this time, the first transmission assembly 210 is in a locked state.

When the first transmission assembly 210 needs to be unlocked, the electromagnetic coil is powered off, the attractive force of the electromagnetic coil to the tray 2183 disappears, the magnetic part automatically resets under the action of the elastic restoring force of the wave spring, so that the magnetic part and the tray 2183 rotate around the axis of the tray 2183 synchronously, the ball 2184 rolls from the shallow position of the recess of the slope roller path 2185 to the deep position of the recess, so that the pressing piece moves along the axial direction and the direction far away from the first matching gear, the pressing of the friction plate assembly is released, the first friction plate and the second friction plate are separated, a gap is reserved between the first friction plate and the second friction plate, and the first matching gear and the second matching gear can generate a rotation speed difference, namely the first output gear 2141 can rotate relative to the second output gear 2142, and at the moment, the first transmission assembly 210 is restored to a free state.

Optionally, the locking mechanism 218 may include a motor, where the balls 2184 are clamped between the tray 2183 and the first cover 253, and the tray 2183 can be driven by the motor to rotate around the first axis 101, so as to specifically lock the first transmission assembly 210: by detecting the rotation speeds of the first output gear 2141 and the second output gear 2142, it is determined whether the first transmission assembly 210 needs to be locked, when the first transmission assembly needs to be locked, the motor drives the tray 2183 to rotate, and further compresses the wave spring, at this time, a rotation speed difference is generated between the tray 2183 and the first cover 253, and then the balls 2184 roll from the deep position of the recess of the ramp roller path 2185 to the shallow position of the recess, so as to push the pressing member to move along the axial direction thereof and the direction close to the first matching gear, until the tray 2183 presses the friction plate assembly, so that the first friction plate and the second friction plate are in a state of being mutually pressed, that is, the first output gear 2141 and the second output gear 2142 are in a state of being relatively slow to rotate, and the friction resistance between the output gear 214 and the driven device 213 is increased, at this time, the first transmission assembly 210 is in a locked state.

The above is only a brief description of the specific structure and operation of the ball 2184 and ramp ball 2185, and more detailed arrangements and operation thereof are known to those skilled in the art of ramp ball 2184 actuators.

The driven gear 2131 rotates about the first axis 101 and along a radial direction of the first axis 101, a projection of the first connecting wheel 2151 at least partially overlaps a projection of the second connecting wheel 2152. The first connecting wheel 2151 is disposed within the mounting cavity 2157 formed by the second connecting wheel 2152 such that the first connecting wheel 2151 and the friction pack 217 are integrated into the middle of the second connecting wheel 2152, and the first connecting wheel 2151 is sleeved on the first output gear 2141 such that the first output gear 2141 extends through the mounting cavity 2157 of the second connecting wheel 2152. Along a radial direction of the first axis 101, the projection of the first connecting wheel 2151 in this direction at least partially overlaps the projection of the first output gear 2141 and the friction pack 217 in this direction, thereby enabling a compact arrangement of the first connecting wheel 2151, the second connecting wheel 2152, the friction pack 217 and the first output gear 2141 and simultaneously enabling a connection of the first connecting wheel 2151 and the second connecting wheel 2152, and a connection assembly of the first connecting wheel 2151, the second connecting wheel 2152 to the friction pack 217 and a connection of the first output pack to the first connecting wheel 2151.

Alternatively, the driven gear 2131 rotates about the first axis 101, and along a radial direction of the first axis 101, the projection of the first connecting wheel 2151 is located within the projection of the second connecting wheel 2152.

By providing the first connecting wheel 2151 to connect the friction pack 217 and the second connecting wheel 2152 such that the friction pack 217 is sleeved on the circumference of the first connecting wheel 2151, the force of the friction pack 217 is reduced and the risk of deformation of the friction pack 217 is reduced.

