CN216715147U

CN216715147U - Speed reducer of all-terrain vehicle

Info

Publication number: CN216715147U
Application number: CN202123173439.9U
Authority: CN
Inventors: 王远森; 杜志忠; 陈财幸; 郭帮忠; 郭广磊
Original assignee: Xiamen Jimei Vocational And Technical School
Current assignee: Xiamen Jimei Vocational And Technical School
Priority date: 2021-12-16
Filing date: 2021-12-16
Publication date: 2022-06-10
Anticipated expiration: 2031-12-16

Abstract

The utility model provides a speed reducing device of an all-terrain vehicle, and relates to the technical field of automobile transmission equipment. The speed reducer comprises a shell assembly, and a first transmission assembly, a second transmission assembly and a third transmission assembly which are arranged on the shell assembly. The first transmission assembly includes an input shaft for connection to a power source. The second transmission assembly is in transmission connection with the first transmission assembly through a gear and a chain wheel respectively, and the gear or the chain wheel is switched and connected through a synchronizer, so that power is transmitted to the third transmission assembly in different directions. The speed reducing device can realize forward and reverse rotation, and has good practical significance. Through the design of no differential speed, not only the internal structure of the speed reducer is simplified, the weight of the speed reducer is reduced, but also the responsiveness of transmitting power to the tire when the tire is bent can be improved. And is easy to maintain.

Description

Speed reducer of all-terrain vehicle

Technical Field

The utility model relates to the field of automobile transmission equipment, in particular to a speed reducing device of an all-terrain vehicle.

Background

The baha racing car track is a complex muddy road surface such as a puddle, a cannon pit, a flying slope, a sharp bend, a hump, a stone array and the like, and the baha racing car specifies an engine with limited power, and the racing car has very bad road conditions, so that the power response required by the racing car is sensitive, the bending speed is high, and the power loss is small. In order to make better use of the engine power, the requirements on matching and lightening of a transmission system are high, so that the racing competition can be favored. The driving mechanism of Baha racing car is composed of CVT, speed reducer, differential mechanism and half axle. The speed reducer of the Bahaar racing car is mostly a DANA speed reducer of a CVT matching inlet. DANA reducers are expensive, long in purchase cycle, heavy in weight, large in volume, etc. In a limited longitudinal space of the engine compartment, the engine is often required to be lifted to a certain height to arrange a large-volume speed reducer. And braking system is mostly wheel limit braking, and after the tire wades mud and wades into water, lead to wheel limit brake mechanism to wade into mud and wade into water, lead to braking efficiency suddenly drop, and the running resistance increases.

The existing Baha racing car has an immature transmission mechanism, and few speed reducers are available in the market, so that a plurality of fleets of vehicles uniformly use the same speed reducer, which is inconsistent with the scale degree and the purpose of the events, and the existing Baha racing car has the aspect that the existing Baha racing car is difficult to overcome. Since the powertrain is designated as a beliton M19 engine, its power torque is not high and the event prohibits modification of any of the engine components. The only thing the baha team can do is to make full use of engine power and light weight of the racing car. The differential mechanism is large in size, large in occupied space and large in mass, is not beneficial to arrangement of a rear axle, and can cause idling caused by suspension of a single wheel of a driving wheel to cause phenomena of serious power loss and the like for complex and severe racing tracks, particularly sharp bends. The DANA speed reducer is expensive and high in maintenance cost, and is internally provided with a reverse gear mechanism, a neutral gear mechanism and a differential mechanism, the total mass is 15.5 kilograms, and the size is large. The mechanism is wasted because reverse gear and neutral gear can not be used in competition of a competition team. The DANA reducer gear shifting mechanism is complex, large in occupied space and heavy in weight. Is disadvantageous in terms of arrangement and weight reduction.

In view of the above, the applicant has specifically proposed the present application after studying the existing technologies.

SUMMERY OF THE UTILITY MODEL

The utility model provides a speed reducing device of an all-terrain vehicle, aiming at improving the technical problem.

