CN213831338U - All-terrain vehicle driving device - Google Patents
All-terrain vehicle driving device Download PDFInfo
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- CN213831338U CN213831338U CN202022805703.5U CN202022805703U CN213831338U CN 213831338 U CN213831338 U CN 213831338U CN 202022805703 U CN202022805703 U CN 202022805703U CN 213831338 U CN213831338 U CN 213831338U
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Abstract
The utility model discloses an all-terrain vehicle driving device, including rear axle transfer reduction gear, front axle reduction gear, intermediate drive shaft, two shaft couplings, two rear half axles and two front half axles, rear axle transfer reduction gear includes the first input shaft of being connected with the engine, the middle part output shaft of being connected with the first input shaft transmission, the first side output shaft of being connected with middle part output shaft transmission, two rear half axles are connected respectively at first side output shaft both ends, the front axle reduction gear includes the second input shaft of being connected with the intermediate drive shaft and the second side output shaft of being connected with the second input shaft transmission, and two shaft couplings are connected respectively at the both ends of second side output shaft, and two front half axles are connected with two shaft coupling one-to-ones. The scheme has the advantages of compact structure, small volume, low mass, low cost and reliable performance, and is suitable for the driving characteristics of all-terrain vehicles.
Description
Technical Field
The utility model relates to an all terrain vehicle technical field, concretely relates to all terrain vehicle drive arrangement.
Background
The all-terrain vehicle is designed aiming at complex road conditions, mainly runs on the ground such as a cannon-shot hole, a double hump, sand, gravel and the like, and has a short straight road distance, so the all-terrain vehicle has high requirements on transmission efficiency, power response, power consumption and the like under low-speed running, the existing all-terrain vehicle driving device comprises a front speed reducer, a rear speed reducer, a transfer case, a differential mechanism, a half shaft and other components, and the existing driving device tends to be mature, but still has the following defects:
firstly, a four-wheel drive driving device suitable for all-terrain vehicles is lacked in the market, most products are large in volume and mass, complex in transmission mode, low in transmission efficiency, expensive in price and inconvenient to maintain;
secondly, the transfer case and the reduction gearbox are separately arranged by the traditional four-wheel drive driving device, so that the traditional four-wheel drive driving device is not suitable for the all-terrain vehicle with a compact structure;
thirdly, the traditional four-wheel drive driving device has the defects that the chassis height is reduced and the cockpit height is increased due to the overlarge volumes of the front and rear speed reducers, so that the passing performance and the mass center height of the whole vehicle are influenced.
In view of the above, the applicant has made an intensive study to solve the above problems and has made the present invention.
Disclosure of Invention
The utility model discloses a main aim at provides an all-terrain vehicle drive arrangement, compact structure, small, the quality is low, with low costs and dependable performance.
In order to achieve the above purpose, the solution of the present invention is:
the scheme provides an all-terrain vehicle driving device which comprises a rear shaft transfer speed reducer, a front shaft speed reducer, a middle transmission shaft, two couplings, two rear half shafts and two front half shafts, wherein the rear shaft transfer speed reducer comprises a first input shaft connected with an engine, a middle output shaft in transmission connection with the first input shaft, and a first side output shaft in transmission connection with the middle output shaft;
the rear shaft transfer reduction gear comprises a first box body, and a driving gear, a first transmission gear, a joint sleeve, a transmission gear shaft, a second transmission gear, a first driving bevel gear and a first driven bevel gear which are arranged in the first box body, wherein the driving gear is sleeved on a first input shaft, the driving gear is meshed with the first transmission gear, the first transmission gear is sleeved on the transmission gear shaft, the inner ring of the joint sleeve is in axial transmission connection with the transmission gear shaft, the second transmission gear is sleeved on a first side output shaft and is meshed with the transmission gear shaft, the first driving bevel gear is sleeved on the first side output shaft, the first driven bevel gear is sleeved on a middle output shaft, and the first driven bevel gear is meshed with the first driving bevel gear;
the front shaft speed reducer comprises a second box body, and a second driving bevel gear and a second driven bevel gear which are arranged in the second box body, wherein the second driving bevel gear is sleeved on the second input shaft, the second driven bevel gear is sleeved on the second side output shaft, and the second driven bevel gear is meshed with the second driving bevel gear.
Further, a first bearing is further arranged in the first box body, and the first side output shaft penetrates through the first bearing and penetrates through the first box body; and a second bearing is further arranged in the second box body, and the second side output shaft penetrates through the second bearing and penetrates through the second box body.
Further, the height of the front axle speed reducer is 85mm, and the mass of the front axle speed reducer is 4.4 kg.
