Hybrid system and all-terrain vehicle

Abstract

The application discloses a hybrid power system and an all-terrain vehicle, and the hybrid power system comprises an engine, a continuously variable transmission which is in transmission with the engine, a first transmission which is in transmission with the continuously variable transmission, a first main reducer which is in transmission with the first transmission, a first half shaft which is in transmission with the first main reducer, at least an electric machine for outputting power, a second transmission which is in transmission with the electric machine, a second main reducer which is in transmission with the second transmission, and a second half shaft which is in transmission with the second main reducer, wherein one of the first half shaft and the second half shaft is a front half shaft and the other is a rear half shaft. The first half shaft is driven by the engine and the second half shaft is driven by the electric machine, four-wheel drive can be realized, and the problem that driving force cannot be dynamically distributed between front drive and rear drive can be solved.

Description

[0001] This application claims priority to patent application number "202010961679.6" filed on September 14, 2020, entitled "Hybrid Power System and All-Terrain Vehicle". Technical Field

[0002] This invention relates to the field of all-terrain vehicle technology, and in particular to a hybrid power system and an all-terrain vehicle. Background Technology

[0003] Currently, all-terrain vehicles on the market are fuel-powered, and most vehicles use a belt-driven CVT continuously variable transmission system. This transmission system has the disadvantage of low transmission efficiency, and the heat generated raises the temperature of the CVT housing, causing the belt to work in a high-temperature environment, which makes the belt prone to breakage.

[0004] Furthermore, gasoline-powered vehicles typically reach their high-efficiency range above 5000 RPM, resulting in low efficiency and high fuel consumption during vehicle startup. Therefore, improving the mechanical efficiency and transmission efficiency of all-terrain vehicles is a direction that the industry needs to research. Currently, all-terrain vehicles are all gasoline-powered, using a CVT transmission system, with the front and rear axles needing to transmit power to the front and rear wheels to achieve four-wheel drive.

[0005] Furthermore, most hybrid vehicles in related technologies are two-wheel drive. Because hybrid vehicles generate significant harmful emissions during parking, short stops, and light-load conditions, their advantages over traditional gasoline vehicles are not obvious. Moreover, attempting to integrate the engine and electric motor makes the arrangement of various components on the vehicle very difficult. Summary of the Invention

[0006] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a hybrid power system that achieves four-wheel drive by using an engine to drive the first half-shaft and an electric motor to drive the second half-shaft, and also solves the problem of the inability to dynamically distribute driving force between the front and rear drives.

[0007] The present invention also proposes an all-terrain vehicle.

[0008] A hybrid power system according to an embodiment of the present invention includes: an engine; a continuously variable transmission (CVT) driving the engine; a first transmission driving the CVT; a first final drive driving the first transmission; a first half-shaft driving the first final drive; a motor for at least outputting power; a second transmission driving the motor; a second final drive driving the second transmission; and a second half-shaft driving the second final drive, wherein one of the first half-shaft and the second half-shaft is a front half-shaft and the other is a rear half-shaft.

[0009] According to the hybrid power system of the present invention, four-wheel drive can be achieved by driving the first half-shaft with an engine and driving the second half-shaft with an electric motor, and the problem of the inability to dynamically distribute driving force between the front and rear drives can be solved.

[0010] According to some embodiments of the present invention, both the continuously variable transmission and the first transmission are disposed in the engine, and a first drive shaft is connected between the first transmission and the first final reducer.

[0011] According to some embodiments of the present invention, the continuously variable transmission and the first transmission are disposed on opposite sides of the axial direction of the engine.

[0012] According to some embodiments of the present invention, the first transmission has a first transmission output terminal, the first final reducer has a first final reducer input terminal, and the first transmission output terminal is connected to and drives the first final reducer input terminal.

[0013] According to some embodiments of the present invention, the engine and the first transmission are disposed on the same side of the continuously variable transmission and the first transmission is fixed to the side of the engine adjacent to the first half-shaft.

[0014] According to some embodiments of the present invention, the first transmission includes a housing and a first gear shift assembly, and the first final reducer includes a first final reduction assembly, wherein both the first gear shift assembly and the first final reduction assembly are disposed within the housing.

[0015] According to some embodiments of the present invention, the second transmission is fixed between the motor and the second main reducer.

