CN217401619U - Driving wheel of all-terrain vehicle stepless speed change system - Google Patents

Abstract

The utility model relates to a driving wheel of a stepless speed change system of an all-terrain vehicle, which comprises a driving wheel shaft, a fixed disk, a slope plate, a movable disk and a plurality of groups of speed change sliders, wherein the movable disk is sleeved on the driving wheel shaft and can axially move between the slope plate and the fixed disk, and a plurality of groups of guide grooves distributed along the circumferential direction are formed on one side of the movable disk facing the slope plate; the variable speed sliding blocks are arranged in the guide grooves in a one-to-one correspondence mode and can push the movable disc to move towards the fixed disc. When the vehicle is in a stopped state, the distance between the gravity center of the speed change sliding block and the rotating central axis of the driving wheel shaft is e, the radius of the outer edge of the moving disc is r, and the e is less than or equal to 0.42r, so that the shaking and abnormal sound at low speed can be obviously reduced, and the driving experience of a driver can be better.

Description

Driving wheel of all-terrain vehicle stepless speed change system

Technical Field

The utility model relates to a infinitely variable technical field especially relates to an all-terrain vehicle infinitely variable system's action wheel.

Background

All-terrain vehicles (ATVs) are vehicles suitable for all terrains, and can be used for driving on sandy beach, and can be conquered easily even on riverbeds, forest ways, streams and worse desert terrains. The all-terrain vehicle can carry people or transport articles to exert the function of the all-terrain vehicle to the full extent, which is called as a full-function moving tool.

The existing all-terrain vehicle fuel engine adopts a continuously variable transmission which mainly comprises a driving wheel, a driven wheel and a transmission belt. With the technical progress, the requirements of all-terrain vehicles on the continuously variable transmission are higher and higher, the requirement on the higher transmission efficiency of the continuously variable transmission is higher, the power output is smoother, the service life of a transmission belt is longer, and the like. However, in the actual operation process of the current continuously variable transmission, the problems of low-speed jitter and serious abnormal sound often occur.

SUMMERY OF THE UTILITY MODEL

Technical problem to be solved

In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a driving wheel of a continuously variable transmission system of an all-terrain vehicle, which solves the technical problems of low-speed shaking and serious abnormal sound of the continuously variable transmission.

(II) technical scheme

In order to achieve the above object, the utility model discloses an all-terrain vehicle continuously variable transmission system's action wheel includes:

a driving wheel shaft;

the fixed disc is fixedly arranged on the driving wheel shaft;

the slope plate is fixedly arranged on the driving wheel shaft, and the slope plate and the fixed disc are mutually spaced;

the movable disc is sleeved on the driving wheel shaft and can axially move between the slope plate and the fixed disc, and a plurality of groups of guide grooves distributed along the circumferential direction are formed in one side of the movable disc, which faces the slope plate; and the number of the first and second groups,

the variable speed sliding blocks are arranged in the guide grooves in a one-to-one correspondence manner and can push the movable disk to move towards the fixed disk;

when the speed changing slide block is in a stop state, the center of gravity rotation radius of the speed changing slide block is e, the outer edge radius of the moving disc is r, and e is less than or equal to 0.42 r.

Optionally, the radius r of the outer edge of the moving disk is 90-110 mm, and the rotation radius e of the center of gravity of the speed change slider is less than or equal to 41.5 mm.

Optionally, a distance from a joint of the speed changing slider and the movable disk to a rotation central axis of the driving wheel shaft in a stop state is L, wherein L > e.

Optionally, an initial contact area of the curved support surface of the movable disk with the speed changing slider is a conical surface, one end of the conical surface close to the central rotation axis is a proximal end, one end of the conical surface far from the central rotation axis is a distal end, and the junction is located between the proximal end and the distal end of the conical surface;

the axial width corresponding to the distance from the joint to the far end of the conical surface is d, and the distance between the conical surface of the moving disc and the side inclined surface of the transmission belt in the shutdown state is c, wherein d is larger than c.

Optionally, the speed-changing slider includes a weight block and a slider housing, and the weight block is disposed on one side of the slider housing, which is deviated from the rotation central axis of the driving axle.

Optionally, the weight block is a high-density metal block, and the slider shell is a wear-resistant non-metal shell.

Optionally, the slider housing includes an arc top surface, a connecting surface, a thrust bottom plane, and a mounting seat extending from the connecting surface, which are connected in sequence; the mounting seat is positioned between the arc top surface and the thrust bottom plane, and the balancing weight is fixedly arranged on the mounting seat;

the arc top surface is in line contact with the supporting curve of the moving plate, the thrust bottom plane is in surface contact with the stress slope surface of the slope plate, and the outer side surface of the mounting seat is in line contact with the limiting side surface of the guide groove.