In order to solve the above technical problem, the present invention provides a deceleration device of an all-terrain vehicle, which includes a housing assembly, and a first transmission assembly, a second transmission assembly and a third transmission assembly configured on the housing assembly.

The first transmission assembly comprises an input shaft connected with a power source, and a first input tooth part and a second input tooth part which are arranged on the input shaft.

The second transmission assembly comprises an intermediate shaft provided with a first intermediate tooth part and a second intermediate tooth part, a synchronizer slidably arranged on the second intermediate tooth part, a first intermediate gear and an intermediate chain wheel which are rotatably arranged on the intermediate shaft, a chain in transmission connection with the intermediate chain wheel and the second input tooth part, and a shifting deflector rod which is rotatably arranged on the shell assembly. The first intermediate gear is meshed with the first input tooth portion. The gear shifting rod is in transmission connection with the synchronizer and used for driving the synchronizer to be in switching transmission connection with the first intermediate gear or the intermediate chain wheel.

The third transmission assembly includes an output shaft provided with a first output tooth portion. The first output tooth is meshed with the first intermediate tooth. And a second output tooth part and a third output tooth part for outputting power are respectively arranged at two ends of the output shaft.

In an alternative embodiment, the second output tooth and the third output tooth are both splined for mating with an external ball cage.

In an alternative embodiment, the first input tooth and the second input tooth are respectively a gear structure and a sprocket structure integrally provided to the input shaft.

In an alternative embodiment, the second transmission assembly further comprises a second intermediate gear disposed on the intermediate shaft. The first intermediate tooth portion is provided to the second intermediate gear.

The second intermediate tooth portion is an external spline. The synchronizer is provided with an internal spline matched with the external spline.

In an alternative embodiment, the second transmission assembly further comprises a spring and a ball disposed in the second intermediate tooth portion. The synchronizer is provided with three positioning ball grooves matched with the balls.

In an alternative embodiment, the first intermediate gear and the intermediate sprocket are disposed on both sides of the second intermediate tooth portion, respectively. One side of the first intermediate gear facing the second intermediate gear is provided with a first tooth seat matched with the synchronizer. And a second tooth seat matched with the synchronizer is arranged on one side of the middle chain wheel facing the second middle tooth part.

In an alternative embodiment, the second transmission assembly includes a hollow bolt disposed in the housing assembly, and a shift arm and a seal disposed in the shift rod. The sealing ring is sleeved on the shifting deflector rod. The hollow bolt is sleeved on the sealing ring and the shifting deflector rod. The gear shifting arm is arranged at one end of the gear shifting rod, which penetrates through the hollow bolt and extends outwards.

In an alternative embodiment, the housing assembly includes left and right housings and a seal disposed between the left and right housings.

The two ends of the input shaft, the intermediate shaft and the output shaft are respectively arranged on the left shell and the right shell in a transmission way through bearings. The first end of input shaft and the both ends of output shaft all are provided with the oil blanket.

In an alternative embodiment, the left shell or the right shell is provided with a refueling bolt hole and a draining bolt hole; the shell assembly further comprises an oil filling sealing plug arranged on the oil filling bolt hole and an oil drainage sealing plug arranged on the oil drainage bolt hole.

In an alternative embodiment, the reduction unit is a two-stage reduction structure. The diameter of the first input tooth portion is smaller than that of the first intermediate gear. The diameter of the second input tooth is smaller than the diameter of the intermediate sprocket. The diameter of the second intermediate gear is smaller than the diameter of the first output tooth.

The third transmission assembly includes an output gear disposed on the output shaft. The first output tooth portion is provided on the output gear.