The inner ring of the friction component 217 is connected by the first connecting wheel 2151, so that the outer diameter of the contact surface of the friction component 217 can be relatively lifted, the friction moment which can be provided by the friction component 217 can be improved, the number of groups of friction pieces can be relatively reduced on the premise of providing the same required friction force, and the weight of the whole first transmission component 210 can be reduced. Reducing the number of friction elements may relatively reduce the length of the first transmission assembly 210 in the circumferential direction of the first axis 101.

By assembling the first connecting wheel 2151, the friction pack 217 inside the second connecting wheel 2152, the assembly efficiency can be improved, the first friction pack 2173 and the second friction pack 2174 can be assembled between the first connecting wheel 2151 and the second connecting wheel 2152, and the first friction pack 2173 and the second friction pack 2174 can be connected and restrained by the first connecting wheel 2151 and the second connecting wheel 2152 so that a larger number of the first friction plates and the second friction plates can be aligned to be rubbed against each other. The first and second friction plates can be quickly assembled by the spacing of the first and second connecting wheels 2151, 2152, thereby eliminating the need to individually mount each friction plate in alignment to the first and second connecting wheels 2151, 2152, optimizing installation efficiency.

Optionally, the first connecting wheel 2151 has a diameter that is greater than or equal to 70mm and less than or equal to 80mm. The diameter of the second connecting wheel 2152 is greater than or equal to 110mm and less than or equal to 130mm. The friction component 217 is arranged above the spline circumference of the output gear 214, so that the width of the output gear 214 can be reduced, the output gear 214 is better in stress, the arrangement width of the first transmission component 210 can be reduced, and the structure is compact.

Optionally, the first connecting wheel 2151 has a diameter greater than or equal to 60mm and less than or equal to 90mm. The diameter of the second connecting wheel 2152 is greater than or equal to 95mm and less than or equal to 145mm. The friction component 217 is arranged above the spline circumference of the output gear 214, so that the width of the output gear 214 can be reduced, the output gear 214 is better in stress, the arrangement width of the first transmission component 210 can be reduced, and the structure is compact.

Optionally, the ratio of the diameters of the second connecting wheel 2152 and the first connecting wheel 2151 is greater than or equal to 1.4 and less than or equal to 1.6. While ensuring the strength of the first and second connecting wheels 2151, 2152, the size of the friction pack 217 is optimized, and the friction force provided by the friction pack 217 is ensured to meet the operational requirements of the first transmission assembly 210, and the overall structure of the first transmission assembly 210 is relatively compact.

Optionally, the ratio of the diameters of the second connecting wheel 2152 and the first connecting wheel 2151 is greater than or equal to 1.2 and less than or equal to 1.8. Optionally, the ratio of the diameters of the second connecting wheel 2152 and the first connecting wheel 2151 is greater than or equal to 1.4 and less than or equal to 1.5.

The first housing 201 includes a housing 250, the housing 250 forming a first accommodating chamber 251 and a second accommodating chamber 252, the friction assembly 217 being disposed in the first accommodating chamber 251, the driven gear 2131 being disposed in the second accommodating chamber 252. The first case 201 further includes a first cover 253 and a second cover 254, the first cover 253 enclosing the first receiving cavity 251, and the second cover 254 enclosing the second receiving cavity 252. The first connecting wheel 2151, the second connecting wheel 2152 and the friction pack 217 as a whole are all disposed in the first receiving chamber 251, at least part of the first output gear 2141 is also disposed in the first receiving chamber 251, and one end of the first output gear 2141 protrudes relatively from the first housing 201, or a connecting shaft connecting the front wheel 121 and the output gear 214 can protrude into the first receiving chamber 251 so that the first output gear 2141 can connect the front wheel 121. The first cover 253 forms an opening through which one end of the first output gear 2141 is output, so that the first output gear 2141 protrudes out of the first cover 253, or a connection shaft connecting the first output gear 2141 and the front wheel 121 can protrude into the first cover 253. The second output gear 2142 is at least partially disposed in the second receiving chamber 252, alternatively, the second output gear 2142 is disposed entirely in the second receiving chamber 252, one end of the second output gear 2142 can extend out of the second housing 224 opposite to each other, or a connecting shaft connecting the front wheel 121 and the output gear 214 can extend into the first receiving chamber 251, and the second cover 254 is also provided with openings to connect the second output gear 2142 and the front wheel 121.