[0016] According to some embodiments of the present invention, the second transmission includes: a first shaft, a second shaft, a third shaft, a first reduction gear set, and a second reduction gear set. The first reduction gear set includes: a meshing first gear and a second gear. The second reduction gear set includes: a meshing third gear and a fourth gear. The first shaft drives the motor. The first gear is disposed on the first shaft. The second gear and the third gear are disposed on the second shaft. The fourth gear is disposed on the third shaft. The third shaft drives the second main reducer.

[0017] According to some embodiments of the present invention, the second transmission includes a planetary gear mechanism, which includes a sun gear, planet gears, a planet carrier, and a ring gear. The planet gears are disposed on the planet carrier and mesh between the sun gear and the ring gear. The sun gear drives the motor. One of the planet carrier and the ring gear is fixed and the other drives the second main reducer.

[0018] According to some embodiments of the present invention, the second transmission is a parallel shaft internal meshing reducer and includes a driving gear and a driven gear. The driving gear drives the motor, and the driven gear includes a gear ring. The driving gear meshes in the gear ring, and the driven gear drives the second main reducer.

[0019] According to some embodiments of the present invention, the motor is one of an electric motor and an electric generator.

[0020] According to some embodiments of the present invention, the hybrid power system further includes a controller and a vehicle speed sensor, the vehicle speed sensor being electrically connected to the controller, wherein the controller controls the engine to start after the motor starts and when the vehicle speed detected by the vehicle speed sensor reaches a predetermined value.

[0021] A hybrid power system according to the present invention includes: an engine; a continuously variable transmission (CVT) that drives the engine and is fixed to one axial side of the engine; a first transmission that drives the CVT and is fixed to the other axial side of the engine; a first drive shaft that drives one end of the first drive shaft to the first transmission; a first final reducer that drives the other end of the first drive shaft; a first half-shaft that drives the first half-shaft to the first final reducer; an electric motor for at least outputting power; a second transmission that drives the electric motor; a second final reducer that drives the second transmission, the second transmission being fixed between the electric motor and the second final reducer; and a second half-shaft that drives the second final reducer, wherein one of the first half-shaft and the second half-shaft is a front half-shaft and the other is a rear half-shaft.

[0022] A hybrid power system according to the present invention includes: an engine; a continuously variable transmission (CVT) that drives the engine and is fixed to one axial side of the engine; a first transmission that drives the CVT; a first final drive that drives the first transmission and is fixed between the engine and the first final drive; a first half-shaft that drives the first final drive; an electric motor for at least outputting power; a second transmission that drives the electric motor; a second final drive that drives the second transmission and is fixed between the electric motor and the second final drive; and a second half-shaft that drives the second final drive, wherein one of the first half-shaft and the second half-shaft is a front half-shaft and the other is a rear half-shaft.

[0023] An all-terrain vehicle according to an embodiment of the present invention includes: the aforementioned hybrid power system.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0026] Figure 1 This is a structural schematic diagram of an all-terrain vehicle according to an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the structure of a hybrid power system according to some embodiments of the present invention;

[0028] Figure 3 This is a schematic diagram of a hybrid power system according to other embodiments of the present invention;

[0029] Figure 4 This is a schematic diagram of the structure of a second transmission according to some embodiments of the present invention;

[0030] Figure 5 This is a schematic diagram of the structure of a second transmission according to other embodiments of the present invention;

[0031] Figure 6 This is a schematic diagram of the structure of a second transmission according to some embodiments of the present invention.

[0032] Figure label:

[0033] S, All-terrain vehicle;

[0034] 100. Hybrid power system;

[0035] 11. Engine; 12. Continuously variable transmission (CVT); 13. First transmission; 14. First final drive; 15. First half-shaft; 16. First drive shaft;

[0036] 21. Motor; 22. Second gearbox; 23. Second main reducer; 24. Second half-shaft;

[0037] 31. First shaft; 32. Second shaft; 33. Third shaft; 34. First reduction gear set; 341. First gear; 342. Second gear; 35. Second reduction gear set; 351. Third gear; 352. Fourth gear;

[0038] 41. Planetary gear mechanism; 42. Sun gear; 43. Planet gears; 44. Planet carrier; 45. Ring gear;

[0039] 51. Driving gear; 52. Driven gear; 62. First half-shell; 63. Second half-shell;

[0040] 200, wheels; 300, frame. Detailed Implementation

[0041] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0042] The following is for reference. Figures 1-6 The present invention describes a hybrid power system 100 according to an embodiment of the present invention, and also proposes an all-terrain vehicle S having the above-described hybrid power system 100.