By adopting the technical scheme, the utility model can obtain the following technical effects:

through the design of no differential speed, not only the internal structure of the speed reducer is simplified, the weight of the speed reducer is reduced, but also the responsiveness of transmitting power to the tire when the tire is bent can be improved. And is easy to maintain. The design has the function of gearshift, namely neutral gear, forward gear and reverse gear, and the structural optimization and lightweight design thereof lead the volume to be reduced, and the design is 2/3 of a DANA reducer, thus leading the spatial arrangement of an engine and a CVT to be more reasonable.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is an isometric view of a reduction gear.

Figure 2 is an exploded view from a first perspective of the reduction unit.

Figure 3 is an exploded view from a second perspective of the reduction unit.

FIG. 4 is an isometric view of a first drive assembly, a second drive assembly, and a third drive assembly.

Fig. 5 is an isometric view of the second transmission assembly.

Fig. 6 is a half sectional view of the second transmission assembly.

The labels in the figure are: 1-shell assembly, 2-third transmission assembly, 3-middle transmission assembly, 4-first transmission assembly, 5-oil seal, 6-left shell, 7-bearing, 8-output gear, 9-first output tooth part, 10-second output tooth part, 11-output shaft, 12-third output tooth part, 13-right shell, 16-ball cage, 18-sealing ring, 19-shift arm, 20-hollow bolt, 21-shift rod, 22-chain, 23-middle chain wheel, 24-synchronizer, 25-second input tooth part, 26-second middle tooth part, 27-first input tooth part, 28-middle shaft, 29-first middle gear, 30-input shaft, 31-second middle gear, 32-first middle tooth part, 33-second tooth holder, 34-first tooth holder, 35-spring, 36-ball and 37-positioning ball groove.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings of the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the equipment or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

The utility model is described in further detail below with reference to the following detailed description and accompanying drawings:

as shown in fig. 1 and fig. 2, the embodiment of the present invention provides a decelerating device of an all-terrain vehicle, which includes a housing assembly 1, and a first transmission assembly 4, a second transmission assembly 3 and a third transmission assembly 2 disposed on the housing assembly 1.

The first transmission assembly 4 includes an input shaft 30 for connecting a power source, and a first input tooth portion 27 and a second input tooth portion 25 provided on the input shaft 30. The second transmission assembly 3 includes an intermediate shaft 28 provided with a first intermediate tooth portion 32 and a second intermediate tooth portion 26, a synchronizer 24 slidably disposed on the second intermediate tooth portion 26, a first intermediate gear 29 and an intermediate sprocket 23 rotatably disposed on the intermediate shaft 28, a chain 22 drivingly connected to the intermediate sprocket 23 and the second input tooth portion 25, and a shift lever 21 rotatably disposed on the housing assembly 1. The first intermediate gear 29 meshes with the first input tooth portion 27. The shift lever 21 is drivingly connected to the synchronizer 24 for driving the synchronizer 24 to be drivingly connected to the first intermediate gear 29 or the intermediate sprocket 23. The third transmission assembly 2 comprises an output shaft 11 provided with a first output toothing 9. The first output toothed segment 9 meshes with the first intermediate toothed segment 32.

Specifically, the housing assembly 1 includes left and right housings 6 and 13, and a seal member disposed between the left and right housings 6 and 13. Wherein, the sealing element is a sealing paper gasket. By wrapping the three drive assemblies one left or one right along the axial direction of the input shaft 30, the intermediate shaft 28 and the output, a better sealing effect can be obtained.

It is understood that the input shaft 30, the intermediate shaft 28 and the output shaft 11 are arranged at both ends of the left housing 6 and the right housing 13, respectively, so as to be drivable by the bearings 7. At least one end of the input shaft 30 needs to be connected to an external power source. Both ends of the output shaft 11 need to be connected with external equipment for power output. Therefore, the skeleton oil seals 5 are provided at both ends of the input shaft 30 penetrating the housing assembly 1 and the output shaft 11 penetrating the housing assembly 1 to seal, preventing leakage of the lubricating oil inside the housing assembly 1. Wherein, the external power source refers to the CVT reduction box.