Furthermore, the shaft coupling comprises a first shell, a one-way bearing and a constant velocity universal joint, wherein the one-way bearing and the constant velocity universal joint are respectively connected to two ends of the first shell, an outer ring of the one-way bearing is in transmission connection with the first shell, an inner ring of the one-way bearing is in transmission connection with an output shaft at the second side, and the constant velocity universal joint is connected with a front half shaft
Furthermore, the first box body and the second box body are both made of 7075 aluminum alloy.
After the structure of the oil adding device is adopted, the utility model relates to a full all terrain vehicle drive arrangement, the present case includes rear axle transfer reduction gear, front axle reduction gear, shaft coupling and intermediate drive axle, and the power of engine passes through rear axle transfer reduction gear, divides three routes transmission to two front axle half shafts and intermediate output shaft after rear axle transfer reduction gear increases the torsion and slows down, transmits the front axle reduction gear by intermediate output shaft and intermediate drive axle again, and the front axle reduction gear passes through behind the shaft coupling differential directly transmits power for two rear axle half shafts, compares with prior art, includes following several beneficial effect at least:
the rear axle transfer speed reducer has two functions of power distribution and torque increasing and speed reducing, so that the traditional transfer case and the speed reducer are integrated, the number of transmission parts is reduced, the volume and the quality are reduced, the transmission efficiency is improved, the structure is more compact, and the price is lower;
secondly, compared with the traditional speed reducer, the front shaft speed reducer has a simpler structure, so that the front shaft speed reducer has the advantages of small volume and light weight;
thirdly, the rear axle transfer speed reduction and the front axle speed reducer of the scheme are reduced in size relative to the speed reducer of the traditional four-wheel drive driving device, so that the height of the chassis can be raised, the height of a cockpit can be reduced, and the trafficability of the whole vehicle is improved.
Drawings
FIG. 1 is a schematic view of the overall structure of the present disclosure;
FIG. 2 is a side view of the rear axle transfer reduction gear of the present case;
FIG. 3 is a schematic cross-sectional view A-A of FIG. 2;
FIG. 4 is a schematic cross-sectional view B-B of FIG. 2;
FIG. 5 is a side view of the front axle reducer of the present disclosure;
FIG. 6 is a schematic cross-sectional view A-A of FIG. 5;
FIG. 7 is a top view of the coupling of the present invention;
fig. 8 is a schematic sectional view taken along line a-a of fig. 7.
In the figure:
a rear axle transfer speed reducer-100, a first box-101, a driving gear-102, a first transmission gear-103, a joint sleeve-104, a transmission gear shaft-105, a second transmission gear-106, a first driving bevel gear-107, a first driven bevel gear-108, a shifting fork-109, a rotating part-110, a shifting part-111, a first input shaft-112, a middle output shaft-113, a first side output shaft-114 and a first bearing-115;
a front shaft reducer-200, a second box-201, a second driving bevel gear-202, a second driven bevel gear-203, a second input shaft-204, a second side output shaft-205 and a second bearing-206;
a coupler-300, a one-way bearing-301, a first shell-302 and a second shell-303;
an intermediate drive shaft-400; rear half shaft-500; front half-shaft-600; a constant velocity joint-700; a cross universal joint-800.
Detailed Description
In order to further explain the technical solution of the present invention, the present invention is explained in detail by the following embodiments.
As shown in fig. 1 to 8, the present application provides an all-terrain vehicle driving device, which comprises a rear axle transfer reducer 100, a front axle reducer 200, an intermediate transmission shaft 400, two couplings 300, two rear half-shafts 500 and two front half-shafts 600, wherein the front half-shafts 600 are connected with front wheels of the vehicle through constant velocity universal joints 700, and the rear half-shafts 500 are connected with rear wheels of the vehicle through constant velocity universal joints 700. The rear axle transfer speed reducer 100 comprises a first input shaft 112 connected with an engine, a middle output shaft 113 in transmission connection with the first input shaft 112, the first input shaft 112 and the middle output shaft 113 are connected through a cross universal joint 800, a first side output shaft 114 in transmission connection with the middle output shaft 113, two rear half shafts 500 are respectively connected to two ends of the first side output shaft 114, the front axle speed reducer 200 comprises a second input shaft 204 connected with a middle transmission shaft 400 and a second side output shaft 205 in transmission connection with the second input shaft 204, two couplings 300 are respectively connected to two ends of the second side output shaft 205, and the two front half shafts 600 are connected with the two couplings 300 in a one-to-one correspondence mode.