Referring to fig. 11, the first case 201 further includes an extension wall 255, the extension wall 255 extending inward from a side wall of the case 250, and the first and second receiving cavities 251 and 252 are disposed at both ends of the extension wall 255. Thus, the friction pack 217 and the driven gear 2131 are disposed at both ends of the extension wall 255, with the friction pack 217 and the driven gear 2131 being separated by the extension wall 255. The first accommodation chamber 251 and the second accommodation chamber 252 communicate, and the inner housing 2132 is partially disposed in the first accommodation chamber 251 and the inner housing 2132 is partially disposed in the second accommodation chamber 252. The first transmission assembly also includes a first support 260, the first support 260 being retained by the extension wall 255 and supporting the friction assembly 217. Alternatively, two extending walls 255 are provided, two extending walls 255 are disposed opposite to each other, and two first supporting members 260 are provided, and the extending walls 255 disposed opposite to each other respectively limit one first supporting member 260, and clamp the friction assembly 217 through the two first supporting members 260.

The first supporting member 260 is arranged in the middle to support, so that the arrangement of the friction assembly 217, the driven device 213, the first connecting wheel 2151 and the second connecting wheel 2152 is facilitated, the friction assembly 217 and the driven device 213 can be jointly supported by the first supporting member 260, the stress is good, the arrangement structure is compact, the size of the first transmission assembly 210 can be smaller, and the compact requirement of the all-terrain vehicle 100 can be met.

Because the friction assembly 217, the first connecting wheel 2151 and the second connecting wheel 2152 are respectively arranged in the first accommodating cavity 251 formed by the box 250 and the first cover 253, the driven gear 2131 is respectively arranged in the second accommodating cavity 252 formed by the box 250 and the second cover 254, the friction assembly, the first connecting wheel 2151 and the second connecting wheel 2152 are not mutually influenced during maintenance and replacement, and the maintenance is convenient. Meanwhile, in the assembly process, the assembly of the parts in the first accommodating cavity 251 and the second accommodating cavity 252 can be respectively realized from two ends, so that the assembly tolerance can be reduced, and the fitting precision of the parts can be improved. Meanwhile, if all the parts are assembled from one end direction, the influence of the dimensions of the second connecting wheel 2152 and the driven gear 2131 in the radial direction of the first axis 101 on the installation needs to be considered, so that a sufficient space needs to be reserved between the two extension walls 255 to allow the second connecting wheel 2152 or the driven gear 2131 to pass between the extension walls 255 and the case 250 to achieve the assembly of the second connecting wheel 2152 or the driven gear 2131 and other parts. This tends to increase the size of the two extension walls 255 in the radial direction of the first axis 101 as a whole, thereby increasing the volume and weight of the first housing 201 as a whole.

Defining the first transmission assembly 210 to include a transmission mechanism 211, the transmission mechanism 211 being supported by the first housing 201, the transmission mechanism 211 including a driven device 213, an output gear 214, a locking mechanism, and a friction assembly 217, a first connecting wheel 2151, and a second connecting wheel 2152. The transmission mechanism 211 is supported by the first support 260, the first support 260 is disposed between the first housing 201 and the transmission mechanism 211, the transmission assembly further includes a second support 261, the second support 261 is supported by the first cover 253, and the second support 261 supports the driven gear 2131. The second supporting member 261 is disposed in the second receiving chamber 252, and the first supporting member 260 and the second supporting member 261 cooperate to support the transmission mechanism 211 together.

The first housing 201 includes a third receiving chamber 270 for receiving the input shaft 130, the third receiving chamber 270 being formed at a side end of the case 250 and between the extension wall 255 and the second receiving chamber 252, and the first transmission assembly further includes a third support 262, the third support 262 being limited by the extension wall 255 and supporting the output shaft 230. The output shaft 230 is mounted in the third housing chamber 270, the output shaft 230 extends in a radial direction of the first axis 101, the drive gear 212 is provided at a front end of the output shaft 230, and the drive gear 212 is also provided in the third housing chamber 270.