Note that a refueling bolt hole is provided above the right housing 13. A drain bolt hole is provided below the right case 13. The shell assembly 1 further comprises an oil filling sealing plug arranged in the oil filling bolt hole and an oil drainage sealing plug arranged in the oil drainage bolt hole, so that lubricating oil/engine oil in the shell assembly 1 can be replaced.

Preferably, the speed reduction device is of a two-stage speed reduction structure. The first input tooth 27 has a smaller diameter than the first intermediate gear 29. The diameter of the second input tooth portion 25 is smaller than the diameter of the intermediate sprocket 23. The diameter of the second intermediate gear 31 is smaller than the diameter of the first output toothing 9. A greater output torque can be provided by the two-stage reduction structure.

As shown in fig. 1 and 2, in an alternative embodiment of the present invention, a second output tooth 10 and a third output tooth 12 for outputting power are respectively disposed at both ends of an output shaft 11. The second output tooth 10 and the third output tooth 12 are both in a spline structure and are used for matching with an external ball cage 16. The power can be better output to the outside by connecting the ball cage 16 with external equipment.

In an alternative embodiment of the present invention, as shown in fig. 1 and 2, the second transmission assembly 3 further includes a second intermediate gear 31 disposed on the intermediate shaft 28. The first intermediate tooth portion 32 is provided to the second intermediate gear 31. The third transmission assembly 2 comprises an output gear 8 arranged on an output shaft 11. The first output tooth 9 is provided on the output gear 8.

Specifically, the first input tooth portion 27 and the second input tooth portion 25 are respectively a gear structure and a sprocket structure integrally provided on the input shaft 30. The first intermediate gear portion 32 is a second intermediate gear 31 that is attached to the intermediate shaft 28 by flat keys. The second intermediate tooth portion 26 is an external spline integrally provided on the intermediate shaft 28. The synchronizer 24 is provided with an internal spline adapted to the external spline. The first output tooth 9 is an output gear 8 fixed to an output shaft 11 by six circumferentially evenly spaced bolts.

Preferably, the first intermediate gear 29 and the intermediate sprocket 23 are disposed on both sides of the second intermediate tooth portion 26. The first intermediate gear 29 is provided with a first tooth holder 34 adapted to the synchronizer 24 on the side facing the second intermediate tooth 26. The side of the intermediate sprocket 23 facing the second intermediate tooth 26 is provided with a second tooth holder 33 adapted to the synchronizer 24.

It will be appreciated that the first and

second seats

34 and 33 can abut on both sides of the second intermediate tooth 26, respectively, and that the axial length of the synchronizer 24 is slightly shorter than the length of the second intermediate tooth 26, so that both ends of the synchronizer 24 are clearance-fitted with the first intermediate gear 29 and the intermediate sprocket 23, respectively, when the synchronizer 24 is in the middle of the second intermediate tooth 26. The synchronizer 24 is controlled by the shift lever 21 to slide left and right on the second intermediate gear 26. The left slide engages the first tooth holder 34 of the first intermediate gear 29 to perform the forward function. The right slide engages the second tooth holder 33 of the intermediate sprocket 23 to perform a reverse function. When the synchronizer 24 is located in the middle of the second intermediate gear portion 26, the synchronizer 24 is not engaged with the first carrier 34 or the second carrier 33, and performs a free-wheeling operation, thereby implementing a neutral function.

As shown in fig. 1 and 2, on the basis of the above embodiments, in an alternative embodiment of the present invention, the second transmission assembly 3 further includes a spring 35 and a ball 36 disposed on the second intermediate tooth portion 26. The synchronizer 24 is provided with three positioning ball grooves 37 adapted to the balls 36. Specifically, the center of the external spline of the intermediate shaft 28 is provided with a mounting hole in which the spring 35 and the ball 36 are mounted. The middle of the internal spline of the synchronizer 24 is provided with three ball 36 thrust concave circular grooves (namely, positioning ball grooves 37) matched with the ball 36. The ball 36 is pressed by the spring 35, so that the ball 36 is pressed to the thrust concave circular groove to realize gear shifting limit, and the synchronizer 24 is prevented from sliding left and right to be out of gear.