[0043] like Figure 2 and Figure 3 As shown, the hybrid power system 100 includes: an engine 11, a continuously variable transmission (CVT) 12, a first transmission 13, a first final reducer 14, and a first half-shaft 15. The CVT 12 drives the engine 11, the first transmission 13 drives the CVT 12, the first final reducer 14 drives the first transmission 13, and the first half-shaft 15 drives the first final reducer 14. The engine 11 serves as the vehicle's primary power source, and it can start operating when the vehicle is in its fuel-efficient operating range. The engine 11 initially drives the CVT 12, which uses a drive belt and variable-diameter primary and driven pulleys to transmit power. This allows for continuous changes in the transmission ratio between the engine 11 and the CVT 12, achieving optimal matching between the CVT 12 and the engine 11 under various operating conditions.

[0044] Furthermore, the first transmission 13 drives the continuously variable transmission 12, and the first final reducer 14 drives the first transmission 13. The first transmission 13 is a mechanism used to change the speed and torque from the engine 11. The first transmission 13 can change the transmission ratio between the output shaft and the input shaft in a fixed or progressively increasing manner. In the hybrid power system 100, the first final reducer 14 can also change the torque and speed, increasing the torque from the first transmission 13 while reducing the speed and changing the direction of torque transmission. In addition, the power transmitted from the first final reducer 14 is transmitted to the first half-shaft 15.

[0045] like Figure 2 and Figure 3 As shown, the hybrid system 100 also includes: at least an electric motor 21 for outputting power, a second transmission 22, a second final reducer 23, and a second half-shaft 24. The second transmission 22 drives the electric motor 21, the second final reducer 23 drives the second transmission 22, and the second half-shaft 24 drives the second final reducer 23. The electric motor 21 converts electrical energy into kinetic energy. The electric motor 21 starts when the vehicle is started, and it operates before the vehicle's engine 11 reaches its high-efficiency fuel-powered operating range. By utilizing the low-speed, high-torque characteristics and high mechanical efficiency of the electric motor 21, and by using the electric motor 21 to drive the first half-shaft 15 independently, the power distribution during vehicle operation is more rational.

[0046] In this configuration, one of the first half-shaft 15 and the second half-shaft 24 is the front half-shaft, and the other is the rear half-shaft. That is, the motor 21 can serve as the driving force source for the front half-shaft, and the engine 11 can serve as the driving force source for the rear half-shaft; alternatively, the engine 11 can serve as the driving force source for the front half-shaft, and the motor 21 can serve as the driving force source for the rear half-shaft. This arrangement allows the front and rear half-shafts to be driven independently by the motor 21 and the engine 11, enabling the vehicle to achieve four-wheel drive and allowing for dynamic distribution of driving force between the front and rear half-shafts, thus improving the rationality of power distribution during vehicle operation.

[0047] Therefore, by driving the first half-shaft 15 through the engine 11 and the second half-shaft 24 through the electric motor 21, four-wheel drive can be achieved, and dynamic distribution of driving force can be realized. Based on this, the hybrid system 100 configured in this way can drive the first half-shaft 15 through the electric motor 21 when the vehicle starts, utilizing the low-speed, high-torque characteristics and high mechanical efficiency of the electric motor 21. After reaching a certain vehicle speed, the engine 11 is used to provide driving force to the vehicle. At this time, the engine 11 operates in the fuel-efficient range, ensuring the vehicle operates in the efficient range, thereby achieving energy saving and emission reduction.

[0048] According to an optional embodiment of the present invention, such as Figure 2As shown, both the continuously variable transmission (CVT) 12 and the first transmission 13 are located on the engine 11. A first driveshaft 16 connects the first transmission 13 and the first final reducer 14. Specifically, the first driveshaft 16 connects the first transmission 13 and the first final reducer 14, and together with the first transmission 13 and the first final reducer 14, the first driveshaft 16 transmits the power of the engine 11 to the wheels 200, thus generating driving force for the vehicle. Furthermore, the positions of the CVT 12, the first transmission 13, and the engine 11 are close to the center of the vehicle, making the vehicle's center of gravity closer to the center, resulting in greater stability during driving.