Referring to fig. 6 and 12, the all-terrain vehicle 100 further includes a detection assembly 280, the detection assembly 280 being configured to detect a rotational speed of the wheel 120.

The first transmission assembly 210 further includes a toothed disc 281, the toothed disc 281 is connected to the second output gear 2142, and the toothed disc 281 and the second output gear 2142 can rotate synchronously. The toothed disc 281 is disposed in the first housing 201, and the detecting component 280 can detect the rotational speed of the toothed disc 281. The toothed disc 281 includes a first toothed disc 282 circumferentially distributed, and the first toothed disc 282 is rotated by the toothed disc 281 to calculate the rotational speed of the toothed disc 281 by the magnetic field generated by the cutting detection assembly 280, so as to detect the real-time rotational speed of the second output gear 2142 coupled to the toothed disc 281. Set up fluted disc 281 in first drive assembly 210 to set up inside first casing 201, sealed fluted disc 281 through relative confined first casing 201 can effectively prevent impurity accumulation such as earth, dust at the ring gear surface, and earth, dust are filled in the clearance between first tooth piece 282, can influence the collection of detection assembly 280 to the signal, are unfavorable for the accurate collection to the rotational speed.

The fluted disc 281 is disposed on the outer side of the second output gear 2142, so that the outer diameter of the fluted disc 281 can be relatively increased, the number of the first tooth members 282 can be increased, and the gap between the first tooth members 282 can be ensured, so as to achieve the detection effect. At the same rotation speed, the detecting assembly 280 can collect more first tooth members 282, so that the collected signals of the fluted disc 281 can be more sensitive and accurate. With this structure, the number of the first tooth members 282 can be set to be greater than or equal to 24 and less than or equal to 30, ensuring the detection accuracy of the rotation speed of the toothed disc 281, and preventing the toothed disc 281 from excessively increasing the size of the first transmission assembly 210 as a whole. Optionally, the number of first tooth members 282 is set to be greater than or equal to 22 and less than or equal to 32. Optionally, the number of first tooth members 282 is set to be greater than or equal to 25 and less than or equal to 28.

The second connecting wheel 2152 further comprises an outer ring gear 2159, the outer ring gear 2159 being arranged in the outer circumferential direction of the annular wall 2156, the outer ring gear 2159 comprising the second tooth member 2160, the rotation of the second connecting wheel 2152 driving the rotation of the second tooth member 2160. The detection assembly 280 detects the rotational speed of the outer ring gear 2159 to obtain the rotational speed of the driven device 213.

The detecting assembly 280 includes a first sensor 283 detecting the rotational speed of the toothed disc 281 and a second sensor 284 detecting the rotational speed of the outer gear ring 2159, both the first sensor 283 and the second sensor 284 being supported by the first housing 201.

The outer gear ring 2159 is directly arranged on the second connecting wheel, and no part for additionally installing the second tooth member 2160 is required to be arranged separately, so that the whole structure is compact, and the number of the second tooth members 2160 is satisfied by the size of the designed second driving wheel. The number of second tooth members 2160 can be set greater than or equal to 24 and less than or equal to 30. Optionally, the number of first tooth members 282 is set to be greater than or equal to 22 and less than or equal to 32. Optionally, the number of first tooth members 282 is set to be greater than or equal to 25 and less than or equal to 28.

The first sensor 283 is at least partially disposed within the second receiving cavity 252, and the second sensor 284 is at least partially disposed within the first receiving cavity 251, with the projection of the first sensor 283 at least partially overlapping the projection of the toothed disc 281 in a radial direction along the first axis 101. Along a radial direction of the first axis 101, the projection of the second sensor 284 at least partially overlaps with the projection of the second connecting wheel 2152 in that direction.