Optionally, the mounting base is formed into a tubular structure with an opening at one end, the counterweight block is arranged at one end of the mounting base close to the opening, and a cavity is formed between the inner bottom surface of the mounting base and the counterweight block.

Optionally, a plurality of supporting ribs are distributed on the inner peripheral surface of the mounting seat in an annular array manner, the supporting ribs extend along the axial direction of the mounting seat, and the end surface of the counterweight block can abut against one end of the supporting ribs, which is close to the opening.

Optionally, a plurality of first rib plates are formed between the arc top surface and the mounting seat, and a plurality of second rib plates are formed between the thrust bottom plane and the mounting seat.

Optionally, the driving wheel further comprises a return mechanism, and the return mechanism is disposed between a shoulder of the driving wheel shaft and the moving disc to provide a restoring force for returning the moving disc to the slope plate.

(III) advantageous effects

The utility model discloses an all terrain vehicle infinitely variable system's action wheel is distance between the focus A of speed change slider and the rotation central axis of drive axle when the machine halt state is e, the outer fringe radius of removal dish is r, e is less than or equal to 0.42r, because centrifugal force's size is relevant with these two factors of rotational speed and radius of rotation, when the rotational speed of the radius of rotation initial position of speed change slider is enough little and the drive axle is lower, speed change slider's centrifugal force can be very little, the removal dish atress is soft and there is shake or abnormal sound at least, therefore, the centrobaric minimum radius of rotation of control speed change slider, shake and abnormal sound when can obviously reducing the low-speed, thereby can make driver's driving experience better.

And the distance from the joint B of the speed-changing slide block and the movable disk to the rotation central axis of the driving wheel shaft is L, the structure and the assembly mode of the speed-changing slide block are set to be L larger than e, and e is less than or equal to 41.5mm, so that the speed-changing slide block can be prevented from deflecting, and the problems of shaking and abnormal sound can be better solved.

And, the variable speed slider includes balancing weight and slider casing, and the balancing weight sets up in one side of the rotatory central axis of the partial deviation driving axle of slider casing to can make the focus A of balancing weight be close to the rotatory central axis of driving axle as far as possible, so that the value of e is as little as possible, has solved the problem of low-speed shake and abnormal sound better, thereby can promote user's driving experience by a wide margin.

Drawings

Fig. 1 is a schematic structural diagram of a power assembly of the present invention;

fig. 2 is a schematic structural view of the stepless transmission assembly of the present invention;

fig. 3 is an exploded view of the stepless speed change device of the present invention;

fig. 4 is a schematic cross-sectional view of the drive wheel of the continuously variable transmission system of an all-terrain vehicle of the present invention;

FIG. 5 is a schematic view of the force analysis of the cone on the movable plate of the present invention;

fig. 6 is a schematic cross-sectional enlarged view of the shift slider according to the present invention;

fig. 7 is an enlarged schematic view of the structure of the gearshift slider of the present invention;

fig. 8 is an exploded view of the driving wheel of the continuously variable transmission system of the all-terrain vehicle of the present invention;

fig. 9 is a schematic structural view of a ramp plate of a driving wheel of the continuously variable transmission system of an all-terrain vehicle of the present invention;

fig. 10 is a schematic structural view of the moving plate of the driving wheel of the continuously variable transmission system of the all-terrain vehicle of the present invention.

[ instruction of reference ]

1: a power assembly; 2: an engine; 3: a continuously variable transmission assembly; 4: a gearbox; 5: a continuously variable transmission case;

6: a driving wheel; 7: a transmission belt; 8: a driven wheel; 9: a driving wheel shaft; 10: fixing the disc; 11: a belt friction rotating sleeve; 12: a movable tray; 12 a: a guide groove; 12 b: supporting the curved surface; 12 c: a guide rib; 12 d: a limiting side surface; 13: a spring retainer; 14: a first sliding bearing; 15: a second sliding bearing; 16: a return mechanism; 17: a ramp plate; 17 a: a force-bearing inclined plane; 17 b: a limiting slide block; 17 c: a screw; 18: locking the nut; 19: a flanging bushing; 20: a driving wheel bolt;

21: a speed change slider; 22: a balancing weight; 23: a slider housing; 23 a: a circular arc top surface; 23 b: a thrust bottom plane; 23 c: a connecting surface; 23 d: a mounting base; 23 e: a cavity; 23 f: and supporting the edges.

Detailed Description

For a better understanding of the present invention, reference will now be made in detail to the present invention, examples of which are illustrated in the accompanying drawings. Where directional terms such as "upper", "lower", "left", "right", etc. are used herein with reference to the orientation of fig. 4.