As shown in fig. 1 and 2, in an alternative embodiment of the present invention, based on the above-mentioned embodiment, the second transmission assembly 3 includes a hollow bolt 20 disposed on the housing assembly 1, and a shift arm 19 and a seal ring 18 disposed on a shift lever 21. The seal ring 18 is fitted over the shift lever 21. The hollow bolt 20 is sleeved on the sealing ring 18 and the shift lever 21. The shift arm 19 is arranged at the end of the shift rod 21 that protrudes through the hollow bolt 20.

Specifically, the shift driving lever 21 has a cam structure, a driving protrusion embedded into the synchronizer 24 is arranged on the cam, a driving groove is arranged on the synchronizer 24, and when the shift driving lever rotates, the driving protrusion moves in an arc manner to drive the synchronizer 24 to slide left and right. The shift control (i.e. shift lever 21, hollow bolt 20, shift arm 19 and sealing ring 18) is mounted on the right housing 13. The right housing 13 is provided with an M20 bolt hole for mounting the hollow bolt 20. The shift rod 21 is provided with an O-shaped sealing ring 18 mounting position for mounting the O-shaped sealing ring 18, and then is mounted from bottom to top to penetrate through the hollow bolt 20, and a straight groove and a bolt hole are formed above the shift rod 21 for mounting the shift arm 19 and the bolt so as to transmit shifting torque.

When the shift arm 19 is not being rocked, the shift rod 21 now holds the synchronizer 24 in the splined, neutral position, out of engagement with the first carrier 34 (synchronizer 24 carrier) on the first intermediate gear 29 and the second carrier 33 (synchronizer 24 carrier) on the intermediate sprocket 23. When the engine drives the CVT in the forward direction, the CVT drives the input shaft 30 to rotate in the forward direction, and the first input tooth portion 27 on the input shaft 30 engages with the first intermediate gear 29 to drive the first intermediate gear 29 to rotate in the reverse direction. Meanwhile, the second input tooth part 25 on the input shaft 30 is connected and meshed with the intermediate chain wheel 23 through the reverse gear chain 22, and the intermediate chain wheel 23 is driven to rotate in the forward direction. Since the synchronizer 24 is not engaged with the first tooth holder 34 on the first intermediate gear 29 and the second tooth holder 33 on the intermediate sprocket 23, the first intermediate gear 29 and the intermediate sprocket 23 are in an idle state at this time. Therefore, no output is provided, i.e., the neutral state is established.

Similarly, when the shift arm 19 rotates counterclockwise, the shift lever 21 controls the synchronizer 24 to move left to engage with the first tooth holder 34 on the first intermediate gear 29, the first tooth holder 34 on the first intermediate gear 29 drives the synchronizer 24 to rotate in reverse, and the intermediate shaft 28 also rotates in reverse due to the engagement of the spline with the synchronizer 24; the intermediate sprocket 23 is freewheeling in the forward direction. The intermediate shaft 28 is connected with a second intermediate gear 31 through a flat key to drive the second intermediate gear 31 to rotate reversely; the second intermediate gear 31 is meshed with the output gear 8, the output gear 8 rotates in the positive direction, and the output gear 8 is fixedly connected with the output shaft 11 through 6 bolts to drive the output shaft 11 to rotate in the positive direction so as to transmit the output torque of the engine; both ends of the output shaft 11 are connected to a half shaft of an automobile through constant velocity universal joints of the inner ball cages 16, so that the half shaft is driven to rotate, and finally, the tires are driven to roll in the forward direction. I.e. the forward gear state. In order to adapt to different races and make racing more competitive, different final reduction ratios can be matched by replacing the output gear 8 and the second intermediate gear 31 with different numbers of teeth.