By detecting the rotation speed of the second connecting wheel 2152, the rotation speed of the driven gear 2131 can be obtained, and in combination with the rotation speed of the second output gear 2142 detected by the first sensor 283, the rotation speed of the first output gear 2141 can be calculated, so that the real-time rotation speed of the front wheels 121 on both sides can be obtained to analyze whether the differential function of the first transmission assembly 210 is to be locked.

The second sensor 284 is at least partially disposed inside the first receiving cavity 251, optionally, the second sensor 284 has a dimension L1 inside the first receiving cavity 251 in a radial direction of the first axis 101, and the second sensor 284 has a dimension L2 outside the first transmission assembly 210 in this direction, the ratio of L1 to L2 being greater than or equal to 1:3 and less than or equal to 1:2, thereby preventing the second sensor 284 from being fully located within the first transmission assembly 210 such that the size of the first sensor 283 increases and ensuring detection of the rotational speed of the second connecting wheel 2152 by the second sensor 284. Optionally, the second sensor 284 is at least partially disposed inside the first receiving cavity 251, optionally, the second sensor 284 has a dimension L1 inside the first receiving cavity 251 in a radial direction of the first axis 101, and the second sensor 284 has a dimension L2 outside the first transmission assembly 210 in that direction, and the ratio of L1 to L2 is greater than or equal to 1:3 and less than or equal to 2:3.

By the following arrangement: along a radial direction of the first axis 101, the projection of the first connecting wheel 2151 in this direction at least partially overlaps the projection of the first output gear 2141 and the friction pack 217 in this direction, thereby enabling a compact arrangement of the first connecting wheel 2151, the second connecting wheel 2152, the friction pack 217 and the first output gear 2141 and simultaneously enabling a connection of the first connecting wheel 2151 and the second connecting wheel 2152, and a connection assembly of the first connecting wheel 2151, the second connecting wheel 2152 to the friction pack 217 and a connection of the first output pack to the first connecting wheel 2151. The case 250 forms a first accommodation chamber 251 and a second accommodation chamber 252, the friction assembly 217 is disposed in the first accommodation chamber 251, and the driven gear 2131 is disposed in the second accommodation chamber 252.

The first case 201 further includes an extension wall 255, the extension wall 255 extending inward from a side wall of the case 250, and the first and second receiving chambers 251 and 252 are provided at both ends of the extension wall 255. Thus, the friction pack 217 and the driven gear 2131 are disposed at both ends of the extension wall 255, with the friction pack 217 and the driven gear 2131 being separated by the extension wall 255. The second sensor 284 has a dimension L1 inside the first receiving cavity 251 in the radial direction of the first axis 101, and the second sensor 284 has a dimension L2 outside the first transmission assembly 210 in this direction, and the ratio of L1 to L2 is greater than or equal to 1:3 and less than or equal to 1:2, the size of the first casing 201 can be effectively reduced such that the diameter of the first casing 201 in the radial direction on the first axis 101 is set to 150mm or more and 220mm or less, where the diameter of the first casing 201 in the radial direction on the first axis 101 means the maximum diameter of the first casing 201 in the direction and does not account for the size of the second casing. Alternatively, the diameter of the first housing 201 in the radial direction on the first axis 101 is set to be greater than or equal to 160mm and less than or equal to 200mm. Alternatively, the diameter of the first housing 201 in the radial direction on the first axis 101 is set to be greater than or equal to 160mm and less than or equal to 180mm.

The first support 260 is disposed between the first housing 201 and the transmission mechanism 211 and is in gap connection with the first housing 201 such that the first support 260 is movable relative to the first housing 201 along the direction of the first axis 101. The first support 260 is disposed between the first housing 201 and the connection device 215, and the connection device 215 is used to connect the output gear 214 and the driven gear 2131. The first support 260 is gap-coupled to the first housing 201, and the maximum gap distance achievable by the first support 260 and the first housing 201 is L3, so that the first support 260 can be moved by a length of L3 with respect to the first housing 201 in the direction of the first axis 101. The first supporting members 260 located at both sides are disposed opposite to each other, and both the first supporting members 260 are in clearance fit with the first housing 201, and the two first supporting members 260 sandwich the transmission mechanism 211.