While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

As shown in fig. 1, the utility model provides a power assembly 1 for All Terrain Vehicle (ATV), it includes engine 2 and infinitely variable transmission assembly 3, the bent axle of engine 2 and the action wheel 6 butt joint of infinitely variable transmission assembly 3 are in order to transmit the moment of torsion, and infinitely variable transmission assembly 3's driven wheel 8 can also be connected and transmit the moment of torsion with gearbox 4 in addition, and wherein, gearbox 4 passes through bolt fixed mounting on the box of engine 2. The all-terrain vehicle comprising the power assembly 1 can be suitable for all terrains due to the adoption of a mode of transmission by matching the stepless speed change assembly 3 with the gearbox 4, and can run on not only a beach but also a riverbed, a forest road, a stream or worse desert terrains for carrying people or transporting goods. Through the research discovery, the low-speed shake and the abnormal sound of the infinitely variable speed assembly of prior art mainly come from the action wheel, consequently the utility model discloses a infinitely variable speed assembly 3 solves the problem of low-speed shake and abnormal sound through improving to action wheel 6 to can promote user's driving experience by a wide margin.

As shown in fig. 2 and 3, the continuously variable transmission assembly 3 includes a transmission belt 7 (which may be a belt or a steel belt), a driven wheel 8 and a driving wheel 6, which are all located in the continuously variable transmission case 5, the transmission belt 7 is sleeved on the driven wheel 8 and the driving wheel 6, wherein the driving wheel 6 is in butt joint with a crankshaft of the engine 2, and the driven wheel 8 is in butt joint with an input shaft of the transmission case 4; the transmission belt 7 can slide in a V-shaped included angle formed between the moving disk 12 and the fixed disk 10 to move away from or close to the driving axle 9 for stepless speed change. The driving wheel 6 and the driven wheel 8 transmit torque through belts, and stepless speed change is realized by adjusting the output radius of the driving wheel belt and the input radius of the driven wheel belt to change automatically. The output shaft of the driven wheel 8 drives the input shaft of the gearbox 4, and the input shaft is transmitted to the output shaft of the gearbox 4 through a gear, and then respectively drives the front axle and the rear axle, so as to drive the front wheel and the rear wheel to rotate.

The specific process of power transmission of the power assembly 1 comprises the following steps:

1) when the engine 2 is operated, the reciprocating motion of the piston is converted into the rotational motion of the crankshaft by the crank mechanism.

2) The crankshaft drives the driving wheel 6 to rotate, the driving wheel 6 drives the driven wheel 8 to rotate through the belt, and stepless speed change is achieved through automatic change of the output radius of the driving wheel belt and the input radius of the driven wheel belt.

3) The gear shifting shaft on the gear box 4 is operated to rotate, and the switching of high gear, low gear, neutral gear, reverse gear and parking gear is realized.

4) The power is output from the left end and the right end of the rear axle output hole through the differential mechanism to drive the rear wheel to rotate.

5) The front end of the gearbox 4 is provided with a front axle driving shaft, and the power of the engine 2 drives the left and right front wheels to rotate through a crankshaft, a stepless speed change assembly 3, the gearbox 4, the front axle driving shaft, a front transmission shaft, a front axle input shaft and a front driving axle and then a front axle left and a front axle right.

Further, as shown in fig. 4 and 8, the driving wheel 6 of the present invention includes a driving wheel shaft 9 rotating synchronously around the driving wheel shaft 9, a fixed disk 10, a slope plate 17, a movable disk 12, a plurality of sets of speed changing sliders 21, and a return mechanism 16. The fixed disc 10 is fixedly arranged on the driving wheel shaft 9; the slope plate 17 is fixedly arranged on the driving wheel shaft 9, and the slope plate 17 and the fixed disc 10 are mutually spaced; the movable disc 12 is sleeved on the driving wheel shaft 9 and can axially move between the slope plate 17 and the fixed disc 10, and a plurality of groups of guide grooves 12a distributed along the circumferential direction are formed on one side of the movable disc 12 facing the slope plate 17; the speed changing sliding blocks 21 are installed in the guide grooves 12a in a one-to-one correspondence manner and can push the moving disk 12 to move towards the fixed disk 10, and the speed changing sliding blocks 21 can slide along the radial direction and the axial direction of the guide grooves 12a under the action of centrifugal force to push the moving disk 12 to gradually move towards the fixed disk 10, so that the output radius of the belt of the driving wheel is increased. A return mechanism 16 is disposed between a shoulder of the driving wheel shaft 9 and the moving plate 12 to provide a return force for returning the moving plate 12 to the slope plate 17, and the return mechanism 16 may be a spring or other elastic member. In a specific working process of the continuously variable transmission assembly 3, the driving axle 9 rotates synchronously with a crankshaft of the engine 2, and the centrifugal force of the speed change slider 21 is increased as the rotating speed is higher, the speed change slider 21 moves away from the driving axle 9 along the stressed inclined surface 17a of the slope plate 17 under the action of the centrifugal force, and pushes the moving disc 12 to move away from the slope plate 17 in the axial direction, so that the radial position of the belt and the driving axle 9 is changed, and the continuously variable transmission is realized.