[0049] like Figure 2 As shown, the continuously variable transmission (CVT) 12 and the first transmission 13 are positioned on opposite sides of the engine 11 along its axial direction. This arrangement makes efficient use of the space between the CVT 12, the first transmission 13, and the engine 11, and allows the engine 11, CVT 12, and first transmission 13 to form an integrated powertrain structure, improving the compactness of the hybrid power system 100. Furthermore, this arrangement of the CVT 12 and first transmission 13 also balances the load on both sides of the engine 11, enhancing vehicle stability.

[0050] According to another alternative embodiment of the present invention, such as Figure 3 As shown, the first transmission 13 has a first transmission output end, and the first final reducer 14 has a first final reducer input end. The first transmission output end is connected to and drives the first final reducer input end. This configuration eliminates the need for a first drive shaft 16 between the first final reducer 14 and the first transmission 13, allowing for direct connection between them. This facilitates vehicle assembly and reduces costs. Furthermore, by moving the engine 11, continuously variable transmission 12, and first transmission 13 rearward, a portion of the central area is freed up, facilitating the assembly of other components.

[0051] like Figure 3 As shown, the engine 11 and the first transmission 13 are located on the same side of the continuously variable transmission 12 (CVT), and the first transmission 13 is fixed to the side of the engine 11 adjacent to the first half-shaft 15. This arrangement makes efficient use of the space between the CVT 12, the first transmission 13, and the engine 11. In other words, the engine 11 and the first transmission 13 can be fixedly connected in the front-rear direction. The first transmission 13, with this arrangement, can directly drive the first final reducer 14 from the rear side of the engine 11, which can improve the integration between the engine 11, the CVT 12, the first transmission 13, and the first final reducer 14.

[0052] like Figure 3As shown, the first transmission 13 includes a housing and a first gearbox assembly, and the first final reducer 14 includes a first final reducer assembly. Both the first gearbox assembly and the first final reducer assembly are disposed within the housing. The first gearbox assembly and the first final reducer assembly share the same housing. This arrangement facilitates the installation of the first transmission 13 and the first final reducer 14, saves space, and further enhances the integration of the hybrid power system 100.

[0053] According to some embodiments of the present invention, such as Figures 4-6 As shown, the second transmission 22 is fixed between the motor 21 and the second main reducer 23. This arrangement allows for efficient use of the vehicle's interior space and improves the compactness of the space between the second transmission 22, the motor 21, and the second main reducer 23. The power generated by the motor 21 is transmitted sequentially through the second transmission 22 and the second main reducer 23 to the second half-shaft 24, thereby driving the vehicle to move.

[0054] According to an optional embodiment of the present invention, such as Figure 4 As shown, the second gearbox 22 includes: a first shaft 31, a second shaft 32, a third shaft 33, a first reduction gear set 34, and a second reduction gear set 35. The first shaft 31 drives the motor 21. The first reduction gear set 34 is disposed between the first shaft 31 and the second shaft 32. The second reduction gear set 35 is disposed between the second shaft 32 and the third shaft 33. The third shaft 33 drives the second main reducer 23. By distributing the first reduction gear set 34 between the first shaft 31 and the second shaft 32, and the second reduction gear set 35 between the second shaft 32 and the third shaft 33, speed reduction can be achieved between the motor 21 and the second main reducer 23. The second gearbox 22 is a two-stage speed reducer.

[0055] Furthermore, the first reduction gear set 34 includes a meshing first gear 341 and a second gear 342, and the second reduction gear set 35 includes a meshing third gear 351 and a fourth gear 352. The first gear 341 is disposed on the first shaft 31, the second gear 342 and the third gear 351 are disposed on the second shaft 32, and the fourth gear 352 is disposed on the third shaft 33. The first gear 341 and the second gear 342 mesh to transmit power from the first shaft 31 to the second shaft 32. The second gear 342 and the third gear 351 share the second shaft 32, meaning power can be transmitted to the second gear 342. The third gear 351 and the fourth gear 352 mesh to transmit power to the fourth gear 352, which is the third shaft 33. The first shaft 31 drives the motor 21, and the third shaft 33 drives the second main reducer 23, thus transmitting power from the motor 21 to the second main reducer 23.