During assembly of the various parts of the transmission 211, assembly tolerances between the first housing 201 and the transmission 211 may occur, and at this time, the spacing between the transmission 211 and the first housing 201 may need to be adjusted to tightly fit the transmission 211 and the first housing 201, so as to reduce wear caused by shaking of the transmission 211 when the first transmission assembly 210 operates, and increase the service life of the first transmission assembly 210. The first supporting member 260 and the second supporting member 261 support the transmission mechanism 211 together, at least two second supporting members 261 are also arranged opposite to each other, and the two second supporting members 261 clamp and support the transmission mechanism 211. The transmission assembly further includes adjustment shims provided on both sides of the second support 261 for filling the gap between the first housing 201 and the transmission mechanism 211 on the first axis 101, so that the relative positions of the driven device 213 and the first housing 201 can be changed to achieve a secure mounting of the first housing 201 and the driven device.

During assembly, when the positions of the parts in the first accommodating cavity 251 and the positions of the parts in the second accommodating cavity 252 need to be adjusted, the relative positions of the first supporting piece 260 and the first housing 201 can be changed through clearance fit between the first supporting piece 260 and the first housing 201, and meanwhile, the number and the width of adjusting gaskets on two sides of the second supporting piece 261 are adjusted so as to change the position of the transmission mechanism 211 on one side of the second supporting piece 261 relative to the first housing 201. Therefore, the first supporting piece 260 and the first housing 201 are in clearance fit, the corresponding positions can be quickly adjusted through the first supporting piece 260 without disassembling and reassembling parts in the first accommodating cavity 251, and the clamping of the first housing 201 and the transmission mechanism 211 is realized through adjusting gaskets on two sides of the second supporting piece 261. Optionally, the first support 260 is clamped and limited by the inner housing 2132 and the connecting device 215, such that the first support 260 is tightly connected to the transmission mechanism 211. An adjustment washer may be provided between the first support 260 and the inner housing 2132, and between the first support 260 and the connection device 215 to adjust the relative positions of the first support 260 and the driven mechanism.

The first support 260 includes a first side end 263 and a second side end 264, the first side end 263 faces the first housing 201, the second side end 264 faces the connection device 215, and the inner housing 2132 and the connection device 215 clamp the second side end 264. The distance between the first side end 263 and the first housing 201 in the radial direction of the first axis 101 is set to be greater than or equal to 0 and less than or equal to 0.04mm. Such that there is a clearance fit between the first support 260 and the first housing 201 so that the first support 260 and the second housing 224 can slide relative to each other. Too large a distance between the first side 263 and the first housing 201 along the radial direction of the first axis 101 may cause increased wobble between the first housing and the transmission mechanism, which is detrimental to the overall stability of the first transmission assembly.

Optionally, a distance between the first side end 263 and the first housing 201 along the radial direction of the first axis 101 is set to be greater than or equal to 0 and less than or equal to 0.1mm.

The first housing 201 forms a positioning chamber, the first support 260 is placed in the positioning chamber and is movable in an axial direction of the first axis 101 within the positioning chamber, a distance by which the first support 260 can be moved is set to be greater than or equal to 0.5mm and less than or equal to 3mm, and thus a maximum gap distance L3 between the first support 260 and the first housing 201 is set to be greater than or equal to 0.5mm and less than or equal to 3mm.

Alternatively, the distance that the first support 260 can move in the direction is set to be greater than or equal to 0.5mm and less than or equal to 2mm, so that the maximum gap distance L3 between the first support 260 and the first housing 201 is set to be greater than or equal to 0.5mm and less than or equal to 2mm.

Alternatively, the distance that the first support 260 can move in the direction is set to be greater than or equal to 1mm and less than or equal to 1.5mm, so that the maximum gap distance L3 between the first support 260 and the first housing 201 is set to be greater than or equal to 0.5mm and less than or equal to 2mm.