Similarly, when the shift arm 19 rotates clockwise, the shift lever 21 controls the synchronizer 24 to move right and engage with the second tooth holder 33 on the intermediate chain wheel 23, the second tooth holder 33 on the intermediate chain wheel 23 drives the synchronizer 24 to rotate forward, and the intermediate shaft 28 also rotates forward due to the spline matching with the synchronizer 24; the first intermediate gear 29 is idle in reverse. The intermediate shaft 28 is connected with a second intermediate gear 31 through a flat key to drive the second intermediate gear 31 to rotate in the positive direction; the second intermediate gear 31 is meshed with the output gear 8, the output gear 8 rotates reversely, the output gear 8 is fixedly connected with the output shaft 11 through 6 bolts so as to drive the output shaft 11 to rotate reversely, and finally the reverse rotation is transmitted to the half shaft and the tire. Namely the reverse gear state.

The speed reducer shell is made of high-strength 7075 high-quality aluminum, and the machining precision of the speed reducer shell is ensured by numerical control milling; all gear shafts, the synchronizer 24, gear materials and the like are 20Cr, and after rough machining, carburizing and quenching treatment and final finish machining are carried out to improve the strength of the gears and the gear shafts. On the premise of higher transmission efficiency, the transmission device has enough advantages in cost and quality.

The speed reducer without differential is structurally equivalent to a rigid shaft, and the torque of an engine is directly transmitted to wheels through a CVT and a gear torque-increasing shaft, so that the responsiveness of power transmission to tires in the process of bending can be improved. Particularly, in a complex and severe track, a differential-free coupling structure is utilized to ensure that the power loss of the vehicle is reduced when the vehicle bends at an over-high speed, the bending speed is high enough, and the power of the racing vehicle is improved.

The lubrication form of the speed reducer is gear splash lubrication, and because the suspension of the speed reducer is longitudinally arranged, namely the axes of three shafts of the speed reducer are at the same height, gear oil only needs to be filled to the tooth surface of the immersed first intermediate gear 29 or the tooth surface of the intermediate chain wheel 23, and the gear oil is taken at a high position. The first intermediate gear 29 is splashed by the gears rotating in mesh with each other, and the oil is splashed to the first input tooth portion 27 and the bearing 7 which are meshed therewith. The good lubricating effect can be achieved, and the gear oil filling amount of the speed reducer is 700 mL.

The shell assembly 1 is provided with a speed reducer mounting through hole for mounting a speed reducer on a frame.

The speed reducer structure of the utility model integrates and develops the transmission mechanism and the rear axle braking mechanism, has compact arrangement, is a great breakthrough on the Baha racing car, overcomes the problem of more power loss on the racing track with more curves by using the differential racing car, can save oneself by changing gears under emergency conditions to a certain extent, and simultaneously reduces the research and development cost and the maintenance cost.

Finally, the utility model carries out scientific analysis and optimization on various parts such as the coupler structure, the reducer box body, the gear shaft, the gear and the like through simulation software such as ansys, UG and the like, improves the design efficiency and ensures the performance of a transmission system.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. The retarding device for all-terrain vehicles is characterized by comprising a shell assembly (1), a first transmission assembly (4), a second transmission assembly (3) and a third transmission assembly (2) which are arranged on the shell assembly (1);

the first transmission assembly (4) comprises an input shaft (30) connected with a power source, a first input tooth part (27) and a second input tooth part (25) which are arranged on the input shaft (30);

the second transmission assembly (3) comprises an intermediate shaft (28) provided with a first intermediate tooth part (32) and a second intermediate tooth part (26), a synchronizer (24) which is slidably arranged on the second intermediate tooth part (26), a first intermediate gear (29) and an intermediate chain wheel (23) which are rotatably arranged on the intermediate shaft (28), a chain (22) which is in transmission connection with the intermediate chain wheel (23) and the second input tooth part (25), and a shift lever (21) which is rotatably arranged on the housing assembly (1); the first intermediate gear (29) is meshed with the first input tooth portion (27); the gear shifting rod (21) is in transmission connection with the synchronizer (24) and is used for driving the synchronizer (24) to be in switching transmission connection with the first intermediate gear (29) or the intermediate chain wheel (23);

the third transmission assembly (2) comprises an output shaft (11) provided with a first output tooth part (9); the first output toothing (9) is meshed with the first intermediate toothing (32); and a second output tooth part (10) and a third output tooth part (12) for outputting power are respectively arranged at two ends of the output shaft (11).