In the stopped state (the state shown in fig. 4), the distance between the center of gravity a of the shift slider 21 and the rotation center axis of the drive axle 9 (i.e., the center of gravity rotation radius) is e, the outer edge radius of the movable disk 12 is r, and e is equal to or less than 0.42 r. Specifically, since the magnitude of the centrifugal force is related to the two factors of the rotation speed and the rotation radius, when the initial position of the rotation radius of the shift slider 21 is small enough and the rotation speed of the driving axle 9 is low, the centrifugal force of the shift slider 21 is small, and the moving disk 12 is subjected to a soft force and has little shake or abnormal noise, so that the minimum rotation radius of the center of gravity a of the shift slider 21 is controlled, and the effect of reducing the shake and abnormal noise at low speed can be achieved. When the rotation speed of the driving axle 9 gradually changes from a low speed to a high speed, the speed changing slider 21 slides outwards along the slope plate 17 with the increase of the centrifugal force, so that the position where the speed changing slider 21 contacts the moving disk 12 moves outwards in the radial direction, and the curved surface (hereinafter, the supporting curved surface 12b) on the moving disk 12 contacting the speed changing slider 21 can gradually increase the rotation radius of the speed changing slider 21, and the centrifugal force of the speed changing slider 21 can also gradually increase, so that the moving disk 12 can be pushed towards the fixed disk 10 gradually, and the change process from the low speed to the high speed is correspondingly smoother. Specifically, in the preferred embodiment, the shifting disk 12 with the outer edge radius r of 90-110 mm is suitable for matching with the speed-changing slide block 21 with the center-of-gravity rotation radius e less than or equal to 41.5 mm. By making the distance e between the center of gravity a of the speed change slider 21 and the rotation central axis of the driving axle 9 less than or equal to 41.5mm, the vibration and abnormal sound at low speed can be reduced significantly, so that the driving experience of the driver can be better.

Specifically, referring again to fig. 6, the slider housing 23 includes a circular arc top surface 23a, a connecting surface 23c, and a thrust bottom plane 23b, which are connected in this order, forming an integral structure that is concave on the side toward the rotational center axis of the active axle 9. Unless otherwise specified, the circular arc top surface 23a, the connection surface 23c and the thrust bottom plane 23b referred to hereinafter all refer to a surface on the outer side of the overall structure. The slider housing 23 further includes a mount 23d extending perpendicularly from the inner side of the attachment surface 23c toward the rotational center axis such that the mount 23d is located between the circular arc top surface 23a and the thrust bottom plane 23 b. The weight 22 is fixed on the mounting seat 23 d. When the gearshift slider 21 is installed in the guide slot 12a, the arc top surface 23a is in line contact with the curved support surface 12B of the shift disk 12 to form a joint B, the thrust bottom surface 23B is in surface contact with the force-receiving inclined surface 17a of the ramp plate 17, and the outer side surface of the installation seat 23d is in line contact with the limit side surface 12d of the guide slot 12 a.

The force-bearing inclined surface 17a of the slope plate 17 inclines relative to the rotation central axis of the driving axle 9 and inclines toward the fixed disk 10, and the thrust bottom plane 23b is in surface contact with the force-bearing inclined surface 17a, so that the force transmission can be realized, and the sliding of the slider housing 23 can be guided, that is, the centrifugal force can make the speed-changing slider 21 slide along the force-bearing inclined surface 17a in the direction (radial direction) away from the driving axle 9 and in the direction (axial direction) close to the fixed disk 10, so that the arc top surface 23a and the thrust bottom plane 23b which are oppositely arranged can gradually prop apart the support curved surface 12b of the moving disk 12 and the force-bearing inclined surface 17a of the slope plate 17 under the action of the centrifugal force. In addition, the circular arc top surface 23a is always in line contact with the support curved surface 12B of the moving disk 12, and the line of contact of the circular arc top surface 23a with the support curved surface 12B in the stopped state is referred to as a junction B. In any state, the contact lines are all circular arcs, and the centers of the contact lines on all the speed changing sliders 21 are all on the rotation central axis of the driving axle 9, so that the stress of the movable disk 12 can be more balanced when the speed changing sliders 21 exert thrust on the movable disk 12. Further, the outer side surface of the mounting seat 23d is in line contact with the stopper side surface 12d of the guide groove 12a, and the shift slider 21 can be prevented from being displaced in the circumferential direction.