Alternatively, the distance that the first support 260 can move in the direction is set to be greater than or equal to 0.5mm and less than or equal to 1.5mm, so that the maximum gap distance L3 between the first support 260 and the first housing 201 is set to be greater than or equal to 0.5mm and less than or equal to 1.5mm. Too large a maximum gap distance L3 between the first support 260 and the first housing 201 may increase the size of the first housing 201, and too small a maximum gap distance L3 between the first support 260 and the first housing 201 may make it difficult to satisfy the requirement of adjusting the relative position between the first housing 201 and the transmission mechanism 211. Optionally, the extension wall 255 forms a positioning cavity within which the first support 260 is disposed and movable along a circumferential direction of the first axis 101.

The planetary gear 216 is coupled to the driven device 213 and engaged with the output gear 214, the inner housing 2132 forms a pin hole 290, and the first transmission assembly further includes a connection pin 291, the connection pin 291 being seated in the pin hole 290 and connecting the planetary gear 216. The first transmission assembly further includes a planetary gear shaft 293, and the planetary gear 216 is coupled to the planetary gear shaft 293, and the planetary gear 216 can rotate around the planetary gear shaft 293 coupled thereto to rotate. The connection pin 291 penetrates the planetary gear shaft 293 and the pin hole 290 and is in contact with the inner housing 2132, specifically, one end of the connection pin 291 is in contact with the wall surface of the inner housing 2132 at the end of the pin hole 290, and the other end of the connection pin 291 is in contact with the driven gear 2131, so that the connection pin 291 is clamped by the inner housing 2132 and the driven gear 2131, and the connection pin 291 and the pin hole 290 are in a loose-fitting state, in the assembly process, the connection pin 291 is placed in the pin hole 290, and then the connection pin 291 is clamped and fixed by the inner housing 2132 and the driven gear 2131, so that the connection pin 291 is not separately arranged in the pin hole 290, and the connection pin 291 and the pin hole 290 can be detachably connected. Such an arrangement can reduce parts, reduce cost, and facilitate installation and disassembly maintenance of the connection pin 291.

The planetary gear shaft 293 is formed with a connection hole 292 through which the connection pin 291 passes, and the connection pin 291 passes through the connection hole 292 and abuts against the inner case. The planet gears 216 are positioned by the connection pins 291 via a planet gear shaft 293 connection and connected to the driven device.

The connection pins 291 are connected with the planet shafts 293, so that the planet shafts 293 are prevented from rotating around the planet gears 216 by the planet gears 216, and the rotation of the planet shafts 293 and the inner housing 2132 is prevented, and abrasion is caused to the inner housing 2132, so that the overall service life of the first transmission assembly 210 is prolonged. Alternatively, the connection pins 291 extend in a direction parallel to the first axis 101, and the pinion pins 293 are positioned by the connection pins 291, preventing the pinion pins 293 from coming out of the radial direction of the first axis 101 with respect to the inner housing 2132, to secure stability of the pinion 216.

The number of the planetary gears 216 is four, the planetary gear shafts 293 are cross shafts, the planetary gear shafts 293 comprise four connecting supports, and the planetary gears 216 are respectively sleeved on the four connecting supports of the planetary gear shafts 293. The four planet gears 216 engage the first output gear 2141 and the second output gear 2142 at both ends, i.e., each planet gear 216 simultaneously, and meshingly engages both the first output gear 2141 and the second output gear 2142. The number of connecting pins 291 and pin holes 290 is identical, and alternatively, the number of connecting pins 291 and pin holes 290 is identical to the number of planetary gears 216. Four planetary gears 216 are mounted in the inner housing 2132, and the planetary gears 216 can be rotated about the first axis 101 by the inner housing 2132, so that the planetary gears 216 can revolve by the driven gears 2131.

The output gear 214 includes a gear post 2143 and an internal spline 2144, a first opening 2145 and a second opening 2146 are formed at opposite ends of the gear post 2143, respectively, and the internal spline 2144 is formed inside the gear post 2143. The internal spline 2144 is used for engaging a connecting shaft, the gear column 2143 forms a hollow structure by arranging the first opening 2145 and the second opening 2146, a spline pulling process can be performed through the first opening 2145 and the second opening 2146, the internal spline 2144 is formed inside the gear column 2143 by a broach, and the manufacturing process is simple and the cost is lower.