2. Retarding device for an all-terrain vehicle according to claim 1, characterized in that the second output toothing (10) and the third output toothing (12) are each a spline structure for cooperation with an external ball cage (16).

3. Deceleration device of an all-terrain vehicle according to claim 1, characterized in that the first input toothing (27) and the second input toothing (25) are respectively a gear structure and a sprocket structure integrally provided on the input shaft (30).

4. Deceleration device of an all-terrain vehicle according to claim 1, characterized in that the second transmission assembly (3) further comprises a second intermediate gear (31) arranged on the intermediate shaft (28); the first intermediate tooth (32) is provided to the second intermediate gear (31);

the second intermediate tooth (26) is an external spline; the synchronizer (24) is provided with an internal spline matched with the external spline.

5. Deceleration device of an all-terrain vehicle according to claim 4, characterized in that the second transmission assembly (3) further comprises a spring (35) and a ball (36) arranged in the second intermediate toothing (26); the synchronizer (24) is provided with three positioning ball grooves (37) matched with the ball (36).

6. Deceleration device of an all-terrain vehicle according to claim 4, characterized in that the first intermediate gear (29) and the intermediate sprocket (23) are arranged on either side of the second intermediate toothed portion (26); a first tooth holder (34) matched with the synchronizer (24) is arranged on one side, facing the second intermediate tooth part (26), of the first intermediate gear (29); a second tooth holder (33) adapted to the synchronizer (24) is provided on the side of the intermediate sprocket (23) facing the second intermediate tooth (26).

7. The retarding device of an all-terrain vehicle according to claim 1, characterized in that the second transmission assembly (3) comprises a hollow bolt (20) arranged to the housing assembly (1), and a shift arm (19) and a sealing ring (18) arranged to the shift lever (21); the sealing ring (18) is sleeved on the gear shifting deflector rod (21); the hollow bolt (20) is sleeved on the sealing ring (18) and the gear shifting deflector rod (21); the gear shifting arm (19) is arranged at one end of the gear shifting rod (21) which penetrates through the hollow bolt (20) and extends outwards.

8. Deceleration device of an all-terrain vehicle according to any of claims 1 to 7, characterized in that the housing assembly (1) comprises a left housing (6) and a right housing (13), and a seal arranged between the left housing (6) and the right housing (13);

the two ends of the input shaft (30), the intermediate shaft (28) and the output shaft (11) are respectively arranged on the left shell (6) and the right shell (13) in a transmission way through bearings (7); and oil seals (5) are arranged at the first end of the input shaft (30) and the two ends of the output shaft (11).

9. Deceleration device of an all-terrain vehicle according to claim 8, characterized in that the left casing (6) or the right casing (13) is provided with a refueling bolt hole and a draining bolt hole;

the shell assembly (1) further comprises an oil filling sealing plug arranged on the oil filling bolt hole and an oil drainage sealing plug arranged on the oil drainage bolt hole.

10. The decelerator of an all-terrain vehicle as claimed in any of claims 4 to 6, wherein the decelerator is a two-stage deceleration arrangement; the first input tooth (27) has a smaller diameter than the first intermediate gear (29); the diameter of the second input tooth (25) is smaller than the diameter of the intermediate sprocket (23); the diameter of the second intermediate gear (31) is smaller than the diameter of the first output tooth (9);

the third transmission assembly (2) comprises an output gear (8) arranged on the output shaft (11); the first output tooth (9) is provided to the output gear (8).