Moreover, in a more preferred embodiment, the distance from the joint B of the gearshift slider 21 and the moving disk 12 to the rotation center axis of the driving axle 9 in the stopped state (the state shown in FIG. 4) is L, wherein the problem of chattering and abnormal noise is better solved when L > e and e ≦ 41.5 mm. Based on the specific analysis shown in fig. 6, when L > e, the joint B is located below the horizontal line of the center of gravity a, i.e., the joint B is located in the middle or lower portion of the arc top surface 23a of the shift slider 21, and accordingly, during the preparation of rotation or rotation of the drive pulley 6, the counter-thrust F1 given to the shift slider 21 by the moving disk 12 is perpendicular to the tangent line of the joint B and always biased toward the rotation central axis (inclined toward the upper right in fig. 6), and at the same time, the counter-thrust F2 given to the shift slider 21 by the ramp plate 17 is also always biased toward the rotation central axis (inclined toward the upper left in fig. 6). In preparation for or during rotation of the driving wheel 6, the F1 and the F2 can cooperate with each other to press the gearshift slider 21 from opposite sides and have a tendency to push the gearshift slider 21 closer to the centre axis of rotation. If L < e, the joint B is located above the horizontal line of the center of gravity a, i.e., the joint B is located above the circular arc top surface 23a of the shift slider 21, and accordingly, in the process of the primary pulley 6 being ready to rotate or being rotated, the reverse thrust F3 of the shift slider 21 by the moving disk 12 is inclined toward a side away from the rotation center axis (inclined toward the lower right in fig. 6), and F3 and F2 generate a rotation moment to deflect the shift slider 21, and the shift slider 21 will inevitably generate chattering and abnormal noise if deflected. However, in the preferred embodiment, the structure and assembly of the gearshift slider 21 is set to L > e, so that there is no possibility of deflection of the gearshift slider 21, and the problem of chattering and abnormal noise can be better solved.

In a further preferred embodiment, referring again to fig. 4, the curved support surface 12B of the movable disk 12 comprises a conical surface region (i.e. a region that is embodied as an inclined straight line in the cross section shown in fig. 4) and an arc surface region that matches the arc top surface 23a of the gearshift slider, the conical surface is located in the region of initial contact with the gearshift slider 21, the end of the conical surface close to the rotation center axis is a proximal end J, the end of the conical surface far from the rotation center axis is a distal end Y, and the junction B is located between the proximal end J and the distal end Y of the conical surface; the axial width corresponding to the distance from the junction B to the distal end Y of the cone surface is d (as shown in fig. 4 and 5, the axial width is the projection of the area from B to Y on the cone surface onto the axis), and the distance between the cone surface of the rotor 12 and the side bevel of the drive belt in the idle state is c, where d > c. Referring to fig. 5, when the driving pulley 6 is changed from the stop state to the low-speed running state, the shifting slider 21 slides along the tapered surface from the joint B, and at this time, the thrust force applied to the tapered surface by the shifting slider 21 is F4, and F4 is always perpendicular to the tapered surface. If the conical surface is replaced by a cambered surface, the corresponding F4 will be replaced by F5, and the direction of F5 is perpendicular to the corresponding tangent on the cambered surface. Since the smaller the angle with the rotation central axis, the larger the effective axial thrust, and when the magnitudes of F4 and F5 are the same, the included angle α between F4 and the rotation central axis is smaller than the included angle β between F5 and the rotation central axis, therefore, the axial thrust (the partial thrust parallel to the rotation central axis) of F4 to the shift slider 21 will be greater than the axial thrust of F5 to the shift slider 21, so as to ensure that the shift slider 21 has sufficient axial force to the movable disk 12 at low speed, thereby being able to reduce the jitter and well satisfying the condition of stepless speed change of the driving wheel 6. Moreover, because d > c, the shift slider 21 can always have sufficient axial force on the movable disk 12 before the tapered surface of the movable disk 12 contacts the side slope surface of the belt.

As shown in fig. 6 and 7, the shifting slider 21 may include a weight 22 and a slider housing 23, and the weight 22 is disposed on one side of the slider housing 23 biased toward the rotation central axis of the driving axle 9, so that the center of gravity a of the weight 2 may be as close as possible to the rotation central axis of the driving axle 9, and the value of e may be as small as possible, so as to obtain a better effect of reducing the shake and abnormal sound at low speed. Moreover, the counterweight 22 can be inserted into the slider housing 23, and a cavity is formed between the bottom of the insertion end of the counterweight 22 and the inner bottom surface of the slider housing 23, and a certain distance can be reserved in the cavity, so that the center of gravity of the speed-changing slider 21 can be adjusted to the central axis of rotation to a greater extent.

Wherein the weight 22 may be a high density metal block with a density of up toLess than the density of the slider housing 23 (e.g., the high density metal can be steel or copper, etc.), preferably more than 2.7g/cm ³ So as to increase the weight difference between the counterweight 22 and the slider housing 23, and further to make the center of gravity a more biased toward the rotation central axis of the driving axle 9; and the slider housing 23 may be a wear-resistant non-metallic shell (e.g., the wear-resistant non-metal may be a nylon composite or other engineering plastic, etc.) to prolong the service life. In order to enable the weight 22 and the slider housing 23 to be firmly combined, the weight 22 is mounted on a mounting seat 23d (to be described in detail later) of the slider housing 23 with a tight fit, for example, an interference fit. Or, the counterweight 22 may be an embedded part and is molded with the slider housing 23 as an integral structure, that is, the counterweight 22 is embedded in the mold of the injection molding slider housing 23, and then the injection molding is performed on the slider housing 23.