[0056] According to another optional embodiment of the invention, such as Figure 5 As shown, the second transmission 22 includes a planetary gear mechanism 41, which comprises a sun gear 42, planet gears 43, a planet carrier 44, and a ring gear 45. The planet gears 43 are mounted on the planet carrier 44 and mesh between the sun gear 42 and the ring gear 45. The sun gear 42 drives the motor 21. One of the planet carrier 44 and the ring gear 45 is fixed, while the other drives the second main reducer 23. The motor 21 drives the sun gear 42, which in turn drives the planet gears 43. When the ring gear 45 is fixed to the second main reducer 23, the planet carrier 44 drives the second main reducer 23; when the planet carrier 44 is fixed to the second main reducer 23, the ring gear 45 drives the second main reducer 23. The planetary gear mechanism 41 is characterized by its light weight, small size, wide transmission ratio range, high efficiency, smooth operation, and low noise.

[0057] According to another optional embodiment of the invention, such as Figure 6 As shown, the second gearbox 22 is a parallel shaft internal meshing reducer, and includes a driving gear 51 and a driven gear 52. The driving gear 51 drives the motor 21, and the driven gear 52 includes a gear ring. The driving gear 51 meshes within the gear ring, and the driven gear 52 drives the second main reducer 23. By using the internal meshing transmission of the driving gear 51 and the driven gear 52, not only can the speed reduction function be achieved, but the space of the second gearbox 22 can also be saved.

[0058] like Figures 4-6 As shown, the motor 21 has a first half-shell 62 on the side facing the second main reducer 23, and the second main reducer 23 has a second half-shell 63 on the side facing the motor 21. The first half-shell 62 and the second half-shell 63 are arranged opposite each other and constitute the housing of the second transmission 22. That is, the first half-shell 62 is fixedly connected to the motor 21, and the second half-shell 63 is connected to the second transmission 22. The first half-shell 62 and the second half-shell 63 are arranged opposite each other and form the housing of the second transmission 22. This facilitates the formation of the housing of the second transmission 22 without the need for an additional housing. Of course, the first half-shell 62 can be integrally formed with the housing of the motor 21, and the second half-shell 63 can be integrally formed with the housing of the second main reducer 23. This arrangement can improve the structural strength of the housing of the second transmission 22.

[0059] Optionally, motor 21 can be either an electric motor or an electric generator 21. When motor 21 is an electric motor, it only serves as a power output source, driving the second transmission 22 and transmitting power to the second half-shaft 24 via the second main reducer 23. When motor 21 is an electric motor, it can serve as both a power source and a generator. When the vehicle starts, the electric motor converts electrical energy into kinetic energy; when the vehicle is running smoothly, the electric motor converts kinetic energy back into electrical energy, meaning the vehicle can be charged and thus powered.

[0060] In addition, the hybrid system 100 also includes a controller and a vehicle speed sensor. The vehicle speed sensor is electrically connected to the controller. After the electric motor 21 starts and the vehicle speed detected by the vehicle speed sensor reaches a predetermined value, the controller controls the engine 11 to start. By setting the controller and the vehicle speed sensor, the electric motor 21 is used as the power source when the vehicle starts. After reaching a certain vehicle speed, the controller controls the engine 11 to start. At this time, the engine 11 operates in the high-efficiency range, so that the vehicle travels within the high-efficiency operating range of the engine 11, achieving energy saving and emission reduction.

[0061] The following is combined Figure 2 and Figure 3 The specific structures of the two hybrid power systems 100 are described separately.

[0062] like Figure 2 As shown, the hybrid power system 100 according to an embodiment of the present invention may include: an engine 11, a continuously variable transmission (CVT) 12, a first transmission 13, a first final reducer 14, a first half-shaft 15, a first drive shaft 16, a motor 21, a second transmission 22, a second final reducer 23, and a second half-shaft 24. The CVT 12 drives the engine 11 and is fixed on one axial side of the engine 11. The first transmission 13 drives the CVT 12 and is fixed on the other axial side of the engine 11. One end of the first drive shaft 16 drives the first transmission 13, and the first final reducer 14 drives the other end of the first drive shaft 16. The first half-shaft 15 drives the first final reducer 14. The second transmission 22 drives the motor 21, and the second final reducer 23 drives the second transmission 22. The second transmission 22 is fixed between the motor 21 and the second final reducer 23. The second half-shaft 24 drives the second final reducer 23. Wherein, the first half-shaft 15 is the rear half-shaft and the second half-shaft 24 is the front half-shaft, or the first half-shaft 15 is the front half-shaft and the second half-shaft 24 is the rear half-shaft.