The rear axle transfer reducer 100 comprises a first box body 101, and a driving gear 102, a first transmission gear 103, a coupling sleeve 104, a transmission gear shaft 105, a second transmission gear 106, a first driving bevel gear 107 and a first driven bevel gear 108 which are arranged in the first box body 101, wherein the driving gear 102 is sleeved on a first input shaft 112, the driving gear 102 is meshed with the first transmission gear 103, the first transmission gear 103 is sleeved on the transmission gear shaft 105, the inner ring of the coupling sleeve 104 is in axial transmission connection with the transmission gear shaft 105, the second transmission gear 106 is sleeved on a first side output shaft 114 and is meshed with the transmission gear shaft 105, the first driving bevel gear 107 is sleeved on the first side output shaft 114, the first driven bevel gear 108 is sleeved on a middle output shaft 113, and the first driven bevel gear 108 is meshed with the first driving bevel gear 107; the rear axle transfer reducer 100 further comprises a shifting fork 109 and a shifting lever which are connected, wherein the shifting lever comprises a rotating part 110 which is rotatably connected to the first box body 101, and a shifting part 111 which is connected with the rotating part 110 and matched with the joint sleeve 104.
Therefore, the power transmission operation of the rear shaft structure of the driving device is specifically as follows: after the power of the engine is input through the first input shaft 112, the driving gear 102 drives the first transmission gear 103 to rotate on the transmission gear shaft 105, and since the shift fork 109 is not engaged into the forward gear at this time, the engaging sleeve 104 is not engaged with the first transmission gear 103, and the power of the first transmission gear 103 cannot be transmitted to the engaging sleeve 104. After the shifting fork 109 is rotated, the shifting fork 109 drives the shifting lever to rotate, the shifting lever pushes the joint sleeve 104 to slide along the transmission gear shaft 105 and is meshed with the first transmission gear 103, at the moment, power is transmitted to the transmission gear shaft 105 from the first transmission gear 103 through the joint sleeve 104, and finally the second transmission gear 106 is driven to rotate. The second transmission gear 106 drives the first side output shaft 114 to rotate, and simultaneously, power is transmitted to the middle output shaft 113 through bevel gear transmission.
The front axle reducer 200 comprises a second box 201, and a second driving bevel gear 202 and a second driven bevel gear 203 which are arranged in the second box 201, wherein the second driving bevel gear 202 is sleeved on a second input shaft 204, the second driven bevel gear 203 is sleeved on a second side output shaft 205, and the second driven bevel gear 203 is meshed with the second driving bevel gear 202.
Therefore, the power transmission operation of the front shaft structure of the driving device is specifically as follows: the power output from the middle output shaft 113 is input to the front axle reducer 200 through the middle transmission shaft 400 and the second input shaft 204, and is output to both sides by the second output shaft through the first drive bevel gear 107 and the second driven bevel gear 203 in a manner of matching to change the transmission direction of the power. Therefore, one-way power input and three-way power output are realized.
Like this, the power of this case engine passes through rear axle transfer reduction gear 100, divides the three routes transmission to two front half axles 600 and middle output shaft after the rear axle transfer reduction gear 100 increases the torsion and slows down, transmits to front axle reduction gear 200 by middle output shaft and intermediate drive shaft 400 again, and front axle reduction gear 200 directly transmits power to two rear half axles 500 after the differential of shaft coupling 300, compares with prior art, includes following several beneficial effects at least:
firstly, the rear axle transfer speed reducer 100 has two functions of power distribution and torque increasing and speed reducing, so that the traditional transfer case and the speed reducer are integrated, the number of transmission parts is reduced, the volume and the quality are reduced, the transmission efficiency is improved, the structure is more compact, and the price is lower;
secondly, compared with the traditional speed reducer, the front shaft speed reducer 200 has a simpler structure, so that the front shaft speed reducer has the advantages of small volume and light weight;
thirdly, the volume of the rear axle transfer speed reduction and front axle speed reducer 200 is reduced compared with that of a traditional four-wheel drive driving device, so that the height of a chassis can be raised, the height of a cockpit can be reduced, and the trafficability of the whole vehicle is improved.
Preferably, a first bearing 115 is further disposed in the first box 101, and the first side output shaft 114 passes through the first bearing 115 and penetrates through the first box 101; a second bearing 206 is further disposed in the second box 201, and the second side output shaft 205 passes through the second bearing 206 and penetrates through the second box 201. Therefore, power output can be realized at two ends of the first side output shaft 114 and the second side output shaft 205, the middle output shaft 113 is arranged in the middle of the first side output shaft 114, and the second input shaft 204 is arranged in the middle of the second side output shaft 205, so that one-way power input and three-way power output can be realized, and the structure is compact and ingenious.
Through improvement, the front axle speed reducer 200 has the advantages of 85mm in height, 4.4kg in mass, small size and light weight.
Preferably, the first case 101 and the second case 201 are both made of 7075 aluminum alloy, and the shaft and the gear are made of 20Cr steel and are carburized, so that strength is guaranteed while weight is reduced.