Referring again to fig. 6, in a preferred embodiment, the mounting seat 23d is formed as a cylindrical structure with one end opened, the weight 22 is disposed at one end of the mounting seat 23d close to the opening, and a certain distance is reserved between the bottom of the insertion end of the weight 22 and the inner bottom surface of the mounting seat 23d, so that the center of gravity of the gearshift slider 21 is adjusted to the rotation central axis to a greater extent. For the same structure and material of the slider housing 23 and the counterweight 22, the greater the distance, the closer the center of gravity of the gearshift slider is to the axis of the center of gravity of rotation. Specifically, the spacing is achieved by forming a cavity 23e between the inner bottom surface of the mounting seat 23d and the weight 22. The cavity 23e may also be a reserved adjustment space for installing the counterweight 22, so that the distance between the counterweight 22 and the inner bottom surface of the installation seat 23d can be adjusted according to actual requirements. More importantly, the cavity 23e is a material-removing structure, which can further reduce the weight of the slider housing 23, and the weight difference between the counterweight 22 and the slider housing 23 is further increased, so that the center of gravity a of the entire speed-changing slider 21 can be shifted closer to the side of the rotation central axis of the driving axle 9, and therefore, the value of e is smaller, and a better effect of reducing the vibration and abnormal sound at low speed is obtained.

Further, in a more preferred embodiment, a plurality of support ribs 23f are distributed on the inner peripheral surface of the mounting seat 23d in an annular array, the support ribs 23f extend in the axial direction of the mounting seat 23d, and the end surface of the weight 22 can abut on one end of the support ribs 23f close to the opening. The supporting edge 23f can limit the end face of the counterweight 22 to prevent the counterweight 22 from shaking along the mounting seat 23d, so that shaking of the driving wheel 6 during rotation can be reduced.

In order to increase the rigidity of the slider case 23, referring again to fig. 7, a plurality of first ribs are formed between the circular arc top surface 23a and the mount 23d, and a plurality of second ribs are formed between the thrust bottom plane 23b and the mount 23d, wherein each of the first ribs and the second ribs is preferably parallel to the rotational center axis of the drive axle 9. The first and second ribs can improve the resistance of the slider case 23 to deformation during shifting, and in particular can better resist repeated impacts experienced in a direction parallel to the rotational center axis of the drive axle 9, so that the slider case 23 is less likely to be damaged.

Further, as shown in fig. 9 and 10, a plurality of limiting sliding blocks 17b are circumferentially distributed on the slope plate 17, a limiting groove is formed in each limiting sliding block 17b, and the extending direction of each limiting groove is parallel to the rotation central axis of the driving axle 9; a plurality of guide ribs 12c are distributed on the movable disc 12 along the circumferential direction; the guide rib 12c can slide in the limit groove in a direction parallel to the rotational center axis of the drive axle 9. The axial guide is carried out by the cooperation of the guide ribs 12c and the limiting grooves, so that the circumferential deflection of the movable disc 12 in the sliding process can be prevented, and the stability of the stepless speed change process is ensured. Wherein, a plurality of guiding ribs 12c are distributed in a ring array, and any one guiding rib 12c is positioned between one group of guiding grooves 12a and the other group of guiding grooves 12a, thereby the gravity center of the moving disk 12 can be positioned on the axis thereof, and the jitter in the operation process is reduced.

Wherein, the utility model discloses a specific structure of action wheel 6 refers to fig. 3 to 10, and the fixed disk 10 of action wheel 6 is through the outer knurling interference fit of taking the annular knurl hole with drive axle 9, and the belt friction rotates the inner circle of cover 11 and drive axle 9 interference fit, and the belt friction rotates the outer lane of cover 11 and can be for drive axle 9 free rotation. The inner hexagonal hole of the slope plate 17 is matched with the hexagonal boss of the driving axle 9, meanwhile, the lock nut 18 of the slope plate 17 compresses the slope plate 17, axial and circumferential fixing of the slope plate 17 and the driving axle 9 is achieved, and the lock nut 18 and the flanging bushing 19 can be screwed on the driving axle 9 through the driving bolt 20. The inner hole of the moving disc 12 is provided with a first sliding bearing 14 and a second sliding bearing 15, the moving disc 12 is supported on a spring seat 13 and the driving wheel shaft 9 through the first sliding bearing 14 and the second sliding bearing 15, one end of a return mechanism 16 (a spring) presses the spring seat 13 on the inner ring of the belt friction rotating sleeve 11, and the other end pushes the moving disc 12, so that the moving disc 12 is pressed on the slope plate 17 through a speed change sliding block 21.