[0063] like Figure 3As shown, the hybrid power system 100 according to an embodiment of the present invention may include: an engine 11, a continuously variable transmission (CVT) 12, a first transmission 13, a first main reducer 14, a first half-shaft 15, a motor 21, a second transmission 22, a second main reducer 23, and a second half-shaft 24. The CVT 12 drives the engine 11 and is fixed on one axial side of the engine 11. The first transmission 13 drives the CVT 12, and the first main reducer 14 drives the first transmission 13. This is a direct drive, that is, the output end of the first transmission 13 directly drives the input end of the first main reducer 14, without the need for a separate drive shaft. The first transmission 13 is fixed between the engine 11 and the first main reducer 14. The first half-shaft 15 drives the first main reducer 14. The second transmission 22 drives the motor 21, and the second main reducer 23 drives the second transmission 22. The second transmission 22 is fixed between the motor 21 and the second main reducer 23. The second half-shaft 24 drives the second main reducer 23. Wherein, the first half-shaft 15 is the rear half-shaft and the second half-shaft 24 is the front half-shaft, or the first half-shaft 15 is the front half-shaft and the second half-shaft 24 is the rear half-shaft.

[0064] According to a second aspect embodiment of the present invention, an all-terrain vehicle S includes: a hybrid power system 100 as described above, a frame 300, and wheels 200. The hybrid power system 100 is mounted on the frame 300, and the wheels 200 can be respectively mounted on the axle ends of corresponding first half-shaft 15 and second half-shaft 24, and the wheels 200 are divided into front wheels and rear wheels.

[0065] The following describes the operating modes of the all-terrain vehicle S.

[0066] Motor 21 operating mode: Motor 21 independently drives the all-terrain vehicle S without the assistance of engine 11. Motor 21 drives the front wheels of the all-terrain vehicle S through the second transmission 22, the second final drive 23, and the second half-shaft 24. Furthermore, using motor 21 for low-speed driving reduces fuel consumption, making it suitable for urban driving.

[0067] Hybrid Operation Mode: This is the most commonly used operating mode for the all-terrain vehicle S. Through reasonable power distribution, fuel consumption and emissions can be reduced. In this mode, the all-terrain vehicle S moves to a certain speed under the drive of the electric motor 21, at which point the engine 11 starts and operates in its high-efficiency range, reducing fuel consumption. The engine 11 drives the rear wheels of the all-terrain vehicle S through the continuously variable transmission 12, the first transmission 13, the first final drive 14, and the first half-shaft 15. The electric motor 21 drives the front wheels of the all-terrain vehicle S through the second transmission 22, the second final drive 23, and the second half-shaft 24.

[0068] Braking control operating mode: By optimizing the relationship between the braking torque of motor 21 and the brake, more braking energy is recovered. The front wheels provide generating torque to motor 21 through the second half-shaft 24, the second final drive 23, and the second transmission 22. At this time, motor 21 acts as a generator to generate electricity and charge the battery pack, thereby achieving the purpose of brake energy capture. When forced braking is performed, the controller receives a signal from the brake pedal sensor and increases the generating torque of motor 21 by adjusting the motor 21 controller.

[0069] In the description of this invention, it should 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," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0070] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0071] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An all-terrain vehicle, characterized in that, Includes a hybrid power system and a chassis, wherein the hybrid power system is mounted on the chassis; The hybrid power system includes: engine; A continuously variable transmission (CVT) that is connected to the engine; A first transmission, which is connected to the continuously variable transmission; The first main reducer is connected to the first transmission. The first half-shaft is connected to the first main reducer; At least one motor for outputting power, the motor being located in front of the engine along the longitudinal direction of the all-terrain vehicle; A second transmission, which is connected to the motor; The second main reducer is connected to the second transmission. The second half-shaft is driven by the second main reducer, wherein one of the first half-shaft and the second half-shaft is the front half-shaft and the other is the rear half-shaft; Both the continuously variable transmission (CVT) and the first transmission are mounted on the engine. A first drive shaft connects the first transmission to the first final drive. The CVT and the first transmission are mounted on opposite axial sides of the engine. The engine, the CVT, and the first transmission are located in the middle of the vehicle frame and below the all-terrain vehicle's seating area in the longitudinal direction.

2. The all-terrain vehicle according to claim 1, characterized in that, The first transmission has a first transmission output end, the first final reducer has a first final reducer input end, and the first transmission output end is connected to and drives the first final reducer input end.