The first opening 2145 is disposed toward the output gear 214. The transmission assembly further includes a blocking cover 2147, where the blocking cover 2147 is disposed on the circumferential direction of the second opening 2146 and between the cover body and the output gear 214, and the blocking cover 2147 is used to encapsulate a gap formed between the cover body and the output gear 214, so as to seal the first transmission assembly 210. Optionally, the blanking cover 2147 is mounted between the cover and the second opening 2146 of the output gear 214 by a press-fit process such that the blanking cover 2147 and the cover and the output gear 214 are interference fit.

The output gear 214 also includes a package 2148 that seals the first opening 2145. The package 2148 includes a support frame, which may be a rubber-like material, and a cover, which may be a steel skeleton, which supports the cover. The seal is provided at one end of the first opening 2145 to seal the first opening 2145, and thus prevents lubrication oil of the planetary gears 216, etc. outside the first opening 2145 from flowing into the gear post 2143 of the output gear 214 from the first opening 2145 and from flowing out from the second opening 2146.

The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims (10)

1. An all-terrain vehicle comprising: a wheel including a front wheel and a rear wheel;

the power source drives the wheels to rotate;

the front axle assembly is connected with the front wheel;

the input shaft is connected with the front axle assembly and the power source;

the method is characterized in that:

the front axle assembly includes:

a driving gear driven by the input shaft;

the driven device comprises a driven gear and an inner shell which are fixedly connected, and the driven gear is meshed with the driving gear;

an output gear driving the front wheel;

a first connecting wheel meshed with the output gear;

a second fifth wheel engaged with the inner housing;

a friction assembly comprising a plurality of friction members, at least a portion of the friction members being coupled to the first fifth wheel and at least a portion of the friction members being coupled to the second fifth wheel;

the locking mechanism can drive the friction assembly to switch between a pressing state and a free state, and when the friction assembly is in the free state, the friction resistance between the output gear and the driven device is smaller than that when the friction assembly is in the pressing state.

2. The all-terrain vehicle of claim 1, characterized in that: the driven gear rotates around a first axis, and along the radial direction of the first axis, the projection of the first connecting wheel and the projection of the second connecting wheel at least partially overlap.

3. The all-terrain vehicle of claim 1, characterized in that: the driven gear rotates around a first axis, and along the radial direction of the first axis, the projection of the first connecting wheel is positioned in the projection of the second connecting wheel.

4. The all-terrain vehicle of claim 2, characterized in that: the first transmission system further includes a first housing supporting the driving gear and the driven device, a diameter of the first housing in a radial direction on the first axis being set to be greater than or equal to 150mm and less than or equal to 220mm.

5. The all-terrain vehicle of claim 1, characterized in that: the friction assembly includes a first friction assembly including a first internal gear portion and a second friction assembly including a first external gear portion, the first connecting wheel including a first external gear portion, the first internal gear portion and the first external gear portion meshing.

6. The all-terrain vehicle of claim 1, characterized in that: the second friction pack includes a second external tooth portion, and the second connecting wheel includes a second internal tooth portion, the second external tooth portion and the second internal tooth portion meshing.

7. The all-terrain vehicle of claim 6, characterized in that: the diameter ratio of the second fifth wheel to the first fifth wheel is greater than or equal to 1.4 and less than or equal to 1.6.

8. The all-terrain vehicle of claim 1, characterized in that: the diameter of the first connecting wheel is larger than or equal to 60mm and smaller than or equal to 90mm.

9. The all-terrain vehicle of claim 1, characterized in that: the diameter of the second fifth wheel is greater than or equal to 95mm and less than or equal to 145mm.

10. The all-terrain vehicle of claim 1, characterized in that: the output gear comprises splines which are distributed circumferentially, and the first connecting wheel is sleeved on the output gear and meshed with the output gear.