At least three limiting sliding blocks 17b fixed by screws 17c, preferably three limiting sliding blocks 17b are uniformly distributed on the periphery of the slope plate 17, and limiting grooves on the limiting sliding blocks 17b can be clamped on corresponding guide ribs 12c of the movable disk 12. At least three groups of guide grooves 12a of the speed changing slide block 21, preferably three groups of guide grooves 12a of the speed changing slide block 21, are uniformly distributed on the circumference of the moving disk 12, each group of guide grooves 12a comprises two guide grooves 12a, the speed changing slide block 21 is installed in each guide groove 12a, the arc top surface 23a of the speed changing slide block 21 is in line contact with the support curved surface 12B of the moving disk 12 to form a joint B, the thrust bottom plane 23B of the speed changing slide block 21 is in surface contact with the stress inclined surface 17a of the slope plate 17, and the outer side surface of the arc of the speed changing slide block 21 is in line contact with the limit side surface 12d of the guide groove 12a of the speed changing slide block 21.

Hereinafter, the working process of the stepless speed change assembly 3 will be described in detail based on the specific structure of the driving wheel 6, so as to further explain the technical solution of the present invention.

1) A crankshaft of the engine 2 drives a driving wheel shaft 9 of the stepless speed change assembly 3, and a knurled inner hole of the fixed disc 10 is in interference fit with the driving wheel shaft 9 so as to synchronously rotate with the driving wheel shaft 9; slope board 17 cooperates with the outer hexagonal boss of driving wheel axle 9 through interior hexagonal hole, realize slope board 17 and driving wheel axle 9's synchronous rotation, limit slide 17b sets up on slope board 17, limit slide 17 b's spacing recess card is on the direction muscle 12c that the removal dish 12 corresponds, the direction muscle 12c of removal dish 12 is parallel with driving wheel axle 9, the direction muscle 12c of removal dish 12 can be relative motion along limit slide 17 b's spacing recess, and then realize slope board 17 and drive removal dish 12 circumferential direction on the one hand through limit slide 17b, can guarantee simultaneously that removal dish 12 is axial displacement along driving wheel axle 9 again.

2) The gearshift slider 21 is mounted in the guide groove 12a of the shift disk 12, and the arc top surface 23a of the gearshift slider 21 is in line contact with the curved support surface 12B of the shift disk 12 to form a joint B, the thrust bottom plane 23B of the gearshift slider 21 is in surface contact with the force-receiving inclined surface 17a of the ramp plate 17, and the arc outer side surface of the gearshift slider 21 is in line contact with the limit side surface 12d of the guide groove 12a of the gearshift slider 21. The return mechanism 16 pushes the movable plate 12 to press the shifting slider 21 against the ramp plate 17, thereby controlling the axial position of the movable plate 12 relative to the fixed plate 10. When the engine is in a stop state, the centrifugal force of the speed changing slide block 21 is not enough to overcome the return spring force of the moving disk 12, the belt is pressed on the belt friction rotating sleeve 11, and the moving disk 12 is in an initial maximum speed ratio position.

3) When the engine is accelerated from a stop state, the centrifugal force applied to the speed-changing slide block 21 is increased continuously, and the speed-changing slide block 21 uses the slope plate 17 as a moving fulcrum to push the moving disk 12 to move axially towards one side of the fixed disk 10. The belt is contacted with the moving disk 12 gradually, on one hand, the friction force of the belt after being extruded is gradually increased, the driving wheel 6 drives the belt to rotate, on the other hand, the belt moves up and down correspondingly in a V-shaped included angle formed between the fixed disk 10 and the moving disk 12 along with the axial movement of the moving disk 12 along the driving wheel shaft 9 under the pushing of the speed changing slide block 21, so that the movement output radius of the belt is controlled, and the stepless speed change is realized.

4) Before the driving wheel 6 drives the belt, the driven wheel moving disc presses the belt on the conical surface of the driven wheel fixed wheel through the conical surface of the driven wheel moving disc under the pushing of the return spring, at the moment, the belt is positioned at the position with the maximum driving radius of the driven wheel, and the driven wheel does not rotate.

In the description of the present invention, it is to be understood that 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 implying any 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 limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium; either as communication within the two elements or as an interactive relationship of the two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless otherwise expressly stated or limited, a first feature may be "on" or "under" a second feature, and the first and second features may be in direct contact, or the first and second features may be in indirect contact via an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lower level than the second feature.

In the description herein, the description of the terms "one embodiment," "some embodiments," "an embodiment," "an example," "a specific example" or "some examples" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the present invention have been shown and described, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that modifications, alterations, substitutions and variations may be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention.