3. The all-terrain vehicle according to claim 2, characterized in that, The engine and the first transmission are located on the same side of the continuously variable transmission, and the first transmission is fixed to the side of the engine adjacent to the first half-shaft.

4. The all-terrain vehicle according to claim 2, characterized in that, The first transmission includes a housing and a first gear shift assembly, and the first main reducer includes a first main reduction assembly. Both the first gear shift assembly and the first main reduction assembly are disposed within the housing.

5. The all-terrain vehicle according to claim 1, characterized in that, The second gearbox is fixed between the motor and the second main reducer.

6. The all-terrain vehicle according to claim 1, characterized in that, The second transmission includes: a first shaft, a second shaft, a third shaft, a first reduction gear set, and a second reduction gear set. The first reduction gear set includes: a meshing first gear and a second gear. The second reduction gear set includes: a meshing third gear and a fourth gear. The first shaft drives the motor. The first gear is disposed on the first shaft. The second gear and the third gear are disposed on the second shaft. The fourth gear is disposed on the third shaft. The third shaft drives the second main reducer.

7. The all-terrain vehicle according to claim 1, characterized in that, The second transmission includes a planetary gear mechanism, which includes a sun gear, planet gears, a planet carrier, and a ring gear. The planet gears are disposed on the planet carrier and mesh between the sun gear and the ring gear. The sun gear drives the motor. One of the planet carrier and the ring gear is fixed, and the other drives the second main reducer.

8. The all-terrain vehicle according to claim 1, characterized in that, The second transmission is a parallel shaft internal meshing reducer and includes a driving gear and a driven gear. The driving gear drives the motor, and the driven gear includes a gear ring. The driving gear meshes in the gear ring, and the driven gear drives the second main reducer.

9. The all-terrain vehicle according to claim 1, characterized in that, The motor is either an electric motor or an electric generator.

10. The all-terrain vehicle according to claim 1, characterized in that, The hybrid power system further includes a controller and a vehicle speed sensor, wherein the vehicle speed sensor is electrically connected to the controller, and the controller controls the engine to start when the motor starts and the vehicle speed detected by the vehicle speed sensor reaches a predetermined value.

11. An all-terrain vehicle, characterized in that, Includes a hybrid power system and a chassis, wherein the hybrid power system is mounted on the chassis; The hybrid power system includes: engine; A continuously variable transmission (CVT), wherein the CVT is driven by the engine and fixed to one axial side of the engine; A first transmission, which is connected to the continuously variable transmission and fixed on the other side of the axial direction of the engine; A first drive shaft, one end of which is connected to the first transmission; The first main reducer is connected to the other end of the first drive shaft; The first half-shaft is connected to the first main reducer; At least one motor for outputting power, the motor being located in front of the engine along the longitudinal direction of the all-terrain vehicle; A second transmission, which is connected to the motor; The second main reducer is connected to the second gearbox, and the second gearbox is fixed between the motor and the second main reducer. The second half-shaft is driven by the second main reducer, wherein one of the first half-shaft and the second half-shaft is the front half-shaft and the other is the rear half-shaft; The engine, the continuously variable transmission (CVT), and the first transmission are located in the longitudinal direction at the center of the vehicle frame, below the all-terrain vehicle's seating area.

12. An all-terrain vehicle, characterized in that, Includes a hybrid power system and a chassis, wherein the hybrid power system is mounted on the chassis; The hybrid power system includes: engine; A continuously variable transmission (CVT), wherein the CVT is driven by the engine and fixed to one axial side of the engine; A first transmission, which is connected to the continuously variable transmission; A first main reducer is connected to a first transmission, and the first transmission is fixed between the engine and the first main reducer. The first half-shaft is connected to the first main reducer; At least one motor for outputting power, the motor being located in front of the engine along the longitudinal direction of the all-terrain vehicle; A second transmission, which is connected to the motor; The second main reducer is connected to the second gearbox, and the second gearbox is fixed between the motor and the second main reducer. The second half-shaft is driven by the second main reducer, wherein one of the first half-shaft and the second half-shaft is the front half-shaft and the other is the rear half-shaft; The engine, the continuously variable transmission (CVT), and the first transmission are located in the longitudinal direction at the center of the vehicle frame, below the all-terrain vehicle's seating area.

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