As a specific example of the coupling 300, as shown in fig. 8, the coupling 300 includes a first housing 302, a one-way bearing 301 and a constant velocity universal joint 700, which are respectively connected to both ends of the first housing 302, wherein the one-way bearing 301 has an outer race drivingly connected to the first housing 302 and an inner race drivingly connected to the second side output shaft 205, and the constant velocity universal joint 700 is connected to the front half shaft 600. More specifically, the one-way bearing 301 has keyways formed in both the outer race and the inner race, the outer race of the second side output shaft 205 and the inner race of the first housing 302 are also splined, and the constant velocity universal joint 700 has the second housing 303, and the second housing 303 is welded to the first housing 302. When the rotation speed of the wheel is less than or equal to the rotation speed of the second side output shaft 205, the second side output shaft 205 drives the wheel to rotate. When the vehicle is bent, the outer wheel runs along a longer path, so that the rotating speed of the vehicle is higher than that of the second side output shaft 205, and under the action of the one-way bearing 301, the second side output shaft 205 does not drive the outer wheel any more, only drives the inner wheel, and the outer wheel is in a free rolling state, so that the phenomenon of dragging and sliding of the front wheel during bending is avoided, and power output of one wheel is ensured. In addition, when the transmitted torque is larger than the rated load of the one-way bearing 301, the one-way bearing 301 will actively slip to avoid the damage of the front axle reducer 200 and the half axle, thereby playing a protection role.
The above embodiments and drawings are not intended to limit the form and style of the present invention, and any suitable changes or modifications made by those skilled in the art should not be construed as departing from the scope of the present invention.
Claims (5)
1. The all-terrain vehicle driving device is characterized by comprising a rear shaft transfer speed reducer, a front shaft speed reducer, a middle transmission shaft, two couplings, two rear half shafts and two front half shafts, wherein the rear shaft transfer speed reducer comprises a first input shaft connected with an engine, a middle output shaft in transmission connection with the first input shaft, and a first side output shaft in transmission connection with the middle output shaft;
the rear shaft transfer reduction gear comprises a first box body, and a driving gear, a first transmission gear, a joint sleeve, a transmission gear shaft, a second transmission gear, a first driving bevel gear and a first driven bevel gear which are arranged in the first box body, wherein the driving gear is sleeved on a first input shaft, the driving gear is meshed with the first transmission gear, the first transmission gear is sleeved on the transmission gear shaft, the inner ring of the joint sleeve is in axial transmission connection with the transmission gear shaft, the second transmission gear is sleeved on a first side output shaft and is meshed with the transmission gear shaft, the first driving bevel gear is sleeved on the first side output shaft, the first driven bevel gear is sleeved on a middle output shaft, and the first driven bevel gear is meshed with the first driving bevel gear;
the front shaft speed reducer comprises a second box body, and a second driving bevel gear and a second driven bevel gear which are arranged in the second box body, wherein the second driving bevel gear is sleeved on the second input shaft, the second driven bevel gear is sleeved on the second side output shaft, and the second driven bevel gear is meshed with the second driving bevel gear.
2. The all-terrain vehicle drive of claim 1, wherein a first bearing is further disposed within the first housing, and wherein the first lateral output shaft extends through the first bearing and through the first housing; and a second bearing is further arranged in the second box body, and the second side output shaft penetrates through the second bearing and penetrates through the second box body.
3. The all-terrain vehicle drive of claim 1, characterized in that the front axle retarder has a height of 85mm and a mass of 4.4 kg.
4. The all terrain vehicle drive of claim 1 wherein the coupling comprises a first housing, a one-way bearing and a constant velocity joint respectively connected at opposite ends of the first housing, the one-way bearing having an outer race drivingly connected to the first housing and an inner race drivingly connected to the second side output shaft, the constant velocity joint connected to the front half shaft.
5. The all-terrain vehicle drive device of any of claims 1-4, characterized in that the first housing and the second housing are both made of 7075 aluminum alloy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022805703.5U CN213831338U (en) | 2020-11-27 | 2020-11-27 | All-terrain vehicle driving device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022805703.5U CN213831338U (en) | 2020-11-27 | 2020-11-27 | All-terrain vehicle driving device |
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| CN213831338U true CN213831338U (en) | 2021-07-30 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202022805703.5U Active CN213831338U (en) | 2020-11-27 | 2020-11-27 | All-terrain vehicle driving device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113858942A (en) * | 2021-10-12 | 2021-12-31 | 北京汽车集团越野车有限公司 | Power transmission system and vehicle with same |
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2020
- 2020-11-27 CN CN202022805703.5U patent/CN213831338U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113858942A (en) * | 2021-10-12 | 2021-12-31 | 北京汽车集团越野车有限公司 | Power transmission system and vehicle with same |
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