Claims (11)

1. A drive wheel for an all-terrain vehicle continuously variable transmission system, the drive wheel comprising:

a driving wheel shaft (9);

the fixed disc (10), the fixed disc (10) is fixedly arranged on the driving wheel shaft (9);

the slope plate (17) is fixedly arranged on the driving wheel shaft (9), and the slope plate (17) and the fixed disk (10) are mutually spaced;

the movable disc (12) is sleeved on the driving wheel shaft (9) and can axially move between the slope plate (17) and the fixed disc (10), and a plurality of groups of guide grooves (12a) distributed along the circumferential direction are formed in one side, facing the slope plate (17), of the movable disc (12); and (c) a second step of,

the variable speed sliding blocks (21) are arranged in the guide grooves (12a) in a one-to-one correspondence mode, and can push the movable disk (12) to move towards the fixed disk (10);

when the automobile is stopped, the center of gravity rotation radius of the speed changing slide block (21) is e, the outer edge radius of the moving disk (12) is r, and e is less than or equal to 0.42 r.

2. The traction wheel of the continuously variable transmission system of an all-terrain vehicle of claim 1, characterized in that the outer radius r of the shifting disk (12) is 90-110 mm and the center of gravity rotation radius e of the gearshift slider (21) is ≤ 41.5 mm.

3. Drive pulley for an all-terrain vehicle continuously variable transmission system as claimed in claim 1, characterized in that the junction (B) of the shifting slider (21) with the moving disc (12) in the idle state is at a distance L from the central axis of rotation of the drive wheel shaft (9), where L > e.

4. The traction wheel of the continuously variable transmission system of all-terrain vehicles according to claim 3, characterized in that the area of initial contact with the shift slider (21) on the curved support surface (12B) of the moving disc (12) is a conical surface, the end of the conical surface near the central axis of rotation being a proximal end (J), the end of the conical surface remote from the central axis of rotation being a distal end (Y), and the junction (B) being between the proximal end (J) and the distal end (Y) of the conical surface;

the axial width corresponding to the distance from the junction (B) to the distal end (Y) of the conical surface is d, and the distance between the conical surface of the moving plate (12) and the side bevel of the drive belt in the idle state is c, wherein d > c.

5. The drive pulley of the continuously variable transmission system of all-terrain vehicles of any of claims 1-4, characterized in that the gearshift slider (21) comprises a weight (22) and a slider housing (23), the weight (22) being arranged on the side of the slider housing (23) that is offset to the center axis of rotation of the drive wheel shaft (9).

6. The traction wheel of the cvt system of claim 5, characterized in that the weight (22) is a high-density metal block and the slider housing (23) is a wear-resistant non-metallic shell.

7. The traction wheel of the continuously variable transmission system of all-terrain vehicles according to claim 5, characterized in that the slider housing (23) comprises a circular arc top surface (23a), a connecting surface (23c) and a bottom thrust plane (23b) connected in sequence, and a mounting seat (23d) extending from the connecting surface (23 c); the mounting seat (23d) is positioned between the arc top surface (23a) and the thrust bottom plane (23b), and the balancing weight (22) is fixedly arranged on the mounting seat (23 d);

the arc top surface (23a) is in line contact with a supporting curved surface (12b) of the moving disc (12), the thrust bottom plane (23b) is in surface contact with a stress inclined surface (17a) of the slope plate (17), and the outer side surface of the mounting seat (23d) is in line contact with a limiting side surface (12d) of the guide groove (12 a).

8. The drive pulley of the continuously variable transmission system of an all-terrain vehicle of claim 7, characterized in that the mounting seat (23d) is formed as a tubular structure with an open end, the weight (22) is disposed at an end of the mounting seat (23d) near the open end, and a cavity (23e) is formed between an inner bottom surface of the mounting seat (23d) and the weight (22).

9. The drive pulley of the continuously variable transmission system of an all-terrain vehicle of claim 8, characterized in that a plurality of support ribs (23f) are distributed in an annular array on the inner peripheral surface of the mounting seat (23d), the support ribs (23f) extend in the axial direction of the mounting seat (23d), and the end surface of the weight block (22) can abut on one end of the support ribs (23f) near the opening.

10. The traction wheel of the cvt system according to claim 7, characterized in that a plurality of first ribs are formed between the circular arc top surface (23a) and the mounting seat (23d), and a plurality of second ribs are formed between the thrust bottom surface (23b) and the mounting seat (23 d).

11. The drive pulley of the continuously variable transmission system of all-terrain vehicles of any of claims 1-4, characterized in that the drive pulley further comprises a return mechanism (16), the return mechanism (16) being disposed between a shoulder of the drive pulley shaft (9) and the moving disc (12) to provide a return force for returning the moving disc (12) to the movement towards the ramp plate (17).

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